Vol 14 No 1 (2014)
2014-01-01
Vol 14 No 1 (2014)
2014-01-01
Articles
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Below you will find an ‘In memoriam’ concerning Piet Rietveld, who until his recent passing away was member of EJTIR’s Editorial Advisory Board (EAB). The In Memoriam is written by Peter Nijkamp, chairman of the EAB. As EAB member, Piet has contributed to EJTIR right from the journal’s inception. He did so in the form of providing highly valued advice on strategic issues – such as our transformation towards an open-access e-journal in 2005; and also as a dedicated referee of papers submitted to EJTIR. As a referee, Piet showed a very clear eye for the (lack of) quality and relevance of papers, and always delivered his review reports well before the deadline.
Below you will find an ‘In memoriam’ concerning Piet Rietveld, who until his recent passing away was member of EJTIR’s Editorial Advisory Board (EAB). The In Memoriam is written by Peter Nijkamp, chairman of the EAB. As EAB member, Piet has contributed to EJTIR right from the journal’s inception. He did so in the form of providing highly valued advice on strategic issues – such as our transformation towards an open-access e-journal in 2005; and also as a dedicated referee of papers submitted to EJTIR. As a referee, Piet showed a very clear eye for the (lack of) quality and relevance of papers, and always delivered his review reports well before the deadline.
Below you will find an ‘In memoriam’ concerning Piet Rietveld, who until his recent passing away was member of EJTIR’s Editorial Advisory Board (EAB). The In Memoriam is written by Peter Nijkamp, chairman of the EAB. As EAB member, Piet has contributed to EJTIR right from the journal’s...
Peter Nijkamp -
Toll charges are classified into congestion tolls (congestion pricing) and road tolls (private pricing) respectively, according to the purpose of pricing. Congestion pricing is used to mitigate network congestion by shifting traffic flow from peak periods to off-peak periods, from congested routes to less congested routes, or from private cars to public transport. Private toll pricing is used to recoup construction or maintenance costs of road links, when they are built fully or partially on private investment. This special issue reports some recent developments in road pricing. Three papers investigate congestion pricing, and one paper deals with toll adjustment for road franchising. The optimisation models and theoretical findings might be useful and meaningful for future research on road pricing.
Toll charges are classified into congestion tolls (congestion pricing) and road tolls (private pricing) respectively, according to the purpose of pricing. Congestion pricing is used to mitigate network congestion by shifting traffic flow from peak periods to off-peak periods, from congested routes to less congested routes, or from private cars to public transport. Private toll pricing is used to recoup construction or maintenance costs of road links, when they are built fully or partially on private investment. This special issue reports some recent developments in road pricing. Three papers investigate congestion pricing, and one paper deals with toll adjustment for road franchising. The optimisation models and theoretical findings might be useful and meaningful for future research on road pricing.
Toll charges are classified into congestion tolls (congestion pricing) and road tolls (private pricing) respectively, according to the purpose of pricing. Congestion pricing is used to mitigate network congestion by shifting traffic flow from peak periods to off-peak periods, from congested...
Xiaoning Zhang -
This paper provides a framework for optimizing toll locations and levels in congestion pricing schemes for large urban road networks, with the objective to maximize the social surplus. This optimization problem is referred to as the toll location and level setting problem (TLLP) and is both non-convex, non-smooth and involves binary decision variables, and is therefore considered as a hard problem to solve. In this paper a solution approach is provided which instead of directly solving the TLLP, makes use of the first-best toll level solution, in which no restrictions are imposed on toll locations or levels. A first-best pricing scheme can be obtained by solving a convex program, and it has previously been shown that for the used routes in the network, the first-best toll levels on a route level are unique. By formulating an optimization problem, which instead of maximizing the social surplus, tries to find the link toll levels which minimize the deviation from first-best route tolls, a mixed integer linear program is obtained, and if the toll locations are predetermined the resulting optimization problem is a linear program. The approach of minimizing the deviation from first--best route tolls is applied for two different network models, and results are provided to show the applicability of the approach, as well as to compare with other approaches. Also, it is shown that for the Stockholm network, virtually the first-best level of social surplus can be obtained with a significantly reduced number of located tolls.
This paper provides a framework for optimizing toll locations and levels in congestion pricing schemes for large urban road networks, with the objective to maximize the social surplus. This optimization problem is referred to as the toll location and level setting problem (TLLP) and is both non-convex, non-smooth and involves binary decision variables, and is therefore considered as a hard problem to solve. In this paper a solution approach is provided which instead of directly solving the TLLP, makes use of the first-best toll level solution, in which no restrictions are imposed on toll locations or levels. A first-best pricing scheme can be obtained by solving a convex program, and it has previously been shown that for the used routes in the network, the first-best toll levels on a route level are unique. By formulating an optimization problem, which instead of maximizing the social surplus, tries to find the link toll levels which minimize the deviation from first-best route...
This paper provides a framework for optimizing toll locations and levels in congestion pricing schemes for large urban road networks, with the objective to maximize the social surplus. This optimization problem is referred to as the toll location and level setting problem (TLLP) and is both...
Joakim Ekström -
This paper presents a dynamic congestion charging framework that includes a dynamic user equilibrium (DUE) network model to optimize a tolling scheme, whose objective(s) may be determined by the transport planner. The framework presented may be utilised to evaluate potential charging regimes; this paper concentrates on the feasibility of extending the concept of minimal-revenue tolls from the static to time-varying environment. We discuss the limitations in the transference of this optimisation objective and propose a pragmatic approach designed to allow the planner to balance the effect of extracting additional toll revenue against achievable network benefit. We investigate the ability of this framework to incorporate various tolling scenarios and to illustrate the production of low-revenue tolls. The numerical tests use a fixed toll across the entire time period for a range of demand scenarios and a fairly stable tolling solution is observed.
This paper presents a dynamic congestion charging framework that includes a dynamic user equilibrium (DUE) network model to optimize a tolling scheme, whose objective(s) may be determined by the transport planner. The framework presented may be utilised to evaluate potential charging regimes; this paper concentrates on the feasibility of extending the concept of minimal-revenue tolls from the static to time-varying environment. We discuss the limitations in the transference of this optimisation objective and propose a pragmatic approach designed to allow the planner to balance the effect of extracting additional toll revenue against achievable network benefit. We investigate the ability of this framework to incorporate various tolling scenarios and to illustrate the production of low-revenue tolls. The numerical tests use a fixed toll across the entire time period for a range of demand scenarios and a fairly stable tolling solution is observed.
This paper presents a dynamic congestion charging framework that includes a dynamic user equilibrium (DUE) network model to optimize a tolling scheme, whose objective(s) may be determined by the transport planner. The framework presented may be utilised to evaluate potential charging regimes;...
K. J. Stewart, Y. E. Ge -
This paper presents an original study on the economics of a link-based Toll and Subsidy Scheme (TSS) on a general transportation network. Different from a traditional congestion pricing scheme, the combination of toll and subsidy is found to be able to serve more planning purposes simultaneously, such as efficiency, fairness, and public acceptance. We first demonstrate that on a one-origin or one-destination network, a pareto-improving, system-optimal and revenue-neutral TSS always exists and can be obtained by solving a set of linear equations. Recognizing that such a scheme may not always exist for a multi-origin network, we then define the maximum-revenue problem with pareto-improving constrains to find the maximum possible revenue collected by the toll and subsidy scheme with optimal arc flows and non-increasing origin-destination travel costs. We discover that the problem is actually the dual problem of a balanced transportation problem, which can thus be solved efficiently by existing algorithms. At the end of the paper, a numerical example with a small synthetic network is provided for the comparison of toll and subsidy scheme with other existing toll schemes in terms of OD travel disutilities.
This paper presents an original study on the economics of a link-based Toll and Subsidy Scheme (TSS) on a general transportation network. Different from a traditional congestion pricing scheme, the combination of toll and subsidy is found to be able to serve more planning purposes simultaneously, such as efficiency, fairness, and public acceptance. We first demonstrate that on a one-origin or one-destination network, a pareto-improving, system-optimal and revenue-neutral TSS always exists and can be obtained by solving a set of linear equations. Recognizing that such a scheme may not always exist for a multi-origin network, we then define the maximum-revenue problem with pareto-improving constrains to find the maximum possible revenue collected by the toll and subsidy scheme with optimal arc flows and non-increasing origin-destination travel costs. We discover that the problem is actually the dual problem of a balanced transportation problem, which can thus be solved efficiently...
This paper presents an original study on the economics of a link-based Toll and Subsidy Scheme (TSS) on a general transportation network. Different from a traditional congestion pricing scheme, the combination of toll and subsidy is found to be able to serve more planning purposes...
F. Xiao, H. M. Zhang -
The social welfare gain and investment return are two main concerns of a road investment project, and they are usually key components of a Build-operate-transfer (BOT) contract. Therefore, the Pareto efficient outcomes of the two objectives are attractive for both government and private investor. This paper proposes a ex-post toll adjustment procedure called Paretoimproving trial-and-error procedure (PI-TEP), in order to achieve the Pareto efficient outcomes for a BOT toll road project with pre-determined road capacity and unknown demand function. The PI-TEP is novel and Pareto-improving, since the procedure does not require an analytical demand function and can improve social welfare and revenue simultaneously. Furthermore, the PI-TEP is theoretically proved to be efficient in obtaining the Pareto efficient outcomes. And thus, the procedure is practically useful and valuable for both government and private investor in a BOT toll road project.
The social welfare gain and investment return are two main concerns of a road investment project, and they are usually key components of a Build-operate-transfer (BOT) contract. Therefore, the Pareto efficient outcomes of the two objectives are attractive for both government and private investor. This paper proposes a ex-post toll adjustment procedure called Paretoimproving trial-and-error procedure (PI-TEP), in order to achieve the Pareto efficient outcomes for a BOT toll road project with pre-determined road capacity and unknown demand function. The PI-TEP is novel and Pareto-improving, since the procedure does not require an analytical demand function and can improve social welfare and revenue simultaneously. Furthermore, the PI-TEP is theoretically proved to be efficient in obtaining the Pareto efficient outcomes. And thus, the procedure is practically useful and valuable for both government and private investor in a BOT toll road project.
The social welfare gain and investment return are two main concerns of a road investment project, and they are usually key components of a Build-operate-transfer (BOT) contract. Therefore, the Pareto efficient outcomes of the two objectives are attractive for both government and private...
Zhijia Tan, Wei Tan