Civil Engineering Reference
In-Depth Information
Table 19.1 Classi
cation of pricing options
Differentiation eligibility/exemption/discounts
By time-of
—
day/congestion level
Flat/
xed
Variable/preset by TOD and direction
Variable/real-time dynamic
By vehicle characteristics/type
Auto
Low emission auto
Motorcycle
Single-unit truck combination truck transit bus
By vehicle occupancy
SOV
HOV-2
Registered HOV-2
HOV-3
HOV-4+
By place of residence
Resident of a certain area
Visitor
By method of payment
Cash
Transponder/ETC
By day of week
Weekday
Weekend
By season
Summer/spring
Winter/fall
Source
Reference [
5
], p 13. Table 2.1
Facility pricing is common in the United States and Canada. However, the
concept of facility use pricing based on
fixed fees is being reexamined to favor
methods of user charges based on variable usage
mileage based charges.
Area-wide (cordon) pricing is found in several European cities and in Singapore.
The various methods of pricing include: time of day, type of vehicles, vehicle
occupancy, place of residence, day of week, season of year, and type of user. These
are shown in Table
19.1
.
—
19.3.1.4 Setting Prices
Economists perceive traf
without some form of
marginal cost pricing, motorists have no opportunity or incentive to save money by
avoiding traveling in heavy traf
c congestion as a pricing problem
—
c. Fitch and Associates [
3
] have reported that the cost
of peak hour auto travel is about 2.5
on a per mile basis.
Congestion prices for a roadway can be set in one of two ways: (1) they can be
keyed to the marginal cost of providing the additional capacity needed to accom-
modate peak-period travel, or (2) they can be keyed to the marginal social cost
imposed by the peak period traveler on existing users
3.0 times the average cost
—
-
—
the marginal cost the extra
