Civil Engineering Reference
In-Depth Information
12 tons on autobahns, and a few other national roads. Truck tolls are based on the
number of axles, vehicle emission ratings, and distance traveled. Fifty percent of the
revenues are applied to roads, 38 % to rail, and 12 % to waterways. The system
covers about 7,400 road miles including about 30 miles of local roads. Since its
inception, empty trucks declined by 7 and 58 % of the trucks shifted from dirtier to
cleaner emission models.
19.4.1.2 Czech Republic Tolling
The goal of the Czech Republic
is truck tolling system is to generate revenues fro
the foreign-based trucks that account for 40 % of trucks on Czech highways. Tolls
are based on distance traveled, vehicle classi
'
cation, and emission rating.
The tolling system was implemented in January 2007, originally for trucks
carrying more than 12 metric tons and expanded in January 2010 to include trucks
greater than 3.5 metric tons. The average charge is $0.36 per mile for highways, and
$0.17 for
first class roads. This charging scheme is viewed as the
first phase of a
more comprehensive road pricing policy.
19.4.2 Mileage-Based Fees
Mileage-based fees are a possible alternative to the motor fuel tax. They provide a
mechanism for offsetting lower revenues from reduced motor fuel consumption
(due to higher ef
ciency from newer motor vehicle models). A mileage-based tax
also could be applied for congestion mitigation purposes because it could vary by
type of facility and/or time of day (degree of congestion). The technology has been
applied elsewhere (e.g., Singapore) and also could be applied to ramp metering and
congestion pricing.
Mileage charges are being considered by several states, and they have been
suggested as a long range alternative for transportation funding in a Transportation
Research Board policy study [
9
].
The State of Oregon has studied mileage-based pricing [
10
]. The study focused
on mileage-based fees and peak period driving charges. Its primary goal was to
reduce traf
c demand during the most congested periods, and the secondary goal
was to raise revenues and replace the existing fuel-based taxes.
Washington State applied estimated VMT elasticities to mileage-based fees.
Results yielded estimated reductions in the morning peak VMT of 4 %, and in
afternoon peak close to 11 % [
7
].
A Transportation Research Board Policy Study [
9
] recommends that
“
the states
and federal government should explore the potential of road user metering and
mileage charging.
It suggested a program with a national focus, including federal
aid for research and testing. This policy study indicated that road user metering and
mileage charging appear to be the most promising long term approach to pricing
”
