Achieving genuinely dynamic road user charging : issues with a GNSS-based approach

Peer reviewedPostprin

Traffic Congestion Pricing Methods and Technologies

This paper reviews the methods and technologies for congestion pricing of roads. Congestion tolls can be implemented at scales ranging from individual lanes on single links to national road networks. Tolls can be differentiated by time of day, road type and vehicle characteristics, and even set in real time according to current traffic conditions. Conventional toll booths have largely given way to electronic toll collection technologies. The main technology categories are roadside-only systems employing digital photography, tag and beacon systems that use short-range microwave technology, and in vehicle-only systems based on either satellite or cellular network communications. The best technology choice depends on the application. The rate at which congestion pricing is implemented, and its ultimate scope, will depend on what technology is used and on what other functions and services it can perform. Since congestion pricing calls for the greatest overall degree of toll differentiation, congestion pricing is likely to drive the technology choice.Road pricing; Congestion pricing; Electronic Toll Collection technology

Traffic Congestion Pricing Methods and Technologies

This paper reviews the methods and technologies for congestion pricing of roads. Congestion tolls can be implemented at scales ranging from individual lanes on single links to national road networks. Tolls can be differentiated by time of day, road type and vehicle characteristics, and even set in real time according to current traffic conditions. Conventional toll booths have largely given way to electronic toll collection technologies. The main technology categories are roadside-only systems employing digital photography, tag and beacon systems that use short-range microwave technology, and in vehicle-only systems based on either satellite or cellular network communications. The best technology choice depends on the application. The rate at which congestion pricing is implemented, and its ultimate scope, will depend on what technology is used and on what other functions and services it can perform. Since congestion pricing calls for the greatest overall degree of toll differentiation, congestion pricing is likely to drive the technology choice

The electric city newspaper: urban age electric city conference (Shoreditch Electric Light Station, London 6-7 December 2012)

In 1879 Thomas Edison invented the light bulb and built the first power station in Pearl Street in Manhattan in 1882, while the German inventor Werner von Siemens installed the first electric elevator in Mannheim in 1880. Since then, electricity has powered – directly or indirectly – the shape and dynamics of urban life. In cities of the developed world, we take for granted that electricity feeds the complex systems which sustain and sometimes spectacularly fail us. In emerging cities of the developing world, a light bulb is still embraced as a symbol of civilisation by some, while others celebrate their urbanity in a visual cacophony of neon. The Electric City is, in many ways, the crucible of patterns of production, consumption and pollution of the 21st century ‘urban age’ as cities struggle with their impact on the social and environmental well-being of the planet. After having tackled the urban economy, health and well-being, violence, security, social inclusion and design at conferences held in – amongst others – Hong Kong, Chicago, New York, São Paulo and Johannesburg, the Urban Age returns to London for its eleventh conference since 2005. We turn our attention to the challenges and responsibilities faced by cities in the digital age as Climate Change and economic pressures continue to define our everyday urban realities. Since its inception, the Urban Age has studied the spatial and social dynamics of over 30 cities in the developed and developing world, collaborated with over 40 academic institutions and municipal authorities and been attended by over 5,000 speakers and participants from urban design, policymaking, research and practice. In London we welcome over 60 speakers from 30 cities in 15 countries across four continents who take part in the two-day Urban Age Electric City conference in the aptly named Shoreditch Electric Light Station in central London – a building that in its own history reflects the connections between power and the city. It opened as an electricity generating station in 1896 to burn rubbish, giving steam for generating electricity with the waste used to heat public baths next door. The motto above the door is ‘E Pulvere Lux Et Vis, or ‘Out Of The Dust, Light And Power’, reflecting a trajectory of sustainable resilience that parallels the themes and issues debated by the protagonists of the Urban Age

Policy packages as potential routes to urban road pricing in the UK

This paper focuses on urban road pricing as a demand management policy that is often regarded as radical and generally unacceptable. Road pricing often gets delayed or abandoned due to low acceptability. This may be due to the fact that complex interactions and drivers of change affect road transport management and require cooperation within implementation networks. The implementation network is a group of people (referred to as partners and actors) who co-ordinate the introduction of policy tools. The drivers of change include any internal or external influences that have an effect on the time, place, or ‘shape’ of the policy measures being introduced. Demand management measures that focus on 'sustainable transport' usually address a limited set of objectives and are often implemented alone i.e. are not necessarily combined with other policy measures. When combined with other measures, it is not always clear whether the multiple interactions between policy tools and implementation networks have been sufficiently considered. Examples of ongoing implementation of policy package in the UK are the support of road pricing initiatives combined with public transport improvements by the Transport Innovation Fund. The objectives of the paper are twofold. First, we present a review of the UK urban road pricing situation. Second, we contrast the emerging issues against six key implementation factors. The analysis of three existing UK road pricing examples - London, Edinburgh and Durham – shows the importance of combining policy tools. Furthermore, through the above examples and theoretical arguments, we emphasise the additional need of creating and maintaining strong networks when implementing policy packages

Steering urban growth: governance, policy and finance

We live in an urban age. Over half the world’s population now lives in urban areas, while the urban population is expected to reach 60% by 2030. At the same time, the importance of cities for national economic growth and climate change continues to increase. Three groups of cities will be particularly important for the global economy and climate: Emerging Cities, Global Megacities and Mature Cities. When combined, these 468 cities are projected to contribute over 60% of global GDP growth and over half of global energy-related emissions growth between 2012 and 2030 under business as usual. However, not all countries and cities will benefit from the potential economic gains of urban growth under business as usual. The winners and losers of urban expansion will depend on the policy decisions that national and sub-national governments make over the next few years. Evidence suggests that urban growth that is poorly managed by governments can lead to a range of economic, social and environmental costs, such as traffic congestion, inefficient public transport, air pollution with associated health impacts, and inadequate infrastructure for basic services such as energy, water and waste

CISMOB - Cooperative information platform for low carbon and sustainable mobility: ICT towards low carbon and sustainable mobility: a multiscale perspective

The transport sector has an important contribution to the economy, employment and to the citizens’ mobility. However, it is also a major contributor to greenhouse gas (GHG) emissions, representing almost a quarter of Europe's GHG emissions, and air pollution, which reduces air quality in cities with direct effects on public health. In particular, road transport is responsible for almost a fifth of total EU emissions and 73% of emissions from transport (European Commission, 2017). Intelligent Transport Systems (ITS) is the application of sensing, analysis, control and communications technologies for the management of the transport process to improve safety, mobility and efficiency, increase security and reduce environment impact. The use of ITS tools in transport has brought significant improvement in transport systems performance and it is a key element in reducing carbon footprint, as well as increasing the sustainability on an urban scale. The increasing road transport volumes in the EU are the primary cause of growing congestion and energy consumption, as well as a source of environmental and social problems (Tafidis & Bandeira, 2017). According to EC, ITS can contribute to the main transport policy objectives by reducing environmental impacts and save energy through better demand management. Therefore, the primary goals for urban transport should be the promotion of cleaner cars and fuels and the reduction of road accidents and traffic congestion. ITS tools can have a significant role to a cleaner, safer and more efficient transport system. EC with the ITS Directive (2010/40/EU) gave the necessary legal framework to their member states to accelerate the implementation of smart technologies in transport sector, giving each country freedom to decide their priorities (Urban ITS Expert Group, 2013). Regarding the mobility sector, there is a clear lack of well-structured policy guidelines that leverage the use of Information and Communication Technologies (ICT), sensing systems and big data to promote a more sustainable use of infrastructures. Specifically, there is still a waste of available resources for estimation real time mobility impacts and an even more obvious inability to use this information to implement sustainable mobility policies. The concept of sustainability in CISMOB concerns not only the carbon footprint but also the local economy and the social dimension, including active transport networks, users and the rest of citizens. Against this background, CISMOB partnership was developed in order to collect new ideas and practical experience.CISMOB Project Index Number: PGI01611, co-funded by the Interreg Europe Programmepublishe

implications to CRM and public policy

Thesis(Doctoral) --KDI School:Ph.D in Public Policy,2017With the advent of the Internet and Mobile Communications, the nature of communication has changed significantly over the past few decades .The promotion of technologies among the common people has been found to be an important element of public policy to reduce the digital divide. The rapid advancement of information technology (IT), automation systems and data communications systems leads to improvement of intelligent transport systems (ITS). ITS covers all branches of transportation and involves all dynamically interacting elements of transportation system, i.e. transport means, infrastructure, drivers and commuters. However, few researches have been carried out in the context of public sectors, especially that involving ITS. The purpose of this study is to investigate the justice dimensions that influence satisfaction and public confidence in the context of ITS and to explore implications to Citizen/Customer Relationship Management (CRM) and public policy. This study investigates the following research questions: i) Do levels of perceived justice (distributive, procedural and interactional) in ITS environment affect levels of satisfaction/dissatisfaction? ii) Do levels of satisfaction form ITS affect levels of public confidence? iii) Do levels of dissatisfaction form ITS affect levels of willingness to complain? iv) Do levels of dissatisfaction form ITS affect levels of complaining behavior? v) Do levels of complaining behavior in ITS environment affect levels of satisfaction with complaint handling when the complaints are resolved based on three dimensions (distributive, procedural and interactional)of justice? vi) Do levels of willingness to complain in ITS environment affect levels of public confidence? vii) Do levels of satisfaction with complaint handling in ITS environment affect levels of public confidence? The findings of this study imply that ITS users are more importantly perceive to equity and equality issues, or distributive justice. The employment of ITS should not be limited to the technical aspects of ITS, but should focus more attention on the subjective domain of justice. The results of this study also have important implications for public complaint handling in terms of increasing public satisfaction with ITS, which is crucial for CRM.Part I: Exploring Satisfaction/Dissatisfaction and Public Confidence in the ITS Environment; Implications to CRM and Public Policy Part II: ComparingSatisfaction/Dissatisfaction and Public Confidence in the ITS Environment in Public and Private Transportation Part III: Implementation Strategy of ITS in Developing CountriesdoctoralpublishedA. K. M. Anisur RAHMAN