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Contribution to objectives and problems
| Objective |
Singapore Area Licensing |
Singapore Electronic
Road Pricing |
Norwegian Toll Rings |
Value Pricing in San
Diego |
London Congestion Charging
Study |
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 | = Weakest
possible positive contribution, |  | = strongest
possible positive contribution |
 | = Weakest
possible negative contribution |  | = strongest
possible negative contribution |
 | =
No contribution |
Appropriate contexts
Urban road charging is applicable to any city. However given that there
are costs associated with its implementation, it is recommended that cities
considering the introduction of urban road charging should carry out a
cost-benefit analysis of doing so.
Based on our above assessments, urban road charging will be particularly
applicable in cities where:
- there is an identifiable problem of traffic congestion; or
- there has been a decision not to increase the capacity of the road
network which may, without efforts to manage demand, lead to problems
of traffic congestion;
- there is (or there is scope for) a good public transport network;
- there is a degree of economic autonomy in relation to neighbouring
cities;
- there is an identified need to raise revenue for particular projects.
Even within a city or town there will be contexts where urban road charging
will be more or less appropriate. Appropriate area-types indicates which
area-types are likely to be most and least appropriate.
| Area type |
Suitability |
| City centre |
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| Dense inner suburb |
|
| Medium density outer suburb
|
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| Less dense outer suburb |
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| District centre |
|
| Corridor |
|
| Small town |
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| Tourist town |
|
| = Least suitable
area type | | = Most suitable
area type |
Adverse side-effects
The first is the potentially adverse impact on the economy of the charged
area if charging encourages drivers to travel elsewhere, on which there
is no empirical evidence. However, a number of desktop and attitudinal studies
have concluded that there would be minor negative economic impacts, although
it is very much dependent upon the characteristics of the urban centre (e.g.
Flowerdew 1994, Richards et al, 1996, Still, 1996). Most studies have highlighted
the need for complementary public transport improvements.
The second concern relates to the equity implications. Bus users, pedestrians
and cyclists will benefit; rail users will be little affected except,
perhaps, by increased patronage; but car and commercial vehicle users,
and particularly those on low incomes, will suffer.
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