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Environmental Impacts of HGV Tolling Schemes

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Environmental Impacts of HGV Tolling Schemes 1 Environmental Impacts of HGV Tolling Schemes Werner Rothengatter Universität Karlsruhe (TH) Environmental Impacts of 2 HGV Tolling Schemes Directive 2006(38 Impacts of German TollCollect Scheme Plans to Extend Directive 2006/38 Implementation Problems and Caveats More Comprehensive Internalisation Schemes Conclusions 1 Directive 2006/38 3 Full Infrastructure Cost Recovery Differentiation According to - Time of Day/Congestion (100%) - Euro Emission Category (100%) Implementation in Austria and Germany Use of Revenues for Road (ASFINAG) or Road/Rail/IWW (VIFG) 2 Impacts of German TollCollect Scheme 4 Introduced: 2005 GPS/km-based Charging System (Electronic + Manual) Motorways + Some Federal Primaries Charges Based on Full Life Cycle Costs Differentiation According to Euro Categories (100% since 2009) 5 Payment Value added Traffic Control System services Center "Toll Collect" Road Operator GPS Pyment Information Positioning Payment/ VAS GSM/ Call Center Internet POS SMS Forwarder On Board Value added Unit services Automatic Payment Manual Payment Micro-Simulation of Toll Impacts 6 SimulationImpacts der Auswirkungen on Distance, Empty einer Running Maut and Consignments TotalGesamtdistanz Distance EmptyLeerfahrtendistanz Running Distance OhneWithout Maut MitWith Maut Maut Ohne WithoutMaut Mit Maut With Maut SimulationsperiodenSimulation Periods Simulationsperioden Simulation Periods AnzahlConsignments Transportflle perpro WocheWeek Rckkoppelungen auf Feedback with Routenwahl Losgr§en/Frequenzen• Route/Mode Choice Transporteffizienz OhneWithout Maut • Production Process Mit Maut With Maut Sowohl• Transport speditionsseitig Intensity als auch produktionsseitig. SimulationSimulationsperioden Periods Quelle: IWW Growth of Rail Freight Induced by Road Growth of Rail Freight Traffic Comared with the Reference 7 Tolls Scenario 2010 Szenario I Szenario IIa Szenario IIb 45% 40% 35% 30% 25% 20% 15% Growth of Tkm 10% 5% 0% FG BG FG BG FG BG FG BG FG BG FG BG SG MG SG MG SG MG RT RT DLT DLT BLT BLT RT RT DLT DLT BLT BLT RV RV BFV BFV GFV GFV SG = Goods with logistic Requirements, MG = Bulk Cargo, RV = Regional Transport, BFV = Domestic Transport, GFV = International Transport Scen. I: Motorways, only and present rail productivity Scen. II: All Roads and present rail productivity Scen. II: All Roads and improved rail productivity Modelled development of HGV fleet composition 8 Development of the HDV Fleet Structure in Germany 60% in the Reference Case 1995 - 2010 x 50% 40% 30% 20% Share of mileage driven 10% (all weight classes, all inter-urban road categories) 0% 1995 1997 1999 2001 2003 2005 2007 2009 Euro-0 (Pre-Euro) Euro-1 Euro-2 Euro-3 Euro-4 Euro-5 ` [Anteile in %] 100 10 20 30 40 50 60 70 80 90 0 01-05 03-05 (Quellen: 2005 - 10/2007: BAG; ab 11/2007: Schätzungen der ProgTrans AG) ProgTrans der Schätzungen BAG; ab11/2007: 10/2007: 2005- (Quellen: 05-05 07-05 Figures 11/07-2010:Estimations ofProgTransAG Figures 2005-11/07:BAG in Deutschland nach Schadstoffklassen 01-2005 bis 12-2010 (in %) (in 12-2010 bis 01-2005 nach Schadstoffklassen Deutschland in 09-05 Fahrleistungen mautpflichtigen der Verteilung der Entwicklung 11-05 01-06 by EuroEmission Categories Estimated vkmHGV inGermany 03-06 05-06 07-06 09-06 11-06 01-07 03-07 05-07 07-07 09-07 11-07 01-08 03-08 05-08 07-08 09-08 11-08 01-09 03-09 05-09 07-09 09-09 11-09 01-10 03-10 05-10 07-10 09-10 11-10 S4 S3 S2 S1 /S6 EEV S5 9 3 Plans to Extend Directive 2006/38 10 Integration of External Costs Handbook of CE et al. Proposal of the Commission Present Status Proposal of the Commission 11 Restrict to Three Externalities: Congestion, Noise, Air Pollution Take Medium Values of Handbook as Cap Values Leave Introduction and Final Design to Member Countries Reconsider the Scheme in 2013 Handbook: Marginal External Costs of HGV 12 Ūct/vkm 125.0 75.0 70.0 50.0 45.0 40.0 35.0 35.0 30.0 25.0 20.0 15.0 12.8 10.5 10.6 10.0 8.5 7.0 5.0 3.1 2.7 2.6 2.2 2.7 1.1 2.0 0.0 0.0 0.0 1.2 1.1 0.0 Urban Urban Diesel diesel diesel peak Interurban Interurban Interurban Interurban, Interurban, Urban, day Urban, night Urban, peak Urban Petrol Urban, petrol Urban, petrol Urban Diesel Urban, diesel Urban, diesel Interurban, off- Interurban, day Urban, off-peak Interurban, peak Interurban, night Interurban Petrol Interurban, petrol Interurban, petrol Urban/interurban Noise Congestion Accidents Air pollution Climate changeŹ Up- and downstream Nature & Soil & processes landscape water Unit cost value min max 4 Implementation Problems and Caveats 13 Implementation Problems - Calculation of costs for the routes and different times of day and vehicle categories - Transaction costs Caveats - Dominance of congestion - Restriction to trucks inefficient - Undesired diversion effects - Impacts on land use 14 From Brindisi to Chiasso through Italy 15 1055 km in total Trip scheduling 16 CORRIDOR : BRINDISI (IT) - CHIASSO (IT) 1055 KM Start at 7.00 am Segments Area Start Arrival km Period 1 Brindisi Bari (Italy) interurban 7.00 AM 8.22 AM 72 HighPeak 2 Bari Molfetta interurban 8.22 AM 9.00 AM HighPeak 3 Molfetta Canosa di Puglia interurban 9.00 AM 10.00 AM Medium Peak 4 Canosa di Puglia Faenza interurban 10.00 AM 5.00 PM 730 Off Peak 5 Faenza San Lazzaro interurban 5.00 PM 6.00 PM Medium Peak 6 San Lazzaro Bologna interurban 6.00 PM 6.22 PM HighPeak 7 Bologna area suburban 6.22 PM 6.45 PM 15 HighPeak 8 Bologna A1 KM 55 interurban 6.45 PM 8.01 PM HighPeak 9 A1 KM 55 A1 KM 115 interurban 8.01 PM 9.00 PM 190 Medium Peak 10 A1 KM 115 Milano interurban 9.00 PM 9.55 AM Off Peak 11 Milano Chiasso interurban 9.55 AM 10.30 PM 48 Off Peak Total Corridor 1.055 17 Environmental Effectiveness 18 Di f f er en t ial E5/E4 E5/E3 E5/E2 Charge c t s/ k m; >32 t Handbook 1.7 4.8 6.8 Prog t rans /IW W 2.6 6.5 12.3 Brea k - e v en E3 - > E5 Handbook 80,000 km Brea k - e v en E3 Š > E 5 Progt r/ I W W 60,000 km Brea k - e v en E4 - > E5 Prog t r / I WW 50,000 km 5 More Comprehensive Internalisation Schemes 19 Complete Schemes: All Externalities, Mix of Instruments Goal Driven instead of Being Based on Abstract Paradigms Whole Network instead of Motorways, only Incentive Compatible Mix of Instruments 20 Taxation (incl. Insurance) Km Charges with Env. Diff. Emission Trading Regulation Investment in Alternative Modes Scen. UL+RailProd: Tonkm by Distance and Mode 21 Non-bulk Cargo 22 Little Trust of EC in Own Strategy? 23 White Paper: Revitalisation of Raiways TEN-T: Clear Prioritisation of Railways, IWW and Motorways of the Sea Mid-term Review: Co-modality, No Prosperous Future of Railways and IWW Logistic Action Plan: Strengthening Pot- ential of Railways/IWW Giga-trucks: Vague Position Freight Transport Development 24 According to Mid-term Review Zur Anzeige wird der QuickTime™ Dekompressor „“ benötigt. 25 Zur Anzeige wird der QuickTime™ Dekompressor „“ benötigt. Modal Split of Rail Freight in Germany 26 Zur Anzeige wird der QuickTime™ Dekompressor „“ benötigt. Gigaliners on EU Roads? 27 Folie 28 6 Conclusions 28 Tolling a Powerful Instrument in a Bundle of Policies Environmental Differentiation Gives Strong Incentives to Use Better Technology Goal Orientation Instead of Abstract Para- digms of Economic Welfare Theory High Potential of Comprehensive Strategies for Technological Improvement and Modal Change Reducing Transport Intensity as a Challenge Economic Crisis Fostering Structural Change: Setting Market Conditions and Incentives Right 29 A Tsunami Followed the Financial Crisis. It might Induce a Creative Disruption. .
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