1 Environmental Impacts of HGV Tolling Schemes

Werner Rothengatter

Universität (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 and

„ 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 Transportf lle perpro WocheWeek R ckkoppelungen auf Feedback with ” Routenwahl ” Losgr §en/Frequenzen• Route/Mode Choice ” Transporteffizienz OhneWithout Maut • Production Process Mit Maut With Maut Sowohl• speditionsseitig Intensity als auch produktionsseitig. SimulationSimulationsperioden Periods Quelle: IWW Growth of Rail Freight Induced by Road Growth of Rail Freight Traffic Comared with7 the Reference Tolls Scenario 2010

Szenario I Szenario IIa Szenario IIb

45% 40% 35% 30% 25% 20% 15% Growth of Tkm Growth 10% 5% 0%

FG BG FG BG FG BG FG BG FG BG FG BG SG MG SG MG SG MG SG = Goods with logistic Requirements, MG = Bulk Cargo, RVRT = RegionalRT DLT DLTTransport,BLT BLT BFV = DomesticRT RT DLT Transport,DLTBLT GFVBLT = InternationalRV RV BFV TransportBFVGFVGFV 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 Share of mileage

10% (all weight classes, all inter-urban road categories) (all weight classes, all inter-urban 0% 1995 1997 1999 2001 2003 2005 2007 2009

Euro-0 (Pre-Euro) Euro-1 Euro-2 Euro-3 Euro-4 Euro-5 Estimated vkm HGV in Germany 9 by Euro Emission Categories FiguresEntwicklung 2005-11/07: der Verteilung BAG der mautpflichtigen Fahrleistungen Figuresin Deutschland 11/07-2010: nach Schadstoffklassen Estimations 01-2005 of Prog bis Trans12-2010 AG(in %) (Quellen: 2005 - 10/2007: BAG; ab 11/2007: Schätzungen der ProgTrans AG)

100

S1 90 `

80 S2

70

60 S3

50 S4

[Anteile in %] 40

30 S5

20

EEV 10 /S6

0 11-10 09-10 07-10 05-10 03-10 01-10 11-09 09-09 07-09 05-09 03-09 01-09 11-08 09-08 07-08 05-08 03-08 01-08 11-07 09-07 07-07 05-07 03-07 01-07 11-06 09-06 07-06 05-06 03-06 01-06 11-05 09-05 07-05 05-05 03-05 01-05 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 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 72HighPeak 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 511 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.