Land Transport Policy and Public Transport in Singapore

Singapore has a sophisticated and efficient system of land transport to serve a growing demand for transportation. Constrained by limited space, a comprehensive set of land transport policies has been in place to balance the growth in transport demand and the effectiveness and efficiency of the land transport system. A multi-pronged approach has been used to achieve the objective of a world-class transportation system. These include integration of urban and transport planning, expansion of the road network and improvement of the transport infrastructure, harnessing the latest technology in network and traffic management, managing vehicle ownership and usage, and improvement and regulations of public transport (Ministry of Transport (MOT) (2003) Policy and Regulations, Land Transport, Available: www.mot.gov.sg, Date of Access: 15 September 2003). Singapore was the first country in the world to introduce various new techniques, notably the Area License Scheme (ALS) in 1975 and the Vehicle Quota System (VQS) in 1990. An Electronic Road Pricing (ERP) system replaced the ALS in 1998 to take the role of congestion management, the experience of which has also drawn particular attention from many large cities in the world. In 2003, the world’s first and only fully automatic heavy rail Mass Rapid Transit system was opened to the public, marking a new chapter in Singapore’s innovative approach to solving its land transport problem. This paper reviews the land transport policy implemented in Singapore and pays special emphasis to its public transportation systems.     

Transport policy prioritisation for Dublin

Internalisation of the external costs of transport is currently the subject of much debate. Estimation of costs such as those of pollution and congestion is a primary element in any strategy involving policies for use in the internalisation of these costs. The objective of the TRENEN II STRAN project, funded by the EU, was to develop a methodology for estimation of the marginal external costs of transport. The model developed during the project was used in a series of case studies. One of the case studies, that conducted for Dublin, is reported in this paper. A brief summary of the TRENEN approach is presented followed by the results for Dublin produced from policies such as Do Nothing, Uniform pricing (internalising external costs by means of fuel taxation), Congestion Pricing (cordon pricing) and a first-best policy, the Full Optimum where one assumes that the policy maker has perfect pricing instruments available. As one would expect, the model shows that the greatest reduction in traffic level and external costs would occur if it were possible to introduce a highly differentiated and sophisticated pricing system. Increased taxation on fuel is not an efficient policy as it does not address the marginal external costs of congestion in a way that time-differentiated road-use pricing would. The results from testing of the different measures are interesting particularly those relating to parking and the way in which residents within the CBD and commuters to the CBD are dealt with. This revised version was published online in June 2006 with corrections to the Cover Date.     

The impact of transport pricing policy on individual energy consumption: a modeling case study in Kumamoto

To investigate the impact of traffic pricing policies on energy consumption, this study shows a microeconomic quantitative analysis scheme to simulate individual consumption behaviors from a microeconomic viewpoint. Energy consumption is estimated based on individual demand of non‐mobility goods and mobility goods under nine policy scenarios based on strategies of gasoline tax adding and mass transit fare reduction independently or combined. Results show that gasoline tax adding has strong effects on consumption behaviors. Energy consumption reduces mostly because of less consumption of non‐mobility goods and car trips. However, policy of mass transit fare reduction has limited impact on energy saving because consumption of non‐mobility goods and mass transit trips increases, but the number of car trips decline by only a small percentage. Comparing with single‐type policy, policies that combined gasoline tax adding and mass transit fare reduction show less energy consumption. Findings suggest that policies that increase cost of car trips, such as gasoline tax adding, are very helpful to reduce the consumption of non‐mobility goods and car trips, which contribute to less energy consumption. However, reducing cost of mass transit trips suggests limited effect on energy saving. Copyright © 2015 John Wiley & Sons, Ltd.     

Transport policy in Eastern Europe a case study of Hungary

This paper analyses the development of transport policy making in Eastern Europe over the last forty years and describes the role of the CMEA in determining national developments in Poland, Romania, East Germany, Czechoslovakia, Hungary and Bulgaria. The USSR, Albania and Yugoslavia are excluded. The planning system as operated in the Eastern Block, is described, followed by a particular case study of Hungarian policy making with respect to the transport sector. Specific tansport issues relating to Hungary are outlined before conclusions are drawn in terms of future developments in relation with the European Community.     

Achieving political acceptability for new transport infrastructure in congested urban regions

This paper analyzes the efficiency and political acceptability of road pricing and infrastructure policies targeted at relieving urban congestion. It combines a stylized transport model of an urban road network with a model of the political process that incorporates interactions between voters, citizen interest groups and politicians to explore the possibilities to reach political acceptability for efficient transport policies. In a numerical illustration, the paper compares a set of pricing and investment policies in terms of efficiency and acceptability. The illustration shows how conflicting interests can lead to non-efficient policies being chosen.     

Efficiency of European Funds in the Accession Countries: The Case of Transport Infrastructure Investments in Latvia

ABSTRACT

A transport initiative, like any kind of public action, has an impact on the monetary cost, time cost, efficiency and comfort of the transportation of goods and people, in particular transport infrastructure investments. All such initiatives are subject to cost benefit analyses at the national and EU level to know whether the present value of total net benefits including environmental impacts exceeds their cost. However, several important policy issues remain unresolved in standard evaluation procedures. One issue is whether the so-called direct measurement of user benefit, which consists of quantifying changes in surplus of the users of the transport system, captures all welfare generated in the economy. Another issue is how the gains (or possibly losses) of a transport initiative are distributed among regions. The aim of this article is to perform a systematic and quantitative analysis of the socio-economic and spatial impacts of alternative transport investments by carrying out scenario simulations in order to improve the understanding of the impact of transportation policies on the short- and long-term spatial development in Latvia. The general result from the scenario simulations is that rail projects seem to be more effective in terms of promoting regional economic activity than road projects.     

The Smeed Report 50 years on: a role for the workplace parking levy?

Fifty years ago, Reuben Smeed chaired a study and produced a Report on the Economic and Technical Possibilities of Road Pricing. This report was to consider different methods of charging, including road pricing, to see if different pricing methods could reduce the problems associated with congestion as opposed to the traditional methods in place such as fuel tax. Since that time, various attempts have been made to introduce road pricing schemes but with only modest success so far. By contrast parking policies, a second-best alternative to road pricing, have been extensively used by local authorities as a means of managing congestion. The effectiveness of such policies, however, has been limited by an increase in the proportion of privately owned non-residential parking which is not under the control of local authorities. The aim of this paper is to present the results of an early-stage, post-implementation study of the Nottingham Workplace Parking Levy (WPL) – a measure that charges employers for the number of parking spaces they provide for their staff. Particular emphasis is placed on why a WPL was seen as being favourable compared to a road pricing alternative. The reason for this was that it could be introduced in a shorter time frame and at a lower cost, thus making it a lower risk option when compared with road pricing.     

A Pareto‐improving hybrid policy for transportation networks

This paper investigates an innovative Pareto‐improving hybrid policy that combines two policy instruments, that is, congestion pricing and road space rationing, and takes advantage of the synergistic effects between these instruments. Mathematical formulations for developing Pareto‐improving pure road space rationing schemes and hybrid policies are presented. Numerical examples demonstrate that the proposed hybrid policy offers greater flexibility and is more prominent in leading to Pareto improvement than both pure congestion pricing and road space rationing schemes. Copyright © 2013 John Wiley & Sons, Ltd.     

The reciprocal relationship between policy debate and media coverage: The case of road pricing policy in the Netherlands

This study examined the changes in the media coverage of two road pricing schemes proposed in the Netherlands in the period 1998–2010, as well as the link between the media coverage and the policy debate. Both pricing proposals were debated for several years and neither was introduced. Our findings show that space allocation for type of overall tone (e.g. negative or positive towards a pricing proposal) and the range of issues and policy actors in the media coverage were very different for the two proposals, and for each proposal fluctuated greatly over time. Our analysis suggests that such a variation in the media coverage was a reflection of changes in the content of the policy debate (e.g. caused by the specific design features of pricing proposal under discussion, the different policy actors engaged in the debate and their messages about the proposal). This indicates that policymakers can influence the media coverage of road pricing policies to some extent by managing the policy debate. Our findings also show not only that changes in the content of the policy debate were reflected in the media coverage, but also that the media coverage influenced the policy debate: the statements or actions of policy actors received media coverage, which then in turn stimulated the policy debate. However, the influence of media on the policy debate was rather indirect, in that policy actors mostly reacted to the messages from other policy actors reported in the media and to a lesser extent to the media coverage itself.     

Development and Deployment of Public Transport Policy and Planning in Taiwan

Over the past decade, the escalating roadway congestion and environmental deterioration due to heavy use of private vehicles have provoked the Taiwan government to realize the importance of public transport systems. Under the “carrot-and-stick” rationales, the government has formulated public transport policies and exercised a series of related initiatives by providing sufficient and higher quality of public transport services so as to attract more private vehicle users. In this paper, the planning philosophy and policy formulation of Taiwan’s public transport development are highlighted. The most important initiatives, including the Five-year Enhancement of Mass Transportation Program and the upgrading public transport schemes in the National Development Plan are examined. Based on previous experience and lessons, we point out the most challenging issues that the government will encounter. Suggestions for the future of public transport planning are also addressed.     

Evaluating parking reservation policy in urban areas: An environmental perspective

This paper investigates a parking reservation mechanism to reduce car cruising to find parking. To consider the benefits for drivers and parking facility providers, we charge drivers for making reservations in addition to parking fees, by introducing a reservation pricing model that makes reservation prices equivalent to the value of saved search time. By modeling the number of vacant spaces as a stochastic variable, and applying binomial pricing methods, parking reservation prices are obtained. Numerical examples based on the data for two parking facilities in Taiwan are given.     

Financing urban transport projects in Europe

Transport demand in western Europe has risen steadily in recent years and the forecasts are that the unrestrained demand will continue to rise in the foreseeable future. This growth has put considerable pressure on the resources available to finance infrastructure investments and to fund what are seen as socially important social services. The recent developments in eastern Europe and the anticipated growth of the post-Communist states will put further strains on the fiscal ability of authorities in these countries to fund transport investments and operations. The outcome has been revisions in the way transport projects are funded. This paper, taking a very broad view of what constitutes a transport project, examines the specific nature of urban transport financing in Europe.     

Approaches and Techniques for Modelling CO2 Emissions from Road Transport

Abstract

Transport accounts for around a quarter of CO₂ emissions globally. Transport modelling provides a useful means to explore the dynamics, scale and magnitude of transport-related emissions. This paper explores the modelling tools available for analysing the emissions of CO₂ from transport. Covering a range of techniques from transport microsimulation to global techno-economic models, this review provides insights into the various advantages and shortcomings of these tools. The paper also examines the value of having a broad range of perspectives for analysing emissions from transport. The paper concludes by suggesting that the broad range of models creates a rich environment for exploring a spectrum of policy questions around the emissions from transport, and the potential for combining modelling approaches further enhances the understanding that can be attained.     

Optimization of tunnel tolls in land use and transport planning

The task of transport planning is to determine cost-effective methods of providing and improving mobility, which can include minimizing traffic congestion. A cost-effective solution to transport problems should consist of a land use pattern, a transport system an a set of road pricing policies that together bring demand and supply into balance in an efficient and equitable way. The conventional approach aimed to produce comprehensive, long-term plans for land use and transport in considerable detail, but tended to ignore the role of road pricing policy, thus ending up with solutions that might not be efficient or economical. This feature of sub-optimal road pricing policy is accentuated by the overall growth in car use, which has generated problems with the efficient use of road space. This paper presents a computer analysis system (or model) which will enable the analysis of coordinated tunnel toll pricing policies by optimising an “objective function” while satisfying the associated and other constraints. The possibility of integrating the optimal road pricing policies in the land use and transport planning are discussed. A case study based on Hong Kong data demonstrates the efficiency of optimizing tolls on two of the three harbour crossing tunnels in Hong Kong.     

贵州省道路客运交通运输碳排放清单研究

本文以贵州省道路客运交通运输中出租车和公交车作为研究对象,采用IPCC能耗统计法计算客运交通运输温室气体中CO2的排放、在NEDC工况下对温室气体CH4、N2O排放进行核算,建立了2017年贵州省交通道路运输温室气体碳排放清单。结果显示,贵州省道路客运交通中出租车万人均碳排放量为公交车的2.67倍。CH4排放的主要来源于天然气为燃料的公交车,N2O排放的主要来源于汽油为燃料的出租车。     

道路旅客运输企业安全责任链研究

责任制贯穿于道路运输生产经营的全过程,所有对道路运输生产经营产生作用和影响的行为都应承担其相应的责任。文中在分析责任链内涵、道路运输安全责任链内容及其作用的基础上,借鉴澳大利亚国家道路货物运输安全责任链管理与处罚的思路,结合我国道路旅客运输特点,探索了我国道路旅客运输企业安全“责任链”,并提出了我国道路旅客运输企业安全责任划分的措施与建议。     

道路旅客运输企业综合业务应用系统研究与应用设计

如何有效地利用部分分散、孤立、沉睡的信息资源,实现数据的共享是当前道路旅客运输企业信息化建设中亟待解决的问题。本文根据道路旅客运输企业管理需求,梳理了运输企业信息化系统总体设计要求,探讨了总体框架设计、系统技术构架、数据库设计与信息资源共享、综合业务平台与现有系统关联、系统层次结构设计等关键技术,建立了道路旅客运输企业综合业务应用系统平台,实现了企业内部各系统之间、企业上下级单位之间的资源的交互共享,最大程度的提高了数据资源的利用率。     

(Unintended) Transport impacts of an energy-environment policy: The case of CNG conversion of vehicles in Dhaka

Motor vehicles are one of the major sources of air pollution in Dhaka, the capital of Bangladesh. The government took various policies to convert the petroleum vehicles on road to run on compressed natural gas (CNG), which allows both air quality improvements and energy security benefits. One of the market friendly policies to encourage the fuel switch was to increase the price differential between CNG and petrol and diesel. This has allowed a wide-scale adoption of CNG as the fuel of choice. However, several years into the policy, there is now a widespread belief among the policymakers that the CNG conversion may have increased car ownership and car travel due to their lower running costs, resulting in more congestion and a reversal of the strategy is on the cards. It is therefore important to test the hypothesis whether CNG conversion had genuinely increased car ownership and car travel in Dhaka city. This paper presents the results of a questionnaire survey and an econometric intervention analysis to understand the impact of CNG conversion on car ownership and car travel in Dhaka. Attention is also given to disentangle the self-selection and price-induced travel effects of CNG conversion. Results show that ownership did not increase, but travel of on-road vehicles increased due to the CNG policy. However, additional congestion costs are still around one half of the health benefits brought about by the policy.     

An integrated transportation decision support system for transportation policy decisions: The case of Turkey

From the point of view of the feasibility of providing growth in road capacity parallel to the predicted growth in traffic as well in terms of impact on the environment and health, current trends in transportation are unsustainable. Transport problems are expected to worsen due to the fact that worldwide automobile ownership tripled between 1970 and 2000, and the movement of goods is projected to increase by 50% by 2010. Similar trends can be seen in an even more dramatic way in Turkey. The Turkish transport network has not followed a planned growth strategy, due to political factors. There is no transportation master plan which aims to integrate the transport modes in order to provide a balanced, multimodal system. This study proposes a decision support system that guides transportation policy makers in their future strategic decisions and facilitates analysis of the possible consequences of a specific policy on changing the share of transportation modes for both passenger and freight transportation. For this purpose, based on the wide spectrum of critical issues encountered in the transportation sector, several scenarios have been built and analysed.     

Young drivers and graduated licensing: The Ontario case

Despite improvements in road safety over the past several decades, accident rates remain high for young drivers. One accident countermeasure that is expected to improve the safety record of this group is graduated licensing. The philosophy behind this licensing system is that novice drivers, of whom the majority are young, should be restricted to relatively safe driving environments during the initial learning period. Graduated licensing was implemented in the Province of Ontario, Canada in 1994. The objective of this study is to estimate the potential benefits and costs for young drivers associated with two components of the Ontario graduated licensing package: the late-night driving curfew and the high-speed roadway restrictions. Based on accident and travel data for the year 1988, accident-involvement rates per kilometre driven were calculated for different driver groups for various combinations of time of day and roadway speed limit. These rates were then applied to the expected mobility profiles of young drivers affected by graduated licensing. The results of the study support the late-night curfew and suggest that this component of the licensing package should reduce total accident involvements for the affected group by up to 10 percent and fatal accident involvements by up to 24 percent, while reducing their total driving by only four percent. By contrast, the empirical evidence suggest that the high-speed roadway restrictions are likely to increase accident involvements, and thus it is strongly recommended that this component of Ontario's graduated licensing package be changed.