关于收费公路发展与政府规制的评述

本文对国外收费公路的发展、供给以及规制理论和规制现状进行梳理和评述,并结合国外成功经验分析我国收费公路如何进行发展与规制。     

加强收费公路项目成本控制提高还贷能力

在市场经济模式下,加强收费公路项目成本控制,对项目投资进行市场化运作,提高收费公路的还贷能力,是确保公路交通事业发展的又一重要保障。     

加强政府收费还贷公路资金监管问题的探讨

文章针对我国收费还贷公路在建设、运营、管理中存在的问题,提出加强政府收费还贷公路资金监管的具体措施,规范政府收费还贷公路资金管理行为,确保"贷款修路、收费还贷"政策落到实处,以促进收费公路的健康发展.     

农村公路交通安全管理亟待加强

农村公路的交通安全问题最近几年来呈上升趋势,已经成了交通运输安全的一个比较严重的问题。这几年,我们中国人民公安大学交通管理工程系在有关部门和企业的帮助下,对农村公路的交通安全做了一些调查,我们希望发现的一些问题能引起交通行业管理部门的注意,并采取一些切实的措施改变农村公路交通安全管理的现状。     

收费公路彻底免费为时尚早

<正>2014年底,交通运输部发布公报说,2013年,全国收费公路车辆通行费总收入为3652亿元,总支出为4313亿元,整体亏损661亿。于是乎,全国各地一片惊呼:竟然亏损如此巨大!难以置信。纷纷提议,既然如此,还不如让收费公路立即回到公共产品属性上来,彻底免费好了。如能彻底免费,老百姓当然皆大欢喜,问题是,每年让财政为此多支     

治超需要加强政府监管——专访深圳海格物流营销总经理陈家和

超载超限是影响货运市场秩序的一大难题,由于运输成本不断上涨,越来越多的货运企业不得不以超载超限的方式减少成本,而这恰恰形成了货运市场不公平的竞争环境,对于那些守法经营的货运企业而言,只能以其他的方式应对这种不公平。日前,深圳海格物流营销总经理陈家和就这个问题与本刊记者进行了探讨。超载超限有滋生土壤     

治超需要加强政府监管——专访深圳海格物流营销总经理陈家和

超载超限是影响货运市场秩序的一大难题,由于运输成本不断上涨,越来越多的货运企业不得不以超载超限的方式减少成本,而这恰恰形成了货运市场不公平的竞争环境,对于那些守法经营的货运企业而言,只能以其他的方式应对这种不公平。日前,深圳海格物流营销总经理陈家和就这个问题与本刊记者进行了探讨。     

国务院颁布收费公路管理条例

第一章　总则第一条　为了加强对收费公路的管理,规范公路收费行为,维护收费公路的经营管理者和使用者的合法权益,促进公路事业的发展,根据《中华人民共和国公路法》(以下简称公路法),制定本条例。第二条　本条例所称收费公路,是指符合公路法和本条例规定,经批准依法收取车辆通行费的公路(含桥梁和隧道)。第三条　各级人民政府应当采取积极措施,支持、促进公路事业的发展。公路发展应当坚持非收费公路为主,适当发展收费公路。第四条　全部由政府投资或者社会组织、个人捐资建设的公路,不得收取车辆通行费。第五条　任何单位或者个人不得违反…     

道路气象信息的局限与完善

高速公路都会面临冰雪雨雾的影响,每年花费在预防恶劣天气上的管理费巨大.各地高速公路管理机构虽都制定了预案来应对,但是效果不一,原因多出在气象信息的采集、处理、发布上.     

How to road price in a world with electric vehicles and government budget constraints

In this paper we examine what characterizes second-best road prices targeting external costs from driving electric (EV) and conventional (ICEV) vehicles when there are distortionary labor taxes and binding government budget constraints. Further, we examine how this second-best pricing fits with government set goals of reducing CO₂ emissions. The paper further develops an analytical framework for assessing first- and second-best road prices on vehicle kilometers, extending it to include EVs and externalities that vary geographically and by time of day. We find that optimal road prices largely vary with external cost, but are also significantly affected by the interactions with the rest of the fiscal system. Not surprisingly, the highest road prices should be for ICEVs in large cities during peak hours due to high external costs. More surprisingly, we find that the road price for ICEVs in rural areas should be lower than that for EVs due to large fiscal interaction effects. These road prices give large welfare gains, but they lead to no reduction in carbon emissions when applying the currently recommended social cost of carbon.     

Air pollution dynamics and the need for temporally differentiated road pricing

In this paper we investigate the effects of the temporal variation of pollution dispersion, traffic flows and vehicular emissions on pollution concentration and illustrate the need for temporally differentiated road pricing through an application to the case of the congestion charge in Stockholm, Sweden. By accounting explicitly for the role of pollution dispersion on optimal road pricing, we allow for a more comprehensive view of the economy–ecology interactions at stake, showing that price differentiation is an optimal response to the physical environment. Most congestion charges in place incorporate price bands to mitigate congestion. Our analysis indicates that, to ensure compliance with air quality standards, such price variations should also be a response to limited pollution dispersion.     

Modeling the impact of government guarantees on toll charge,road quality and capacity for Build-Operate-Transfer (BOT) road projects

Government guarantees are frequently used to attract private investors’ participation into Build-Operate-Transfer (BOT) road projects. In this paper, we investigate the impact of government guarantees on toll charge, road quality and road capacity by taking perspective of the private investor. The main results are: (1) Minimum traffic guarantee increases toll charge while decreasing road quality. Under a low guarantee level, minimum traffic guarantee has no impact on road capacity. However, it improves road capacity when a high guarantee level is performed. (2) Under minimum revenue guarantee, if the guarantee level is sufficiently high, the optimal toll charge will be sufficiently large, but road quality and road capacity will approach zero. (3) Price compensation guarantee decreases toll charge and increases both road quality and road capacity. This paper further investigates the impact of government guarantees when the contract is auctioned. We find that auction reduces the impact of government guarantees on toll charge while failing to affect the impact of government guarantees on road quality and capacity. Some policy implications are also derived from our model results.     

Willingness to pay for road curviness and road type

This paper develops a method to value two road design features: curviness and road type (2-lane, 4-lane without a median, and 4-lane with a wide grass median). These features are linked to the safety of the road environment, providing information on how much individuals are willing to pay to reduce exposure to risk in the driving environment when trading between mixtures of curviness and road type. A stated choice experiment was designed in which car and truck drivers undertaking regional and inter-urban trips out of six New Zealand cities evaluated alternative trip profiles in terms of travel times and costs in addition to curviness and road type, and chose one of the trip profiles as the most preferred.     

A contribution to environmentally friendly winter road maintenance: Optimizing road de-icing

This article deals with the specific road phenomenon in winter, when driving conditions suddenly become significantly worse, although the global weather conditions have not significantly altered. Recognizing and adjusting to such fast changing conditions has been one of the most difficult and demanding tasks for the winter road maintenance services. Nevertheless, it is known that some events can be predicted. The road temperature pattern is studied formally in terms of the road temperature function, thus enabling predictions about the temperature range on different road sections. It is claimed that the road temperature pattern is predictable when only a very small number of carefully chosen measuring spots are taken into account. Furthermore, the methodology of defining temperature measuring locations is described.     

Toll sequence operation to realize target flow pattern under bounded rationality

Because boundedly rational user equilibrium (BRUE) always has a set of solutions instead of a unique one, from a static network equilibrium viewpoint, under BRUE there is no guarantee of attainability of any specific target flow by implementing tolls. In this study, from a disequilibrium flow evolution perspective, we design toll sequence operations (TS-operations) to guide the network flow to evolve towards the traditional Wardrop user equilibrium (UE) flow pattern. Under homogeneous bounded rationality (BR), iteratively implementing our TS-operations can make the network flow pattern converge to UE, which essentially solves the nonuniqueness problem of BRUE and re-establishes the effectiveness of link tolls in realizing any target link flow pattern. In particular we show that under homogenous BR the best-case untolled link-based BRUE can be realized as the untolled equilibrium. Under heterogeneous BR among different OD pairs, our TS-operations can make the flow converge to reduced BRUE and/or sub-network UE, which give smaller estimate intervals of the equilibrium flow pattern as compared to the original BRUE.     

Responses to differentiated road pricing schemes

Reducing traffic-related problems is an important issue that requires changes in travel behavior. It is argued that road pricing is an effective tool but that it would be more effective if charges are differentiated. A laboratory experiment employing a heterogeneous sample (n = 155) examined effects of differentiated road pricing schemes on understanding and behavioral change intentions. The results show that difficulties are experienced in calculating the charges for road pricing schemes differentiated with respect to both place and time. Suggesting learning effects, if presented with degree of differentiation gradually increasing compared to random orders, the highly differentiated schemes were evaluated faster, as more comprehensible, and perceived difficulty decreased. Elderly were less flexible than young people in indicating how they would respond, women were more flexible than men, and frequent drivers less flexible than non-frequent drivers. A distance-based road pricing scheme with a fixed charge per kilometer was on average ranked highest on preference compared to several other conceivable road pricing alternatives.