The impacts of time of day pricing on the behavior of freight carriers in a congested urban area: Implications to road pricing |
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| Affiliation: | 1. Department of Civil and Environmental Engineering, Rensselaer Polytechnic Institute, JEC 4030, 110 8th Street, Troy, NY 12180, USA;2. Department of Civil and Environmental Engineering, Rutgers University, P.O. Box 909, Piscataway, NJ 07855-0909, USA;3. Department of Civil and Environmental Engineering, University of South Carolina, Room C115, 300 Main Street, Columbia, SC 29208, USA;4. Albany College of Pharmacy, 106 New Scotland Avenue, Albany, NY 12208-3492, USA;1. School of Transportation and Logistics, Southwest Jiaotong University, Chengdu, Sichuan 610031, China;2. Sino-US Global Logistics Institute, Shanghai Jiaotong University, Shanghai 200030, China;3. Department of Civil & Environmental Engineering, Northwestern University, 2145 Sheridan Road, Evanston, IL 60208, United States;4. National Engineering Laboratory of Integrated Transportation Big Data Application Technology, Southwest Jiaotong University, Chengdu, Sichuan 610031, China;1. Department of Civil Engineering, York University, Canada;2. Department of Information Systems and Business Analytics, Frank G. Zarb School of Business, Hofstra University, United States;3. Department of Civil Engineering, University of Toronto, 35 St. George Street, Toronto, ON M5S 1A4, Canada;1. Department of Transport & Planning, Faculty of Civil Engineering and Geosciences, Delft University of Technology, Stevinweg1, Delft 2628 CN, the Netherlands;2. Significance, Grote Marktstraat 47, The Hague 2511 BH, the Netherlands;3. Department of Engineering Systems and Services, Faculty of Technology, Policy and Management, Delft University of Technology, Jaffalaan 5, Delft 2628 BC, the Netherlands;4. Knowledge Center Sustainable Port Cities, Rotterdam University of Applied Sciences, Heijplaatstraat 23, Rotterdam 3089 JB, the Netherlands;1. Department of Mechanical and Manufacturing Engineering, University of Calgary, 2500 University Drive NW, Calgary, Alberta, Canada T2N1N4;2. Haskayne School of Business, Scurfield Hall, University of Calgary, 2500 University Dr. NW, Calgary, Alberta, Canada T2N1N4;1. Singapore-MIT Alliance for Research and Technology, Singapore;2. Indian Institute of Technology Palakkad, India;3. Department of Civil and Environmental Engineering, University of Washington, United States;4. Engineering Systems and Design, Singapore University of Technology and Design, Singapore;5. Intelligent Transportation Systems Lab, Department of Civil and Environmental Engineering, Massachusetts Institute of Technology, United States;6. Department of Logistics and Information Engineering, Tokyo University of Marine Science and Technology, Japan |
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| Abstract: | This paper describes the key findings from a major research project aimed at assessing the impacts of the Port Authority of New York and New Jersey’s time of day pricing initiative on the behavior of commercial carriers. The paper, believed by the authors to be the first comprehensive study on the subject, highlights key implications for road pricing policy.One of the most interesting findings is that carriers respond to time of day pricing by implementing multi-dimensional responses involving Productivity increases, Cost transfers, and Change in facility usage. This implies a more nuanced response than suggested by micro-economic theory, which would only predict a change in facility usage. In fact, no carrier was found to have responded by implementing only changes in facility usage, which leads to the authors to believe that this is a last resort alternative.In terms of numerical importance, three combinations of strategy groups represent almost 90% of the cases: Productivity increases (42.79%), followed by Changes in facility usage and Cost transfers (27.60%) and Productivity increases and Changes in facility usage and Cost transfers (19.32%). The fact that some of these responses impact only the carrier (i.e., Productivity increases) while others mostly impact the receivers (Changes in facility usage and Cost transfers) lead the authors to believe that the nature of the response is determined by the balance of power between carriers and receivers. If carriers dominate the relationship, then it is likely that policies that mostly impact receivers are implemented; otherwise, the carriers have no choice but implementing strategies that help them cope with the impacts of pricing without impacting their customers, i.e., productivity increases. In this context, the authors’ conjecture is that carriers consider changes in facility usage to be a very disruptive alternative that forces them—and more importantly their customers—to alter their shipping/delivery patterns. It should be pointed out that, although carriers stand to benefit from working during the off-peak hours, they could only do so if their customers are willing to work during the off-peak hours.The data indicate that 36 carriers (20.2%) changed behavior because of the time of day pricing initiative. This number includes 17 carriers (9.0%) that reacted by increasing shipping charges to receivers, which illustrates the need to find out more about how receivers reacted to the time of day pricing initiative. If the carriers that only increased shipment charges are excluded, 15.3% of carriers changed behavior because of time of day pricing. |
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