Publication:
Planning and Implementation of Road Use Charging : Options and Guidelines

Loading...
Thumbnail Image
Files in English
English PDF (926.42 KB)
474 downloads
English Text (56.09 KB)
84 downloads
Published
2009-11
ISSN
Date
2012-08-13
Editor(s)
Abstract
Road use charging is used by agencies for activities ranging from revenue collection, through demand and environmental management. It is applied on individual road segments, such as an expressway, or over geographic areas, such as zones in a city or even an entire country. When a government is considering implementing a road use charging system, it needs to consider four broad issues: (i) the technology to adopt; (ii) how it will be operated; (iii) how compliance will be enforced; and (iv) the social impact of the system. This transport note addresses each of these four issues, and presents guidelines towards implementing a successful road use charging scheme.
Link to Data Set
Citation
Jung Eun, Oh; Vukanovic, Svetlana; Bennett, Christopher R.. 2009. Planning and Implementation of Road Use Charging : Options and Guidelines. Transport Notes Series; No. TRN 38. © World Bank. http://hdl.handle.net/10986/11716 License: CC BY 3.0 IGO.
Digital Object Identifier
Associated URLs
Associated content
Report Series
Other publications in this report series
Journal
Journal Volume
Journal Issue
Collections

Related items

Showing items related by metadata.

  • Publication
    Fiscal Policy Instruments for Reducing Congestion and Atmospheric Emissions in the Transport Sector : A Review
    (World Bank, Washington, DC, 2008-06) Timilsina, Govinda R.; Dulal, Hari B.
    This paper reviews the literature on the fiscal policy instruments commonly used to reduce transport sector externalities. The findings show that congestion charges would reduce vehicle traffic by 9 to 12 percent and significantly improve environmental quality. The vehicle tax literature suggests that every 1 percent increase in vehicle taxes would reduce vehicle miles by 0.22 to 0.45 percent and CO2 emissions by 0.19 percent. The fuel tax is the most common fiscal policy instrument; however its primary objective is to raise government revenues rather than to reduce emissions and traffic congestion. Although subsidizing public transportation is a common practice, reducing emissions has not been the primary objective of such subsidies. Nevertheless, it is shown that transport sector emissions would be higher in the absence of both public transportation subsidies and fuel taxation. Subsidies are also the main policy tool for the promotion of clean fuels and vehicles. Although some studies are very critical of biofuel subsidies, the literature is mostly supportive of clean vehicle subsidies.
  • Publication
    Federative Republic of Brazil
    (World Bank, Washington, DC, 2015-11-01) World Bank
    As part of a long-term partnership between the World Bank and Brazil, the Federal Government of Brazil sought the World Bank’s assistance to review road safety management capacity in Brazil, building both on past experiences in the country and international best practices. This National Road Safety Management Capacity Review, therefore, was prepared by the World Bank, with the support of the Global Road Safety Facility (GRSF). The primary objective of the review is to evaluate the multi-sectoral capacity of road safety management in Brazil, identifying possible road safety challenges and presenting recommendations to address these challenges. The methodology of the review, in accordance with the guidelines of the World Bank Global Road Safety Facility, focused on examinations of key functional aspects of road safety, including institutions, legislation, financing, information, and capacities at all levels of government and among non-government actors. The review was prepared mainly based on interviews of key road safety stakeholders at the federal, state, and municipal levels, members of parliament, NGOs, and the private sector, in addition to direct inspection of roads and on-road behaviors, and the analysis of published research and reports on road safety. In addition, information and understanding gained from previous reviews of the states of São Paulo, Rio Grande do Sul, and Bahia were also incorporated.
  • Publication
    Road User Charges : Current Practice and Perspectives in Central and Eastern Europe
    (2008-11-01) Queiroz, Cesar; Rdzanowska, Barbara; Garbarczyk, Robert; Audige, Michel
    This paper covers the most commonly used means to charge road users, including fuel taxes, vehicle taxes, vignettes and tolls. It presents a brief survey of road user charging systems in selected European countries and a more detailed overview of current status and perspectives of road user charges in Poland. Consideration is also given to private financing of roads through different forms of public-private partnerships (PPP), including a review of potential applications of the World Bank toolkit for PPP in highways as an instrument to help decision makers and practitioners to define the best PPP approach for a specific country.
  • Publication
    China's Expressways : Connecting People and Markets for Equitable Development
    (Washington, DC, 2007-05) World Bank
    This paper, prepared in response to the Chinese government's request, examines the institutional and financial arrangements under which the expansion of the Chinese expressway network has taken place. China's outstanding achievements in economic growth and poverty reduction over the last fifteen years have been well documented. The major emphasis has been on the development of its infrastructure, particularly transport. All modes of transport have seen their networks expanded, to provide the infrastructure needed to support the broader development goals. Road transport is vitally important and, among the surface modes, has seen its share grow over the last ten years from 45 percent to 60 percent in terms of passenger-km and from 24 percent to 30 percent in terms of freight ton-km. The road transport system has contributed greatly to china's continuing economic and social development. The expansion of the road network during the last 20 years was made possible by rapid increases in public funding. Since 1990, the overall average growth in the Chinese road assets has exceeded the overall growth in its Gross Domestic Product (GDP) and has helped to close the 'infrastructure gap' that existed at the beginning of the period.
  • Publication
    Handshake, No. 4 (January 2012)
    (International Finance Corporation, Washington, DC, 2012-01) International Finance Corporation; Oliveira, Tanya Scobie
    This issue includes the following headings: mass rapid transit: a tool for urban expansion; financing: beyond sovereign guarantees; and low-income housing: lessons from Latin America.

Users also downloaded

Showing related downloaded files

  • Publication
    Global Economic Prospects, January 2025
    (Washington, DC: World Bank, 2025-01-16) World Bank
    Global growth is expected to hold steady at 2.7 percent in 2025-26. However, the global economy appears to be settling at a low growth rate that will be insufficient to foster sustained economic development—with the possibility of further headwinds from heightened policy uncertainty and adverse trade policy shifts, geopolitical tensions, persistent inflation, and climate-related natural disasters. Against this backdrop, emerging market and developing economies are set to enter the second quarter of the twenty-first century with per capita incomes on a trajectory that implies substantially slower catch-up toward advanced-economy living standards than they previously experienced. Without course corrections, most low-income countries are unlikely to graduate to middle-income status by the middle of the century. Policy action at both global and national levels is needed to foster a more favorable external environment, enhance macroeconomic stability, reduce structural constraints, address the effects of climate change, and thus accelerate long-term growth and development.
  • Publication
    World Development Report 2008
    (Washington, DC, 2007) World Bank
    The world's demand for food is expected to double within the next 50 years, while the natural resources that sustain agriculture will become increasingly scarce, degraded, and vulnerable to the effects of climate change. In many poor countries, agriculture accounts for at least 40 percent of GDP and 80 percent of employment. At the same time, about 70 percent of the world's poor live in rural areas and most depend on agriculture for their livelihoods. World Development Report 2008 seeks to assess where, when, and how agriculture can be an effective instrument for economic development, especially development that favors the poor. It examines several broad questions: How has agriculture changed in developing countries in the past 20 years? What are the important new challenges and opportunities for agriculture? Which new sources of agricultural growth can be captured cost effectively in particular in poor countries with large agricultural sectors as in Africa? How can agricultural growth be made more effective for poverty reduction? How can governments facilitate the transition of large populations out of agriculture, without simply transferring the burden of rural poverty to urban areas? How can the natural resource endowment for agriculture be protected? How can agriculture's negative environmental effects be contained? This year's report marks the 30th year the World Bank has been publishing the World Development Report.
  • Publication
    Poverty, Prosperity, and Planet Report 2024
    (Washington, DC: World Bank, 2024-10-15) World Bank
    The Poverty, Prosperity, and Planet Report 2024 is the latest edition of the series formerly known as Poverty and Shared Prosperity. The report emphasizes that reducing poverty and increasing shared prosperity must be achieved in ways that do not come at unacceptably high costs to the environment. The current “polycrisis”—where the multiple crises of slow economic growth, increased fragility, climate risks, and heightened uncertainty have come together at the same time—makes national development strategies and international cooperation difficult. Offering the first post-Coronavirus (COVID)-19 pandemic assessment of global progress on this interlinked agenda, the report finds that global poverty reduction has resumed but at a pace slower than before the COVID-19 crisis. Nearly 700 million people worldwide live in extreme poverty with less than US$2.15 per person per day. Progress has essentially plateaued amid lower economic growth and the impacts of COVID-19 and other crises. Today, extreme poverty is concentrated mostly in Sub-Saharan Africa and fragile settings. At a higher standard more typical of upper-middle-income countries—US$6.85 per person per day—almost one-half of the world is living in poverty. The report also provides evidence that the number of countries that have high levels of income inequality has declined considerably during the past two decades, but the pace of improvements in shared prosperity has slowed, and that inequality remains high in Latin America and the Caribbean and Sub-Saharan Africa. Worldwide, people’s incomes today would need to increase fivefold on average to reach a minimum prosperity threshold of US$25 per person per day. Where there has been progress in poverty reduction and shared prosperity, there is evidence of an increasing ability of countries to manage natural hazards, but climate risks are significantly higher in the poorest settings. Nearly one in five people globally is at risk of experiencing welfare losses due to an extreme weather event from which they will struggle to recover. The interconnected issues of climate change and poverty call for a united and inclusive effort from the global community. Development cooperation stakeholders—from governments, nongovernmental organizations, and the private sector to communities and citizens acting locally in every corner of the globe—hold pivotal roles in promoting fair and sustainable transitions. By emphasizing strategies that yield multiple benefits and diligently monitoring and addressing trade-offs, we can strive toward a future that is prosperous, equitable, and resilient.
  • Publication
    Quantitative Analysis of Road Transport Agreements (QuARTA)
    (Washington, DC: World Bank, 2013-04-13) Tanase, Virginia; Kunaka, Charles; Latrille, Pierre; Krausz, Peter
    Road freight transport is indispensable to international economic cooperation and foreign trade. Across all continents, it is commonly used for short and medium distances and in long distance haulage when minimizing time is important. In all instances governments play a critical role in ensuring the competitive advantage of private sector operators. Countries often have many opportunities to minimize the physical or administrative barriers that increase costs, take measures to enhance the attractiveness and competitiveness of road transport, or generally nurture the integral role of international road freight transport in the global trade logistics industry. Road freight transport is critical to domestic and international trade. It is the dominant mode of transport for overland movement of trade traffic, carrying more than 80 percent of traffic in most regions. Generally, nearly all trade traffic is carried by road at some point. Therefore, the cost and quality of road transport services is of critical importance to trade competitiveness of countries and regions within countries. In fact, road transport is fundamental to modern international division of labor and supply-chain management.
  • Publication
    Doing Business in 2005
    (World Bank, Washington, DC, 2004) World Bank; International Finance Corporation
    2004 was a good year for doing business in most transition economies, the World Bank Group concluded in its Doing Business in 2005 survey, the second in its series tracking regulatory reforms aimed at improving the ease of doing business in the world's economies. However, the survey found that conditions for starting and running a business in poorer countries were consistently more burdensome than in richer countries. The top 5 economies on the ease of doing business were, in order: New Zealand, United States, Singapore, Hong Kong (China), and Australia. Slovakia was the leading reformer, together with Lithuania breaking into the list of the 20 economies with the best business conditions. The major impetus for reform in 2003 was competition in the enlarged European Union. Doing Business in 2004 presented indicators in 5 topics (starting a business, hiring and firing workers, enforcing contracts, getting credit and closing a business), so this report updates these measures. There are two additional sets: registering property and protecting investors. The indicators are used to analyze economic and social outcomes, such as productivity, investment, informality, corruption, unemployment, and poverty, and identify what reforms have worked, where and why.