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Academic literature on the topic 'Highway Revenues'

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Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Highway Revenues"

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Gittings, Gary L., and Badri R. Narayan. "Federal Highway Revenue Estimation: Cost Allocation Perspective." Transportation Research Record: Journal of the Transportation Research Board 1558, no. 1 (January 1996): 1–7. http://dx.doi.org/10.1177/0361198196155800101.

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As part of a report on key cost allocation factors prepared for FHWA, a federal highway revenue estimation methodology is presented. Cost allocation studies seek to compare cost-revenue ratios for different vehicle classes from the standpoint of equity (and efficiency). Such an analysis is meaningful only when the estimates of the payments made by each vehicle class and estimates of their cost responsibilities are reasonably accurate. However, on the revenue side, accurate estimates are difficult to generate since Federal Highway Trust Fund revenues are not directly collected from the consumers. The revenue estimation methodology used in the federal highway cost allocation study (1982) and the developments since then are outlined. The question of what improvements in revenue estimation are needed from a cost allocator's perspective is then addressed. Suggestions include identification of optimal levels of disaggregation of vehicle classes, creation of more accurate information systems, and stochastic forecasting models. There is a need to analyze the effect of inaccuracies in the basic data on the cost-revenue ratios for the vehicle classes. Also recommended is the use of risk analysis methods in forecasting, to help decision makers by providing information on the uncertainties involved. Changing transportation patterns, including the growth of intermodal transport, the diversion of highway revenues to the general budget, and the link between user taxes and investment expenditures, are some of the other issues that should be addressed in the future.
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Mekky, Ali. "Evaluation of Two Tolling Strategies for Highway 407 in Toronto." Transportation Research Record: Journal of the Transportation Research Board 1649, no. 1 (January 1998): 17–25. http://dx.doi.org/10.3141/1649-03.

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Two tolling strategies were recently suggested for Highway 407 in the Greater Toronto Area (GTA). The GTA is one of the fastest growing urban areas in North America with a population of about 5 million. Highway 407, a six-/four-lane freeway, has been considered for many years as a relief for Highway 401—the busiest highway in North America, used by more than a million vehicles per day. Highway 407 is being planned and constructed as a toll highway. The first strategy investigated is to encourage long distance travelers to use Highway 407 by reducing the toll rate from CD$0.075/km to $0.06/km after the first 10 km. This is modeled by using multiclass trip assignment with generalized cost. Aside from the class of drivers who are not going to use the highway for various personal reasons, there are two main classes of drivers—namely, drivers who travel 10 km or more, and those who travel less than 10 km. The second strategy investigated is to put extra tolls on Highway 407 ramps connecting the highway with widened Highways 427, 400, and 404. The purpose of the second strategy is to recover the cost of widening these highways near Highway 407 through ramp toll revenues. The GTA mathematical model, within the EMME/2 environment, and the evaluation process used are described. Evaluation results are discussed.
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Suomalainen, Emilia, and François Colet. "A Corridor-Based Approach to Estimating the Costs of Electric Vehicle Charging Infrastructure on Highways." World Electric Vehicle Journal 10, no. 4 (October 28, 2019): 68. http://dx.doi.org/10.3390/wevj10040068.

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One of the barriers holding back the large-scale development of electric vehicles is underdeveloped charging infrastructure. The optimal location of charging stations has received much attention, whereas the development of charging infrastructure over time and its economic implications remain a less explored topic, especially in the context of dynamic inductive charging. This work compares the infrastructure costs for two electric vehicle charging solutions deployed on highways: fast-charging stations and a dynamic charging lane based on wireless inductive charging technology. The deployment costs are estimated using a simplified infrastructure model for a highway corridor. The model first defines the required charging capacity based on projected future demand, sizes the charging infrastructure, and then determines the related costs, revenues, and net present value. A numerical example based on the French highway context is also presented. The results show that the payback period is much longer for dynamic charging lanes that for charging stations. In addition, the charging lane infrastructure cannot be installed gradually over time but requires a major investment from the start while bringing in little revenue early on.
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Gravier, Michael J., and M. Theodore Farris. "Financing America’s roads: The past is prologue." Journal of Transportation Management 16, no. 1 (April 1, 2005): 1–14. http://dx.doi.org/10.22237/jotm/1112313720.

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This article provides a historical perspective of American roadway financing. It explores revenue collection and expenditures at the federal, state, and local governmental levels. Accounting practices of the Highway Trust Fund are discussed including the enactment of the Truth in Budgeting Act to shift revenue collection closer to a direct-user tax. Factors affecting roadway tax revenues are identified and the impact of increasing taxes is discussed. Four key considerations which will continue to shape roadway revenue collection are identified.
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Wang, Yiwei, and Qing Miao. "Implication of Replacing the Federal and State Fuel Taxes with a National Vehicle Miles Traveled Tax." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 4 (September 18, 2018): 32–42. http://dx.doi.org/10.1177/0361198118796737.

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A vehicle miles traveled (VMT) tax is often proposed to replace fuel taxes for financing the nation’s highway and road network. In this paper, we investigate households’ driving response to driving cost changes depending on their vehicle choices. Using the empirical estimates, we simulate the vehicle usage, tax burdens, and total tax revenues generated under a possible nationwide revenue-neutral flat VMT tax. Our results confirm that, compared with the current gasoline tax, a revenue-neutral flat VMT tax can be a more stable tax revenue source. We estimate that a 50% increase in average miles per gallon would lead to a 28% decrease in the total revenues raised by the current gasoline tax, while the same amount of increase in fuel economy would increase the VMT tax revenues by 4.4 % (all relative to the 2009 baseline). In the meantime, we find no significant difference between the two types of tax in their total revenues, when the pre-tax gasoline prices fluctuate by different magnitudes. A VMT tax would be slightly more regressive than the gasoline tax, but the difference is negligible. Overall, our simulation shows that VMT tax could serve as a viable alternative to gasoline taxes.
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Mekky, Ali. "Modeling Toll Pricing Strategies in Greater Toronto Area." Transportation Research Record: Journal of the Transportation Research Board 1558, no. 1 (January 1996): 46–54. http://dx.doi.org/10.1177/0361198196155800107.

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Highway 407 (a four- to six-lane freeway), in the Greater Toronto Area (GTA) (with a population of 5 million) has been considered for many years as a relief for Highway 401, the busiest highway in North America. Highway 407 is being planned as a toll highway. Ideally, the driver of each car should have a transponder in the car to identify the vehicle for electronic toll billing purposes. The value of the toll (variable toll) would depend on the number of kilometers traveled on the highway. However, to attract some of the drivers who do not want their origins and destinations to be tracked, a fixed-toll option might be available. A study was developed to estimate the changes in the travel and the revenue of Highway 407 if a fixed-toll option were allowed simultaneously with a variable one. The GTA mathematical model, within the EMME/2 environment, was used. Although the available transportation planning packages were not originally designed for evaluating these kinds of toll strategies, it is possible to do the evaluation using several multiclass generalized cost assignment runs with feedback loops. The mathematical model and the evaluation process used are described. One of the results of the evaluation is the finding that allowing fixed-toll operation does not increase the number of users of Highway 407 (operating under a variable toll scheme) but will increase the revenues in a marginal way. Therefore, it is concluded that using only a variable toll rate would maximize the net revenue for the year under consideration.
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Szeto, Cissy, and Norman H. Wuestefeld. "Historical and Contemporary Toll Revenue Uses." Transportation Research Record: Journal of the Transportation Research Board 1558, no. 1 (January 1996): 16–23. http://dx.doi.org/10.1177/0361198196155800103.

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Given the current climate favoring increased reliance on user fee facilities, it may be important to review limitations placed on revenues collected by existing toll facilities, as well as the opportunities that have allowed for expanded roles of these authorities. Common uses of toll revenues today, aside from debt retirement, can be grouped into four categories: subsidy of transportation and transit programs; expansion of state highway systems; support and improvement of other state transportation projects; and investment in ventures to promote economic growth and development. The rationale behind these uses may be of interest when considering administration of revenue collected through congestion and road-pricing programs. Congestion and road-pricing programs could gain greater acceptance if surplus revenues could be channeled into transportation infrastructure investments; improved transit service frequency, operating times, and coverage areas; investments in ridesharing initiatives; and mitigation of impacts on disadvantaged groups. In recent times, as the initial financing debts of toll facilities are retired, some state legislatures have elected to keep tolls on these highways and expand the responsibilities of the toll agency. In some states, the operations of toll facilities have become integrated with state transportation departments, and excess toll revenues are pledged either toward bonds for projects to be undertaken by the department or to take the place of the state's interest in the issuance of debt. The Intermodal Surface Transportation Efficiency Act of 1991 has provided the basis for changing the relationship between the states and toll authorities; innovative finance methods are encouraged to achieve infrastructure improvements that can no longer be accomplished through traditional public taxation mechanisms.
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Porter, J. David, David S. Kim, Hector A. Vergara, Jim Whitty, Jack Svadlenak, Norman C. Larsen, Charles B. Sexton, and Darel F. Capps. "Development and Performance Evaluation of a Revenue Collection System Based on Vehicle Miles Traveled." Transportation Research Record: Journal of the Transportation Research Board 1932, no. 1 (January 2005): 9–15. http://dx.doi.org/10.1177/0361198105193200102.

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The State of Oregon is heavily dependent on fuel tax revenues to maintain roads. Several technological developments, including the introduction and use of more fuel-efficient vehicles, will have a dramatic effect on fuel tax revenues in the near future. In response to these trends, Oregon House Bill 3946 mandates that the Oregon Department of Transportation (ODOT) begin implementing pilot systems to test alternatives to the current system of taxing highway use through fuel taxes. The Road User Fee Task Force (RUFTF) was created as part of the bill with the mission of “developing a revenue collection design funded through user pay methods, acceptable and visible to the public, that ensures a flow of revenue sufficient to annually maintain, preserve and improve Oregon's state, county and city highway and road system.” One alternative being considered by the RUFTF employs a fee based on vehicle miles traveled (VMT). This paper describes the development of two working VMT-based prototype technology configurations. This development effort was necessary because commercial-off-the-shelf technology with the functionality required by RUFTF was not available. Multiple concepts for on-vehicle mileage collection devices (using both odometer and Global Positioning System technology) and systems for fee calculation and collection were developed, integrated, and tested as part of the two prototype technology configurations. Results indicate that a VMT-based fee collected via radio frequency communications at service stations is technologically feasible.
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Goel, R. K., and M. A. Nelson. "Use or abuse of highway tax revenues? An economic analysis of highway spending." Applied Economics Letters 10, no. 13 (October 20, 2003): 813–19. http://dx.doi.org/10.1080/1350485032000129566.

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Rupčić, Nataša, and Tomislav Gašparović. "Analiza troškova i koristi izgradnje autoceste A1." Oeconomica Jadertina 9, no. 1 (June 5, 2019): 58–77. http://dx.doi.org/10.15291/oec.2838.

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Decision-making in public companies does not take place solely based on profitability criteria, but it concerns the merging of market and public criteria. However, despite the diversity of objectives that public sector projects need to meet, and the fact that decisions are made through the process of political negotiation between stakeholders, the basis for making decisions ought to be an analysis of costs and benefits. Thus, it should include all benefits, both material and immaterial, direct and indirect. Yet, one should bear in mind that the project should be cost-effective, both in the construction phase and at the stage of use and maintenance. This paper analyses decisions made in the HAC (Croatian Highways) public company with an emphasis on management decisions when building the A1 motorway. During the construction of this highway, the objectives were to connect the state territory, connect with the European highway network, develop tourism and increase traffic safety. These objectives have been achieved. However, the desired goals of increasing development, specifically the economic development of rural and less-populated areas, and the retention and increase of the population have not been achieved. The project commercial goals have also not been realized. The costs of building Bosiljevo-Split highway section exceeded the planned costs by 3 billion Croatian kuna. The revenues from 2015 to 2017 were on average 500 million Croatian kuna less than projected. Based on these data, the question is whether the A1 motorway should have been built via a loan or through a public-private partnership. Given projection errors, it can be assumed that a model of public-private partnership would have implied a more realistic assessment of traffic dynamics, lower cost of construction, better revenue management, and probably more gradual construction.
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Dissertations / Theses on the topic "Highway Revenues"

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Knoll, Joanna G. "Highway Finance in the United States: An Empirical Model." Thesis, Virginia Tech, 2004. http://hdl.handle.net/10919/9734.

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This thesis seeks to construct an empirical model of highway finance in the United States, and in particular, to examine the relationship between highway-user revenues and highway spending. It provides a general overview of the current highway system, including the federal-aid highway program, and the flow of highway funds between different levels of government. It also examines issues relating to highway-user revenues. A review of the literature failed to provide any "standard" model of highway spending and no previous studies of spending across all levels of government. Using data from the 50 states and the District of Columbia over the three-year period 1998-2000, regressions were run on the dollars spent on highways in each state from all levels of government. The independent variables included highway-user revenues (as defined by the Federal Highway Administration) in each state from all levels of government, lane-miles, daily vehicle-miles of traffic, land area, percent of land area classified as urban, population, gross state product, annual average wage, percent of traffic consisting of trucks, and average winter temperature. OLS estimates using the classical linear regression model were found to be unreliable, and attempts at using a growth rate model provided poor overall fit. Opportunities for future research are identified, as this is an important issue that should be of interest in public policy decision-making.
Master of Arts
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Shan, Liang. "Revenue Risk Management for P3 Highway Projects: Implementation of Revenue Guarantees in the U.S. Market." Diss., Virginia Tech, 2010. http://hdl.handle.net/10919/38600.

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The Public-Private Partnership (P3 or PPP) model has been proposed as an alternative delivery system to address funding shortage problems associated with large-scale projects. Appropriately allocating and managing risks among project participants is critically important for a P3 projectâ s success. This thesis focuses on one of the tools to manage revenue risk, the revenue guarantee, where a guarantor compensates a concessionaire with a predetermined amount of revenue in the event of a revenue shortfall. It is a form of real optionâ specifically a put option if a premium is paid for the downside protection or a collar option if potential upside revenue is traded for the protection. Previous research has explored the purpose and valuation of revenue guarantee options. This study focuses on the feasibility of utilizing a guarantee in US P3 highway projects through preparatory study and field investigation. In the preparatory phase, the work examines existing revenue risk management methods and how revenue guarantee options supplement them while also proposing an implementation framework. Additionally, it discusses a new option type,a collar option, including its concept, benefits, applicability, and valuation. In the field investigation phase, the preparatory work is synthesized into interview protocols that are used to seek market perspectives on revenue risks and revenue guarantee feasibility. Twenty people representing government officials, concessionaires, financial advisors and lending institutions were interviewed. The interview results indicated that a revenue guarantee shows promise as a viable tool, and the government should be willing to provide one. The decision to utilize a revenue guarantee depends on funding method selection, a public agencyâ s institutional capacity, and the effectiveness of alternative risk mitigation approaches. Suggestions for implementation, such as applicable projects and a guarantee triggering criterion, are also provided.
Ph. D.
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Nguyen, Duc Anh. "Improving Public-Private Partnership Contracts through Risk Characterization, Contract Mechanisms, and Flexibility." Diss., Virginia Tech, 2017. http://hdl.handle.net/10919/78275.

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Public-private partnerships (PPPs) have become a significant global phenomenon and governments are utilizing them more frequently to deliver projects that satisfy increasing societal demands in infrastructure sectors such as highways. Compared to traditional project delivery approaches, PPPs are long-term contracts between the public and the private sectors, where the private sector is engaged in more project tasks and accepts more risks. However, due to their long-term and complex nature, PPP contracts face many issues. Consequently, each project's contract becomes vital to project success because it: allocates risks, governs project relationships, and can align parties' interests. This dissertation examined 21 project contracts in the US highway PPP market to investigate risk allocation; contract designs and risk sharing mechanisms; and revenue risk guarantees. Using a content analysis framework, the allocation of 31 risks associated with highway PPPs was determined. These risks were mostly transferred to the private sector or shared between public and private parties, and project context had a significant influence on risk allocation. Assessment of contract designs indicated that the public sector imposes extensive monitoring and retains a majority of the decision rights to preclude opportunistic actions by the private sector; further, risk sharing mechanisms were complex and largely dependent on resolution during project implementation, which likely increases ex post transaction costs. Finally, revenue guarantees, commonly structured as standard options to mitigate revenue risk, were redesigned to incorporate exotic option features; quantitative analysis revealed that exotic structures can better serve chief PPP stakeholders' interests through increased robustness and flexibility.
Ph. D.
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Edara, Praveen Kumar. "Dynamic Travel Demand Management Strategies: Dynamic Congestion Pricing and Highway Space Inventory Control System." Diss., Virginia Tech, 2005. http://hdl.handle.net/10919/28889.

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The number of trips on highways and urban networks has significantly increased in the recent decades in many cities across the world. At the same time, the road network capacities have not kept up with this increase in travel demand. Urban road networks in many countries are severely congested, resulting in increased travel times, increased number of stops, unexpected delays, greater travel costs, inconvenience to drivers and passengers, increased air pollution and noise level, and increased number of traffic accidents. Expanding traffic network capacities by building more roads is extremely costly as well as environmentally damaging. More efficient usage of the existing supply is vital in order to sustain the growing travel demand. Travel Demand Management (TDM) techniques involving various strategies that increase the travel choices to the consumers have been proposed by the researchers, planners, and transportation professionals. TDM helps create a well balanced, less automobile dependent transportation system. In the past, several TDM strategies have been proposed and implemented in several cities around the world. All these TDM strategies, with very few exceptions, are static in nature. For example, in the case of congestion pricing, the toll schedules are previously set and are implemented on a daily basis. The amount of toll does not vary dynamically, with time of day and level of traffic on the highway (though the peak period tolls are different from the off-peak tolls, they are still static in the sense that the tolls don't vary continuously with time and level of traffic). The advent of Electronic Payment Systems (EPS), a branch of the Intelligent Transportation Systems (ITS), has made it possible for the planners and researchers to conceive of dynamic TDM strategies. Recently, few congestion pricing projects are beginning to adopt dynamic tolls that vary continuously with the time of day based on the level of traffic (e.g. I-15 value pricing in California). Dynamic TDM is a relatively new and unexplored topic and the future research attempts to provide answers to the following questions: 1) How to propose and model a Dynamic TDM strategy, 2) What are the advantages of Dynamic TDM strategies as compared to their Static counterparts, 3) What are the benefits and costs of implementing such strategies, 4) What are the travel impacts of implementing Dynamic TDM strategies, and 5) How equitable are the Dynamic TDM strategies as compared to their Static counterparts. This dissertation attempts to address question 1 in detail and deal with the remaining questions to the extent possible, as questions 2, 3, 4, and 5, can be best answered only after some real life implementation of the proposed Dynamic TDM strategies. Two novel Dynamic TDM strategies are proposed and modeled in this dissertation -- a) Dynamic Congestion Pricing and b) Dynamic Highway Space Inventory Control System. In the first part, dynamic congestion pricing, a real-time road pricing system in the case of a two-link parallel network is proposed and modeled. The system that is based on a combination of Dynamic Programming and Neural Networks makes "on-line" decisions about road toll values. In the first phase of the proposed model, the best road toll sequences during certain time period are calculated off-line for many different patterns of vehicle arrivals. These toll sequences are computed using Dynamic Programming approach. In the second phase, learning from vehicle arrival patterns and the corresponding optimal toll sequences, neural network is trained. The results obtained during on-line tests are close to the best solution obtained off-line assuming that the arrival pattern is known. Highway Space Inventory Control System (HSICS), a relatively new demand management concept, is proposed and modeled in the second half of this dissertation. The basic idea of HSICS is that all road users have to make reservations in advance to enter the highway. The system allows highway operators to make real-time decisions whether to accept or reject travellers' requests to use the highway system in order to achieve certain system-wide objectives. The proposed HSICS model consists of two modules -- Highway Allocation System (HAS) and the Highway Reservation System (HRS). The HAS is an off-line module and determines the maximum number of trips from each user class (categorized based on time of departure, vehicle type, vehicle occupancy, and trip distance) to be accepted by the system given a pre-defined demand. It develops the optimal highway allocations for different traffic scenarios. The "traffic scenarios-optimal allocations" data obtained in this way enables the development of HRS. The HRS module operates in the on-line mode to determine whether a request to make a trip between certain origin-destination pair in certain time interval is accepted or rejected.
Ph. D.
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Books on the topic "Highway Revenues"

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Office, General Accounting. Highway funding: Use of toll revenues in financing highway projects : report to the Honorable Lawton Chiles, United States Senate. Washington, D.C: The Office, 1986.

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Office, General Accounting. Highway funding: Use of toll revenues in financing highway projects : report to the Honorable Lawton Chiles, United States Senate. Washington, D.C: The Office, 1986.

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Office, General Accounting. Highway funding: Use of toll revenues in financing highway projects : report to the Honorable Lawton Chiles, United States Senate. Washington, D.C: The Office, 1986.

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United, States Congress House Committee on the Budget Task Force on Economic Policy Projections and Revenues. Funding for highway and aviation programs: Hearing before the Task Force on Economic Policy, Projections, and Revenues of the Committee on the Budget, House of Representatives, One Hundred First Congress, second session, June 19, 1990. Washington: U.S. G.P.O., 1990.

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Engel, Eduardo M. R. A. Least-present-value-of revenue auctions and highway franchising. Cambridge, MA: National Bureau of Economic Research, 1998.

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Richards, David Adams. The lost highway. Toronto, ON: Doubleday Canada, 2007.

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Colorado. Office of State Auditor. Highway users tax fund revenue collection and distribution performance audit. Denver, Colo: Office of State Auditor, 2004.

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Richards, David Adams. The lost highway: A novel. San Francisco: MacAdam/Cage Pub., 2008.

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Richards, David Adams. The lost highway: A novel. Toronto: Doubleday Canada, 2007.

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Menchik, Mark D. Devolving selected federal-aid highway programs and revenue bases: A critical appraisal. [Washington, D.C.?]: Advisory Commission on Intergovernmental Relations, 1987.

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Book chapters on the topic "Highway Revenues"

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Maxwell, Tudor, and Stefano Bianchini. "University Governance Case." In Management for Professionals, 5–7. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-48606-8_2.

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AbstractThis case addresses the challenge of leadership succession in a highly respected master’s program at a university in Australia. The director, who was also the program’s lead professor, was due to retire, and the distinctive nature of the program made it particularly difficult to find a suitable replacement. To complicate the challenge, the university’s central administration was not supportive of that master’s degree, whereas it achieved the highest satisfaction ratings in the university from students and enjoyed good support from industry; the director’s insistence on quality of educational experience resulted in tight control of student admission, fewer students, and lower revenue than competing programs.A highly engaged group of students and alumni took on this challenge, working with the outgoing director to sustain impressive results over a 5-year period.
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Green, Madeleine. "Getting Unstuck with Internationalization at Home: Seizing the Post-pandemic Moment." In The Promise of Higher Education, 99–105. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-67245-4_16.

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AbstractAs I write this essay in late May 2020, the higher education press is blanketed by debate about the enduring changes brought on by COVID-19. Some maintain that the pandemic has already triggered disruptive changes, such as the quick move to online learning and variations in the academic calendar. They speculate that these shifts will endure after the crisis passes. Others predict a shift in the landscape of higher education. In countries with a private higher education sector that is highly dependent on tuition revenue, a substantial number may close, and the resulting landscape will be dominated by stronger, richer institutions. One estimate is that 20% of private institutions in the United States will close (Wescott 2020).
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Rontard, Benjamin, and Humberto Reyes Hernandez. "Emission Trading System and Forest: Learning from the Experience of New Zealand." In Springer Climate, 169–89. Cham: Springer International Publishing, 2021. http://dx.doi.org/10.1007/978-3-030-82759-5_9.

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AbstractIn the area of international policy to mitigate climate change, the forest has been important in achieving the objectives of liable countries. The Emissions Trading System in New Zealand (NZ ETS) is the only case of an ETS integrating forestry as a mandatory actor. This is the result of prolonged political discussions and the characteristics of New Zealand forestry. Forest landowners are liable to surrender allowances for deforestation and can potentially receive allowances for the level of carbon sequestered. This scheme created new opportunities for forestry activities and impacted the decision-making trade-offs related to land-use changes. In Mexico, the implementation of an Emissions Trading System in 2020 is evidence of the country’s commitment to controlling domestic emissions under the Paris Agreement. Nevertheless, for now, the forestry sector is not involved as a liable actor. It is possible to envision the integration of the forest sector because of the extensive forest cover in the country, which provides a livelihood for a large part of the population. Mexico has the experience and institutional framework to integrate forestry into national emission accounting and carbon forest projects in the voluntary market. The potential impacts of this integration are both positive and negative. Environmental impacts are positive because forest areas can help mitigate emissions, but intensive carbon farming disrupts native forests and biodiversity. The economic impacts would be highly favorable for forest landowners if market volatility were controlled, but there is a potential loss of public revenue for the State. Finally, carbon forestry has the potential to cause conflict between economic sectors involved in land use and among participating communities.
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Faulk, Dagney, Charles D. Taylor, and Pamela Schaal. "Local Government Responses to Property Tax Caps." In Vulnerable Communities, edited by James J. Connolly, Dagney G. Faulk, and Emily J. Wornell, 193–220. Cornell University Press, 2022. http://dx.doi.org/10.7591/cornell/9781501761324.003.0009.

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This chapter uses data from 2007 to 2014 on 28 municipal governments in Indiana to examine two policy options available for managing declining revenues: reducing spending and employment or raising additional revenue through local income taxes and annexation. It discusses revenue losses from property tax caps that are a significant determinant of decreases in municipal budgets and spending and in a reduction in local government employment. These cuts appear to have a particularly negative effect on highway department and parks and recreation employment. The chapter indicates how smaller cities sought to use the tools that the state provided to offset revenue losses. It offers findings that raise interesting questions about why these communities do not, or cannot, take advantage of the tools at their disposal to address severe budgetary difficulties.
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Flaherty, George F. "Revenge of Dust." In Hotel Mexico. University of California Press, 2016. http://dx.doi.org/10.1525/california/9780520291065.003.0003.

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Chapter 2 scrutinizes Tlatelolco, site of the October 2 massacre. Its literary, photographic, and cinematographic representations by such authors as Carlos Fuentes, Juan Rulfo, Nacho López, and Fernando del Paso, mediate between the realm of “compulsory visibility” of a modernizing Mexican state and its shadowy byproducts. The first is embodied by the discourses of transparency and hygiene of modern architecture in the Mario Pani’s Nonoalco-Tlatelolco housing complex. The second is the spectral social body inhabiting the hub of the national railroad network at Tlatelolco—that is, self-constructed settlements and tenements of the migrant underclasses, overlooked by the State and eventually displaced by the modernization projects. This blindness and exclusionary practice of the modern technocratic administration is also manifest in the highly managed character of the Plaza de las Tres Culturas erected on the Tlatelolco site, demonstrating the limited scope of de facto citizenship in Mexico. At the same time, the opacity of the site tests the limits of history writing in general.
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Yadav, Deepak, Saad Mekhilef, Brijesh Singh, Muhyaddin Rawa, Yusuf Alturki, and Abdullah Abusorrah. "Generators’ revenue augmentation in highly penetrated renewable M2M coordinated power systems." In Applications of AI and IOT in Renewable Energy, 19–31. Elsevier, 2022. http://dx.doi.org/10.1016/b978-0-323-91699-8.00002-4.

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Cnossen, Sijbren. "Why VAT?" In Modernizing VATs in Africa, 1–12. Oxford University Press, 2019. http://dx.doi.org/10.1093/oso/9780198844075.003.0001.

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Chapter 1 shows that in about half of all countries on the African continent, tax revenue as a percentage of GDP (called the tax ratio) is around 15 per cent or less, which is not enough to finance more human and economic development. The instrument for greater domestic resource mobilization is a broad-based consumption tax, such as a VAT. Current VATs, however, are riddled with exemptions, exclusions and zero rates which depress revenue, are highly distortionary and greatly complicate VAT administration. The abolition of exemptions for goods, services, and entities and, more generally, unnecessary design differentiations would reduce the weight and sway of legal opinions and increase the administrative resources available for monitoring compliance with the VAT. Revenue should benefit.
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Inogwabini, Bila-Isia. "Congo Basin's Shrinking Watersheds." In Environmental and Agricultural Informatics, 1452–68. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-5225-9621-9.ch065.

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Rainfall time series data from three sites (Kinshasa, Luki, and Mabali) in the western Democratic Republic of Congo were analyzed using regression analysis; rainfall intensities decreased in all three sites. The Congo Basin waters will follow the equation y = -20894x + 5483.16; R2 = 0.7945. The model suggests 18%-loss of the Congo Basin water volume and 7%-decrease for fish biomasses by 2025. Financial incomes generated by fishing will decrease by 11% by 2040 compared with 1998 levels. About 51% of women (N= 408,173) from the Lake Tumba Landscape fish; their revenues decreased by 11% between 2005 and 2010. If this trend continues, women's revenues will decrease by 59% by 2040. Decreased waters will severely impact women (e.g. increasing walking distances to clean waters). Increasing populations and decreasing waters will lead to immigrations to this region because water resources will remain available and highly likely ignite social conflicts over aquatic resources.
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Sridhar, Kala Seetharam. "The Efficiency of India's Cities." In Public Affairs and Administration, 1580–95. IGI Global, 2015. http://dx.doi.org/10.4018/978-1-4666-8358-7.ch080.

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One reason for unsatisfactory public service delivery in Indian cities is that city finances are in poor condition. Recent research shows that given the fragmented institutional arrangements for land in India's cities, there is a case for transferring revenues from land leasing and sales to cities. In this paper, the author determines whether such transfer of revenues to India's cities from the state governments is justified. The author uses stochastic frontier analysis to determine the efficiency of Indian cities, taking the case of roads. The author has found India's cities to be highly efficient in the provision of roads and there is only one percent inefficiency in the provision of roads by city governments. Hence transfer of finances to cities in a phased manner is recommended. Thus this paper shows a direct link between behavioral economics and concrete, practical applications at the organizational level.
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Inogwabini, Bila-Isia. "Congo Basin's Shrinking Watersheds." In Reconsidering the Impact of Climate Change on Global Water Supply, Use, and Management, 211–26. IGI Global, 2017. http://dx.doi.org/10.4018/978-1-5225-1046-8.ch012.

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Rainfall time series data from three sites (Kinshasa, Luki, and Mabali) in the western Democratic Republic of Congo were analyzed using regression analysis; rainfall intensities decreased in all three sites. The Congo Basin waters will follow the equation y = -20894x + 5483.16; R2 = 0.7945. The model suggests 18%-loss of the Congo Basin water volume and 7%-decrease for fish biomasses by 2025. Financial incomes generated by fishing will decrease by 11% by 2040 compared with 1998 levels. About 51% of women (N= 408,173) from the Lake Tumba Landscape fish; their revenues decreased by 11% between 2005 and 2010. If this trend continues, women's revenues will decrease by 59% by 2040. Decreased waters will severely impact women (e.g. increasing walking distances to clean waters). Increasing populations and decreasing waters will lead to immigrations to this region because water resources will remain available and highly likely ignite social conflicts over aquatic resources.
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Conference papers on the topic "Highway Revenues"

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Gousios, Stergios, Nicholas J. Mazzenga, and Byungkyu Park. "Determining Highway Toll: Revenue Maximization Approach." In 2007 IEEE Intelligent Transportation Systems Conference. IEEE, 2007. http://dx.doi.org/10.1109/itsc.2007.4357690.

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Ankner, William D. "Traffic and Revenue Forecasting Problems and Its Impact on Debt Recovery and Highway Planning." In Second International Conference on Public-Private Partnerships. Reston, VA: American Society of Civil Engineers, 2017. http://dx.doi.org/10.1061/9780784480267.025.

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Kim, Sung Min, Kyri Baker, and Joseph Kasprzyk. "Operational Revenue Insufficiency in Highly Renewable DC and AC-based LMP Markets." In 2020 52nd North American Power Symposium (NAPS). IEEE, 2021. http://dx.doi.org/10.1109/naps50074.2021.9449693.

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Ashuri, B., H. Kashani, K. R. Molenaar, and S. Lee. "A Valuation Model for Choosing the Optimal Minimum Revenue Guarantee (MRG) in a Highway Project: A Real-Option Approach." In Construction Research Congress 2010. Reston, VA: American Society of Civil Engineers, 2010. http://dx.doi.org/10.1061/41109(373)125.

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Salim, Alawudin, Myounghoon Jeon, Pasi Lautala, and David Nelson. "Using Naturalistic Driving Study Data to Investigate Driver Behavior at Highway-Rail Grade Crossings." In 2018 Joint Rail Conference. American Society of Mechanical Engineers, 2018. http://dx.doi.org/10.1115/jrc2018-6261.

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Although accidents at Highway-Rail Grade Crossings (HRGCs) have been greatly reduced over the past decades, they continue to be a major problem for the rail industry, causing injuries, loss of life, and loss of revenue. Recently, the Strategic Highway Research Program sponsored a Naturalistic Driving Study, the SHRP2 NDS, which produced a unique opportunity to look at how drivers behave while traversing HRGCs. This research deviates from previous studies by concentrating on day-to-day actions of drivers who traverse the HRGCs without an incident, instead of focusing on the accident events that have formed the foundation most earlier studies. This paper will focus on the effects of the external environment, weather and day/night conditions, on driver behavior at HRGCs. We will present the methodology and data used for the study and provide some early results from the analysis, such as differences in compliance during poor versus clear weather. We will use both a compliance score based on scanning and speed reduction and an analysis of brake and gas pedal usage during the approach to a HRGC. The paper will conclude with a brief discussion of future research concepts.
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Queiroz, Cesar A., and Goran Mladenović. "Combining capital grant and availability payment to keep toll rates affordable." In 6th International Conference on Road and Rail Infrastructure. University of Zagreb Faculty of Civil Engineering, 2021. http://dx.doi.org/10.5592/co/cetra.2020.1278.

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In several countries public budgets cannot provide all the funds needed to build priority transport and other infrastructure projects that are economically justified and environmentally and socially sound. Under certain circumstances, projects meeting such conditions can be implemented by involving private financing, through public-private partnerships (PPP), which is a means to get projects completed by leveraging scarce public resources. Priority highway PPP projects may require toll rates above the affordability level of road users, particularly when construction costs are relatively high and traffic volumes are relatively low. The provision of capital grants and/or availability payments to the concessionaire (i.e., the private partner) by the government (i.e., the public partner) would reduce the toll rate required to attract private investors for the project. Such projects, where the sources of revenue to the private partner (or concessionaire) include both the users of the facility and the government, are usually called hybrid PPPs. A key step in assuring that a proposed PPP highway project would attract private investors is to determine whether financial public support would be required, and if so, how much. To this endeavor, this paper reviews and applies a hybrid PPP financial model for highways that facilitates carrying out projects' financial viability by decision makers and practitioners. A numerical case study is used to illustrate applications of the model to conditions deemed representative of Southeastern European countries. The main outputs generated by the model include the project’s internal rate of return, equity internal rate of return, annual debt service coverage ratio, and the present value of the government’s cash flow. A sensitivity analysis carried out shows the impact of key input parameters on the main outputs. While the financial model discussed has been developed for roads, it can also be adapted to other forms of transport infrastructure, such as rail.
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Diemunsch, Kenneth. "CBTC Field Test and Commissioning." In 2015 Joint Rail Conference. American Society of Mechanical Engineers, 2015. http://dx.doi.org/10.1115/jrc2015-5614.

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Communications-Based Train Control (CBTC) technology is the most advanced train control system for urban railway infrastructures. It is very different from conventional relay based signaling systems and more complex than most cab signaling systems. CBTC functions are numerous, highly complex with customized details for each project. They cannot be tested for all possible conditions at all locations. Knowledge of the CTBC system and experience with train control commissioning are keys to performing enough tests to detect most issues but permit the start of revenue service as early as possible. The testing strategy proposed by the CBTC supplier is the result of years of experience with the goal of minimizing expensive field tests while demonstrating that the system will work properly in revenue service. Despite the numerous tests performed before revenue service, it is inevitable that operating challenges will be faced during the first months of CBTC system operation. The recent Institute of Electrical and Electronics Engineers (IEEE) Std 1474.4-2011 Recommended Practice for Functional Testing of a Communications-Based Train Control System [1] provides a good description how and where CBTC functions should be tested. However, it does not describe the sequence of tests in the context of a project where CBTC is deployed on a transit property. This paper presents the sequence of field tests required to commission a CBTC system and provides insight based on experience with several CBTC projects in the last decade.
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Donohue, Brian P. "Phoenix Light Rail Vehicle Front End Design Review With Crash Energy Management Bumper." In ASME 2010 Rail Transportation Division Fall Technical Conference. ASMEDC, 2010. http://dx.doi.org/10.1115/rtdf2010-42015.

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December 27, 2008 marked the grand opening of METRO Light Rail transit service linking the cities of Phoenix, Tempe and Mesa, Arizona. In Phoenix, this event harkened back to an era with similar streetcar service that ceased operations in 1948. After a 55 year absence, final design of the modern system commenced in 2003, and the acute need to address safety concerns with a new generation of valley residents began. This 20.4 mile (32.6 km) system contains 28 stations, runs on reserved rights of way, >95% in city streets, and contains over 149 street traffic intersections, highway ramps and slip-ramps. In an effort to lessen injuries and damage to the public, train crew and light rail equipment, the Agency’s consultant recommended several key changes to the typical North American light rail system design. Included was an unprecedented change to the front end of the light rail vehicles with an industry first, crash energy management (CEM) bumper. This report discusses the design and functionality of the Phoenix LRV front end and bumper from concept through revenue service.
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AlDogail, Ala, Rahul Gajbhiye, Mustafa AlNaser, and Abdullatif AlNajim. "Intelligent Approach for GOSP Oil Recovery Enhancement." In SPE Annual Technical Conference and Exhibition. SPE, 2021. http://dx.doi.org/10.2118/206045-ms.

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Abstract This study aims to propose an intelligent operational advisory solution that guides the plant operation team to optimal HPPT/LPPT pressure settings that compensate for the variation in ambient temperature effect to maximize plant revenue. Traditional industry practice is to operate a gas-oil-separation-plant (GOSP) at fixed operating conditions ignoring the variation in the ambient temperature (Ta) leading to a loss in oil recovery and associated revenue. The variation of ambient temperature (Ta) highly affects the separation process, where ambient temperature varies greatly from summer to winter. To develop a correlation, a GOSP model was constructed by OmegaLand dynamic simulator using a typical Saudi Aramco GOSP design. Oil recovery values were determined by running the process simulation for a typical range of high-pressure production trap (HPPT), low-pressure production trap (LPPT), and ambient temperature (Ta). Then, an intelligent approach was built to determine the optimum pressure of LPPT and HPPT units for each ambient temperature condition using an artificial intelligence technique. Results show that liquid recovery decreases with an increase in ambient temperature at constant HPPT and LPPT pressures, indicating adjustment in HPPT or LPPT pressure responding to the temperature variations can improve the oil recovery. At constant LPPT pressure and ambient temperature, the oil recovery increases with an increase in HPPT pressure until it reaches the optimum value and then decreases with further increase in the HPPTpressure suggesting that there is an optimum HPPT pressure at which oil recovery is maximum. At fixed ambient temperature and fixed HPPT pressure, liquid recovery increases with increasing LPPT pressure until it reaches the optimum value, and then it decreases with further increase in the LPPT pressure suggesting that there is an optimum LPPT pressure at which oil recovery is maximum.
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Krockow, Wolfram. "Predicting Gas Turbine Reliability to Assess Risks for Purchased Power Agreements." In ASME 1996 International Gas Turbine and Aeroengine Congress and Exhibition. American Society of Mechanical Engineers, 1996. http://dx.doi.org/10.1115/96-gt-266.

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Availability and Reliability have become a major concern for operating companies; especially for those where unscheduled outages due to purchased power agreements may be highly penalized. On the other hand, high revenues by the sale of electricity can be achieved if the power generating set performs according to its demand. Economic calculations demonstrate that the bottom line between profit and loss lies within the high 90th% of availability. This paper summarizes the results of an analysis based on the regulations in France with its so-called EJP days (Effacement Jour Pointe). Any loss of highly penalized EJP days is quantified based on known RAM (Reliability, Availability, Maintainability) values of the equipment, as these are the Mean Time Between Failures MTBF’s and the Mean Times To Repair MTTR’s of the overall equipment as well as its subassemblies. In formulating the demand, the past 12 years of assigned EJP days by the Electricité de France, EdF, was analyzed to derive probability ratings of seasonal distributions, weekly distributions and day block distributions. The mathematics of this simulation model are based on well proven statistical procedures (i.e. the Monte Carlo Method). By performing parameter variations, the model can also quantitatively predict how much the Mean Time Between Failures of a heavy duty gas turbine must usually be better for this application when compared to an aeroderivative gas turbine. This is because it normally takes longer to repair or replace a heavy duty gas turbine versus an aeroderivative unit in case of a major unscheduled or forced outage.
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Reports on the topic "Highway Revenues"

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Agbelie, Bismark, Qiang Bai, and Samuel Labi. Forecasting of Highway Revenues Under Various Options. West Lafayette, Indiana: Purdue University, 2010. http://dx.doi.org/10.5703/1288284314268.

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Engel, Eduardo M. R. A., Ronald Fischer, and Alexander Galetovic. Least-Present-Value-of-Revenue Auctions and Highway Franchising. Cambridge, MA: National Bureau of Economic Research, August 1998. http://dx.doi.org/10.3386/w6689.

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Volovski, Matthew, Eleni Bardaka, Zhibo Zhang, Bismark Agbelie, Samuel Labi, and Kumares Sinha. Indiana State Highway Cost Allocation and Revenue Attribution Study and Estimation of Travel by Out-of-State Vehicles on Indiana Highways. Purdue University, December 2015. http://dx.doi.org/10.5703/1288284315709.

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Varma, Amiy, Kumares Sinha, and Jeffrey Spalding. The Development of a Highway Revenue Forecasting Model for Indiana. West Lafayette, IN: Purdue University, 1992. http://dx.doi.org/10.5703/1288284314188.

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Varma, Amiy, Kumares Sinha, and Jeffrey Spalding. The Development of a Highway Revenue Forecasting Model for Indiana. Purdue University Press, 1991. http://dx.doi.org/10.5703/1288284313421.

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Varma, Amiy, Kumares Sinha, and Jeffrey Spalding. The Development of a Highway Revenue Forecasting Model for Indiana : Executive Summary. West Lafayette, IN: Purdue University, 1992. http://dx.doi.org/10.5703/1288284314189.

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Chandra, Shailesh, Mehran Rahmani, Timothy Thai, Vivek Mishra, and Jacqueline Camacho. Evaluating Financing Mechanisms and Economic Benefits to Fund Grade Separation Projects. Mineta Transportation Institute, January 2021. http://dx.doi.org/10.31979/mti.2020.1926.

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Investment in transportation infrastructure projects generates benefits, both direct and indirect. While emissions reductions, crash reductions, and travel time savings are prominent direct benefits, there are indirect benefits in the form of real estate enhancements that could pay off debt or loan incurred in the improvement of the infrastructure itself. Studies have shown that improvements associated with rail transportation (such as station upgrades) trigger an increase in the surrounding real estate values, increasing both the opportunity for monetary gains and, ultimately, property tax collections. There is plenty of available guidance that provides blueprints for benefits calculations for operational improvements in rail transportation. However, resources are quite limited in the analysis of benefits that accrue from the separation of railroad at-grade crossings. Understanding the impact of separation in a neighborhood with high employment or population could generate revenues through increased tax collections. In California, the research need is further amplified by a lack of guidance from the California Public Utilities Commission (CPUC) on at-grade crossing for separation based on revenue generated. There is a critical need to understand whether grade separation projects could impact neighboring real estate values that could potentially be used to fund such separations. With COVID-19, as current infrastructure spending in California is experiencing a reboot, an approach more oriented to benefits and costs for railroad at-grade separation should be explored. Thus, this research uses a robust benefits-to-cost analysis (BCA) to probe the economic impacts of railroad at-grade separation projects. The investigation is carried out across twelve railroad-highway at-grade crossings in California. These crossings are located at Francisquito Ave., Willowbrook/Rosa Parks Station, Sassafras St., Palm St., Civic Center Dr., L St., Spring St. (North), J St., E St., H St., Parkmoor West, and Nursery Ave. The authors found that a majority of the selected at-grade crossings analyzed accrue high benefits-to-cost (BC) ratios from travel time savings, safety improvements, emissions reductions, and potential revenue generated if property taxes are collected and used to fund such separation projects. The analysis shows that with the estimated BC ratios, the railroad crossing at Nursery Ave. in Fremont, Palm St. in San Diego, and H St. in Chula Vista could be ideal candidates for separation. The methodology presented in this research could serve as a handy reference for decision-makers selecting one or more at-grade crossings for the separation considering economic outputs and costs.
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Yusgiantoro, Filda C., I. Dewa Made Raditya Margenta, Haryanto Haryanto, and Felicia Grace Utomo. Carbon Tax Implementation in the Energy Sector: A Comparative Study in G20 and ASEAN Member States (AMS). Purnomo Yusgiantoro Center, June 2021. http://dx.doi.org/10.33116/br.003.

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1. This report shows that six G20 countries (Japan, South Africa, Argentina, France, Ireland, and Mexico) and one ASEAN Member States (Singapore) have implemented a carbon tax. 2. The energy sector is the primary GHG emissions contributor in most member states, except Indonesia. However, the energy sector in Indonesia will highly contribute to the national GHG emissions considering the rise of energy demand due to economic and population growth. 3. The effectiveness of carbon tax is specific to which sectors are taxed and which sectors are exempt to a country member. Specifically, a higher emissions price may not cover a large share of emissions in the country. The high carbon tax in France only covers 35% of total emissions in its jurisdiction. Meanwhile, Japan and Singapore’s low carbon tax covers 75% and 80% of total emissions in their jurisdiction, respectively. 4. The numbers of sectoral coverage by emissions price will impact the level of revenues generated from the carbon tax. France obtained the most significant carbon tax revenue for more than USD 9.6 billion. Meanwhile, Argentina generated less than USD 1 million, likely due to tax exemptions in natural gas commodities. 5. The contribution level of carbon tax revenue to the government’s total revenue varies for each country. France and Ireland’s carbon tax revenue contributes 0.71% and 0.53% of their total government revenue, respectively. Meanwhile, the rest of the countries’ carbon tax revenue contributed less than 0.3% each to their government revenue.
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Everett, Stephanie, Nathee Athigakunagorn, Wubeshet Woldermariam, Vinay Varadarajan, Mohammad Arman, Arash Roshandeh, Konstantina Gkritza, Samuel Labi, and Kumares Sinha. Impact of HEA-1481 on Indiana’s Highway Revenue Generation, Asset Degradation, Modal Distribution, and Economic Development and Competitiveness. Purdue University, December 2014. http://dx.doi.org/10.5703/1288284315514.

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Beach, Rachel, and Vanessa van den Boogaard. Tax and Governance in the Context of Scarce Revenues: Inefficient Tax Collection and its Implications in Rural West Africa. Institute of Development Studies (IDS), February 2022. http://dx.doi.org/10.19088/ictd.2022.005.

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In recent years, domestic and international policy attention has often focused on broadening the tax base in order to include a greater share of the population in the ‘tax net’. This is based, in part, on the hope that the expansion of taxation will result in positive ‘governance dividends’ for taxpayers. However, the implications of extending the tax base in rural areas in low-income countries has been insufficiently considered. Through the case studies of Togo, Benin, and Sierra Leone, we demonstrate that extending taxation to rural areas is often highly inefficient, leading to few, if any, revenue gains when factoring in the costs of collection. Where revenues exceed the costs of collection, they often only cover local government salaries with little remaining for the provision of public goods and services. The implications of rural tax collection inefficiency are thus significant for revenue mobilisation, governance and public service delivery, accountability relationships with citizens, and taxpayer expectations of the state. Accordingly, we question the rationale for extending taxation to rural citizens in low-income countries. Instead, we argue for a reconceptualisation of the nature of the fiscal social contract, disentangling the concept of the social contract from the individual. Rather, a collective social contract places greater emphasis on the taxation of wealth and redistribution and recognises that basic rights of citizenship are not, or should not, be contingent on paying direct taxes to the government. Rather than expanding taxation, we argue for the expansion of political voice and rights to rural citizens, through a ‘services-first’ approach.
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