Journal articles on the topic 'Highway Revenues'
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1
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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Wu, Wen-Xiang, and Hua-Yan Shang. "Determining the Toll and Capacity of a Highway to Be Constructed in Parallel with Subway." Mathematical Problems in Engineering 2014 (2014): 1–9. http://dx.doi.org/10.1155/2014/721273.
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This paper considers the problem of toll and capacity choice of a new highway with a bottleneck added onto an existing transit network under four ownership/tolling regimes: public fine toll, public flat toll, private fine toll, and private flat toll. Whenever fine toll and flat toll are imposed, in a competitive highway/transit network with constant returns to scale in road construction, an optimally designed and priced privately owned highway would produce positive net benefit justly equal to the total markup with respect to all autocommuters, whereas an optimally designed and priced publicly owned highway would lead to a deficit; that is, the toll revenues are insufficient to cover its all costs. The economic conditions to invest a new road are investigated under different ownership/tolling regimes.
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Mekky, Ali. "Comparison of Tolling Strategies for Highway 407 in the Greater Toronto Area." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 28–36. http://dx.doi.org/10.3141/1576-04.
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Tolling strategies recently tested for Highway 407 in the Greater Toronto Area (GTA) are described and analyzed. 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 in the GTA, has been considered for many years as a relief for Highway 401. It is the busiest highway in North America and is used by more than 1 million vehicles per day. Highway 407 is being planned and constructed as a toll highway. Four strategies are compared. In the base strategy, the toll rate per kilometer is fixed and the value of the toll paid depends on the distance traveled on the highway. In Strategy 2, vehicles on Highway 407 are tolled on the entrance ramps as well as at some points on the highway (main “virtual” plazas). In Strategies 3 and 4, each driver has two choices. The first is to pay a toll depending on the distance traveled. The second is to pay a certain fixed toll once the driver crosses certain points on the highway (mainline plazas) and on the exit ramps. The strategies are compared from the points of view of the number of users, the vehicle-kilometers on the highway, the revenues, and the average toll paid. The GTA mathematical model, within the EMME/2 environment, is used. The mathematical model and the evaluation process are described.
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Nguyen-Hoang, Phuong. "Volatile earmarked revenues and state highway expenditures in the United States." Transportation 42, no. 2 (July 11, 2014): 237–56. http://dx.doi.org/10.1007/s11116-014-9534-5.
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NESBIT, TODD M., and STEVEN F. KREFT. "Federal Grants, Earmarked Revenues, and Budget Crowd-Out: State Highway Funding." Public Budgeting & Finance 29, no. 2 (June 2009): 94–110. http://dx.doi.org/10.1111/j.1540-5850.2009.00930.x.
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Oliveira, Rodrigo Ribeiro, Renata Schirrmeister, Fernando Nascimento Zatta, Rodrigo Randow Freitas, and Wellington Gonçalves. "Road transport infrastructure: a longitudinal case study (2009-2017)." Independent Journal of Management & Production 10, no. 5 (October 1, 2019): 1556. http://dx.doi.org/10.14807/ijmp.v10i5.926.
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This article investigates the economic gains with the reduction of logistic costs after the asphalt pavement of the highway MT 235 for a Brazilian crystal sugar and alcohol industry. Investment in infrastructure is an attribute that increases economic growth and increases the competitiveness of companies. As far as road transport infrastructure is concerned, the problems are not limited to a specific area, but stretches of highways, which link urban transportation and ports to the generation and transmission of electricity, among others. Only 12.2% of Brazilian highways are paved. This work is the result of a longitudinal case study with participant observation, in a time line from 2009 to 2017. It was possible to identify that, after improvements in road transport infrastructure, the asphalt pavement of the highway MT 235 made possible a gain in travel time and a decrease in logistics costs, which led to the closure of the activities of one of the subsidiaries of the company studied, located in Manaus (Amazonas), in 2009. With the benefits of the asphalt pavement of the MT 235, in 2017 we found that sales volume increased 650% in relation to 2011, logistics costs have been significantly reduced in relation to gross revenues, maintaining an average of 11.58%. In 2017, the logistic costs of the company studied were 12.61% versus 20.7% from the group of Brazilian agribusiness companies. The findings show that investments in road transport infrastructure are crucial when it comes to fostering trade and competitiveness of domestic products in international markets, by reducing logistics costs.
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Vergara-Novoa, Cristian, Juan Pedro Sepúlveda-Rojas, Miguel D. Alfaro, Pablo Soto, and Paulo Andrés Benitez-Fuentes. "Analysis of revenues, costs and average costs of highway concessions in Chile." Transport Policy 95 (September 2020): 114–23. http://dx.doi.org/10.1016/j.tranpol.2019.08.008.
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Xu, Dan, Huaguo Zhou, Chennan Xue, and Jeffrey LaMondia. "Impact of Electric and Hybrid Vehicles on Highway Trust Fund in Alabama." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 13, 2020): 913–21. http://dx.doi.org/10.1177/0361198120932901.
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The objective of this paper is to help state agencies better understand the impact of electric and hybrid vehicles on the Highway Trust Fund and to develop a method for estimating proper annual registration fees for electric vehicles (EVs). In this study, a comprehensive literature review was conducted to summarize the background on electric and hybrid vehicles, current national and state policies and incentives, the trend of EV market in the U.S., and registration fees on electric and hybrid vehicles. As electric and hybrid vehicles do not contribute to fuel excise tax revenue, to compensate the lost tax revenues, some states charge additional annual registration fees to EV owners. To help the legislators determine the proper annual fees, a method was developed to assess the additional registration fees for EVs and plug-in hybrid electric vehicles (PHEVs) in Alabama. The collected data include number of registered electric and hybrid vehicles, fuel tax per gallon, and annual average mileage traveled by electric and hybrid vehicles in Alabama. The results of this study served as a key reference in the Rebuild Alabama Act that proposed an annual registration fee of $200 and $100 for EVs and PHEVs, respectively, which is effective since January 2020. The method in this study can be applied to other states for developing policies on registration fees for EVs and PHEVs to offset the fuel excise tax revenue loss.
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de Bortoli, Anne, Adélaïde Féraille, and Fabien Leurent. "Towards Road Sustainability—Part II: Applied Holistic Assessment and Lessons Learned from French Highway Resurfacing Strategies." Sustainability 14, no. 12 (June 15, 2022): 7336. http://dx.doi.org/10.3390/su14127336.
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Roads are major transportation infrastructure whose sustainability of maintenance practices has never been holistically assessed due to a lack of a proper method. This paper applies a newly developed assessment method (see article part I) on a 10-km-long section of French highway to fully compare the performance of various types of pavement resurfacing policies, for all the maintenance stakeholders, and considering pavement–vehicle interaction (PVI). After presenting the highway section and the parametrization of the model, four alternative resurfacing frequencies are compared to the French standard maintenance scenario over the pavement lifespan. Results show that increasing resurfacing frequency generates gains in terms of domestic production and employment, environmental damage (health, biodiversity, resources), user budgets, and local residents’ health damage created by traffic noise. Conversely, it entails financial losses for the road operator and government (tax revenues and net present value), as well as time losses for users. On the contrary, the consequences of a decrease in this frequency are the opposite. Excess fuel consumption due to PVI governs the scale of the environmental and financial gains or losses of highway maintenance policies. Optima in terms of health returns on investment and user savings appear to be around a 50% increase in maintenance funding: for each additional euro spent by the operator, there is a user gain of 3.5 euros and a human health gain of 710 euros. Sensitivity analyses indicate that the marginal gains are highly sensitive to the thickness of the resurfacing technique for macroeconomic indicators, global Net Present Value, and operator savings, while the gains are proportional to the traffic and International Roughness Indicator deterioration speed for tax revenue, users’ savings, time savings, noise, and environmental metrics. The other indicators are either slightly or not sensitive to these parameters. To conclude, the entire road maintenance system must be redesigned, from the tax system and funding schemes to the prioritization of road “green practices”, to align all the stakeholders’ interests towards a globally more sustainable road system.
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Abd Rahman, Muhammad Faiz, Rozana Zakaria, Siti Mazzuana Shamsudin, Eeydzah Aminudin, and Omar Sedeeq Yousif. "The Importance of Life Cycle Cost (LCC) Components for Emerging Green Costs Incurred in Green Highway Budget Preparation Decision-Making." IOP Conference Series: Earth and Environmental Science 1067, no. 1 (October 1, 2022): 012061. http://dx.doi.org/10.1088/1755-1315/1067/1/012061.
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Abstract In the journey towards sustainably preserving road infrastructures, financial planning and its asset management are essential to preserve and rejuvenate at its life cycle stages efficiently. There are many methods and efforts to integrate current practices. The road components assets’ Life Cycle Cost (LCC) will have an impact in terms of more substantial cost investment since reliable cost information is rarely sufficient. The final budget of various road projects should be calculated based on the Life cycle costing, which covers both costs and revenues for the period of development until post-construction. This paper focuses on the importance of the Life cycle costing components to the green highway project, and it also responds to the sustainability of road infrastructure development literatures reported. This paper also highlights the anticipated results, leading to the identification of crucial models in creating the Life cycle costing decision-making instrument. The findings of this paper have significance in terms of encouraging stakeholders to react to green highway evolution and establish Life cycle costing as a decision-making tool.
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Baluch, Stephen J. "Revenue Enhancement through Increased Motor Fuel Tax Enforcement." Transportation Research Record: Journal of the Transportation Research Board 1558, no. 1 (January 1996): 67–73. http://dx.doi.org/10.1177/0361198196155800110.
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The development of the FHWA fuel tax compliance program is described, and estimates of additional motor fuel tax revenues generated by enforcement programs are presented. Substantial revenue losses caused by motor fuel tax evasion schemes were discovered in the mid-1980s. Since 1986, the Internal Revenue Service and FHWA have worked cooperatively to reduce fuel tax evasion by supporting changes in tax collection procedures and additional enforcement resources. Since fiscal year 1990, FHWA has provided funding to supplement state and IRS fuel tax enforcement resources under the auspices of the Joint Federal/State Motor Fuel Tax Compliance Project (joint project). The Intermodal Surface Transportation Efficiency Act of 1991 provided $5 million annually through 1997 for the joint project. Enforcement activities directly contribute hundreds of millions of dollars to the Highway Trust Fund (HTF) and state transportation funds, a yield estimated at $10 to $18 per dollar spent on these programs. Furthermore, the Omnibus Budget Reconciliation Act of 1993 moved the incidence of the federal excise tax on diesel fuel to the point of removal from bulk storage at the terminal and required tax-exempt diesel fuel to be dyed. The HTF revenue from the diesel fuel tax has increased more than $1 billion in the year since these changes went into effect on January 1, 1994, net of the tax rate increases also enacted in 1993. Some $600 million to $700 million of this increase has been estimated to be the result of improved compliance.
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Liang, Yunping, and Baabak Ashuri. "Option Value of Contingent Finance Support in Transportation Public–Private Partnership Projects." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 7 (June 12, 2020): 555–65. http://dx.doi.org/10.1177/0361198120923668.
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Uncertainties about construction cost and operational revenues are two major risks in transportation public–private partnership (P3) projects. These uncertainties put projects at risk of being unable to fulfill annual debt repayment obligations. When a project generates insufficient cash flow to service the debt in a certain year, it normally has to go for short-term financing by borrowing short-term loans. With the help of revenue risk-sharing mechanisms, supported projects may be able to get rid of unexpected interest disbursement. The objectives of this paper are twofold: ( 1 ) evaluate the refinancing cost of P3 highway projects caused by cash flow shortage; and ( 2 ) critically examine the option value of contingent finance support and compare it with the option value of minimum revenue guarantee on saving refinancing cost for debt repayment. An integrated real options valuation model is created that utilizes utility method for pricing the technical project risk (e.g., construction cost overruns), and utilizes a risk-neutral option pricing method for pricing the market risk (e.g., future traffic). The proposed model has good transferability in relation to involving various risk factors, no matter technical risks or market risks, random variables or random processes. The proposed model helps stakeholders better understand and measure the burden of assuring annual debt repayment under uncertain cash flow. The stakeholders can use the proposed model to evaluate the value of the revenue risk-sharing mechanisms on reducing refinancing cost.
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Schimek, Paul. "Gasoline and Travel Demand Models Using Time Series and Cross-Section Data from United States." Transportation Research Record: Journal of the Transportation Research Board 1558, no. 1 (January 1996): 83–89. http://dx.doi.org/10.1177/0361198196155800112.
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The price and income elasticities of highway gasoline and automobile travel demand are useful for forecasting gasoline tax revenues and highway investment needs and evaluating policies to reduce automobile use, improve fuel efficiency, or reduce greenhouse gas emissions. Gasoline and travel demand elasticities are calculated using 1950 to 1994 time series data for the United States and 1988 to 1992 pooled data for states of the United States. Gasoline demand was found to be price inelastic in the short run, but in the long run, it was found to be —0.7. Even in the United States, gasoline price has a significant impact on gasoline use. The response to price changes is divided among driving, fuel efficiency, and the size of the vehicle stock, although the latter is the smallest. The Corporate Average Fuel Economy (CAFE) program was found to be associated with an average 1 percent annual decline in per capita fuel consumption. The elasticity of driving with respect to fuel efficiency— the rebound effect—was found to be —0.3, confirming previous results. The state-level data produce inconclusive results; it is hypothesized that this is the result of the confounding effect of CAFE.
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Cruz, Carlos Oliveira, and Joaquim Miranda Sarmento. "Maximizing the value for money of road projects through digitalization." Competition and Regulation in Network Industries 19, no. 1-2 (March 2018): 69–92. http://dx.doi.org/10.1177/1783591718811436.
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Roads are a central element of transportation systems, enabling economic and social development, fostering territorial cohesion and facilitating the movement of people and cargo. Governments have devoted significant financial resources to developing and improving their road networks, and are still facing increasing pressure to ensure proper maintenance and payments to those concessionaires that developed roads under public–private partnership arrangements. As in other sectors, digitalization is paving a way towards significant changes in the way we build, operate and finance infrastructure. These changes will have a profound impact on the entire life cycle of an infrastructure, from the design and/or construction stage, to its operation and transfer. This article provides an overall overview of the main technological developments which are, or could impact road infrastructure in the short, medium and long term. For each technological development identified in our research, we analyse the potential impact on Capex, Opex and revenues as well as their level of maturity and expected lifetime for mass adoption, and also the main bottlenecks or barriers to implementation. Additionally, we explore potential savings on investment (capex) and operational costs (opex) and increase in revenues, using data from the Portuguese highway companies. Savings can represent almost 30% of capex and opex. Overall, savings and increases in revenues can represent an impact similar to 20–40% of current revenues. The findings show that digitalization and technological development in the road sector can significantly impact the economic performance of roads, thus enhancing the value of money for the society. The findings also show that there might be some excess capacity of road systems once autonomous vehicles achieve higher market penetration. However, there are still some relevant legal, regulatory, institutional and technological and economic barriers that are slowing down the digitalization process.
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de Grange, Louis, Rodrigo Troncoso, and Felipe González. "A Road Pricing Model for Congested Highways Based on Link Densities." Journal of Advanced Transportation 2017 (2017): 1–12. http://dx.doi.org/10.1155/2017/3127398.
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A road pricing model is presented that determines tolls for congested highways. The main contribution of this paper is to include density explicitly in the pricing scheme and not just flow and time. The methodology solves a nonlinear constrained optimization problem whose objective function maximizes toll revenue or highway use (2 scenarios). The results show that the optimal tolls depend on highway design and the level of congestion. The model parameters are estimated from a Chile’s highway data. Significant differences were found between the highway’s observed tolls and the optimal toll levels for the two scenarios. The proposed approach could be applied to either planned highway concessions with recovery of capital costs or the extension or retendering of existing concessions.
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Li, Jie, Peng Mao, Zhaohua Dai, and Jing Zhang. "Traffic Allocation Mode of PPP Highway Project: A Risk Management Approach." Advances in Civil Engineering 2018 (September 24, 2018): 1–12. http://dx.doi.org/10.1155/2018/7193948.
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Highway projects are the favorites of public-private partnership (PPP) investors because of their stable cash flow. However, there are high uncertainties in terms of traffic volume, resulting in unpredictable revenues, which has drawn major concern of PPP investors. For a road in a network, the traffic volume is determined by the traffic allocation rate, which is affected not only by the total traffic volume in the region but also by other traffic risk factors, such as travel time, toll rates, and travelling comfort. The conventional traffic allocation forecasting technique predominantly depends on the travel time, overlooking other risk factors. Consequently, traffic allocation forecasting is usually inaccurate. To improve the accuracy of traffic allocation forecasting in PPP road projects, this paper proposes to consider the effect of traffic risks together with traffic time by using the mean utility. Multinomial logit (MNL) model based on mean utility is used to predict the traffic allocation rate. To validate the proposed model, the system dynamic (SD) modeling is established to forecast the traffic volume of a case highway using the proposed traffic allocation forecasting model. The simulated result shows that the simulated traffic volume of past years from the proposed model is highly consistent with the actual one, evidencing that the proposed model can greatly improve the accuracy of the traffic forecasting.
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Call, David A., and Guy A. Flynt. "The Impact of Snowfall on Crashes, Traffic Volume, and Revenue on the New York State Thruway." Weather, Climate, and Society 14, no. 1 (January 2022): 131–41. http://dx.doi.org/10.1175/wcas-d-21-0074.1.
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Abstract Snow has numerous effects on traffic, including reduced traffic volumes, greater crash risk, and increased travel times. This research examines how snow affects crash risk, traffic volume, and toll revenue on the New York State Thruway. Daily data from January for a 10-yr period (2010–19) were analyzed for the Thruway from the Pennsylvania state line in western New York to Syracuse. Anywhere from 35% to 50% of crashes are associated with inclement weather, with smaller impacts, proportionally, in areas with greater traffic volumes. As expected, snow was almost always involved when weather was a factor. “Unsafe speed” was the most common cause of crashes in inclement weather with all other factors (e.g., animals, drowsiness) much less likely to play a role. The percentage of crashes resulting in an injury did not change significantly with inclement conditions when compared with crashes occurring in fair conditions, and there were too few fatal crashes to make any inferences about them. Daily snowfall rates predicted about 30% of the variation in crash numbers, with every 5.1 cm of snowfall resulting in an additional crash, except in Buffalo where 5.1 cm of snow resulted in an additional 2.6 crashes. Confirming earlier results, daily snowfall had a large impact on passenger vehicle counts whereas commercial vehicle counts were less affected. Revenue data showed a similar pattern, with passenger revenue typically decreasing by 3%–5% per 2.5 cm of snow, whereas commercial revenue decreases were 1%–4% per 2.5 cm of snow. Significance Statement While it seems obvious that snowfall increases the number of crashes, decreases traffic volume, and reduces toll revenues, research is limited to support these assumptions, especially the latter two. This study involved an analysis of such items for the New York State Thruway. We found that increasing amounts of snow did cause more crashes. While traffic counts decreased, most of the decrease was in the number of passenger vehicles; commercial vehicle traffic was much less affected. Every 2.5 cm of snow costs the New York State Thruway approximately $1300 at each toll barrier and about $331 at each exit. These findings are helpful to law enforcement, emergency responders, and highway managers.
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Ziegler, Brian, and Eric Meale. "Financially Constraining Washington's Transportation Plan." Transportation Research Record: Journal of the Transportation Research Board 1518, no. 1 (January 1996): 38–41. http://dx.doi.org/10.1177/0361198196151800108.
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The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) requires states and metropolitan planning organizations (MPOs) to develop long-range transportation plans. These plans must be financially realistic and be based on available revenues. In the past, states and MPOs have not forecast transportation revenues beyond 6 years. The ISTEA requirements prompt the need for new approaches to forecasting revenue. An approach adopted by Washington State in developing its financially constrained 20-year plan for state highways is presented. The methodology predicts a revenue stream based on no changes in revenue sources or levels (called current law). The methodology also forecasts a revenue stream assuming a historical pattern of transportation revenue increases. In Washington State, the current law forecast will fund about one-third of the 20-year needs on state highways. The historical trend forecast will fund about two-thirds of these needs.
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Buttlar, William G., and Joseph H. Haslag. "On the Economic Impacts of Transportation Innovations: A Comprehensive Application to Quantifying the Impacts of an Hyperloop Technology." Economics and Finance Letters 9, no. 1 (July 1, 2022): 110–24. http://dx.doi.org/10.18488/29.v9i1.3049.
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The purpose of this paper is to quantify the economic impacts associated with an investment in transportation systems. Here, we apply the methodology to projected comprehensive economic impacts of an Hyperloop route. The methodology is a low-frequency economic growth model that includes cumulative gains in real GDP, cost savings and the greenhouse gas savings of the proposed Hyperloop technology. To calibrate the model, we consider a route spanning from Texas to Chicago and covering 1,575 miles across the proposed hyperloop system. The infrastructure investment is obtained from construction cost estimates presented in previous feasibility studies. Our contribution is to present a simple general equilibrium approach to quantifying transportation economic impacts. To our knowledge, our is the first quantitative assessment of the Hyperloop technology. We include an analysis of the public finance aspects of the route, thus adding an answer to the question regarding the national merits of such an investment project. Our findings suggest that for returns comparable to the interstate highway system, the project could be paid for out of the stream of future tax revenues. There are additional gains through lower fares and travel times. Lastly, the environmental gains, especially from reduced air travel, are quantitatively significant.
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Swan, Neil. "Un modèle de dépenses provinciales." Articles 50, no. 1 (July 9, 2009): 27–46. http://dx.doi.org/10.7202/803031ar.
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Abstract The paper develops a formal theoretical model of expenditures for a typical Canadian provincial government. The model is kept simple but useful by restricting the endogenous variables to four important budgetary categories: highway spending, hospital care expenditures, spending on schools and universities, and "all other" spending. Tax rates are also endogenous to the system. The choice of these four expenditure categories is linked to the original motivation for the model, which was to assist in explaining provincial construction spending. The theory has three elements: first, a utility function, which depends positively on the amounts provided of government services of various kinds, as well as on the income left to the public after taxes and borrowing; second, a budget constraint linking expenditures and revenues; and finally, a set of equations which show how much spending is required in order to provide the quantities of services entering as arguments into the utility function. The reduced form model developed from the theory is then fitted to expenditures data for each of the ten provinces over the 1952-1970 period. Fits are generally good. Tax equations, though not presented here, also fitted well. Provincial income levels, beginning year stocks of structures, rates of matching grants, construction prices and the closeness of elections are the main exogenous variables that prove important in explaining per capita expenditures within each of the four budgetary categories.
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Varma, Amiy, and Kumares C. Sinha. "Long-Term Highway Revenue Forecasting for Indiana." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 46–55. http://dx.doi.org/10.3141/1576-06.
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Increased emphasis is being placed on improved financial control and planning within state transportation agencies because of shifts in revenue sources; escalation of construction, maintenance, and operating costs; instability of revenue bases; and mandates of the Intermodal Surface Transportation Efficiency Act of 1991. A summary of the highway revenue analysis and highway revenue forecasting done for the state of Indiana as part of an investigation conducted by the Joint Highway Research Project, Engineering Experiment Station, Purdue University, in cooperation with the Indiana Department of Transportation and the Federal Highway Administration, is provided. A long-term highway revenue forecasting methodology was developed with emphasis on ease of data input, simplicity of internal model relationships, and responsiveness to changes in socioeconomic, technological, energy, environmental, financial, and legislative factors.
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Nimani, Artan, and Halil Kukaj. "New Fiscal Package in Kosovo and Its Impact on Economy." European Journal of Sustainable Development 8, no. 5 (October 1, 2019): 29. http://dx.doi.org/10.14207/ejsd.2019.v8n5p29.
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In order to create a more flexible system for citizens and businesses in Kosovo, the Government of Kosovo made a decision by which from 1 April 2014 increased the salaries for 25% for employees receiving salaries and pensioner compensation and other social categories from the Kosovo budget. This Government decision carries some problems with regard to public finance management and impact on the country's economy by creating a new reality in the payroll and public spending. Direct impact of this document: Decision No: 01/176. 10 March 2014, are: First, the increase in wage expenditures was not planned in the Medium Term Expenditure Framework 2014-2016 and this has given an indication of macroeconomic inefficiency (Assessed by the Kosovo Finance Ministry). Secondly, this increase decreases capital investment costs, which have the greatest potential to generate economic growth. Thirdly, wage growth along with spending on the Pristina-Skopje highway is expected to increase the budget deficit over the fiscal rule. Such a situation was also present at the time of investments in the Motorway Vermicë - "Nations connection way". In order to balance the increase of budget expenditures with revenues, the International Monetary Fund (IMF), at the conclusion of the Kosovo visit in March 2015, suggested to the Government of Kosovo that in the continuation of the increase of the various excise duties to see the possibilities for growth Value Added Tax (VAT) which would bring a substantial increase in budget revenues. At the 20th meeting of the Government of Kosovo, dated 24 March 2015, during this IMF visit, the Government took a series of decisions on fiscal changes. Among other things, these decisions have to do with the approval of new draft laws: 1. Changes in Value Added Tax (VAT); 2. Changes in Corporate Income Tax; 3. Changes in Personal Income Tax; and 4. Changes in excises duties of cars, tobacco, and alcoholic beverages etc. Based on the analysis of these changes and their effects, one can make an assessment of the economic and fiscal effects of the aforementioned laws. Some of the key findings of this study-analysis section show that small businesses will be negatively impacted by lowering the VAT threshold, while the abolition of VAT on machinery and raw materials will lower the cost of production and potentially increase investments in manufacturing sectors. Reform in fiscal policy encourages greater investment in production and at the same time improves business liquidity. According to an estimate by the Ministry of Finance, businesses will have about 27.6% cheaper start of production process. Keywords: Kosovo budget.,VAT, Tax, IMF, Ministry of Finance, fiscal
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Pamungkas, Bambang. "Evaluasi Implementasi Anggaran Belanja Sebagai Sarana Pertanggungjawaban Pelaksanaan APBD." Jurnal Ilmiah Akuntansi Kesatuan 1, no. 1 (July 25, 2018): 001–8. http://dx.doi.org/10.37641/jiakes.v1i1.39.
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State and public budget is a compass of action that will be implemented by government comprising revenues, expenditures, and transfer scheme, as well as financing measured by rupiah, arranged systematically in one period based on a certain classification. It can be meant as a document representing financial condition of an organization (government) in point of revenues, expenditures, and activities. The accountability of APBD implementation is defined as a part of regional financial management as well as a part of budget process. Thereby, the accountability of APBD implementation is a form of regional government’s obligation to carry out financial management in an orderly manner, following rule of law, efficient, economical, selective, transparent, and paying attention to sense of justice and fairness.
The purpose of this research is to evaluate the implementation of budget at a government service having to account for the realization of budget utilization which has been used by related offices to the central government, and to know how far the accuracy of budget utilization accountability will be. The research was conducted by the writer at Dinas Bina Marga & Pengairan located in Bogor Regency. Dinas Bina Marga & Pangairan – Bogor Regency operates in public services in the field of road maintenance (as well as highway construction) and waters.
The result of this research shows that Dinas Bina Marga & Pengairan – Bogor Regency has accounted for budget implementation well enough. The budget realization that has been used by Dinas Bina Marga & Pengairan – Bogor Regency can be accounted for enough to be a basis of budget calculation. Its value is as presented in the balance sheet. The costs which are taken into account in budget is actual costs in the period. To comform the cost alocation accuracy, the right cost realization has a mark-A. It’s alocated based on percentage from the level of activities in services to society that’s in proportion to total activities of all sevices existing at Dinas Bina Marga & Pengairan – Bogor regency. The evaluation result of of this research shows that there are several things which are slipped away from budget calculation done by Dinas Bina Marga & Pengairan – Bogor Regency, among other things is the fact that SPJ reporting was often late due to technical factors in the field with the result that it’s happened financial reporting slowness. Besides that, there has not been computerization accounting system yet in financial statement. Considering that there are many activities dealt with by Dinas Bina Marga & Pengairan – Bogor Regency, it causes supervision cannot be optimal. By accounting computerized, all processes in financial statement arrangement and supervision by the official in implementing budget can be optimized.
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Politis, Ioannis, Michalis Kyriakoglou, Georgios Georgiadis, and Panagiotis Papaioannou. "Evidence from Highway Drivers in Greece Showing Toll Avoidance and Utility of Alternative Routes." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 9 (July 8, 2020): 948–58. http://dx.doi.org/10.1177/0361198120933265.
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Road tolling plays a significant role on highways’ financial sustainability since it consists the major revenue source. This paper aims to examine the factors that affect the drivers’ route choice and urge them to avoid toll roads when an alternative toll-free route is available. The paper presents the results of a case study that is dealing with the issue of toll avoidance at the last non-privatized highway of Greece, the Egnatia Odos (EO) road. Data from a combined revealed and stated preference survey were collected and binary choice models were built for car and truck drivers so as to determine the utility of alternative routes. The results show that travel cost and toll fees are critical route choice criteria for car drivers, while travel time is a key decision factor for truck drivers. The high safety standards for the toll route were appreciated by both categories of drivers. Additional trip and personal characteristics, such as gender, trip frequency, type of transported cargo, and total trip length also affect drivers’ choices. The elasticity of travel time and cost was estimated to shed light on drivers’ sensitiveness to the route attributes and it was found that truck drivers’ choices are greatly influenced by their working time schedules. These findings highlight the key factors that influence the utility of toll roads and therefore could assist highway authorities and concessionaires in developing successful toll pricing policies which will not act as a deterrent to the use of highways.
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Bingham, Tayler H., Donald W. Anderson, and Philip C. Cooley. "Distributional Implications of the Highway Revenue Act." Public Finance Quarterly 13, no. 1 (January 1985): 99–112. http://dx.doi.org/10.1177/109114218501300107.
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Estimates have been developed of how the burden of the Federal Highway Revenue Act of 1982 is distributed in relation to the former federal highway tax package. The tax burdens are reported by population-income decile. A large input-output model with several linking models of consumer expenditures and vehicle stocks is used to compute the indirect effects on consumers, assuming all tax payments are passed forward as higher product prices. The net burden of the new law is shown to be distributed regressively with respect to after-tax family income. The indirect effects are somewhat more regressively distributed than the direct effects.
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Falabi, Modupe, and Afolabi F.I. "Comparative Analysis of Revenue Generation and Management of Hotels in Different Locations in Ilorin, Nigeria." Indonesian Journal of Innovation and Applied Sciences (IJIAS) 1, no. 1 (February 25, 2021): 65–76. http://dx.doi.org/10.47540/ijias.v1i1.168.
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Hoteliers clearly believe that location is important for a hotel, and have market research evidence to support this. However, almost nothing has been done to enable this issue to be incorporated into revenue generation. There is a gap in the literature relating to analysis from a location-side approach for increase revenue. This study therefore is untaken to compare revenue generation of hotels with different locations in Ilorin, Nigeria. Two research instruments were used in the study. The first research indictment is the use of a Geographical Positioning System (GPS) while the second is the use of questionnaire. The results of the hypotheses tested shows that there is a significant difference in revenue generated by hotels located in City Centre, sub-urban and highways in Ilorin, significant difference between level of patronage by hotels located in city Centre, sub-urban and highways in Ilorin ; no significant difference in pricing among hotels located in city Centre, sub-urban and highways in Ilorin; significant difference between pricing of services and revenue generated by hotels located in city Centre, sub-urban and highways in Ilorin. The study concludes that revenue will increase if proper management of hotels is being ensured regardless of the hotel locations.
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DeCorla-Souza, Patrick. "Evaluation of Toll Options with Quick-Response Analysis Tools: Case Study of the Capital Beltway." Transportation Research Record: Journal of the Transportation Research Board 1839, no. 1 (January 2003): 65–73. http://dx.doi.org/10.3141/1839-06.
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Analysis tools in current use in transportation decision-making processes are not well suited for evaluating toll highway alternatives against more traditional free highway alternatives. How existing analysis tools might be used in evaluating toll options was examined. A case study demonstrates that relatively simple analytical procedures may be used to estimate the impact of pricing alternatives and to generate information for use by local decision makers. The case study also demonstrates that pricing alternatives often can accomplish the purpose of a major highway project more efficiently and more effectively than conventional alternatives that exclude pricing, while generating revenue to support bonds for project construction or to fund improved transit and paratransit services. With toll revenue to back bonds, project delays due to constrained funding can be avoided, and the public can be provided with superior mobility earlier and at lower public cost.
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Morris, Hugh, and John Decicco. "Extent to Which User Fees Cover Road Expenditures in the United States." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 56–62. http://dx.doi.org/10.3141/1576-07.
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The extent to which road users pay, through user fees, the full cost of the infrastructure and services they consume has been an issue for several decades. In contrast to most previous studies, a recent American Petroleum Institute (API) report concludes that payments by road users exceed direct government road expenditures by 50 percent. The API study points out that conventional accounts of road finance data report only revenues used for highways, thereby excluding funds from other automobile-related transactions (such as vehicle sales taxes) that are not specifically spent on roads. Two major issues with the accounting methodology used by API are identified: incorrect attribution of general taxes as user fees and neglect of various road-related costs. Combined, these shortcomings inflate the revenue side of the ledger and hold down the expenditure side. A more detailed accounting of the revenues generated by road users as well as the public costs, both direct and indirect, that are attributable to the road system and its use is presented. Reexamination of the 1992 accounts indicates that total public expenditures on road-related items were $97.2 billion, whereas public revenues specifically raised from road users amounted to $75.5 billion. The result is a gap of $21.7 billion that was spent on road-related items that were not covered by road user fees. Thus, road user fees covered only 78 percent of public road-related costs in the United States in 1992.
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Terry, Jacob, and Chris Bachmann. "Quantifying the Potential Impact of Autonomous Vehicle Adoption on Government Finances." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 5 (April 3, 2019): 72–83. http://dx.doi.org/10.1177/0361198119837218.
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There is some understanding that autonomous vehicles will disrupt public sector policies and the existing transportation industry, but this disruption is often loosely defined and tends to ignore how it would affect governments financially. The primary objective of this paper is to quantify the short-term impact of introducing autonomous vehicles on government finances. The analysis focuses on eight Canadian governments, encompassing four government tiers. Public discourse and academic literature are used to generate nine predicted changes (forecast variables) in future adoption scenarios. Using the predicted rate of autonomous vehicle adoption, the remaining variables are converted into financial changes by combining them with government financial records, infrastructure inventory datasets, and project cost estimates. The results suggest that, while revenue impacts are fairly minimal, and mostly impact Canadian provinces, the cost of implementing the expected vehicle-to-infrastructure (V2I) communication upgrades could be expensive for governments with smaller populations, especially municipalities. The revenue analysis indicates the biggest shift is likely to be a loss in gas tax, which affects federal and provincial revenues, yet this share is relatively small compared with the size of these governments’ budgets. The expense analysis suggests that, although provinces have extensive road networks, the cost of upgrading all of their highways may not be unreasonable compared with their yearly revenue intake. On the other hand, municipalities would require substantial new funds to be able to make the same upgrades.
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Wang, Lu. "Significance analysis of influencing factors of highway freight transportation in China and multi-variable grey prediction for its development." Journal of Intelligent & Fuzzy Systems 41, no. 1 (August 11, 2021): 1237–46. http://dx.doi.org/10.3233/jifs-210141.
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With the prosperity of national economy and the development of highway construction, highway freight transportation plays an increasingly important role in the market economy. Due to its great flexible characteristic, highway freight transportation has been the main mode of transportation in China. On the macro level, there are many factors affecting the development of highway freight transportation especially under the background of the new era. Based on the historical data of the development of highway freight transportation, grey entropy analysis method is applied to analyze the significance of influencing factors for the development of highway freight transportation whose key indicator is highway freight turnover. Then GM (1, N) model is established to predict the development trend of highway freight turnover and its significant influencing factors. Finally, main problems existing in highway freight transportation and development prospect were discussed and analyzed. The research results show that the three most significant factors affecting the development of road freight turnover in China are the total state revenue, GDP and average distance of highway freight. The established GM (1, N) model can conduct high precision prediction for the development of highway freight transportation. Opportunities and challenges of highway freight transportation industry coexist and its development prospect is promising. It is expected to provide beneficial references for the development strategy and decision-making of highway freight transportation in China.
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Young, Rhonda Kae, Chris Wolffing, and Michael Tomasini. "Highway Construction Impacts on Wyoming Businesses." Transportation Research Record: Journal of the Transportation Research Board 1924, no. 1 (January 2005): 94–102. http://dx.doi.org/10.1177/0361198105192400112.
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Highway construction projects can affect motorists and businesses in many ways. Even though construction projects are temporary situations, many businesses worry about the level of impact during construction and the length and magnitude of the recovery period. Highway construction may cause a temporary loss of customers, revenue, and property value as well as create noise and air pollution and other problems. Currently, there is little information that quantifies the estimated business impacts, particularly for rural areas such as Wyoming. This study investigated the business-related effects of highway construction projects in Wyoming and provided managers at the Wyoming Department of Transportation with case studies and impact estimates to better address business owners’ concerns. The study also compared the businesses’ perceptions of what happened to their sales during and after construction with the actual impact on the businesses’ sales for the same time period. Perceived impact data were collected through surveys sent to businesses in the 12 case study projects across Wyoming, and Wyoming Department of Revenue tax data were used to examine the actual estimated sales data before, during, and after construction. In addition to sales revenue data, traffic volumes and right-of-way purchase information were compared with the business owners’ perceptions. The result of the study was the quantification of actual impacts as well as an analysis of the difference between the actual and perceived impacts.
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Pereira, Alfredo Marvão, Rui Marvão Pereira, and Joao Pereira dos Santos. "For whom the bell tolls: Road safety effects of tolls on uncongested SCUT highways in Portugal." Journal of Infrastructure, Policy and Development 4, no. 2 (January 27, 2021): 287. http://dx.doi.org/10.24294/jipd.v4i2.1163.
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We present a difference-in-differences analysis of the road safety effects of introducing tolls on SCUT highways in Portugal, a policy motivated purely by financial considerations, as congestion was never an issue. Using negative binomial count models and a comprehensive dataset on all mainland municipalities covering 2008 to 2014, we find that introducing tolls led to an increase in the total numbers of accidents and road injuries in municipalities where SCUT highways are located. Additionally, we register a change in the composition thereof, with fewer occurrences on highways (including on SCUT highways) and an increase on national and other roads. Finally, we find that most effects pertained to light injuries. No statistically significant effects were identified for fatal or serious injuries. Furthermore, as a result of introducing tolls on SCUT highways, we estimate that around 20% of the toll revenue collected is lost on the costs linked to road accidents. This questions the rationale of introducing such tolls, even from a revenue-raising standpoint.
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Lee, Changju, and John S. Miller. "Conditions contributing to the attitudes for toll facilities in the United States with a specific focus on Virginia." Canadian Journal of Civil Engineering 43, no. 10 (October 2016): 920–28. http://dx.doi.org/10.1139/cjce-2016-0091.
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Although the form of toll facilities has evolved, a review of how they have been used in the United States since its early colonial period suggests four conditions that appear to have influenced the likelihood of tolls being used to support construction or maintenance activities: the relative stability of revenue streams from user fees compared to the stability of revenues from a general tax; the availability of technologies to collect tolls without degrading the user’s experience; the presence of design innovations for toll facilities (compared to non-toll facilities); and the relative size of market benefits (for toll facilities) compared to societal benefits (for non-toll facilities). Even though revenue is one motivation for having a toll facility, other factors help explain why the popularity of toll facilities has risen or fallen. During the late 1800s, the network benefits of a smooth surface appealed to a large group (bicyclists) and generated a popular demand for public facilities. Yet in the early 1940s, another innovation—consistency of geometric design—spurred a market among paying customers for limited access highways. Collectively, such factors support five periods that characterize different public attitudes toward toll facilities: colonial/early federal period (from 1607 to 1775), turnpike era (from circa 1792 to 1845), toll reluctance era (from 1879 to 1939), post-World War II era (from 1939 to 1963), and renewed interest in tolling period (from circa 1976 to the present).
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Wang, Yin, and Zhirong Jerry Zhao. "Evaluating the Effectiveness of Public–Private Partnerships in Highway Development: The Case of Virginia." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 4 (October 30, 2018): 43–53. http://dx.doi.org/10.1177/0361198118791629.
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Given the current momentum for public–private partnerships (PPPs), it is critical to review the experiences of PPP highway projects to see whether they succeed in serving public benefits. This article applies a goal-centered approach to evaluate the effectiveness of nine PPP highway projects in the Commonwealth of Virginia, U.S.A., that were implemented and opened to traffic between 1990 and 2016. Virginia has used highway PPPs more for financing or risk reduction than for efficiency gains. The authors examine four elements of contract agreements—PPP type, private partner selection, financial arrangements, and risk allocation—in these Virginian projects, and find that these arrangements have been effective in accessing innovative finance and preventing cost overrun, while the evidence is limited regarding shifting revenue risk or achieving efficiency gains.
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Lin, Kun-Chin. "The Politics of Financing the Highway Boom in China." Asian Survey 58, no. 3 (May 2018): 511–34. http://dx.doi.org/10.1525/as.2018.58.3.511.
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Fiscal federalism has provided the institutional basis for the rapid highway boom in China for three decades, creating a close linkage between subnational investment and revenue claims on tolled roads. This model of capitalization is financially unsustainable and undermines the standardization of taxation and contracting of public–private partnership projects.
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De Corla-Souza, Patrick, and Fred Skaer. "Mainstreaming Pricing Alternatives in the Project Development Process." Transportation Research Record: Journal of the Transportation Research Board 1859, no. 1 (January 2003): 1–8. http://dx.doi.org/10.3141/1859-01.
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Pricing can be incorporated into alternatives being considered during the National Environmental Policy Act process for major highway improvements in metropolitan areas, and the transportation performance and other impacts of pricing can be evaluated and compared with more traditional alternatives. A case study demonstrated that relatively simple analytical procedures may be used to estimate the impacts of pricing alternatives and generate information for use by local decision makers. It also demonstrated that pricing alternatives can accomplish the purpose and need of a major highway project in a way that effectively competes with conventional alternatives that exclude pricing while generating net revenue surpluses to make the funding of transportation improvements financially feasible.
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Fisher, Ronald C., and Robert W. Wassmer. "Does Perception of Gas Tax Paid Influence Support for Funding Highway Improvements?" Public Finance Review 45, no. 4 (August 5, 2016): 511–37. http://dx.doi.org/10.1177/1091142116660189.
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The issue for this research is whether perception of the rate and amount of fuel taxes paid by an individual influences his or her support for funding highway improvements from any source of revenue. A survey of likely California and Michigan voters demonstrates that they often overestimate the rate of their state’s gasoline excise tax and the subsequent amount they are likely to pay for this tax in a month. Regression analyses show that voter misperceptions concerning the magnitude of state fuel taxes affect their views regarding an increase in funding to support highway investment proposals. A reasonable policy implication is that the adoption of proposals to generate additional funds for highway investment is more likely if accompanied by a campaign identifying the existing rate of the state’s gasoline excise tax and the relatively small amount of this tax paid by the state’s typical driver.
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Wang, Yuanqing, Zihua Li, and Yanan Gao. "Minimum revenue guarantee and toll revenue cap optimization for PPP highways: Pareto optimal state approach." Baltic Journal of Road and Bridge Engineering 10, no. 4 (December 15, 2015): 365–71. http://dx.doi.org/10.3846/bjrbe.2015.46.
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In the Public-Private Partnership highway projects the Minimum Revenue Guarantee and Toll Revenue Cap policies are effective measures for risk and benefit sharing between the government and the private sector. However, if the Minimum Revenue Guarantee and Toll Revenue Cap values are unreasonable, it may lead one part of the investors to take too much risk and financial burden. This paper mainly establishes six objectives from the return and risk perspectives of the government, the concessionaire and the overall situation respectively. Because the traditional Discount Cash Flow method does not consider the risk factors, this paper proposes to use Monte Carlo simulation and scatter search algorithm to calculate the optimal values of the Minimum Revenue Guarantee and Toll Revenue Cap under different objectives. Compared with the statistics of the Net Present Value under different cases, it was summarized that when the objective is minimizing the variance of the total Net Present Value, the investors will realize the Pareto optimal state between the return and risk. In addition, it was found that the government is more sensitive to the Minimum Revenue Guarantee and Toll Revenue Cap marginal values according to the sensitive analysis. Therefore, the model has an effect on improving the fairness of the risk sharing measures, reducing the financial burden of the investors especially the government, and increasing the investment attraction of the private sectors.
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Wittmer, Dennis Paul, Simon George, and McGowan Robert. "Bahia Aventuras: ecotourism in Central America." Emerald Emerging Markets Case Studies 5, no. 8 (November 26, 2015): 1–9. http://dx.doi.org/10.1108/eemcs-06-2015-0126.
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Subject area The case includes issues in sustainable enterprises, marketing management, organizational development, organizational behavior, entrepreneurship, organizational leadership and small business management. Study level/applicability The Bahia Aventuras case may be used at both the undergraduate and graduate levels of study within most business school curricula (BSBA, MBA and MS). Potential courses may include building sustainable enterprises, marketing management, organizational development, organizational behavior, entrepreneurship, organizational leadership and small business management. Case overview Bahia Aventuras is an ecotourism company in Costa Rica. A local entrepreneur, Walter Brenes, started the company in 2007 to specialize in marine tours, including whale watching, bird viewing and snorkeling. However, the founder had no business training and confronts both internal and external challenges to achieve sustainable success, both financially and environmentally. Internally, there were few financial control systems in place and as a result Walter's ability to accurately account for revenues and expenses was limited. Bahia Aventuras and Walter also faced external challenges. Construction of a new highway was likely, and that could bring more competition, including hotel chains such as the Marriott and Sheraton. Government regulation cut both ways for the company. He was the classic small businessperson, who needed help in moving to the next stage of development for his small business. Thus, a small ecotourism business was caught in the middle of rapid economic development, a growing national infrastructure and increasing pressures to preserve and protect the coastal ecosystem and rainforest of south central Costa Rica. He was just trying to figure out how to “stay alive” as a business. The case has a tragic ending for the owners. Both Walter and his partner, along with one of their tour guides, died in a car accident. But family, friends and the community has kept Walter's vision alive, and Bahia Aventuras continues to day. Expected learning outcomes Upon completion of the Bahia Aventuras case, each participant will be able to: Describe the economic development and growth prospects of ecotourism within Costa Rica. Evaluate the socio-economic challenges which confront Costa Rica as a developing nation within the Central American region. Describe how Costa Rica's environmental regulations have affected the continued growth and development of ecotourism within the country. Describe the complex set of relationships that may exist between small business owners, their employees, regulatory agencies and the local community. Apply management skills and competencies to analyze and propose feasible solutions to organizational performance problems. Explain how the implementation of sustainable business practices may serve as a catalyst for the creation of shared value for organizational stakeholders as enabled through economic growth, attainment of social equity and preservation of the environment. Supplementary materials Teaching notes are available for educators only. Please contact your library to gain login details or email support@emeraldinsight.com to request teaching notes.
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JEON, Gyoseok, Woohyun CHUNG, and Keechoo CHOI. "Development of Revenue Change Index by New Highway Opening Under the Unified Revenue System." Journal of Korean Society of Transportation 33, no. 3 (June 30, 2015): 247–55. http://dx.doi.org/10.7470/jkst.2015.33.3.247.
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Xu, Zhiwen, and Fang Xie. "Research on Collaborative Optimization Model of Tourism Resources and Highway Network Based on IoT Network and Deep Learning." Security and Communication Networks 2022 (March 30, 2022): 1–10. http://dx.doi.org/10.1155/2022/1637348.
Full textAbstract:
With the development of tourism, people's demand and concern for tourist transportation are increasing. Integrating expressway resources into the tourism transportation network is the current trend and direction of expressway network planning. With the rapid development of the Internet, people can easily get the information resources they want, but at the same time, the problem of information overload also arises. The depth of highway access is insufficient, there is a lack of systematic consideration of tourist resources in the area, a systematic tourism network has not been developed, and tourism resources are inaccessible. These issues have stifled regional tourism's fast growth, necessitating research into the convergence of tourist resource development and highway network optimization. The building of highway layouts and the growth of the tourist sector have reached a point where they interact and impact one another, and the degree of this contact has progressively risen. However, there is still a significant disparity in the degree of cooperation across areas. This paper considers the collaborative optimization of tourism resource development and highway network optimization, analyzes its impact on traffic volume distribution, introduces the two-level programming model of collaborative optimization, and determines that the goal of the upper model is to maximize social net income. It also considers the collaborative optimization of tourism resource development and highway network optimization on the basis of clarifying the game relationship between planning decision-makers and traffic travel and considers the collaborative optimization of tourism resource development and highway network optimization on the basis of in-depth learning. For the total investment of tourism construction projects, the time cost saved by highway network optimization, and the total tourism revenue, the lower-level model aims to minimize the travel time of a single user. This paper shows that the layout planning of the regional tourism highway network from the perspective of tourism resources can improve the accessibility of regional high-quality tourism resources and meet the requirements of the coordinated development of highway tourism and resources.