Acceptability of urban transport pricing strategies

Schade, Jeanette; Schlag, Bernhard

doi:10.1016/s1369-8478(02)00046-3

Cited by 373 publications

(306 citation statements)

References 11 publications

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“…The results show the importance of the perception of fairness in the acceptance of the implementation of a road pricing scheme. This result confirms one of the main hypotheses of the literature on road pricing acceptability, namely that the degree of acceptability of a road pricing scheme is strongly linked to the perception of fairness by users (Schade and Schlag, 2003;Verhoef et al, 1997;Ubbels and Verhoef, 2006;Eriksson et al, 2008).…”

Section: Definition Of the Hybrid Modelsupporting

confidence: 79%

“…The proposed method completes the economic approach of the discrete choice model with attitudinal factors (Ubbels and Verhoef, 2006). Therefore the acceptability approach based on cost and benefits of toll is improved with an evaluation of individual attitudes towards pricing (Bamberg and RoTle, 2003;Jones, 2003;and Schade and Schlag, 2003).…”

Section: Introductionmentioning

confidence: 99%

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Improving the analysis of road pricing acceptability surveys by using hybrid models

Ciommo

Monzón

Fernández-Heredia

2013

Transportation Research Part A: Policy and Practice

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Several international studies have analyzed the acceptability of road pricing schemes by means of an attitude survey in combination with the results of a stated choice experiment using both a descriptive analysis and a discrete-choice model with binary choice ("accept" or "not accept" the toll). However, the use of hybrid discrete choice models constitutes an innovative alternative for integrating subjective attitudes and perceptions deriving from the survey of attitudes with the more objective variables from the stated choice experiment. This paper analyzes the results of applying these models to measure the acceptability of interurban road pricing among different groups of stakeholders (road freight and passenger operators, highway concessionaires, and associations of private car users) with qualitatively significant opinions on road pricing measures. Our results show that hybrid models are better suited to explaining the acceptability of a road pricing scheme by different groups of stakeholders than a separate analysis of the survey of attitudes and a discrete-choice model applied on a stated choice experiment. A particular finding was that the strong psycho-social latent variable of the perception of fairness explains the rejection or acceptance of a toll scheme by road stakeholders.

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Section: Definition Of the Hybrid Modelsupporting

confidence: 79%

Section: Introductionmentioning

confidence: 99%

Improving the analysis of road pricing acceptability surveys by using hybrid models

Ciommo

Monzón

Fernández-Heredia

2013

Transportation Research Part A: Policy and Practice

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“…Examples include studies in Denmark [26], Germany [31], Greece [31], Italy [31], Norway [31], Japan [48], Netherlands (e.g. [3,27,32,39,[42][43][44][45][46][47]), New Zealand [27], Portugal [49], United Kingdom (e.g.…”

Section: Methodsmentioning

confidence: 99%

Modelling the Behavioural Response to Congestion Pricing in Dhaka, Bangladesh

Siddique

Choudhury

2017

Transp. in Dev. Econ.

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“…According to a recent survey, Bperceived environmental effectiveness and expectation of local co-benefits are the main drivers of acceptability^ (Baranzini and Carattini 2017, 18). Several studies have also shown that perception frequently changes after the implementation of environmental prices initiatives, as people experience less negative and more positive consequences than they expected in terms of perceived effectiveness, personal outcome expectations, and fairness of the system (Schade and Schlag 2003;Schuitema et al 2010;Jagers et al 2017). At the present time, the question has not been asked, in Europe or elsewhere, whether citizens support a measure that will (i) reduce the price of low-polluting products previously subject to VAT; (ii) increase by about 3% the price of the products previously not subject to VAT; (iii) increase the price of the most polluting products in proportion to their degree of pollution.…”

Section: Acceptability Of the Proposalmentioning

confidence: 99%

From value-added tax to a damage and value-added tax partially based on life cycle assessment: principles and feasibility

Timmermans

Achten

2018

Int J Life Cycle Assess

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Purpose The purpose of this article is to examine the arguments in favor of a shift from value-added tax (VAT) or sales tax to a damage and value-added tax (DaVAT) partially based on the life cycle assessment (LCA) of goods and services. With this shift, goods and services that seriously harm the environment and human health will be priced up, those that impact them less will be priced down. The paper recalls the proposal made by De Camillis and Goralczyk (Int J Life Cycle Assess 18: [263][264][265][266][267][268][269][270][271][272] 2013) to differentiate the VAT rate associated with products according to their environmental impacts over their life cycle. The paper suggests a new way to convert VAT into DaVAT, examines the operating principles of such a system, and considers its practical feasibility. The new policy tool based on LCA presented is intended to be applied to every country wishing to reform its consumption tax system in order to strive for a more sustainable future. Some aspects specific to countries having the same currency, notably the Euro zone, are also discussed. Methods The proposal of De Camillis and Goralczyk is discussed from the perspective of both environmental performance and compliance with LCA standards. To overcome the identified difficulties, a new way of adapting VAT (or consumption taxes in general) according to LCA is suggested. The proposal relies on three essential points: (i) apply VAT (or consumption taxes in general) to all goods and services and reduce its multiple rates to one single low rate (e.g., 3%) called uniform VAT (UVAT); (ii) add to UVAT a per-unit tax called global damage tax (GDT) calculated on the basis of environmental impacts assessed by means of specific or generic LCAs. In the case of potentially high-polluting products or industries, a specific LCA will be automatically imposed. The obligation to assess high-polluting activities already exists in many countries with, e.g., environmental impact studies, but the impacts are not necessarily evaluated by LCA; (iii) in order to reflect environmental, social, or ethical concerns specific to a country, another damage tax termed specific damage tax (SDT) is proposed that extends beyond LCA. DaVAT is the sum of UVAT, GDT, and SDT. DaVAT is conceived not as an additional burden but rather as a shift of taxation, as the rate of the old consumption taxes can decrease proportionally to the increase of GDT. DaVAT is also designed in such a way that the erosion of tax revenues, when pollutant would decline, is offset by the extension of the tax to all goods and services and by the possibility to gradually re-increase the UVAT rate when the number of highly polluting products decreases. Results and discussion The proposal is examined first from a theoretical point of view by considering which principles should be used to comply with LCA standards and general requirements of (environmental) tax policies. Four general principles emerge: consistency in the choice of the functional unit and in the characterization, n...

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Acceptability of urban transport pricing strategies

Cited by 373 publications

References 11 publications

Improving the analysis of road pricing acceptability surveys by using hybrid models

Improving the analysis of road pricing acceptability surveys by using hybrid models

Modelling the Behavioural Response to Congestion Pricing in Dhaka, Bangladesh

From value-added tax to a damage and value-added tax partially based on life cycle assessment: principles and feasibility

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