Tolling Heavy Goods Vehicles

Abstract

Growing road network needs, rapidly increasing truck traffic, and the shortfall of traditional funding sources have contributed to two important trends in Europe: increased reliance on user fees and involvement of private capital in transport infrastructure through public–private partnerships. Since 1995 more than 20 European countries have instituted tolls on heavy goods vehicles (HGVs) using national roadways. The motivations are several: expanding sources of revenue beyond the gas tax, managing demand for road space, encouraging efficient operations, leveling the tax burden on haulers registered in different countries, and reducing CO2 emissions. This paper first provides a brief overview of various toll systems in use, then focuses on the German experience as a potential model for the United States. The innovative German system combines a Global Positioning System onboard unit with mobile communications technology. In its launch year, 2005, Germany collected €2.87 billion for 23.9 billion vehicle kilometers (35% by foreign trucks) tolled an average of €.12/km for autobahn use. Support of the German trucking industry was achieved through measures to increase competitiveness with foreign shippers. The toll system's first 2 years of operation indicate that avoidance traffic is a minor issue, that potential for modal shift to rail has yet to be realized, and that subsidies for clean vehicle purchase have helped reduce the pollution of the German HGV fleet.

Has heavy vehicle tolling in Europe been effective in reducing road freight transport and promoting modal shift?

“…For the case of Switzerland, Suter et al (2001) analyzed the external cost coverage of the tolling policy. In Germany Broaddus et al (2008) concluded that road traffic reduction and modal shift to rail was achieved only to a minor extent. Also for Germany, Doll et al (2007) analyzed the economic impact of the introduction of HGV tolls, concluding that there were neither undesirable price effects nor positive effects on employment due to the tolling policy.…”

Transportation Energy Futures Series: Freight Transportation Modal Shares: Scenarios for a Low-Carbon Future

“…As a result, their ability to affect a truck/rail modal shift is severely limited. Although tolling schemes for freight vehicles in Europe have produced increased revenue for infrastructure construction and maintenance and promoted a shift to more efficient vehicles and logistics practices, evaluations of the program have found little modal shift directly attributable to these tactics (Broaddus and Gertz 2008).…”

“…In 2006 were collected in Germany alone-an average tolling rate of 0.12 Euros per kilometer-and appropriated to road building and maintenance (50%), upgrades to the railway network (38%), and inland waterway maintenance (12%). Although this system did lead to more efficient freight operations and increased use of lower-emissions trucks (that are charged a lower toll rate), it is unclear whether more than a slight modal shift can be attributed to this practice (Broaddus and Gertz 2008).…”

Transportation Energy Futures: Freight Transportation Modal Shares: Scenarios for a Low-Carbon Future

“…In 2006, 3 billion Euros (approximately $43.75 billion) were collected in Germany alone-an average tolling rate of 0.12 Euros per kilometer-and appropriated to road building and maintenance (50%), upgrades to the railway network (38%), and inland waterway maintenance (12%). Although this system did lead to more efficient freight operations and increased use of lower-emissions trucks (that are charged a lower toll rate), it is unclear whether more than a slight modal shift can be attributed to this practice (Broaddus and Gertz 2008). 26 FHWA Highway Statistics, 2003.…”