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Measure |
Key Advantages |
Key Disadvantages |
Experience and Conclusions |
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fines can finance the increased enforcement effort if acted upon, can give a “breathing space” to develop something better; generally assists road based public transport at least in the short term as traffic flow conditions do improve. |
exemptions (e.g. for example for government vehicles); |
always understood) and there are short term benefits. Provided the time when the scheme is effective can be used to develop a more comprehensive and sustainable measure, such measures may be worthwhile, particularly when they are aimed at emergencies such as air pollution alleviation (Mexico City, Santiago de Chile etc) |
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Use of vehicles – demand management by physical measures such as § pedestrian areas § environmental cells § road space reallocation to buses or high occupancy vehicles |
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The measures are likely to result in more "liveable" cities Road space reallocation to buses will increase bus performance and improve public transport and may result in some mode shift |
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The measures do not impose direct restraint on cars and are unlikely to have great impact on traffic demand If the measures result in traffic congestion and-or long diversions, effects may be negative – particularly environmental impacts |
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Bus priority and pedestrian schemes are conventional traffic management measures aimed at "people" and not "vehicles" and experience and issues have been noted in other sections of the Review; The measures are likely to have considerable merit in increasing urban transport efficiency but do not impose direct restraint on car use: § Pedestrian measures are essential to improve walk journeys and to promote safety and "liveable" cities but are unlikely to affect car demand § Bus priority will improve the quality of bus services which may cause some mode change but not likely to have great impacts on car demand. These types of measures should be pursued in their own right but should also be part of the incentives within a more comprehensive demand management policy. |
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Pricing - demand management through charges on vehicle use and ownership such as § Fuel prices § Registration taxes on vehicles and other ownership taxes |
§ § |
Raises revenue which may be used to improve the transport system Fuel tax and ownership charges have redistributive effect as generally car-owning “rich” pay |
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fuel prices apply at all times (peak and off peak), for all journeys and for all vehicles; thus they do not manage demand where and when it is most needed Differential fuel pricing for urban areas has been used (Colombia) but does not address specific congestion problems and may have some problems such as fuel bought in lower price zones outside a |
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Use - fuel consumption is proportional to distance travelled and thus fuel prices reflect vehicle use to some extent. However, fuel price does not discriminate against use of vehicles at congested times and in congested locations. Fuel tax does not address the problems of city specific congestion Ownership - Singapore is probably the only country which applies a policy with the primary aim of limiting the vehicle fleet. It seems unlikely that the locational and institutional circumstances which allow the “Vehicle Quota System” to operate in Singapore could be replicated in other countries and, in any event, as with fuel prices, the vehicle ownership taxes are indiscriminate in dealing with urban congestion Taxes on vehicle ownership and fuel are important sources of revenue |
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