ABSTRACT 1. Policy background This paragraph is based on [Nash, C. & B. Matthews, 2001]. ... more ABSTRACT 1. Policy background This paragraph is based on [Nash, C. & B. Matthews, 2001]. Transport pricing policy development at the European level took a major step forward in 1995 with the publication of the Green Paper "Towards fair and efficient pricing in transport" (CEC, 1995), which recognised the importance of pricing to reflect external costs. The policy was taken further in the White Paper on "Fair payment for infrastructure use" in 1998 (CEC, 1998). The latter put a clear case for marginal cost pricing, whilst recognising that the movement towards this target would need to be phased over a number of years, and that second best measures to achieve desired levels of cost recovery would continue to be necessary. These Green and White Papers emerged from an environment of considerable turbulence in the transport field. A range of needs at member state and European level were apparent, including the need to manage transport capacity more efficiently, to finance transport infrastructure, to improve the efficiency of the transport sector by means of institutional reform, and to remove the distortions caused by different pricing principles in different member states. The framework contained in the papers represented the Commission's endeavours to provide a comprehensive pricing principle across modes and countries that would ensure that in times of change there was an underlying scientific basis for the development of pricing in the transport market. The comprehensive review of EU Transport Policy (CEC, 2001a) reaffirmed the commitment to more efficient pricing of transport in order to internalise externalities, and announced a framework directive on pricing which was to set out the principles to be followed in all modes of transport. This document also sees an important link between pricing and financing, allowing funds raised from some sectors of the industry to be used for worthwhile projects in other sectors where the result is to reduce social costs. Furthermore, a number of mode-specific pricing policy developments have emerged over the period since the Green Paper, 326 Editorial: Implementing Pricing Reform in Transport including the "Eurovignette" directive (CEC, 1996), a series of policy statements and directives on rail infrastructure charging (CEC, 1996; CEC, 2001b), the Green Paper on seaports and maritime infrastructure (CEC, 1997) and DG TREN's proposal to amend directive 1999/62 on charging for heavy vehicles 1 . Despite this flurry of activity at the level of the Commission, progress on implementation of the policy has been slow. In the rail sector, where infrastructure charging is generally a new concept resulting from the separation of infrastructure from operations, a variety of approaches to charging has been taken in the different member states. On the other modes there has been relatively little progress. The result is that research has focussed increasingly on implementation issues and understanding the barriers to progress and how they may be overcome.
In 2007, employers organizations, trade unions and the top of the business community in The Nethe... more In 2007, employers organizations, trade unions and the top of the business community in The Netherlands joined forces in the Taskforce Mobility Management (TFMM) in order to achieve a substantial reduction of workplace related car mobility through mobility management. The TFMM focused on achieving agreements on the national as well as regional level between the corporate sector and authorities, to introduce packages of mobility management (MM) measures and to facilitate these through labour agreements and supportive fiscal measures and the improvement of local transport alternatives. In 2008, the TFMM presented concrete proposals to the government, including the first six regional agreements (covenants). The Cabinet agreed with these proposals and requested the Taskforce to realize the proposed plans. The overall ambition is to realise a 5% reduction in the number of car kilometers driven during rush hour and the associated environmental emissions in the participating regions. This ...
In 2007, employers organizations, trade unions and the top of the business community in The Nethe... more In 2007, employers organizations, trade unions and the top of the business community in The Netherlands joined forces in the Taskforce Mobility Management (TFMM) in order to achieve a substantial reduction of workplace related car mobility through mobility management. The TFMM focused on achieving agreements on the national as well as regional level between the corporate sector and authorities, to introduce packages of mobility management (MM) measures and to facilitate these through labour agreements and supportive fiscal measures and the improvement of local transport alternatives. In 2008, the TFMM presented concrete proposals to the government, including the first six regional agreements (covenants). The Cabinet agreed with these proposals and requested the Taskforce to realize the proposed plans. The overall ambition is to realise a 5% reduction in the number of car kilometers driven during rush hour and the associated environmental emissions in the participating regions. This ...
European transport policy aims to increase the market share of public transport. A major element ... more European transport policy aims to increase the market share of public transport. A major element in this policy is the need for a better product. In several countries, supported and stimulated by the EU, legislation and regulation for public transport companies is changing. By deregulation and/or privatization new possibilities are created to develop better services. Technological and organizational innovation plays an important role at this stage. This means there are high expectations of the innovative capabilities of companies to anticipate on the new requirements. The question is whether this also applies to public transport companies. The paper distinguishes seven trends of technological innovation in public transport which then classified into three categories namely cost efficiency, higher quality of service, and better environmental performance. Furthermore, the paper identifies three paths form empirical evidences in public transport namely cost-driven, quality-driven path, and environmental driven paths. Suggestions are also made regarding the technology policy for public transport industry.
European transport policy aims to increase the market share of public transport. A major element ... more European transport policy aims to increase the market share of public transport. A major element in this policy is the need for a better product. In several countries, supported and stimulated by the EU, legislation and regulation for public transport companies is changing. By deregulation and/or privatization new possibilities are created to develop better services. Technological and organizational innovation plays an important role at this stage. This means there are high expectations of the innovative capabilities of companies to anticipate on the new requirements. The question is whether this also applies to public transport companies. The paper distinguishes seven trends of technological innovation in public transport which then classified into three categories namely cost efficiency, higher quality of service, and better environmental performance. Furthermore, the paper identifies three paths form empirical evidences in public transport namely cost-driven, quality-driven path, and environmental driven paths. Suggestions are also made regarding the technology policy for public transport industry.
Transportation Research, Economics and Policy, 1993
Car ownership1 is increasing in almost every country. Since World War II it has been considered t... more Car ownership1 is increasing in almost every country. Since World War II it has been considered that motorization will have a certain saturation level. Determining this level has proven to be one of the most difficult research problems (Figure 6.1). For instance, in the U.S., where motorization started much earlier than in Europe, the ‘natural’ saturation levels have been passed repeatedly.
Transportation Research, Economics and Policy, 1993
Car ownership1 is increasing in almost every country. Since World War II it has been considered t... more Car ownership1 is increasing in almost every country. Since World War II it has been considered that motorization will have a certain saturation level. Determining this level has proven to be one of the most difficult research problems (Figure 6.1). For instance, in the U.S., where motorization started much earlier than in Europe, the ‘natural’ saturation levels have been passed repeatedly.
ABSTRACT 1. Policy background This paragraph is based on [Nash, C. & B. Matthews, 2001]. ... more ABSTRACT 1. Policy background This paragraph is based on [Nash, C. & B. Matthews, 2001]. Transport pricing policy development at the European level took a major step forward in 1995 with the publication of the Green Paper "Towards fair and efficient pricing in transport" (CEC, 1995), which recognised the importance of pricing to reflect external costs. The policy was taken further in the White Paper on "Fair payment for infrastructure use" in 1998 (CEC, 1998). The latter put a clear case for marginal cost pricing, whilst recognising that the movement towards this target would need to be phased over a number of years, and that second best measures to achieve desired levels of cost recovery would continue to be necessary. These Green and White Papers emerged from an environment of considerable turbulence in the transport field. A range of needs at member state and European level were apparent, including the need to manage transport capacity more efficiently, to finance transport infrastructure, to improve the efficiency of the transport sector by means of institutional reform, and to remove the distortions caused by different pricing principles in different member states. The framework contained in the papers represented the Commission's endeavours to provide a comprehensive pricing principle across modes and countries that would ensure that in times of change there was an underlying scientific basis for the development of pricing in the transport market. The comprehensive review of EU Transport Policy (CEC, 2001a) reaffirmed the commitment to more efficient pricing of transport in order to internalise externalities, and announced a framework directive on pricing which was to set out the principles to be followed in all modes of transport. This document also sees an important link between pricing and financing, allowing funds raised from some sectors of the industry to be used for worthwhile projects in other sectors where the result is to reduce social costs. Furthermore, a number of mode-specific pricing policy developments have emerged over the period since the Green Paper, 326 Editorial: Implementing Pricing Reform in Transport including the "Eurovignette" directive (CEC, 1996), a series of policy statements and directives on rail infrastructure charging (CEC, 1996; CEC, 2001b), the Green Paper on seaports and maritime infrastructure (CEC, 1997) and DG TREN's proposal to amend directive 1999/62 on charging for heavy vehicles 1 . Despite this flurry of activity at the level of the Commission, progress on implementation of the policy has been slow. In the rail sector, where infrastructure charging is generally a new concept resulting from the separation of infrastructure from operations, a variety of approaches to charging has been taken in the different member states. On the other modes there has been relatively little progress. The result is that research has focussed increasingly on implementation issues and understanding the barriers to progress and how they may be overcome.
In 2007, employers organizations, trade unions and the top of the business community in The Nethe... more In 2007, employers organizations, trade unions and the top of the business community in The Netherlands joined forces in the Taskforce Mobility Management (TFMM) in order to achieve a substantial reduction of workplace related car mobility through mobility management. The TFMM focused on achieving agreements on the national as well as regional level between the corporate sector and authorities, to introduce packages of mobility management (MM) measures and to facilitate these through labour agreements and supportive fiscal measures and the improvement of local transport alternatives. In 2008, the TFMM presented concrete proposals to the government, including the first six regional agreements (covenants). The Cabinet agreed with these proposals and requested the Taskforce to realize the proposed plans. The overall ambition is to realise a 5% reduction in the number of car kilometers driven during rush hour and the associated environmental emissions in the participating regions. This ...
In 2007, employers organizations, trade unions and the top of the business community in The Nethe... more In 2007, employers organizations, trade unions and the top of the business community in The Netherlands joined forces in the Taskforce Mobility Management (TFMM) in order to achieve a substantial reduction of workplace related car mobility through mobility management. The TFMM focused on achieving agreements on the national as well as regional level between the corporate sector and authorities, to introduce packages of mobility management (MM) measures and to facilitate these through labour agreements and supportive fiscal measures and the improvement of local transport alternatives. In 2008, the TFMM presented concrete proposals to the government, including the first six regional agreements (covenants). The Cabinet agreed with these proposals and requested the Taskforce to realize the proposed plans. The overall ambition is to realise a 5% reduction in the number of car kilometers driven during rush hour and the associated environmental emissions in the participating regions. This ...
European transport policy aims to increase the market share of public transport. A major element ... more European transport policy aims to increase the market share of public transport. A major element in this policy is the need for a better product. In several countries, supported and stimulated by the EU, legislation and regulation for public transport companies is changing. By deregulation and/or privatization new possibilities are created to develop better services. Technological and organizational innovation plays an important role at this stage. This means there are high expectations of the innovative capabilities of companies to anticipate on the new requirements. The question is whether this also applies to public transport companies. The paper distinguishes seven trends of technological innovation in public transport which then classified into three categories namely cost efficiency, higher quality of service, and better environmental performance. Furthermore, the paper identifies three paths form empirical evidences in public transport namely cost-driven, quality-driven path, and environmental driven paths. Suggestions are also made regarding the technology policy for public transport industry.
European transport policy aims to increase the market share of public transport. A major element ... more European transport policy aims to increase the market share of public transport. A major element in this policy is the need for a better product. In several countries, supported and stimulated by the EU, legislation and regulation for public transport companies is changing. By deregulation and/or privatization new possibilities are created to develop better services. Technological and organizational innovation plays an important role at this stage. This means there are high expectations of the innovative capabilities of companies to anticipate on the new requirements. The question is whether this also applies to public transport companies. The paper distinguishes seven trends of technological innovation in public transport which then classified into three categories namely cost efficiency, higher quality of service, and better environmental performance. Furthermore, the paper identifies three paths form empirical evidences in public transport namely cost-driven, quality-driven path, and environmental driven paths. Suggestions are also made regarding the technology policy for public transport industry.
Transportation Research, Economics and Policy, 1993
Car ownership1 is increasing in almost every country. Since World War II it has been considered t... more Car ownership1 is increasing in almost every country. Since World War II it has been considered that motorization will have a certain saturation level. Determining this level has proven to be one of the most difficult research problems (Figure 6.1). For instance, in the U.S., where motorization started much earlier than in Europe, the ‘natural’ saturation levels have been passed repeatedly.
Transportation Research, Economics and Policy, 1993
Car ownership1 is increasing in almost every country. Since World War II it has been considered t... more Car ownership1 is increasing in almost every country. Since World War II it has been considered that motorization will have a certain saturation level. Determining this level has proven to be one of the most difficult research problems (Figure 6.1). For instance, in the U.S., where motorization started much earlier than in Europe, the ‘natural’ saturation levels have been passed repeatedly.
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Papers by Wim Korver