Road pricing fails all transport system objectives and has a fatal flaw

Submitted by john on Tue, 17/12/2019 - 15:34

Central city pricing is assumed. Road pricing forces people off cars and onto other, inferior modes, but improves the operating conditions for road-based transport in the central city, and requires greater investment in public transport.
As a result, Road Pricing will:
* not reduce crashes, but will have minimal diverted trips;
* have limited monitoring, have increased exposure during travel, at vehicle change, and when waiting, so will greatly increase assaults;
* not improve amenity by reducing car traffic, but will retain most car traffic, so retaining pollution, and not improving amenity;
* not remove congestion, except in the central city;
* not make trip times faster, but most central city car trips will improve and mode change trips will be slower;
* will generate a small amount of revenue;
* will create and save some jobs, but the increased subsidies required and congestion retained will exceed the number of jobs created by increased revenue;
* not create trip time reliability, but the retained number of traffic incidents will limit the possibility of managed traffic;
* will reduce CO2 due to congestion in the central area;
* and has some revenue to improve rural service.
In short, it fails all objectives, does something for congestion, and has a fatal flaw of not enough mode change. It delivers worse service.
Comment: Most successful road pricing is on an area basis, and that may still permit congestion, or it may be over-kill. Queue-jumping as described in Crafting Green Waves, is better tailored to where there are delays. Crafting green waves applies to all major traffic arteries, particularly freeway ramp metering, includes the whole Melbourne area, and can replace the proposed area pricing. Except where pricing is carefully targeted at congestion, pricing reduces the level of service. But this still only addresses congestion and would not do enough for trip time.