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Urban Road User Charging Online Knowledge Base
During 1992, the first year of operation of the Trondheim toll ring, inbound car traffic through the cordon decreased by 10% during both the high and low charged periods. This decrease in traffic was offset by increases in inbound car traffic in evenings and at weekends. Thus, over the week as a whole, total traffic volumes across the toll ring were virtually unaffected by the charging. For some trip purposes like inbound work-home and home-shopping, there were substantial shifts away from the charged afternoon period to the uncharged evening period.
When charging was terminated at the end of 2005, traffic impacts were in many ways mirror images of the impacts when charging was introduced. Changes in departure times and route choices were the most visible responses to the annulment of charging by car drivers. In general, the Trondheim charge levels were modest, but traffic still displayed sensitivity to tolls.
Model runs show that the removal of charging caused the private car to increase its modal share at the expense of all other modes. If charging had continued, increases in total number of trips would have been more uniformly distributed among travel alternatives.
Some important lessons from the history of the Trondheim charging scheme, adopted from Langmyhr and Sager (1997) and Langmyhr (2001):
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