www.curacaoproject.eu                      CURACAO - coordination of urban road-user charging organisational issues                   Funded by the EU

Road Pricing Context

OBJECTIVES

SCHEME DESIGN

TECHNOLOGY

BUSINESS SYSTEMS

Prediction

PREDICTION

TRAFFIC EFFECTS

ENVIRONMENT

ECONOMY

EQUITY

Appraisal

APPRAISAL

Decision Making

ACCEPTABILITY

TRANSFERABILITY

Implementation and Evaluation

EVALUATION

IMPLEMENTATION

Case Studies

Bergen

Bologna

Bristol

Cambridge

Durham

Dutch National Case

Edinburgh

London

Manchester

Milan

Nord-Jaeren

Oslo

Rome

Stockholm

The Hague

Trondheim



Urban Road User Charging Online Knowledge Base

Pricing objectives

Due to the small size of the LTZ and its narrow streets that are unable to support a strong mobility demand, the access control scheme in Bologna is mainly based on an authorisation process (for PT, residents, freight operators, etc.) and not on a general road pricing model.

However, in order to give some flexibility to the road users, the road pricing scheme was inserted  in the context of the City Freight delivery Plan (approved on the 6th March 2006) that has been the key instrument through which the City of Bologna has rationalised the freight delivery in the city area. It is strictly connected with the existing and future IT systems. The overall goal is to decrease the number of vehicle km while providing the same level of service and to deploy less polluting “clean” vehicles. Thus, beyond the deployment of “clean” vehicles, the rationalisation of the freight deliveries will allow to maximise the load of each lorry or truck directed to the city centre. Through such rationalisation, a higher number of goods will be delivered with the same pollution impact as before, or a lower pollution will be generated to satisfy the current freight demand.

The Freight Delivery Plan has 4 main objectives:

  1. Rationalisation in the management of city access permission and new rules for those operators that normally access the city centre for their business;
  2. Conversion and/or introduction of new “low emission” vehicles to reduce the environmental impact;
  3. Decrease of accessing vehicles through a rationalisation of truck loads and freight delivery paths;
  4. Rationalisation of road occupation and deployment of load/unload specific areas.