Transportation Research Part A: General最新文献

Electronic toll collection (ETC) offers the opportunity for toll facility operators to supply a substantially greater amount of traffic capacity than any other currently available form of toll collection. The current interest in ETC derives from the proposals in a number of countries to introduce urban tollways, using the net toll receipts to recover the cost of the capital investment plus an acceptable profit margin for those taking the financial risk. This paper outlines the main economic, technical, and administrative features of ETC in the context of toll charges that are determined by the rules of capital cost recovery. Electronic road pricing (ERP) as a mechanism for implementing full road user charging (in line with economic principles of efficient use of road space) is not the topic of this paper, given the predominantly financial basis of setting tolls for private roads. The underlying rationale for toolroads in the political climate of most nations is not suggestive of any plan to revise the pricing regime in line with ERP upon reversion of the infrastructure to the public sector when the capital costs are repaid. It is assumed that the tollroads will revert to free roads in line with the existing road system, and that road users will continue to contribute towards the costs of maintaining the road system by the traditional pricing mechanisms (i.e. fuel taxes, vehicle registration, fees, etc.).

A “Motorist Information Survey” was conducted by University of Washington investigators as part of a project sponsored by the Washington State Department of Transportation (WSDOT) and the Federal Highway Administration under the State's Freeway Arterial Management Effort (FAME). This survey, with responses on 62 variables from 3, 893 Seattle commuters, gathered information about motorist behavior and decision processes, particularly as they relate to the design and delivery of motorist information. Results showed that motorists have greater flexibility as to the ime they leave work than the time they leave home, experience some stress during their commute, and most value saving commute time. Motorists are more likely to change their routes from work than from home, to divert to known routes sooner than to unknown routes, and to be influenced by traffic information, congestion, and time of day. Motorists prefer to receive traffic information before entering the freeway as traffic information has the greatest influence on route choice and departure time and all motorists rely most on commercial radio for receipt of traffic information and find it most useful. A majority of motorists want to see highway advisory radio developed first, followed by a phone hot-line, and a dedicated cable TV station.

Traffic arrivals tend to be random at signals near to the perimeter of a network (or near to traffic generators in a network). Within the signal network, however, surges in traffic demand are reduced due to limitations on the amount of traffic passing through intersections imposed by signals, resulting in more uniform arrivals from cycle to cycle. Such uniformity is a desirable property at signals as underutilization of green periods may be reduced and levels of service improved. This may have serious implications within networks where it may be possible to improve the capacity of critical intersections by the strategic placing and timing of signals at less critical locations. The analysis of such options is, however, restricted by most, if not all, of the currently available evaluation methods. Relatively simple modifications of delay formulae are proposed to overcome these restrictions.