Street Estimating in the Netherlands Workshop on Street Client Charging Frameworks Warsaw, June 11 and 12, 2007 Ronald K.

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Street Valuing in the Netherlands Workshop on Street Client Charging Frameworks Warsaw, June 11 and 12, 2007 Ronald Keus and Jan Vis Ministerie van Verkeer en Waterstaat Substance History of Estimating Approach in the Netherlands Flow evaluating strategy in the Netherlands
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Street Pricing in the Netherlands Workshop on Road User Charging Systems Warsaw, June 11 and 12, 2007 Ronald Keus and Jan Vis Ministerie van Verkeer en Waterstaat

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Contents History of Pricing Policy in the Netherlands Current evaluating arrangement in the Netherlands Scope of the Kilometer Charge (KMP) Cabinet’s choice

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The Netherlands Population: 16.2 million 8+ million vehicles 2400 km motorways >134.000 km streets altogether >100 billion km made on yearly premise Daily blockage issues, specifically identified with the monetary focus (Amsterdam, Utrecht, The Hague and Rotterdam) Total 6.8 billions of vehicle expenses (BPM and MRB charges) on a yearly base (counting commonplace assessments) 350 outskirt intersections

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Previous Dutch RUC endeavors 1988: Rekening Rijden I 1992: Spitsvignet 1994: Rekening rijden II 1999: Spitstarief + ventures bundle 2001: Kilometer Charge Untill 2005 without achievement. Fizzled in light of lacking political backing

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Lessons gained From our own history: Political and open acknowledgment is the most serious issue, and not the strategy Show the (tax)payer where the incomes are spent on Show the (tax)payer that the framework is reasonable: To pay for utilization of the street To pay for contamination From encounters abroad: ‘Keep it simple’ ‘start at a little scale, yet begin at least’ Pricing arrangement obliges lawmakers with valor

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Recent history The Platform and their recommendation (2005) A leap forward was required Introduction of a consultative Platform T he primary social and business society where included E.g. drivers affiliation, ecological gatherings, agents of head honchos and representatives, local governments, and so on. Administrator was mr Nouwen (1999 previous adversary) The Platform accompanied their recommendation in May 2005: Several ideas of charging talked about Selected alternative: cost per kilometer (KMP) for all vehicles on all streets. Taking into account time, area and natural angles. Doable by 2012-2014.

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Recent history Advice of the Platform Effects of KMP, separated on the premise of time, spot and natural attributes Calculations taking into account normal rate of 3,4 eurocent per kilometer, and a clog rate of 11 eurocent per kilometer

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Road valuing in the Mobility Plan (September 2005) Advice of Platform driving guideline in the Mobility Plan It‘s powerful, reasonable and straightforward And contribute s to availability and environment quality Strategic contemplations : To safeguard people in general bolster: remain nearby to the Platform\'s assessment It exhibits a s tep-by-step approach A fast begin with acclaimed activity dark spot s or bottleneck s And regulated towards full-scale street estimating (kilometer cost )

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Current evaluating arrangement Current Coalition Agreement Objectives and extent of the KMP Tentative timetable KMP Main extra necessities Market meeting Joint Fact Finding How facilitate? Cabinet’s choice

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Coalition Agreement, 7 February 2007 “ To enhance the openness by street all in all, and specifically in the Randstad, the arrangement of a kilometer charge (separated on the premise of time, spot and natural qualities) will be presented in the coming bureau period, if essential in stages. This under the conditions that the present assessments (BPM, MRB, Eurovignet) will be changed over into a kilometer charge, and that the framework expenses and expenses of charging and installment gathering are not higher than 5% of the revenues.” Randstad = (urban agglomeration of Western Holland), BPM = charge on buy of traveler autos and bikes MRB = vehicle charge

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Will he have the effect ?

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Objectives and extent of the KMP Objectives Primary: pay for utilization (‘fairness’) Secondary: blockage/economy and environment Scope of the KMP All engine vehicles, traveler + cargo All streets in NL Differentiate by time of day and area Differentiate by (ecological) qualities of vehicle Conversion of ebb and flow charge framework (for buy and responsibility for vehicle) into another framework (utilization of the vehicle)

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Main extra prerequisites Free-stream operation European interoperability order … Easy to utilize and comprehend the plan Accuracy adequate for believability 99% of receipts under 1% deviation (?) Respect client protection Costs noticeable in the vehicle (?) System ought to have the capacity to bolster toll/point charges System adaptable and to permit stepwise usage Adequate anticipation/recognition of misrepresentation Flexibility for changes in street system, levy structure

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Tentative calendar KMP 2012 2005 2006 2007 2008 2009 Km-value Research motivation = go/no go N Price per kilometer draft charge O Joint Fact Finding T Preparing for arrangement decisions A M Implementation method Including expense move issues O B I Realization of open part L I Cost screen Cost screen Cost Monitor T E I Requirement Specifications T Tender Realization of private segment 3 Social execution en correspondence

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Main inquiries Market Consultation (2006) Can the KMP be accomplished? Which necessities are hard to acknowledge ? Can the KMP be accomplished at worthy expenses ? Speculation << € 3 billion Operational expense < 5% of incomes Involved: industry, toll administrators, experts Phase 1: 42 interviews (industry, administrators, specialists) Phase 2: 12 assignments

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Main message market discussion Yes, the KMP can be accomplished 2012 is achievable, given that .... Appraisals introductory speculation: 30% lower Estimates operational expenses: scattered picture, however propensity towards 5% target can be watched Limitations of consequences of business sector meeting: Requirements not adequately clear yet Organization & plan of action/open – private undecided (counting portion of dangers) No operational samples to look at Commercial inclination

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Joint Fact Finding (2006 and starting 2007) Together with neighborhood governments, social and business society, different Ministries Preparation of arrangement decisions: Rate structure, clog imprint up, separation on the premise of ecological attributes Conversion of current vehicles charges Organizational issues: open/private division of undertaking and obligations implementation Communication with residents and organizations

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How advance? Second 50% of 2007: Cabinet’s choice Implementation technique and arrangement decisions Planning enactment December 2007: Draft to Lower House and EU for notice Beginning 2008: begin exchange with Lower House Preparations for tendering system: End of 2007; New cost screen

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Cabinet’s choice (second a large portion of 2007) Scope of Cabinet’s choice Conversion of current (altered) vehicle charges into the kilometer charge (KMP) Amount of decrease of the present vehicle charges; How to acquaint the kilometer accuse and of diminish the vehicle assessments?; Rate structure Differentiation as indicated by natural attributes and as indicated by time en place Organizational and authoritative issues Who chooses about the rates?, Is the kilometer cost in lawful terms a duty or a toll? Exceptions

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Thanks for your consideration ïƒ

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