Behavioral Responses to Road Pricing Schemes: Description of the Danish AKTA Experiment

Otto Anker Nielsen

86 citations0/0 files storedJournal of Intelligent Transportation Systems

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Transportation Planning and Optimization Economic and Environmental Valuation Transportation and Mobility Innovations

Abstract

The article presents the main results from the AKTA road pricing experiment in Copenhagen. The experiment followed 500 cars equipped with a GPS-based device. The participants' normal travel patterns were observed, after which pricing schemes were implemented. Since realistic and planned levels of road pricing were tested, the experiment is as close as possible to a real scheme. The GPS device locked the coordinates each second, whereby routes and speed could be tracked. The participants completed questionnaires before and after the experiment, and followed a Stated Preference (SP) experiment before the field experiment. Furthermore, selected participants participated in qualitative focus group interviews. Conclusions are made on the behavioral impacts of the different pricing schemes, road users' attitudes, and the accuracy of different survey and modelling techniques. It appeared that the participants had large difficulties in estimating the normal driving costs (without pricing), while they were more knowledgeable on the length and road pricing. Error component models (mixed logit) improved the fit to the Stated Preference SP-data significantly compared to MNL models, however without altering the Value of Time (VoT) as much as sometime reported in the literature. The results—especially the VoTs—depend, however, largely on the way the SP-experiment was formulated. Also the RP showed large heterogeneities in preferences between participants. The responses on road pricing were somewhat surprising, for example, that behavioral changes in the RP experiment were slightly higher than if pricing were considered as marginal cost, while the SP showed the opposite. One would expect that it was easier to state than change behavior. The longer the period with pricing (8, 10, 12, or more weeks), the larger behavioral impact. This indicates that it takes some time before budget constraints are taken into account.

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References

1995A heteroscedastic extreme value model of intercity travel mode choice 2001The valuation of commuter travel time savings for car drivers: evaluating alternative model specifications 2000Effects of alternative road pricing systems on network performance 2001Confidence intervals to bound the value of time 2001Spatial and temporal transferability of relationships between travel demand, trip cost and travel time

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