The document discusses the impacts of implementing road tolls (Eurovignettes) for freight transport across Europe according to EU directives. It aims to estimate the effects on transport costs and accessibility due to toll fees. The methodology involves modeling commercial freight flows between regions, assigning flows to routes, calculating toll fees paid on each route segment, and comparing total fees paid and received by countries. Preliminary results show some countries receiving more in fees than they pay, while others pay more than they receive.
2. EUROVIGNETTE
The EU 99/62 y 2006/38 directives recommend the introduction of
tolls to freight transport (lorries over 3.5 tones) in all member states
• Network-wide: to all Trans-European roads and secondary
roads in case of traffic diversion;
• Kilometric charges;
• Charges are estimated based on provision and operating
costs of road infrastructure;
• Differentiation between vehicles (according to EURO standard
for vehicle emissions);
• Some countries have already implemented it: Austria(2004);
Germany (2005) and Czech Republic (2007). Outside EU also
Switzerland (2001).
3. EUROVIGNETTE
Main principles of 99/62 y 2006/38 directives
- Ensures the recovery of infrastructure costs;
- “Who uses, must pay “ and “Who pollutes, must pay”;
- Environmental benefits: reduction of emissions; route optimization;
efficiency; modal shift.
OUR OBJECTIVE
• Estimate the impact of Eurovignette policy on freight transport costs,
using network analysis
• Study the wider effects of this policy
- Accessibility losses regarding access to markets (single market)
- Effects on territorial cohesion. Winners and losers.
4. DATA FOR THE NETWORK
ANALYSIS
Digital Network
²
NUTS 2 Regions
²
0 125 250 500 Kilometers
Network (roads + ferries)
377,797 arcs
0 125 250 500 Kilometers
Arcs characteristics: link type; road
class; speed; length; travel time, etc.
253 NUTS-2 regions (excluding
Malta and Cyprus)
Trade matrix (tones) among each
NUTS-2 region (only road mode)
Source: TRANS-TOOLS model
5. METHODOLOGY
1) Minimum travel time routes Commercial flows through the network
among NUTS 2 regions
2) Assignment of trade flows
(tones exported) to each OD
²
route.
3) Conversion of exported tons to Tonnes (thousands)
< 4000
number of trucks, considering: 4000 - 10000
10000 - 20000
•40 tones standard truck (25 20000 - 30000
30000 - 50000
50000 - 70000
tones of load) 70000 - 90000
90000 - 159785
• 50% of empty trips (return trips).
No data about empty trips for 0 125 250 500 Kilometers
each NUT 2 pair is available.
This procedure gives us the information about :
•The number of trucks shipped in each trade route
•The most important infrastructure regarding the European freight market.
6. 4) The fee Fijk paid in each arc of the route
from region i to region j is calculated according
to:
METHODOLOGY
Fijk = Kmk * Lij *F
Kmk is the number of kilometers of the arc k;
Origin i
Lij is the number of trucks from i to j;
F is the unit fee: 0.12€ per vehicle kilometer
Country C1 (mean toll value currently being applied in
Germany).
5) The fees paid by country C1 to country C2
are calculated as follows:
Country C2
F12 = 2∑ Fijk ∀ i ∈ C1 ∀ j ∀ k ∈ C2
Being Fijk the fee in each arc k contained in C2
in all the routes ij with origin in C1 and any
Destination j destination.
6) The same procedure is followed for every
pair of countries in order to build a matrix of
countries.
11. BALANCE BETWEEN RECEIVED AND PAID TOLLS
²
Ratio Received
VS Paid (%)
9 - 40
40 - 70
70 - 100
100 - 150
150 - 296
(in thousands of €)
0 120 240 480 Kilometers
12. Paid in other Received from Received Vs.
Countries coutries other countries Received Vs. Paid Paid (%) GDP (PPPS)
Austria 139,269 141,373 2104 102 125
BALANCE Belgium 369,761 185,861 -183901 50 117
Bulgaria 17,864 9,943 -7921 56 38
BETWEEN Czech Republic
Denmark
139,287
17,133
97,506
17,618
-41781
485
70
103
77
124
COUNTRIES Estonia
Finland
11,684
29,014
4,218
2,712
-7466
-26303
36
9
66
114
France 227,203 672,697 445494 296 108
Germany 433,287 739,128 305841 171 116
Greece 11,826 6,718 -5108 57 93
Hungary 75,758 40,366 -35392 53 63
Ireland 11,333 6,246 -5087 55 145
Italy 239,315 183,953 -55362 77 104
Latvia 12,144 11,768 -376 97 52
Lithuania 31,908 10,384 -21524 33 55
Luxembourg 32,004 21,833 -10171 68 270
Netherlands 354,382 114,048 -240335 32 131
Poland 146,399 111,431 -34968 76 52
Portugal 43,510 23,554 -19957 54 79
Romania 31,187 24,192 -6995 78 38
Slovak Republic 69,301 35,981 -33320 52 63
Slovenia 20,230 30,083 9852 149 87
Spain 150,496 123,848 -26648 82 104
Sweden 13,285 5,617 -7668 42 123
United Kingdom 51,660 58,165 6505 113 120
Total 2,679,243 2,679,243
(in thousands of €)
Countries with GDP
ablove the mean 2,068,143 2,273,098
Countries with GDP
bellow the mean 611,100 406,144
15. WEIGHTED TOLLS: PROGRESSIVE (positive
sign) AND REGRESSIVE (negative sign)
4000000000
3000000000
Mean -4863728
2000000000 Median 0
1000000000 ST 1638774979
VC -33694
0
Asymmetry -3
-1000000000 Max 3304080513
-2000000000 Min -5342242125
Sum positives 27980927027
-3000000000
Sum negatives -30899163684
-4000000000
Difference -2918236657
-5000000000 Total abs 58880090711
-6000000000
16. Conclusions
• The EU recommends the introduction of kilometric charges to freight
transport, in all Trans-European and some secondary roads;
• This study shows the winners and losers of this policy.
• Results depends on several factors:
- The geographic location of the countries: central countries tend to receive
more charges than peripheral ones (due to international crossing traffics)
- The area of the countries: small countries tend to use more the
infrastructure of neighboring countries and to pay more.
- The export-import balance of the country: export oriented countries tend to
use more the infrastructure of neighboring countries and to pay more.
• Core-periphery patterns are observed: central countries will have
more positive balances between received and paid tolls.
• Regressive tolls are predominant, that is peripheral poorer countries
pay more tolls to richer countries (negative effects on
competitiveness of poorer countries and EU territorial cohesion)