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Jose Holguinveras - One of the best experts on this subject based on the ideXlab platform.
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the impacts of time of day pricing on car user behavior findings from the Port Authority of new york and new jersey s initiative
Transportation, 2011Co-Authors: Jose Holguinveras, Qian Wang, Ning Xu, Kaan OzbayAbstract:This paper discusses the key findings from a research project that assessed the impacts of the Port Authority of New York and New Jersey’s Time of Day Pricing Initiative on the behavior of passenger car users. The survey data, comprised of 505 observations, show that 7.4% of passenger trips changed behavior because of the time of day pricing initiative, and that demand is inelastic to tolls with elasticities in the range of −0.11 to −0.24. Passenger car users who changed behavior responded to time of day pricing by implementing multidimensional strategies (3.23 different behavioral changes per user on average), involving behavioral responses such as changes in facility usage, changes in time of travel, changes in the payment type, and changes in mode/occupancy. The most frequently cited behavioral response was to shift mode, either to transit or carpool, and maintain the original time of travel (done in 2.55% of trips), instead of changing time of travel and maintaining the use of the passenger car (0.69% of trips). This reluctance to change travel schedules is undoubtedly a reflection of the limited time of travel flexibility that, on average, was estimated to be 20.4 and 12.3 min for early and late arrival for work-related trips. This, in turn, suggests the need for comprehensive policies, possibly involving incentives or regulations to foster employers’ participation in staggered/flexible work hour programs. Such approaches, combined with time of day pricing, are likely to be more effective in balancing car traffic during the day. Other behavioral responses of significance were reduce the number of trips made during the weekday peak-hours (1.65%), and switching to EZ-Pass to take advantage of the toll discounts (0.81%).
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impacts of time of day pricing findings from Port Authority of new york and new jersey initiative
Transportation Research Board 88th Annual MeetingTransportation Research Board, 2009Co-Authors: Jose Holguinveras, Qian Wang, Ning Xu, Kaan OzbayAbstract:This paper discusses the key findings from a major research project that assessed the impacts of the Port Authority of New York and New Jersey’s Time of Day Pricing Initiative on the behavior of car users. The data show that 7.4% of passenger trips changed behavior because of the time of day pricing initiative, and that demand is inelastic to tolls with elasticities in the range of -0.11 to -0.24. Passenger car users responded to time of day pricing by implementing multidimensional strategies, involving several behavioral responses such as changes in facility usage, changes in time of travel, changes in the productivity of car trips, and changes in mode/occupancy. Individuals who changed behavior rePorted 3.23 different behavioral changes in average. The behavioral response most frequently cited was to shift mode and maintain the original time of travel, instead of changing time of travel and maintaining the use of the passenger car. The users rePorted limited flexibility to arrive early or late to their destination for their work trips, with averages of 20.4 and 12.3 minutes respectively. The limited time of travel flexibility suggests the need for comprehensive policies, possibly involving incentives or regulations to foster employers’ participation in staggered, or flexible time, work hour programs. Comprehensive approaches involving such programs, combined with time of day pricing, are bound to be more effective in balancing car traffic during the day.
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impacts of time of day pricing on travel behavior general findings from Port Authority of new york and new jersey initiative
Transportation Research Board 86th Annual MeetingTransportation Research Board, 2007Co-Authors: Jose Holguinveras, Kaan Ozbay, Qian Wang, Ning Xu, Juan C ZorrillaAbstract:The Port Authority of New York and New Jersey implemented a time of day pricing initiative in March 2001. This initiative provided a discount on off-peak tolls on its facilities. Peak toll rates are effective on weekdays from 6-9 AM and 4-7 PM, as well as on weekends from Noon to 8 PM. These crossings carry average daily eastbound traffic of 352,000 vehicles, or more than 126 million eastbound vehicles in 2004. This is, by far, the largest application of road pricing in the United States. Following the implementation of the new pricing structure, the Federal Highway Administration decided to sponsor a multi-year research project aimed at studying the behavioral impacts produced by the time of day pricing initiative. The research project focuses on three main areas: user impacts, traffic impacts, and institutional analyses. This paper discusses the key findings pertaining to the impacts produced by the time of day pricing initiative on the behavior of both passenger and commercial vehicle traffic. It was found that 7.4% of passenger trips and 19.3% of truck trips (20.2% if increasing shipping charges are included) changed behavior due to the time of day pricing initiative.
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evaluation of the combined impacts of e zpass and time of day pricing on Port Authority of new york and new jersey crossings
International Conference on Intelligent Transportation Systems, 2006Co-Authors: Ozlem Yanmaztuzel, Kaan Ozbay, Jose HolguinverasAbstract:This paper explores the traffic impacts of E-ZPass usage and time-of-day pricing initiated on March 25, 2001, at the Port Authority of New York and New Jersey (PANYNJ) facilities. Trends in cash vs. E-ZPass usage suggest that after the time-of-day pricing initiative, deeper discount for electronic transactions, and expedited crossing at toll booths, resulted in overall higher usage of E-ZPass and reduced traffic during peak and shoulder periods. Passenger car traffic impact analysis shows that time-of-day pricing program has been successful in shifting car travel demand to earlier hours only on weekdays. On the other hand, even though PANYNJ time-of-day pricing program gives truckers an incentive to shift their travel periods, it is not the only factor affecting their travel pattern
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effect on transit ridership of time of day pricing initiative at Port Authority of new york and new jersey facilities
Transportation Research Board 85th Annual MeetingTransportation Research Board, 2006Co-Authors: Mustafa Anil Yazici, Kaan Ozbay, Jose HolguinverasAbstract:In this study, the effects of the Port Authority of New York and New Jersey’s (PANYNJ) time-of-day pricing initiative on transit ridership were investigated. The program was introduced in March 25, 2001 and effective in two tunnels and four bridges that connect New Jersey with New York City. The transit ridership data between New Jersey and New York, which were composed of New Jersey Transit and PATH ridership volumes, were analyzed through statistical tests. Main concerns in the analysis were the effect economic decline and September 11, which happened simultaneously with the time-of-day pricing program and could also affect transit ridership. Results show that even though there was a decrease in transit ridership starting from 2001, the reason was found to be mainly the economic decline, and partly the inconvenience and increased transit travel time due to the infrastructure loss after September 11. There was no indicator of a negative effect of time-of-day pricing on transit ridership.
D Roach - One of the best experts on this subject based on the ideXlab platform.
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degradation model of gladstone Port Authority s coal using a twin pendulum apparatus
Advanced Powder Technology, 2004Co-Authors: R K Sahoo, D M Weedon, D RoachAbstract:Single-particle breakage tests of South Blackwater and Ensham coal were conducted by using a computer-monitored twin-pendulum device to determine a parameter which will describe the product size distribution of the breakage product. The size distribution parameter ‘t’50 related to the specific comminution energy [defined as the comminution energy per unit mass which transmitted to a particle during breakage (kWh/t)] of breakage coal particles and described the breakage characteristics of two types of coal. At a specific comminution energy level, the t50 parameter of South Blackwater coal was higher than the t50 parameter of Ensham coal. A degradation model was developed with several parameters for the coal-handling circuits of Gladstone Port. In the degradation model, the raw data of the non-cushioned curve deviates from the model data after a few initial drops because the mass of the sample reduces in successive drops and produced more fines.
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single particle breakage tests of gladstone Port Authority s coal by a twin pendulum apparatus
Advanced Powder Technology, 2004Co-Authors: R K Sahoo, D M Weedon, D RoachAbstract:Abstract South Blackwater and Ensham coal samples were tested in single-particle breakage tests using a laser detector, computer-monitored twin pendulum breakage apparatus to measure the energy utilization pattern of the breakage particles. The single-particle breakage tests were conducted with three particle sizes (−16:0 + 13:2 mm, -13:2 + 11:2 and -11:2 + 9:5 mm) of two types of coal at five input energy levels. The results showed a small variation of comminution energy of same-sized particles when broken at one input energy because South Blackwater and Ensham coal are anthracite coals. The specific comminution energy increases linearly with the input energy for different sizes of South Blackwater coal. The breakage products of the two sizes and two types of coal are shown, where it is clear that the fine in the product increases with the specific comminution energy. The size distribution graphs are curves and not straight lines. The twin pendulum breakage product results show that the fineness of the products increases with the decrease of particle size. The results also show that South Blackwater coal degrades more easily than Ensham coal. At a particular level of input energy, the size distribution resulting from the breakage of coal particles can be represented by a one-parameter family of curves.
Kaan Ozbay - One of the best experts on this subject based on the ideXlab platform.
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the impacts of time of day pricing on car user behavior findings from the Port Authority of new york and new jersey s initiative
Transportation, 2011Co-Authors: Jose Holguinveras, Qian Wang, Ning Xu, Kaan OzbayAbstract:This paper discusses the key findings from a research project that assessed the impacts of the Port Authority of New York and New Jersey’s Time of Day Pricing Initiative on the behavior of passenger car users. The survey data, comprised of 505 observations, show that 7.4% of passenger trips changed behavior because of the time of day pricing initiative, and that demand is inelastic to tolls with elasticities in the range of −0.11 to −0.24. Passenger car users who changed behavior responded to time of day pricing by implementing multidimensional strategies (3.23 different behavioral changes per user on average), involving behavioral responses such as changes in facility usage, changes in time of travel, changes in the payment type, and changes in mode/occupancy. The most frequently cited behavioral response was to shift mode, either to transit or carpool, and maintain the original time of travel (done in 2.55% of trips), instead of changing time of travel and maintaining the use of the passenger car (0.69% of trips). This reluctance to change travel schedules is undoubtedly a reflection of the limited time of travel flexibility that, on average, was estimated to be 20.4 and 12.3 min for early and late arrival for work-related trips. This, in turn, suggests the need for comprehensive policies, possibly involving incentives or regulations to foster employers’ participation in staggered/flexible work hour programs. Such approaches, combined with time of day pricing, are likely to be more effective in balancing car traffic during the day. Other behavioral responses of significance were reduce the number of trips made during the weekday peak-hours (1.65%), and switching to EZ-Pass to take advantage of the toll discounts (0.81%).
-
impacts of time of day pricing findings from Port Authority of new york and new jersey initiative
Transportation Research Board 88th Annual MeetingTransportation Research Board, 2009Co-Authors: Jose Holguinveras, Qian Wang, Ning Xu, Kaan OzbayAbstract:This paper discusses the key findings from a major research project that assessed the impacts of the Port Authority of New York and New Jersey’s Time of Day Pricing Initiative on the behavior of car users. The data show that 7.4% of passenger trips changed behavior because of the time of day pricing initiative, and that demand is inelastic to tolls with elasticities in the range of -0.11 to -0.24. Passenger car users responded to time of day pricing by implementing multidimensional strategies, involving several behavioral responses such as changes in facility usage, changes in time of travel, changes in the productivity of car trips, and changes in mode/occupancy. Individuals who changed behavior rePorted 3.23 different behavioral changes in average. The behavioral response most frequently cited was to shift mode and maintain the original time of travel, instead of changing time of travel and maintaining the use of the passenger car. The users rePorted limited flexibility to arrive early or late to their destination for their work trips, with averages of 20.4 and 12.3 minutes respectively. The limited time of travel flexibility suggests the need for comprehensive policies, possibly involving incentives or regulations to foster employers’ participation in staggered, or flexible time, work hour programs. Comprehensive approaches involving such programs, combined with time of day pricing, are bound to be more effective in balancing car traffic during the day.
-
impacts of time of day pricing on travel behavior general findings from Port Authority of new york and new jersey initiative
Transportation Research Board 86th Annual MeetingTransportation Research Board, 2007Co-Authors: Jose Holguinveras, Kaan Ozbay, Qian Wang, Ning Xu, Juan C ZorrillaAbstract:The Port Authority of New York and New Jersey implemented a time of day pricing initiative in March 2001. This initiative provided a discount on off-peak tolls on its facilities. Peak toll rates are effective on weekdays from 6-9 AM and 4-7 PM, as well as on weekends from Noon to 8 PM. These crossings carry average daily eastbound traffic of 352,000 vehicles, or more than 126 million eastbound vehicles in 2004. This is, by far, the largest application of road pricing in the United States. Following the implementation of the new pricing structure, the Federal Highway Administration decided to sponsor a multi-year research project aimed at studying the behavioral impacts produced by the time of day pricing initiative. The research project focuses on three main areas: user impacts, traffic impacts, and institutional analyses. This paper discusses the key findings pertaining to the impacts produced by the time of day pricing initiative on the behavior of both passenger and commercial vehicle traffic. It was found that 7.4% of passenger trips and 19.3% of truck trips (20.2% if increasing shipping charges are included) changed behavior due to the time of day pricing initiative.
-
evaluation of the combined impacts of e zpass and time of day pricing on Port Authority of new york and new jersey crossings
International Conference on Intelligent Transportation Systems, 2006Co-Authors: Ozlem Yanmaztuzel, Kaan Ozbay, Jose HolguinverasAbstract:This paper explores the traffic impacts of E-ZPass usage and time-of-day pricing initiated on March 25, 2001, at the Port Authority of New York and New Jersey (PANYNJ) facilities. Trends in cash vs. E-ZPass usage suggest that after the time-of-day pricing initiative, deeper discount for electronic transactions, and expedited crossing at toll booths, resulted in overall higher usage of E-ZPass and reduced traffic during peak and shoulder periods. Passenger car traffic impact analysis shows that time-of-day pricing program has been successful in shifting car travel demand to earlier hours only on weekdays. On the other hand, even though PANYNJ time-of-day pricing program gives truckers an incentive to shift their travel periods, it is not the only factor affecting their travel pattern
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effect on transit ridership of time of day pricing initiative at Port Authority of new york and new jersey facilities
Transportation Research Board 85th Annual MeetingTransportation Research Board, 2006Co-Authors: Mustafa Anil Yazici, Kaan Ozbay, Jose HolguinverasAbstract:In this study, the effects of the Port Authority of New York and New Jersey’s (PANYNJ) time-of-day pricing initiative on transit ridership were investigated. The program was introduced in March 25, 2001 and effective in two tunnels and four bridges that connect New Jersey with New York City. The transit ridership data between New Jersey and New York, which were composed of New Jersey Transit and PATH ridership volumes, were analyzed through statistical tests. Main concerns in the analysis were the effect economic decline and September 11, which happened simultaneously with the time-of-day pricing program and could also affect transit ridership. Results show that even though there was a decrease in transit ridership starting from 2001, the reason was found to be mainly the economic decline, and partly the inconvenience and increased transit travel time due to the infrastructure loss after September 11. There was no indicator of a negative effect of time-of-day pricing on transit ridership.
R K Sahoo - One of the best experts on this subject based on the ideXlab platform.
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degradation model of gladstone Port Authority s coal using a twin pendulum apparatus
Advanced Powder Technology, 2004Co-Authors: R K Sahoo, D M Weedon, D RoachAbstract:Single-particle breakage tests of South Blackwater and Ensham coal were conducted by using a computer-monitored twin-pendulum device to determine a parameter which will describe the product size distribution of the breakage product. The size distribution parameter ‘t’50 related to the specific comminution energy [defined as the comminution energy per unit mass which transmitted to a particle during breakage (kWh/t)] of breakage coal particles and described the breakage characteristics of two types of coal. At a specific comminution energy level, the t50 parameter of South Blackwater coal was higher than the t50 parameter of Ensham coal. A degradation model was developed with several parameters for the coal-handling circuits of Gladstone Port. In the degradation model, the raw data of the non-cushioned curve deviates from the model data after a few initial drops because the mass of the sample reduces in successive drops and produced more fines.
-
single particle breakage tests of gladstone Port Authority s coal by a twin pendulum apparatus
Advanced Powder Technology, 2004Co-Authors: R K Sahoo, D M Weedon, D RoachAbstract:Abstract South Blackwater and Ensham coal samples were tested in single-particle breakage tests using a laser detector, computer-monitored twin pendulum breakage apparatus to measure the energy utilization pattern of the breakage particles. The single-particle breakage tests were conducted with three particle sizes (−16:0 + 13:2 mm, -13:2 + 11:2 and -11:2 + 9:5 mm) of two types of coal at five input energy levels. The results showed a small variation of comminution energy of same-sized particles when broken at one input energy because South Blackwater and Ensham coal are anthracite coals. The specific comminution energy increases linearly with the input energy for different sizes of South Blackwater coal. The breakage products of the two sizes and two types of coal are shown, where it is clear that the fine in the product increases with the specific comminution energy. The size distribution graphs are curves and not straight lines. The twin pendulum breakage product results show that the fineness of the products increases with the decrease of particle size. The results also show that South Blackwater coal degrades more easily than Ensham coal. At a particular level of input energy, the size distribution resulting from the breakage of coal particles can be represented by a one-parameter family of curves.
Mihalis Chasomeris - One of the best experts on this subject based on the ideXlab platform.
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South Africa’s Port doctrine: dilemmas and the way forward
Maritime Studies, 2020Co-Authors: Ayanda Meyiwa, Mihalis ChasomerisAbstract:This study uses content analyses to examine 137 stakeholders’ submissions to the Ports Regulator of South Africa from 2009/2010 to 2018/2019, classifying themes into two broad categories, namely Port Authority pricing and Port governance, which together define South Africa’s Port doctrine. Results show that South Africa’s system of eight commercial seaPorts is unique and is financed and managed using a mix of elements from the Anglo-Saxon and Asian doctrines and attempts to charge Port tariffs according to the Anglo-Saxon doctrine. The paper critiques the Port Authority pricing methodology employed in South Africa and shows its inconsistency with sound pricing principles and global best practices. The governance structure and how it has persistently defied legislation, which served to promote anticompetitive behaviour and at worst accommodated years of corrupt activities that have recently surfaced, are also discussed. The recommendation is a swift incorporation of Transnet National Ports Authority (TNPA) as a stand-alone entity outside of Transnet. Incorporation of TNPA would help to remove the present conflicts of interests, improve transparency, accountability and regulation as well as incentivise improved productivity and infrastructure spending, and attract private investments into the Ports system.
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pricing strategy and tariff structure for a Port Authority a case study of south africa
Maritime Policy & Management, 2018Co-Authors: Sanele Gumede, Mihalis ChasomerisAbstract:ABSTRACTSouth Africa’s Transnet National Ports Authority’s (TNPA) tariff structure shows imbalances and cross-subsidisation amongst commodities and groups of Port users. Benchmarking studies show that South African Port costs are below the benchmarked mean for low-value bulk commodities like coal and iron ore, and above the mean for high-value containerised commodities. Vessel charges are also below the benchmarked mean and the required tariff revenues are raised from the tariffs charged to Port tenants and cargo owners. This study examines and compares the 2013/2014 TNPA tariff structure with that proposed by the Ports Regulator of South Africa. It compiles, calculates and compares 254 commodity cargo dues with their relevant sector base tariffs for the year. The results indicate the level and direction of cross-subsidisation within and between break-bulk, dry bulk, liquid bulk and containerised cargoes. Of the 254 commodities examined, 100 are below the sector base tariff (being subsidised) and 154 are ...
