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1) Most countries are using classes of trucks based on the number of axles and silhouette, and emission classes (e.g. EURO I to VI in the EU) for the toll fees. The tax per km (or VMT, Vehicle Mile Travel) applies above some given threshold (e.g. 12 t in Germany). But this refers to the max. permitted weight, not to the current weight.
In the "shadow toll" system, the share of the revenue between the road concessionary company and the conceding organisation (infrastructure owner) is based on the traffic volume and loads (among other perfomance criteria). Higher the volume and loads, higher the revenue for the concessionary. Statistical WIM data are used to assess the revenue share, collected on long time period (e.g. by year).
I am not aware of country using directly the current gross vehicle weight or axle load to determine the toll fee of a single vehicle. However, for very heavy vehicles and abnormal loads, some concessionaries already apply a special fee.
2) Most (if not all) countries are not accepting the toll-by-weight concept because it is against the environmental efficiency and the productivity of road transport. It would penalize (or reduce the benefit) of fully loaded trucks compared to half loaded or empty trucks, which are less efficient and environment friendly. There were even some debate to put a tax on empty vehicles as an incentive of loading them optimally (but not yet implemented?).
The main idea is that, below the legal limit, higher the load better the productivity. However, many countries use WIM for overload enforcement, until now mainly by preslection, but a few countries are using or planning to use direct enforcement by WIM (e.g. Czech Republic, or France and Hungary).
3) As explained above, the concept is questionable. Outside the shadow toll concept, it does not seem that there is a real challenge for the toll-by-weight.
Here are three questions on which all ISWIM members are invited to answer or to bring their input.
1) Which countries have to date accepted (and are using) toll-by-weight using WIM?
2) What is that it is not generally used or accepting its use ?
3) What are the challenges of getting regions to buy into the concept?
|13||14/11/16||Where ??||Montes Rafael|
|12||19/10/16||I wonder to know if there is any authority/Institution that verifies if a WIM equipment and/or WIM installation is as per ASTM1318 standards? Who can perform onsite verification after installation?||Mubasher Ahmad Shahid|
|11||15/01/15||Dear friends, I am asking if anybody knows about one expo or seminar of weighing in motion this year 2015||Luis Giraldo|
|10||15/01/15||Dear friends, will be any expo or seminar this year 2015?||Luis Giraldo|
|9||24/01/13||Main Roads Western Australia is trialling the installation of a concrete slab in a granular pavement in which a piezo WIM solution will be installed. I would welcome any feedback regarding the design of the slab, particularly in terms of mimising cracking from slotting in piezo's and saw cuts for the loop.||Maroni Anthony|
|8||27/07/12||ASTIM1318 const. requirements are space intensive, I wonder if the research on WIM is ever focused to fit them to infrastructure capacity of developing countries.||Mubasher Ahmad Shahid|
|7||17/05/12||A reserach is needed on WIM technology (bending plate vs Kistler vs piezoelectric vs load cell) comparison that considers sesor price, design life, factors affecting sensor operation, sensor location, pavement type, installation issues, calibration, and data quality.||Rafiqul Alam Tarefder|
|6||11/02/10||Transport Certification Australia Limited (TCA), the company administering the Intelligent Access Program (IAP), has undertaken a feasibility study on a regulatory On-Board Mass Monitoring (OBM) system. An OBM system utilises on-board strain gauge and air pressure transducer to continuously monitor the weight of heavy vehicles. The study was the first of its kind in the world. |
The study was funded by Australian Commonwealth Government to assess whether on board vehicle weighing systems can be engaged to support the government road reform process, in addition to private sector uses.
TCA engaged all Australian suppliers and tested twelve systems as part of the study. The findings established that it was possible to achieve on-board mass measurement within 2% accuracy. In addition the systems demonstrated a robustness and usability that could cater to different Australian needs and physical environments. Quality indicators were developed in the study to provide government with the confidence in using OBM systems for regulatory applications.
With the learnings from the feasibility study, TCA delivered a draft functional and te
|5||07/01/09||What proposed WIM research do you think is an international priority at this time?||Ralph Gillmann|
|4||29/05/08||I would like to extend my congratulations to everyone involved in the planning and delivery of the International HVTT10/ICWIM05 Conference. I have heard nothing but the highest praise expressed toward the event from US colleagues that were able to attend. USDOT-FHWA looks forward to a close partnership with international colleagues as we all tackle the challenges of improving the efficiency of truck enforcement through advancing automated solutions as levels of highway based freight continue to increase. Good job on the conference!||Tom Kearney|
|3||15/05/08||`The Executive has now been elected. Please welcome Hans Van Loo (General Secretary), Lily Poulikakos (Treasurer) and Bernard Jacob (Information Officer).||Eugene Obrien|
|2||13/04/08||Congratulations to the eleven successful candidates newly elected to the ISWIM Board! Count on my support.||Tom Kearney|
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