Congestion pricing

As an inner city toll, even congestion charge, the charging of fees ( tolls ) is called for the use of urban transport infrastructure. In Switzerland, a native of the English term road pricing ( road tax ) is mainly used. In England itself, however, the inner city toll of London is referred to with the term congestion charge ( congestion charge ). The first Congestion world was established in 1975 in Singapore.

There are several downtown toll - models, which differ in measurement and payment of rates and charges, the spatial implementation and technology of charging. Previously completed projects often have a cordon system implemented, that is the entrance to a particular urban area ( so-called " fees Ring" ) is subject to a fee. The collection of fees, for example, via vignette, toll station ( manned or unmanned ), vehicle- carried internal ( on-board unit) or vehicle- external ( post -pay procedure).

• 5.1 Political level
• 5.2 Economic Theory

Objectives

With the introduction of urban road pricing in particular the following practical objectives are linked:

• Increase the quality of life in the city by reducing the traffic. This connected the improvement of air quality by reducing harmful emissions such as carbon dioxide, soot and particulate matter, as well as reduce traffic noise
• Improve traffic flow through the temporal and spatial management of transport demand (congestion reduction or efficient use )
• Additional revenue for municipalities
• Financing of road projects.

Economic Theory

From the perspective of economics streets are public goods that differ from private goods by non- excludability and non-rivalry. This means that the item is not " consumed " by using and individuals are usually not excluded from use. For this reason, roads must be built mostly by the state, because the market itself not provides sufficient.

On a heavily used road, however, the users interfere with each other, which implies a certain rivalry arises. Now, if an individual user uses this road, he affected so that others, but this does not refer to his calculus one. An external effect, which without intervention prevented a welfare- optimized decision and leads to market failure. An inner-city toll can remedy this deficiency. To achieve this, they should be just as high as that caused by the user disability of third parties that the user must then include in his calculations.

Ideally, the fee should therefore be adapted to the current utilization of the road. So they should be significantly higher than in the low-traffic night, for example, during the rush hours. A toll fixed fee such as the London congestion charge reaches this goal only partially, since it does not vary during the day and also the extent of disability third ( for example, the duration of the trip ) is not considered.

In connection with the private transport, there are other externalities such as environmental pollution with a national impact (eg carbon dioxide emissions ), which can however be intercepted by a general fuel tax.

From the perspective of economics so it's always a good idea to charge a toll for the use of congested roads.

Situation in different regions

German -speaking

• In Germany, the EU's clean air rules has been discussed in terms of particulate matter and nitrogen dioxide on the introduction of a congestion charge in several German cities, especially in the wake. However, sat down in the course of discussions in the meantime by the model of environmental zones. In this solution, not low emission vehicles is denied entry in inner-city areas. In addition, detailed concrete plans for the introduction of downtown toll systems are initially deferred. The political debate remains.
• Vienna: In Vienna, the Greens, the introduction of a " congestion charge ". This will be due as soon as you cross by car the belt, and staggered over time dependent. From the Mayor, this requirement has been repeatedly rejected strict. This was justified by other traffic- reducing action measures, especially the parking management in the interior districts, which was extended in time until September 2007. Therefore, a congestion charge in Vienna seems currently to be politically not a majority. From 11 to February 13, 2010 took place in Vienna to hold a referendum in which the introduction of a congestion charge was rejected.

Norway

• Bergen: The first in Europe led the Norwegian coastal city of Bergen 1985, a fee for entrance into the inner city (25 crowns - about 3 euros ) with the aim of financing of road construction in the difficult geographical situation (steep cliffs).
• Oslo: The Norwegian capital Oslo, there is the downtown toll since 1990 with revenue road construction in the Oslo area are financed. .
• Trondheim: Also for the third largest city in Norway was the financing of road construction, the actual motivation for the introduction of tolls in 1991, since the roads were fully funded, the toll was abolished as planned after 15 years of the end of December 2005.. 2010 as part of an environmental package ( Miljøpakken ) introduced the toll again.

Great Britain

• Durham: In Durham, drivers must pay weekdays 10-16 clock two pounds (about three euros ) for entrance to a small area of the city. Here beside the camera monitor also bollards are used, which are lowered automatically after payment upon leaving the zone. The experiment proved successful, as he lowered the traffic within the small zone of 2,000 to about 200 vehicles per day. The model in Durham is considered as a sample for London.

• London: Since February 2003, a " congestion charge " ( London Congestion Charge) for a 22 km ² area has been introduced in the city center in London. There is a fee of 10 pounds to pay (until July 2005, five pounds ) for the entry into the area from Monday to Friday 7:00 to 18:00 h. This fee is charged once per day, that is the other passages are settled. Also, all trips within the zone are not subject to toll. However, there are numerous exemptions and fee waivers. A third of all vehicles that travel daily to the city center (about 39,000 ) is exempt from the toll. These are: Emergency car, roadside assistance, disabled vehicles, taxis, vehicles over 8 seats (including buses ), vehicles with gas, electric, fuel cell and hybrid - drive, two-wheelers. Residents of the congestion charging zone are entitled to 90 % discount for their vehicles. The effects of the substantial fee are nevertheless clear. In the first six months, the traffic is dropped within the zone by about 15% (accident reduction by 20% ), with 50-60% of the failure to MIV - trips have shifted to the local public transport. A comprehensive evaluation is still pending. Ken Livingstone has been re-elected despite the improvements introduced by him in 2004 as a toll Mayor. On 19 February 2007, a ring expansion of the fees came into force ( Western Extension), whereby the toll urban area has almost doubled. For this, the western parts of the city Kensington, Chelsea and Knightsbridge came. This western extension was canceled, however, again January 4, 2011.

• Edinburgh: Edinburgh the introduction of a downtown toll was considered. The proposal, however, was clearly rejected in February 2005 in a referendum with a rate of 74.4 % ( turnout 61.8 %) of the inhabitants of Edinburgh.

Italy

• Bologna: Since May 2006, an inner-city toll is levied in Bologna.
• Milan: In order to reduce air pollution and traffic congestion was introduced in Milan in January 2008, a congestion charge. The toll applies to cars, trucks and buses in the period Monday - Friday from 7:30 bis 19:30 clock. This toll also applies to foreign vehicles. Regulating the entrance and parking vouchers ( Gratta e passa ) may include, at the post office, in tobacco and magazine shops as well be purchased at the information centers of the Milan transport. On the edge of downtown, there are 43 electronic entrance checkpoints.
• Rome: In Rome's historic center is considered a complete ban on private cars. The entrance is only permitted for taxis, buses, suppliers, owner of a driveway permit. This permit costs 360 euros per year

Sweden

Stockholm

• To the town center a toll Cordon is pulled. Each crossing this imaginary border is connected with the payment of a congestion tax. So a commuter pays for both the inlet to Stockholm, as well as for the exit.
• Depending on the time of day from 1.10 to 2.20 euros congestion control for entry and / or exit into downtown.
• Fees are payable factory from 06:30 to 18:29 clock. Maximum must be paid 60 crowns (about 6.65 euros ) per day per vehicle
• Targets to reduce traffic by 10-20 percent and to increase the average speed significantly
• To reduce the health burden of the population by pollutants, particulate matter and carbon monoxide

Gothenburg

A congestion control according to the Stockholm model was introduced in Sweden's second city Gothenburg on 1 January 2013.

More

• Prague: For December 2009 in the Czech capital Prague, the introduction of a toll in the city center was provided. Due to necessary legislative changes and tenders it has not yet been implemented so far (as of January 2013). It is planned by motorists who drive on the historic city center to demand 100-120 CZK ( about 4-5 euros ) per day. Overall, it is expected (about 72 million euros ) and a reduction of traffic by 20 % with revenues of 1.8 billion CZK.
• Budapest: An already planned for 2007 downtown Budapest toll has not yet been introduced. However, a kind of toll is 2012, but again being considered only a monthly fee for every vehicle owner in Budapest by the equivalent of 35 euros.
• Singapore: The oldest city toll system in the world is located in Singapore, which has been introduced in 1975 and significantly expanded in 1998. Prices vary depending on the vehicle, route and time of day. In the period 8:30 to 9:00 clock the most expensive tariff will be charged.
• Hanoi ( Vietnam): One of the Institute for Transportation and Development ( Bremen) research project carried out suggests a downtown toll for Hanoi ( Vietnam).

Modifications of the downtown toll

In contrast to the planar congestion charge, there are several other variants of a toll in cities (not land) is usually bound to certain routes. Examples:

• San Diego (USA): Since 1996 has been set for an extra lane for cars with at least two people in San Diego on the city highway. Cars with only one person will have to pay a toll depending on traffic and time. The toll flows mostly into public transport.
• Seoul: 1996 was a toll for two tunnels introduced in Seoul, which connects the north and the south of the city. It is valid only in the morning peak (7-9 clock ) and only less than two people sitting in the car. As a result, the toll of the occupation rate of vehicles increased significantly.
• New York: In New York, there are between New Jersey and Manhattan, the Lincoln and Holland Tunnels, for their use only in the direction of Manhattan eight U.S. dollars (about 5.50 EUR ) per trip tolls are levied. The Lincoln Tunnel ( three tubes with two lanes ) is home to 120,000 vehicles per day, the busiest tunnel in the world. In the morning peak (6-10 Clock ) is a reserved lane for buses. The Holland tunnel has two tubes with two lanes.

Discourse

Political level

Exist not only at the political side great reservations about an inner city toll. On the one hand, many politicians are afraid not to be re-elected because of the low public acceptance if they introduce such measures. On the other hand, the voting in Stockholm (see above) and the election campaign the Mayor of London Ken Livingstone, that acceptance is increasing and now political majorities are even possible.

Economic Theory

A general objection to road user charges is that they prefer the rich motorists and would penalize the poor motorist. Because a user fee of eg two euros each way has a different value than for a person with a high income ( decreasing marginal utility of money ) for a person with a low income. Therefore, it is important that the revenue from a congestion charge be accurately related to the improvement of public transport do not flow into the general budget of a city, but. How can compensate those who renounce the car driving because of the toll. On the other hand benefit all citizens who have no car, from better public transport connections. This must be taken into account in the overall assessment of a social toll.