View source for Congestion pricing

{{Short description|System of surcharging users of public goods}}
{{About|traffic congestion pricing|other types of congestion pricing|Dynamic pricing|and|Variable pricing|the broader concept of direct charges paid by road users|Road pricing}}
[[File:027 ERP gantry.jpg|thumb|250px|[[Electronic Road Pricing]] gantry in Singapore, the first place in the world to implement an urban cordon area congestion pricing scheme]]
{{Economics sidebar}}
{{Taxation}}

'''Congestion pricing''' or '''congestion charges''' is a system of [[Surcharge (payment systems)|surcharging]] users of [[Public good (economics)|public good]]s that are subject to congestion through excess [[Demand (economics)|demand]], such as through higher peak charges for use of [[Public transport bus service|bus services]], [[Electric utility|electricity]], [[rapid transit|metros]], [[railway]]s, [[telephone]]s, and [[road pricing]] to reduce [[traffic congestion]]; [[airline]]s and [[shipping]] companies may be charged higher fees for slots at [[airports]] and through [[canal]]s at busy times. This [[pricing]] strategy regulates demand, making it possible to manage congestion without increasing [[Supply (economics)|supply]].

According to the economic theory behind congestion pricing, the objective of this policy is to use the [[Free price system|price mechanism]] to cover the social cost of an activity where users otherwise do not pay for the [[externalities|negative externalities]] they create (such as driving in a congested area during peak demand). By setting a price on an over-consumed product, congestion pricing encourages the redistribution of the demand in space or in time, leading to more [[Economic efficiency|efficient]] outcomes.

[[Singapore]] was the first country to introduce congestion pricing on its urban roads in [[Singapore Area Licensing Scheme|1975]], and was refined in [[Electronic Road Pricing (Singapore)|1998]]. Since then, it has been implemented in cities including [[London congestion charge|London]], [[Stockholm congestion tax|Stockholm]], [[Ecopass|Milan]], [[Gothenburg congestion tax|Gothenburg]], and in the [[central business district]] of [[Manhattan]] in [[Congestion pricing in New York City|New York City]]. It was also considered in [[Washington, D.C.]] and [[San Francisco congestion pricing|San Francisco]] prior to the [[COVID-19 pandemic]].<ref name=NYCongestionPricing>{{cite news|url=https://www.nytimes.com/2025/01/04/nyregion/congestion-pricing-nyc.html|title=Welcome to the Congestion Zone: New York Toll Program Is Set to Begin|author=Winnie Hu and Ana Ley|newspaper=[[The New York Times]]|date=January 4, 2025|access-date=January 4, 2025}}</ref> Greater awareness of the harms of pollution and emissions of [[greenhouse gas]]es in the context of [[climate change]] has recently created greater interest in congestion pricing.

Implementation of congestion pricing has reduced [[traffic congestion]] in urban areas,<ref>{{Cite web|title=What is Congestion Pricing? - Congestion Pricing - FHWA Office of Operations|url=https://ops.fhwa.dot.gov/congestionpricing/cp_what_is.htm|access-date=2021-12-18|website=[[Federal Highway Administration|Federal Highway Administration (FHWA)]]}}</ref> reduced pollution,<ref name=":0" /> reduced asthma,<ref name=":1" /> and increased home values,<ref>{{Cite journal|last=Tang|first=Cheng Keat|date=2021-01-01|title=The Cost of Traffic: Evidence from the London Congestion Charge|url=https://www.sciencedirect.com/science/article/pii/S0094119020300735|journal=Journal of Urban Economics|language=en|volume=121|pages=103302|doi=10.1016/j.jue.2020.103302|hdl=10356/146475 |s2cid=209687332 |issn=0094-1190|hdl-access=free}}</ref> but has also sparked criticism and political discontent.<ref>{{Citation | last = Button | first = Kenneth J. | year = 1993 | title = Transport Economics 2nd Edition| page = 154-155| publisher = Edward Elgar Publishing Ltd, England| id = ISBN 978-1852785239 }}</ref><ref>{{Citation| last = Small, Kenneth A.; Verhoef, Erik T. | title = The Economics of Urban Transportation | year = 2007
| publisher = Routledge, New York| page = 120-121| id = ISBN 978-0-415-28515-5}}</ref>

There is a consensus among economists that congestion pricing in crowded transportation networks, and subsequent use of the proceeds to lower other taxes, makes citizens on average better off.<ref>{{Cite web |title=Congestion Pricing |url=https://www.kentclarkcenter.org/surveys/congestion-pricing/ |access-date=2023-12-09 |website=Clark Center Forum |language=en-US}}</ref> Economists disagree over how to set tolls, how to cover common costs, what to do with any excess revenues, whether and how "losers" from tolling previously free roads should be compensated, and whether to privatize highways.<ref>{{cite journal|journal=[[Econ Journal Watch]]|volume=3|issue=2|pages=292–379|author=Lindsey, Robin|title=Do Economists Reach a Conclusion on Road Pricing? The Intellectual History of an Idea|date=May 2006|url=http://econjwatch.org/issues/volume-3-number-2-may-2006|format=PDF|access-date=2008-12-09}}</ref>

== Description ==

Congestion pricing is a concept from [[market economy|market economics]] regarding the use of [[Free price system|pricing]] mechanisms to charge the users of [[Public good (economics)|public good]]s for the [[externalities|negative externalities]] generated by the peak demand in excess of available supply. Its economic rationale is that, at a price of zero, demand exceeds supply, causing a [[economic shortage|shortage]], and that the shortage should be corrected by charging the [[equilibrium price]] rather than shifting it down by increasing the supply. Usually this means increasing [[price]]s during certain periods of time or at the places where congestion occurs; or introducing a new usage [[Pigovian tax|tax]] or charge when peak demand exceeds available supply in the case of a tax-funded public good provided free at the point of usage.

[[File:TE-Pricing-EquilibriumCongestion.png|thumb|left|Economic rationale for moving from untolled equilibrium to congestion pricing equilibrium]]

According to the [[economic theory]] behind congestion pricing, the objective of this policy is the use of the price mechanism to make users more aware of the costs that they impose upon one another when consuming during the peak demand, and that they should pay for the additional congestion they create, thus encouraging the redistribution of the demand in space or in time,<ref name=Button>{{Cite book | last = Button | first = Kenneth J. | year = 1993 | title = Transport Economics 2nd Edition | publisher = [[Edward Elgar Publishing]] Ltd, England | isbn = 978-1-85278-523-9 | page = [https://archive.org/details/transporteconomi0000butt/page/153 153] | url = https://archive.org/details/transporteconomi0000butt/page/153 }}</ref><ref name=Small>{{Cite book|author1=Small, Kenneth A. |author2=Verhoef, Erik T. | title = The Economics of Urban Transportation | year = 2007 | publisher = Routledge, New York| isbn = 978-0-415-28515-5| page = 120}}</ref> or shifting it to the consumption of a [[substitute good|substitute public good]]; for example, switching from private transport to public transport.

This pricing mechanism has been used in several public utilities and public services for setting higher prices during congested periods, as a means to better manage the demand for the service, and whether to avoid expensive new investments just to satisfy peak demand, or because it is not economically or financially feasible to provide additional capacity to the service. Congestion pricing has been widely used by [[telephone]] and [[Electric utility|electric utilities]], [[rapid transit|metros]], [[railway]]s and [[autobus]] services,<ref>{{Cite book | year = 1996 | title = Sustainable Transport: Priorities for Policy Reform |url=https://books.google.com/books?id=zNuH2kN5M3sC&pg=PA48 | publisher = The World Bank, Washington, D.C.| isbn = 978-0-8213-3598-7| pages = 48–49}}</ref> and has been proposed for charging [[internet access]].<ref>{{cite magazine |author1=Henderson, Tristan |author2=Crowcroft, Jon|author3=Bhatti, Saleem |name-list-style=amp |url=http://www.cs.st-andrews.ac.uk/~tristan/pubs/ieeeic01.pdf |title=Congestion Pricing – Paying Your Way in Communication Networks |magazine=IEEE Internet Computing |date= September–October 2001 |access-date=2008-03-01 |url-status=dead |archive-url=https://web.archive.org/web/20080627154821/http://www.cs.st-andrews.ac.uk/~tristan/pubs/ieeeic01.pdf |archive-date=2008-06-27 }}</ref> It also has been extensively studied and advocated by mainstream transport economists for [[port]]s, [[waterway]]s, [[airport]]s and [[road pricing]], though actual implementation is rather limited due to the controversial issues subject to debate regarding this policy, particularly for urban roads, such as undesirable distribution effects, the disposition of the revenues raised, and the social and political acceptability of the congestion charge.<ref>{{Cite journal | last = Button | first = Kenneth J. | year = 1993 | title = op. cit.| pages = 154–156}}</ref><ref name="Ref-1">{{Cite journal|author1=Small, Kenneth A. |author2=Verhoef, Erik T. | title = op. cit| year = 2007| pages = 125–127}}</ref>

[[File:Congestion Pricing Flowchart.png|thumb|An introductory flowchart describing congestion pricing]]

Congestion pricing is one of a number of alternative [[Demand side economics|demand side]] (as opposed to [[supply side]]) strategies offered by economists to address [[traffic congestion]].<ref name="prm_winter_1995">{{cite journal |title=Congestion Control and Demand Management |author1=Sheldon G. Strickland |author2=Wayne Ber |date=Winter 1995 |volume=58 |issue=3 |journal=Public Roads Magazine |url=http://www.tfhrc.gov/pubrds/winter95/p95wi1.htm |access-date=2008-02-28 |archive-url=https://web.archive.org/web/20080317165147/http://www.tfhrc.gov/pubrds/winter95/p95wi1.htm |archive-date=2008-03-17 |url-status=dead }}</ref>  Congestion is considered a negative [[externality]] by economists.<ref name=Ibañez>{{Cite book | last1 = Small | first1 = Kenneth A. | last2 = José A. Gomez-Ibañez | year = 1998 | title = Road Pricing for Congestion Management: The Transition from Theory to Policy| publisher = The University of California Transportation Center, University of California at Berkeley| page = 213 }}</ref> An externality occurs when a transaction causes costs or benefits to a third party, often, although not necessarily, from the use of a public good: for example, if manufacturing or transportation cause air pollution imposing costs on others when making use of public air.  Congestion pricing is an [[Pareto efficiency|efficiency pricing]] strategy that requires the users to pay more for that public good, thus increasing the welfare gain or net benefit for society.<ref>{{Cite journal | last = Button | first = Kenneth J. | year = 1993 | title = op. cit.| page = 153}}</ref><ref>{{Cite journal|author1=Small, Kenneth A. |author2=Verhoef, Erik T. | title = op. cit| year = 2007| page = 120}}</ref>

Nobel-laureate [[William Vickrey]] is considered by some to be the father of congestion pricing, as he first proposed adding a distance- or time-based fare system for the [[New York City Subway]] in 1952.<ref>{{cite web|url=http://www.columbia.edu/cu/pr/96/18968.html|title=Nobelist William S. Vickrey: Practical Economic Solutions to Urban Problems |publisher=[[Columbia University]]|date=1996-10-08|access-date=2009-03-27}}</ref><ref name="NYT0207"/><ref>{{cite web |author=Vickrey |first=William |author-link= |year=1992 |title=Principles of Efficient Congestion Pricing |url=http://www.vtpi.org/vickrey.htm |access-date=2009-03-10 |publisher=[[Victoria Transport Policy Institute]]}}</ref> In the road transportation arena these theories were extended by [[Maurice Allais]], Gabriel Roth who was instrumental in the first designs and upon whose [[World Bank]] recommendation the first system was put in place in Singapore.<ref name=WB1996>{{Cite book | last = Walters | first = A. A. | year = 1968 | title = The Economics of Road User Charges| publisher = World Bank Staff Occasional Papers Number Five, Chapter VII, Washington, D.C. pp. 191–217| isbn = 978-0-8018-0653-7}}</ref> Also, it was considered by the [[Smeed Report]], published by the British [[Department for Transport|Ministry of Transport]] in 1964,<ref>{{cite book |last=Smeed |first=R.J. |year=1964 |title=Road pricing: the economic and technical possibilities |url=https://archive.org/details/op1265810-1001 |publisher=HMSO}}</ref> but its recommendations were rejected by successive British governments.<ref name="t_20050606">{{cite news |title=Radical dreams for the future of transport haunted by past failures |author1=Ben Webster |author2=Michael Evans |date=2005-06-06 |work=The Times |publisher=Times Newspapers |url=http://www.timesonline.co.uk/tol/news/uk/article530470.ece |archive-url=https://web.archive.org/web/20070209114621/http://www.timesonline.co.uk/tol/news/uk/article530470.ece |url-status=dead |archive-date=February 9, 2007 |access-date=2008-02-28 | location=London}}</ref>

The transport economics rationale for implementing congestion pricing on roads, described as "one policy response to the problem of congestion", was summarized in testimony to the [[United States Congress]] Joint Economic Committee in 2003: "congestion is considered to arise from the mispricing of a good; namely, highway capacity at a specific place and time. The quantity supplied (measured in lane-miles) is less than the quantity demanded at what is essentially a price of zero. If a good or service is provided free of charge, people tend to demand more of it—and use it more wastefully—than they would if they had to pay a price that reflected its cost. Hence, congestion pricing is premised on a basic economic concept: charge a price in order to allocate a scarce resource to its most valuable use, as evidenced by users' willingness to pay for the resource".<ref name=USCongress>{{cite web|author= Holtz-Eakin, Douglas | date=2003-05-06|url=http://www.cbo.gov/ftpdoc.cfm?index=4197|title= Congestion Pricing for Highways (Testimony before the Joint Economic Committee, U.S. Congress) |access-date=2008-02-26|publisher = Congressional Budget Office|archive-url=https://web.archive.org/web/20080214064914/http://www.cbo.gov/ftpdoc.cfm?index=4197 <!--Added by H3llBot-->|archive-date=2008-02-14 }}</ref>

As applied to traffic, there are technically two types of congestion pricing. Cordon or area pricing defines the boundaries of an affected area -- typically an area of dense travel demand such as a city center -- and charges for personal vehicles to cross its boundaries.  Lane or facility pricing charges for access to a single facility, such as a segment of road or bridge. In practice, the term "congestion pricing" is often used to refer to cordon pricing but not facility pricing, as this is a newer idea.<!-- Work in progress. Needs to improve is less technical terms and references. Text edited from K. Button (1993) combined with Gomez-Ibanez (1999) Transportation Economics and Policy. Feel free to work on it
In economic terms, the optimal price of a public good must allow for resource allocation which maximises welfare, and because [[Welfare economics|social welfare]] is maximised when price is equated to the marginal cost, congestion charges should be set as the difference between the average cost and the marginal cost. The revenues generated by the congestion pricing mechanism usually go to the government, or can be redistributed to the users of the public good. Economists have different views on how to estimate the optimal price in practice, and to whom and how the revenues generated from congestion pricing should be redistribute.
-->

== Roads ==
{{broader|Road pricing}}

Practical implementations of road congestion pricing are found almost exclusively in urban areas, because [[traffic congestion]] is common in and around city centers. Congestion pricing can be fixed (the same at all times of day and days of the week), variable (set in advance to be higher at typically high-traffic times), or dynamic (varying according to actual conditions).

As congestion pricing has been increasing worldwide, the schemes implemented have been classified into four different types: cordon area around a city center; area wide congestion pricing; city center toll ring; and corridor or single facility congestion pricing.<ref>{{Cite journal | last1 = Small | first1 = Kenneth A. | last2 = José A. Gomez-Ibañez | year = 1998 | pages = 214 |title = op. cit}}</ref>

=== Cordon area and area wide ===
{{see also|Electronic Road Pricing (Singapore)|London congestion charge|Stockholm congestion tax|Ecopass|Milan Area C|Gothenburg congestion tax|Congestion pricing in New York City}}

Cordon area congestion pricing is a fee or tax paid by users to enter a restricted area, usually within a city center, as part of a [[Transportation demand management|demand management]] strategy to relieve traffic congestion within that area.<ref>{{cite encyclopedia |title=Road Pricing: Congestion Pricing, Value Pricing, Toll Roads and HOT Lanes
 |encyclopedia=TDM Encyclopedia  |date=2007-09-04 |publisher=[[Victoria Transport Policy Institute]] |url=http://www.vtpi.org/tdm/tdm35.htm  |access-date=2008-07-15 }}</ref> The economic rationale for this pricing scheme is based on the [[externalities]] or [[social cost]]s of road transport, such as [[air pollution]], noise, [[traffic accidents]], environmental and urban deterioration, and the extra costs and delays imposed by [[traffic congestion]] upon other drivers when additional users enter a congested road.<ref>{{Cite book | last = Button | first = Kenneth J. | year = 1993 | title = Transport Economics 2nd Edition | publisher = Edward Elgar Publishing Ltd, England | isbn = 978-1-85278-523-9 | page = [https://archive.org/details/transporteconomi0000butt/page/153 153] | url = https://archive.org/details/transporteconomi0000butt/page/153 }} ''See 7.3 – Congestion charges''</ref>

[[File:ZTL Rome 04 2016 6064.JPG|thumb|left|Rome's Traffic Limited Zone (ZTL) entry control point with automatic surveillance]]

The first implementation of such a scheme was [[Singapore Area Licensing Scheme]] in 1975, together with a comprehensive package of [[road pricing]] measures, stringent car ownership rules and improvements in mass transit.<ref>{{Cite book |author1=Small, Kenneth A. |author2=Verhoef, Erik T. | year = 2007 | title = The Economics of Urban Transportation | publisher = Routledge, England| isbn = 978-0-415-28515-5 | page = 148 }}</ref><ref>{{cite web | url=http://www.move-forum.net/documenti/B_06032003170931.pdf | title=Road pricing Singapore's experience | author = Chin Kian Keong | date=2002-10-23 | publisher = Third Seminar of the IMPRINT-EUROPE Thematic Network: "Implementing Reform on Transport Pricing: Constraints and solutions: learning from best practice" | access-date=2008-07-15|archive-url = https://web.archive.org/web/20080627154820/http://www.move-forum.net/documenti/B_06032003170931.pdf |archive-date = June 27, 2008}}</ref> Thanks to technological advances in [[electronic toll collection]], electronic detection, and video surveillance technology, collecting congestion fees has become easier. [[Electronic Road Pricing (Singapore)|Singapore]] upgraded its system in 1998,<ref>{{cite web | url=http://www.lta.gov.sg/motoring_matters/index_motoring_erp.htm | title= Electronic Road Pricing | publisher = Land Transport Authority (Singapore). Website official | access-date=2008-04-16 | archive-url=https://web.archive.org/web/20080410143342/http://www.lta.gov.sg/motoring_matters/index_motoring_erp.htm <!--Added by H3llBot--> | archive-date=2008-04-10}}</ref> and similar pricing schemes were implemented in [[Transport in Rome#Motor Traffic Limited Zone (ZTL)|Rome]] in 2001,<ref>{{cite web | url=http://www.progress-project.org/Progress/rome.html | title=The history of Limited Access Zones in Rome | publisher=PRoGR€SS Project | access-date=2013-04-13 | url-status=dead | archive-url=https://web.archive.org/web/20080309210332/http://www.progress-project.org/Progress/rome.html | archive-date=2008-03-09 }}</ref> [[London congestion charge|London]] in 2003 with extensions in 2007; [[Stockholm congestion tax|Stockholm]] in 2006, as a seven-month trial, and then on a permanent basis.<ref>{{cite web|url=http://www.vv.se/templates/page3____17154.aspx |title=Congestion tax in Stockholm |author=Swedish Road Administration |date=2007-08-21 |access-date=2008-07-15 |url-status=dead |archive-url=https://web.archive.org/web/20070302045327/http://www.vv.se/templates/page3____17154.aspx |archive-date=2007-03-02 }}</ref> In January 2008 [[Milan]] began a one-year trial program called [[Ecopass]], charging low emission standard vehicles and exempting cleaner and [[alternative fuel vehicle]]s.<ref>{{cite news | url=https://www.nytimes.com/2008/01/27/automobiles/27GREEN.html  | title=Toll Discounts for Going Green  | author = Ken Belson | date=2008-01-27 | work =The New York Times  | access-date=2008-01-27}}</ref><ref>{{cite news | url=http://news.bbc.co.uk/2/hi/europe/7167992.stm  | title=Milan introduces traffic charge  | author = BBC News | date=2008-03-02 | access-date=2008-01-17}}</ref><ref>{{cite news | url=http://www.timesonline.co.uk/tol/news/world/europe/article3123679.ece | title=Congestion fee leaves Milan in a jam | author =Richard Owen | date=2008-01-03 | newspaper = Times Online | access-date=2008-04-16 | location=London}}{{dead link|date=September 2024|bot=medic}}{{cbignore|bot=medic}}</ref> The Ecopass program was extended until December 31, 2011,<ref>{{cite web |url=http://www.comune.milano.it/dseserver/webcity/comunicati.nsf/weball/077F561DB4A21D98C125752F004CDE33 |title=Ecopass. Prorogato fino al 31 dicembre 2009. Nei primi mesi dell'anno prevista la consultazione dei cittadini|author =Edoardo Croci | date=2008-12-31 | publisher = Comune di Milano | access-date=2009-02-14|language=it}}The complete pricing scheme is presented in this article.</ref><ref>{{cite web |url=http://www.comune.milano.it/dseserver/ecopass/index.html|title=Official Ecopass page|publisher=Comune Milano|access-date=2011-11-02|language=it}}</ref> and on January 16, 2012, was replaced by [[Milan Area C|Area C]], a trial program that converted the scheme from a pollution-charge to a congestion charge.<ref name=corriere1>{{cite news|title=Area C è partita: calate del 40% le auto in centro dopo l'entrata in vigore del pedaggio|trans-title=Area C takes off: auto traffic decreased 40% in the center after the toll goes into force|language=it|url=http://milano.corriere.it/milano/notizie/cronaca/12_gennaio_16/congestion-primo-giorno-traffico-1902875137709.shtml|access-date=2012-01-16|newspaper=Corriere della Sera Milano|date=2012-01-16}}</ref> The [[Gothenburg congestion tax]] was implemented in January 2013 and it was modeled after the Stockholm scheme.<ref>{{cite web|url=http://www.transportstyrelsen.se/Global/Vag/Trangselskatt/Information%20p%C3%A5%20engelska.pdf |title=Congestion Tax Gothenburg |author=Swedish Transport Agency |publisher=Transport Styrelsen |access-date=2013-12-10 |url-status=dead |archive-url=https://web.archive.org/web/20131213163049/http://www.transportstyrelsen.se/Global/Vag/Trangselskatt/Information%20p%C3%A5%20engelska.pdf |archive-date=2013-12-13 }}</ref>

Singapore and Stockholm charge a congestion fee every time a user crosses the cordon area, while London charges a daily fee for any vehicle driving in a public road within the congestion charge zone, regardless of how many times the user crosses the cordon.<ref>{{cite web |url=http://www.tfl.gov.uk/tfl/roadusers/congestioncharge/whereandwhen/#section-2 |author=Transport for London |title=Congestion charging home page |access-date=2008-04-06 |url-status=dead |archive-url=https://web.archive.org/web/20080403045834/http://www.tfl.gov.uk/tfl/roadusers/congestioncharge/whereandwhen/#section-2 |archive-date=2008-04-03 }}</ref> Stockholm has put a cap on the maximum daily tax,<ref name="roadadm-stockholm-congestion-tax">{{cite web|title=Congestion tax in Stockholm home page |author=Swedish Road Administration |url=http://www.vv.se/templates/page3____17154.aspx |access-date=2008-07-15 |language=sv |url-status=dead |archive-url=https://web.archive.org/web/20070302045327/http://www.vv.se/templates/page3____17154.aspx |archive-date=2007-03-02 }}</ref> while in Singapore the charge is based on a pay-as-you-use principle, and rates are set based on traffic conditions at the pricing points, and reviewed on a quarterly basis. Through this policy, the [[Land Transport Authority]] (LTA) reports that the electronic road pricing "has been effective in maintaining an optimal speed range of 45 to 65&nbsp;km/h for expressways and 20 to 30&nbsp;km/h for arterial roads".<ref>{{cite web| url=http://www.lta.gov.sg/motoring_matters/index_motoring_erp.htm | author= Land Transport Authority |title= Electronic Road Pricing, LTA home page | access-date=2008-04-06 | archive-url=https://web.archive.org/web/20080404032628/http://www.lta.gov.sg/motoring_matters/index_motoring_erp.htm <!--Added by H3llBot--> | archive-date=2008-04-04 }}</ref>

==== Singapore ====
{{main article|Electronic Road Pricing}}
[[File:Singapore's ERP gantry.jpg|thumb|Automatic tolling gantry of Singapore's [[Electronic Road Pricing]] scheme]]

In an effort to improve the pricing mechanism, and, to introduce real-time [[variable pricing]],<ref>{{cite news| url=https://www.nytimes.com/2008/03/16/automobiles/16CONGEST.html?ex=1363320000&en=66db1c235736c7ea&ei=5088&partner=rssnyt&emc=rss| author=Ken Belson  |title= Importing a Decongestant for Midtown Streets | work=The New York Times|date=2008-03-16 | access-date=2008-04-06 }}</ref>
Singapore's [[Land Transport Authority|LTA]] together with [[IBM]], ran a pilot from December 2006 to April 2007, with a [[Traffic estimation and prediction system|traffic estimation and prediction tool]] (TrEPS), which uses historical traffic data and real-time feeds with flow conditions from several sources, in order to predict the levels of congestion up to an hour in advance. By accurately estimating prevailing and emerging traffic conditions, this technology is expected to allow variable pricing, together with improved overall traffic management, including the provision of information in advance to alert drivers about conditions ahead, and the prices being charged at that moment.<ref>{{cite web| url=http://www.planetizen.com/node/26091 | publisher= PLANETIZEN  |title= Predicting Where The Traffic Will Flow | access-date=2008-04-06 }}</ref><ref>{{cite web| url=http://www-03.ibm.com/press/us/en/pressrelease/21971.wss | archive-url=https://web.archive.org/web/20070901091248/http://www-03.ibm.com/press/us/en/pressrelease/21971.wss | url-status=dead | archive-date=September 1, 2007 | publisher= IBM Press release |title= IBM and Singapore's Land Transport Authority Pilot Innovative Traffic Prediction Tool | date=2007-08-01 | access-date=2008-07-15 }}</ref>

In 2010 the Land Transport Authority began exploring the potential of [[Global Navigation Satellite System]] as a technological option for a second generation ERP. LTA objective is to evaluate if the latest technologies available in the market today are accurate and effective enough for use as a congestion charging tool, especially taking into consideration the dense urban environment in Singapore. Implementation of such system is not expected in the short term.<ref>{{cite web|url=http://www.channelnewsasia.com/stories/singaporelocalnews/view/1066660/1/.html|title=Satellite navigation ERP and electric cars possible on future road system|author=Channel NewsAsia|publisher=CNA|date=2010-06-10|access-date=2012-01-02|author-link=Channel NewsAsia|archive-date=2010-07-01|archive-url=https://web.archive.org/web/20100701192138/http://www.channelnewsasia.com/stories/singaporelocalnews/view/1066660/1/.html|url-status=dead}}</ref>

==== London ====
{{main article|London congestion charge}}
[[File:London Congestion Charge, Old Street, England.jpg|thumb|right|At Old Street, street markings and a sign (inset) with the white-on-red C alert drivers to the congestion charge in London.]]

A proposal by former Mayor of London [[Ken Livingstone]] would have resulted in a new pricing structure based on potential CO<sub>2</sub> emission rates by October 2008.<ref>{{cite web |title=CO<sub>2</sub> charging |author=Transport for London
 |url=http://www.tfl.gov.uk/roadusers/congestioncharging/7394.aspx |access-date=2008-04-06 |archive-url = https://web.archive.org/web/20080403045509/http://www.tfl.gov.uk/roadusers/congestioncharging/7394.aspx |archive-date = April 3, 2008 }}</ref>  Livingstone's successor as Mayor of London, [[Boris Johnson]], announced in July 2008 that the new CO<sub>2</sub> charging structure will no longer be implemented.<ref name="BBOct08">{{cite news |url=http://news.bbc.co.uk/1/hi/england/london/7494495.stm| title=Mayor quashes £25 C-charge hike |work=BBC News |date=2008-07-08|access-date=2008-08-16}}</ref> Johnson decided to remove the 2007 Western Extension from the congestion charging zone beginning on January 4, 2011, to increase the basic charge to {{£|10}}, and also to introduce an automated payment system called Congestion Charging Auto Pay (CC Auto Pay), which will charge vehicles based on the number of charging days a vehicle travels within the charging zone each month, and the drivers of these vehicles will pay a reduced {{£|9}} daily charge.<ref name=TfL2011>{{cite web|url=http://www.tfl.gov.uk/roadusers/congestioncharging/17094.aspx|title=Consultation results|publisher=[[Transport for London]]|access-date=2010-12-06}}</ref> In November 2012 [[Transport for London]] (TfL) presented a proposal to abolish the Greener Vehicle Discount,<ref>{{cite news|url=https://www.bbc.co.uk/news/uk-england-london-20400740|title=Congestion charge greener vehicles rule change planned|work=[[BBC News]]|date=2012-12-11|access-date=2012-11-20}}</ref> and the Ultra Low Emission Discount (ULED) went into effect on 1 July 2013, limiting the free access to the congestion charge zone to selected vehicles.<ref>{{cite web|url=http://www.greencarcongress.com/2013/04/uled-20130424.html|title=London to introduce new Ulta Low Emission Discount for Congestion Charge scheme; countering dieselization|publisher=[[Green Car Congress]]|date=2013-04-24|access-date=2013-04-24}}</ref><ref>{{cite news|url=https://www.theguardian.com/environment/2013/apr/24/pollution|title=London tightens up congestion charge in attempt to drive out diesel |work=[[The Guardian]]|date=2013-04-24|access-date=2013-04-24}}</ref><ref>{{cite news|url=https://www.bbc.co.uk/news/uk-england-london-23125082|title=New green discount for the congestion charge comes in|work=[[BBC News]]|date=2013-07-01|access-date=2013-07-02}}</ref> There has been criticism because during the first ten years since the scheme was implemented, gross revenue reached about £2.6&nbsp;billion, but only £1.2&nbsp;billion has been invested, meaning that 54% of gross revenues have been spent in operating the system and administrative expenses.<ref>{{cite news|url=https://www.standard.co.uk/news/transport/congestion-charge-has-cost-drivers-26bn-in-decade-but-failed-to-cut-traffic-jams-8496627.html|title=Congestion Charge 'has cost drivers £2.6bn in decade but failed to cut traffic jams' |author=Ross Lydall |work=[[London Evening Standard]]|date=2013-02-15|access-date=2015-02-15}}</ref>

A new toxicity charge, known as T-charge was introduced from 23 October 2017. Older and more polluting cars and vans that do not meet [[European emission standards#Toxic emission: stages and legal framework|Euro 4 standards]] will have to pay an extra £10 charge within the Congestion Charge Zone (CCZ).<ref name=TCharge>{{cite news | url=https://www.theguardian.com/environment/2017/feb/17/london-to-introduce-vehicle-pollution-charge-in-october-says-mayor-sadiq-khan |title=London to introduce £10 vehicle pollution charge, says Sadiq Khan | first=Rowena |last=Mason | work=[[The Guardian]] | date=2017-02-17 | access-date=2017-02-24}}</ref><ref name=TCharge02>{{cite news | url=http://www.autoexpress.co.uk/car-news/consumer-news/95559/london-introduces-new-10-t-charge-to-cut-vehicle-pollution |title=London introduces new £10 'T-charge' to cut vehicle pollution | first= Martin |last=Saarinen | work=[[Auto Express]] | date=2017-02-17 | access-date=2017-02-24 }}</ref>  On 8 April 2019, the T-charge was expanded into the [[Ultra Low Emission Zone]] (ULEZ).<ref>{{Cite news|url=https://www.bbc.com/news/uk-england-london-47815117|title=London's new pollution charge begins|date=2019-04-08|access-date=2019-04-08|language=en-GB}}</ref>

[[File:Milan Area C Porta Ticinese gate trimmed.jpg|thumb|200px|Entrance to [[Milan Area C]]]]

==== Milan ====
{{main article|Ecopass|Milan Area C}}

The Ecopass pollution charge ended on December 31, 2011, and was replaced by the [[Milan Area C|Area C]] scheme, which went into effect on January 16, 2012, initially as an 18-month pilot program. The Area C scheme is a conventional congestion pricing scheme and is based on the same Ecopass geographic area. Vehicles entering the charging zone incur a charge of {{euro|5}} regardless of their pollution level. However, residents inside the area have 40 free entries per year and then a discounted charge of {{euro|2}}.<ref name=corriere1/><ref>{{cite news|title=Pisapia lancia l'operazione Area C l'obiettivo: -20 per cento di traffico|url=http://milano.repubblica.it/cronaca/2011/12/18/news/pisapia_lancia_l_operazione_area_c_l_obiettivo_-20_per_cento_di_traffico-26795304/|access-date=2012-01-02|newspaper=Corriere della Sera Milano|date=2011-12-18|language=it}}</ref><ref name=AreaC/> [[Electric vehicle]]s, public utility vehicles, police and emergency vehicles, buses and taxis are exempted from the charge. [[Hybrid electric vehicle|Hybrid electric]] and [[bi-fuel]] [[natural gas vehicle]]s ([[CNG]] and [[Liquefied petroleum gas|LPG]]) were exempted until January 1, 2013, Exemption has been postponed until December 31, 2016.<ref name=AreaC>{{cite web|title=Congestion charge Milano: Area C, tariffe, divieti, esenti|url=http://sostenibile.blogosfere.it/2011/12/area-c-milano-divieti-regole-e-la-lista-degli-esenti.html|author=Rosario Mastrosimone|publisher=Sostenibile|date=2011-12-27|access-date=2012-01-02|language=it|archive-date=2012-01-10|archive-url=https://web.archive.org/web/20120110085750/http://sostenibile.blogosfere.it/2011/12/area-c-milano-divieti-regole-e-la-lista-degli-esenti.html|url-status=dead}}</ref>

The scheme was made permanent in March 2013. All net earnings from Area C are invested to promote [[sustainable mobility]] and policies to reduce [[air pollution]], including the redevelopment, protection and development of [[public transport]], "soft mobility" (pedestrians, [[cycling]], [[Zone 30]]) and systems to rationalize the distribution of goods.<ref>{{cite web|url=http://www.comune.milano.it/dseserver/webcity/comunicati.nsf/weball/02715EEE0A5B23ADC1257B3B0065658E|title=Area C. Istituita la congestion charge definitiva|language=it|trans-title=Area C. The congestion charge was made permanent|author=Comune di Milano|publisher=Comune di Milano|date=2013-03-17|access-date=2013-10-19}}</ref>

====Stockholm====
{{main article|Stockholm congestion tax}}
[[File:Automatic tollstation at Lilla Essingen Stockholm.jpg|thumb|right|200px|Automatic detection system at [[Stockholm]]'s first electronic gantry at [[Lilla Essingen]]]]

On 1 January 2016, congestion taxes were increased in the inner-city parts of [[Stockholm]], and also the congestion tax was introduced on [[Essingeleden]] [[motorway]]. This was the first increase of the tax since it was introduced permanently in 2007.<ref name=Stockholm2016/><ref name=Swedish012016>{{cite news | url=http://www.svd.se/hojd-och-ny-trangselavgift-ger-effekt | title=Höjd och ny trängselavgift ger effekt | language=sv |trans-title=Increase and new congestion charge gives effect | work=[[Svenska Dagbladet]] | date=2016-01-12 | access-date=2016-06-24}}</ref>

The congestion tax is being introduced at the access and exit ramps of two [[interchange (road)|interchange]]s on Essingeleden in order to reduce traffic jams in peak periods, and with shorter traffic jams on Essingeleden, the surrounding roads are expected to have shorter tailbacks. The transport agencies involved expected to reduce traffic on Essingeleden by some 10% in peak hours.<ref name=Stockholm2016/> One week after the tax began to be charged, traffic on the motorway had decreased by 22% compared to a normal day in mid-December.<ref name=Swedish012016/>

The tax increase was implemented not only to improve accessibility and the environment, but also to help develop the infrastructure. The additional funds will contribute to finance the extension of the [[Stockholm metro]].<ref name=Stockholm2016>{{cite web| url=https://www.transportstyrelsen.se/globalassets/global/vag/trangselskatt/congestion-tax-a4.pdf | title=On 1 January 2016, congestion taxes in Stockholm will be raised and congestion tax will be levied on Essingeleden | author=[[Swedish Transport Administration|Trafikverket (Swedish Transport Administration)]] and [[Swedish Transport Agency|Transportstyrelsen (Swedish Transport Agency)]] |publisher=Transportstyrelsen | year=2015 | access-date=2016-06-29}}</ref> As the Stockholm congestion tax varies by time of the day, the highest increase took place at the two busiest rush hour periods, 7:30 to 8:29, and 16:00 to 17:29, from SEK 20 to SEK 30. The objective was to steer the traffic towards other times of the day and public transport, and in this way reduce congestion in the Inner City area. Also the maximum amount levied was raised to SEK 105 per day and vehicle.<ref name=Stockholm2016/>

==== Norway ====
{{See also|Toll roads in Norway}}
Several cities in Norway have tolled entrances to the more central urban areas, the first being [[Bergen]] in 1986.
Starting with Trondheim in 2010, later in Kristiansand, Bergen and Oslo, time differing fees were introduced, so that rush hours (in Oslo 06.30 – 09.00 and 15.00 – 17.00) cost more. The price is (in 2020) typically NOK 28 (€2.37) per passage, but to enter Oslo to the inner city and leave means passing five stations which costs NOK 126 (€10,66).
[[File:NYC CRZ Sign.jpg|thumb|right|200px|Congestion Relief Zone sign in [[Manhattan]]]]

====New York City====
{{See also|Congestion pricing in New York City}}
Congestion pricing in New York City was implemented in 2025. Most vehicles entering [[Manhattan]] south of [[60th Street (Manhattan)|60th Street]] are charged a fee that varies throughout the day.<ref>{{cite web |last1=Hu |first1=Winnie |last2=Ley |first2=Ana |date=January 5, 2025 |title=New York City Welcomes Congestion Pricing With Fanfare and Complaints |url=https://www.nytimes.com/2025/01/05/nyregion/nyc-congestion-pricing-tolls.html |access-date=January 8, 2025 |website=The New York Times }}</ref><ref>{{cite web |last=Bridge |first=Rowan |date=January 5, 2025 |title=New York becomes first US city with congestion charge |url=https://www.bbc.com/news/articles/cjr2wn3zvqvo |access-date=January 8, 2025 |website=BBC Home}}</ref>

==== Old town centres ====
{{See also|Durham City congestion charge}}

Around [[Europe]] several relatively small cities, such as [[Durham, England|Durham]], England;<ref>{{cite news |title=Local welcome for congestion charge | date=2002-10-01 | url =http://news.bbc.co.uk/1/hi/england/2289692.stm | work =BBC| access-date = 2007-04-27}}</ref> [[Znojmo]], Czech Republic;<ref name="Znojmo">{{cite web |author=European Local Transport Information Service (ELTIS) |date=2007 |url=http://www.eltis.org/study_sheet.phtml?study_id=1560&lang1=en |title=Inner city access restriction for substainable mobility for inhabitants and tourists (Znojmo, Czech Republic) |access-date=2008-03-01 |url-status=dead |archive-url=https://web.archive.org/web/20090907033339/http://www.eltis.org/study_sheet.phtml?study_id=1560&lang1=en |archive-date=2009-09-07 }}</ref> [[Riga]], Latvia;<ref>{{cite news|url=https://www.telegraph.co.uk/travel/destinations/europe/latvia/727319/Riga-Weekend-to-remember.html|author=Helen Pickles |title=Riga: Weekend to remember|date=2003-04-22|publisher=Telegraph.co.uk|access-date=2013-04-13}}</ref> and [[Valletta]], Malta,<ref>[http://www.cva.gov.mt/ Controlled Vehicular Access] {{webarchive|url=https://web.archive.org/web/20120306095431/http://www.cva.gov.mt/ |date=2012-03-06 }}, CVA Technology, 1 May 2007</ref><ref name="valleta">{{cite web| url=http://www.maltamedia.com/artman2/publish/govt_politics/article_1745.shtml|title= Valletta traffic congestion considerably reduced|date= 2007-05-06|publisher=MaltaMedia News|access-date=2008-07-15}}</ref> have implemented congestion pricing to reduce traffic crowding, parking problems and pollution, particularly during the peak tourism season.

[[Durham City congestion charge|Durham]] introduced charges in October 2002, reducing vehicle traffic by 85% after a year; prior to this 3,000 daily vehicles had shared the streets with 17,000 pedestrians.<ref name="countypress">{{cite news |title=Country's First Congestion Charge is a Year Old Tomorrow | date=2003-09-30 | url =http://www.durham.gov.uk/durhamcc/pressrel.nsf/vweb/0E6AAA7F1E29973880256DB1002FFB5B?opendocument | work =Durham County Council | access-date = 2008-07-15|archive-url = https://web.archive.org/web/20071007090419/http://www.durham.gov.uk/durhamcc/pressrel.nsf/vweb/0E6AAA7F1E29973880256DB1002FFB5B?opendocument |archive-date = October 7, 2007}}</ref>

[[Valletta#Transport|Valletta]] has reduced daily vehicles entering the city from 10,000 to 7,900; making 400 readily available parking places in the center. There has been a 60% drop in car stays by non-residents of more than eight hours, but there has been a marked increase of 34% in non-residential cars visiting the city for an hour or less.<ref name="valleta"/><ref>{{cite web|url=http://www.eltis.org/study_sheet.phtml?study_id=1610&comments=1|title=Controlled Vehicle Access, Valleta, Malta|author=European Local Transport Information Service (ELTIS)|access-date=2008-04-05|url-status=dead|archive-url=https://web.archive.org/web/20090907033346/http://www.eltis.org/study_sheet.phtml?study_id=1610&comments=1|archive-date=2009-09-07}}</ref>

==== Rejected proposals ====
{{see also|Congestion charging in Greater Manchester|Edinburgh congestion charge|Electronic Road Pricing (Hong Kong)}} 

[[File:Manchester Congestion Charge.png|thumb|right|A map of [[Greater Manchester]] highlighting area of the rejected congestion charging scheme]]
[[Hong Kong]] conducted a pilot test on an [[Electronic Road Pricing (Hong Kong)|electronic congestion pricing]] system between 1983 and 1985 with positive results.<ref>[http://www.econ.hku.hk/~timhau/electronic_road_pricing.pdf Electronic road pricing. Developments in Hong Kong 1983–1986]</ref>  However, public opposition against this policy stalled its permanent implementation.

In 2002 [[Edinburgh congestion charge|Edinburgh]], United Kingdom, initiated an implementation process; a [[referendum]] was conducted in 2005,<ref>{{cite news |url=http://news.bbc.co.uk/1/hi/scotland/4239507.stm |title=Edinburgh to decide on road tolls |access-date=2008-07-15 |date=2005-02-07 |publisher=British Broadcasting Corporation |work=BBC News}}</ref> with a majority of 74.4% rejecting the proposal.<ref>{{cite news |url=http://news.bbc.co.uk/1/hi/scotland/4287145.stm |title=Edinburgh rejects congestion plan |publisher=British Broadcasting Corporation |work=BBC News |date=2005-02-22 |access-date=2008-07-15}}</ref><ref>{{cite news |url=https://www.telegraph.co.uk/news/ |title=Edinburgh votes on £2 road toll |first=Auslan |last=Cramb |date=2005-02-08 |access-date=2007-12-02 |work=The Daily Telegraph |archive-date=2007-03-08 |archive-url=https://web.archive.org/web/20070308092408/http://www.telegraph.co.uk/news/main.jhtml?xml=%2Fnews%2F2007%2F03%2F06%2Fwhurley106.xml |url-status=dead }}</ref>

Councils from across the [[West Midlands (county)|West Midlands]] in the United Kingdom, including [[Birmingham]] and [[Coventry]], rejected the idea of imposing congestion pricing schemes on the area in 2008, despite promises from central government of transport project funding in exchange for the implementation of a road pricing pilot scheme.<ref name="bbc_20080305">{{cite news |title=Road pricing proposals rejected  |date=2008-03-05 |work=BBC News |url=http://news.bbc.co.uk/1/hi/england/west_midlands/7278713.stm |access-date=2008-04-08}}</ref>

In 2007, [[New York congestion pricing|New York City]] shelved a proposal for a three-year pilot program for implementation in [[Manhattan]],<ref name="NYT0207">{{cite news | author = Daniel Gross|date = 2007-02-17|url=https://www.nytimes.com/2007/02/11/business/yourmoney/11view.html?_r=2&oref=slogin&oref=slogin|title= What's the Toll? It Depends on the Time of Day|work=The New York Times|access-date=2008-07-15|author-link = Daniel Gross (journalist)}}</ref><ref>{{cite news |author1=Danny Hakim |author2=Nicholas Confessore |date= 2007-07-17|url=https://www.nytimes.com/2007/07/17/nyregion/17congestion.html|title= Albany Rebuffs City Traffic Plan|work= The New York Times|access-date=2008-07-15}}</ref><ref>[http://www.nyc.gov/html/planyc2030/downloads/pdf/report_transportation.pdf A Greener, Greater New York PLANYC 2030. Transportation Report] {{webarchive|url=https://web.archive.org/web/20070703111917/http://www.nyc.gov/html/planyc2030/downloads/pdf/report_transportation.pdf |date=2007-07-03 }}</ref><ref>{{cite web|author=Transportation Alternatives|url=http://www.transalt.org/campaigns/congestion|title=Congestion Pricing|access-date=2008-03-01|url-status=dead|archive-url=https://web.archive.org/web/20080305132512/http://www.transalt.org/campaigns/congestion|archive-date=2008-03-05}}</ref> and a new proposition was denied in 2008,<ref>{{cite web|url=http://cityroom.blogs.nytimes.com/2008/04/07/congestion-pricing-plan-is-dead-assembly-speaker-says/index.html?hp|title=Congestion Pricing Plan Is Dead, Assembly Speaker Says|work=The New York Times|author=Nicholas Confessore|date=2008-04-07|access-date=2008-04-07|url-status=dead|archive-url=https://web.archive.org/web/20080411004333/http://cityroom.blogs.nytimes.com/2008/04/07/congestion-pricing-plan-is-dead-assembly-speaker-says/index.html?hp|archive-date=2008-04-11}}</ref> with potential federal grants of {{USD|354 million}} being reallocated to other American cities.<ref>{{cite web|author=Henry Goldman |title=New York Council Approves Manhattan Traffic Fees  |date=2008-04-01|url=https://www.bloomberg.com/apps/news?sid=at9mizGXi7y4&pid=20601103 |publisher=Bloomberg.com |access-date=2008-04-02}}</ref><ref name="NYT0408">{{cite news | url=https://www.nytimes.com/2008/04/08/nyregion/08congest.html?pagewanted=1&ei=5088&en=6327902f9d5026b0&ex=1365393600&partner=rssnyt&emc=rss |author= Nicholas Confessore |date=2008-04-08 | title=$8 Traffic Fee for Manhattan Gets Nowhere | work = The New York Times | access-date = 2008-04-08 }}</ref>

[[Manchester congestion charge|Greater Manchester]], United Kingdom, was considering a scheme with two cordons, one covering the main urban core of the [[Greater Manchester Urban Area]] and another covering the [[Manchester city centre]].<ref>{{cite news|url=http://www.manchestereveningnews.co.uk/news/s/1007/1007736_ccharge_details_revealed.html |title=C-charge details revealed |first=Alan |last=Salter |work=Manchester Evening News |publisher=M.E.N. Media Ltd |date=2007-05-05 |access-date=2008-07-15 |url-status=dead |archive-url=https://web.archive.org/web/20080708232606/http://www.manchestereveningnews.co.uk/news/s/1007/1007736_ccharge_details_revealed.html |archive-date=2008-07-08 }}</ref><ref>{{cite news |url=https://www.theguardian.com/society/2007/jul/27/communities.environment |title=Manchester makes move towards congestion charge |work=The Guardian |publisher=Guardian News and Media Limited |date=2007-07-27 |access-date=2008-07-15}}</ref><ref>{{cite web |url=https://www.bbc.co.uk/manchester/content/articles/2007/01/24/240106_road_pricing_feature.shtml |title=Traffic Congestion charging: FAQs |publisher=BBC Manchester |access-date=2008-07-15}}</ref> The measure was supported by the government,<ref>{{cite news|url=http://www.manchestereveningnews.co.uk/news/s/1053238_kelly_paves_way_for_ccharge|title=Kelly paves way for c-charge|author=David Ottewell |newspaper=Manchester Evening News|date=2008-06-09|access-date=2008-06-27}}</ref> but three local authorities rejected it ([[Metropolitan Borough of Bury|Bury]], [[Trafford]] and [[Metropolitan Borough of Stockport|Stockport]]); the support of two-thirds of Manchester's 10 local councils was needed for it to be implemented.<ref name="bbc20080109">{{cite news |title=Council to vote on road pricing |url=http://news.bbc.co.uk/1/hi/england/manchester/7178458.stm |date=2008-01-09 |access-date=2008-04-03 |publisher=British Broadcasting Corporation |work=BBC News}}</ref> A comprehensive transport investment package for Manchester, which included the congestion pricing element, was released for further public consultation and was to be subject of a referendum in December 2008.<ref>{{cite web
 |title=Greater Manchester TIF package unlocks up to £3 billion of investment 
 |url=http://www.gmpte.com/content.cfm?subcategory_id=103073&news_id=6042551 
 |date=2008-09-06 
 |access-date=2008-07-07 
 |publisher=Greater Manchester Public Transport Entity 
 |work=GMPTE 
 |url-status=dead 
 |archive-url=https://web.archive.org/web/20081116114401/http://www.gmpte.com/content.cfm?subcategory_id=103073 
 |archive-date=2008-11-16 
}}</ref> On 12 December 2008 the scheme was overwhelmingly rejected by 10 out of 10 councils by a public referendum.<ref>{{cite news |url=http://news.bbc.co.uk/1/hi/england/manchester/7778110.stm |title=Voters reject congestion charge |publisher=BBC |date=2008-12-12 |access-date=2008-12-12}}</ref>

==== Current proposals ====
{{See also|San Francisco congestion pricing}}
[[File:Golden Gate Bridge Front Traffic.jpeg|thumb|Traffic entering [[San Francisco]] through the [[Golden Gate Bridge]].]]
<!--Country/cases listed in chronological order.-->

===== United States =====

In August 2007, the [[United States Department of Transportation]] selected five metropolitan areas to initiate congestion pricing demonstration projects under the [[Urban Partnerships Congestion Initiative]], for US$1&nbsp;billion of federal funding.<ref>{{cite web| url=http://www.upa.dot.gov/index.htm| title=Urban Partnerships |publisher = U.S. Department of Transportation|access-date=2008-06-20|archive-url = https://web.archive.org/web/20080628162520/http://www.upa.dot.gov/index.htm |archive-date = June 28, 2008}}</ref>  The five projects under this initiative are [[Golden Gate Bridge]] in [[San Francisco]],<ref>{{cite web|url=http://www.upa.dot.gov/agreements/sanfrancisco.htm|title=San Francisco Urban Partnership Agreement|publisher=U.S. Department of Transportation|access-date=2008-06-20|archive-date=2008-08-07|archive-url=https://web.archive.org/web/20080807161518/http://www.upa.dot.gov/agreements/sanfrancisco.htm|url-status=dead}}</ref> [[Washington State Route 520|State Route 520]] serving downtown [[Seattle]] and communities to its east,<ref>{{cite web|url=http://www.upa.dot.gov/agreements/seattle.htm |title=Seattle (Lake Washington) Urban Partnership Agreement |publisher=U.S. Department of Transportation |access-date=2008-06-20 |url-status=dead |archive-url=https://web.archive.org/web/20080807161601/http://www.upa.dot.gov/agreements/seattle.htm |archive-date=August 7, 2008 }}</ref> Interstate 95 between [[Miami]] and [[Ft. Lauderdale]],<ref>{{cite web| url=http://www.upa.dot.gov/agreements/miami.htm| title=Miami Urban Partnership Agreement|publisher = U.S. Department of Transportation|access-date=2008-06-20|archive-url = https://web.archive.org/web/20080503024205/http://www.upa.dot.gov/agreements/miami.htm |archive-date = May 3, 2008}}</ref> Interstate 35W serving downtown [[Minneapolis]],<ref>{{cite web|url=http://www.upa.dot.gov/agreements/minneapolis.htm |title=Minneapolis Urban Partnership Agreement |publisher=U.S. Department of Transportation |access-date=2008-06-20 |url-status=dead |archive-url=https://web.archive.org/web/20080807161643/http://www.upa.dot.gov/agreements/minneapolis.htm |archive-date=August 7, 2008 }}</ref> and a variable rate parking meter system in [[Chicago]] plus [[Metro ExpressLanes]] in Los Angeles County, which replaced New York City after it left the program in 2008.<ref>{{cite news | url=http://cityroom.blogs.nytimes.com/2008/04/29/chicago-gets-new-yorks-congestion-money/?scp=1-b&sq=congestion+pricing+Chicago&st=nyt|title=Chicago Gets New York's Congestion Money|date=2008-04-29|access-date=2008-06-20|author=Jennifer Lee|work=The New York Times}}</ref>

[[San Francisco]] transport authorities began a feasibility study in 2006 to evaluate the introduction of congestion pricing.<ref>{{cite web |url=http://www.sfcta.org/content/view/468/288/ |publisher=[[San Francisco County Transportation Authority]] |title=Mobility, Access and Pricing Study |access-date=2010-06-21 |url-status=dead |archive-url=https://web.archive.org/web/20090614065454/http://www.sfcta.org/content/view/468/288/ |archive-date=2009-06-14 }}</ref><ref name="SFMobP01">{{cite web|url=http://www.sfcta.org/images/stories/Planning/CongestionPricingFeasibilityStudy/PDFs/mobility_factsheet_v3.pdf|publisher=[[San Francisco County Transportation Authority]]|title=Mobility, Access and Pricing Study (MAPS) Fact Sheet|access-date=2010-06-21}} ''Available for download''</ref> The charge would be combined with other traffic reduction implementations, allowing money to be raised for public transit improvements and bike and pedestrian enhancements.<ref>{{cite news|author=Rachael Gordon | url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2007/09/19/MNKJS8LM4.DTL | title=S.F. studying congestion pricing to ease traffic, promote transit |newspaper = San Francisco Chronicle |date=2007-09-19|access-date=2008-07-15}}</ref> The initial pricing scenarios were presented in public meetings conducted in December 2008,<ref name="NYTimes01_09">{{cite news|url=https://www.nytimes.com/2009/01/04/us/04congestion.html|title=San Francisco Studies Fees to Ease Traffic|work=The New York Times|author=Malia Wollan|date=2009-01-04|access-date=2009-02-22}}</ref> and the final study results were announced in November 2010, proposing modified alternatives based on the public's feedbacks, and the updated proposal calls for implementing a six-month to one-year trial in 2015.<ref name=SFG1111>{{cite news|url=https://www.sfgate.com/news/article/S-F-may-hit-drivers-with-variety-of-tolls-3246294.php|title=S.F. may hit drivers with variety of tolls|work=[[San Francisco Chronicle]]|author=Rachel Gordon|date=2010-11-11|access-date=2010-12-05}}</ref><ref name=ABC1110>{{cite news|url=https://abc7news.com/archive/7779319/|title=SF considers downtown congestion pricing|work=ABC7 News San Francisco|author=Heather Ishimaru|date=2010-11-10|access-date=2010-12-05|archive-date=2011-06-29|archive-url=https://web.archive.org/web/20110629050131/http://abclocal.go.com/kgo/story?section=resources/traffic&id=7779319|url-status=live}}</ref> {{update inline|date=April 2019}}

Governor [[Andrew Cuomo]] reintroduced a [[Congestion pricing in New York City|congestion pricing proposal for New York City]] in 2017 in response to the [[New York City Subway]]'s [[History of the New York City Subway#2017 state of emergency|state of emergency]], a proposal that Mayor [[Bill de Blasio]] opposed. A commission to investigate the feasibility of congestion pricing, organized in late 2017, found that a congestion pricing scheme could benefit New York City.<ref name="NYT: Whose Time">{{Cite news |last1=Santora |first1=Marc |title=Cuomo Calls Manhattan Traffic Plan an Idea 'Whose Time Has Come' |work=[[The New York Times]] |date=August 13, 2017 |url=https://www.nytimes.com/2017/08/13/nyregion/cuomo-rethinks-opposition-to-tolls-to-ease-manhattan-traffic.html |issn=0362-4331 |df=mdy-all }}</ref><ref>{{Cite news|url=https://www.nytimes.com/2017/08/21/nyregion/de-blasio-congestion-pricing.html|title=Mayor de Blasio Says He 'Does Not Believe' in Congestion Pricing|last=Goodman|first=J. David|date=August 21, 2017|work=The New York Times|access-date=August 23, 2017|language=en-US|issn=0362-4331}}</ref><ref>{{Cite news|url=https://www.nytimes.com/2017/11/28/nyregion/congestion-pricing-new-york.html|title=New York's Tilt Toward Congestion Pricing Was Years in the Making|last=Hu|first=Winnie|date=November 28, 2017|work=The New York Times|access-date=November 30, 2017|language=en-US|issn=0362-4331}}</ref><ref>{{cite news | last1=Dwyer | first1=Jim | last2=Hu | first2=Winnie | title=Driving a Car in Manhattan Could Cost $11.52 Under Congestion Plan | newspaper=The New York Times | date=2018-01-19 | url=https://www.nytimes.com/2018/01/18/nyregion/driving-manhattan-congestion-traffic.html }}</ref> Cuomo's congestion pricing plan was approved in March 2019, though congestion pricing in New York City would not go into effect until 2022 at the earliest. New York City's congestion pricing zone will be the first in North America.<ref name="Griswold 2019">{{cite web | last=Griswold | title=New York's congestion pricing will make it more expensive to drive in Manhattan | website=Quartz | date=March 31, 2019 | url=https://qz.com/1584287/new-yorks-congestion-pricing-will-make-it-more-expensive-to-drive-in-manhattan/ | access-date=March 1, 2019}}</ref><ref name="curbed 20190401">{{cite web | last=Plitt | first=Amy | title=NYC poised to implement the country's first congestion pricing program | website=Curbed NY | date=March 1, 2019 | url=https://ny.curbed.com/2019/4/1/18290323/nyc-traffic-congestion-pricing-state-budget | access-date=March 1, 2019}}</ref><ref>{{cite web | title=Congestion pricing passes without key details | website=am New York | date=March 1, 2019 | url=https://www.amny.com/transit/mta-congestion-pricing-cuomo-1.29209432 | access-date=March 1, 2019}}</ref> The [[Federal Highway Administration]] gave its final approval on June 26, 2023, allowing the MTA to begin setting toll rates for the proposed congestion zone. Implementation was scheduled for 30 June 2024,<ref name="nyt-2023-06-26">{{Cite news |last=Ley |first=Ana |date=2023-06-26 |title=Congestion Pricing Plan in New York City Clears Final Federal Hurdle |language=en-US |work=The New York Times |url=https://www.nytimes.com/2023/06/26/nyregion/nyc-congestion-pricing.html |access-date=2023-06-27 |issn=0362-4331}}</ref><ref name="Simko-Bednarski 2023 j706">{{cite web |last=Simko-Bednarski |first=Evan |date=June 26, 2023 |title=NYC's congestion pricing clears last hurdle as feds give final sign-off |url=https://www.nydailynews.com/new-york/ny-congestion-pricing-new-york-city-department-transportation-20230626-f2zf7bvu3vgkdgutxlwf3dx3ia-story.html |access-date=June 27, 2023 |website=New York Daily News}}</ref> but in an announcement by Governor Kathy Hochul on 5 June 2024, the plan was indefinitely postponed.<ref>{{Cite web |date=2024-06-05 |title=Congestion pricing in New York City postponed, official says |url=https://abc7ny.com/post/congestion-pricing-nyc-kathy-hochul-start-delay/14912968/ |access-date=2024-06-05 |website=ABC7 New York }}</ref><ref>{{Cite news|last=Ashford|first=Grace|date=2024-06-05|title=Hochul Halts Congestion Pricing in a Stunning 11th-Hour Shift|url=https://www.nytimes.com/2024/06/05/nyregion/congestion-pricing-pause-hochul.html|access-date=2024-06-05|work=The New York Times|language=en-US|issn=0362-4331}}</ref> In November 2024, Hochul announced an intent for the toll to go forward with a planned implementation on 5 January 2025, at a reduced rate.<ref name="nyt-2024-11-13">{{cite web |last1=Fitzsimmons |first1=Emma G. |last2=Ashford |first2=Grace |last3=Hu |first3=Winnie |date=November 13, 2024 |title=New York to Revive Congestion Pricing With $9 Toll |url=https://www.nytimes.com/2024/11/13/nyregion/congestion-pricing-nine-dollars.html |access-date=November 14, 2024 |website=The New York Times |postscript=none}}; {{cite web |last1=Hoogensen |first1=Finn |last2=Mannarino |first2=Dan |last3=Mocker |first3=Greg |date=November 13, 2024 |title=New NYC congestion pricing plan to reduce toll: sources |url=https://pix11.com/news/local-news/new-nyc-congestion-pricing-plan-to-be-announced-sources/ |access-date=November 14, 2024 |website=PIX11 |postscript=none}}; {{cite web |last1=Bergin |first1=Brigid |last2=Kim |first2=Elizabeth |last3=Nessen |first3=Stephen |last4=Campbell |first4=Jon |date=November 13, 2024 |title=Gov. Hochul to relaunch congestion pricing with $9 base toll, sources say |url=https://gothamist.com/news/hochul-to-relaunch-congestion-pricing-with-9-base-toll-sources |access-date=November 14, 2024 |website=Gothamist}}</ref>

===== China =====

[[File:Beijing pollution.jpg|thumb|Severe air pollution in [[Beijing]]. Motor vehicle emissions account for 31% of the city's smog sources.<ref name=Beijing2015/>]]

In September 2011, local officials announced plans to introduce congestion pricing in [[Beijing]]. No details were provided regarding the magnitude of the congestion charges or the charge zone.<ref>{{cite news | url=https://www.bbc.co.uk/news/world-asia-pacific-14761711|title=Beijing 'plans congestion charge' to ease traffic woes|date=2011-09-02|access-date=2011-09-07|work=[[BBC News]]}}</ref> The measure was initially proposed in 2010 and was recommended by the [[World Bank]].<ref>{{cite web|url=http://news.xinhuanet.com/english2010/indepth/2010-12/21/c_13657902.htm|title=Time to fix traffic in Beijing|author=China Daily|publisher=Xinhuanet|date=2010-12-21|access-date=2011-09-07|url-status=dead|archive-url=https://web.archive.org/web/20101224153615/http://news.xinhuanet.com/english2010/indepth/2010-12/21/c_13657902.htm|archive-date=2010-12-24}}</ref><ref name="BJreview10">{{cite web|url=http://www.bjreview.com.cn/forum/txt/2010-05/31/content_275536.htm|title=Will Congestion Pricing Relieve Traffic Jams?|publisher=[[Beijing Review]]|date=2010-05-31|access-date=2011-09-07}}</ref> A similar scheme was proposed for the city [[Guangzhou]], [[Guangdong]] province, in early 2010. The city opened a public discussion on whether to introduce congestion charges. An online survey conducted by two local news outlets found that 84.4% of respondents opposed the charges.<ref name="BJreview10" />

In December 2015, the Beijing Municipal Commission of Transport announced plans to introduce congestion charges in 2016. According to city's motor vehicle emission control plan 2013–2017, the congestion charge will be a real-time [[variable pricing]] scheme based on actual traffic flows and emissions data, and allow the fee to be charged for different vehicles and varying by time of the day and for different districts. The [[Dongcheng District, Beijing|Dongcheng]] and [[Xicheng]] are among the districts that are most likely to firstly implement congestion charge. Vehicle emissions account for 31% of the city's smog sources, according to Beijing Environmental Protection Bureau. The local government has implemented already several policies to address air quality and congestion, such as a [[driving restriction]] scheme based upon the last digits on their license plates.<ref name=Beijing2015>{{cite news|url=http://www.chinadaily.com.cn/china/2015-12/03/content_22621398.htm |title=Beijing mulls congestion charge|publisher=[[China Daily]] |work=[[Xinhua News Agency]]|date=2015-12-03|access-date=2015-12-07}}</ref><ref>{{cite news |url=http://autonews.gasgoo.com/china-news/beijing-plans-to-implement-congestion-charge-nex-151204.shtml |title=Beijing Plans to Implement "Congestion Charge" Next Year |author=Natasha Li |work=Gasgoo.com |date=2015-12-04 |access-date=2015-12-07 |archive-date=2015-12-12 |archive-url=https://web.archive.org/web/20151212110439/http://autonews.gasgoo.com/china-news/beijing-plans-to-implement-congestion-charge-nex-151204.shtml |url-status=dead }}</ref> Also a vehicle quota system was introduced in 2011, awarding new car licenses through a lottery, with a ceiling of 6&nbsp;million units set by the city authority for 2017.<ref name=Beijing052016>{{cite news | url=https://www.bloomberg.com/news/articles/2016-05-25/beijing-seeks-to-legislate-car-quotas-as-it-mulls-congestion-fee | title=Beijing Seeks to Legislate Car Quotas as It Mulls Congestion Fee  | work=[[Bloomberg News]] | date=2016-05-25 | access-date=2016-05-28}}</ref> In May 2016, the Beijing city legislature announced it will consider to start levying traffic congestion charges by 2020 as part of a package of measures to reform the vehicle quota system.<ref name=Beijing052016/>  {{As of|2016|06}}, the city's environmental and transport departments are working together on a congestion pricing proposal.<ref name=China2016>{{cite news | url=https://www.economist.com/news/china/21700676-chinese-love-their-cars-do-not-want-pay-more-driving-them-great-crawl?frsc=dg%7Ca | title=The great crawl | newspaper=[[The Economist]] | date=2016-06-18 | access-date=2016-06-22}} From the print edition.</ref>

===== Brazil =====
[[File:Traffic jam Marginal Pinheiros 6122 SAO 07 2009.jpg|thumb|Traffic congestion on [[Marginal Pinheiros]], near downtown [[São Paulo]]. According to ''[[Time (magazine)|Time]]'' magazine, São Paulo has the world's worst traffic jams.<ref name=Times_SP>{{Cite magazine|url= http://www.time.com/time/world/article/0,8599,1733872,00.html |archive-url= https://web.archive.org/web/20080423172358/http://www.time.com/time/world/article/0,8599,1733872,00.html |url-status= dead |archive-date= April 23, 2008 |title=The World's Worst Traffic Jams|magazine=Time|date=2008-04-21|access-date=2013-06-27|author= Andrew Downie}}</ref> Drivers are informed through [[variable message sign]]s the prevailing [[Queueing theory|queue length]].]]

In January 2012, the [[federal government of Brazil]] enacted the Urban Mobility Law that authorizes municipalities to implement congestion pricing to reduce traffic flows. The law also seeks to encourage the use of public transportation and reduce air pollution. According to the law, revenues from congestion charges should be destined exclusively to urban infrastructure for public transportation and non-motorized modes of locomotion (such as [[walking]] and [[cycling]]), and to finance public subsidies to transit fares. The law went into effect in April 2013.<ref>{{cite news|url=http://www.estadao.com.br/noticias/cidades,lei-federal-autoriza-criacao-de-pedagio-urbano-por-prefeituras,820711,0.htm|title=Lei federal autoriza criação de pedágio urbano por prefeituras|language=pt|trans-title=Federal law authorizes the creation of congestion pricing by local governments|author1=Marta Salomon |author2=Iuri Dantas |author3=Andréa Jubé Vianna |work=[[O Estado de S. Paulo]]|date=2012-01-09|access-date=2013-06-26}}</ref><ref>{{cite news|url=http://noticias.r7.com/brasil/noticias/dilma-aprova-lei-que-preve-pedagio-urbano-20120104.html|title=Dilma aprova lei que prevê pedágio urbano|language=pt|trans-title=Dilma approves law that allows congestion pricing|author=Agência Estado|work=R7 Noticias|date=2012-01-04|access-date=2013-06-26|archive-url=https://web.archive.org/web/20130511221446/http://noticias.r7.com/brasil/noticias/dilma-aprova-lei-que-preve-pedagio-urbano-20120104.html|archive-date=2013-05-11|url-status=dead}}</ref><ref>{{cite web|url=http://www.planalto.gov.br/ccivil_03/_ato2011-2014/2012/lei/l12587.htm|title=Lei Nº 12.587, de 3 de Janeiro de 2012|language=pt|trans-title=Law N. 12.587 of January 3rd, 2012|author=Presidência da República|publisher=Presidência da República, Casa Civil|date=2012-01-03|access-date=2013-06-26}} ''See article 23''.</ref>

In April 2012, one of the committees of the [[São Paulo]] [[city council]] approved a bill to introduce congestion pricing within the same area as the existing [[road space rationing]] ({{langx|pt|Rodízio veicular}}) by the last digit of the license plate, which has been in force 1996. The proposed charge is R$4 (~ {{USD|2}}) per day and it is expected to reduce traffic by 30% and raise about R$2.5&nbsp;billion (~ {{USD|1.25}} billion) per year, most of which will be destined to the expansion of the [[São Paulo Metro]] system and bus corridors. The bill still needs approval by two other committees before going for a final vote at the city council. Since 1995, 11 bills have been presented in the city council to introduce congestion pricing.<ref>{{cite news|url=http://g1.globo.com/sao-paulo/noticia/2012/04/projeto-que-cria-pedagio-urbano-passa-em-comissao-na-camara-de-sp.html|title=Projeto que cria pedágio urbano passa em comissão na Câmara de SP|language=pt|trans-title=Bill to create congestion pricing passed in commission of the São Paulo city council|author=Roney Domingos|work=[[O Globo]]|date=2012-04-25|access-date=2013-06-27}}</ref><ref>{{cite news|url=http://noticias.terra.com.br/brasil/transito/pedagio-urbano-de-sao-paulo-pode-custar-ate-r-88-por-mes,b769e7948c1da310VgnCLD200000bbcceb0aRCRD.html|title=Pedágio urbano de São Paulo pode custar até R$ 88 por mês |language=pt|trans-title=São Paulo's congestion pricing could cost up to R$88 per month|work=Terra|date=2012-04-26|access-date=2013-06-27}}</ref> Opinion surveys have shown that the initiative is highly umpopular. A survey by [[Veja (magazine)|''Veja'']] magazine found that 80% of drivers are against congestion pricing, and another survey by ''[[Exame]]'' magazine found that only 1% of São Paulo's residents support the initiative, while 30% find that extending the metro system is a better solution to reduce traffic congestion.<ref>{{cite news|url=http://veja.abril.com.br/blog/ricardo-setti/politica-cia/perdendo-30-bilhoes-de-reais-por-ano-por-congestionamentos-de-transito-sp-mira-o-exemplo-do-pedagio-urbano-de-londres/|title=Perdendo 30 bilhões de reais por ano por congestionamentos de trânsito, SP mira o exemplo do pedágio urbano de Londres|language=pt|trans-title=Lossing 30 billion reais per year due to traffic congestion, São Paulo looks at the example of London congestion charges|author=Claudia Jordão e Maria Paola de Salvo|work=[[Veja (magazine)|Veja São Paulo]]|date=2012-06-20|access-date=2013-06-27|url-status=dead|archive-url=https://web.archive.org/web/20131219055853/http://veja.abril.com.br/blog/ricardo-setti/politica-cia/perdendo-30-bilhoes-de-reais-por-ano-por-congestionamentos-de-transito-sp-mira-o-exemplo-do-pedagio-urbano-de-londres/|archive-date=2013-12-19}}</ref><ref>{{cite news|url=http://exame.abril.com.br/brasil/noticias/paulistano-nao-quer-pedagio-urbano-segundo-datafolha|title=Paulistano não quer pedágio urbano, segundo Datafolha|language=pt|trans-title=São Paulo residents do not want congestion pricing according to Datafolha |author=Amanda Previdelli|work=[[Exame (magazine)|Exame]]|date=2012-06-11|access-date=2013-06-27}}</ref> São Paulo's strategic urban development plan "SP 2040", approved in November 2012, proposes the implementation of congestion pricing by 2025, when the density of metro and bus corridors is expected to reach 1.25&nbsp;km/km<sup>2</sup>. The Plan also requires ample consultation and even a [[referendum]] before beginning implementation.<ref>{{cite news|url=http://www1.folha.uol.com.br/cotidiano/1184743-pedagio-urbano-e-incineracao-de-lixo-estao-entre-as-propostas-da-sp-2040.shtml|title=Pedágio urbano e incineração de lixo estão entre as propostas da SP 2040 |language=pt|trans-title=Congestion pricing and waste incineration are among the proposals of SP 2040|work=[[Folha de S.Paulo]]|date=2012-11-13|access-date=2013-06-27}}</ref>

===== Thailand =====
{{Main|Congestion pricing in Bangkok}}
In October 2024, Thailand's [[Ministry of Transport (Thailand)|Ministry of Transport]] announced plans for a 40-50 [[Thai baht|Baht]] congestion charge for motorists who enter streets in inner [[Bangkok]].<ref name=":3">{{Cite news |last= |first= |title=B40-50 congestion charge on inner-Bangkok streets |url=https://www.bangkokpost.com/thailand/general/2885441/b40-50-congestion-charge-to-subsidise-b20-rail-fares |access-date=2024-10-20 |work=Bangkok Post |date= 17 October 2024|language=en}}</ref> The funds would be used to subsidize a 20 Baht fare for all railway lines in [[Bangkok Metropolitan Region|Greater Bangkok]].<ref name=":3" /> The plans were supported by [[Governor of Bangkok]] [[Chadchart Sittipunt]], who advocated for an expansion of Bangkok's transit network, including electric train and bus service along with pedestrian infrastructure.<ref>{{Cite news |last= |first= |title=Congestion charge for Bangkok gets governor Chadchart's nod |url=https://www.bangkokpost.com/thailand/general/2886783/congestion-charge-for-bangkok-gets-governor-chadcharts-nod |access-date=2024-10-20 |work=Bangkok Post |date= 20 October 2024|language=en}}</ref>

=== Urban corridors and toll rings ===
[[File:Chile Costanera Norte crossing downtown Santiago.JPG|thumb|"[[Costanera Norte]]" Freeway, crossing downtown with 100% free flow, [[Santiago]], Chile]]
Congestion pricing has also been implemented in urban freeways. Between 2004 and 2005, [[Santiago]] implemented the first 100% non-stop urban toll for a freeway passing through a downtown area,<ref>{{cite web |url=http://www.cfit.gov.uk/map/southamerica-chile-santiago.htm |title=Road Charging Scheme: South America – Chile, Santiago de Chile |author=UK Commission on Integrated Transport |access-date=2008-07-04 |url-status=dead |archive-url=https://web.archive.org/web/20080421115116/http://www.cfit.gov.uk/map/southamerica-chile-santiago.htm |archive-date=April 21, 2008 }}</ref> charging by the distance traveled.<ref>{{cite web |url=http://www.cnorte.cl |title=Costanera Norte Freeway |author=Costanera Norte Freeway |language=es}}</ref> Congestion pricing has been used since 2007 during rush hours in order to maintain reasonable speeds within the city core.<ref>{{cite web |url=http://www.costaneranorte.cl/pdfs/tarifas10.pdf |title=Costanera Norte Tarifas 2010 |publisher=Sociedad Concesionaria Costanera Norte |access-date=2010-02-27 |language=es |url-status=dead |archive-url=https://web.archive.org/web/20100215151551/http://www.costaneranorte.cl/pdfs/tarifas10.pdf |archive-date=February 15, 2010 }} Three different tolls are charged based on pre-set average operating speeds: basic non-peak hour, basic rush hour, and fixed congestion toll.</ref><ref>{{cite web|url=http://www.odecu.cl/index.php?option=com_content&task=view&id=612&Itemid=195|archive-url=https://web.archive.org/web/20110707011840/http://www.odecu.cl/index.php?option=com_content&task=view&id=612&Itemid=195|url-status=dead|archive-date=2011-07-07|title=Autopistas urbanas proponen subir tarifas y el MOP elabora plan para auditar alzas|publisher=ODECU|date=2009-07-15|access-date=2010-02-27|language=es}}</ref>

[[Norway]] pioneered the implementation of [[electronic toll collection|electronic urban tolling]] in the main corridors of Norway's three major cities: [[Bergen (city)|Bergen]] (1986), [[Oslo]] (1990), and [[Trondheim]] (1991).<ref>{{cite journal|title=Norway's urban toll rings: evolving towards congestion charging? |journal=Transport Policy |volume=13 |issue=5 |pages=367–378 |author=Ieromanachou, Potter and Warren|date=September 2006|doi=10.1016/j.tranpol.2006.01.003}}</ref> In Bergen cars can only enter the central area using a toll road, so that the effect is similar to a congestion charge. Though initially intended only to raise revenues to finance road infrastructure, the urban toll ring at Oslo created an unintended congestion pricing effect, as traffic decreased by around 5%. The [[Trondheim Toll Scheme]] also has congestion pricing effects, as charges vary by time of day. The Norwegian authorities pursued authorization to implement congestion charges in cities, and legislation was approved by Parliament in 2001.<ref>{{cite web |url=http://www.piarc.org/library/aipcr/1/88FDcnh3295yCfA04Vm71nCN.pdf |title=Urban Tolling in Norway |page=5 |author=Wærsted, Kristian |url-status=dead |archive-url=https://web.archive.org/web/20110807174435/http://www.piarc.org/library/aipcr/1/88FDcnh3295yCfA04Vm71nCN.pdf |archive-date=2011-08-07 }}</ref> In October 2011 the Norwegian government announced the introduction of rules allowing congestion charging in cities. The measure is intended to  cut [[greenhouse gas]] and air pollutant emissions, and relieve traffic congestion.<ref>{{cite web|url=http://www.aecc.eu/en/content/pdf/AECC%20Newsletter%20September-October%202011.pdf|title=Norway to allow Congestion Charging|author=AECC|publisher=AECC Newsletter: International Regulatory Developments|date=September 2011|access-date=2015-11-17|url-status=dead|archive-url=https://web.archive.org/web/20151117163944/http://www.aecc.eu/en/content/pdf/AECC%20Newsletter%20September-October%202011.pdf|archive-date=2015-11-17}} See pp. 7</ref> {{As of|2015|11}}, Norwegian authorities have implemented urban charging schemes that operates both on the motorways and for access into downtown areas in five additional cities or municipalities: [[Haugesund (town)|Haugesund]], [[Kristiansand (town)|Kristiansand]], [[Namsos (town)|Namsos]], [[Stavanger (city)|Stavanger]], and [[Tønsberg]].<ref>{{cite web|url=http://urbanaccessregulations.eu/countries-mainmenu-147/norway-mainmenu-197/namsos-charging-scheme|title=Urban Access Regulations: Norway Road Charging|author=Sadler Consultants Ltd.|publisher=CLARS (Charging, Low Emission Zones, other Access Regulation Schemes)|year=2015|access-date=2015-11-17|archive-date=2015-11-17|archive-url=https://web.archive.org/web/20151117101732/http://urbanaccessregulations.eu/countries-mainmenu-147/norway-mainmenu-197/namsos-charging-scheme|url-status=dead}}</ref>

The Norwegian electronic toll collection system is called [[Autopass|AutoPASS]] and is part of the joint venture [[EasyGo]].

=== Single facilities ===

==== Urban ====
[[File:FasTrak Orange County.jpg|thumb|[[FasTrak]] [[High-occupancy toll lane|HOT lanes]] at [[91 Express Lanes]], at [[Orange County, California]]]]

Congestion pricing has also been applied to specific roadways.<ref>{{Cite book | last1 = Small |first1 = Kenneth A. | last2 = José A. Gomez-Ibañez | year = 1998 | title = Road Pricing for Congestion Management: The Transition from Theory to Policy| publisher = The University of California Transportation Center, University of California at Berkeley| pages = 226–232 }}</ref> The first of this kind of specific schemes allowed users of low or single-occupancy vehicles to use a [[high-occupancy vehicle lane]]s (HOV) if they pay a toll. This scheme is known as [[high-occupancy toll lane|high-occupancy toll lanes (HOT) lanes]], and it has been introduced mainly in the United States and [[Canada]]. The first practical implementations was [[California]]'s private toll [[91 Express Lanes]], in [[Orange County, California|Orange County]] in 1995, followed in 1996 by [[Interstate 15 in California|Interstate 15]] in [[San Diego]]. There has been controversy over this concept, and HOT schemes have been called "[[Lexus]]" lanes, as critics see this new pricing scheme as a perk to the rich.<ref>{{cite news |author = Dave Downey | date= 2007-01-07 |url=http://www.nctimes.com/articles/2007/01/08/news/top_stories/1707192359.txt|title = The HOT lane hype |newspaper= The North County Times| access-date=2008-07-15}}</ref><ref>{{cite web|author=Metropolitan Transportation Commission |url=http://www.mtc.ca.gov/planning/hov/faq.htm |title=High-Occupancy-Vehicle (HOV) and High-Occupancy/Toll (HOT) Lanes: Frequently Asked Questions |access-date=2008-03-01 |url-status=dead |archive-url=https://web.archive.org/web/20080603081534/http://www.mtc.ca.gov/planning/hov/faq.htm |archive-date=2008-06-03 }}</ref><ref>{{cite news|author= Bob Hugman|date= 2007-04-08 |url=https://www.washingtonpost.com/wp-dyn/content/article/2007/04/06/AR2007040601602.html|title= Not Such a HOT Idea: 'Lexus Lanes' Could Ruin Virginia's Highly Successful HOV System|newspaper= The Washington Post|access-date=2008-07-15}}</ref> According to the [[Texas A&M University|Texas A&M Transportation Institute]], by 2012 there were in the United States 722 corridor-miles of HOV lanes, 294 corridor-miles of HOT/Express lanes and 163 corridor-miles of HOT/Express lanes under construction.<ref>{{cite web|url=http://www.uli.org/wp-content/uploads/2013/03/When-the-Road-Price-is-Right_web_F.pdf|title=When the Road Price Is Right – Land Use, Tolls, and Congestion Pricing|author=[[Urban Land Institute]] (ULI) |publisher=Urban Land Institute|year=2013|access-date=2013-04-09}} See Figure 2, p. 6</ref>

Congestion pricing in the form of variable tolls by time-of-the-day have also been implemented in bridges and tunnels providing access to the [[central business district]]s of several major cities. In most cases there was a toll already in existence. [[Dynamic pricing]] is relatively rare compared to [[variable pricing]]. One example of dynamic tolling is [[Interstate 66]] in the Washington, D.C., metro area, where at times of severe congestion tolls can reach almost {{USD|50}}.<ref name=express-lanes>{{Cite web|url=http://66expresslanes.org/using_the_lanes/default.asp|title=66 Express Lanes - Inside the Beltway :: Using the Lanes |website=66expresslanes.org|access-date=2019-09-02}}</ref> However, on average, round trip prices are much lower: $11.88 (2019), $5.04 (2020), $4.75 (2021).<ref>{{cite web|url=http://www.66expresslanes.org/documents/66_itb_expresslanes_2022_annual_report.pdf|title=I-66 Express Lanes Inside the Beltway|author=[[Virginia Department of Transportation]]|access-date=2024-04-03}}</ref>

[[File:Sydney Harbour Bridge from the air.JPG|thumb|left|Variable tolls by time-of the-day were implemented on the [[Sydney Harbour Bridge]] in January 2009.]]

In March 2001, the [[Port Authority of New York and New Jersey]] (PANYNJ) implemented a discount on regular toll fees during off-peak hours for those vehicles paying electronically with an [[E-ZPass]] issued in New York State. These discount toll was implemented at several tunnels and bridges connecting [[New York City]] and [[New Jersey]], including the [[George Washington Bridge]], [[Lincoln Tunnel]], and [[Holland Tunnel]], and at some other bridges administered by PANYNJ.<ref>{{cite web |author=Peter Samuel |date=2001-01-11 |url=http://www.tollroadsnews.com/node/2848 |title=Peak/Off-Peak Tolls:Whitman whittles down PANYNJ tolls |publisher=TOLLROADSnews |access-date=2009-03-10 |url-status=dead |archive-url=https://web.archive.org/web/20090302073502/http://www.tollroadsnews.com/node/2848 |archive-date=2009-03-02 }}</ref><ref>{{cite news|author= Ronald Smothers  |date=2001-03-27 |url=https://query.nytimes.com/gst/fullpage.html?res=9B05E7DF1E3CF934A15750C0A9679C8B63&n=Top%2FReference%2FTimes%20Topics%2FSubjects%2FT%2FTransit%20Systems&scp=3&sq=Port%20Authority%20value%20pricing%20toll%20Washington%20bridge%20off%20peak&st=cse |title=Grumbling, but Still Moving, Under New Rush-Hour Tolls |newspaper=The New York Times|access-date=2009-03-10}}</ref> Since March 2008, qualified low-emission automobiles with a [[Fuel economy in automobiles|fuel economy]] of at least 45 miles per gallon are eligible to receive a Port Authority Green Pass, which allows for a 50% discount during off-peak hours as compared to the regular full toll.<ref>{{cite web|url=http://www.panynj.gov/COMMUTINGTRAVEL/tunnels/html/tolls.html#faq8 |title=New Toll Rates – Effective, 3 AM, March 2, 2008: Frequently Asked Questions (FAQS)|publisher=Port Authority of New York and New Jersey |access-date=2009-03-10 |archive-url=https://web.archive.org/web/20090301021437/http://www.panynj.gov/CommutingTravel/tunnels/html/tolls.html <!--Added by H3llBot--> |archive-date=2009-03-01}}</ref>

In January 2009, variable tolls were implemented at [[Sydney Harbour Bridge]], two weeks after upgrading to 100% free-flow [[electronic toll collection]]. The highest fees are charged during the morning and afternoon peak periods; a toll 25% lower applies for the shoulder periods; and a toll lower than the previously existing is charged at nights, weekends, and public holidays. This is [[Australia]]'s first road congestion pricing scheme, and has had only a very minor effect on traffic levels, reducing them by 0.19%.<ref>{{cite web |date=2011-12-17 |title=Harbour Bridge Variable Tolls to Stay |url=http://au.news.yahoo.com/latest/a/-/latest/12384129/harbour-bridge-variable-tolls-to-stay/ |url-status=dead |archive-url=https://web.archive.org/web/20120115121350/http://au.news.yahoo.com/latest/a/-/latest/12384129/harbour-bridge-variable-tolls-to-stay |archive-date=2012-01-15 |access-date=2012-04-21 |website=AAP, Yahoo! News}}</ref><ref>{{cite web |date=2009-01-27 |url=http://au.news.yahoo.com/a/-/latest/5283437/peak-hour-toll-begins-harbour-bridge/ |title=Peak hour toll begins on Harbour Bridge |publisher=Yahoo!7 News (Australia) |access-date=2009-03-10 |url-status=dead |archive-url=https://web.archive.org/web/20091005155307/http://au.news.yahoo.com/a/-/latest/5283437/peak-hour-toll-begins-harbour-bridge/ |archive-date=2009-10-05 }}</ref><ref>{{cite web|author=Michael Daley |date= 2009-02-05 |url=http://www.rta.nsw.gov.au/newsevents/downloads/minister_releases/05022009_cashlesstolling.pdf |title=Motorists Embrace Cashless Tolling on Sydney Harbour Bridge |publisher=NSW Minister for Roads |access-date=2009-03-10}}</ref><ref>{{cite web|date= 2009-01-22 |url=http://www.abc.net.au/news/stories/2009/01/22/2471738.htm |archive-url=https://web.archive.org/web/20090125030637/http://www.abc.net.au/news/stories/2009/01/22/2471738.htm |url-status=dead |archive-date=January 25, 2009 |title=Harbour congestion tax 'will anger some' |publisher=ABC News (Australia) |access-date=2009-03-10}}</ref>

In July 2010 congestion tolls were implemented at the [[San Francisco–Oakland Bay Bridge]]. The Bay Bridge congestion pricing scheme charges a {{USD|6}} toll from 5 a.m. to 10 a.m. and 3 p.m. to 7 p.m., Monday through Friday. During weekends cars pay {{USD|5}}. The toll remained at the previous toll of {{USD|4}} at all other times on weekdays.<ref>{{cite news|url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2010/05/13/BA0I1DDKKU.DTL|title=Reminder: Bridge tolls go up July 1|work=[[The San Francisco Chronicle]]|author=Michael Cabanatuan|date=2010-05-13|access-date=2011-01-21}}</ref> According to the [[Bay Area Toll Authority]]  fewer users are driving during the peak hours and more vehicles are crossing the Bay Bridge before and after the 5–10 a.m. period in which the congestion toll goes into effect. The agency also reported that commute delays in the first six months have dropped by an average of 15 percent compared with 2009. When the congestion tolls were proposed, the agency expected the scheme to produce a 20 to 30 percent drop in commute traffic.<ref>{{cite news|url=http://www.sfgate.com/cgi-bin/article.cgi?f=/c/a/2011/01/12/BAU31H5U09.DTL|title=Conflicting findings on Bay Bridge congestion toll|work=[[The San Francisco Chronicle]]|author=Michael Cabanatuan|date=2011-01-12|access-date=2011-01-21}}</ref>

==== Non-urban ====
[[A1 autoroute (France)|Autoroute A1]] in Northern [[France]] is one of the few cases of congestion pricing implemented outside of urban areas. This is an expressway connecting [[Paris]] to [[Lille]], and since 1992 congestion prices have been applied during weekends with the objective of spreading demand on the trip back to Paris on Sunday afternoons and evenings.<ref>{{Cite book | last1 = Small | first1 = Kenneth A. | last2 = José A. Gomez-Ibañez | year = 1998 | title = Road Pricing for Congestion Management: The Transition from Theory to Policy| publisher = The University of California Transportation Center, University of California at Berkeley| page = 227 }}</ref>

=== Research ===

==== Measurement of effects ====

In a road network, congestion can be considered a specific measure of the time delay in a journey or time lost through [[traffic jam]]s. Delays can be caused by some combination of traffic density, road capacity, and the delaying effects of other road users and traffic management schemes such as traffic lights, junctions, and street works. This can be measured as the extra journey time needed to traverse a congested route when compared to the same route with no such interference.  However, this technical definition of congestion as a measurement of delay can get confused and used interchangeably with traffic density in the public mind.<ref>{{cite web |url=http://www.dft.gov.uk/pgr/roads/tpm/congestionresearch/perceptions/perceptionsofcongestionrepor4026?page=1 |title=Perceptions of congestion: report on qualitative research findings |author=Department for Transport and Hedges, A |publisher=[[Department for Transport]] |date=2001-11-11 |access-date=2013-04-12 |url-status=dead |archive-url=https://web.archive.org/web/20090909134553/http://www.dft.gov.uk/pgr/roads/tpm/congestionresearch/perceptions/perceptionsofcongestionrepor4026?page=1 |archive-date=2009-09-09 }}</ref>

To measure the true effects of any traffic management scheme it is normally necessary to establish a baseline, or "do nothing" case, which estimates the effects on the network without any changes other than normal trends and expected local changes. Notably this was not done for the [[London congestion charge|London congestion charging scheme]], which has led to claims that it is not possible to determine the extent of the actual influence of the scheme.<ref>{{cite web|url=http://www.londoncouncils.gov.uk/Transport/Publications/anindependentassessmentofthecentrallondoncongestionchargingscheme.htm |title=An independent assessment of the central London congestion charging scheme |publisher=London Councils |date=2004-12-13 |url-status=dead |archive-url=https://web.archive.org/web/20100929004543/http://londoncouncils.gov.uk/Transport/Publications/anindependentassessmentofthecentrallondoncongestionchargingscheme.htm |archive-date=September 29, 2010 }} ''The CCS is expected to compound these effects but it will be impossible to determine the extent to which it will have done so in the absence of a 'do minimum' comparison''.</ref> Regardless of the scheme's impact, in a retrospective analysis [[Transport for London]] (TfL) estimated there would have already been a significant reduction in traffic as a consequence of parking policies and increased congestion due to traffic management and other interventions that had the effect of reducing highway capacity. In 2006, the last year before the zone was expanded, TfL observed that traffic flows were lower than in any recent year, while network traffic speeds were also lower than in any recent year.<ref>{{cite web|url=http://www.tfl.gov.uk/assets/downloads/Ex-post-evaluation-of-quantified-impacts-of-original-scheme-07-June.pdf |title=Central London Congestion Charging Scheme: ex-post evaluation of the quantified impacts of the original scheme |author=Reg Evans |publisher=[[Transport for London]] |date=2007-06-29 |access-date=2013-04-12 |url-status=dead |archive-url=https://web.archive.org/web/20130531162136/http://www.tfl.gov.uk/assets/downloads/Ex-post-evaluation-of-quantified-impacts-of-original-scheme-07-June.pdf |archive-date=2013-05-31 }}</ref>

In 2013, ten years since its implementation, TfL reported that the congestion charging scheme resulted in a 10% reduction in traffic volumes from baseline conditions, and an overall reduction of 11% in vehicle kilometres in London between 2000 and 2012. Despite these gains, traffic speeds have also been getting progressively slower over the past decade, particularly in central London. TfL explains that the historic decline in traffic speeds is most likely due to interventions that have reduced the effective capacity of the road network in order to improve the urban environment, increase road safety and prioritise public transport, pedestrian and cycle traffic, as well as an increase in road works by utilities and general development activity since 2006. TfL concludes that while levels of congestion in central London are close to pre-charging levels, the effectiveness of the congestion charge in reducing traffic volumes means that conditions would be worse without the Congestion Charging scheme.<ref name=2014assessment>{{cite web|url=https://consultations.tfl.gov.uk/roads/cc-changes-march-2014/user_uploads/cc-impact-assessment.pdf|title=Public and stakeholder consultation on a Variation Order to modify the Congestion Charging scheme Impact Assessment|author=Transport for London (TfL)|publisher=TfL|date=January 2014|access-date=15 February 2015|archive-date=15 February 2015|archive-url=https://web.archive.org/web/20150215190411/https://consultations.tfl.gov.uk/roads/cc-changes-march-2014/user_uploads/cc-impact-assessment.pdf|url-status=dead}} ''See pp. 12: Traffic volume, speed and congestion.''</ref>

==== New York City Congestion Pricing Environmental Assessment Study ====
In May 2023, the Metropolitan Transportation Authority (MTA) finalized and published the Environmental Assessment (EA) of the congestion program which included a public comment period of 30 days, ending on June 12, 2023.<ref name=":2">{{Cite web |date=2023 |title=Final Environmental Assessment and Draft Finding of No Significant Impact (FONSI) for Central Business District (CBD) Tolling Program |url=https://new.mta.info/document/111101}}</ref> The EA included a comprehensive regional study of 22 million people taking 28.8 million journeys per average weekday in a 28-county area covering New York, New Jersey and Connecticut.<ref name=":2" /> Under the regional study, the MTA along with other sponsoring organizations included data from local studies as well as county data and observed significant patterns if congestion pricing were implemented. By June 22, 2023, the Federal Highway Administration (FHWA) published its Finding of No Significant Impact (FONSI) decision of the project. Under the FONSI decision, the FHWA found that the EA addressed public input, considered the impacts, and appropriately mitigated adverse effects. In the EA, it showed potential improvements on regional air quality as some drivers will shift from vehicle transportation to transit within the New York Metropolitan region. 
	The EA reports 7 “alternative” scenarios for the congestion pricing project with the outlier differences where congestion pricing is fully implemented (known as “Scenario A”) and the scenario where no action is taken from the project. The result of congestion pricing (Scenario A) in relative to the “no action” alternative is a 7.1% to 9.2% reduction in daily vehicle miles traveled, a 15.4% to 19.9% reduction in the number of vehicles entering congestion zone, and would have an estimated $1.02 to $1.48 billion net revenue for the program. Nitrogen oxide emissions would have been estimated to drop by 9.54% within the zone and approximately 5.96% in New York County (Manhattan). Other pollutants such as carbon emissions would have been expected to drop by 11.48% as well as fine particulate matter (PM2.5 & PM10) by 11.37% and 12.16% respectively.

The study also projects an increase in air pollutants in neighboring areas outside of the congestion zone. In particular, Bergen County in New Jersey would have been estimated to observe a 0.63% increase in nitrogen oxide emissions if congestion tolls are placed. Residents of the Bronx would have seen a 0.09% increase in nitrogen oxide emissions. Other areas with similar increasing air pollutant projections include Richmond and Putnam counties. Furthermore, the EA also indicated a slight significance on the number of vehicles on some highways if congestion pricing were implemented but showed a lack of significance in vehicle miles traveled. The EA data for a 2045 projection projected a 10.4% reduction in crossings from Brooklyn to the congestion zone which includes the BQE (Brooklyn-Queens Expressway) and other connected entryways such as the Manhattan and Brooklyn Bridge. Under congestion pricing, there will be a 5.4% decrease in vehicles on FDR Drive. These reductions represent 16,000 to 42,000 fewer people accessing the congestion zone in a private automobile on an average weekday.

The EA reported a lack of significant change in congestion (in vehicle miles traveled). For instance, the highway, FDR Drive would have been projected to experience a 0.2% increase in vehicle miles traveled. Nonetheless, some officials remain optimistic, citing that congestion pricing would have reduced the amount of traffic especially in areas like the BQE by around 7-10%.<ref>{{Cite web |last=Chang |first=Clio |date=2023-07-11 |title=So Is the BQE Going to Collapse? |url=https://www.curbed.com/2023/07/bqe-collapse-repairs-danger-interview.html |access-date=2024-10-07 |website=Curbed |language=en}}</ref><ref>{{cite web |author=Federal Highway Administration |year=2023 |title=Final Environmental Assessment and Draft Finding of No Significant Impact (FONSI) for Central Business District (CBD) Tolling Program |url=https://new.mta.info/document/111101}}</ref>
The study also projects an increase in air pollutants in neighboring areas outside of the congestion zone. In particular, Bergen County in New Jersey would have been estimated to observe a 0.63% increase in nitrogen oxide emissions if congestion tolls are placed. Residents of the Bronx would have seen a 0.09% increase in nitrogen oxide emissions. Other areas with similar increasing air pollutant projections include Richmond and Putnam counties. Furthermore, the EA also indicated a slight significance on the number of vehicles on some highways if congestion pricing were implemented but showed a lack of significance in vehicle miles traveled. The EA data for a 2045 projection projected a 10.4% reduction in crossings from Brooklyn to the congestion zone which includes the BQE (Brooklyn-Queens Expressway) and other connected entryways such as the Manhattan and Brooklyn Bridge. Under congestion pricing, there will be a 5.4% decrease in vehicles on FDR Drive. These reductions represent 16,000 to 42,000 fewer people accessing the congestion zone in a private automobile on an average weekday. 
The EA reported a lack of significant change in congestion (in vehicle miles traveled). For instance, the highway, FDR Drive would have been projected to experience a 0.2% increase in vehicle miles traveled. Nonetheless, some officials remain optimistic, citing that congestion pricing would have reduced the amount of traffic especially in areas like the BQE by around 7-10%.

====Academic debate and concerns====

Even the transport economists who advocate congestion pricing have anticipated several practical limitations, concerns and controversial issues regarding the actual implementation of this policy. As summarized by Cervero:<ref>{{Cite book | last = Cervero | first = Robert | year = 1998 | title = The Transit Metropolis | publisher = Island Press, Washington, D.C. | isbn = 978-1-55963-591-2 | pages = 67–68}} '' "Setting the prices right"''</ref>
<blockquote>True social-cost pricing of metropolitan travel has proven to be a theoretical ideal that so far has eluded real-world implementation. The primary obstacle is that except for professors of transportation economics and a cadre of vocal environmentalists, few people are in favor of considerably higher charges for peak-period travel. Middle-class motorists often complain they already pay too much in gasoline taxes and registration fees to drive their cars, and that to pay more during congested periods would add insult to injury. In the United States, few politicians are willing to champion the cause of congestion pricing for fear of reprisal from their constituents. Critics also argue that charging more to drive is elitist policy, pricing the poor off of roads so that the wealthy can move about unencumbered. It is for all these reasons that peak-period pricing remains a pipe dream in the minds of many.</blockquote>

Both Button<ref>{{Cite journal| last = Button| first = Kenneth J.| title = op. cit.| year = 1993| pages = 154–156}}</ref> and Small et al.,<ref name="Ref-1"/> have identified the following issues:
* The real-world demand functions for urban road travel are more complex than the theoretical functions used in transport economics analysis. Congestion pricing was developed as a first-best solution, based on the assumption that the optimal price of road space equals the marginal cost price if all other goods in the economy are also marginal cost priced. In the real world this is not true, thus, actual implementation of congestion pricing is just a proxy or second-best solution. Based on the economic principles behind congestion pricing, the optimal congestion charge should make up for the difference between the average cost paid by the driver and the marginal cost imposed on other drivers (such as extra delay) and on society as a whole (such as air pollution).  The practical challenge of setting optimal link-based tolls is daunting given that neither the demand functions nor the link-specific speed-flow curves can be known precisely. Therefore, transport economists recognize that in practice setting the right price for the congestion charge becomes a trial and error experience.
* Inequality issue: A main concern is the possibility of undesirable distribution repercussions because of the diversity of road users. The use of the tolled road depends on the user's level of income.  Where some cannot afford to pay the congestion charge, then this policy is likely to privilege the middle-class and rich. The users who shift to some less-preferred alternative are also worse off. The less wealthy are the more likely to switch to public transit. [[Road space rationing]] is another strategy generally viewed as more equitable than congestion pricing. However, high-income users can always avoid the travel restrictions by owning a second car and users with relatively inelastic demand (such as a worker who needs to transport tools to a job site) are relatively more impacted.<ref>{{cite web |author= |author-link= |title=Vehicle Restrictions. Limiting Automobile Travel At Certain Times and Places |url=http://www.vtpi.org/tdm/tdm33.htm |access-date=2008-04-09 |publisher=[[Victoria Transport Policy Institute]], TDM Encyclopedia}} See Equity Impacts section</ref>
* There are difficulties in deciding how to allocate the revenues raised. This is a controversial issue among scholars. The revenues can be used to improve public transport (as is the case in London), or to invest in new road infrastructure (as in Oslo).  Some academics make the case that revenues should be disposed as a direct transfer payments to former road users. Congestion pricing is not intended to increase public revenues or to become just another tax, however this is precisely one of the main concerns of road users and taxpayers.

One alternative, aimed at avoiding inequality and revenue allocation issues, is to implement a [[rationing]] of peak period travel through mobility rights or revenue-neutral credit-based congestion pricing.<ref>{{cite web |vauthors=Verhoef E, Nijkamp P, Rietveld P | url = http://www.envplan.com/abstract.cgi?id=b240527 | year = 1997 | title = Tradeable permits: their potential in the regulation of road transport externalities | publisher = Environment and Planning B: Planning and Design 24(4) 527–548 |access-date=2008-04-11 }}</ref> This system would be similar to the existing [[emissions trading]] of [[carbon credit]]. Metropolitan area or city residents, or the taxpayers, would be issued mobility rights or congestion credits, and would have the option of using these for themselves, or trading or selling them to anyone willing to continue traveling by automobile beyond their personal quota. This trading system would allow direct benefits to be accrued by those users shifting to public transportation or by those reducing their peak-hour travel rather than the government.<ref>{{cite journal | author = José M. Viegas | year = 2001 | title = Making urban road pricing acceptable and effective: searching for quality and equity in urban mobility | doi=10.1016/S0967-070X(01)00024-5 | volume=8 | issue = 4 | journal=Transport Policy | pages=289–294}}</ref><ref>{{cite journal |author1=Kara M. Kockelman |author2=Sukumar Kalmanje | year = 2005 | title = Credit-based congestion pricing: a policy proposal and the public's response| doi=10.1016/j.tra.2005.02.014 | volume=39 |issue=7–9 | journal=Transportation Research Part A: Policy and Practice | pages=671–690|bibcode=2005TRPA...39..671K }}</ref>

==== Public controversy ====
Experience from the few cities where congestion pricing has been implemented shows that social and political acceptability is key. Public discontent with congestion pricing, or rejection of congestion pricing proposals, is due mainly to the inequality issues, the economic burden on neighboring communities, the effect on retail businesses and the economic activity in general, and the fears that the revenues will become just another tax.

Congestion pricing remains highly controversial with the public both before and after implementation. This has in part been resolved through [[referendum]]s, such as after the seven-month trial period in [[Stockholm congestion tax|Stockholm]];<ref name="stockholm-trials">{{cite web |title=Stockholmsförsöket |publisher=Stockholmsförsöket |url=http://www.stockholmsforsoket.se/ |access-date=2008-07-15 |url-status=dead |archive-url=https://web.archive.org/web/20070715053128/http://www.stockholmsforsoket.se/ |archive-date=2007-07-15 }}</ref> however this creates a debate as to where the border line for the referendum should go, since it is often the people living outside the urban area who have to pay the tax, while the external benefit is granted to those who live within the area. In Stockholm there was a majority in the referendum within the city border (where the votes counted), but not outside.<ref>{{cite web|title=Resultat från folkomröstningen – hela staden |publisher=Stockholms stad |url=http://www.stockholm.se/OmStockholm/Forvaltningar-och-bolag/Andra-verksamheter-/Valnamnden/Folkomrostning-om-miljoavgiftertrangselskatt-/Resultat-fran-folkomrostningen---per-stadsdelsomrade/ |access-date=2007-07-18 |language=sv }}{{dead link|date=May 2016|bot=medic}}{{cbignore|bot=medic}}</ref><ref>{{cite web |title=Trängselskatt – Resultat av folkomröstningar |publisher=Kommunförbundet Stockholms län |url=http://val.cscs.se/ |access-date=2008-07-15 |language=sv |url-status=dead |archive-url=https://web.archive.org/web/20080608193744/http://val.cscs.se/ |archive-date=2008-06-08 }}</ref>

Some concerns have also been expressed regarding the effects of cordon area congestion pricing on economic activity and land use,<ref>{{cite web|author=Elena Safirova |date=September 2006 |url=http://www.rff.org/rff/documents/rff-dp-06-37.pdf |title=Congestion Pricing: Long-Term Economic and Land-Use Effects |publisher=Resources for the Future. RFF DP 06-37 |access-date=2008-07-15 |display-authors=etal |url-status=dead |archive-url=https://web.archive.org/web/20080719031656/http://www.rff.org/RFF/Documents/RFF-DP-06-37.pdf |archive-date=2008-07-19 }}</ref> as the benefits are usually evaluated from the urban transportation perspective only. However, congestion pricing schemes have been used with the main objective of improving urban quality and to preserve historical heritage in the small cities.<ref name="Znojmo"/><ref>{{cite web |author=European Local Transport Information Service (ELTIS) |date=2007 |url=http://www.eltis.org/study_sheet.phtml?study_id=1610&mainID=458 |title=Controlled Vehicle Access, Valleta, Malta |access-date=2008-03-01 |url-status=dead |archive-url=https://web.archive.org/web/20090907033359/http://www.eltis.org/study_sheet.phtml?study_id=1610&mainID=458 |archive-date=2009-09-07 }}</ref>

The effects of a charge on business have been disputed; reports have shops and businesses being heavily impacted by the cost of the charge, both in terms of lost sales and increased delivery costs in [[London congestion charge|London]],<ref>{{cite news |url=https://www.telegraph.co.uk/money/main.jhtml?xml=/money/2004/04/22/cncong22.xml |archive-url=https://web.archive.org/web/20080614115756/http://www.telegraph.co.uk/money/main.jhtml?xml=%2Fmoney%2F2004%2F04%2F22%2Fcncong22.xml |url-status=dead |archive-date=2008-06-14 |work=[[The Daily Telegraph]] |title=Congestion charge cost £300m, say Oxford St traders |first=Caroline |last=Muspratt |date=2004-04-21 |access-date=2008-07-15 }}</ref> while others show that businesses were then supporting the charge six months after implementation.<ref>{{cite news |url=https://www.theguardian.com/environment/2003/aug/18/londonpolitics.greaterlondonauthority |title=Business backs congestion charge |date=2003-08-13 |first=Andrew |last=Clark |access-date=2008-07-15 |publisher=Guardian News and Media |work=The Guardian}}</ref> Reports show business activity within the charge zone had been higher in both [[productivity]] and [[Profit (accounting)|profitability]] and that the charge had a "broadly neutral impact" on the London wide economy,<ref>{{cite web|url=http://www.tfl.gov.uk/assets/downloads/FourthAnnualReportFinal.pdf |title=Impacts monitoring – Fourth Annual Report |publisher=[[Transport for London]] |access-date=2008-02-11 |date=June 2006 |url-status=dead |archive-url=https://web.archive.org/web/20080228180828/http://www.tfl.gov.uk/assets/downloads/FourthAnnualReportFinal.pdf |archive-date=2008-02-28 }}</ref> while others claim an average drop in business of 25% following the 2007 extension.<ref name="bbc20070521">{{cite news |url=http://news.bbc.co.uk/1/hi/england/london/6676671.stm |title=Traders rally against charge zone |date=2007-05-21 |work=BBC News |publisher=British Broadcasting Corporation |access-date=2008-07-15}}</ref>

Other criticism has been raised concerning the environmental effects on neighborhoods bordering the congestion zone, with critics claiming that congestion pricing would create "parking lots" and add more traffic and pollution to those neighborhoods,<ref>{{cite news |author1=Schuster, Karla |author2=James T. Madore |title=Silver hits brakes over city traffic plan |url=http://www.newsday.com/search/ny-stcong125252662jun12,0,3435226.story |newspaper=[[Newsday]] |date=2007-06-12 |access-date=2007-06-12 |url-status=dead |archive-url=https://web.archive.org/web/20090907131134/http://www.newsday.com/search/ny-stcong125252662jun12%2C0%2C3435226.story |archive-date=September 7, 2009 }} ''Note: access to this source in no longer available for free.''</ref> and the imposition of a [[regressive tax]] on some commuters.<ref>{{cite news |first=Rita |last=Nissan |title=Assembly Speaker Silver Not Sold on Congestion Pricing Plan |url=http://www.ny1.com/ny1/content/index.jsp?stid=1&aid=70617 |work=[[NY1]] |date=2007-06-13 |access-date=2008-07-15 |url-status=dead |archive-url=https://web.archive.org/web/20080412020716/http://www.ny1.com/ny1/content/index.jsp?stid=1&aid=70617 |archive-date=2008-04-12 }}</ref><ref name="hakim-June12">{{cite news | last=Hakim | first=Danny | title=Silver Challenges Health Benefits Promised in Manhattan Toll Plan | url=https://www.nytimes.com/2007/06/12/nyregion/12silver.html | work=The New York Times | date=2007-06-12 | access-date=2008-07-15 }}</ref> Stockholm's trial of congestion pricing, however, showed a reduction in traffic in areas outside the congestion zone.<ref>{{cite web|url=http://www.stockholmsforsoket.se/upload/Hushall_eng.pdf|title=Facts about the Evaluation of the Stockholm Trial|last=Söderholm|first=Gunnar|publisher=Stockholmsförsöket|url-status=dead|archive-url=https://web.archive.org/web/20120228220202/http://www.stockholmsforsoket.se/upload/Hushall_eng.pdf|archive-date=2012-02-28}}</ref> Other opponents argue that the pricing could become a tax on middle- and lower-class residents, since those citizens would be affected the most financially.<ref>{{cite news|last=Dobnik |first=Verena |title=NYC Lawmakers Hold Hearing on 'Congestion Pricing' Traffic Plan |url=http://www.brooklyneagle.com/categories/category.php?category_id=27&id=13380 |work=[[Brooklyn Daily Eagle]] |date=2007-06-12 |access-date=2015-10-18}} [http://50.56.218.160/archive/category.php?category_id=27&id=13380 Alt URL]{{cbignore}}</ref> The installation of cameras for tracking purposes may also raise civil liberties concerns.<ref>{{cite news | last=Confessore | first=Nicholas | title=In Legislators' Scrutiny, Traffic Proposal Faces Hard Questioning | url=https://www.nytimes.com/2007/06/09/nyregion/09hearing.html | work=The New York Times | date=2007-06-09 | access-date=2008-07-15 }}</ref><ref>{{cite news |author1=Hakim, Danny  |author2=Ray Rivera | title=City Traffic Pricing Wins U.S. and Spitzer's Favor | url=https://www.nytimes.com/2007/06/08/nyregion/08congestion.html | work=[[The New York Times]] | date=2007-06-08 | access-date=2008-07-15 }}</ref>

=== Effects ===
A 2019 study of congestion pricing in Stockholm between 2006 and 2010 found that in the absence of congestion pricing that Stockholm's air would have been 5 to 15 percent more polluted between 2006 and 2010", and that young children would have suffered substantially more asthma attacks.<ref>{{Cite news|url=https://www.insidescience.org/news/driving-fee-rolls-back-asthma-attacks-stockholm|title=Driving Fee Rolls Back Asthma Attacks in Stockholm|date=2017-02-02|newspaper=Inside Science|access-date=2017-02-09|language=en}}</ref><ref name=":1">{{Cite journal|last1=Simeonova|first1=Emilia|last2=Currie|first2=Janet|last3=Nilsson|first3=Peter|last4=Walker|first4=Reed|date=2019-10-14|title=Congestion Pricing, Air Pollution, and Children's Health|url=http://jhr.uwpress.org/content/early/2019/10/07/jhr.56.4.0218-9363R2|journal=Journal of Human Resources|volume=56 |issue=4 |language=en|pages=0218–9363R2|doi=10.3368/jhr.56.4.0218-9363R2|s2cid=240155181 |issn=0022-166X}}</ref> A 2020 study that analyzed driving restrictions in Beijing estimated that the implementation of congestion pricing would reduce total traffic, increase traffic speed, reduce pollution, reduce [[greenhouse gas emissions]], reduce traffic accidents, and increase tax revenues.<ref>{{Cite journal|last1=Yang|first1=Jun|last2=Purevjav|first2=Avralt-Od|last3=Li|first3=Shanjun|date=2020|title=The Marginal Cost of Traffic Congestion and Road Pricing: Evidence from a Natural Experiment in Beijing|journal=American Economic Journal: Economic Policy|language=en|volume=12|issue=1|pages=418–453|doi=10.1257/pol.20170195|issn=1945-7731|url=https://www.aeaweb.org/doi/10.1257/pol.20170195.appx|url-access=subscription}}</ref> A 2020 study of London found that [[London congestion charge|congestion pricing]] (introduced in 2003) led to reductions in pollution and reductions in driving, but it increased pollution <ref>{{Cite journal |last1=Marazi |first1=Naveed Farooz |last2=Majumdar |first2=Bandhan Bandhu |last3=Sahu |first3=Prasanta K. |last4=Potoglou |first4=Dimitris |date=2022-11-01 |title=Congestion pricing acceptability among commuters: An Indian perspective |url=https://www.sciencedirect.com/science/article/pii/S0739885922000038 |journal=Research in Transportation Economics |language=en |volume=95 |pages=101180 |doi=10.1016/j.retrec.2022.101180 |s2cid=246498208 |issn=0739-8859}}</ref> from diesel vehicles (which were exempt from the congestion pricing).<ref>{{Cite journal|last1=Green|first1=Colin P.|last2=Heywood|first2=John S.|last3=Navarro Paniagua|first3=Maria|date=2020-09-01|title=Did the London congestion charge reduce pollution?|url=http://www.sciencedirect.com/science/article/pii/S0166046220302581|journal=Regional Science and Urban Economics|language=en|volume=84|pages=103573|doi=10.1016/j.regsciurbeco.2020.103573|s2cid=169274952|issn=0166-0462}}</ref> A 2021 study found that congestion pricing reduced {{CO2}} emissions through downsizing commuting distances and housing sizes.<ref name=":0">{{Cite journal|last1=Domon|first1=Shohei|last2=Hirota|first2=Mayu|last3=Kono|first3=Tatsuhito|last4=Managi|first4=Shunsuke|last5=Matsuki|first5=Yusuke|date=2021|title=The long-run effects of congestion tolls, carbon tax, and land use regulations on urban {{CO2}} emissions|journal=Regional Science and Urban Economics|volume=92 |page=103750 |language=en|doi=10.1016/j.regsciurbeco.2021.103750|s2cid=244473881 |issn=0166-0462|doi-access=free}}</ref>

A 2013 study found that after congestion pricing was implemented in Seattle, drivers reported greater satisfaction with the routes covered by congestion pricing and reported lower stress.<ref>{{Cite news|url=https://www.nytimes.com/2019/01/21/upshot/stuck-and-stressed-the-health-costs-of-traffic.html|title=Stuck and Stressed: The Health Costs of Traffic|last=Frakt|first=Austin|date=2019-01-21|work=The New York Times|access-date=2019-01-21|language=en-US|issn=0362-4331}}</ref><ref>{{Cite journal|title=Effects of Full-Facility Variable Tolling on Traveler Behavior: Evidence from a Panel Study of the Sr-520 Corridor in Seattle, Washington|journal = Transportation Research Record: Journal of the Transportation Research Board|volume = 2345|pages = 74–82|date=2013|language=en|doi=10.3141/2345-10|last1 = Peirce|first1 = Sean|last2 = Puckett|first2 = Sean|last3 = Petrella|first3 = Margaret|last4 = Minnice|first4 = Paul|last5 = Lappin|first5 = Jane|s2cid = 109715156}}</ref>

A 2016 study found that more people used public transportation due to increases in congestion pricing in Singapore.<ref>{{Cite journal|last1=Agarwal|first1=Sumit|last2=Koo|first2=Kang Mo|date=2016-09-01|title=Impact of electronic road pricing (ERP) changes on transport modal choice|journal=Regional Science and Urban Economics|volume=60|pages=1–11|doi=10.1016/j.regsciurbeco.2016.05.003|issn=0166-0462}}</ref> A 2016 study found that real estate prices dropped by 19% within the cordoned-off areas of Singapore where congestion pricing was in place relative to the areas outside of the area.<ref>{{Cite journal|last1=Agarwal|first1=Sumit|last2=Koo|first2=Kang Mo|last3=Sing|first3=Tien Foo|date=2015-11-01|title=Impact of electronic road pricing on real estate prices in Singapore|journal=Journal of Urban Economics|volume=90|pages=50–59|doi=10.1016/j.jue.2015.09.004|issn=0094-1190}}</ref>

== Waterways ==

=== Panama Canal booking system and auction ===
{{Multiple image
| direction         = vertical
| align             = right
| width             = 300
| image1            = Ships queueing Panama Canal 05 2013 Pacific side 6375.JPG
| image2            = Gatun Locks 03 2014 Panama Canal 7820.JPG
| caption1          = Several dozen vessels queuing at the [[Pacific Ocean]] waiting to enter the [[Panama Canal]]
| caption2          = Vessels waiting at the [[Gatun Lake]] to cross the [[Gatun Locks]] to exit the canal at the [[Atlantic Ocean|Atlantic side]]
}}

The [[Panama Canal]] has a limited capacity determined by operational times and cycles of the existing [[Lock (water transport)|locks]] and further constrained by the current trend towards larger (close to [[Panamax]]-sized) vessels transiting the [[canal]] which take more transit time within the locks and navigational channels, and the need for permanent periodical maintenance works due to the aging canal, which forces periodical shutdowns of this [[waterway]]. On the other hand, demand has been growing due to the rapid growth of [[international trade]]. Also, many users require a guarantee of certain level of service. Despite the gains which have been made in efficiency, the [[Panama Canal Authority]] (ACP) estimates that the canal will reach its maximum sustainable capacity between 2009 and 2012.<ref>[http://www.pancanal.com/eng/plan/documentos/propuesta/acp-expansion-proposal.pdf Autoridad del Canal de Panamá (ACP). ''Proposal for the Expansion of the Panama Canal. Third Set of Locks Project.'' April 24, 2006. pp. 34–38]</ref> The long-term solution for the congestion problems was the [[Panama Canal expansion project|expansion of the canal]] through a new third set of locks. Work started in 2007 and the expanded canal enter commercial operation in June 2016. The new locks allow transit of larger, [[Post-Panamax]] ships, which have a greater cargo capacity than the current locks are capable of handling.<ref>{{cite news | url=https://www.nytimes.com/aponline/2016/06/26/world/americas/ap-lt-panama-canal-expansion.html?ref=world&_r=0 | title=Panama Canal Opens $5B Locks, Bullish Despite Shipping Woes | agency=Associated Press | work=[[The New York Times]] | date=2016-06-26 | access-date=2016-06-26}}</ref>

Considering the high operational costs of the vessels ([[container ship]]s have daily operational costs of approximately {{USD|40,000}}), the long queues that occur during the high season (sometimes up to a week's delay), and the high value of some of the cargo transported through the canal, the ACP implemented a congestion pricing scheme to allow a better management of the scarce capacity available and to increase the level of service offered to the shipping companies. The scheme gave users two choices: (1) transit by order of arrival on a first-come first-served basis, as the canal historically has operated or (2) booked service for a fee—a congestion charge.

The booked service allowed two options of fees. The Transit Booking System, available online, allowing customers who do not want to wait in queue to pay an additional 15% over the regular tolls, guaranteeing a specific day for transit and crossing the canal in 18 hours or less. ACP sells 24 of these daily slots up to 365 days in advance. The second choice was high priority transit. Since 2006, ACP has available a 25th slot, sold through the Transit Slot Auction to the highest bidder.<ref>{{cite web |url=http://biblioteca.prensa.com/contenido/2006/05/09/9-44a-nota2.html |title=Hasta 150 mil dólares por reservar en el Canal |author=La Prensa |date=2006-05-09 |language=es |url-status=dead |archive-url=https://web.archive.org/web/20090907071140/http://biblioteca.prensa.com/contenido/2006/05/09/9-44a-nota2.html |archive-date=2009-09-07 }}</ref> The main customers of the Transit Booking System are [[cruise ship]]s, [[container ship]]s, [[vehicle carrier]]s, and non-containerized cargo vessels.<ref>{{cite web |url=http://www.pancanal.com/eng/plan/documentos/propuesta/acp-expansion-proposal.pdf |author=Panama Canal Authority |title=ACP Expansion Proposal |page=36}}</ref>

The highest toll for high priority passage paid through the Transit Slot Auction was {{USD|220,300}} charged on a [[tanker (ship)|tanker]] in August 2006,<ref>{{cite news |url=http://ediciones.prensa.com/mensual/contenido/2007/04/24/hoy/negocios/960466.html |title=Récord en pago de peajes y reserva |author=Wilfredo Jordán Serrano |newspaper=La Prensa |date=2007-04-24 |language=es |access-date=2014-04-01 |archive-url=https://web.archive.org/web/20141006110958/http://ediciones.prensa.com/mensual/contenido/2007/04/24/hoy/negocios/960466.html |archive-date=2014-10-06 |url-status=dead }}</ref> bypassing a 90-ship queue awaiting the end of maintenance works on the Gatun locks, thus avoiding a seven-day delay. The normal fee would have been just {{USD|13,430}}.<ref>{{cite web |url=http://mensual.prensa.com/mensual/contenido/2006/08/25/hoy/negocios/714407.html |title=Cupo de subasta del Canal alcanza récord |author=La Prensa. Sección Economía & Negocios. |date=2006-08-25 |language=es |url-status=dead |archive-url=https://web.archive.org/web/20090803154550/http://mensual.prensa.com/mensual/contenido/2006/08/25/hoy/negocios/714407.html |archive-date=2009-08-03 }}</ref> The average regular toll is around {{USD|54,000}}.

== Airports ==
[[File:JFK Plane Queue.jpg|thumb|right|New York's [[John F. Kennedy International Airport]], one of the world's busiest]]
Many [[airport]]s are facing extreme congestion, [[runway]] capacity being the scarcest resource. Congestion pricing schemes have been proposed to mitigate this problem, including slot auctions, such as with the Panama Canal, but implementation has been piecemeal.<ref>[http://www.tinbergen.nl/discussionpapers/03083.pdf The Economics of Airport Congestion Pricing 2005] {{webarchive |url=https://web.archive.org/web/20080627154819/http://www.tinbergen.nl/discussionpapers/03083.pdf |date=June 27, 2008 }}</ref><ref>{{Cite book | last = Doganis | first = R. | year = 1992 | title = The Airport Business| publisher = Routledge, London, UK | isbn = 978-0-415-08117-7| page = 40}}</ref><ref>[http://www.icfi.com/Markets/Transportation/doc_files/airport-congestion.pdf Solving airside airport congestion: Why peak runway pricing is not working] {{webarchive |url=https://web.archive.org/web/20080627154819/http://www.icfi.com/Markets/Transportation/doc_files/airport-congestion.pdf |date=June 27, 2008 }}</ref> The first scheme was started in 1968 when higher landing fees for peak-hour use by aircraft with 25 seats or fewer at [[Newark Liberty International Airport|Newark]], [[John F. Kennedy International Airport|Kennedy]], and [[LaGuardia Airport|LaGuardia]] airports in New York City. As a result of the higher charges, [[general aviation]] activity during peak periods decreased by 30%. These fees were applied until deregulation of the industry, but higher fees for general aviation were kept to discourage this type of operations at New York's busiest airports. In 1988 a higher landing fee for smaller aircraft at [[Logan International Airport|Boston's Logan Airport]] was adopted; with this measure much of the general aviation abandoned Logan for secondary airports.<ref>{{cite web |url=http://www.gao.gov/new.items/d03735t.pdf |title=Reducing Congestion: Congestion Pricing Has Promise for Improving Use of Transportation Infrastructure |page=12 |author=United States General Accounting Office}}</ref> In both US cases the pricing scheme was challenged in court. In the case of Boston, the judge ruled in favor of general aviation users due to lack of alternative airports. In the case of New York, the judge dismissed the case because "the fee was a justified means of relieving congestion".<ref name=schank>{{cite web|url=http://www.icfi.com/Markets/Transportation/doc_files/airport-congestion.pdf |title=Solving airside airport congestion:Why peak runway pricing is not working |page=420 |author=Schank, Joshua |url-status=dead |archive-url=https://web.archive.org/web/20080627154819/http://www.icfi.com/Markets/Transportation/doc_files/airport-congestion.pdf |archive-date=2008-06-27 }}</ref>

Congestion pricing has also been implemented for [[airlines|scheduled airline services]]. The [[British Airports Authority]] (BAA) has been a pioneer in implementing congestion pricing for all types of [[commercial aviation]]. In 1972 implemented the first peak pricing policy, with surcharges varying depending on the season and time of the day, and by 1976 raised these peak charges. [[London Heathrow Airport|London-Heathrow]] had seven pricing structures between 1976 and 1984. In this case it was the US carriers that went to international arbitration in 1988 and won their case.<ref name=schank />

In 1991, the [[Athens International Airport|Athens Airport]] charged a 25% higher landing fee for those aircraft arriving between 11:00 and 17:00 during the high tourism season during summer. [[Hong Kong]] charges an additional flat fee to the basic weight charge.<ref>{{Cite book | last = Doganis | first = R. | year = 1992 | title = The Airport Business| publisher = Routledge, London, UK | isbn = 978-0-415-08117-7| page = 66}}</ref> In 1991–92 peak pricing at London's main airports [[London Heathrow Airport|Heathrow]], [[London Gatwick Airport|Gatwick]] and [[London Stansted Airport|Stansted]] was implemented; airlines were charged different landing fees for peak and off-peak operations depending on the weight of aircraft.<ref>R. Doganis ''op. cit.'' pp. 95–96</ref> For example, in the case of a [[Boeing 757]], the peak landing fee was about 2.5 times higher than the off-peak fee in all three airports. For a [[Boeing 747]] the differential was even higher, as the old 747 carries a higher noise charge.<ref>{{Cite book | last = Button | first = Kenneth J. | year = 1993 | title = Transport Economics 2nd Edition | publisher = Edward Elgar Publishing Ltd, England | isbn = 978-1-85278-523-9 | pages = [https://archive.org/details/transporteconomi0000butt/page/142 142–143] | url = https://archive.org/details/transporteconomi0000butt/page/142 }} ''See Table 6.3''</ref> Though related to runway congestion, the main objective of these peak charges at the major British airports was to raise revenue for investment.

== See also ==
* [[Automobile costs]]
* [[Braess's paradox]]
* [[Deadweight loss]]
* [[Downs–Thomson paradox]]
* [[Electricity pricing]]
* [[Low-emission zone]]
* [[Energy demand management]] (congestion pricing applied to electric utilities)
* [[GNSS road pricing]]
* [[Induced demand]]
* [[Jevons paradox]]
* [[Lewis–Mogridge position]]
* [[Pareto efficiency]]
* [[Road pricing]]
* [[Road space rationing]]
* [[Tax incidence]]
* [[Tragedy of the commons]]
* [[Transport economics]]
* [[Transportation demand management]]
* [[Variable pricing]]
* [[Vehicle miles traveled tax]]
* [[Water pricing]]

== References ==
{{reflist|colwidth=30em}}

== Bibliography ==
{{refbegin|30em}}
* {{Cite book |author=Button, Kenneth J. |author-link=Kenneth Button (economist)|title=Transport Economics 3rd Edition |year=2010 |publisher=[[Edward Elgar Publishing]], Cheltenham, UK |isbn=978-1-84064-191-2 }} (See Chapter 9: Optimizing Traffic Congestion)
* {{Cite book |last=Button |first=Kenneth J. |title=Transport Economics 2nd Edition |year=1993 |publisher=Edward Elgar Publishing Ltd, Cheltenham, UK |isbn=978-1-85278-523-9}}<!-- The second edition was kept in the list because it is used as a reference in the article -->
* {{Cite book |last=Cervero |first=Robert |title=The Transit Metropolis: A Global Inquiry |year=1998 |publisher=[[Island Press]], Washington, D.C. |isbn=978-1-55963-591-2}} (See Chapter 6: The Master-Planned Transit Metropolis: Singapore)
* {{Cite book |last1=Davis |first1=Alexander |last2=Long |first2=Geoffrey M. |title=Congestion Pricing - A Primer On Efficient Road Management |year=2012 |publisher=[[Nova Science Publishers]], New York |isbn=978-1-62081-480-2}}
* {{Cite book |last=Doganis |first=R. |year=1992 |title=The Airport Business |publisher=Routledge, London |isbn=978-0-415-08117-7}}
* {{Cite book |last1=McDonald |first1=J.F. |last2=d'Ouville |first2=Edmond L. |last3=Nan Liu |first3=Louie |year=1999 |title=Economics of Urban Highway Congestion and Pricing (Transportation Research, Economics and Policy Volume 9) |publisher=Springer, New York |isbn=978-0-7923-8631-5}}
* {{Cite book |author=[[International Transport Forum]], [[Organisation for Economic Co-operation and Development]] |year=2010 |title=ITF Round Tables Implementing Congestion Charges |publisher=OECD Publishing, Paris |isbn=978-92-821-0284-8}}
* {{Cite journal |last1=Kockelman |first1=Kara M. |last2=Kalmanje |first2=Sukumar |title=Credit-Based Congestion Pricing: A Policy Proposal and the Public's Response |year=2005 |journal=Transportation Research |volume=39A |issue=7–9 |pages=671–690 |doi=10.1016/j.tra.2005.02.014|bibcode=2005TRPA...39..671K }}
* {{Cite book |last1=Peterson |first1=Sarah Jo |last2=MacCleery |first2=Rachel |title=When the Road Price Is Right: Land Use, Tolls, and Congestion Pricing |year=2013 |publisher=[[Urban Land Institute]] |isbn=978-0-87420-262-5}}
* {{Cite book |last1=Richardson |first1=Harry W. |last2=Chang-Hee |first2=Christine Bae |title=Road Congestion Pricing In Europe: Implications for the United States |year=2008 |publisher=Edward Elgar Publishing, Cheltenham, UK; Northampton, MA |isbn=978-1-84720-380-9}}
* {{Cite book |editor-last1=Santos |editor-first1=Georgina  |title=Road Pricing, Volume 9: Theory and Evidence (Research in Transportation Economics) |year=2004 |publisher=JAI Press |isbn=978-0-7623-0968-9}}
* {{Cite book |last1=Schade |first1=Jens |last2=Schlag |first2=Bernhard |title=Acceptability of Transport Pricing Strategies |year=2003 |publisher=[[Emerald Group Publishing]], Bingley, West Yorkshire |isbn=978-0-08-044199-3}}
* {{Cite book |last1=Small |first1=Kenneth A. |last2=Verhoef |first2=Erik T. |title=The Economics of Urban Transportation |year=2007 |publisher=[[Routledge]], New York |isbn=978-0-415-28515-5}} (See Chapter 4: Pricing and 4-3: Congestion Pricing in Practice)
* {{Cite book |last=Smeed |first=R.J. |year=1964 |title=Road pricing: the economic and technical possibilities |publisher=HMSO}}
* {{Cite journal |last1=Tsekeris |first1=Theodore |last2=Voß |first2=Stefan |title=Design and evaluation of road pricing: State-of-the-art and methodological advances |year=2009 |journal=Netnomics |volume=10 |pages=5–52 |doi=10.1007/s11066-008-9024-z|s2cid=153724717 }}
* {{Cite book |last1=Verhoef |first1=Erik T. |last2=Bliemer |first2=Michiel |last3=Steg |first3=Linda |last4=Van Wee |first4=Bert |title=Pricing in Road Transport: A Multi-Disciplinary Perspective |year=2008 |publisher=Edward Elgar Publishing, Cheltenham, UK |isbn=978-1-84542-860-0}}
* {{Cite book |last=Walters |first=A. A. |year=1968 |title=The Economics of Road User Charges |publisher=World Bank Staff Occasional Papers Number Five, Washington, D.C. |isbn=978-0-8018-0653-7}}
{{refend}}

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* {{wikibooks inline|Transportation Economics/Pricing}}

{{Congestion pricing}}
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{{DEFAULTSORT:Congestion Pricing}}
[[Category:Electronic toll collection]]
[[Category:Intelligent transportation systems]]
[[Category:Pricing]]
[[Category:Road traffic management]]
[[Category:Road congestion charge schemes| ]]
[[Category:Transport economics]]
[[Category:Transportation planning]]
[[Category:Toll roads|+]]

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