By Martin G. Richards
Ken Livingstone was once elected Mayor of London on a platform that incorporated a congestion cost for imperative London, a coverage that turned truth on 17 February 2003. Richards makes use of his adventure as Director of a bliog?2.5 million executive congestion charging research, as a type of who created the scheme Livingstone followed and as consultant to the London meeting, to supply a severe checklist of the advent of the London Congestion cost, and of its implications for congestion charging in different places.
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Additional resources for Congestion Charging in London: The Policy and the Politics
GPS is already widely used by truck operators to track the location of their vehicles, and GPS-based systems have been adopted for a charging system for heavy goods vehicles (HGVs) in Germany and Switzerland (see Chapter 5). Although the German system relates only to the use of the autobahn (motorway) network, to conform with current European Union regulations, that for Switzerland applies to the entire Swiss road network. As discussed in Chapter 14, the British Government is planning to replace the existing HGV taxation system by introducing a distance-based charge, for which it has been suggested ‘satellite based systems .
A community without some trafﬁc congestion, for short periods at a limited number of locations, suggests either overinvestment or economic decline. Just as supermarkets do not provide sufﬁcient checkout capacity to avoid any queues, so it is ﬁnancially inefﬁcient to provide a highway system that does not become congested at times. Fifth, for some there is a simple ﬁnancial rationale based on the expectation that congestion charging can provide a new (net) revenue stream, increasing the funding available for investment in transport.
It was in recognition of the environmental costs of the use of motor vehicles that the Major (Conservative) Government introduced the ‘Fuel Duty Escalator’ in 1993. With the objective of encouraging a combination of reduced car use and the introduction of more fuel-efﬁcient engines, fuel duty was to increase, in real terms, by 3 per cent each year. The 1997 Blair Government subsequently increased the Escalator, ﬁrst to 5 per cent, then to 6 per cent. , Lyons and Chatterjee, 2002). Second, there is the planning rationale; because of its various adverse effects, it can be very difﬁcult to add highway capacity in many urban locations where congestion occurs.
Congestion Charging in London: The Policy and the Politics by Martin G. Richards