Talk:Congestion charge: Difference between revisions
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{{defend|# Older cars that do not meet Euro 4 standard paying an extra £10 charge on top of the congestion charge to drive in central London, within the Congestion Charge Zone is unfair because the fact that a car is old does not necessarily indicate that the emission levels are high <ref> [http://www.telegraph.co.uk/motoring/green-motoring/11187483/New-or-old-which-is-greener.html]</ref>|--[[User:edem agbenowu]] | {{defend|# Older cars that do not meet Euro 4 standard paying an extra £10 charge on top of the congestion charge to drive in central London, within the Congestion Charge Zone is unfair because the fact that a car is old does not necessarily indicate that the emission levels are high <ref> [http://www.telegraph.co.uk/motoring/green-motoring/11187483/New-or-old-which-is-greener.html]</ref>|--[[User:edem agbenowu]] | ||
--[[User:Edem Agbenowu|Edem Agbenowu]] ([[User talk:Edem Agbenowu|talk]]) 04:42, 9 May 2017 (UTC)The purpose of congestion charge is to discourage traffic in the city centers but some mobile equipment do not have any emmission standard and by extension might not pay any congestion charge attributed with emissions in London examples are vehicles with less than 4 wheels, those with 2-stroke engines,hybrid vehicles,quadricycles but these means of transport could as well cause congestion in the city center <ref> [https://www.gov.uk/emissions-testing]</ref>|--[[User:edem agbenowu]] | |||
Revision as of 04:42, 9 May 2017
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| Opening statement: Congestion charge scheme doesn't significantly affect air quality in cities.
Closing statement: Resolution not yet found. (A closing statement, when resolved, should be updated to the main page.) |
| Argumentation:
⇤--#: . Carbon footprint caused by stationary traffic or ‘vehicle idling’ resulting from gridlock across urbanized advanced economies. The fuel that is consumed while stationary in traffic results in higher emission of greenhouse gases and pollutants, which leads to poorer air quality, particularly in urban areas. [1] --User:Amr Ebrahim (talk) 11:40, 28.4.2017 (UTC) (type: truth; paradigms: science: attack) ←--#: . I support the noted argument that congestion charge could have a positive impact on quality. For instance, the congestion charge trial in Stockholm in 2006, based on measurements, it was estimated that this system resulted in a 15% reduction in total road use within the charged cordon. Total traffic emissions in this area of NOx and PM10 fell by 8.5% and 13%, respectively. [2] --User:Ehab Mustafa (talk) 12:18, 29.4.2017 (UTC) (type: truth; paradigms: science: defence) |
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| Opening statement: Congestion charge scheme constrains individual choice and behavior.
Closing statement: Resolution not yet found. (A closing statement, when resolved, should be updated to the main page.) |
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⇤--#: . Urban dwellers are more geared towards behavioral adjustment, since they are aware of the dynamic of distributions of the costs of congestion on house hold and their societal sense of belonging. Therefore, the incidence of such costs and benefits affects the preferences and in turn the willingness to build coping strategies will emerge by acceptance. Hence this can only apply to urban dwellers the case with suburbia and rural surrounding still needs more attention.[3] --User:Amr Ebrahim (talk) 12:04, 29.4.2017 (UTC) (type: truth; paradigms: science: attack)
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| Opening statement: The economic viability of tariffs and transformation of urban space will encourage more use of roads and cars.
Closing statement: Resolution not yet found. (A closing statement, when resolved, should be updated to the main page.) |
| Argumentation:
←--#: . Most economic decision in urbanized economical cities needs to overcome elements such as cost and convenience of toll collection, especially on down town streets. Nevertheless the regressive distributional impact, since lower income people spend a larger proportion of their income on commuting and have less work schedule flexibility, lack of trust in government to dispose of toll revenues wisely, and benefits that in some cases are so small as to be insignificant. These all can contribute for increased mileage attempting to look for either alternatives of escape the cost.[4] --User:Amr Ebrahim (talk) 12:49, 29.4.2017 (UTC) (type: truth; paradigms: science: defence)
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| Opening statement: congestion charge schemes can restrict urban mobility and human capital growth.
Closing statement: Resolution not yet found. (A closing statement, when resolved, should be updated to the main page.) |
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←--#: . The tension between the demand side of transformation and the supply side of governance of cities with out a clear vision on urban transit can be problematic. The mobility towards more economic prosperous location is needed for economical growth, hence the increased living expense of commuting for a younger population can contribute to framing the city as economically hostile or expensive. more effort should be aimed toward different tariffs to different categories rather generalized schemes.[5] --User:Amr Ebrahim (talk) 01:07, 29.4.2017 (UTC) (type: truth; paradigms: science: defence)
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{{discussion |Statements = Toxicity charge as a form of congestion charge is unfair. |Resolution = |Resolved = |Argumentation = {{defend|# Older cars that do not meet Euro 4 standard paying an extra £10 charge on top of the congestion charge to drive in central London, within the Congestion Charge Zone is unfair because the fact that a car is old does not necessarily indicate that the emission levels are high [6]|--User:edem agbenowu
--Edem Agbenowu (talk) 04:42, 9 May 2017 (UTC)The purpose of congestion charge is to discourage traffic in the city centers but some mobile equipment do not have any emmission standard and by extension might not pay any congestion charge attributed with emissions in London examples are vehicles with less than 4 wheels, those with 2-stroke engines,hybrid vehicles,quadricycles but these means of transport could as well cause congestion in the city center [7]|--User:edem agbenowu