According to the present invention from one aspect, there is provided a system including vehicles and fuel dispensing stations, wherein the vehicles and the stations include means whereby the cost of fuel is adjusted automatically in dependence on electronic information related to at least one of: the route of the vehicle; the date; the day of the week; the time of day; an indication of shared utilisation of the vehicle at least in part via a removable data transfer device; and the nature of the vehicle.

According to the present invention from another aspect, there is provided a system including vehicles and fuel dispensing stations, wherein the vehicles include means comprising an electronic data store and communication devices within the vehicle for processing data defining physical characteristics relating to the consumption of fuel in dependence on the route of the vehicle, the date, the day of the week, the time, the nature of the vehicle and an indication of shared utilisation.

The present invention also comprises, on the one hand, means for use in a vehicle for adapting it to be used in such a system and, on the other hand, data processing means for use in a fuel dispensing station for adapting it to be used in such a system.

According to the present invention from another aspect, there is provided portable controlling means comprising a data store which can receive information from vehicles and fuel dispensing stations, carrying information relating to the identity of the vehicle, vehicle fuel utilisation-and

vehicle utilisation, adapted for vehicle security and during payment for, or purchase of, a service or commodity.

The present invention will now be described, by way of example, with reference to the accompanying drawings, in which:- Figure 1 is a block diagram showing communication interfaces in one example of a system according to the invention; Figure 2 is a schematic view of a fuel station/vehicle interface arrangement of the system; Figure 3 shows a vehicle's data processing arrangement in the system; and Figure 4 shows an arrangement of a local taxation transmitter network and road side activators.

The following example relates to the installation within vehicles of a system to enable electronic verification of "vehicle identity and legality"inter-linked with a system for detailed data collection of"fuel utilisation".

As traffic densities increase there is a growing need to control the volume of vehicles on the roads, ideally by some form of"Traffic Management System". Such a system would need to be flexible and adaptive to cater for changing technology and the many anomalies such a system would encounter in practice. Further, the system would need to be perceived as fair by road users in order to make it politically expectable to implement. The following example offers such a system using proven technologies combined together into a unique system.

Vehicle crime, in particular"ringing","clocking", driving of vehicles without insurance, M. O. T. certificates or Road Fund Licences is a serious problem. The tax payer contributes very large sums in the efforts currently expended to control such violations of the law. The following example achieves control over these problems by denying such vehicles access to fuel.

The system to be described allows for the time, date and the location in which vehicle fuel is consumed to directly affect the tax which is collected when the vehicle is next refuelled. The system is designed to interface with existing vehicle fuel management systems.

The system enables variable and complex control of traffic volumes and increases vehicle security in all areas of any country with suitably equipped vehicles and fixed installations.

The functionality to collect tolls without the need to stop vehicles to collect money is also a feature of the system.

The system offers taxation control of traffic volume by:- Time.

Date.

Vehicle classification.

Vehicle location.

Vehicle sharing.

Vehicle number plate verified.

For clarity and consistency with Appendix 1 which models a taxation system, it has been assumed that tax payable on fuel will be made against a standard rate of fuel tax per litre. This is only one possible taxation model. The

system offers a very considerable variable number of options in terms of taxation collection.

The system offers vehicle security by verifying via a central database before fuel is dispensed that the vehicle:- Is not stolen.

Is insured.

Has a current M. O. T. certificate (where appropriate).

Has no outstanding debt.

Has a current Road Fund Licence (if appropriate).

The system is designed to interface with existing vehicle security systems.

A vehicle's identity is established from two sources, one being from data contained on a removable"smart card", the other being from a"vehicle short range data transmitter receiver" (V. S. R. D. T. R.).

Removal of the smart card immobilises the vehicle. The smart card may be removed and inserted in other vehicles.

A"host"vehicle may receive a number of"guest"smart cards. This will enable tax concessions to be given to both the host vehicle smart card and the guest card or cards.

The system thereby simultaneously encourages vehicle sharing through taxation savings and ensures that vehicles accruing taxation savings when not in use (through car sharing) are immobilised.

Referring to Figure 1, this details two way communication interfaces between a central vehicle records database (C. V. R. D.) 1 and items 2-6 inclusive. These represent a

selection of organisations which would have controlled access and authority to update the C. V. R. D. Item 7 is a fuel taxation IT system. This system would be under the control of central Government and would set and control the levels of fuel tax payable. Taxation would be calculated using a number of variable options. These include: Vehicle sharing.

Using the vehicle at off peak times.

Using the vehicle on non peak dates.

Using the vehicle in non-congested locations.

Using the vehicle on preferred routes during peak days or times.

The next time the vehicle refuels, tax savings on cost of fuel used per litre compared to standard rate would be redeemable as a fuel discount. Tax increases on fuel used per litre above the standard tax rate would be collected or billed. This would be an immediate and very visible encouragement to vehicle users to optimise vehicle usage.

Tax would be paid directly to central Government Item 8 is a local transmission system used to adjust the amount of tax payable in areas of high congestion. The same system could be used to relay information on traffic conditions (see Figure 4 for a representation of a typical local transmission network).

Referring to Figure 4, the collection of tolls for specific roads or crossings would be enabled via use of a roadside transmission 41 to the passing vehicle's V. S. R. D. T. R. 15.

The next time the vehicle is refuelled, the cost of the toll would be recovered and electronically transferred to the appropriate company. Alternatively, the bill could be forwarded to the vehicle owner for payment at a later date.

Referring again to Figure 1, item 9 is a fuel station IT system. The general relationship between the C. V. R. D., the fuel station IT system and a vehicle are shown in Figure 2.

Referring to Figure 2, when a vehicle 14 is positioned next to a refuelling point, the engine is switched off and the smart card removed, a vehicle data processing system 33 activates its V. S. R. D. T. R. 15 and a signal is received by a fuel station short range data transmitter receiver (F. S. S. R. D. T. R.) 13. The fuel station IT system 9 receives the following data.

The vehicle's identity code.

The current issue of taxation information held in the vehicle's processor.

The time and date in the memory of the vehicle's processor.

Any changes made to the time and date of the vehicle's processor which relate to the current taxation saving accrued on the vehicle's smart card.

The fuel type required for the vehicle.

Referring to Figure 2, whilst the driver is exiting the vehicle, the fuel station IT system 9 contacts the C. V. R. D. to verify that the vehicle is legal as identified from its identity code.

The driver inserts the vehicle's smart card 12 into a fuel pump 11. The fuel station IT system 9 then establishes that the vehicle and the smart card are legally related.

The smart card contains variable code"which is changed every time the vehicle is refuelled by the C. V. R. D. This would ensure security is maintained even in the event that illegal but functional copies of vehicle software and hardware systems are manufactured. The variable code would

be checked to identify that the vehicle and smart card are uniquely related and therefore legal. (If a complete copy of a vehicle system and smart card were to be produced once one of the vehicles had refuelled, its variable smart card code would be changed. When a second vehicle with identical information attempted to refuel, its variable smart card code would not match the C. V. R. D record and would be signalled as illegal).

In the case of electrically powered vehicles, the charger would require a PIN number to be entered before charging could commence. The charger would signal via the charging connection to the vehicle's security system 26 to enable charging. Variation of the PIN number would be under the control of the vehicle operator.

If the C. V. R. D. identifies the vehicle as being illegal or if the vehicle identity code and number plate recognition data do not match, fuel cannot be dispensed.

This is established by the following: The smart card variable code number as detailed below. The C. V. R. D. data in respect of those items listed above.

The smart card 12 must as a minimum contain the following data: The vehicle's security system enabling code.

The variable code number.

The taxation accrued as calculated by the vehicle's processor.

Care has been taken in the system configuration to minimise the data storage requirements of the smart card. However,

it may be necessary to use technology other than a magnet swipe card in order to satisfy reliability, data storage, and data security requirements (see below). If the vehicle's current time and date setting is found to be incorrect as held by vehicle data processing system 33, the correct time and date will be automatically re-entered to it via the F. S. S. R. D. T. R. 13 and the V. S. R. D. T. R. 15. Fuel will not be dispensed until the vehicle's smart card is re- inserted in the vehicle and the vehicle data processing system 33 recalculates the taxation saving accrued.

If the vehicle's current time and date setting has been reset more than once whilst the current taxation saving has been accrued, savings may be partly or wholly withheld until the reason for the change can be formally established and an assessment of taxation savings made manually.

If the vehicle's processor is using an out-of-date issue of the taxation calculation data, then the fuel station IT system 9 via items 13 and 15 would communicate the new issue to the vehicle data processing system 33. The fuel station IT system information being updated from the C. V. R. D. as taxation is periodically revised. Fuel will not be dispensed until the vehicle's smart card is re- inserted in the vehicle and the vehicle data processing system 33 recalculates the taxation.

If the vehicle's smart card 12 or the V. S. R. D. T. R. 15 become defective, fuel may be delivered by manually entering the card number and vehicle registration into the fuel station IT system via an operator keyboard 10 prior to fuel pump activation. Activation of the fuel pump is dependent on compliance with data integrity requirements identified above as signalled to the fuel station IT system 9 by the C. V. R. D. and by the number of such transactions recorded by the C. V. R. D., the number of such transactions

being limited to a figure set by the C. V. R. D. No taxation savings can be made on the transaction. Taxation would continue to be logged by the vehicle data processing system 33, for collection when the smart card 12 is replaced or the V. S. R. D. T. R. 15 is replaced or repaired. For inoperative systems, an additional or default value of taxation would be applied to the cost of the fuel consumed per litre to discourage deliberate damage to the vehicle's systems.

If the vehicle's processor fails, fuel may be delivered by manually entering the card number and vehicle registration into the fuel station IT system via the operator keyboard 10 prior to fuel pump activation. Activation of the fuel pump is dependent on compliance with data integrity requirements identified above as signalled to the fuel station IT system 9 by the C. V. R. D. and by the number of such transactions recorded by the C. V. R. D., the number of such transactions being limited to a figure set by the C. V. R. D. Taxation accrued on fuel used would be permanently lost if the vehicle data processing system 33's data cannot be recovered when examined for repair and fuel tax would therefore be charged at the default rate.

If the fuel pump selected does not deliver the type of fuel required by the vehicle as communicated by the V. S. R. D. T. R.

15 or in the case of gas powered vehicles the bonding lead is not in place, the fuel station IT system 9 will not dispense fuel.

If all the security and safety criteria are satisfied, the vehicle may be re-fuelled.

The vehicle smart card 12's recorded taxation information will be amended by the fuel station IT system via a fuel pump data transducer 11 following refuelling.

In the case of electrically powered vehicles, it would be mandatory for the smart card to be read periodically to enable taxation applying to be established and recovered. The legality of the vehicle and smart card would be established as detailed above for conventional vehicles. The venues for reading electrical vehicle smart cards could include Bank and Building Society facilities.

The smart card 12's variable code will be amended by the fuel station IT system via the fuel pump data transducer 11 as communicated from the C. V. R. D. following refuelling.

Upon completion of refuelling, the vehicle's smart card 12 would be removed from the fuel pump. Payment would be made in the current manner. The receipt given by the fuel station will include as a minimum: The amount payable.

Taxation debit or credit.

Insurance renewal date.

Date M. O. T. certificate due.

Road Fund Licence renewal date (if appropriate).

The vehicle data processing system 33 is shown in detail by Figure 3.

The arrangement of the vehicle data processing system 33 details the elements of the system required to perform the relevant functions within the vehicle.

A removable smart card 12 inserted into a host vehicle slot may employ any of several technologies, such as magnetic strip, embedded chip or other technology. The card must employ technology which permits reading and writing of its stored data. The basic data storage requirements are detailed below:

The vehicle's security system enabling code.

The variable code number.

The taxation relief accrued as calculated by the vehicle's processor.

This is not intended to be an exhaustive list but a minimum requirement for system basic functionality.

Referring to Figure 3, items 12A are removable smart cards in the guest vehicle slots, their design requirements and information requirements being the same as for card 12.

For security reasons, the validity of guest cards left in the host vehicle data transponder is to be temporarily disabled when the host card is removed. Validity is to be restored only when the host smart card is re-installed. Items 22 are data transfer transducers, the technology employed in which must be compatible with that of the smart cards.

Each transducer 22 must have read/write capability.

Communication to and from the transducer will be via the vehicle data processing system 33.

One slot within the reader would be reserved for the host card.

Communication with the host slot. The minimum data transferred between a card and its transducer is detailed above.

The number of slots for guest cards needs to be at least one. The actual number of slots for guest cards in vehicles for private use could depend upon the number of passenger seats available. The number of slots is however not an issue for the design but for the taxation legislators.

Communication with a guest slot would include read capability of guest card's vehicle identity and write

capability for information on taxation credit earned by the. guest card.

The amount of tax credit earned could be increased in proportion to the number of guest slots occupied. Therefore, the design is to allow for the number of occupied slots to be counted by the data processor 23. Utilisation of the functionality will be at the discretion of the taxation legislators.

The construction of this device would need to have an I. P. rating of I. P. 66. or better (with or without the card inserted) for vehicles with controls exposed to the elements.

The data processor 23 is a device controlling the flow of information between elements of the system (as indicated in Figure 3) and directs the storage of the following data to a non-volatile memory store: Taxation accruals history total.

Taxation accruals history current.

Total fuel consumption.

Total recorded vehicle mileage (optional).

Modification history of the time and date processor 24.

Vehicle service history.

This is not intended to be an exhaustive list but a minimum requirement for system basic functionality.

The vehicle short range data transmitter/receiver 15 could use one of several technologies, e. g. radio, ultrasonic, magnetic, optical or other technology suitable for use in a petrol/chemical environment.

The list of data for transmission from the vehicle is given below: The vehicle's identity code.

The current issue of taxation information held in the vehicle's processor.

The time and date as held in the memory of the vehicle's processor.

Any changes made to the time and date of the vehicle's processor which relate to the current taxation accrued on the vehicle's smart card.

The fuel type required for the vehicle.

This is not intended to be an exhaustive list but a minimum requirement for system functionality.

The requirements for reception of data by the vehicle are given below: Taxation calculation data.

The time and date.

Road identification (whilst the vehicle is in motion).

Item 24 is a battery backed time and date processor. The time and date recorded by this unit are critical to the correct calculation of the tax payable, as such data records of modification to the re-setting of this processor must be held by the data processor 23. The design of the method permitting changing the back-up battery must be such that the data held can be safely retained during the battery change.

The time/date setting held can be input/updated by the following methods:

Factory set on new vehicles.

Via the input received from the vehicle short range date transmitter receiver 15 as detailed above.

Via a driver display and keypad 27. This function would only be available if the time and date became lost and the processor reverted to a default setting.

The use of this option would be subject to the limitations detailed above.

Item 25 is a security I/O unit. This device receives its information via the data processor 23. The data would be held in a non-volatile memory store. It provides the system interface with the vehicle security system. Its prime functions are: To ensure that the vehicle is immobilised unless the correct vehicle host card is inserted into the host vehicle slot 22.

To store the vehicle's security code for transmission via the data processor 23 to the V. S. R. D. T. R. 15.

To provide the required analogue or digital output to interface with the vehicle's security system 26, whose system interface is with the security I/O unit 25 as detailed above.

The driver display and keypad 27 is a device which communicates with the vehicle data processing system 23.

Its function is to enable the display of information stored within the data processor 23 to be displayed as required.

This would include: Taxation accruals history total.

Taxation accruals history current.

Total fuel consumption.

Total recorded vehicle mileage (optional).

Modification history of the time and date processor 24.

Vehicle service history.

Road and traffic condition information.

Modification of the data stored above would not be permitted. This is not intended to be an exhaustive list but a minimum requirement for system functionality.

Information on local traffic conditions as received by the vehicle digital data receiver 32 would be automatically displayed on receipt.

Storage of and modification of other data is optional dependent on customer requirements.

Item 28 is the taxation data storage. This non-volatile memory store would hold the taxation calculation data from which the data processor 23 will use to calculate all taxation accruals. It will have a read/write capability with the data processor.

Item 29 is the fuel consumption data processor. This device will send information to the data processor 23. It will receive data from the vehicle fuel management system or fuel flow sensor 30. Its purpose is to convert the signal received from the various types of input expected from different vehicles into a signal for the data processor. This signal will be directly representative of the quantity of fuel the vehicle is using when the engine is operational. The accuracy of the information received is to be better than 1% by volume or a figure dictated by the taxation authority.

The vehicle digital data receiver 32 is a device which provides the following information to the data processor 23.

The location of the vehicle when in areas of high congestion.

Information on local traffic conditions for display on item 27.

The high congestion area taxation data.

For electrically powered vehicles which do not require to visit conventional fuel stations all relevant taxation data would be transmitted.

The technology used is most likely to be digital VHF or UHF transmission of encoded data similar to that already used to identify transmission station names, etc.

Referring to Figure 4, item 40 is a local taxation data transmitter. The signal from this transmitter indicating that the vehicle is in an area of high congestion would normally result in an increase in the amount of tax the vehicle was accruing. However, the system is to allow for signals received from road side transmitters 42 via the V. S. R. D. T. R. 15 to de-activate or re-activate this additional taxation charge. This is to encourage the use of certain routes within areas of high traffic congestion.

Toll activators would also signal to the V. S. R. D. T. R. 15.

Appendix 1 This appendix details the functionality of the system in relation to fuel taxation. The depth of complexity of the model and the taxation figures applied are only to demonstrate functionality.

As at 25.1.98, tax in the UK on unleaded petrol and diesel fuel was 40.28p per litre before VAT. It is the ability to make this"fixed"tax"variable"depending on"when"and "where"the fuel is utilised that is at the heart of the system for traffic management.

For simplicity, VAT has been added in the model to what is called"Standard Rate Tax"and also to the"Fuel Company Cost"and is therefore not added back separately.

Tables in the model are simplified for ease of understanding in particular: It has a limited number of vehicle classes.

Only two types of fuel are considered.

The integration period for calculating the tax accrued is set to 30 minutes. In reality this integration period would be a very much smaller period of time.

The Time Tax Table is simplified to a single day. In reality this would need to be a full 365 day table. Similarly, the Congestion Table is simplified to Week Days and Weekends. In reality it would need to be a full 365 day table.

Table 1 This shows vehicle classifications.

Note that emergency service vehicles are not subject to any form of fuel taxation.

The Fuel Tax Rate (F. T. Rate) has been reduced to 70% of the standard rate of fuel tax for London style taxis and public transport vehicles. Also Time Tax, Day Tax increases, and Share Tax savings have been made Not Applicable. This would decrease the cost of public transport at all times and not disadvantage these vehicles from entering congestion areas. This approach is aimed at encouraging their utilisation.

Motor cycles would only pay Standard Rate Fuel Tax and would also not suffer time or day tax penalties. This would encourage their use and thereby reduce congestion.

Motor cycles would however not benefit from smart card sharing as shown in the model.

Un-equipped private cars would be charged Standard Rate Tax x the Fuel Rate Tax. In the model this would increase costs by 10%. This would need to be carefully set and gradually adjusted over a period of time until all unequipped vehicles became obsolete or were converted.

Similar un-equipped classifications would be needed in the full system.

Table 2 This shows Day Tax Rates as applied to different vehicle classes on different days of the week. Note that lorries over 20 CWT are subject to an increase of the Standard Fuel Tax to 150% of its normal level on Sundays. This would apply across the whole country for the full 24 hours. This would obviously have the effect of discouraging the movement of heavy goods on Sundays reducing minor road, motorway and town centre congestion.

Table 3 This shows the cost of two types of fuel only. It details the Standard Rate of Tax. This standard rate is used as a base for the calculation of taxation savings or additional tax owing when the vehicle is refuelled. The default value of tax is applied when vehicle fuel tax system becomes defective. This additional level of tax could be refundable under certain conditions.

Table 4 This details the savings made by the insertion of additional smart cards. The savings made are a percentage of the"real time"taxation being applied to the fuel as it is consumed, i. e. the higher the rate of tax being applied the greater the savings given. The mathematical calculations detailed later in the model explain this more clearly.

Table 5 This details the taxation applied with time to each classification of vehicle universally across the country.

Note that for all classes to which this tax applies, an attempt has been made to reduce the cost of driving at non peak times.

Tables 6 and 7 These detail the taxation applied to a congestion area.

Note that this is the tool which will most encourage the changing of current habits in respect of car sharing and movement of heavy goods. At peak times the level of fuel taxation applied in the model could treble fuel taxation for private cars that is if the option to reduce taxation

by smart card sharing is not utilised. If, however, the taxation savings offered by smart card sharing are fully exploited then the cost of fuel tax would be reduced. For heavy goods it would double fuel taxation at peak times.

The fuel tax system also has the ability to switch off the congestion area taxation to encourage utilisation of preferred routes. This will also add the reduction of congestion. The rate of taxation could be linked to an air quality system to vary the rate of tax further.

MODEL CALCULATIONS The values set in the tables outlined above have been designed to demonstrate the effect of the tables on the "Rate of Fuel Tax Applied". The values chosen therefore demonstrate varying levels of tax which might be considered extreme.

Example 1 This details the journey of a private car on a Monday in a congestion area. To simplify comparisons of fuel tax applying, the vehicle is using a constant 2 litres per half hour. The Tax Difference line shows the effects most clearly.

Note that the AM and PM journeys are mirrored to highlight the effect of the time and congestion rates.

The following calculation determines the"Real Time"tax applying. (Amount of fuel used) x (Standard Rate Fuel Tax) x (Fuel Rate Tax) x (Day Rate Tax) x (Time Tax) x (Congestion Tax).

If the vehicle is utilising other vehicle smart cards the Real Time Tax is reduced by the factors given in Table 4,

i. e. (Standard Rate Fuel Tax) x (Fuel Rate Tax) x (Day Rate Tax) x (Time Tax) x (Congestion Tax) x (Smart card factor).

The tables are designed to ensure that at all times the total amount of tax relief given to the host vehicle and all guest smart cards never exceeds the Standard Fuel Tax Rate.

The fuel tax applying (in pounds) at 06: 00 hours is calculated as follows: (Amount of fuel used) x (Standard Rate Fuel Tax) x (Fuel Rate Tax) x (Day Rate Tax) x (Time Tax) x (Congestion Tax) x (Smart card factor)/100, i. e. (2) x (47) x (1) x (1) x (0.8) x (1) x (1)/100 = E0.752p. This is cheaper than the cost of fuel at the Standard Tax Rate.

Between 07: 30 and 9: 00 the effect of utilising other vehicle smart cards is demonstrated.

Variable Tax applying at 07: 30 equals:- (2) x (47) x (1) x (1) x (1) x (3) x (1)/100 = £2.82p-a considerable increase from the cost of the same amount of fuel used at 06: 00 and considerably more than the cost of fuel at the Standard Rate.

Variable tax applying at 9: 00 with 3 guest smart cards equals (2) x (47) x (1) x (1) x (1) x (3) x (0.3)/100 = £0.846p. This is a considerable saving and is cheaper than the cost of fuel at the Standard Rate of Tax by £0.094p overall.

Between 10: 30 and 11: 00 the vehicle is using fuel on a road which is a preferred route and therefore the Congestion Rate Tax does not apply, i. e. (2) x (47) x (1) x (1) x (1)

x (1)/100 = £0.94p. This is effectively the same rate as Standard Tax at this time of day.

The Total Amount Owing is calculated as follows: (Cost of fuel used at Variable Tax Rate)- (Variable Tax Brought Forward)- (Host Smart Card Credit) + (Toll Charges), i. e. £37.64p-£2.71p-£2.00p + £2.50p = £40.85p.

The Amount Payable Now is calculated as follows: (Fuel cost at Standard Rate)- (Host Smart Card Credit) + (Toll Charges), i. e. £27.28p-£2. 00p + E2.50p = £27.78p.

It is envisaged that the amount paid could be either value.

For the purpose of this example it is taken that the amount paid is the"Amount Owing Now".

There would need to be a limit set as a maximum for the Variable Tax Brought Forward.

Example 2 This shows the same fuel utilisation on a Sunday. Note the changes in the"Variable Tax"all show a saving from "Standard Rate Fuel Tax".

The Variable Tax Brought Forward has been carried forward from Example 1. The effect of the variable tax saving is to reduce the difference between the Total Owing and the Amount Payable Now. As in Example 1 it is taken that the Amount Paid is the Amount Owing Now.

Example 3 This shows the effect of the same fuel utilisation as for Examples 1 and 2 for a Monday but with 3 guest smart cards installed throughout. The effect is to make the journey considerably cheaper than the cost of fuel at the Standard Rate even in the congestion area. The Variable Tax Brought Forward has been more than balanced off and the Amount Payable is the Amount Owing. For the sake of the model, a credit cannot be built up, just a debit.

Example 4 This shows a lorry over 20 CWT travelling from into an area of high congestion during peak hours. Note that the Variable Fuel Tax has added £35.84p to the fuel cost compared to Standard Rate Tax.

Example 5 This details the same journey as Example 4 but undertaken on a Sunday. Note that the variable fuel cost has added £100.76p to the Rate of Standard Tax.

Example 6 This details the same journey undertaken on a Monday at an early time to take advantage of time tax concessions and to minimise congestion penalties. Note that the Variable Fuel Tax applied is now showing a saving of £23.50p compared to the Rate of Standard Tax.

If a vehicle is used in a way that collects high fuel tax charges the opportunity is there to reduce this tax liability the next time the vehicle is used.

The system encourages the use of"preferred routes"in areas of congestion by reducing taxation. This is in contrast to proposals made to-date which try to encourage use of"preferred routes"by raising tolls to de-congest them.

No account is made in the model for fuel savings made by vehicles as the roads become less congested and journey times reduce.

TABLE 1 VehicleClassifications Class F ax F. 20CWT8Y1.00YYN/ALorriesOver &Vans5...20CWT7Y1.00YYN/ASmallLorries Un equipped Private Cars 6 1. 10 N/A N/A N/A Private Car 5 Y 1. 00 Y Y Y MotorCydes4Y1. 00N/AN/AM/A London3Y0.70N/AN/AN/ATaxi Vehicles2Y0.70N/AN/AN/APublicTransport Vehicles1N/AN/AN/AN/AN/AEmergencyService TABLE 2 Day Tax Rate MON TUE WED THU FRI SAT SUN LomesOver20CWT1. 001. 001. 001. 001. 001. 001.50 Small Lorries & Vans 5... 20 CWT 1.00 1.00 1.00 1.00 1.00 1.00 1. 00 CarsN/AN/AN/AN/AN/AN/AN/AUn-equippedPrivate Private1.001.001.001.001.001.001.00 N/AN/AN/AN/AN/AN/AN/AMotorCycles LondonN/AN/AN/AN/AN/AN/AN/ATaxi PublicN/AN/AN/AN/AN/AN/AN/AVehicles VehiclesN/AN/AN/AN/AN/AN/AN/AEmergencyService TABLE 4 Host Vehicle Smart Card Accruels Saving on Number of Smart Cards inserted as a percentage of"Real Time"fuel tax payable. Smart Card Factor % 0 Cards 0.00 201Card 2 Cards 60 3 Cards 70 Saving on Guest Cards inserted as a percentage of"Real Time"fuel tax payable % 1 Card 10 2 Cards 10 3Cards 10 TABLE 3 Fuel Tax Unleaded Fuel Cost Petrol Per Litre Standard Rate Tax lnci VAT 47. 00 Default Rate Tax minci Vat 80.00 FuelCompany Cost Incl VAT 15.00 Standard Rate Total 62.00 Default Rate Total 95. 00 Diesel Fuel Cost Oil Per Litre Standard Rate Tax Incl VAT 47.00 Default Rate Tax Incl Vat 70. 00 CostInclVAT13.00FuelCompany Standard Rate 60.00 Default Rate Total 83. 00 TABLE 5<BR> TIME TAX RATES TIME CLASS 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11.5 8 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.9 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.7 0.9 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 6 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 5 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 0.8 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 4 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 3 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 2 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 1 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TIME CLASS 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.0 21.5 22.0 22.5 23.0 23.5 8 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.9 0.9 0.7 0.7 0.7 0.7 0.7 0.7 7 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.9 0.9 0.7 0.7 0.7 0.7 0.7 0.7 6 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 0.9 0.9 0.7 0.7 0.7 0.7 0.7 0.7 4 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 3 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 2 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 1 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TABLE 6 CONGESTION AREA MONDAY-FRIDAY TIME 0.51.01.52.02.53.03.54.04.55.05.56.06.57.07.58.08.59.09.510. 010.511.011.5CLASS0.0 81. 01. 01. 01. 01. 01. 01. 01. 01. 01. 01. 01. 01. 01. 52. 02. 02. 02. 02. 02. 02. 02. 01. 51. 5 1.01.01.01.01.01.01.01.01.01.01.01.01.51.52.02.02.02.02.02.0 2.02.02.071.0 6 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 5 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1. 0 1. 0 1. 0 1. 0 1.0 1.0 1.0 2.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A4N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A3N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A2N/A 1 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A TIME 12.513.013.514.014.515.015.516.016.517.017.518.018.519.019.5 20.020.521.021.522.022.523.023.5CLASS12.0 1.51.51.51.51.52.02.02.02.02.02.02.02.02.02.01.01.01.01.01.0 1.01.01.081.5 72.02.02.02.02.02.02.02.02.02.02.02.01.01.01.01.01.01.01.01. 01.01.02.0 6 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 3.03.03.03.03.03.03.03.03.03.03.03.03.03.02.01.01.01.01.01.0 1.01.01.053.0 4 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A3N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A2N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A1N/A TABLE 7 CONGESTION AREA SATURDAY-SUNDAY TIME CLASS o. o O. 5 4.0 5.5 9. 0 9.5 10.0 10. 5 11.011.5 1.01.01.01.01.01.01.01.01.01.01.01.52.02.02.02.02.02.02.02.0 1.51.51.01.0 71. 0 1. 0 1. 01. 01. 01. 0 1. 01. 0 1. 0 J. O1. 0 1. 0 1. 01.0 1.01. 01. 01.0 1.0 1.0 1.0 1.0 1.0 1.0 N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A6N/A 1.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.0 1.01.01.051.0 4N/A N/A N/AN/AN/AN/A N/AN/A N/A N/AN/A N/A N/AN/A N/AN/AN/AN/A N/AN/A N/A N/A N/AN/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A3N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A2N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A1N/A TIME CLASS 12.0 12.5 13.0 13. 5 14. 0 14.5 16.0 17.5 19. 0 19.5 20.0 20. 5 22.0 22.5 23.0 235 2.02.02.02.02.02.02.02.02.02.02.02.01.01.01.01.01.01.01.01.0 1.01.01.082.0 1.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.0 1.01.01.071.0 6 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A 1.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.01.0 1.01.01.051.0 N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A4N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/AN/A3N/A 22N/A N/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/AN/A N/AN/A 1 N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A Private Car Example 1 Da MON Total Fuel Used Litres 44. 00 Fuel Cost at Standard Tax Rate 27.28 GUEST CARD 1 Credit since last re-fuel 1. 37 _. __ Fuel T. y SPET or DSL) PET Standard Fue ! Tax/Litre7 Fuet Cost Cost Variable Variable Rate 3. ea GUEST CARD 2 Credit since last re-fuel t. ou Day Rate Tax Fue ! Company Costs/Litre 15Variable Tax Addition-10.36 GUEST CARD 3 Credit since last re-fuel 0.36 Fuel Tax Rate I Default Tax 80 Variable Tax Brought Forward-2. 71 Vehicle Class s Host Smart Card Credit 2.00 Toll Charges. 50 Total Amount Owing 40 95 Amount Payable Now 27 78 Time (30 min luts) 0.0. 5 10 1. 5 20 25 3.0 3.5 4.0 4.5 5.0 5. 5 B. 0 B. 5 7.0 7.5 8. o 8.5 9.0 9.5 10.0 10.5 11.0 11.5z Fuel Used Litres 2 22 22 22 2 2 2 No of Guest Cards 0-3 i 2 a Congestion Area Y/NY Y Y Y Y Y Y Y Y Y YYYYYYYYYYYN Y Y Variable Tax Applying 75.2 75.2 94 188 282 225.6 112. 8 846 282 94 282 Fuel cost at Variable Tax rate 105.2 105.2 124 218 312 255.6 142.8 114.6 312 124 312 Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 124 124 124 Tax Differenceias166-94-188-132-186 9. 4-i69-i6a Toll Cost 25000 Guest Card 1 Tax Credit za. 2 28. 2 28. 2 Guest Card 2 Tax Credit 28.2 28. 2 Guest Card 3 Tax Credit 282 Time (30min) nts) 120 12.5 13.0 13.5 14.0 14.5 15.0 15. 5 18. 0 18.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.0 21.5 22.0 22.5 23.0 23. 5 Fuel Used Litres 2 22 22 22 2 2 2 2 No of Guest Cards 0-3 2 12 3 Congestion Area Y/N Y Y Y Y Y Y Y Y Y Y Y Y Y Y N Y Y Y Y Y Y Y Y Y Variable Tax Applying 112. 8 282 282 94 188 67. 68 33. 84 22. 56-75. 2-75. 2 75. | | Fuel cost at Variable Tax rate 142.8 312 312 124 218 97.68 63. 84 52. 56 105.2 105.2 105.2 | l Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 124 124 Tax Difference-18.8-188-168-94 26.32 60.16 71.44 18.8 18.8 18. 8 Toll Cost Guest Card 1 Tax Credit 28. 2 8. 48 8. 46 7. 62 Guest Card 2 Tax Credit 28.2 8.46 7. 52 Guest Card 3 Tax Cedit 7.52 Private Car Example 2 _ Day SUN Total Fuel Used Litres 44. 00 Fuel Cost at Standard Tax Rate 27.28 GUEST CARD 1 Credit since last re-fuel o 62 Fuel Type (ET or DSL) PET Standard Fuel Tax/Litre 47 Fuel Cost at Variable Tax Rate 2279 GUEST CARD 2 Credit since last re-fuel 044 Day Rate Tax 1 Fuel Company Costs/Litre 15 Variable Tax Saving 4. 49 GUEST CARD 3 Credit since last re-fuel o 17 Fuel Tax Rate 1 Default Tax ao Variable Tax Brought Forward-13.07 Vehicle Class s Host Smart Card Credit 2.00 TollCharges 2. 50 Total Amount Owing 36. 38 AmountPayable Now 27. 78 Time (30 min tnts) 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.0 9.5 10.0 10.5 11.0 11. 5 Fuel Used Litres 2 2 2 2 2 2 2 2 No of Guest Cards 0-3 1 2 3 Congestion Area Y/NY Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y N Y Y Variable Tax Applying 75. 2 75.2 94 94 94 752 376 28.2 94 94 94 Fuel cost at Variable Tax rate 105.2 105.2 124 124 124 105.2 67.6 58.2 124 124 124 Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 124 124 124 Tax Difference188 16. 8 isa 56.4 65.8 Toll Cost 250.00.----.---.--. Guest Card 1 Tax Credit 9. 9. 4 Guest Card 2 Tax Credit 9.4 8. 4 Guest Card 3 Tax Credit 9 4 9. 4 Time (30 min) nts) 120 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.0 21.5 22.0 22.5 23.0 23. 5 Fuel Used Litres 2 2 2 2 2 2 2 2 2 2 2 No of Guest Cards 0-3 2 1 2 3 Congestion Area Y/N Y Y Y Y Y Y Y Y Y Y Y Y Y Y N Y Y Y Y Y Y Y Y Y Variable Tax Applying37 6 94 94 94 94 67. 68 3384 22. 5675. 2 75.2 75.2 | Fuel cost at Variable Tax rate 67. 6 124 124 124 124 97. 68 6364 5258 105.2105.2 105. 2 Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 124 124 124 Tax Difference 56.4 26.32 60.16 71.44 18.8 18. 8 18. 8 Toll Cost Guest Card 1 Tax Credit 9.4 7.52 ß Guest Card 2 Tax Credit 9.4 7.52 | Guest Card 3 Tax Credit 7. 52 Private Car Example 3 Day MON Total Fuel Used Litres 44.00 Fuel Cost at Standard Tax Rate 27.28 GUEST CARD 1 C Fuel Type (PET or DSL) PET Standard Fuel Tax / Litre 47 Fuel Cost at Variable Tax Rate 18.05 GUEST CARD 2 C Day Rate Tax 1 Fuel Company Costs / Litre 15 Variable Tax Saving 9.23 GUEST CARD 3 C Fuel Tax Rate 1 Default Tax 80 Variable Tax Brought Forward -8.58 Vehicle Class 5 Host Smart Card Credit 2.00 Toll Charges 2.50 Total Amount Owing 27.13 Amount Payable Now 27.13 Time (30 min Ints) 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.@ Fuel Used Litres 2 2 2 2 2 2 2 2 No of Guest Cards 0-3 3 3 3 3 3 3 3 3 Congestion Area Y/N Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Y Variable Tax Applying 22.56 22.56 28.2 56.4 84.6 84.6 84.6 84.6 Fuel cost at Variable Tax rate 52.56 52.56 58.2 86.4 114.6 114.6 114.6 114.6 Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 Tax Difference 71.44 71.44 65.8 37.6 9.4 9.4 9.4 9.4 Toll Cost 250.00 Guest Card 1 Tax Credit 7.52 7.52 9.4 18.8 28.2 28.2 28.2 28.2 Guest Card 2 Tax Credit 7.52 7.52 9.4 18.8 28.2 28.2 28.2 28.2 Guest Card 3 Tax Credit 7.52 7.52 9.4 18.8 28.2 28.2 28.2 28.2 Time (30 min Ints) 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.@ Fuel Used Litres 2 2 2 2 2 2 2 2 No of Guest Cards 0-3 3 3 3 3 3 3 3 3 Congestion Area Y/N Y Y Y Y Y Y Y Y Y Y Y Y Y Y N Y Y Y Y Variable Tax Applying 84.6 84.6 64.6 28.2 56.4 25.38 25.38 22.56 Fuel cost at Variable Tax rate 114.6 114.6 114.6 58.2 86.4 55.38 55.38 52.56 Fuel cost at Standard Tax Rate 124 124 124 124 124 124 124 124 Tax Difference 9.4 9.4 9.4 65.8 37.6 68.62 68.62 71.44 Toll Cost Guest Card 1 Tax Credit 28.2 28.2 28.2 9.4 18.8 8.46 8.46 7.52 Guest Card 2 Tax Credit 28.2 28.2 28.2 9.4 18.8 8.46 8.46 7.52 Guest Card 3 Tax Credit 28.2 28.2 28.2 9.4 18.8 8.46 8.46 7.52 Lorries Over 20CWT Example 4 Day MON Total Fuel Used Litres 200.00 Fuel Cost at Standard Tax Rate 120.00 Fuel Type (PET or DSL) DSL Standard Fuel Tax / Litre 47 Fuel Cost at Variable Tax Rate 155.84 Day Rate Tax 1 Fuel Company Costs / Litre 13 Variable Tax Addition 35.84 Fuel Tax Rate 1 Variable Tax Brought Forward Vehicle Class 8 Toll Charges 5.00 Total Amount Owing 160.84 Amount Payable Now 125.00 Time (30 min Ints) 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9 Fuel Used Litres 12.5 12.5 12.5 12.5 12.5 12.5 12.5 Congestion Area Y/N N N N N N N N N N N N N N N N N Y Y Y Variable Tax Applying 411.3 528.8 587.5 587.5 1175 1175 1175 Fuel cost at Variable Tax rate 573.8 691.3 750 750 1338 1338 1338 Fuel cost at Standard Tax Rate 750 750 750 750 750 750 750 Tax Difference 176.3 85.76 -588 -588 -588 Toll Cost 500.00 Time (30 min Ints) 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21. Fuel Used Litres 12.5 12.5 12.5 12.5 Congestion Area Y/N N N N N N N N N N N N N N N N N N N N Variable Tax Applying 587.5 587.5 587.5 587.5 Fuel cost at Variable Tax rate 750 750 750 750 Fuel cost at Standard Tax Rate 750 750 750 750 Tax Difference Toll Cost Lorries Over 20CWT Example 5 Day SUN Total Fuel Used Litres 200.00 Fuel Cost at Standard Tax Rate 120.00 Fuel Type (PET or DSL) DSL Standard Fuel Tax / Litre 47 Fuel Cost at Variable Tax Rate 220.76 Day Rate Tax 1.5 Fuel Company Costs / Litre 13 Variable Tax Addition 100.76 Fuel Tax Rate 1 Variable Tax Brought Forward Vehicle Class 8 Toll Charges 5.00 Total Amount Owing 225.76 Amount Payable Now 125.00 Time (30 min Ints) 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9@ Fuel Used Litres 12.5 12.5 12.5 12.5 12.5 12.5 12.5 Congestion Area Y/N N N N N N N N N N N N N N N N N Y Y Y Variable Tax Applying 616.9 793.1 881.3 881.3 1763 1763 176@ Fuel cost at Variable Tax rate 779.4 955.6 1044 1044 1925 1925 192@ Fuel cost at Standard Tax Rate 750 750 750 750 750 750 750 Tax Difference -29.4 -206 -294 -294 -1175 -1175 -117@ Toll Cost 500.00 Time (30 min Ints) 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21@ Fuel Used Litres 12.5 12.5 12.5 12.5 Congestion Area Y/N N N N N N N N N N N N N N N N N N N N Variable Tax Applying 881.3 881.3 881.3 881.3 Fuel cost at Variable Tax rate 1044 1044 1044 1044 Fuel cost at Standard Tax Rate 750 750 750 750 Tax Difference -294 -294 -294 -294 Toll Cost Lorries Over 20CWT Example 6 Day MON Total Fuel Used Litres 200.00 Fuel Cost at Standard Tax Rate 120.00 Fuel Type (PET or DSL) DSL Standard Fuel Tax / Litre 47 Fuel Cost at Variable Tax Rate 96.50 Day Rate Tax 1 Fuel Company Costs / Litre 13 Variable Tax Saving 23.50 Fuel Tax Rate 1 Variable Tax Brought Forward Vehicle Class 8 Toll Charges 5.00 Total Amount Owing 101.50 Amount Payable Now 101.50 Time (30 min Ints) 0.0 0.5 1.0 1.5 2.0 2.5 3.0 3.5 4.0 4.5 5.0 5.5 6.0 6.5 7.0 7.5 8.0 8.5 9.@ Fuel Used Litres 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 12.5 Congestion Area Y/N N N N N Y Y Y Y Y Y Y N N N N N N N N Variable Tax Applying 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 411.3 528.8 587.5 587.5 Fuel cost at Variable Tax rate 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 573.8 691.3 750 750 Fuel cost at Standard Tax Rate 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 750 Tax Difference 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 176.3 58.75 Toll Cost 500.00 Time (30 min Ints) 12.0 12.5 13.0 13.5 14.0 14.5 15.0 15.5 16.0 16.5 17.0 17.5 18.0 18.5 19.0 19.5 20.0 20.5 21.@ Fuel Used Litres Congestion Area Y/N N N N N N N N N N N N N N N N N N N N Variable Tax Applying Fuel cost at Variable Tax rate Fuel cost at Standard Tax Rate Tax Difference Toll Cost