Congestion toll in Boston?

[HenryAlan]

For example, if you're traveling from Brooklyn to Queens, you don't have to go into Manhattan.

There is the G, but it's not all that great due to some very odd transfer connections. For the most part, and for most people, going from Brooklyn to Queens does involve Manhattan. But this is largely irrelevant. The theorized trip from Newton to Harvard Square that you presented would likely not pass through the congestion zone if done by car, and if done by transit, there would be no congestion zone pricing anyway.

 

[Lrfox]

That patient would pay a congestion toll to enter LMA, just like a patient in poor health taking public transportation to LMA would pay a fare.

Right. I'd be surprised if there weren't several discounts and exemptions as well. MA already offers low-income toll discounts and steep discounts for people who live in neighborhoods on either end of the Tobin, Callahan, Sumner, Ted Williams, etc. I'm sure residents inside and abutting the congestion zone would have some sort of discount (or full exemption). I don't think it would be terrible to exempt all city of Boston residents, at least at the start. I doubt it would be too difficult to exempt disability placards/plates while also making them readily available to anyone who has a medical need that necessitates regular car access to LMA, Tufts, MGH, etc.

 

[bigeman312]

The ideal congestion zone, at least for relevant implementation timelines, shouldn’t include any of Cambridge, let alone Newton. I really hope we find a way to educate people who are opposed to a congestion zone because they think it would apply to trips it wouldn’t apply to. I’m not sure how that’s done, though.

The Charles forms an ideal northern boundary, much like Boston Harbor and Fort Point Channel form an ideal eastern boundary. The southern and western boundaries are a bit more debatable. Mass Pike and Muddy River might be the cleanest. I’m partial to a slightly larger zone down to Ruggles St, though.

 

[Delvin4519]

The ideal congestion zone, at least for relevant implementation timelines, shouldn’t include any of Cambridge, let alone Newton. I really hope we find a way to educate people who are opposed to a congestion zone because they think it would apply to trips it wouldn’t apply to. I’m not sure how that’s done, though.

The Charles forms an ideal northern boundary, much like Boston Harbor and Fort Point Channel form an ideal eastern boundary. The southern and western boundaries are a bit more debatable. Mass Pike and Muddy River might be the cleanest. I’m partial to a slightly larger zone down to Ruggles St, though.

Ruggles St and Muddy River still leaves Fenway Park and LMA outside the congestion zone. The line would need to run BU Central <-> Brigham Circle to capture Fenway Park and LMA inside the congestion zone.

Seaport is debatable; but leaving out Seaport; mixed results and mixed feelings.

Kendall MIT gets a free pass owing to being on the other side of the Charles and a different municipality. Leaving out Kendall MIT is not a big deal.

 

[JeffDowntown]

Ruggles St and Muddy River still leaves Fenway Park and LMA outside the congestion zone. The line would need to run BU Central <-> Brigham Circle to capture Fenway Park and LMA inside the congestion zone.

Seaport is debatable; but leaving out Seaport; mixed results and mixed feelings.

Kendall MIT gets a free pass owing to being on the other side of the Charles and a different municipality. Leaving out Kendall MIT is not a big deal.

A reason to implement in Seaport would be a promise to use the funds to replace the Silver Line with real rapid transit. But I would never believe the promise.

 

[bigeman312]

As long as Seaport lacks better transit options, I'd prefer to have Fort Point Channel form the boundary.

Keep in mind, this means automobile operators would still pay a congestion toll upon existing the Seaport on Seaport Blvd, Congress St, and Summer St, encouraging Silver Line usage where its useful.

For a trip between Brighton and Seaport, where one would take an autmobile on the Pike, but not through the city of streets of Downtown Boston, a congestion toll would be a harder sell.

Like I said, western and southern boundaries are more debateable. I don't think it's bad to have LMA outside of the congestion zone. Improved bus/ambulance infrastructure is a more approriate tool there, in my estimation.

 

[ritchiew]

There are a bunch of cities with some form of congestion zone. Does anyone have any resources on how they set boundaries elsewhere? Or some academic work on best practices and important variables?

 

[JeffDowntown]

There are a bunch of cities with some form of congestion zone. Does anyone have any resources on how they set boundaries elsewhere? Or some academic work on best practices and important variables?

A GenAI response from several sources -- basically it is a huge set of compromises:

How Boundaries Get Set
Planners typically begin with microscopic traffic simulation models to map out the region’s "Central Business District" (CBD) or most gridlocked core. However, translating that core into a functional boundary relies heavily on physical constraints: [1, 2]

• Natural and Built Chokepoints: Designing a boundary requires minimizing the number of entry points (gantries or camera checkpoints) to keep implementation and enforcement costs down. Planners aggressively look for natural cordons like rivers, harbor edges, rail lines, or major sunken highways where crossings are already limited to a few bridges or tunnels.
• The "Escape Valve" Ring Road: A successful boundary must feature a major, high-capacity perimeter road immediately outside the zone. This acts as a bypass route so drivers who want to avoid the fee can skirt around the downtown core entirely rather than flooding local residential neighborhoods just outside the zone.
• Political and Socioeconomic Negotiations: The final line is almost always massaged by politics. Neighborhood groups, local businesses, and hospital districts right on the edge lobby intensely to be excluded or included based on how they believe the footprint will impact their foot traffic and property access.

1 https://www.cato.org/regulation/summer-2025/political-economy-congestion-pricing

2 https://www.nature.com/nature-index...pricing-strategies-in-urban-transport-systems

 

[Delvin4519]

Thinking about the LMA more; the more LMA is more than justified for inclusion in the congestion zone, unequivocally.

If the congestion zone only covers only a small fraction of the jobs in the CBD; then the congestion zone is pretty weak.

The CBD clearly extends to Seaport, Back Bay, Kenmore, BU, Fenway Park, LMA, (and Kendall MIT). You don't hit residential areas until past LMA/Brigham Circle or until past BU and the BU bridge.

Sure, Harvard, USQ, Assembly, Allston, Davis, and BMC form their own activity districts; but there is no way to extend the congestion zone to reach these areas without covering a large swath of residential areas. Staying inside the Kendall-BU-LMA beltway keeps the congestion zone in realistic bounds.

For an effective congestion zone to actually work; inclusion of the LMA and Fenway Park is absolutely essential. If Fenway Park and LMA sit outside the congestion zone; then people would be able to drive into Fenway/Kenmore, circle around LMA for parking, then go watch the game in Fenway Park; all without ever encountering the congestion toll charge. That's a huge failure of the congestion zone. Fenway Park, Kenmore, and LMA all belong inside the congestion zone and not outside. The congestion zone would be set up to fail if LMA and Fenway Park are not included inside the zone and are left outside.

Unlike the seaport district which has limited egress/access points; LMA has multiple entry/exit points.

(Source)

 

[bigeman312]

There are a bunch of cities with some form of congestion zone. Does anyone have any resources on how they set boundaries elsewhere? Or some academic work on best practices and important variables?

Best practice as seen elsewhere is for cities to use a boundary (natural or built) that already forms a barrier. For example:

• London uses their Inner Ring Rd
• Stockholm uses waterways

The basic principle applied here means, as stated above, the Charles River, Boston Harbor, and Fort Point are the most ideal boundaries on the northern and eastern ends.

For the southern and western ends, some possibilities include:

• Mass Pike
• Mass Ave
• Melnea Cass
• Tremont St
• Southwest Corridor
• Columbus Ave
• Huntington Ave
• Comm Ave
• Muddy River
• Park Drive

Whether or not Storrow Drive is included or excluded (like the NYC comps) is also up for debate.

 

[JeffDowntown]

Thinking about the LMA more; the more LMA is more than justified for inclusion in the congestion zone, unequivocally.

If the congestion zone only covers only a small fraction of the jobs in the CBD; then the congestion zone is pretty weak.

The CBD clearly extends to Seaport, Back Bay, Kenmore, BU, Fenway Park, LMA, (and Kendall MIT). You don't hit residential areas until past LMA/Brigham Circle or until past BU and the BU bridge.

Sure, Harvard, USQ, Assembly, Allston, Davis, and BMC form their own activity districts; but there is no way to extend the congestion zone to reach these areas without covering a large swath of residential areas. Staying inside the Kendall-BU-LMA beltway keeps the congestion zone in realistic bounds.

For an effective congestion zone to actually work; inclusion of the LMA and Fenway Park is absolutely essential. If Fenway Park and LMA sit outside the congestion zone; then people would be able to drive into Fenway/Kenmore, circle around LMA for parking, then go watch the game in Fenway Park; all without ever encountering the congestion toll charge. That's a huge failure of the congestion zone. Fenway Park, Kenmore, and LMA all belong inside the congestion zone and not outside. The congestion zone would be set up to fail if LMA and Fenway Park are not included inside the zone and are left outside.

Unlike the seaport district which has limited egress/access points; LMA has multiple entry/exit points.

View attachment 76614
(Source)

Urban hospital zones like LMA are generally included in congestion zones, but with special provisions, such as patient reimbursement (London), exclusions for medical transport vehicles (most), etc.

 

[Delvin4519]

Urban hospital zones like LMA are generally included in congestion zones, but with special provisions, such as patient reimbursement (London), exclusions for medical transport vehicles (most), etc.

Then this is the logical outcome. It should be maintained that LMA and Fenway Park absolutely belong inside the congestion zone.

 

[bigeman312]

Then this is the logical outcome. It should be maintained that LMA and Fenway Park absolutely belong inside the congestion zone.

If LMA were included, Huntington Ave would be the best candidate for a boundary.

 

[Delvin4519]

Best practice as seen elsewhere is for cities to use a boundary (natural or built) that already forms a barrier. For example:

• London uses their Inner Ring Rd
• Stockholm uses waterways

The basic principle applied here means, as stated above, the Charles River, Boston Harbor, and Fort Point are the most ideal boundaries on the northern and eastern ends.

For the southern and western ends, some possibilities include:

• Mass Pike
• Mass Ave
• Melnea Cass
• Tremont St
• Southwest Corridor
• Columbus Ave
• Huntington Ave
• Comm Ave
• Muddy River
• Park Drive

Whether or not Storrow Drive is included or excluded (like the NYC comps) is also up for debate.

A GenAI response from several sources -- basically it is a huge set of compromises:

How Boundaries Get Set
Planners typically begin with microscopic traffic simulation models to map out the region’s "Central Business District" (CBD) or most gridlocked core. However, translating that core into a functional boundary relies heavily on physical constraints: [1, 2]

• Natural and Built Chokepoints: Designing a boundary requires minimizing the number of entry points (gantries or camera checkpoints) to keep implementation and enforcement costs down. Planners aggressively look for natural cordons like rivers, harbor edges, rail lines, or major sunken highways where crossings are already limited to a few bridges or tunnels.
• The "Escape Valve" Ring Road: A successful boundary must feature a major, high-capacity perimeter road immediately outside the zone. This acts as a bypass route so drivers who want to avoid the fee can skirt around the downtown core entirely rather than flooding local residential neighborhoods just outside the zone.
• Political and Socioeconomic Negotiations: The final line is almost always massaged by politics. Neighborhood groups, local businesses, and hospital districts right on the edge lobby intensely to be excluded or included based on how they believe the footprint will impact their foot traffic and property access.

1 https://www.cato.org/regulation/summer-2025/political-economy-congestion-pricing

2 https://www.nature.com/nature-index...pricing-strategies-in-urban-transport-systems

If Kendall/MIT remain outside the congestion zone; then Storrow would be debatable. But I don't think it's possible to exclude Storrow and include Kendall/MIT+Cambridge Crossing simultaneously due to the level grade crossings at Science Park/West End. A new special grade separation project from Storrow EB to I-93 SB would be a necessary evil to make Storrow congestion charge free.

The Grand Junction RR railroad is a useful cutoff for inclusion of Kendall/MIT; though on my previous map I amended the border to swing to the western edge of the Cambridgeside Mall to exclude the residential areas near Lechmere; but swing back to include all of Cambridge Crossing.

For the inclusion of Seaport District; Boston Harbor is the obvious eastern border. The southern border starts from the Summer St Bridge, and runs to place BCEC inside the congestion zone.

The Chinatown/South End border is heavily debatable; and either side may push for shifting the border north or south of the placeholder line set to the Mass Pike. But it is certain to keep New England Medical Center inside the congestion zone. Moving other parts of Chinatown or Bay Village outside the congestion zone or adding parts of South End into the congestion zone is tricky.

Back Bay MBTA Station remains on the southern border edge of the congestion zone. From here westwards to Ruggles the border would probably run along either the OL SW corridor, or be amended to shift residential areas outside of the zone between Prudential and Symphony on Huntington Ave before running back down the OL SW corridor beyond Mass Ave. Ruggles marks another benchmark to place NEU inside the congestion zone.

If LMA were included, Huntington Ave would be the best candidate for a boundary.

The LMA/BU congestion zone border is currently defined (on the map below) to run from Ruggles <-> MFA <-> Brigham Circle <-> Francis St <-> Muddy River <-> GL D Branch <-> Lansdowne <-> BU Central/University Rd.

Wentworth Institute of Technology is quite tricky to position inside the congestion zone; so my map has it outside the congestion zone for now. If someone has a good proposal to amend the congestion zone border to move WIoT inside the congestion zone; I'm all for it.

(The full map is here)

 

[bigeman312]

If Kendall/MIT remain outside the congestion zone; then Storrow would be debatable. But I don't think it's possible to exclude Storrow and include Kendall/MIT+Cambridge Crossing simultaneously due to the level grade crossings at Science Park/West End. A new special grade separation project from Storrow EB to I-93 SB would be a necessary evil to make Storrow congestion charge free.

The Grand Junction RR railroad is a useful cutoff for inclusion of Kendall/MIT; though on my previous map I amended the border to swing to the western edge of the Cambridgeside Mall to exclude the residential areas near Lechmere; but swing back to include all of Cambridge Crossing.

For the inclusion of Seaport District; Boston Harbor is the obvious eastern border. The southern border starts from the Summer St Bridge, and runs to place BCEC inside the congestion zone.

The Chinatown/South End border is heavily debatable; and either side may push for shifting the border north or south of the placeholder line set to the Mass Pike. But it is certain to keep New England Medical Center inside the congestion zone. Moving other parts of Chinatown or Bay Village outside the congestion zone or adding parts of South End into the congestion zone is tricky.

Back Bay MBTA Station remains on the southern border edge of the congestion zone. From here westwards to Ruggles the border would probably run along either the OL SW corridor, or be amended to shift residential areas outside of the zone between Prudential and Symphony on Huntington Ave before running back down the OL SW corridor beyond Mass Ave. Ruggles marks another benchmark to place NEU inside the congestion zone.



The LMA/BU congestion zone border is currently defined (on the map below) to run from Ruggles <-> MFA <-> Brigham Circle <-> Francis St <-> Muddy River <-> GL D Branch <-> Lansdowne <-> BU Central/University Rd.

Wentworth Institute of Technology is quite tricky to position inside the congestion zone; so my map has it outside the congestion zone for now. If someone has a good proposal to amend the congestion zone border to move WIoT inside the congestion zone; I'm all for it.

(The full map is here)

Francis St is a poor boundary that would lead to congestion on Fenwood and other local streets. Generally, it's understood that a boundary should be a less permiable natural feature (like a waterway) or a high-capacity perimeter road, otherwise local residential neighborhoods just outside the zone end up flooded with traffic. Better practice would be to extend the zone to Hungtington & Riverway.

 

[Delvin4519]

Francis St is a poor boundary that would lead to congestion on Fenwood and other local streets. Generally, it's understood that a boundary should be a less permiable natural feature (like a waterway) or a high-capacity perimeter road, otherwise local residential neighborhoods just outside the zone end up flooded with traffic. Better practice would be to extend the zone to Hungtington & Riverway.

The border can be amended to place Riverway outside the border. Mission Park; I suppose could be included inside the boundary. But it would depend whether certain residential neighborhoods want to be inside or outside the boundary.

Riverway was incorrectly placed inside the border between Francis St and Fenway Landmark Center. So we can move the border to place Riverway outside the border. That should fix the issue you were describing. I'll post a revised map later.

 

[Delvin4519]

The border can be amended to place Riverway outside the border. Mission Park; I suppose could be included inside the boundary. But it would depend whether certain residential neighborhoods want to be inside or outside the boundary.

Riverway was incorrectly placed inside the border between Francis St and Fenway Landmark Center. So we can move the border to place Riverway outside the border. That should fix the issue you were describing. I'll post a revised map later.

I've amended the map. Bigeman's proposed amendment is in green. The border in South Boston, LMA, and Riverway were changed in this v2 map.

The rationale for keeping Mission Park outside the congestion zone is due to the LMA street grid having limited connections between Longwood Ave and Francis St. So Bigeman's proposed amendment was kept separated.

 

[Charlie_mta]

That patient would pay a congestion toll to enter LMA, just like a patient in poor health taking public transportation to LMA would pay a fare.

As I recall, the NYC congestion zone included an exemption for low income users, so that kind of provision would address the expense issue for LMA low income access

 

[cburns]

It's not clearly entirely to me how someone going from Newton Highlands to Harvard would need to enter the congestion zone.

Highly doubt a serious congestion zone would extend all the way to Harvard. Perhaps there's a confusion between tolled motorways vs. a CBD congestion zone?

Red = estimated minimum congestion zone
Blue = congestion zone amended to include Seaport, Longwood Medical Area, Fenway Park/Kenmore, Kendall MIT, and Back Bay.

View attachment 76561

So I guess a practical matter here, but howdies it work with 93? Would you put a gantry over each exit within the zone collect? (20A through 26?) The major north-south arterial in eastern MA is 93; to go from Quincy to say Woburn is 93, not sure it's fair to ask them that if they want a "free ride" they need to take 128...

 

[JeffDowntown]

So I guess a practical matter here, but howdies it work with 93? Would you put a gantry over each exit within the zone collect? (20A through 26?) The major north-south arterial in eastern MA is 93; to go from Quincy to say Woburn is 93, not sure it's fair to ask them that if they want a "free ride" they need to take 128...

Usually through highways are tolled at the exits into the congestion zone, not on the road itself. So I-90 and I-93 would not have congestion tolling, only the exits into the zone. Not sure how Storrow Drive would be treated -- I could make the case either way.