Question

Traditional urban congestion pricing applies flat tolls to all vehicles entering central business districts during peak hours. However, recent economic analyses suggest that this uniform approach disproportionately burdens essential urban freight—such as grocery deliveries and municipal repair services—which lack the temporal flexibility available to commuter traffic. To resolve this, the proposed 'Asymmetric Fleet Pricing' (AFP) model advocates for a variable tolling structure based strictly on a vehicle's trip purpose and delivery time-window elasticity. Under the AFP framework, commercial vehicles with rigid, time-sensitive delivery mandates receive significant toll subsidies. These subsidies are explicitly funded by premium rates charged to non-essential private vehicles and 'flexible' freight operators, such as carriers of non-perishable e-commerce goods who can shift their delivery schedules to off-peak hours without severe economic penalty.

Proponents of this policy argue that by aligning financial penalties with trip flexibility rather than mere peak-hour presence, the AFP model will optimize road space allocation without inflating the retail cost of basic urban necessities. Crucially, the policy's structural integrity depends entirely on the municipal transit authority's capacity to accurately categorize freight types in real-time. This requires the mandatory integration of verifiable electronic manifests for all commercial vehicles entering the zone, a measure designed to prevent abuse by fleet operators who might otherwise attempt to artificially classify flexible deliveries as time-sensitive to secure the subsidized rate.

Based on the principles of the 'Asymmetric Fleet Pricing' (AFP) model detailed in the passage, which of the following administrative actions would most logically represent a direct application of this policy?