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Congestion in central London: the context Greater London population 7 million Central London employment 1 million - all day congestion - vehicles spending 50% of time in queues - temporary gridlock - poor journey time reliability - 85%+ of travel to central London by public transportation London’s Congestion: - the context to the problem Greater London population 7 million Central London employment 1 million - all day congestion - vehicles spending 50% of time in queues - temporary gridlock - poor journey time reliability - ‘something had to be done’ - Government-sponsored study of central London congestion charging - 85%+ of travel to central London by public transport - Greater London has effective public transport - 9 million public transport trips per day
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The London Congestion Charge Past, present and future Lauren
Sager Weinstein Chief of Staff, Finance and Planning Transport for
London Congestion in central London: the context
Greater London population 7 million Central London employment 1
million- all day congestion - vehicles spending 50% of time in
queues- temporary gridlock- poor journey time reliability- 85%+ of
travel to central London by public transportation Londons
Congestion: - the context to the problem Greater London population
7 million Central London employment 1 million - all day congestion
- vehicles spending 50% of time in queues- temporary gridlock- poor
journey time reliability- something had to be done-
Government-sponsored studyof central London congestion charging-
85%+ of travel to central London by public transport - Greater
London has effective public transport - 9 million public transport
trips per day Enabling measures Business crying out for something
to be done
Movement towards devolution Enabling legislation enacted in 1999
& 2000 ROCOL Study a Government plan for charging in Central
London offered to Mayoral candidates Overt political strategy Ken
Livingston running as independent candidate on platform of charging
Road congestion was costing the local economy - Businesses crying
out for something to be done Ken Livingstone, Londons first elected
mayor, ran on a platform explicitly promoting the groundbreaking
policy. The new Mayor asked his transport authority, Transport for
London, to consider a scheme along the lines proposed by the
Government-sponsored Road Charging Options for London (ROCOL) study
that was prepared for all of the mayoral candidates in the recent
election. The study examined the use of the charging powers
provided to the Mayor and London Boroughs as part of new
arrangements for the governance of Greater London. Key Goal:
Implement in the Mayors First Term
Choices: Area based Camera-based enforcement Proven technology Key
Goal:Implement in the Mayors First Term Choices: Area based
Camera-based enforcement Proven technology How Does Congestion
Charging Work? Represents very small portion of London but is the
heart and soul of London - picks up all the visible things most
people would associate with London Encompasses Londons finance
district, the West End theatres, Oxford Street shopping, and
national landmarks such as Buckingham Palace and the Houses of
Parliament. Charging hours are 7.00 to 18.30, Monday to Friday.
Certain categories of vehicle notably taxis, motorcycles, pedal
cycles and buses are exempt from charges. Certain categories of
vehicles can be registered for discounts: for example, residents of
the congestion charging zone can register for a 90 percent
discount; disabled persons and certain alternative fuelled vehicles
are eligible for a 100 percent discount; and there are special
arrangements for the operators of vehicle fleets. For chargeable
vehicles, payment of the charge can be made beforehand, on the day
of travel or a recent innovation by midnight the following charging
day. The standard charge was originally 5 (US$9) per day,
regardless of the number of entries made by the vehicles. In July
2005 the charge was raised to 8 in order to maintain levels of
de-congestion and to provide additional revenue to fund
improvements to the public transport network. Approximately 100,000
payments are mae per day The penalty charge is 100 (US$189),
reduced to 50 (US$95) for prompt payment. Persistent evaders are
liable to have their vehicles clamped or impounded. Around 5,000
penalty charge notices are now being issued per day. Camera
Locations 688 fixed cameras
Cameras are located around the boundary of the charging zone and at
critical locations inside the zone. This network of cameras, fixed
and mobile, reads your license plate as you enter or drive within
the charging zone and checks it against the database. Once the
vehicle registration number has been matched, showing that you have
paid the charge, the photographic image of your vehicle is
automatically wiped from the database, leaving only those vehicles
whose owners have not paid the charge. The system is controlled
using the UK Governments national database of car registration
numbers and a network of license plate reading cameras. The network
of cameras, similar to those used for ports, airports and the City
of Londons anti-terrorist ring of steel, is sited on the boundary
and throughout the zone. They cover all entry points to the
charging zone providing high quality video-stream signals to an
automatic number plate recognition computer system. Every single
lane of traffic is monitored at exit and entry points to the
charging zone. Tests show that there is an estimated capture rate
of over 90% within the charging zone. At midnight each day all paid
accounts are deleted from the system and any vehicle recorded as
having been in the zone during charging hours but with an unpaid
account must pay a penalty charge. What has it achieved?
Unprecedented beneficial effect on traffic conditions in Central
London Fewer four-wheeled vehicles entering charging zone during
charging hours- 18% with 5 charge- 22% with 8 charge (provisional)
Congestion initially reduced by 30%; Autumn 2005 estimate 22% Three
years on During 2005, congestion charging has continued to meet its
principal traffic and transport objectives; and the scheme
continues to operate well. Traffic patterns in and around the
charging zone remained broadly stable during The changes to the
scheme introduced in July 2005 were associated with small net
reductions in traffic volumes, and overall traffic patterns are
close to those of 2003 and 2004. Reductions in congestion inside
the charging zone over the whole period since the introduction of
the scheme now average 26 percent. This reflects an apparent
combined effect of some gains following the July 2005 changes,
offset by the loss of decongestion benefits since late 2004.
However, measurements against a static pre-charging baseline are
increasingly inappropriate. In comparison with pre-charging trends,
road users in 2005 were probably experiencing an effective 30
percent reduction in congestion, comparable to that in 2003 and
early Although a full analysis is not yet available, it is clear
that traffic conditions inside and outside the charging zone are
being influenced by the reallocation of network capacity to meet
other policy objectives, such as improved pedestrian safety and
amenity. The effect of the charging scheme therefore needs to be
assessed in this context. The results need to be understood in the
context of longer-term trends to congestion in central and inner
London. These suggest that competing demands on road network
capacity have meant continuing adjustments to capacity, leading to
increasing delays for traffic inside and outside the charging zone.
Inside the zone these adjustments would have had a broadly similar
effect on network traffic speeds with or without congestion
charging. These adjustments, in pursuit of other Mayoral transport
priorities, have resulted in, for example, improved safety and
amenity and increased priority for buses, taxis and cyclists. In
simple terms, the moving-motor vehicle capacity of the network has
been adjusted in favour of the people moving capacity of the
network. Therefore, comparison against a static baseline for 2002
is increasingly inappropriate. Comparisons based on a projection to
2005 of the long-term trend, in the notional absence of congestion
charging, suggest that road users in the charging zone are probably
still experiencing reduced congestion of the order of 30 percent.
Vehicles entering the charging zone
The patern of change this slide shows volumes of vehicles entering
the zone. The 5 charge marks change from red/pink bars to
blue/purple bars The 8 charge marks the change to from blue/purple
to orange/yellow bars Congestion inside the zone
Congestion is measured as the inverse of network traffic speeds, in
minutes per kilometre, after allowing for the speed that applies
when traffic levels are very light. Broadly speaking conmgestion
represents the time spent by vehiles in traffic queues. Imporatnt
to note that the efficient solution does not get rid of all
congestion only that in excess of economic optimum. In practice the
optimum, with no vehicles exempt, might be around a 50% reduction
in congestion. Longer-term trends in network speeds
Taken again from the FourthnAnnual Monitoring Report, illustrates
the long term decling trend in central London traffic speeds; that
needs to be taken into account when judging the effect of the
scheme. Capacity is being removed to support other policies notably
pedestrian safety and convenience. TfL needs to strike a sensible
balance taking account of drivers expecting to receive something in
return for the 8 charge. Key findings Public Transportation
50% of car occupants who ceased driving into Central London
switched to public transportation Bus services benefited from
significant improvements in reliability and journey time
Underground, rail and expanded bus services able to accommodate
increased demands at 5 and 8 122 million net revenue invested back
into transportation - mainly bus services Key findings - PUBLIC
TRANSPORT 50% of people who stopped driving into Central London
switched to public transport 4% modal shift Bus services continue
to benefit from significant improvements in reliability and journey
time and were able to continue to accommodate increased demand
Approximately 122 million net revenue in 2005/06 invested back into
Londons transport Not just about traffic congestion
Growth of London economy overall remains positive Businesses
performance in charging zone significantly better than in the rest
of London Public discussion about impact on retail Road traffic
accidents continue to reduce Between 40 and 70 fewer accidents per
year Air quality has improved Nitrogen oxides (NOx) dropped by 13%
and Particulate matter (PM10) dropped by 15% Pedal Cycling activity
increased by 40% No evidence of negative social impacts - Young
people, those on a low income and older people have gained from the
scheme Professional services benefiting CBI study Growth of London
economy remains positive despite the effects of the bombings in
central London in July 2005 In fact businesses performance in the
charging zone was significantly better than in the rest if London,
particularly in terms of profitability and productivity but there
has been some noise around retailers Between 40 & 70 additional
fewer accidents per year, i.e. accidents are reducing but due to
congestion charge are reducing even further Air quality has
improved - Nitrogen oxides (NOx) dropped by 13% and Particulate
matter (PM10) dropped by 15% Pedal Cycling activity has increased
by a massive 40% Why it worked Relatively simple technology
Highly integrated transportation network Devolved Government: Mayor
took the risk The success of the scheme in London is a consequence
of several factors, three of which are considered here: relatively
simple technology a well-developed transport system with
integration of the public transport network and road network
devolved government within the very centralised British political
system MAYOR TOOK THE RISK The Mayor is keen to maintain the
momentum.
July 2005 Charge increased to 8 June 2006 Pay next day introduced
February 2007 Western Extension to be introduced The Mayor is keen
to maintain the momentum. July 2005 Charge increased to 8 June 2006
Pay next day introduced February 2007 Western Extension to be
introduced TfL will implement the western extension to the central
London congestion charge zone in February 2007. A comprehensive
programme of impacts monitoring work has been defined to reflect
this, building on and incorporating the work for the central London
zone.Full baseline data collection is being undertaken throughout
2006, with a comprehensive report on conditions before the
implementation of the extension expected to be published in 2007
Encourage the use of cleaner vehicles and reduce emissions
Now we have the opportunity to address one of the key issues for
21st Century climate change Encourage the use of cleaner vehicles
and reduce emissions Initial aim was to solve congestion - Greeness
taken into account through discounts for hybrids and electric but
was not the primary motive In July 2006 the Mayor went further in
his efforts to tackle environmental damage, requesting that
Transport for London produce proposals to amend the central London
congestion charging scheme to discourage the use of cars producing
high levels of carbon dioxide emissions, a contributor to climate
change. In TfLs proposal, the congestion charge would vary
dependent on the level of emissions a car produced. The most
environmentally friendly vehicles would enter the zone for free (as
they do currently), but cars would be subject to a variable daily
charge of up to 25 (approx US$47), depending on their emissions.
The Mayor has stated he would like the new discounts for lower
emission vehicles to come into effect from 2008, with subsequent
higher charges for higher emitting vehicles to be delivered within
two years of the introduction of the discounts. Plans underway for
new technologies
Tag and beacon technology for use in sensitive urban areas for more
flexible charging e.g. charging by direction or time of day could
be developed in short term (by 2009) Differential pricing can
reflect diverse conditions across London Complexity is a concern
Opportunity to move to broad scale revenue raising systems that
change behaviour Potential reduction in other taxes Plans underway
for new technologies Tag and beacon technology for use in sensitive
urban areas for more flexible charging e.g. charging by direction
or time of day could be developed in short term (by 2009)
Differential pricing can reflect diverse conditions across London
but complexity is a concern Opportunity to move to broad scale
revenue raising systems that change behaviour which could lead to a
potential reduction in other taxes Tag & beacon within
mini-zone of 20 charging points
Singapore Borough High Street Pictures of the infrastructure Tag
& beacon within mini-zone of 20 charging points GPS On-board
units for distance-based charging We had to be sensitive on the
size of the gantries in London these are pretty unobtrusive
especially when compared to Singapores ERP system which you can see
in this slide Tag & beacon within mini-zone of 20 charging
points GPS On-board units for distance-based charging Journey fees
could replace road tax 4 May 2005
London leads the way UK Government drawing from experience of
London National system of road pricing has been placed on the
Governments transportation agenda With a national charging scheme
likely to be some years away, we are keen to develop our thinking
ona transition plan to London-wide charging Londons innovationnow
nationalmainstream policy Looking beyond London The UK Government
is considering the potential role of a national road pricing scheme
and is seeking to encourage debate and local initiatives. It has
drawn considerably from the experience of the London scheme. With a
national distance-based charging scheme likely to be some years
away (UK Government always says 10 years each year!), we are keen
to develop further schemes as part of a transition plan to
London-wide charging Five years ago this was a political hot
potato, but the UK Government announced two days before the last UK
General Election that they wanted to pursue a national road pricing
scheme Journey fees couldreplace road tax4 May 2005 Goal: Pricing
Policy for Efficient use of Transport
Our Vision: Drivers pay for the impacts of the transport they
consume Congestion tackled Emissions mitigated Our goal is a
pricing policy for the efficient use of transport Our vision is
that drivers pay for the impacts of the transport they consume and
not only is congestion tackled but emissions mitigated also
Transport for London