Central London Congestion Charging Scheme Congestion Charging in London 21 April 2006 Michèle Dix Director, Congestion Charging Division Michèle Dix Director, Congestion Charging Division

Contents 1.The Central London Scheme 2.Its impacts 3.Would it be suitable elsewhere?

Where is the Congestion Charging zone? Central London only

The Central London Scheme 40% of England’s congestion is in London Central London was the most congested area with average all day speeds of less than 9mph Despite 85% public transport usage, vehicular traffic was still a major problem in Central London The congestion persisted throughout the day –it was not a ‘peak’ commuter problem To tackle this and using the most reliable technology available at the time, an area charging scheme covering the whole working day was developed

Camera enforcement

T 123 ABC Charge payment Daily, weekly, monthly or annual payment, for individual vehicle registration number Flat charge of £8 per day (was £5 up to 4 July 2005) Monday - Friday 7am pm Payment available up until midnight, but charge rises to £10 after 10pm

29% 22% 14% 5% <1% Total payment 106,000 / day £8 16,000 £ ,000 Fleet £7 Payment channels

Impacts of the Scheme

Results are all for the £5 Charge The impacts of the £8 charge (which started on July 4 th 2005) are being monitored Initial findings are that traffic levels & charges/payments are in line with our forecasts – early monitoring was affected by the London bombings

Impacts (with £5 charge) Congestion in charging zone down 30% Traffic entering charging zone reduced by 18% - with cars down 33% Bus patronage up, reliability and journey time improved Little or no change in number of trips to central area - 50 – 60% moved to public transport, 20 – 30% divert round zone, 15 – 25% other adaptations Net revenues £100m per year

Total traffic entering the charging zone During charging hours Feb / Mar 2002 Spring 2002 Autumn 2002 Jan 2003 Feb / Mar 2003 Spring 2003 Autumn 2003 Spring 2004 Autumn 2004 Before ChargeWith Charge

Business impacts Broadly neutral impact on overall business performance in the charging zone – no overall impact on employment, number of businesses, turnover, commercial rents or profitability. Professional services benefiting from improved mobility Retail sales declined around late 2002 and recovered by Autumn Growth slowing now but reflect wider economic factors, as charging has been a consistent factor since February However Retail sector remains concerned

46% 10% 15% 12% 3% 4% Influences on business performance Source: TfL Telephone Business Survey, Autumn 2003

Environmental Impacts Reduced emissions in the zone: Nitrogen oxides (NOx) down 16% - 12 % due to CC, rest due to engine improvements Particulate matter (PM10) down 16% - 12% due to CC, rest due to engine improvements Carbon Dioxide (CO2) down 19%

Support for the scheme Prior to the introduction of the London congestion charge public opinion was equivocal After introduction, public opinion shifted decisively in favour of the scheme, with opposition levels falling Support Neither Oppose Pre-CC Post-CC

Would the Central London Scheme be suitable elsewhere Is this type of scheme suitable elsewhere in London and in other cities? Does one size fit all? Are the problems in central London the same elsewhere? Is the congestion as persistent or the traffic mix the same? Would a different way of charging be more appropriate With new technology now available could more flexible schemes be developed? TfL has faced some of these issues itself in developing congestion charging further within London

Developments We have examined: Other areas where congestion is currently a problem and which will get worse with increasing travel demands New technologies to improve the way in which we charge; not only in the existing area, but for application elsewhere Worked with the DfT in looking at the possibilities for a national distance-based charging scheme using satellite tracking technology

Existing traffic congestion The main road network runs at capacity in specific locations at specific time In particular congestion is seen along strategic routes and in outer London town centres Saturday pm off peak IT IS graphWeekday am peak IT IS graph

Future transport trends Notes: Includes planned schemes and major infrastructure projects i.e. CTRL, CrossRail, River Crossings, and Intermediate Transit Schemes, plus Congestion Charging Western Extension. Shows the projected increase in public transport if car trips remain at current levels. Shows the projected increase in car trips taking into account population growth and car ownership/household at current levels. Work is ongoing to further validate and understand recent and projected trend in car trips. Possible Impact of policies to limit car trips Projected increase in public transport trips 10.8m 7.6m Projected increase in car trips

Western Extension

Potential Benefits of Wider Road User Charging in London Distance based charging (2005 prices, values and deterrents), weekdays only All motor vehicles charged except buses, coaches and taxis AreaChargesChanges in traffic flow Base congestion mins/km Change in congestion Central60p/km Working day -18%2.3-32% Inner30p/km Working day -20%1.0-40% Outer15p/km Peaks only -17%0.7-40% … this would facilitate economic growth and the London Plan

Technologies for Road user Charging London trials of alternative road user charging technologies have shown: Improved cameras plus ANPR effective solution available now for simple charging schemes. Tag and beacon technology for use in sensitive urban areas for more flexible charging eg charging by direction or time of day could be developed in short term (by 2009). Satellite and mobile phone location systems for ‘specific’ link based distance based charging need further development for affordable and accurate use in urban areas (beyond 2010).

Possible Timeline and Charging Basis 2006 CC Now Single zone Camera/ANPR 2009 Single zone Tags with Camera/ANPR Incentivised Tag take up 2010? Other Congestion Areas Across London Tags with Camera/ANPR Beyond 2010? GPS-based RUC across London Incentivised OBU take-up 2009/10 Re-procurement of extended central zone scheme Options: 1. Single flat rate £8 charge per day 2. Charge by: time of entry/exit direction of travel class of vehicle Charge: £8 charge per day Variable charges? By: centre route bridge time of entry/exit direction of travel class of vehicle Example charge? Rates: Central: 60p/km Inner: 30p/km Outer: 15p/km Non-equipped vehicles pay unattractive flat rate