The London congestion charge is the fees charged to most motor vehicles operating within the Congestion Charge Zone (CCZ) in Central London between 07:00 and 18:00 Monday through Friday. No fee on weekends, public holidays or between Christmas and New Year's Day (inclusive). The charge was introduced on February 17, 2003. In 2017, the London filling zone remains as one of the largest congestion loading zones in the world, despite the cancellation of the Western Extension that operated between February 2007 and January 2011. The allegations aim to reduce high traffic flow and pollution in central areas and increased investment funds for London's transport system.
The standard fee is Ã,  £ 11.50 for each day, for any non-exclusion vehicle that travels within the zone, with a penalty between Ã,  £ 65 and Ã, £ 195 charged for not paying. In July 2013, Ultra Low Emission Discount (ULED) introduces tighter emission standards that restrict free access to congestion charging zones to all electric cars, some plug-in hybrids, and any vehicles emitting 75g/km or less of CO < sub> 2 and meets Euro 5 standards for air quality. The ULED scheme is designed to limit the increase in the number of diesel vehicles on the streets of London, which since June 2016 paid a full congestion charge. T-load (toxicity load) is introduced from October 2017 for vehicles that do not meet Euro 4 standards. These older polluting vehicles pay an additional charge of £ 10 over the congestion charge for driving within the Congestion Filling Zone. Starting April 2019, the T-charge will be replaced by the Ultra-Low Emission Zone, which will apply to vehicles that do not meet Euro 5 standards and operate 24/7. From 2021, ULEZ will be expanded to North and South.
Enforcement is mainly based on automatic number plate recognition (ANPR). Transportation for London (TfL) is responsible for the cost that has been operated by IBM since 2009. During the first ten years since the introduction of this scheme, gross revenues reached around Ã, £ 2.6 billion until the end of December 2013. From 2003 to 2013, approximately Ã,  £ 1.2 billion (46%) of net income has been invested in public transportation, road and bridge repair and walking and cycling schemes. Of this total, Ã,  £ 960 million is invested in the repair of the bus network.
In 2013, ten years after its implementation in 2003, TfL reported that the congestion filling scheme resulted in a 10% reduction in traffic volume from initial conditions, and an overall reduction of 11% in London vehicle kilometers between 2000 and 2012. Nonetheless Profits, the speed of traffic has also slowed down over the last decade, especially in central London. TfL explains that the historical downturn in the speed of traffic is likely due to interventions that have reduced the effective capacity of the road network to improve urban environments, improve road safety and prioritize public transport, pedestrian and cycle traffic, and improved roads to work with utilities and activities general construction since 2006. TfL concludes that while congestion levels in London are nearing pre-filled levels, the cost-effectiveness of congestion in reducing traffic volumes means that conditions will be worse without the Congestion Congestion scheme.
Video London congestion charge
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Boundary
The current congestion zone includes the area within the London Inner Ring Road that includes the City of London, which is the main financial district, as well as the West End, which is London's main commercial and entertainment center. Despite primarily a commercial area, there are also 136,000 inhabitants, of a total London population of nearly 9,000,000. There is a bit of heavy industry within the zone.
Starting from the northernmost point and moving clockwise, the main roads that define the boundary are Pentonville Road, City Road, Old Street, Commercial Street, Mansell Road, Tower Bridge Road, New Kent Street, Elephant and Castle, Kennington Lane, Vauxhall Bridge Road, Park Lane, Edgware Road, Marylebone Road and Euston Road (another path fills a small gap between these streets). The established signs and symbols are painted on the road to help the driver recognize the congestion load area.
The Western extension, introduced in February 2007 and removed on January 4, 2011, includes an area surrounded by the following streets from the north-westernmost point: Scrubs Lane, Harrow Road, Westway (part of A40), Park Lane, Vauxhall Bridge Road, Grosvenor Road, Chelsea Embankment, Earl's Court Road and part of West Cross Route (A3320), but Westway itself is not part of that zone.
Bill
In January 2013 Transport for London opened a public consultation to raise the standard fee by 15% by mid 2014, from Ã, Â £ 10 per day to Ã, £ 11.50 if paid in advance or on that day. The increase is expected to generate approximately Ã, Â £ 84 million in additional revenue by the end of 2017/18. The consultation process runs from January 2014 to March 2014. According to TfL, the goal of this increase is to regain inflation over the past three years and ensure that fixed costs are an effective deterrent to unnecessary travel in central London.
Cost and penalty
Starting June 16, 2014, the following fees apply:
The standard fee is Ã, £ 11.50 per day if paid midnight on the day of travel, Ã,  £ 14 if paid at the end of the next day, or Ã,  £ 10.50 if registered with CC Autopay, automatic payment system record the number of days the vehicle is traveling within the monthly loading zone and the customer's or credit card debit charge every month. Businesses with six or more vehicles can register with Fleet Auto Pay, and will be charged Ã,  £ 10.50 instead of Ã,  £ 11.50 per vehicle per day for any vehicles detected within the zone. From 20 May 2013 the failure to pay results in the issuance of a Penalty Notice Fees for Ã, £ 130, was reduced to Ã, £ 65 if paid within 14 days, but increased to Ã, £ 195 if not paid after 28 days.
Discounts and exclusions
Refunds are available to people who pay monthly or annually in advance whose plans change; cost reimbursement is available for NHS patients who are considered too ill to travel by public transport, NHS staff use vehicles in official business and fire brigades. Citizens living inside or very close to the zone are eligible for 90% discount charged through CC Autopay.
The system provides a 100% discount for registered cars that emit 75 g/km or less of carbon dioxide and meet Euro 5 emission standards, vehicles with nine or more seats, three-wheeled, two-wheeled motorcycles (and sidecars), mopeds, accredited breakers and roadside recovery vehicles. All electric vehicles (BEVs) and eligible plug-in hybrid electric vehicles (PHEVs) qualify for 100% congestion charge discounts. Electric plug-in vehicles qualify if they are registered with the Driver and Vehicle License Agent (DVLA) and have "electric" fuel type, or alternatively, if the vehicle is "plug-in hybrid" and is in operation. list of Government PHEV eligible for OLEV grant. In February 2016, the approved PHEV includes all remotely vehicles such as the BMW i3 REx, and plug-in hybrids such as the Audi A3 Sportback e-tron, the BMW i8, the Mitsubishi Outlander P-HEV (passenger and van variants), the Toyota Prius Plug-in Hybrid, and Volkswagen Golf GTE.
End of Green Vehicle Discount
In November 2012, TfL presented a proposal to end the favorable Green Vehicle Discounts especially vehicles with small diesel engines, which avoided costs because their engines produced emissions of less than 100 g/km CO 2 . The proposal was approved by Mayor Boris Johnson in April 2013, after taking into account the comments received during the 12-week public consultation. The new scheme, Ultra Emission Discount (ULED), takes effect on 1 July 2013. ULED introduces tighter emission standards that restrict free access to congestion charging zones to all electric cars, some plug-in hybrids, and any emitting car or van 75 g/km or less from CO 2 and meets Euro 5 emission standards for air quality. As of July 2013 there is no internal combustion vehicle that meets these criteria. This measure is designed to limit the increase in the number of diesel vehicles on the streets of London. Approximately 20,000 registered vehicle owners for Discount Green Vehicles in June 2013 are granted a period of three sunsets before they have to pay a full congestion charge. Other changes are the abolition of options to pay fees in stores, and increased penalty fees Ã, Â £ 10. The sunset period ends on June 24, 2016.
Cost of toxicity
The new toxicity cost, known as the T-charge was introduced on October 23, 2017. Older and more polluting cars and vans that do not meet Euro 4 standards should pay an additional £ 10 over the congestion charge for driving in central London, in the Congestion Charge Zone (CCZ). The fees usually apply to diesel and gasoline vehicles registered before 2006, and user charges are expected to affect up to 10,000 vehicles. The public consultation on the T-charge proposal began in July 2016.
London Mayor Sadiq Khan announced the introduction of the scheme on February 17, 2017 after London reached a record air pollution level in January 2017, and the city was given a very high pollution warning for the first time, as cold and stationary weather failed to clean up the toxic pollutants emitted primarily by vehicles diesel.
In December 2017, TfL said that the cost had reduced the number of highly polluting vehicles by about 1,000 per day, with the remaining 2,000 paying  £ 10 (3,000 more vehicles eligible for discounts due to Blue Badges etc.).
Ultra-Low Emission Zone
The ULEZ will cover the same area as the T-charge but will apply 24/7, 365 days a year, at a cost of Ã, Â £ 12.50 per day for cars, vans and motorcycles, and Ã, Â £ 100 per day for lorries, buses and coaches. In November 2017, Khan announced that ULEZ will be advanced from 2020 to 8 April 2019. ULEZ is expected to cause a 20% reduction in road traffic emissions and will be extended to the North and South circles from 2021.
Suspension, evasion and avoidance
TfL can and does not suspend congestion charges either in small local areas to address incidents and if directed to do so by a police officer. The congestion charge was suspended on 7 and 8 July 2005 in response to a terrorist attack on London Transport. The congestion charge was also suspended on February 2, 2009, in response to extreme weather events (heavy snowfall) in the London area.
Although avoidance has become more sophisticated, compliance with payment schemes and conditions has increased over the past few years, as evidenced by revenues from penalties that fell by about a quarter between 2005 and 2007. However, even after costs are increased, enforcement of fees still represents a significant share of revenue clean.
The 2008 annual report on the operation of the scheme shows that about 26% of penalties are not paid, because notifications are canceled on appeals or amounts can not be recovered, for example if the registered car guard can not be traced, dead, or bankrupt.
Authorizations and incoming penalties can not be issued for non-English license plates, and detection cameras may also not be able to read them, although cars with foreign plates can only be used in the UK for up to six months before they are deemed to have been officially imported and from then on it is necessary to have a plate UK, and even then only if they are bona fide and non-resident visitors.
Some newspapers have reported that copied number plates are used to avoid congestion charges, so vehicle owners receive a notice of punishment for failure to pay when their vehicle has not yet entered the zone. TfL has stated that it stores a database of these numbers and that they will trigger a warning, including an ANPR vehicle camera warning.
Payment by embassy
After pressure from the Mayor of London, more and more embassies are receiving fees and in 2008 a total of 99 out of 128 embassies have agreed to the allegations; decliners including Germany, Japan, Russia and the United States, which collectively owe Ã, Â £ 23 million in November 2008. The United States and Germany reportedly considered it a local tax, from which they were protected by the Vienna Convention, rather than tolls.
In May 2011 Johnson raised the issue with President of the United States, Barack Obama, who was fined Ã, £ 120 after driving through London in President's state car without paying a fee during a state visit to Buckingham Palace. The United States then claimed diplomatic immunity. A TfL spokeswoman noted that the US embassy paid fines in Oslo and Singapore. In December 2013, Transport for London estimated that Ã, Â £ 82m was in debt from a foreign embassy in London. Since the indictment was introduced in 2003, the US Embassy owes the most at 8.78 million, followed by Japan for Ã, Â £ 6.0 million, Russia with Ã, Â £ 5.22 million and Nigeria with Ã, £ 4.92 million.
Maps London congestion charge
History
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The government's Smeed report of 1964 was the first full assessment of the practicality of road pricing in the English city on the basis of congestion. It's recommended the method of "car user restraints" by variable charging systems for road use - if the government has the will to do so. During the early years of the Greater London Council, established in 1965, the first plan was devised for a cordon siege system or a complementary license for use in the central area. A formal study was conducted in the benefit of the scheme, and in 1973 concluded that it would improve the conditions of traffic and the environment at the center. This plan is being developed at the same time as the London Ringways, a series of 4 orbital highways around and within London including the Ringway 1 (London Motorway Box) leading to widespread public protests by Home before the Road and others. Only a small part of this road scheme has been implemented as Labor occupied the elections of the Greater London Council in 1973, and the new government abandoned road-building plans that support public transport and traffic management. The new government, in which Ken Livingstone had just been elected for the first time, studied a similar congestion scheme that was finally adopted the following year.
Planning and preparation
In 1995, the London Congestion Research Program concluded that the city economy would benefit from a congestion cost scheme, the 1997 Road Traffic Deduction Act requires local authorities to study and reduce traffic volumes and any future London mayor be given the power to introduce "road users charging "by the Greater London Authority Act 1999. In his manifesto for the Mayoral London 2000 election, Ken Livingstone has proposed to introduce a £ 5 fee for vehicles entering central London.
After his victory, the Mayor drafted the order and requested a report from TfL, which summarizes the reasons for introducing the scheme. The scheme will be introduced to reduce congestion in the center of the capital following the January 2001 Transportation Draft Strategy which has highlighted the importance that the Mayor is placed to tackle the problem. The allegations are part of a series of measures to improve the transportation system in London and are coupled with improvements in public transport and increased enforcement of parking and traffic regulations. The report states that the scheme is expected to be the most effective in reducing traffic, reducing congestion inside and outside zones, improving bus speed and quality of life in central London. It was stated that an increase in traffic flow would make London more attractive to business investment. Substantial net income is anticipated, which will be invested in the London transport system. It also states that 90% of those who responded to consultations on the scheme, were seen as reducing traffic congestion in central London as 'important'.
In July 2002, the Westminster City Council launched a legal challenge to the plan, arguing that it would increase pollution and constitute a violation of the human rights of residents on the border of the zone. The High Court rejected the claim. The London Ambulance Service (LAS) anticipates an increase in traffic volume around the edge of the zone and an increase in demand within the zone, which may have a negative impact on clinical outcomes.
Before the introduction of the charges, there were fears of some very chaotic days when the allegations fell down. Indeed, Ken Livingstone, then the Mayor of London and a leading proponent of the allegations, himself estimates "some difficult days" and "bloody days".
In introduction, this scheme is the largest ever done by the capital.
Introduction (February 2003)
The charge was introduced on February 17, 2003 which covers the approximate area of ​​London's Inner Ring Road. Starting from the northernmost point and moving clockwise, the main roads that define the boundary are Pentonville Road, City Road, Old Street, Commercial Street, Mansell Road, Tower Bridge Road, New Kent Street, Elephant and Castle, Vauxhall Bridge Road , The Garden Lane, Edgware Road, Marylebone Road and Euston Road (other streets meet small gaps between these streets). The zone covers the entire City of London, the financial district, and West End, London's main commercial and entertainment center.
At the launch date of the original zone, an additional 300 buses (out of a total of about 8,000) were introduced. Buses and London Underground managers report that small buses and tubes, if at all, are busier than usual.
Initially, Capita Group maintained the system under a five-year contract worth approximately £ 230 million. After being threatened with termination of the contract by Ken Livingstone, then the Mayor of London, for a poor performance, when the zone was later extended, Capita was given an original contract extension until February 2009 to cover the expanded zone. Capita employs sub-contractors including India-based Mastek, which is responsible for many of the Information Technology infrastructure. Due to the large number of sub-contractors around the world and due to various data protection regulations in various countries, the scheme has sparked concerns about privacy.
Direct impact
On the first day 190,000 vehicles moved into or inside the zone during charging hours, a decrease of about 25% at normal traffic levels, partly because it also became a half-term school holiday. A report from the Bow Group states that historically, congestion in London was the worst during the morning rush hour, and that the early days of charging congestion had little impact on the critical time, the main effect taking place after 11 am. Just over 100,000 riders paying their own expenses, 15-20,000 are fleets of vehicles paid under fleet arrangements, and it is believed that about 10,000 responsible riders do not pay the required fees.
The initial suggestion that a school holiday is responsible for part of the reduction in traffic during the first week of operating costs is confirmed when traffic rises again by 5% after returning to school at the beginning of the second week of cost. Reports show that, during the first month or so of the operation, traffic consistently drops at least 15% at pre-filling rates, with the second week seeing declines dropping to 20%.
AA Motoring Trust suggests that changes in traffic light times and end of major road works also impact on congestion.
The influence of congestion charge zones on local businesses is a contested issue. TfL estimates that the effect on the business has been entirely neutral. But the effect on business is significantly different between stores. Some stores and businesses are reportedly heavily influenced by costs, both in terms of sales lost due to reduced traffic and increased shipping costs, as recognized by the London Chamber of Commerce. In August 2003, John Lewis Partnership, a major department store, announced that in the first six months of cargo operations, sales at their Oxford Street store decreased by 7.3% while sales were in other stores in Greater London but outside Congestion Filling Zone increased by 1.7%. To partially compensate for the loss of income they extended the opening hours and introduced the opening of the regular Sunday for the first time. However, London First's own report shows that businesses are widely supportive. Furthermore, other reports suggest that there has been a reduction in some jobs in the charging zone. TfL criticized the report as being unrepresentative and its own statistics reporting has no effect on business.
After the introduction of the cargo, there are a number of suggestions for his future. As soon as the charging begins, Livingstone announces that he will conduct an official review of the load's success or failure six months after its introduction - filed from one year, following a smooth start. On February 25, 2003 Livingstone stated, "I can not imagine any future situation where we would like to change the cost, though perhaps the next ten years may be necessary" referring to the amount that the driver must pay, indicating that Ã, Â £ 5 is already enough to bring the expected traffic reduction.
The 2003 London Budget Committee report on the company criticized the contract with Capita for not providing value for money. It was reported in July 2003 that TfL agreed to subsidize Capita by paying  £ 31 million for not making a profit from the project, and that the most important issue was 103,000 unpaid extraordinary penalty notifications.
On October 23, 2003 TfL published a report reviewing the first six months of the allegations. The main finding of the report is that the average number of cars and shipping vehicles entering the central zone is 60,000 fewer than the previous year. Approximately 50-60% of these reductions are attributed to transfers to public transport, 20-30% for travel avoid zones, 15-25% switch to share of cars, and the rest to reduce the number of trips, more traveling outside operating hours, and increase use of motorcycles and bicycles. Travel time was found to have decreased by 14%. The variation of travel time for certain recurring routes on many occasions also decreases. The report also claims that although the allegations are responsible for some 4,000 fewer people visit the zone daily, that the charge is responsible for only a small fraction of the 7% fall in retail sales reported. The report also states that about 100,000 penalty fines are issued each month, of which around 2,000 are challenged. By comparison, the first seven-month trial in 2006 from Stockholm's congestion tax in the Swedish capital saw an average drop of 25% in traffic.
In November 2003, Scientific American magazine enrolled Ken Livingstone as one of the top 50 visionaries who built a better world and which is thought to have contributed the most to science and technology throughout the year. They praise the mayor for his "courage and leadership" in introducing accusations that have reduced his traffic and his "courage" in fighting the case of classical externalities, namely "exploiting public resources by some at the expense of others." They noted that other cities are now considering similar projects.
2004 election campaign
In February, shortly before the June 2004 mayoral election, TfL issued consultation documents on western zone extensions that would include the rest (western part) of Westminster and Royal Borough Kensington and Chelsea. The proposed extension is to cover about 230,000 residents, compared to 150,000 in the original zone.
Steven Norris, the Conservative Party candidate for the mayor in 2004, has been a fierce critic of the allegations, labeling the accusations of 'Kengestion' (a play of words for both Ken and Stereo) Livingstone). A few days before the scheme began to operate, he wrote in a BBC report that it was "randomly arranged", that the public transport network lacked adequate reserve capacity to serve travelers who were hindered using their cars in the area for a fee. Furthermore, he said that the scheme would affect the poorer part of society than the rich, with the same daily cost to all, regardless of the size of the vehicle. He promised to scrap it if he became mayor in June 2004. He also promised that, if elected, he would grant amnesty to anyone with extraordinary penalties for not paying fees on June 11, 2004.
In an interview with London's London Evening Standard on February 5, 2004, Conservative leader Michael Howard supported his candidate's view by saying that the accusations "no doubt had a damaging effect on business in London."
The Liberal Democrat, Simon Hughes, however, supports the basic principles of the scheme. Among the few changes he proposes change the end time from 6:30 pm to 5 pm and automatically give all the vehicles five free days each year so as not to affect the visitor occasionally.
Preparing for Western Extensions
In August 2004, after the re-election of Livingstone, the results of a consultation on the Western Extension were published which showed that most respondents did not want an extension, but Livingstone said he would go ahead and that the poll was a "play" that did not diminish its electoral mandate. "Consultation is not a referendum," he said. Protests continued against the extension, with residents arguing that only 5% of the road spaces in the crowded area were crowded. After in May 2005 further TFL consultations began with specific proposals on extensions. This includes plans to reduce the operating hours from a half-hour charge to "increase trade in London cinemas, restaurants and cinemas".
In October 2004, TfL stated that only seven of the 13 governments aiming for London transport would be met in 2010. Targets to reduce congestion for Greater London as a whole would not be met, the report said.
In November 2004, Livingstone directly contradicted his belief that the indictment would not be raised, saying: "I always say that during this term [second position in the office] it will be at least Ã,  £ 6." At the end of the month, Livingstone announced that, in fact, the increase would be Ã,  £ 8 for private vehicles and Ã,  £ 7 for commercial traffic. Business groups such as London First said after the announcement that the allegations were "completely unsatisfactory and unacceptable". The increase to  £ 8 was announced officially on April 1, 2005, along with a discount for drivers who bought tickets month or year. On May 10, 2006, in live TV debate Livingstone supported a cost increase of up to £ 10 in 2008.
A report in May 2005 stated that the number of buyers has declined 7% year-on-year in March, 8% in April and 11% in the first two weeks of May. TfL retaliated that the economic downturn, the SARS outbreak and the threat of terrorism were all possible factors. At the same time, the London Chamber of Commerce report shows that 25% of businesses are planning relocation after the introduction of fees. However, an independent report six months after the allegations were carried out indicates that the business then supports the costs. London First commissioned a study reporting that 49% of businesses felt the scheme was successful and only 16% failed. The Fourth Annual Review by TfL in 2004 showed that business activity within the cost zones was higher both in productivity and profitability and that the payload had a "broad neutral impact" on the London economy. The Fifth Annual Review continues to show the central congestion zone is ahead of the wider London economy.
In May 2005, businessman Miguel Camacho set up five pounds.co.uk (referring to current prices), whose sole function was to register personal drivers to their "fleet", thus offering the convenience of not having to pay a fee. proactive, avoiding fines in forgotten travel cases and also potentially getting "free travel" if not detected by the camera. TfL moved quickly to overturn the gap, demanding that fleet operators provide registration documents for each vehicle in their fleet. Five pounds out of business on February 26, 2006.
A 60% increase in cost in June 2005 resulted in only a relatively small increase in income, due to fewer penal payments. The anticipated initial cost of the Western extension is £ 125 million with an operating cost of £ 33 million; expected gross revenue is expected to be Ã, Â £ 80 million, generating net income Ã, Â £ 50 million.
In 2005, the Liberal Democrats claimed that Capita had been fined 4.5 million pounds for losing the set target for the congestion charge, which is equivalent to £ 7,400 for each day that the cost has been in place.
At the end of September 2005, London Mayor Ken Livingstone confirmed the expansion of congestion charges in the west, which took effect on February 19, 2007. Expected expansion would increase congestion in the zone by about 5% as 60,000 residents in the new zone would be entitled to the discounts available. Some roads are also left free of charge between the original zone and expansion.
In 2005, The Guardian obtained documentation under the Freedom of Information Act 2000 which showed that of 65,534 penalty tickets issued for unregistered vehicles in the UK, only 1,993 have been paid.
TfL conducted a six-month "tag and flare" experiment (transponder) from February 2006 to replace the camera-based system. It uses an electronic card embedded on the windshield of the vehicle and can be used to produce a "smart toll" where the fees may vary depending on the time and direction of travel. This system automatically deducts costs so that 50,000 drivers per year who forgot to pay a fine will not be penalized. TfL has suggested that this scheme can be introduced starting in 2009.
Shortly before it was introduced, the Center for Economic and Business Research estimated that a West London extension would cause 6,000 job losses.
Introduction to the Western Extension
The zone's boundary, starting February 19, 2007, begins at the northern end of the Vauxhall Bridge and (runs clockwise) along the north bank of the Thames like Grosvenor Road, Chelsea Embankment and Cheyne Walk. From there, he headed north, along the eastern edge of Kensington and the Earl's Court one-way system, part of the A3220, with passage in between charged, before proceeding to A40 Westway as Holland Road and West Cross Route. The border then covers parts of North Kensington, but the actual boundary is defined by the West London Line rail line, which runs between Latimer Road (inside the zone) and Wood Lane (outside the zone), until Scrubs Lane, before turning east, Western Main Line from Paddington to Ladbroke Grove. Here, the borders follow the Great United Canal and rejoin the zone on Edgware Road after passing through Paddington, through Bridge Bishop Road, Eastbourne Terrace, Praed Street, and Sussex Gardens.
The Western extension was officially removed from the charging zone beginning January 4, 2011, with charging at the Western extension effectively ending on 24 December 2010.
TfL provides some free route, where drivers do not have to pay a fee. The main route is determined by the western boundary of the original zone of Vauxhall Bridge Road, Grosvenor Place, Park Lane and Edgware Road, with some extras around Victoria. To the north, the route is Marylebone Street, Euston Street, and Pentonville Street. The Westway overpass on the east end is another free route though it crosses the northwest corner of the zone.
In May 2007, a survey of 150 local businesses stated that they had seen a 25% average decrease in business after the introduction of fees, disputed by TfL stating "no overall impact" on business and that had outperformed the rest of the UK in the central zone during 2006.
In 2007, a green automotive website accused TfL that the owners of luxury cars registered their vehicles as minicab to qualify for the exclusion of those fees. Register the vehicle as a minicab charge Ã, Â £ 82 plus Ã, Â £ 27 per year license fee, much less than congestion charge. TfL replied that he did a routine check to make sure that the car was used for their registered purpose, and that they did not find such a case.
Transportation for London was consulted on charges for Blackwall Tunnel in east London, but the proposal was discontinued in November 2007 following significant opposition from the public. Former Mayor Ken Livingstone has stated that he "does not plan to create a congestion zone to charge vehicles using the Blackwall Tunnel or Blackwall Tunnel Approach Road, but if Greenwich wants to do it in one of its ways, I will support them."
Emissions by CO 2
In 2006, mayor Ken Livingstone filed a wide range of variable costs based on CO 2 of Customs Excise vehicle emission level. The cost will be reduced or eliminated for the Band A vehicle, but will increase it to Ã, Â £ 25 per day for the most polluting vehicle Band G . The consultation on this proposal began in August 2007 and ended on October 19, 2007. On February 12, 2008 TfL announced that it would introduce a new filling structure for vehicles entering the congestion zone, based on the potential CO 2 October 27, 2008 after the mayoral election immediately. The main change is the introduction of two new charges:
- Ã, Â £ 25 per day (without resident discount) for car which, if first registered on or after March 1, 2001 is rated in VED Import Vehicle (VED) "Band G "(radiated above 225g/km CO 2 ), or if first registered before 1 March 2001 has engine capacity greater than 3000 cc and for pickup with two lines seats rated as having emissions above 225g/km from CO 2 or that have engine capacity greater than 3000 cc. In Alistair Darling's 2008 budget it was announced that VED Band G would be lowered to 151g/km from CO 2 . TfL did not clarify whether the daily cost of £ 25 would be tied to the band until the point became moot because the scheme was canceled.
- Ã, Â £ 0 per day (100% discount) for cars rated to emit less than 100g/km CO 2 and that meet the Euro 5 air pollution emission standards or judged for emitting no more of 120g/km CO 2 and which appears on the PowerShift list.
According to a report commissioned by Land Rover, the scheme will increase traffic delays and air pollution. Porsche announced that it intends to request a review, claiming that the new allegations are disproportionate and will not make "significant difference" to the environment. Acting director of RAC Sheila Raingner commented that "Congestion costs were originally developed to reduce congestion and that change will confuse the public and reduce support and trust for future initiatives."
At the request of Porsche, King's College released a full report on the possible effects of the new system initially commissioned by Transport for London which indicates that the proposed new system would reduce CO 2 emissions in central London by 2,200 tons by 2012 , but will increase emissions of CO 2 by 182,000 tonnes outside London, as drivers of more polluting vehicles avoid congestion charge zones. A spokesman for Transport for London stated that the methodology used by King's "is less robust and accurate than the TfL methodology" and that their findings suggest a reduction of up to 5,000 tonnes of CO 2 in 2009. They claim that King's College agrees with these results and make revisions to their reports.
Mayoral Election 2008
The cost of congestion remains a problem during the run-up to the 2008 mayoral election. Boris Johnson, the Conservative Party candidate says he will see a gradual replenishment scheme, will consult on whether to reduce the size of the charging zone and will not introduce proposed emission-based charging systems. Brian Paddick, the Liberal Democrat candidate, suggested freeing the vehicle's shipment from the allegations. Johnson was elected and immediately announced that emission-based allegations would not be applied.
Johnson Administration
After the election, Johnson announced that CO 2 sub-2 emissions reductions would not proceed, saying "I'm glad that we can suspend the £ 25 fee, which will hit families and small businesses the most difficult. it's really going to make jams worse by letting thousands of small cars come in for free ". Porsche announced that they had been successful in the high court and had been given their legal fees that would run into "six digits". Their managing director said: "The allegations are clearly unfair and will actually increase emissions in London... Porsche is proud to have played a decisive role in dropping a very striking tax increase targeting bikers."
The Mayor also announced that he would review the West Extension after a public consultation planned for September 2008. After holding this consultation with the population he announced that the extension would be removed in 2010. Of the 28,000 people who responded to the consultation, 67% of the respondents, including 86% business, saying they want extended zone expansion.
On October 20, 2010, TfL announced that the West Extension will be officially deleted on January 4, 2011, noting that charging on the Western extension will in practice end on December 24, 2010 at the start of the Christmas holiday. Other changes applied on January 4, 2011 include an increase in fees up to Ã, Â £ 10 if paid in advance or on that day and up to Ã, £ 12 if paid at midnight charging after the trip, at a reduced fee of Ã, Â £ 9 for people who sign up for 'Automated Charging Filling' (Automatic Payout CC) (with a registration fee of £ 10) allowing users to nominate up to five vehicles at all costs automatically debited from a nominated bank account at the end of each month.
2012 mayoral election
Ahead of the 2012 London mayor's election, Johnson announced that he would provide Metropolitan police access to cameras used to monitor vehicles traveling in London's congestion charge zones and low-emission zones across the region, to help detect crime and would ensure the recognition of automatic license plate (ANPR) used "in all of London" to help track down criminal vehicles. Ken Livingstone says he will freeze the congestion charge for 4 years. The election was won by Johnson.
Effects
A number of studies have been done about its effects on congestion, traffic levels, road safety, use of public transport, the environment, and business activities.
Traffic changes
Traffic volume
A year before the congestion zone, TfL regulates automated traffic counters and adds it with regular traffic counts at key locations, to monitor the flow.
The TfL report in June 2007 found that the number of vehicles charged to enter the zones had been reduced by 30% (mainly cars and minicabs, although vans and trucks had decreased by 13%), whilst overall increases in the number of taxis, buses, and especially bicycles. The daily profile of the traffic flow has changed, with less traffic after 9:30 am and peak immediately before and after the end of the charging period. The level of traffic entering the zone during the morning peak is not reduced the same as at other times. The overall level of traffic of all types of vehicles entering the Central Congestion Cost Zone was consistently 16% lower in 2006 than the pre-charge level in 2002. Year to year, the number of incoming traffic approaching the zone has also seen significant differences and significant 5 -7% decrease in the number of vehicles charged, which can not be explained. They have noted a small but pervasive long-term trend of less traffic entering the zone, which is expected to be the result of people who change their location and lifestyle, may be influenced by the allegations. The conservative Bow Group notes that the main effect occurs after 11 am â € <â € Once in the car charging zone and delivery traffic remains unchanged, indicating that the trips made by residents and businesses within the zone were not affected. Changes in the road network over the years have made direct comparison difficult, but TfL suspects that certain routes widely used by taxis and buses within the zone have increased considerable traffic. At some road borders, the number of traffic increased slightly but congestion and delays were largely unchanged from the 2002 levels. After the introduction of the Western Extension, TfL stated that traffic had fallen by about 10 to 15% in the extended zone. The original zone showed a 4% increase in congestion following an expansion of congestion charges and an extended introduction to discounts for residents of new zones and buffer zones. TfL said the increase in costs in 2005 had only a small overall impact. After ten years since the introduction of the scheme in February 2013, TfL reported a 10% reduction in traffic levels from initial conditions. TfL considers that the scheme has a significant impact in diverting people from car use, contributing to an overall reduction of 11% in vehicle kilometers in London between 2000 and 2012. Traffic speed
The allegations operate under one third of the time of the year and account for about two thirds of London's central traffic. A total of 8% of the kilometer traffic is affected by the scheme. TfL has extrapolated trends in road speed in the congestion zone; they have suggested that the speed will drop from 17 km/h in 2003 to 11.5 km/h in 2006, if the scheme is not enforced.
A report by TfL in early 2007 showed that there were 2.27 traffic delays per kilometer in the original charging zone. This compares to the 2.3 figure before the introduction of congestion charges. Once the scheme was introduced, they have measured an increase in travel time of 0.7 minutes per km, or 30%. This increase has decreased to 22% in 2006, and during 2006 the congestion rate has increased so the increase, compared to the year before the scheme, is only 7%. TfL describes this as a result of changes in road priorities within the zone, delays caused by pedestrian and new pedestrian safety schemes, and in particular, doubling of road works in the second half of 2006. Utilities are encouraged to complete roads planned for work in the year before the congestion charge, so it will seem that the first year of measurement used for later comparison will also be affected by streetworks to some extent.
TfL reported in January 2014 that despite a reduction in traffic volume in London, the speed of traffic also slowed during the last decade, particularly in central London. TfL explains that the historical downturn in the speed of traffic is likely due to interventions that have reduced the effective capacity of the road network to improve urban environments, improve road safety and prioritize public transport, pedestrian and cycle traffic, and improved roads to work with utilities and activities general development since 2006. This explains the lower rate of congestion reduction compared to baseline pre-charge: 8% in 2006, compared to 30% in 2004. Since 2006 this slow traffic movement trend has stopped and the speed of fixed traffic more stable, as evidenced by GPS satellite tracking data from 2006 to 2012. Indicators of excess delay or congestion also show a stable overall picture, with some improvements in the last two years. TfL concludes that while congestion levels in London are nearing pre-filled levels, the cost-effectiveness of congestion in reducing traffic volume means that conditions will be worse without the Jamning Fulfillment scheme.
Air quality
The pre-commencement report from TfL noted that the scheme was not expected to significantly affect air quality, but offering discounts to encourage the use of environmentally friendly fuels would be a positive measure.
However TfL reported that nitrogen oxide levels (NO X ), decreased 13.4% between 2002 & amp; 2003, and carbon dioxide, as well as air particulate levels (PM10) within and along the boundary of the Inner Ring Road in the zone.
Since 2002, nitrogen dioxide (NO 2 ) produced by diesel exhaust has become a serious problem, with London's London Air Quality Network King's College London reporting that the annual average NO 2 is objective (from 40 gm-3 or 21 ppb) were exceeded in all major road and roadside monitoring locations in central and London for 12 months between 2005 and 2006. Although no area within the Congestion Charge Zone reported NO 2 level above the upper limit of 200? gm-3 (105 ppb), some monitoring areas near the zone boundaries experienced a very long period at that level, notably A23 near Brixton (3741 hours) and Marylebone Road (849 hours)).
In 2007, TfL's Fifth Annual Monitoring Report stated that between 2003 and 2006, NO X emissions fell by 17%, PM10 by 24% and CO 2 of 3%, with some being attributed to the effects of reduced traffic levels that flow better, with the majority as a result of the increase in vehicle technology. In total, the rate of decline in CO 2 was almost 20% in 2007.
The 2007 TfL report makes it clear that only a one-time reduction of emissions can be expected from the introduction of fees, while further reductions are unlikely to occur as a result of the allegations. It notes that lower vehicle emissions may not be necessary through improved air quality as vehicle emissions are only one of the total pollutant emission contaminants throughout the industry and that weather conditions play a significant role, and that pollutant concentrations are affected by changes in fleet manufacturing vehicle. It also shows that the rate of decrease in certain pollutants decreases.
A 2011 independent study published by the Health Effects Institute (HEI), and led by a researcher from King's College London, found that there is little evidence that the congestion cost scheme has improved air quality. The study used modeling and also compared actual air pollutant measurements in the congestion charge zone with control sites located in Outer London. The researchers concluded that "it is difficult to identify significant air quality improvements of particular programs - especially those targeted in small areas within large cities - against a broader background of regional pollution and climate change." The national trend has shown a rapid decline from several other emissions during the late 1990s, primarily carbon monoxide, and has been relatively stable since 2002 in London.
Public transport
At the launch date of the original zone, an additional 300 buses (out of a total of about 8,000) were introduced. Changes in bus routes have been made to take advantage of the higher estimated traffic speeds and greater demand for public transport; route 452 was introduced and the other three (route 31, 46 and 430) were extended. The frequency of buses on other routes through zone expansion is also increasing.
In 2007 TfL reported that Bus patronage in the central London area (not the same as the Kongesti Filling Zone) has risen from below 90,000 pre-charge to stabilize at 116,000 trips per day in 2007. Also that the use of Underground has increased by 1% in on the pre-billing rate, after falling substantially in 2003/2004. They can not relate any changes in the protection of the National Railway with the introduction of central zone costs.
Parking outside London
The accusations proved controversial in areas outside London, where he had encouraged commuters who had driven into central London to park a suburban train or subway station. This has been accompanied by the introduction of parking restrictions on additional roads and controlled parking zones in these areas, affecting the local population.
Road Safety
TfL estimates that the cost has led to a small reduction in road traffic accidents with an increased background trend in London and throughout the UK during that period. Automobiles and motorcycles have suffered the greatest decline in accidents, while cyclists have slightly improved, which may reflect their increasing numbers.
From a reduction of 2,598 personal accidents that crashes within the zone in the year before the scheme to 1.629 in 2005 TfL estimates that about 40 and 70 injuries may have been avoided each year due to the introduction of charging zones, with most of the remaining reductions being attributed to other changes to the network roads that support human displacement capacity.
Operation and technology
While TfL is responsible for the scheme, this operation is contracted out to a number of outside companies. Since 2009, IBM has been responsible for the day-to-day operation of the charging system, while Siemens Traffic Solutions provides and operates a physical enforcement infrastructure. Transport for London announced that from 2009 IBM will operate the costs, along with London's low emission zones under contract.
This scheme uses an artificial license plate automatic identification camera (ANPR), manufactured by PIPs Technology, to record incoming and outgoing vehicles from the zone. The camera can record license plates with a 90% accuracy rate through technology. The majority of vehicles in the zone are captured on camera. The camera takes two still images in color and black and white and uses infrared technology to identify the license plate. Network cameras and other roadside equipment are managed automatically by an instasion system developed by Roke Manor Research Ltd, which assigns a license plate to the billing system. The identified figures are checked against the overnight pay list by the computer. In cases when license plates have not been identified then they are checked manually. Those who have paid but have not been seen in the central zone are not returned, and those who have not paid and are seen fined. Registered guards from such vehicles are searched in a database provided by the Driver and Vehicle Licensing Agency (DVLA), based in Swansea.
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Earnings and costs
TfL's annual report for 2014-15 shows that revenue from congestion charges is Ã,  £ 257.4m during financial year, representing 8.5% of TfL's annual income. Nearly a third of this was spent on the cost of running the toll system, amounting to Ã,  £ 80.7 million. After other costs have been reduced, the congestion charge brings in an annual operating profit of £ 172.5 million for TfL. This revenue is compared with TfL's total revenue that year from the bus and tube fares of  £ 3.498 billion.
The initial operating income from the congestion charge did not reach the level that was originally expected. Within six months of the start of the scheme, traffic reductions have been such that TfL predicts a £ 65 million shortfall in revenues.
By law, all surpluses issued should be reinvested into London's transport infrastructure; at the start of the scheme it was anticipated that this would be around Ã, Â £ 200 million. According to a report released in February 2007, the initial cost for setting up the scheme was £ 161.7 million, with an annual operating cost of around Ã, Â £ 115m anticipated. Total revenue for the first three and a half years has reached £ 677.4 million, with TfL reporting a surplus over operating costs of £ 189.7 million. The Bow Group, which is compiled from TfL data estimates that in 2007 the project only returned a profit of £ 10 million.
Although Parliament has limited the amount borrowed by authorities, for some time it has been speculated that regular income earned from congestion and other income costs can be used to secure bond issues financing other transport projects in London. TfL issued their first bond of  £ 200 million in 2005, to be repaid at 5% interest for 30 years. TfL plans to borrow Ã,  £ 3.1 billion more to fund a 5-year transportation program in London, including work on the London Underground and road safety schemes.
From the introduction of the scheme in 2003 to December 2013, gross revenues reached around Ã, Â £ 2.6 billion, of which, over Ã, Â £ 1.2 billion (46%) has been invested in transportation, including Ã, Â £ 960 million on the improvement of the bus network; Ã, Â £ 102 million on roads and bridges; Ã, Â £ 70 million for road safety; Ã, Â £ 51 million on a local transport/borough plan; and Ã, Â £ 36 million for sustainable transportation and the environment.
See also
- The congestion price
- Collection of electronic tolls
- Road pricing in the UK
- Transport in London
- Westminster motorcycle parking fee
References
Further reading
- Richards, Martin G. (2006). Charging Congestion in London: Policy and Politics. Palgrave Macmillan, Basingstoke, Hampshire. ISBN: 978-1-4039-3240-2.
External links
- Transport for the London congestion cost homepage
- Pay online congestion charges
Source of the article : Wikipedia
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