{"id":33753,"date":"2016-04-04T09:54:00","date_gmt":"2016-04-04T09:54:00","guid":{"rendered":""},"modified":"2020-10-20T10:48:36","modified_gmt":"2020-10-20T10:48:36","slug":"8753-what-other-cities-can-learn-from-london-s-flawed-congestion-charge","status":"publish","type":"post","link":"https:\/\/dialogue.earth\/en\/pollution\/8753-what-other-cities-can-learn-from-london-s-flawed-congestion-charge\/","title":{"rendered":"What other cities can learn from London\u2019s flawed congestion charge"},"content":{"rendered":"

When London mayor Ken Livingstone introduced congestion charging<\/a> to the British capital in February 2003, his arguments for it were economic. \u201cRed Ken\u201d, as he\u2019d become known for his left-wing politics, was concerned that traffic jams were bad for capitalism.<\/p>\n

His aims were to reduce valuable time lost as a result of traffic jams and create a more hospitable atmosphere for pedestrians \u2013 shoppers, workers and visitors \u2013 by relieving motorists of \u00a35 (48 yuan) each time they entered a central charging zone covering the Square Mile financial district and the West End shopping and tourist areas.<\/p>\n

Despite dire predictions, in terms of reducing traffic, the system worked in the early years of its operation.<\/p>\n

Livingstone joked that he\u2019d got the idea from Milton Friedman, the \u201cChicago School\u201d<\/a> free market economist admired by Margaret Thatcher.<\/p>\n

In 2007 he doubled the size of the charging zone by adding a western extension (the WEZ). But when he went into his third election campaign the following year, his congestion charge case had also become environmental.<\/p>\n

Livingstone had plans to slap an extra high charge on \u201cgas guzzlers\u201d \u2013 high-powered private vehicles with high fuel consumption and carbon dioxide (CO2) emissions. By contrast, cars with the lowest CO2 output might be exempt from the charge completely.     <\/p>\n

Alas for Livingstone, he lost the 2008 mayoral election<\/a>. His successor, Boris Johnson dumped the gas-guzzler plan, abolished the WEZ<\/a> and, alas for London, will leave both the capital\u2019s air quality and its congestion levels in an unhealthy state when he steps down as mayor in May.<\/p>\n

Last year, a study<\/a> conducted for him and the capital\u2019s transport body Transport for London (TfL) by King\u2019s College researchers suggested that nearly 9,500 Londoners a year now die early from air pollution, mainly due to a rise in victims of nitrogen dioxide (NO2) belched out by diesel vehicles. Meanwhile, road congestion is hitting record levels. <\/p>\n

Critics of Johnson’s environmental record have tied the issues of pollution and congestion together and point the finger of blame squarely at the London mayor, who is expected to bid for leadership of the Conservative Party before the next general election in 2020.<\/p>\n

They may have a point. Yet London\u2019s experience shows that the relationship between congestion charging and environmental ills is not straightforward.<\/p>\n

Johnson had argued that Livingstone\u2019s anti-gas-guzzler plan would have made only a marginal difference to carbon emissions, for example. Idiosyncratically, he compared the additional CO2 produced by what he called \u201cfamily cars\u201d to be equivalent to that blown out by a herd of cows<\/a> tramping through the West End.<\/p>\n

Meanwhile, TfL\u2019s annual assessments of the charge\u2019s effects have taken a cautious view of the charge\u2019s effects on air quality<\/p>\n

In 2003, TFL’s first annual assessment of its impacts as a whole anticipated only \u201cminimal\u201d effects on visual, noise or atmospheric pollution within the charging zone and noted some concern that pollution might increase around its boundaries.<\/p>\n

The sixth and final annual report<\/a>, published in July 2008, said that a reduced volume of traffic circulating more efficiently in the charging zone had directly produced an estimated 8% reduction in oxides of nitrogen (NOx), a 7% fall in fine particulate matter (PM10) and a 16% drop in CO2 emissions. <\/p>\n

However, the reductions were said to have diminished because congestion levels had begun to rise again.<\/p>\n

The report also said that overall air quality trends had \u201ccontinued to primarily reflect the diversity and dominance of external factors\u201d and as such \u201cdid not allow the identification of a clear \u2018congestion charging effect.\u2019\u201d<\/p>\n

Later studies found that congestion charging had probably been beneficial to health but concluded, in the words of an academic from the London School of Hygiene and Tropical Medicine, that its impact on air pollution and life expectancy had been \u201cmodest\u201d.<\/p>\n

In fact, transport-related air pollution, blamed for about half the total amount, were already addressed more directly through other initiatives aimed at road-users.<\/p>\n

In February 2008, Livingstone had introduced the Low Emission Zone (LEZ)<\/a> which covered almost the whole of Greater London, an area of around 600 square miles, rather than just the centre of the city and unlike the congestion charge, operated 24 hours a day, seven days a week.<\/p>\n

It sought to cut the amount of particulates \u2013 tiny particles of soot harmful to the lungs \u2013 churned out from the exhausts of heavy commercial diesel vehicles, and to help the mayor meet European Union air quality targets, for which London was falling short. <\/p>\n

Aimed initially at lorries, coaches, minibuses and large vans, it charged registered vehicles that didn\u2019t meet the required standard \u00a3200 a day, and fined drivers of unregistered ones \u00a31000.<\/p>\n

The LEZ was retained by Johnson and he tightened the regulations soon after his election to include more types of vehicle. He exasperated campaigners and opponents by initially delaying a third phase on the grounds that it would hit small business people using small vans at a time of economic recession, but then took a U-turn to avoid an EU fine.<\/p>\n

Pollution spikes<\/b><\/p>\n

And yet, despite the LEZ, London\u2019s air quality continues to cause grave concern. Levels in some hotspots are double or treble permitted EU levels in recent years. According to measurements made in some of London\u2019s monitoring points, NO2 limits for the whole of 2016 were exceeded<\/a> within the year\u2019s first eight days.<\/p>\n

At the risk of hyperbole, Simon Birkett of the Clean Air in London campaign has called diesel exhaust \u201cthe biggest public health catastrophe<\/a> since the Black Death.\u201d  <\/p>\n

Johnson has defended his record on air quality, describing London as a trailblazer on the issue. He has increased the number of low emission buses in London\u2019s 8,600-strong fleet to around 1,500 and points to a new Ultra Low Emission Zone (ULEZ) currently scheduled to come into force in September 2020.<\/p>\n

This will require all vehicles travelling in the congestion charge zone to conform to new, higher EU standards. Johnson\u2019s plan also includes financial encouragement for more drivers of London\u2019s famous black taxi cabs to undergo a green upgrade and get away from diesel. <\/p>\n

Mayoral candidates<\/b><\/p>\n

Too little, too late, say Johnson’s critics, who include the Labour Party\u2019s Sadiq Khan, the frontrunner<\/a> to become mayor after May\u2019s election .<\/p>\n

Khan\u2019s manifesto promises to consult on bringing the ULEZ forward and expanding it. His main rival, Johnson\u2019s fellow Conservative Zac Goldsmith, a noted fan of electric vehicles, has promised only to \u201cback\u201d the ULEZ. Goldsmith, a former editor of the Ecologist Magazine<\/a><\/em>, has also stated his support for \u201ctougher rules for heavy goods vehicles and vans.\u201d But these are not yet specified in his manifesto.<\/p>\n

Significantly, neither is pledging to either increase the congestion charge \u2013 which is now roughly double what it was initially – or enlarge the charging zone. That is an indication of how politicians continue to fear the displeasure of motorists, even though car ownership in London has been falling. That concern also informs steps to penalise or restrict dirty vehicles. It’s a prickly problem that London\u2019s politicians will have to grasp. <\/p>\n

Political will<\/b><\/p>\n

At an air quality conference held by the capital\u2019s 33 local authorities in 2014, two basic remedies were underlined: switching from diesel to clean fuel, which included petrol; and reducing vehicle weights and speeds to lessen particulates caused by road surface friction.<\/p>\n

A map was produced showing the difference in air quality in two of London\u2019s most famous shopping streets on the same day. In Oxford Street, it was filthy. In neighbouring Regent Street it was strikingly cleaner. The reason was that Regent Street had been closed to traffic for the day. <\/p>\n

The lesson from London appears to be that radically lessening air pollution requires motorised road traffic to be slower, lighter, smoother and cleaner. Congestion charging can help with that, but really serious progress requires a great deal more \u2013 and the political will to supply it.<\/p>\n","protected":false},"excerpt":{"rendered":"

Several Chinese cities are weighing up different types of congestion charging to combat smog and alleviate traffic snarl-ups.\u00a0Dave Hill asks\u00a0what\u00a0they can\u00a0draw from London’s experience<\/p>\n","protected":false},"author":2353,"featured_media":58591,"comment_status":"closed","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[760],"tags":[513,14061],"hashtags":[],"country":[],"class_list":["post-33753","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-pollution","tag-carbon-emissions","tag-transport"],"acf":[],"yoast_head":"\nWhat other cities can learn from London\u2019s flawed congestion charge | Dialogue Earth<\/title>\n<meta name=\"description\" content=\"Several Chinese cities are weighing up different types of congestion charging to combat smog and alleviate traffic snarl-ups.\u00a0Dave Hill asks\u00a0what\u00a0they can\u00a0draw from 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