Congestion charging - implications for the MPS

Report: 3
Date: 9 October 2001
By: Commissioner

Summary

This report outlines the likely implications for both the MPS and the MPA as a consequence of the introduction of the Mayor’s proposed scheme for congestion charging in Central London

A. Recommendations

That

1. Members note both the operational and financial impact of congestion charging on the MPS;

2. embers note the implications of congestion charging on our staff and the likely impact on recruitment and retention.

3. Members agree a form of response to the Mayor’s proposed congestion charges.

B. Supporting information

1. This paper outlines the perceived implications for the MPS as a consequence of the introduction of congestion charging in Central London in January 2003. Public consultation is currently underway on the draft scheme order which sets out how the scheme will work.

Background

2. The scheme will operate as an area licence scheme and not a cordon charge, i.e., vehicle owners will be required to pay once daily for entry to the central area, but can then enter and leave as many times as they choose throughout that day. It will be possible to purchase daily, weekly, monthly and annual permits to enter the area for individual vehicle registration numbers. The flat charge of £5 will be payable on a daily basis, Monday to Friday, between 7am and 7pm. It will be possible to pay by post, telephone, on the internet and at retail outlets. Vehicle owners can also pay at any time up to midnight during the day on which they enter the zone. However, late payment after 7pm and up until midnight will cost £10. The system will operate by reading vehicle registration numbers on entry and also as they travel around the charging area.

3. There will be mobile units and clamping teams patrolling the charging area checking details of vehicles within the charging area. Registration numbers will be electronically compared against the database of ‘payers’. In the event that an owner has not paid by midnight on the day in question, a penalty charge (civil debt) will be issued which has an £80 penalty (reduced to £40 for prompt payment). It has been estimated that a worker choosing to drive to work in central London will incur additional costs of £1,300 per year in congestion charges.

4. The following exemptions and discounts will be available:

• Residents - 90% discount (£2.50 per week)
• Motorcycles - exempt
• Emergency service vehicles - certain qualified exemptions and discounts (see paragraph 17)

5. Some traffic flow modelling work has been undertaken by TfL and is still on-going. Early indications are as follows:

6. TfL acknowledges there are traffic management issues around:

• The capacity of the inner ring road to cope with the additional traffic,
• The impact upon junctions on the inner ring road which serve the congestion charging area,
• The impact on premises on or near the inner ring road.

7. Problem areas of concern are as follows:

• The Edgware Road at Paddington
• Tower Bridge (subject to a weight limit)
• Vauxhall Cross
• The Shoreditch one way system

8. TfL estimates that displacement of the travelling public will take place as follows:

• Railway passengers will increase by 1-2%
• Underground passengers will increase by 3%
• Bus passenger will increased by 5%

Operational policing issues

9. TfL is unclear as to the likely impact on road casualty rates within the area although it has been suggested that a reduction in congestion will result in increased traffic speeds and thereby a rise in the seriousness of accidents. The London Boroughs that border the congestion charging zone have expressed concerns that, despite TfL’s predictions, there will be; an increase in congestion, an increase in demand for street parking and the likelihood that members of the public may well queue at the edge of the zone each evening waiting for 7pm before driving into the centre of London. Conversely the London Boroughs inside the charging zone are concerned about the loss of parking revenue if people do not drive into the area. Borough Commanders may be lobbied to support the view taken by their Chief Executives on this issue.

10. It is difficult for the MPS to gauge the impact of congestion charging on crime figures. However, it is fair to say that there is likely to be an increase in vehicle crime at those locations where vehicles are parked on the edge of the zone during the day, although we must acknowledge that this could take the form of a displacement of vehicle crime from the inner area. TfL is commencing work in conjunction with the MPS to address issues around personal safety at transport intersections, this will become important particularly if the predicted traveller displacement occurs.

11. It is not clear what the exact impact will be on our response times to calls for assistance. However, if the TfL congestion predictions are accurate response times might improve within the charging zone but suffer in the area immediately around and outside the zone.

12. The MPS has no enforcement role to play in relation to the congestion charging system. However, we have been asked by Derek Turner to give attention to the camera sites when they are set up as he fears they may be subject to criminal damage during the early stages of the scheme. We have stressed that congestion arising from the implementation of the scheme should be addressed through engineering and traffic management and not through police/traffic warden attendance. It is likely, however, that we will have a common interest in tracing the owners of unregistered vehicles who, statistics tell us, are likely to be of interest to both our organisations. Early discussions have taken place to establish information-sharing protocols to address this issue.

13. We have highlighted the fact that the congestion charging database of vehicle movements will be of crucial importance to police engaged in the investigation of serious crime, e.g., plotting the movements of a car bomb across London. Ideally, we would wish to gain access to all such available data. MPS Operations Policy Support Unit is presently undertaking work to establish MPS user requirements for image capture systems and this will take into account the impact of access being granted to congestion charging data.

Staffing issues

14. The MPS recognises that the introduction of congestion charges will raise concerns for the following staff:

• Police and civil staff working unsociable hours,
• Dog handlers required to transport their dogs to and from duty in their own vehicles,
• Officers authorised to use their vehicles on duty,
• Officers using their own vehicles when called out from home to duty

15. At a recent meeting, Derek Turner stated that ‘the journey to work is not part of carrying out work’ and if employees choose to drive into the centre of London to attend work then they should pay and consider the cost as part of the cost of motoring. He went on to say that Government Ministers would be paying the congestion charge and officers using official vehicles to travel to work should pay the charge. He was adamant that, by the time congestion charging comes into force an improved twenty-four hour bus service will be in place with 20 minute intervals on most routes.

16. Congestion charging will have a significant impact on staff in terms of additional travel cost and may increase the unattractiveness of Central London postings. In addition, the charging area boundary is not co-terminous with existing Borough/Police boundaries and this will create particular problems for BOCUs which straddle the zone where some staff work inside the charging area and others outside. These factors may impact upon recruitment and retention particularly for Inner London BOCUs.

17. Key issues for the MPS are the proposed exemption arrangements for the vehicle fleet. These fall into two categories:

• Vehicles classified as police vehicles for the purposes of vehicle excise duty will be exempt from paying charges. (This covers most of the ‘white’ vehicle fleet.)
• Vehicles entitled to 100% discount (there will be no charge but vehicle registration numbers must be pre-registered with TfL) provided:
  • It is used on designated roads for police purposes,
  • It is normally operated from a base within the charging area, and
  • The address of the registered keeper is within the charging area.

18. It must be noted that at present the majority of our vehicles are registered at Cobalt Square, which is outside the charging area. Furthermore, this definition will not cover vehicles hired by the MPS on an ad-hoc basis. In order to benefit wherever possible from the 100% discount the MPS will need to re-register the appropriate vehicles to an address within the charging area. This exercise has significant resource implications as the entire fleet has recently been re-registered to recognise the creation of the MPA.

C. Financial implications

Congestion charging is of significant interest to the MPS in our role as a major employer and emergency service provider. TfL has been advised that no provision has been made in our future budgetary plans to meet congestion charging costs, this will be an additional charge against the MPA.

Specialist Branches and Units engaged in running the covert fleet have given an early indication that they would prefer to pay the congestion charge in order to preserve the integrity of their vehicles. SO3(3) estimates that the cost of this could reach £1,000,000 per annum.

The introduction of congestion charging will have a significant impact upon our staff. Consideration may well have to be given to reimbursing those officers and staff who are required, as part of their duties, to use their own vehicles and enter the charging area.

D. Background papers

• The Central London Congestion Charging Scheme Proposals, Transport for London, July 2001.

E. Contact details

Report author: Paul Clulow Supt - Roads Policing Policy 020 7230 2004

For information contact:

MPA general: 020 7202 0202
Media enquiries: 020 7202 0217/18

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