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The London Congestion Charge
Journal of Economic Perspectives—Volume 20, Number 4—Fall 2006—Pages 157–176 The London Congestion Charge Jonathan Leape y the 1990s, the average speed of trips across London was below that at the beginning of the twentieth century—before the car was introduced (New- B bery, 1990, p. 35). Traffic speeds in central London had fallen more than 20 percent since the 1960s, from an average 12.7 mph for the morning peak period in 1968 (and a high of 14.2 mph in 1975) to 10 mph in 1998. Even in the larger area of inner London, drivers in 1998 spent almost 30 percent of their time stationary during peak periods and more than half their time traveling at speeds of less than 10 mph (Department of the Environment, Transport and the Regions, 1998). By 2002, the all-day average travel speed in central London was just 8.6 mph (14.3 km/hour), compared to an uncongested (night-time or “free flow”) average speed of around 20 mph (32 km/hour). Congestion, measured in terms of minutes of delay per mile compared to uncongested conditions, averaged 3.7 minutes/mile (2.3 min/km) (Transport for London, 2003a, p. 11). With more than one million people entering central London between 7:00 and 10:00 a.m. on an average workday, and more than one-quarter of those by road, the cost of congestion was clearly considerable. Public concern over levels of traffic congestion was high. An independent survey in 1999 identified public transport and congestion as the two most “impor- tant problems requiring action”—selected by 46 and 33 percent of London resi- dents, respectively, compared to 20 percent for crime or law and order. -
Extended Impregnation Kraft Cooking of Softwood: Effects on Reject, Yield, Pulping Uniformity, and Physical Properties
Extended Impregnation Kraft Cooking of Softwood: Effects on reject, yield, pulping uniformity, and physical properties Katarina Karlström Licentiate thesis Royal Institute of Technology (KTH) Department of Fibre and Polymer Technology Division of Wood Chemistry and Pulp Technology Stockholm 2009 TRITA-CHE-Report 2009:59 ISSN 1654-1081 ISBN 978-91-7415-496-2 Extended impregnation kraft cooking of softwood: Effects on reject, yield, pulping uniformity, and physical properties Katarina Karlström AKADEMISK AVHANDLING Som med tillstånd av Kungliga Tekniska Högskolan i Stockholm framlägges till offentlig granskning för avläggande av teknologie licentiatexamen fredagen den 18:e december 2009, kl. 10.00 i STFI-salen, Innventia AB, Drottning Kristinas väg 61, Stockholm. Avhandlingen försvaras på svenska. © Katarina Karlström Stockholm 2009 Department of Fibre and Polymer Technology Teknikringen 56-58 SE-100 44 Stockholm Sweden Abstract Converting wood into paper is a complex process involving many different stages, one of which is pulping. Pulping involves liberating the wood fibres from each other, which can be done either chemically or mechanically. This thesis focuses on the most common chemical pulping method, the kraft cooking process, and especially on a recently developed improvement of the impregnation phase, which is the first part of a kraft cook. Extended impregnation kraft cooking (EIC) technique is demonstrated to be an improvement of the kraft pulping process and provides a way to utilize softwood to a higher degree, at higher pulp yield. We demonstrate that it is possible to produce softwood ( Picea abies ) kraft pulp using a new cooking technique, resulting in a pulp that can be defibrated without inline refining at as high lignin content as 8% on wood, measured as kappa numbers above 90. -
London Guide Welcome to London
Visitor information Welcome to London Your guide to getting around central London on public transport and making the most of your visit. tfl.gov.uk/visitinglondon Tube and central London bus maps inside #LondonIsOpen Welcome to London Paying for your travel Public transport is the best way to get There are different ways to pay for your around London and discover all that the travel. For most people, pay as you go - city has to offer. This guide will help you paying for the trips you make - with a plan how to get around the Capital on contactless payment card, an Oyster card or public transport. a Visitor Oyster card, is the best option as it If you have just arrived at an airport and are offers value, flexibility and convenience. looking for ways to get to central London, go to page 11 in this guide. Getting around London London’s transport system is iconic. With its world famous Underground (Tube) and iconic red buses, travelling around the Capital is an experience in itself. But London is much more than just the Tube or the bus; our vast network of transport services includes: Contactless payment cards If your credit, debit, charge card or wearable device has the contactless symbol above you can use it for pay as you go travel on London’s public transport. Android Pay and Apple Pay are also accepted. Benefits of contactless • It’s quick and easy – there’s no need to queue to buy a ticket • It offers great value – pay as you go with contactless is better value than buying a single ticket and you can benefit from both Night Tube daily and weekly capping (see page 5) • 14 million people have used contactless Night Tube services run on the to travel in London – including customers Jubilee, Victoria and most of from over 90 countries the Central and Northern lines all night on Fridays and Saturdays. -
Traffic Accidents and the London Congestion Charge
Economics Working Paper Series 2014/015 Traffic Accidents and the London Congestion Charge Colin P. Green, John. S. Heywood and Maria Navarro The Department of Economics Lancaster University Management School Lancaster LA1 4YX UK © Authors All rights reserved. Short sections of text, not to exceed two paragraphs, may be quoted without explicit permission, provided that full acknowledgement is given. LUMS home page: http://www.lums.lancs.ac.uk/ Traffic Accidents and the London Congestion Charge Colin P. Green1, John. S. Heywood2,1 and Maria Navarro1 1Lancaster University 2 University of Wisconsin - Milwaukee Abstract In a rare effort to internalize congestion costs, London recently instituted charges for traveling by car to the central city during peak hours. Although the theoretical influence on the number and severity of traffic accidents is ambiguous, we show that the policy generated a substantial reduction in both accidents and fatalities in the charged area and hours. At the same time, the spatial, temporal and vehicle specific nature of the charge may cause unintended substitutions as traffic and accidents shift to other proximate areas, times and to uncharged vehicles. We demonstrate that, to the contrary, the congestion charge reduced accidents and fatalities in adjacent areas, times and for uncharged vehicles. These results are consistent with the government's objective to use the congestion charge to more broadly promote public transport and change driving habits. JEL Codes: I18, R48, H27 Keywords: Traffic Congestion; Pricing; Vehicle Accidents The authors thank the Melvin Lurie Memorial Fund at UWM which allowed Heywood and Navarro to work together in the fall of 2013. -
Niche Innovation Dynamics and the Urban Mobility Transition the Case of Dockless Bike-Sharing in London
Niche innovation dynamics and the urban mobility transition The case of dockless bike-sharing in London Russell Cannon Urban Studies Master’s Programme (Two-Year) 30 Credits VT2019 Supervisor: Désirée Nilsson 1 Abstract This thesis seeks to provide a detailed understanding of the introduction of dockless bike-sharing to London. As part of a wave of new smart and shared mobility services that are aiming to transform the way people move around cities, this emerging form of transport has created disruptions in London since its launch in 2017. This study aims analyse to what extent dockless bike-sharing aligns or conflicts with the aims and objectives of local authorities governing public space in London. In doing so, it also aims to reveal insights into transformations in contemporary mobility by exploring the dynamics of niche innovations within socio-technical transitions, thus contributing to knowledge in the field of transition studies. To do this, a qualitative case study methodology was employed using document analysis and interviews with four stakeholders integrally involved in the case study, representing both public authorities and a private sector dockless bike-sharing operator, Mobike. The findings demonstrate that dockless bike-sharing is well aligned with the city’s explicit objectives to reduce car dependency and encourage active travel. It has particular potential to make cycling more accessible by bringing bike-sharing to parts of the city that do not have access to the pre-existing, docked bike-sharing scheme, operated by the central transport authority, Transport for London. Despite this, dockless bike-sharing, as a niche innovation, has struggled to break into the existing urban mobility regime. -
Black Liquor Gasification
Black Liquor Gasification Summary and Conclusions from the IEA Bioenergy ExCo54 Workshop This publication provides Wood and Wastes the record of a workshop organised by IEA Bioenergy. CO2 Pool Black liquor gasification is an interesting option for production of synthesis gas that can subsequently be converted to a variety of motor fuels. The technology can be integrated into modern, Carbon ecocyclic, kraft pulp mill Dioxide Pulp and Paper biorefineries. USA and Sweden lead developments in this field. It is of interest primarily among countries with strong pulp and paper industries and national policies which promote substitution of petrol and diesel by biofuels. IEA Bioenergy IEA BIOENERGY: ExCo:2007:03 INTRODUCTION a large pulp and paper industry. It is thus of great interest to convert the primary energy in the black liquor to an This publication provides a summary and the conclusions energy carrier of high value. from a workshop organised by IEA Bioenergy. It was held in conjunction with the 54th meeting of the Executive Worldwide, the pulp and paper industry currently processes Committee in Ottawa on 6 October 2004. The purpose of the about 170 million tonnes of black liquor (measured as dry workshop was to present the developments of black liquor solids) per year, with a total energy content of about 2EJ, gasification for the production of energy and/or biofuels making black liquor a very significant biomass source (see for transport and discuss the remaining barriers, either Figure 1). In comparison with other potential biomass technical or strategic, that need to be overcome in order sources for chemicals production, black liquor has the to accelerate the successful demonstration of black liquor great advantage that it is already partially processed and gasification technologies and subsequently their penetration exists in a pumpable, liquid form. -
Eccleston Place, London, England
A ULI Advisory Services Panel Report Eccleston Place, London, England 13-18 May 2012 1 A ULI Advisory Services Panel Report About ULI ULI – the Urban Land Institute – is a non-profit research We are a think tank, providing advice and best practices in and education organisation supported by its members. a neutral setting – valuable for practical learning, involving Founded in Chicago in 1936, the Institute now has over public officials and engaging urban leaders who may not 30,000 members in 95 countries worldwide, representing have a real estate background. By engaging experts from the entire spectrum of land use and real estate development various disciplines we can arrive at advanced answers to disciplines and working in private enterprise and public problems which would be difficult to achieve independently. service. In Europe, we have around 2,000 members supported by a regional office in London and a small ULI shares knowledge through discussion forums, research, team based in Frankfurt. publications and electronic media. All these activities are aimed at providing information that is practical, down to ULI brings together leaders with a common commitment to earth and useful so that on-the-ground changes can be improving professional standards, seeking the best use of made. By building and sustaining a diverse network of land and following excellent practices. local experts, we are able to address the challenges facing Europe’s cities. Copyright ©2012 by ULI – the Urban Land Institute. ULI Europe, all rights reserved. No part of this report may be reproduced in any form or by any means, electronic or mechanical, including photocopying or recording, or by any information storage and retrieval system, without written permission of the publisher. -
50 Years Ago – a Postscript
50 YEARS AGO – A POSTSCRIPT METROPOLITAN MODERNISATION Whilst some of us will recall the late-1950s and early 1960s as the period “when it all happened”, there was a lot going on much earlier. Here is a selection of what happened, details being obtained from the Traffic Circulars of the time. Some items may not be directly relevant but nevertheless are included for interest, if only that London Transport were bringing the Metropolitan Line up to date and ‘in line’ with the rest of the network. Date Brief details 02.01.50 “Stop-and-Proceed” abolished north of Harrow-on-the-Hill and all signals, semi- automatic and automatic, provided with signal post telephones. All trains to receive authority from relevant signalman before passing any signal at danger. Signal boxes affected were Watford Station (JL), Croxley (B), Watford Junction (C), Northwood (E), Pinner (G) and Harrow Station (JB). 01.50 Telephones provided on Chesham line (to signalmen at Chalfont & Latimer and Chesham) at One Mile Post, Two Mile Post and Three Mile Post. 04.06.50 Track slewed on a new alignment 30ft west of present from 1,000ft north of Watford South Junction to 1,500ft south of Watford South Junction, to allow bridges MR78, MR80 and MR81 to be taken out of use. 17.06.50 From midnight, maintenance responsibility for track, works & buildings and signalling between 28½ mile post (Mantles Wood) and 37 miles 195 yards, about ¾ mile south of Aylesbury South Junction, will be transferred from Railway Executive to London Transport. 25.06.50 London Transport to take over responsibility for management of ex-Joint Line from Harrow to Aylesbury South Junction including Watford and Chesham branches. -
Delivering Heat Networks Understanding the Challenge
Delivering Heat Networks Understanding the challenge District heating networks are a key component These challenges and complexities are best of a future low carbon London. They will addressed by bringing together engineering, provide the means to capture and distribute planning, finance and regulatory expertise into heat from a diverse mix of primary as well as an integrated project delivery unit. secondary heat sources to serve homes and businesses. Development of district heating Arup’s multidisciplinary approach to district networks at scale across the capital over the heating project delivery underpins our work next ten years is therefore essential for London in London and across the UK. We support to meet the Mayor’s target of meeting 25% public and private sector clients from early of London’s energy needs from decentralised stage resource assessments and policy advice sources by 2025. through to scheme design, business case and procurement. We work closely with clients at Thanks to previous mayoral programmes such each stage to scope the opportunities, analyse as the London Heat Map and Decentralised the fundamentals and develop practicable Energy Masterplanning (DEMaP), the solutions for bankable projects. challenge today is no longer knowing where the opportunities lie; it is understanding how to deliver them in the face of multiple barriers, including: - long investment horizons; - limited windows of opportunity; - an opaque regulatory framework; - a stigma of poorly performing schemes in the past; and - limited experience among local authorities and developers. 2 Understanding the challenge Delivering solutions The unique working philosophy at Arup – Through our global knowledge management founded on flexibility, transparency and systems, we are able to harness ideas and ability to deliver – is ideally suited to practical experience from projects worldwide. -
5G Implementation in Non-EU Countries of Europe Region
5G IMPLEMENTATION IN NON-EU COUNTRIES OF THE EUROPE REGION ITU Regional Initiative for Europe on Broadband Infrastructure, Broadcasting and Spectrum Management © ITU November 2020 Version 1.2 5G Implementation in non-EU countries of the Europe Region ACKNOWLEDGMENTS This paper was developed by the ITU Office for Europe within the framework of the ITU Regional Initiative for Europe on broadband infrastructure, broadcasting and spectrum management. It was elaborated by ITU Office for Europe team including Mr. Iago Bojczuk, Junior Policy Analyst, and Mr. Julian McNeill, Consultant, under the supervision and direction of Mr. Jaroslaw Ponder, Head of ITU Office for Europe. Moreover, important feedback has been provided to this report by: - Electronic and Postal Communications Authority (AKEP), Albania; - Ministry of Infrastructure and Energy, Albania; - Communications Regulatory Agency (CRA), Bosnia and Herzegovina; - Post and Telecom Administration (PTA), Iceland; - Ministry of Communications of Israel; - Office for Communications of Liechtenstein; - Ministry of Economy and Infrastructure of Moldova; - National Regulatory Agency for Electronic Communications and Information Technology (ANRCETI); - Ministry of Economy, Montenegro; - Agency for Electronic Communications and Postal Services (EKIP), Montenegro; - Ministry of Information Society and Administration, North Macedonia; - Agency for Electronic Communications of North Macedonia; - Ministry of Trade, Tourism and Telecommunications, Serbia; - Information and Communication Technologies Authority, Turkey; - National Commission for the State Regulation of Communications and Informatization, Ukraine; - Department for Digital, Culture, Media & Sport (DCMS), United Kingdom; - Dicastero per la Comunicazione - Direzione Tecnologica, Vatican City. The paper was prepared as the background contribution to the ITU Regional Forum for Europe on 5G strategies, policies and implementation, held on 22 and 23 October 2020. -
EE LIMITED and (2) HUTCHISON 3G UK LIMITED
SECOND DIVISION, INNER HOUSE, COURT OF SESSION [2021] CSIH 27 XA63/20 Lord Justice Clerk Lord Malcolm Lord Doherty OPINION OF THE COURT delivered by LORD MALCOLM in the appeal by (1) EE LIMITED and (2) HUTCHISON 3G UK LIMITED Appellants against JOHN STEWART DUNCAN Respondent Appellants: Barne QC; Shepherd and Wedderburn LLP Respondent: Upton; Davidson Chalmers Stewart LLP 7 May 2021 [1] This is an appeal against a decision of the Lands Tribunal for Scotland (the tribunal). The main issue concerns the proper approach to paragraph 33(14) of the Electronic Communications Code contained in schedule 3A to the Communications Act 2003, as amended by the Digital Economy Act 2017. This new code replaced the old code set out in schedule 2 to the Telecommunications Act 1984. In terms of transitional provisions the old code remains relevant to agreements made under it. 2 Background [2] In 2003 Mr John Stewart Duncan (the owner) entered into an agreement with EE Ltd, which that company subsequently assigned to itself and Hutchison 3G UK Ltd (the operators), granting certain rights to keep, operate and inspect telecommunications apparatus on a site at Wester Dullatur Farm, North Lanarkshire. After the expiry of the agreed term in 2012 the lease has continued from year to year by way of tacit relocation (a rule under Scots law whereby a lease will be extended beyond its agreed term if neither party serves a notice ending the agreement). [3] In 2018 the operators sought agreement as to a new lease containing provisions designed to update the agreement in accordance with the minimum provisions imposed by the new code, including assignation rights; ability to share and upgrade the facilities without additional payment; and a “no network scheme” basis for the assessment of rental and compensation (which would be less costly for the operators). -
We're Working Hard on How We Deal with Delays
Suggested alternative routes during disruption When Thameslink services from this station are subject to unplanned disruption, we have Issued Date: arranged for your ticket to be accepted as indicated below to get you to your destination May 2017 National rail and local bus alternatives Suggested alternative route details from Bedford Thameslink ticket holders To: Suggested routes: Walk (9 minutes/0.4 miles) via Woburn Road, Alexandra Road, Alexandra Place and Greyfriars to Bedford Flitwick, Harlington bus station; then bus 42# (from stand B) to your destination Walk (9 minutes/0.4 miles) via Woburn Road, Alexandra Road, Alexandra Place and Greyfriars to Bedford bus BEDFORD Leagrave station; then bus 81# Mondays to Saturdays only (from stand L) to Luton (Gallaxy Centre); walk (5 minutes/0.3 X5# X5# St Neots miles) to Luton (Silver Street) via Bridge Street and Library Road; then bus 23#, 27#, 28# to Leagrave MILTON Sandy KEYNES Walk (9 minutes/0.4 miles) via Woburn Road, Alexandra Road, Alexandra Place and Greyfriars to Bedford Flitwick Biggleswade CENTRAL Harlington 81# Luton bus station; then bus 81# Mondays to Saturdays only (from stand L) to Luton (Gallaxy Centre); then walk Arlesey (6 minutes/0.3 miles) to Luton Station Interchange via Bridge Street, Guildford Street and Station Road Leagrave 101 See above how to get to Luton Station Interchange; then bus A# (from stand 1) or bus 100 (from stand 4) LUTON Luton Airport Parkway to Luton Hampton Hotel; walk (2 minutes) to Luton Airport Parkway station via adjoining footpath Bletchley