Transport for London

Environment Report 2006

MAYOR OF LONDON Transport for London Contents

Commissioner’s foreword 3 Section 1 Summary and introduction 1.1 Summary 6 1.2 Introduction 11 Section 2 Changing demand for transport 2.1 Changing demand for transport 14 2.1.1 Getting the best out of the existing public transport system 15 2.1.2 Investing in new public transport capacity 16 2.1.3 Promoting and improving facilities for walking and cycling 16 2.1.4 Managing demand for travel 19 2.1.5 Reducing the impacts of freight distribution 19 Section 3 Environmental management 3.1 Environmental management 22 3.1.1 Environmental management systems 22 3.1.2 Setting objectives and monitoring performance 23 Section 4 TfL’s environmental performance 4.1 Climate change 28 4.1.1 London’s CO2 emissions and targets for reduction 28 4.1.2 TfL’s CO2 emissions and energy consumption 30 4.1.3 Reducing CO2 emissions from TfL and transport in London 32 4.1.4 Adapting to the impacts of climate change 36 4.2 Air pollution 36 4.2.1 Air pollution in London and targets for reduction 36 4.2.2TfL’s air pollutant emissions 39 4.3 Noise 43 4.4 Resource consumption 45 4.5 The built environment 48 4.6 Waste management 50 4.7 Transport of waste 53 4.8 The natural environment 54 4.9 Water consumption 55 Section 5 Looking to the future 5.1 Looking to the future 60 Section 6 6.1 Feedback 64 6.2 Glossary 64 Appendix A: Detailed data tables 65 References 80 End notes 81 Commissioner’s foreword

A clean, healthy environment is crucial for London’s future, alongside a successful economy and an inclusive society. This report focuses on Transport for London’s (TfL’s) work to deliver environmental improvements across the Capital’s transport system, including actions to address climate change. Climate change is a major challenge, with potentially disastrous environmental, economic and social implications. Addressing climate change is a priority for TfL, both in terms of reducing transport-related greenhouse gas emissions, particularly carbon dioxide (CO2), and ensuring that London’s transport system can cope with changing weather conditions. In 2006, TfL developed strategies to tackle the climate change impacts of transport. Simultaneously, solutions were considered of five per cent from car usage to public that will enable the transport system to transport, walking and cycling, saving around adapt to the consequences of a changing 500,000 car journeys per day and an estimated climate, including options for cooling 210,000 tonnes of CO2 emissions per year. London Underground (LU). In 2005/06, 18 per cent of the electricity TfL is actively seeking to reduce the we used was from renewable energy sources, environmental impact of its own operations and trials of low emission technologies, such and transport in London. Congestion Charging as hydrogen fuel cell and hybrid diesel-electric has achieved reductions in CO2 emissions vehicles, continued. Innovative paving which and air pollution since its introduction, while absorbs pollution from the atmosphere was the new London Construction Consolidation installed on a central London street. TfL’s efforts Centre (LCCC) has already demonstrated to reduce, reuse and recycle also continued, environmental benefits in its first few months with the use of recycled rubber tyres in level by reducing freight traffic. In 2005/06, we crossing installations and the expansion of invested significant amounts to support newspaper recycling schemes at LU stations. walking and cycling and continued to manage TfL has been looking further ahead to demand for travel through a programme of identify its priorities for tackling climate incentives and information. Since TfL was change and improving the environment over formed in 2000, there has been a modal shift

Environment report 2006 | 3 the next 20 years, as part of the development of the Transport 2025 vision. Plans for the near future include extending the Congestion Charging zone and a London-wide Low Emission Zone (LEZ) that would require heavy goods vehicles, buses, coaches, vans and minibuses to meet minimum emissions standards. TfL’s £10bn Investment Programme includes major schemes such as LU improvements, and rail extensions and capacity increases, which will enable more people to switch from the car to public transport, reducing congestion and improving London’s environment. While TfL recognises that there is still a long way to go to make London’s transport system truly sustainable, it is laying the groundwork for this.

Peter Hendy Commissioner TfL

4 | Environment report 2006 Section 1 – Summary and introduction

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Increasing the frequency, length and 1.1 Summary geographical scope of public transport services is expected to have a beneficial TfL is committed to supporting the Mayor’s impact on the environment by encouraging vision for sustainable development in London. a shift away from private motor vehicles. Environmental improvement is an essential Since TfL was formed in 2000, a modal shift element of sustainable development, alongside of five per cent has been achieved, saving social inclusion and economic growth. As the 50,000 car journeys per day. However, it is integrated authority responsible for transport important to note that increasing public in the Capital, TfL has a major role to play in transport services will also impact the delivering the Mayor’s environmental strategies environment, until suitable environmentally and underpinning sustainable development. friendly technologies such as alternative fuels Transport is one of the main sources of can be implemented on a large scale. CO2 emissions in London and TfL is focusing Progress against TfL’s environmental its efforts on reducing the contribution of objectives is monitored using a series of key transport to climate change, while enabling the performance indicators (KPIs). The performance transport system to adapt to the changing headlines for 2005/06 are summarised in table weather conditions that are anticipated. 1, alongside key achievements and plans for Reduction of transport related air pollution the future. As environmental KPIs were and noise are also high priority objectives, and introduced for the first time in 2003/04, TfL has a role to play in reducing the impacts of reporting processes are still improving and the transport system on the built environment, data have been included on some operations resource and water consumption, waste, and and activities for the first time this year. biodiversity in the Capital. For the purpose of identifying trends, TfL is working to address climate change comparisons have been made between and the other environmental impacts of 2004/05 and 2005/06 performance on a its operations, while enhancing the public like-for-like basis where possible. transport network so that it remains a safe, TfL will continue to place environmental reliable and economic alternative to private improvement, particularly climate change motor vehicles. It is actively managing travel mitigation, high on its agenda. Adapting to demand and encouraging Londoners to use more the expected results of climate change will sustainable modes of transport, particularly also be a key challenge. Extension of the walking and cycling. Congestion Charging has Congestion Charging zone and introduction had a demonstrable impact on air quality and of a London-wide LEZ will help to reduce CO2 emissions in the Charging zone, by the impacts of road transport, while the affecting how people travel. TfL is also Investment Programme will continue to make developing the London Freight Plan, and public transport, walking and cycling more projects like the LCCC, to encourage a shift attractive alternatives to the car. away from transporting freight by road towards more sustainable alternatives, while ensuring that goods are distributed efficiently.

6 | Environment report 2006

TfL will continue to monitor and seek improvements to its own operational impacts on the environment, and the wider impacts of transport in London. In 2006/07, TfL will develop plans to comprehensively embed sustainability into its planning, projects and operations, and work towards developing sustainability reporting. TfL is proud to be supporting the Mayor’s vision of a sustainable London and will continue to develop plans and activities to help deliver its contribution towards that vision.

Table 1: TfL’s environmental performance headlines

Objective Performance during Achievements and 2005/06 future plans

Reduce •CO2 emissions • Preparation of a Climate Change Action Plan greenhouse gas increased by 2 per cent for TfL commenced. TfL is also contributing emissions • Energy use in head office to a plan for London as a whole buildings decreased • More efficient use of energy in LU stations by 0.4 per cent per was encouraged. Future campaigns are employee, but increased planned for other TfL locations by 11 per cent • Hydrogen fuel cell and hybrid diesel-electric per square metre bus trials continued, leading to plans of floor space to implement both technologies on a • Proportion of electricity larger scale procured from • Renewable energy was procured through renewable energy electricity contracts and renewable energy sources increased from technologies were installed on TfL sites. 15 to 18 per cent Growth in both areas will be pursued in future

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Table 1: TfL’s environmental performance headlines – continued

Reduce • Emissions of oxides • Vehicle technology improvements, such pollutant of nitrogen (NOx) as fitting diesel particulate filters to emissions decreased by buses, continued to air 0.3 per cent • TfL assisted London boroughs’ activities to • Fine particulate (PM10) support air quality improvements, including emissions decreased by trials of paving slabs which absorb NOx more than 20 per cent from the atmosphere • Sulphur dioxide (SO2) • Plans were developed to introduce a emissions increased by London-wide LEZ in 2008, for public 13 per cent consultation in 2006

Reduce • LU noise complaints • LU and its Public Private Partnership (PPP) transport- were down by 2 per cent suppliers managed the noise impacts of related noise • 11 per cent of LU increased activity caused by the major track has been investment programme continuously welded • A Traffic Noise Action Programme started • 70 per cent of the to be developed for the TLRN Transport for London • Buses that are more than 2dB(A) lower than Road Network (TLRN) the legal noise limit will start being has been covered introduced during 2006/07 with lower noise surface material Reduce • The proportion of • The Greater London Authority’s (GLA’s) resource recycled paper Sustainable Procurement Policy and the consumption purchased increased to Mayor’s Green Procurement Code and improve 19 per cent continued to be integrated into TfL’s green • The proportion of procurement practices procurement recycled toner • Recycled materials were used where cartridges purchased practicable, such as flooring materials increased to 23 per cent made from recycled rubber tyres • Total amounts of • Procurement practices will continue to be both paper and improved, including building requirements toner cartridges into contracts with suppliers consumed increased

8 | Environment report 2006

Table 1: TfL’s environmental performance headlines – continued

Maintain and, • The cleanliness and • TfL will continue to measure envirocrime where possible, condition of the built (litter or graffiti) on rolling stock and in enhance the environment managed stations, and tackle the problem by quality of by TfL improved engaging with stakeholders and working with London’s built • The quality of the the British Transport Police environment street environment on • It will also work with boroughs, suppliers the TLRN was judged and stakeholders to improve the design of as satisfactory the streetscape and enhance the quality of the built environment which it manages

Reduce • The amount of • A paper and newspaper recycling scheme the waste commercial and introduced by LU and its PPP suppliers was generated industrial waste expanded, and plans developed to roll it out through TfL decreased by 18 per across the network activities, by cent. Twenty-six • In partnership with the boroughs, applying the per cent of it was TfL is considering the introduction of a principles of recycled, up slightly demonstration recycling facility for road- reduce, reuse, on the previous year related construction waste, to enable it to recycle • The amount of be used as footway base material and hazardous waste trench backfill increased, due to reclassification of waste materials and LU’s major investment programme • The amount of construction and demolition waste also increased substantially, due to increasing work on LU. In total, almost 50 per cent of it was recycled

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Table 1: TfL’s environmental performance headlines – continued

Promote the • Suitable KPIs will be • The London Freight Plan was drafted for sustainable developed once the public consultation in mid-2006 transport London Freight Plan has • The LCCC performed well in its first of waste been finalised six months, making deliveries more efficient and reducing environmental impacts substantially

Maintain and, • Most of LU’s open land • LU and its PPP suppliers started to develop where possible, holdings have been a Biodiversity Action Plan enhance the habitat surveyed • Work commenced on a Highway Asset quality of • The Major Projects Management Plan, which will include London’s team undertake biodiversity objectives natural biodiversity surveys as • A comprehensive ecological survey was environment part of environmental undertaken for the proposed West London impact assessments Tram route

Reduce • Water consumed per • A target of 9m3 of water consumption per consumption of million km travelled by head office employee has been set for water resources passengers increased by 2006/07 to match Government benchmarks and implement 2.4 per cent • Possibilities are being explored for efficiency • Water consumed in improving the efficiency of water use in measures head office buildings per vehicle washes, including recycling water employee decreased by 8.8 per cent

10 | Environment report 2006 a safe, reliable and economic alternative to 1.2 Introduction private motor vehicles. It is increasing activity to manage travel demand and encourage The Mayor’s vision is for London to become Londoners to use more sustainable modes an exemplary sustainable world city based on of transport, particularly walking and cycling, strong and diverse economic growth; social and to encourage a shift away from inclusion to allow all Londoners to share in transporting freight by road towards more the Capital’s future success; plus fundamental sustainable alternatives. In practice, TfL is improvements in environmental management influencing travel demand by implementing and use of resources. fiscal and physical measures, engaging in land To achieve the objectives of economic use policy and planning decisions, and growth, social inclusion and environmental providing incentives and information. improvement, the Capital needs an efficient, This report summarises the work that TfL accessible, secure and clean transport system. is undertaking to address climate change TfL is constantly striving to ensure that the and improve the environment. It looks at Capital’s transport system meets these criteria changing demand for transport, and describes 1 and underpins sustainable development. TfL’s approach to environmental management Climate change is a major challenge to and its environmental performance sustainable development, with potentially during 2005/06. severe implications for London. The London LU has produced its own environment report, Plan is the spatial development framework and many of TfL’s partners and suppliers also for the Capital. Its recent review had a strong produce reports that contain information focus on the need to mitigate the effects of, relevant to London’s transport system. and adapt to, climate change – issues of great relevance for the transport sector. TfL’s financial and operational performance is described in the Annual Report,i while The Mayor has produced five environmental proposals for future investment are contained strategies, which set out his priorities and in the Investment Programme and the Business proposals for making London a cleaner, Plan.ii Performance against some of TfL’s greener, more sustainable city. In addition broader social responsibilities is included in to energy and air quality, they cover ambient the Mayor’s Annual Equalities Report.iii noise, biodiversity and waste. The Mayor’s Transport Strategy, Cycling Action Plan and Walking Plan also have strong links to the delivery of the Mayor’s environmental objectives. TfL is working to reduce the environmental impact of its operations while enhancing the public transport network so that it remains

Environment report 2006 | 11 Box 1: Tfl’s operations

TfL is the integrated authority responsible • Streets – TfL manages the 580km TLRN, for London’s transport system, all of the city’s 5,100 traffic signals and which includes: Congestion Charging. It also implements • London Underground – LU operates the walking, cycling and road safety initiatives trains, runs the stations and manages a • London Rail – TfL manages Docklands programme of maintenance and upgrades Light Railway (DLR), and will take on delivered by PPP suppliers management of part of the National Rail • Surface Transport – TfL manages London network in future as London Overground Buses; Dial-a-Ride, a door-to-door service TfL is one of the GLA’s functional for disabled people; and Victoria Coach bodies, accountable to the Mayor of Station. London River Services manages London. Its corporate functions include piers on the River Thames, and the Public Group Procurement; Group Property and Carriage Office regulates taxis and private Facilities, which runs the head office hire vehicles. TfL is also responsible for buildings; the Major Projects team; managing the Croydon Tramlink concession. and Borough Partnerships.

12 | Environment report 2006 Section 2 – Changing demand for transport

Environment report 2006 | 13

travel into central London by car during the 2.1 Changing demand morning peak, whereas 50 per cent of trips into and within outer London throughout the for transport day are made by car. Managing demand for transport and TfL’s activity to encourage more people to encouraging a shift to more sustainable modes use public transport has seen year-on-year are fundamental to protecting and enhancing improvements. Since TfL was formed in 2000, the environment. there has been a modal shift of five per cent from car usage to public transport, walking and London’s population and economy are cycling, saving around 500,000 car journeys per growing and, together with lifestyle changes, day, and an estimated 210,000 tonnes of CO this growth is driving increasing demand for 2 emissions per year.2 transport. On an average day in 2005, Londoners made 27.2 million journeys, an Table 2 compares the number of passenger increase of 100,000 journeys per day compared journeys on TfL’s various modes in 2005/06 to the previous year and seven per cent more with figures for 2004/05. A detailed table than during 2000.iv Figure 1 shows which modes of passenger journeys and km travelled of transport were used for these journeys. during both years is presented in table A.1, appendix A. The daily modal shares described in figure 1 conceal some interesting travel patterns, The number of bus passenger journeys in which are revealed when the modal shares 2005/06 was one per cent higher compared are examined for journeys in different parts of to the previous year. This follows a period London at different times of day. For example, of significant growth since 1999, during only eight per cent of the Capital’s residents which bus passenger journeys increased

Figure 1: Modal shares of daily journeys in London (2005)

Rail 7% Bicycle 2% Taxi 1% LU 10% Motorcycle 1% Bus 18% DLR 1%

Walk 21% Car 40%

Source: Figures in Table 1.1.1, London Travel Report 2006iv

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Table 2: Number of passenger journeys on public transport, by mode

Transport mode Passenger journeys, Change since 2004/05 2005/06 (million)

Buses 1,816 +1%

LU 971 -0.5%

DLR 53 +6%

Croydon Tramlink 22.5 +3%

London River Services 2.1 +3%

Dial-a-Ride 1.2 -2% by 40 per cent. There was a small decrease The goal of a more sustainable transport of 0.5 per cent in passenger journeys on system can be achieved by a combination of: LU during 2005/6, as a result of service • Getting the best out of the existing public disruption and a short-term shift to transport system other modes of transport following the 7 July bombings. • Investing in new public transport capacity DLR saw an increase of six per cent • Promoting and improving facilities for in passenger journeys compared with the walking and cycling previous year, supported by extended routes • Managing demand for travel that opened in December 2005. Croydon Tramlink and London River Services each saw • Reducing the impacts of freight distribution increases of three per cent during the year, while Dial-a-Ride journeys decreased by 2.1.1 Getting the best out of the two per cent. existing public transport system Substantial growth in London’s population Maximising the efficiency of the existing and economy is expected to continue over public transport system is an important goal the next 20 years. The Transport 2025 vision, for TfL. It will contribute to reducing the published by TfL in November 2006, indicated environmental impacts of transport by that by 2025 and additional four million ensuring that services operate efficiently and journeys could be made every day in London. assets are well maintained. It will also make It also set out TfL’s thoughts on how this public transport services more reliable and future increase in travel could be managed attractive, in turn encouraging more people in a socially and environmentally to make the shift away from car use. sustainable manner.v

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The LU renewal programme, being delivered The new DLR line to London City Airport in partnership with the PPP suppliers was opened during 2005/06 and around Metronet and Tube Lines, is upgrading 10,000 people are now using the service every stations and infrastructure, and improving week day. Work is underway on an extension the rolling stock. In 2005/06, the rebuild of of the DLR to Woolwich Arsenal and an Wembley Park station was completed, and upgrade to provide three-carriage trains on refurbished trains started to be delivered on the DLR – both are due for completion by the District line. 2009. An extension to Stratford International Improving public transport interchanges is a railway station is also planned, for completion priority for TfL. In 2005/06, the Finsbury Park during 2010. Transport Interchange Project delivered better TfL is working in partnership with the accessibility, security, information and facilities Department for Transport to develop for passengers. Progress was also made on Crossrail, which will run from west to east a state-of-the-art bus station at Edmonton London, connecting Heathrow and Maidenhead Green. The new Western Ticket Hall at King’s with major stations in central London, all the Cross was opened in summer 2006, which way through to Shenfield and Abbey Wood. offers improved accessibility to the The East London Line is being extended to Underground and increased capacity in time West Croydon in the south and Dalston for the opening of the Channel Tunnel Rail Junction in the north. These improvements, Link and the new Thameslink station. which will be completed in time for the 2012 TfL invested £290m in a range of Surface Olympics, are part of plans to create an Transport and Streets initiatives during orbital rail route around London. 2005/06, including a new bus radio and Croydon Tramlink is potentially being information system, accelerated renewal extended to Crystal Palace. Proposals are and improvements on the TLRN, and bus also being developed for the Cross River Tram, priority measures. which could connect King’s Cross with Brixton and Peckham, and the West London Tram, which could run between Shepherd’s Bush 2.1.2 Investing in new public and Uxbridge. Bus services will be improved in transport capacity the Thames Gateway area by the East London TfL is investing in new public transport capacity, Transit and Greenwich Waterfront Transit by delivering major projects and developing projects, which will be linked via the proposed detailed proposals for future improvements. Thames Gateway Bridge. A seventh car was added to every Jubilee line train at the beginning of 2006, increasing 2.1.3 Promoting and improving passenger capacity by 17 per cent, and four facilities for walking and cycling new trains were also added. Capacity on the Underground will benefit further as work Encouraging people to walk and cycle by implemented with the PPP suppliers continues. providing information, support and better

16 | Environment report 2006 Box 2: Cycles are secured at Finsbury Park

The new Finsbury Park Cycle Park, opened using a new smartcard operated lock system in March 2006, enables north Londoners that TfL is piloting at the facility. Users will be to cycle to Finsbury Park, leave their able to use the cards to access the cycle park bicycles in secure and weatherproof 24 hours a day, with staff on hand to provide surroundings and continue their journeys and top-up cards at peak hours during the by bus, rail or Tube. week, and throughout the day at weekends. The facility, at one of the busiest transport Located on Stroud Green Road, the interchanges outside central London, is an cycle park is adjacent to both Station Place important part of TfL’s £11.3m Finsbury Park bus station and Finsbury Park. It provides Transport Interchange Project. cyclists with direct access to the park The cycle park is staffed during peak hours and the London Cycle Network. and provides secure parking for 125 bicycles, facilities, is an important element of promoting TfL’s cycling budget increased from £12m in a shift to more sustainable modes. Cycling in 2004/05 to £19.2m in 2005/06. This was to London is growing fast, with 72 per cent more enhance a work programme which included cycling on London’s major roads in 2005/06 new cycle routes and parking facilities, compared with 2000 levels. This is close to the cycle training, information, promotional events target of an 80 per cent increase by 2010, set and incentives. The completion of the secure out in the Cycling Action Plan. cycle park at Finsbury Park was a significant

Environment report 2006 | 17 Box 3: Congestion Charging contributes to emissions reductions

The changes in traffic flow and speeds emissions. Provisional estimates for 2004 that have resulted from the central London suggest that emissions continued to reduce. Congestion Charge have contributed to a It is difficult to measure the impact reduction in harmful emissions. TfL has of emission reductions on measured revised the estimates presented last year concentrations of pollutants, as air quality by taking into account wider improvements strongly reflects patterns in the weather and to vehicle technology and non-exhaust background pollution. However, data show emissions (including particulate emissions that PM10 concentrations measured within from tyre and brake wear). the Congestion Charging zone started to fall This revised assessment now suggests that below the average concentrations measured between 2002 and 2003, Congestion Charging at roadside sites across inner London for reduced NOx emissions by eight per cent, the first time from mid-2005. NOx levels PM10 by six per cent and CO2 by 16 per cent continued to show a slight downward trend, within the charging zone. On the Inner Ring although NO2 concentrations across all Road, emissions of NOx were unchanged, sites showed little change (these trends are but there was a three per cent increase in explained further in the Congestion Charging vi PM10 and a five per cent reduction in CO2 Fourth Annual Monitoring Report).

18 | Environment report 2006 achievement (see box 2). TfL also published of crowding or congestion. Congestion Charging the London Cycle Design Standards, which is an important element of hard TDM, which provide advice on the design of cycle has achieved environmental benefits in central infrastructure, and a guide to setting up London by changing people’s travel behaviour workplace bike pools. In spring 2005, the first (see box 3). The proposed western extension to TfL television campaign to promote cycling the Congestion Charging scheme is expected was launched. Over the past year, TfL provided to deliver similar benefits to those achieved in funding to cycle response teams in the police, central London. ambulance and St. John Ambulance services. It also granted sums of up to £5,000 to 36 community groups as part of the new cycle 2.1.5 Reducing the impacts of community grant scheme, which supports freight distribution projects that promote cycling among diverse In addition to promoting travel related modal communities and hard-to-reach groups. shift, TfL has a Freight Unit which is dedicated Over the next year, further work will be carried to sustainable distribution. This includes out as part of the London Cycle Network Plus promoting a progressive shift of freight, programme, and additional cycle training and including waste, from road to more sustainable parking programmes will be implemented in modes such as rail and water. The LCCC (see partnership with the London boroughs. box 4) is a pioneering project in Bermondsey which the unit is conducting in partnership with several major property development 2.1.4 Managing demand for travel and construction companies. Travel demand management (TDM) aims Consolidation forms a key proposal in the draft to change travel behaviour, in particular London Freight Plan, which is currently under encouraging a shift away from car use to review following a consultation period that more sustainable modes. It can also be used ended on 5 September, 2006. Other proposals in certain situations to encourage people to in the plan that will reduce CO2 emissions in change the extent or frequency of travel, or to the Capital include: switch from overcrowded public transport • Training on driver skills and logistics planning services, either by travelling at a different time or by walking or cycling instead. TDM policies • Freight Operator Recognition Scheme, need to be complemented by improvements an innovative new scheme to improve in public transport and facilities for walkers operator and driver standards and cyclists. In practice, TDM combines (see www.tfl.gov.uk/fors) ‘hard’ fiscal and physical measures, land • Journey planning systems use policy and planning, and ‘soft’ incentives and information. • Greater use of sustainable modes, such as water or rail Hard TDM can be used to dissuade people, through price, regulation or physical • Adoption of alternative fuels intervention, from using a car in periods or areas and technologies

Environment report 2006 | 19 Box 4: London’s first construction industry distribution centre is cutting CO2 emissions and delivery journey times

The LCCC was launched in January 2006 in • Delivery journey times cut by up to south Bermondsey. Materials and equipment two hours can be delivered to the 5,200 square metres • The number of deliveries needed reduced centre in bulk, for local distribution to from around 1,500 to 395 individual construction sites in the quantities needed. This approach allows for greater • Delivery accuracy rise to 95 per cent, certainty of supply and is proving to be the up from the construction industry key to more efficient distribution, lower average of 50 per cent congestion and reduced emissions among • Traffic flows maintained around major construction traffic in central London. construction sites, reducing congestion In the first six months of operation, The centre, which is servicing four major the LCCC has seen construction projects, is funded by TfL,

•CO2 emissions lowered by 73 per cent, Wilson James and users of the facility such from 11,985kg to 3,175kg as Stanhope Plc and Bovis Lend Lease.

20 | Environment report 2006 Section 3 – Environmental management

Environment report 2006 | 21 The management systems follow 3.1 Environmental internationally recognised standards of good practice, including ISO 14001, with the basic management structure shown in Figure 2. 3.1.1 Environmental During the past year, TfL’s Major Projects management systems team finalised an environmental management system, which will apply to both project and TfL is committed to continual improvement of office based activity. The East London Line its environmental performance and is developing team also has an environmental management and implementing integrated health, safety and system, and will require its major contractor environmental management systems across to implement one. LU completed a review the organisation to assist in delivering this.

Figure 2: Structure of TfL’s health, safety and environmental management systems

Policy • Setting objectives and principles • Demonstrating commitment from the highest level of management

Management review Planning • Reviewing the Continual • Assessing risks management system improvement • Developing plans and • Implementing improvements procedures for managing them

Checking and corrective action Implementation and operation • Auditing compliance • Implementing plans and procedures • Monitoring performance • Complying with legislation • Investigating incidents • Communication, organisation • Taking corrective action and training

22 | Environment report 2006 Box 5: Network management planning enables better environmental management

The new network management planning approach started at the beginning of 2006 with five demonstration projects that cover approximately 40km of the TLRN. The projects will develop and test a methodology for all-inclusive corridor planning.3 Network management planning will take a holistic view of all the maintenance and improvement needs for a corridor, such as road safety, walking, cycling, accessibility and bus priority measures. The works will then be planned and implemented together as an integrated project. A key environmental benefit of this new approach is the focus on larger sections Mike McCrory, Director of Road Network of the TLRN, which improves TfL’s ability Development, said: ‘We are excited about to undertake environmental assessment, network management planning and the including the consideration of cumulative opportunities that this new approach environmental effect and mitigation of any presents for addressing environmental and adverse effects. urban realm priorities on the TLRN.’ of its health, safety and environmental 3.1.2 Setting objectives and management system, including a thorough monitoring performance appraisal of the environmental content. TfL has set environmental objectives, Environmental management systems are which support the overall aim of continual being implemented across the surface improvement and are aligned to the Mayor’s public transport modes, and by Streets. environmental strategies. They have been Network management planning, which is prioritised into three tiers, which reflect their currently being trialled, facilitates effective importance to TfL and the level of influence environmental management for Streets and control TfL has. KPIs have been identified projects (see box 5).

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Table 3: TfL’s environmental objectives and KPIs

Tier Objective KPI

1 Reduce greenhouse gas emissions • Amount of CO2 emissions • Amount of energy consumed in head office buildings • Proportion of electricity obtained from renewable sources

1 Reduce pollutant emissions to air • Amount of NOx emissions • Amount of PM10 emissions • Amount of SO2 emissions

1 Reduce transport related noise • Number of noise related complaints relating to LU • Percentage of LU track continuously welded • Percentage of TLRN with lower noise surface material • Number and percentage of buses in fleet at least 2dB(A) quieter than the legal requirement

2 Reduce resource consumption and • Number of toner cartridges purchased and improve green procurement proportion that are recycled cartridges • Amount of paper purchased and proportion that is recycled paper

2 Maintain and, where possible, • The amount of envirocrime enhance the quality of London’s observed or perceived built environment • The cleanliness and condition of the built environment for which TfL is responsible • The quality of the street environment

2 Reduce the waste generated by TfL • Amount of commercial and industrial waste activities, by applying the principles produced and the proportion recycled of reduce, reuse, recycle • Amount of hazardous waste produced and the proportion recycled • Amount of construction and demolition waste produced and the proportion recycled

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Table 3: TfL’s environmental objectives and KPIs (continued)

Tier Objective KPI

2 Promote the sustainable transport • None adopted yet, as TfL is awaiting the of waste completion of the London Freight Plan

3 Maintain and, where possible, • Percentage of TfL open land holdings which enhance the quality of London’s have been habitat surveyed for biodiversity natural environment

3 Reduce consumption of water • Amount of water consumed resources and implement efficiency measures and are used to monitor progress. Table 3 included for the first time this year. summarises these objectives and KPIs. The effectiveness of data collection is also Environmental performance reports still improving. Care therefore needs to be are reviewed by the Safety, Health and taken when considering trends in environmental Environment Committee on behalf of the TfL performance over time. An attempt has been Board. To share best practice on reporting and made in the report to highlight the effects other aspects of environmental management, of changes in the scope or effectiveness of an Environmental Liaison Group brings data collection from year to year, and reveal together people with these responsibilities actual performance trends where possible. from across TfL. For clarity, detailed data tables have been included in appendix A. The following sections look at the key areas of environmental interest for TfL, with As part of an ongoing process to strengthen particular reference to the objectives and KPIs. environmental reporting and promote continual They include highlights of what has been improvement, the objectives and KPIs will be happening over the past year at TfL to improve reviewed and redefined as appropriate. performance, and a summary of what is coming up. Environmental reporting KPIs were used by TfL for the first time in 2003/04 and reporting procedures are still evolving. Additional transport modes and business units have been captured each year to date, for example private hire vehicles have been

Environment report 2006 | 25 26 | Environment report 2006 Section 4 – TfL’s environmental performance

Environment report 2006 | 27

4.1 Climate change 4.1.1 London’s CO2 emissions and targets for reduction There is now broad international consensus The Mayor has announced a series of five-yearly that climate change is a major challenge which CO2 reduction targets for London in the lead urgently needs to be addressed. The principal up to 2025. The 2010 target is a 15 per cent cause is the emission of greenhouse gases from reduction in CO2 compared to 1990 levels. human activities. Of the six major greenhouse The targets aim to put the Capital on a gases, CO2 is of particular concern due to the trajectory to meet the UK’s longer-term large quantities emitted. CO2 arising from aspiration of a 60 per cent reduction in CO2 human activities is primarily generated by by 2050. burning fossil fuels. Transport is a significant contributor to CO2 If left unaddressed, climate change could be emissions in London, as shown in figure 3. the single biggest problem facing humanity TfL will be working to ensure that the transport over the coming decades. Flooding, storm sector contributes as much as practicable to damage, overheating, subsidence and water achieving the Mayor’s targets. This will be shortages are all potential consequences challenging for the transport sector, as current of climate change, which could have severe CO2 emissions from transport in the city are implications for London. The value of land approximately equivalent to those of 1990 and and property in London at risk of tidal without intervention, they could rise for the flooding from the Thames has been next 10-15 years as London’s population grows. estimated at £80bn. This is currently Projects that are able to achieve a significant protected by the Thames Barrier, however, reduction will take some years to implement. rising sea levels and storm surges would gradually reduce the degree of protection Public transport can help to reduce CO2 this affords.vii emissions by providing an alternative to the car. However, increasing capacity to cope with In addition to reducing CO emissions from 2 rising demand will increase emissions from transport to mitigate the impact of climate public transport services, at least until more change, adapting to the expected results of efficient technology and cleaner fuels can climate change will be a key challenge for TfL. be implemented on a large scale. TfL is The transport system will need to cope with committed to reducing greenhouse gas the potential impacts of climate change, emissions from the services that it provides such as more frequent flooding incidents and to exerting influence over other transport and higher temperatures. modes, such as freight and private vehicles.

28 | Environment report 2006 Figure 3: London’s CO2 emissions from all sectors, and contributions from transport modes

Total CO2 emissions from London 100% = 44.7m tonnes

Domestic 38% Commercial 33% Industrial 7% Transport 22%

CO2 emissions from transport in London 100% = 10m tonnes

Ground based aviation* 12% Cars 47% Road freight 20% Public transport 21%

CO2 emissions from public Source: Figures for total transport in London CO2 emissions from London and contributions from 100% = 2.1m tonnes the domestic, commercial, industrial and private transport Buses 33% sectors are estimates for 2006, based on London Energy and National Rail 21% CO2 Inventory data for 2003. London Underground 20% Figures for public transport Private hire vehicles 12% are based on actual emissions for 2005/06. Taxis 12% DLR 1% *Ground based operations at London’s airports (Heathrow, London River Services 1% London City Airport, Gatwick, Croydon Tramlink <1% Luton and Stansted), including Dial-a-Ride <1% landing and take-off cycles.

Environment report 2006 | 29 Figure 4: CO2 emissions

1,696,000 1,400 1,800 tonnes

1,600 1,389,000 1,200 tonnes 1,400 1,000 1,200 1,000 800

800 600 sions (thousand tonnes) 600 sions (thousand tonnes) 400 emis emis

2 400 2 CO CO 200 200

0 0 U t e TfL Group L fic Streets ranspor e T London Rail Head buildingsof fac Sur

2004/05 data 2005/06 data, from 2005/06 data, from sources reporting sources reporting in both years for the first time

4.1.2 TfL’s CO2 emissions and Reported CO2 emissions during 2005/06 are energy consumption shown in figure 4, including a comparison with the figures from the previous year. A detailed TfL uses three KPIs to monitor progress table of figures for CO2 emissions during in reducing its contribution to 2004/05 and 2005/06 is presented in table climate change: A.2, appendix A. • The quantity of CO2 emissions from all of Emissions of CO2 from the production of the TfL’s activities electricity used by TfL have been included in the • Annual energy use in head office buildings emissions reported in figure 4. In 2005/06, they accounted for 27 per cent of TfL’s total reported • The proportion of electricity used by TfL’s CO emissions. The remaining 73 per cent of activities purchased from renewable sources 2

30 | Environment report 2006

4 Table 4: CO2 emissions by transport mode

Transport mode CO2 emissions Change since CO2 emissions Change since (tonnes), 2004/05 (grams), per 2004/05 total 2005/06 passenger km 2005/065

Buses 682,508 +5% 103 +7%

LU 419,748 -1 % 55 -1 %

DLR 19,350 +2% 75 -4%

Croydon Tramlink 5,515 +3% 47 0%

Dial-a-Ride 2,399 +4% 711 +7%

Cars6 4,730,000 - 124 -

CO2 emissions arose from gas and liquid fuel use and CO2 emissions, and although fuel use. passengers made more journeys, distances travelled fell, resulting in lower passenger km. During 2005/06 reported CO2 emissions increased across TfL operations by Emissions per passenger km decreased slightly 307,000 tonnes, largely as a result of more for LU and remained the same for Croydon comprehensive reporting. CO2 emissions Tramlink. DLR’s emissions increased by two per from private hire vehicles that are licensed by cent compared with the previous year, due to TfL were included for the first time this year, the testing and operation of new lines to London contributing 253,000 tonnes, or more than City Airport and King George V station, but 82 per cent of the apparent increase. If newly emissions per passenger km fell by four per cent. reported emissions are not taken into account, Emissions per passenger km for Dial-a-Ride the actual increase in emissions over the year increased by seven per cent, most likely as a was two per cent, due to the increased result of the decreasing fuel efficiency of older frequency and length of services. vehicles in the fleet. This should improve going Table 4 shows the average CO2 emissions per forwards, as the fleet benefited from 117 new, passenger km for some of the public transport smaller Mercedes Vito vehicles towards the modes, alongside the average figure for cars end of year. in London in 2005/06. Although TfL’s 50 head office buildings are Bus emissions per passenger km increased responsible for only two per cent of TfL’s moderately during 2005/06. More frequent electricity consumption and 34 per cent of gas services were operated, resulting in more consumption, there are still opportunities to

Environment report 2006 | 31 Table 5: Energy consumption in head office buildings7

Head office Energy per unit Change since Energy per Change since buildings of floor space, 2004/05 person, 2004/05 2005/06 2005/06 (kWh/m2) (kWh/person)

Energy 375 +11% 9,802 -0.4% consumption

reduce their CO2 emissions. Table 5 shows the 15 per cent in 2004/05 to 18 per cent amount of energy consumed by head office in 2005/06. buildings during 2005/06, and the change compared to 2004/05 levels. The figures have been normalised according to the area of head 4.1.3 Reducing CO2 emissions from office floor space and the number of people TfL and transport in London accommodated in head office buildings. In line with long-term targets, TfL has been Energy consumption per unit of floor space in preparing a Climate Change Action Plan, which head office buildings increased by 11 per cent sets out opportunities to reduce CO2 emissions in 2005/06, compared to the previous year. from its own operations, as well as transport This increase was due largely to higher building in London as a whole. Research has been occupancy, as energy consumed per person completed to improve understanding of decreased by 0.4 per cent. Energy consumption these emissions and identify and prioritise from year to year is also influenced by changing opportunities for mitigation. TfL has also weather conditions. In 2005/06 there was been working with others to develop a London greater demand for heating than in 2004/05, Climate Change Action Plan. This will cover due to colder winter temperatures, so energy transport as well as other contributors to the consumption was higher. city’s CO2 emissions, including the domestic, commercial and industrial sectors and other All of the electricity used in head office Functional Bodies of the GLA. buildings is supplied from renewable electricity tariffs, and other modes and business units Analysis suggests that transport related CO2 are using renewable energy where practicable. emissions in London could be virtually halved Figure 5 shows the proportion of electricity from current levels by 2050, by promoting purchased from renewable sources across behavioural change and energy efficiency, and the TfL Group, for 2004/05 and 2005/06. accelerating investment in new technology. Financial constraints and practical The proportion of electricity purchased by considerations, such as the need to ensure TfL from renewable sources increased from

32 | Environment report 2006 Figure 5: Renewable electricity consumption

2004/05

Electricity from renewable sources 15% Electricity from other sources 85%

2005/06

Electricity from renewable sources 18% Electricity from other sources 82%

the reliability of new technologies, must be initiatives such as the Stations’ Energy taken into account when determining what can Challenge. This is an annual competition be achieved in practice. that rewards stations saving energy through A number of activities have already been straightforward measures such as turning off implemented, or are planned for the lights and escalators during engineering hours. near future. LU will continue its energy saving initiatives, and will also work with its PPP suppliers, Behavioural change Metronet and Tube Lines, to achieve further improvements. By the end of 2005/06, LU had cut energy consumption at its stations by an impressive Bus drivers are being trained to operate their 25 per cent, through behavioural change vehicles as fuel efficiently as possible. TfL is

Environment report 2006 | 33 Box 6: Hydrogen and hybrids contribute to improvements in London’s bus fleet

Three hydrogen fuel cell buses were 70 hydrogen vehicles in operation by 2010, introduced on the RV1 route in January 2004 London Buses has begun the procurement on a trial basis. They proved so reliable that process for 10 additional hydrogen internal the trial was extended for an additional year, combustion engine or fuel cell buses to be up to January 2007. Sultan Dar, FirstGroup delivered in 2008/09. A depot-based fuel cell bus driver, said: ‘Passengers are hydrogen refuelling station will also be always asking questions about the benefits constructed as part of the programme. of the fuel cell bus and when I tell them, In March 2006, the London bus fleet took they are always really supportive of the trial. delivery of six hybrid diesel-electric, single-deck I am very proud to be an essential part of buses for trial purposes. Powered by an electric this trial as this technology will benefit our motor charged by a small diesel engine, these environment substantially – it’s something are cleaner and quieter than conventional diesel I’ll tell the grandkids about!’ buses, offering passengers a smoother and Although the hydrogen fuel is currently more comfortable ride. TfL is actively pursuing produced from natural gas, releasing CO2 at the development and increased deployment of the place where the fuel is made, it is hoped hybrid buses and discussing how to achieve this that in the longer term it can be generated with vehicle manufacturers and bus operators. from renewable sources. Following the To inform this process, hybrid bus trials will be Mayor’s endorsement of the London expanded in the near future, adding further Hydrogen Partnership’s Transport Action single-deck buses and a new double-deck Plan in November 2005, which aims to have hybrid bus to the fleet.

34 | Environment report 2006 considering opportunities for wider promotion continue to procure of energy efficient driving (or eco-driving), renewable electricity in including a public campaign. this way, when cost effective, and develop More efficient technology and programmes to stimulate renewable energy renewable electricity Trials of hydrogen buses continued during generation capacity. 2005/06 and hybrid diesel-electric buses In September 2005, TfL announced plans to were also introduced to the fleet (see box 6). roll out the world’s largest network of solar Investment in both technologies will continue, powered bus stops. So far, 1,300 solar panels with trial periods kept to a minimum. have been installed and TfL aims to have 5,000 Accelerated, large-scale fleet replacement in place by April 2010. The solar panels charge will be undertaken where feasible, focusing batteries, which automatically illuminate the particularly on increasing the number of hybrid bus stops at dusk, helping waiting passengers buses in the near future. In parallel, TfL will to feel more secure while making it easier for ensure that all existing diesel buses use a bus drivers to see the stops. low-blend biofuel mix as soon as possible Group Property and Facilities is responsible (95 per cent diesel with five per cent biodiesel). for energy management in TfL’s head office This requires no engine changes. buildings, including day-to-day maintenance CO2 emissions from buses are expected to and refurbishment projects. It is working to stabilise around 2008/09, when there will reduce energy consumption and improve be a greater number of Euro IV buses in efficiency, aiming to achieve an eight per cent the fleet, which are estimated to have reduction for 2006/07. Energy management has five per cent lower fuel consumption. been scrutinised and audited externally by the Fuel efficiency is also expected to improve Energy Efficiency Accreditation Scheme (EEAS)9 in the Dial-a-Ride fleet of minibuses, with the since 2003, in common with many public introduction of 117 new Mercedes Vitos. sector and blue chip, private sector companies. A Sustainable Stations Strategy is being prepared Refurbishment projects are required to for the DLR, which will investigate options undergo Building Research Establishment for energy efficiency and renewable energy Environmental Assessment Method measures at both new and retro-fitted stations. (BREEAM)10 assessments. An annual investment Opportunities for improving energy efficiency programme is dedicated to environment and will also be considered carefully during ongoing sustainability related projects in existing head station improvements and line upgrade work office buildings. Current projects include on LU. For example, light emitting diode (LED)8 upgrades to building control systems, efficient lighting is being trialled at LU stations, in heating and cooling systems, lighting controls addition to traffic lights and bus shelter lights. and high efficiency motors. TfL has increased the amount of electricity Designs are being finalised for installation procured through renewable electricity of photovoltaic (PV) panels and solar water tariffs over the past year (see figure 5). It will heating at two TfL head office buildings.

Environment report 2006 | 35

In addition, construction is underway for one considered, including cooling derived from of the largest PV installations in the UK on a CHP stations, wayside resistors, under- listed building as part of the refurbishment platform exhaust, and borehole cooling. of London’s Transport Museum, a project Later projects may include rolling out developed with the assistance of the London groundwater cooling to more stations, Climate Change Agency (LCCA). It is estimated assessing evaporative cooling and installing the this will reduce CO2 emissions by between latter if it proves to be acceptable. Full project 1,415 and 2,075 tonnes during its predicted implementation will include the building of lifetime of 60 years. new ventilation plant and structures, which TfL will continue to install onsite renewable will take five to seven years as a number of energy technology, where practicable, and new shafts will be required. Air cooling will be work in partnership with groups promoting installed on new LU sub-surface rolling stock. London-based renewable energy and good At the same time, works are starting to quality combined heat and power (CHP) upgrade drainage systems on the Underground, projects (eg, via the LCCA). It will also work which will help to reduce the risk of flooding. with energy suppliers to support new The current London bus tender specification renewable energy projects that might features a number of requirements aimed at otherwise struggle to find backing. reducing temperatures in buses during hot weather. These include tinted windows, roofs 4.1.4 Adapting to the impacts of painted white, full roof and body insulation, climate change and opening windows. A number of buses have also been retro-fitted with forced air extraction Adaptation measures are an integral part systems and air cooling systems. The feasibility of TfL’s Business Plan, with a particular focus of fitting air cooling systems to all new buses on LU and the London bus network. entering the fleet will be considered LU has developed a comprehensive during 2006/07. programme of work to address the findings of a London Climate Change Partnership study into the impacts of climate change 4.2 Air pollution on transport. The LU Structures Programme covers the 4.2.1. Air pollution in London and renewal and upgrade of bridges, tunnels, targets for reduction drainage and other structures. It includes investigation and progression of tunnel Air pollution has the potential to significantly cooling options to combat higher temperatures impact on people’s health and quality of life. caused by a combination of planned service London’s air quality is the worst in the UK and increases, rises in energy consumption, the this poor air quality has been linked to some configuration and condition of existing 1,000 premature deaths and the same number ventilation equipment and climate change. of hospital admissions each year. It also Potential engineering solutions will be

36 | Environment report 2006 Box 7: Air pollutants from transport

NOx are oxides of nitrogen, NO2 and NO, which are precursors of acid rain and ground level ozone, and can exacerbate breathing difficulties such as asthma. NOx is released from combustion processes, including the use of fuel for transport, heating and power generation.

PM10 are fine particles less than 0.01mm in diameter, small enough to penetrate deep into the lungs, affecting health of the heart and lungs. They are released from combustion of fuels, particularly diesel, and also arise as Emissions of air pollutants from road dust from construction projects and other transport are covered by Euro standards, processes such as tyre and brake wear. which have been tightened on a regular basis and have already resulted in significant SO2 is one of the main causes of acid rain and is linked to breathing difficulties, as well as reductions in SO2 emissions. The mandatory soil and vegetation damage. It is also a introduction of ultra-low sulphur diesel has product of fuel combustion, although also meant that SO2 emissions from road changes in power generation, the proliferation transport are no longer a major concern. of low sulphur fuels and improved exhaust SO2 emissions from boats are still significant, treatment technologies have substantially as legal requirements have not yet been reduced emissions in recent years.ix applied in the same way as for road transport.

causes or exacerbates health problems, such as exceed an annual average of 40 micrograms breathing difficulties, for a great many more.viii per cubic metre. Figure 6 clearly demonstrates The most significant air pollutant emissions that air quality in 2005 was worse than this across a large part of central London and related to transport in London are NOx and some outlying areas. PM10. SO2 emissions are a lesser concern, but are relevant for water-based modes of The equivalent figures for PM10 are shown transport (see box 7). in figure 7. While average PM10 concentrations across London were within the objective of 40 Figure 6 shows average annual NO2 concentrations across London, highlighting micrograms per cubic metre during 2005, the areas with high concentrations in red. objective is set to tighten to 23 micrograms per cubic metre by 2010, and this is not According to air quality objectives, NO2 concentration in the atmosphere should not

Environment report 2006 | 37 Figure 6: Average annual NO2 concentrations across London in 2005 (micrograms per cubic metre)

100

90

80

70

60

50

40

30

20

10

Figure 7: Average annual PM10 concentrations across London in 2005 (micrograms per cubic metre)

26 25 24.5 24 23.75 23.5 23.25 23 22.75 22.5 22.38 22.25 22 21.75 21 20 19 18 16 14

Source: Environmental Research Group, King’s College London. Figures generated using the 2002 meteorology year.

38 | Environment report 2006 Figure 8: NOx emissions

7, 8 30 8,000 tonnes 8,000 6,985 tonnes 7,000 7,000

6,000 6,000

5,000 5,000

sions (tonnes) 4,000 sions (tonnes) 4,000

emis 3,000 emis 3,000 x x NO NO 2,000 2,000

1,000 1,000

0 0 U t e TfL Group L fic Streets ranspor e T London Rail Head buildingsof fac Sur

2004/05 data 2005/06 data, from 2005/06 data, from sources reporting sources reporting in both years for the first time currently met in central London and along 4.2.2 TfL’s air pollutant emissions some major routes. TfL has calculated its emissions using emission The Mayor’s Air Quality Strategy contained factors from the National Atmospheric detailed proposals for improving the Capital’s Emissions Inventory, except for buses where air quality to the point where pollution no TfL has used its own factors to reflect the longer poses a significant threat to human vehicle mix in the London bus fleet and local health. TfL has responded to this by setting an driving conditions. Figure 8 describes TfL’s objective to reduce pollutant emissions to air NOx emissions during 2005/06, including a from its own activities and to work to reduce comparison with the figures for the previous emissions from transport across London.

Environment report 2006 | 39 Figure 9: PM10 emissions

169 180 180 tonnes 160 146 160 tonnes 140 140 120 120 100 100 sions (tonnes) sions (tonnes) 80 80 emis emis 10 10 60 60 PM PM 40 40 20 20 0 0 U t e TfL Group L fic Streets ranspor e T London Rail Head buildingsof fac Sur

2004/05 data 2005/06 data, from 2005/06 data, from sources reporting sources reporting in both years for the first time year. Detailed figures for TfL’s modes and buses that operate under licences or permits business units are given in table A.3, granted by TfL. When performance is appendix A. compared on a like-for-like basis between 2004/05 and 2005/06, NOx emissions Total reported NOx emissions increased by 12 per cent in 2005/06. This was largely due actually decreased by 0.2 per cent. to new reporting, particularly the inclusion of Figure 9 describes TfL’s PM10 emissions emissions from licensed private hire vehicles, during 2005/06, including a comparison which were responsible for 711 tonnes during with the figures for the previous year. 2005/06. Reported emissions from the bus Detailed figures for PM10 emissions across network also apparently increased by two per TfL’s modes and business units are given in cent, although this is due to the inclusion of table A.3, appendix A.

40 | Environment report 2006

Table 6: NOx and PM10 emissions from transport modes, normalised for level of service provided

Transport NOx emissions Change since PM10 emissions Change since mode (g per passenger km), 2004/05 (g per passenger km), 2004/05 2005/06 2005/06

Buses 0.9 +2% 0.002 -66%

Dial-a- 11 -25% 0.4 -22% Ride

London 45 +10% 0.8 +10% River Services

Together, taxis and private hire vehicles are the appeared to decrease. However, this is because most significant contributors to TfL’s PM10 emissions data were developed based on the emissions, followed by buses. Reported PM10 fleet composition during March 2006, after the emissions increased by 16 per cent in 2005/06, introduction of more than 100 new vehicles compared to 2004/05 levels. This is due mainly which met more stringent emissions standards. to emissions from licensed private hire The actual reduction in Dial-a-Ride’s emissions vehicles being included for the first time. over 2005/06 is therefore likely to be much less. Without the inclusion of the new figures, TfL’s TDM programme and Congestion PM10 emissions decreased by more than Charging scheme support the reduction of 20 per cent, thanks to the installation of traffic in central London, which is having a diesel particulate filters on buses and taxis. positive impact on air pollution (see box 3 in NOx and PM10 emissions from some of the section 2.1.4, ‘Managing demand for travel’). key public transport modes are presented in TfL is continually striving to reduce PM10 and table 6, normalised according to the level NOx emissions from the vehicles it controls, of service provided. as well as encouraging more environmentally As shown in table 6, NOx emissions from buses friendly modes of transport. It is at the per passenger km rose slightly compared to forefront of implementing new technology 2004/05 levels, due to an increase in service for buses and realised its target for all 8,000 provision which was not followed by a buses to achieve a minimum Euro II standard corresponding rise in passenger km. For the and have a diesel particulate filter fitted by the same reason, emissions per passenger km end of 2005. As of March 2006, 59 per cent from London River Services increased by of buses already complied with the more 10 per cent. Emissions from Dial-a-Ride stringent Euro III standard.

Environment report 2006 | 41 Figure 10: SO2 emissions

250 250 233 tonnes 206 tonnes 200 200

150 150 sions (tonnes) sions (tonnes) 100

emis 100 emis 2 2 SO SO 50 50

0 0 U t e TfL Group L fic Streets ranspor e T London Rail Head buildingsof fac Sur

2004/05 data 2005/06 data

NOx abatement technology was also trialled TfL runs a support fleet of approximately on 24 buses, reducing NOx emissions by up to 350 vehicles and its major suppliers, including 65 per cent. NOx emissions will begin to fall Metronet, Tubelines and Streets contractors, when greater numbers of Euro IV vehicles are use 1,200 more. A number of measures have introduced to the fleet from 2007/08, with been implemented to minimise PM10 and NOx abatement technology fitted as standard. NOx emissions from support vehicles: Trials of hybrid diesel-electric, and hydrogen • Euro IV compliant commercial vehicles have fuel cell buses, which help to reduce local been introduced ahead of legal requirements air pollutant emissions, have also been implemented successfully (see box 6 in • Some vehicles have been downsized section 4.1.3, ‘Reducing CO2 emissions from where practicable TfL and transport in London’).

42 | Environment report 2006 • Alternative fuels, including electric vehicles, has been introduced on a trial basis on a busy have been used London street in partnership with the London Subject to successful trials, TfL is planning to Borough of Camden. Air quality monitoring is introduce a Global Positioning Radio Satellite being undertaken and tests of run-off water vehicle-tracking system to eliminate unnecessary will begin in late 2006. mileage and fuel use by its support fleet. A new TfL has also been developing proposals, environmental policy is being developed for all subject to a Mayoral decision, for a London- of TfL’s support vehicles, which will help tackle wide LEZ. The earliest date that this could be air quality, in addition to CO2 emissions. TfL will implemented is 2008. The proposed scheme also continue to reduce emissions through its is described in more detail in box 11, section ongoing programme of fitting diesel particulate 5.1. Borough Partnerships is overseeing the filters to heavy vehicles, working towards a fleet production of the boroughs’ LIPs, which capable of meeting LEZ requirements. includes ensuring that they respond The oldest and most polluting Dial-a-Ride appropriately to the proposed LEZ. vehicles have been replaced with 117 new Figure 10 describes TfL’s SO2 emissions during smaller Mercedes Vitos, which meet the 2005/06, including a comparison with the stringent Euro IV standard. This vehicle figures for the previous year. Detailed figures replacement programme will continue up to for SO2 emissions across TfL’s modes and 2010. Alternative fuels have also been trialled business units during 2004/05 and 2005/06 in Dial-a-Ride vehicles to explore opportunities are given in table A.3, appendix A. for emissions reductions. Reported SO2 emissions rose 13 per cent The Mayor’s Taxi Emissions Strategy was overall in 2005/06, mainly due to increased developed, which required the most polluting frequency on London River Services, which taxis to meet minimum emissions standards is responsible for the vast majority of TfL’s from summer 2006. By July 2008, all licensed SO2 emissions. All operators currently use taxis will achieve a minimum standard of Euro marine diesel, but have been asked to III for NOx and particulate emissions. To allow examine the practicality of switching to drivers to recover the full cost of fitting ultra-low sulphur diesel, ahead of emissions-reducing equipment to their taxis, regulatory requirements. an environmental charge of 20p was added to every journey as part of the tariff change in April 2005. 4.3 Noise Borough activities to support air quality improvements, such as installing electric Noise is increasingly seen as a key quality vehicle recharging points, vehicle emissions of life issue as it can disrupt rest or sleep, testing and improvements to the boroughs’ increase stress, disturb concentration and own fleets, continue to be taken forward interrupt conversation or other activity. In a through the Local Implementation Plan (LIP) 2003 MORI poll of Londoners, 46 per cent funding process. D-NOx paving, which absorbs considered noise a problem, with 24 per cent and neutralises NOx from the atmosphere,

Environment report 2006 | 43 Figure 11: Sources of noise that are considered a problem by London residentsx

Road traffic

Aircraft Roadworks, construction and demolition Noisy neighbours

Pubs and entertainment venues Industrial and commercial premises Underground and trains 0 2 4 6 8 10 12 14 Proportion of London residents for whom the noise source is a concern (%) including noise in their two or three top been achieved in a year with more maintenance priorities for improving the quality of the and improvement activity and greater train environment in the Capital.x Transport is a distances operated. However, there is expected significant source of noise in London, as to be a rise in noise over the next three to four shown in figure 11. years as a result of the extensive works to The Mayor’s Ambient Noise Strategy modernise the system. LU and its PPP suppliers recognises the environmental and social will continue to seek to minimise noise, provide significance of noise and describes proposals advanced warning of planned works to residents for tackling it in the Capital. In response to and undertake community visits as appropriate. this, TfL has an objective to reduce transport The other noise performance indicators related noise and vibration. Road surfaces, were introduced for the first time in 2005/6 bus engines and LU rails are the main noise and the trends in performance will be sources over which TfL has direct control, and monitored over the coming years. the KPIs have been selected to reflect these. Wherever practical, TfL uses road surface 2005/06 figures are presented in table 7. materials on the TLRN that have quieter noise The number of noise related complaints properties. The progress with resurfacing the received by LU in 2005/06 decreased by TLRN with lower-noise material demonstrated two per cent on 2004/05. This decrease has by the figures in table 7 is expected to continue

44 | Environment report 2006 Table 7: Progress towards reducing transport related noise

Transport mode or KPI Performance, Change since business unit 2005/06 2004/05

LU Number of noise 479 -2% complaints

Proportion of all track 11% N/A* continuously welded

Streets Proportion of total 70% N/A TLRN with lower noise surface material

Buses Proportion of buses 0% N/A in the fleet >2dB(A) below legal limit

*Not applicable over the coming year. Streets is also developing a Traffic Noise Action Programme for the TLRN, 4.4 Resource taking into account the Department for Environment, Food and Rural Affairs’ consumption (Defra’s) traffic noise map of London. In 2000, Londoners were estimated to The standard of purchasing buses with noise have consumed around 49 million tonnes levels at least 2 dB(A) lower than the legal limit of materials, including almost seven million was introduced during the year. The first buses tonnes of food and 28 million tonnes of to achieve this new standard will start entering construction materials.xi Resource consumption the fleet in 2006/07. TfL also specifies quieter has significant environmental implications in ‘broadband’ reversing alarms on new buses terms of the depletion of natural resources, and Dial-a-Ride vehicles. the emissions associated with extraction of Many of the activities outlined previously, raw materials and production, the distance which address air pollution and greenhouse that goods are transported prior to use and gas emissions, will also have benefits for the means of ultimate disposal. noise levels. For example, both hybrid and TfL has adopted the GLA Sustainable hydrogen fuel cell vehicles are less noisy than Procurement Policy and signed up to the highest conventional diesel engines, and TDM and level of the Mayor’s Green Procurement Code. freight initiatives will both serve to reduce noise from road traffic.

Environment report 2006 | 45 Figure 12: Group paper consumption Figure 13: Group toner cartridge consumption

15,865 cartridges 350 312 16,000 302 tonnes ed tonnes 13,248 300 14,000 cartridges 12,000 ed (tonnes) 250 10,000 200 tridges purchas 8,000

aper purchas 150 6,000 100 4,000 50 Amount of p 2,000 Amount of toner car

0 0 2004/05 2005/06 2004/05 2005/06

Non-recycled paper Non-recycled cartridges Recycled paper Recycled cartridges

Among a broader range of sustainability criteria, The Mayor’s Green Procurement Code TfL is committed to ensuring that it promotes Purchase Report 2005/06 reveals an increase environmental objectives through procurement. in the variety of recycled products bought In particular, TfL aims to reduce resource by its signatories. It also shows a rise in consumption and encourage procurement expenditure on recycled products of of recycled products. A significant level of more than 300 per cent compared development, modernisation and renewal work with 2004/05. is scheduled to occur as part of TfL’s £10bn TfL has established an initial set of KPIs for Investment Programme, which will present resource consumption, which is currently substantial opportunities to improve limited to monitoring use of recycled paper procurement practices. and printer toner cartridges. Progress is shown The Green Procurement Code commits in figure 12 and figure 13. In the near future, its signatories to setting measurable targets KPIs will be developed that cover a broader for specifying and buying recycled products. range of resources consumed by TfL.

46 | Environment report 2006 The amount of recycled paper purchased has grown to 19 per cent of the total, Box 8: Recycled tyres used for although the overall volume of paper trackside floors purchased has also risen. The proportion of recycled toner cartridges purchased has also grown, reaching 23 per cent in 2005/6. Again, the total number of cartridges purchased has increased. TfL purchases its recycled toner cartridges from the same organisation which collects used cartridges for recycling, so a similar proportion of toner cartridges is being recycled. These figures should continue to increase now that TfL is putting measures in place across the organisation to implement the Green Procurement Code. TfL will continue to deliver its commitment to the Green Procurement Code by providing baseline data about recycled purchases and setting targets for specifying and buying recycled products. TfL’s Group Procurement team is helping Metronet has trialled the use of flooring those procuring goods or services across the materials made out of recycled rubber tyres organisation to identify and incorporate green for track access points and walkways. requirements in future contracts. For example, the East London Line will require its main The rubber panels have other benefits in works contractor to adhere to the principles addition to making use of something that of the Green Procurement Code and to develop would otherwise be a difficult waste a sustainable design plan to incorporate ‘green’ product to dispose of. They have a long measures as much as possible. life and require little maintenance, reducing the need for frequent replacement. This, in LU is continuing to explore opportunities turn, minimises waste, cost and disruption to buy products made from recycled material, to services. and will incorporate further environmental conditions into its contracts for goods and The recycled rubber panels have been in services. For instance, recycled tyres have place on a walkway at the Stonebridge Park been used as trackside flooring materials on depot for two years. Builders and the LU network (see box 8). The Investment maintenance crews working there have Programme will replace wooden sleepers been carrying heavy plant and materials with longer-life concrete sleepers; continue over the walkway during this time, and so to procure timber from Forestry far the recycled material has proven to be Stewardship Council certified, or other durable and up to the job.

Environment report 2006 | 47

sustainable, sources; and enforce LU’s their ‘particular importance, outstanding environmental requirements throughout features and special interest value’. supply chains. TfL has made a commitment to maintain and, Efforts are also being made to source where possible, enhance the quality of London’s sustainable materials for bus infrastructure, built environment. As KPIs, TfL measures the including temporary bus stops and shelter extent of envirocrime observed or perceived roofing products. Streets has committed to on the transport system, the cleanliness and using recycled and secondary aggregates for condition of the built environment for which future major construction projects and TfL is responsible, and the quality of the maintenance works, where economical and street environment. practicable, and contractors will be required Performance is measured using mystery to report on the quantities of recycled shopper surveys (MSS), customer satisfaction materials used. Borough Partnerships are surveys (CSS) and the Local Environmental also coordinating with TfL colleagues to Quality Survey of England (LEQSE). The MSS set guidelines governing borough selection, and CSS award scores of up to 100, based trial and review of recycled materials for on perception of cleanliness and condition. streets and footpath resurfacing, and The higher the MSS and CSS score, the better streetscape installations. the performance. The LEQSE is conducted During 2005/06, TfL’s Major Projects by the environmental charity Capital team produced templates for materials Standards Group at many sites across London. management and energy management plans, LEQSE indicators are marked from minus eight as part of its Codes of Construction Practice. to plus eight, with a score between zero and This means contractors will be required to four classed as satisfactory, and from four to incorporate waste minimisation principles eight as good. Performance against these KPIs at a very early stage in projects, designing during 2005/06 is shown in table 8, relative for efficient use of materials, use of to the figures for 2004/05. recycled and secondary aggregates and Results for envirocrime and the condition waste minimisation. and cleanliness of the built environment have improved, with the exception of the score for London River Services. For the first time in 4.5 The built 2005/6, a score for bus stops and shelters was also included and this achieved a environment satisfactory level. The LEQSE score, also measured for the first As one of the largest landowners in the time, was satisfactory. Taking the main LEQ Capital, TfL has great potential to influence indicators together, such as staining, graffiti the built environment, through the quality of and fly posting, the TLRN scores an average architecture and the cleanliness and condition of +3.8. The LEQSE results are used to help of assets. In 1999, English Heritage listed 45 pinpoint the areas that need more attention. Underground stations as Grade II because of

48 | Environment report 2006

Table 8: Envirocrime, cleanliness and condition of TfL’s built environment

Aspect of the built environment Score for 2005/06 Change since 2004/05

Cleanliness and condition

Buses (CSS) 77 +1%

Croydon Tramlink (CSS) 85 +3%

London River Services (CSS) 88 -3%

LU (MSS) 67 +2%

DLR (CSS) 93 N/A

Victoria Coach Station (CSS) 77 +5%

Bus stops and shelters (CSS) 77 N/A

Graffiti

LU stations (MSS) 78 +1%

LU trains (MSS) 72 +3%

Local environmental quality

Streets (LEQSE) 3.8 N/A

A number of actions are planned or already • LU will develop technical guidance on underway to enhance the built environment: the decorative and architectural repair of • TfL will continue to measure envirocrime on features such as brickwork and paint, as rolling stock and in stations, and tackle the appropriate, and provide information to problem by engaging with stakeholders and contractors about the preservation of working with the British Transport Police heritage features • The Streets team will work with boroughs and stakeholders to embed environmental guidance in the design of relevant TfL projects

Environment report 2006 | 49

Figure 14: Classification of TfL’s waste streams

Commercial and industrial 6% Hazardous 2% Construction and demolition 92%

• The impact of TfL infrastructure on the Hazardous waste (such as batteries, streetscape will continue to be addressed. fluorescent light tubes, filters, drain For example, traffic signal cabinets located interceptor sludge and waste oil) and underground rather than on the pavement construction and demolition waste are also are being trialled, and solutions are being generated by some activities. Figure 14 sought to reduce the impact of Congestion shows the proportions of TfL’s waste that Charging street furniture are classified as commercial and industrial, hazardous, and construction and demolition, based on the quantities measured 4.6 Waste during 2005/06. TfL seeks to reduce waste and promote re-use management and recycling. To monitor progress against this objective, it has identified as KPIs the amounts London produces approximately 16.9 million of commercial and industrial, hazardous and tonnes of waste every year. Of these, construction and demolition waste produced, 4.4 million tonnes are municipal waste and the proportion of each that is recycled or collected by local authorities from houses reused. It is worth noting that a number of and some businesses, 6.4 million tonnes transport modes and business units are not are commercial and industrial waste and yet reporting performance for waste 6.1 million tonnes are waste from production and recycling – details of omissions construction and demolition.xii are provided in table A.4 to table A.6 of appendix A, for all three waste classifications. TfL’s operations generate commercial and industrial waste, such as office paper, The available data for commercial and industrial computers and telephone equipment. waste are shown in figure 15. Detailed figures for

50 | Environment report 2006 Figure 15: Group commercial and Box 9: Newspaper recycling on industrial waste the Underground

12,000 10,554 10,534 tonnes tonnes 10,000

8,000

6,000

Every day, more than 16 tonnes of rubbish 4,000 is collected from the LU network by Tube Lines. In 2005/06, Tube Lines expanded its 2,000 dedicated paper recycling scheme, collecting waste paper from 26 stations and six depots Commercial and industrial waste (tonnes) on the Jubilee, Northern and Piccadilly 0 2004/05 2005/06 lines. Following expansion of the scheme, approximately four-and-a-half tonnes of waste, mostly newspapers, were collected Waste recycled, by business units for recycling on a typical day. Over the year, reporting in both years a total of 527 tonnes of waste paper was Waste not recycled, by business units collected for recycling. reporting in both years Newspaper recycling on the Underground Waste recycled, by business units only will receive a further boost during 2006/07. reporting in one year The paper recycling scheme will be Waste not recycled, by business units expanded and all stations will be able to only reporting in one year set up their own paper recycling scheme.

commercial and industrial waste for each of the whereas DLR did not report waste and transport modes and main business units are recycling performance this year. If a presented in table A.4 of appendix A. like-for-like comparison is made between Data were included for the first time in figures for areas reported on both in 2004/05 2005/06 for Dial-a-Ride and East Thames and 2005/06, there has been an 18 per cent Buses depots, taxis and Victoria Coach Station, decrease in the amount of commercial and

Environment report 2006 | 51 Figure 16: Hazardous waste Figure 17: Construction and demolition waste

115,012 3,000 120,000 tonnes 2,501 tonnes 2,500 100,000

2,000 80,000 64,332 tonnes 1,500 Used ballast 60,000

1,000 40,000

Hazardous waste (tonnes) 456 tonnes 500 20,000

0 Construction and demolition waste (tonnes) 0 2004/05 2005/06 2004/05 2005/06

Waste not recycled, by business units only reporting in one year Waste recycled Waste recycled, by business units only Waste not recycled reporting in one year Waste not recycled, by business units reporting in both years

industrial waste produced across TfL. Of this, The 2005/06 waste recycling rate for TfL head 26 per cent was recycled in 2005/06, up slightly office buildings was 34 per cent. This is the from 25 per cent the previous year. first year these results have been reported. In 2005/06, LU set a 25 per cent target for The target for 2006/07 is to recycle 40 per recycling commercial and industrial waste. cent of waste, which is based on the GLA’s It has met and exceeded this target, achieving targets. This matches the Government’s target, almost 27 per cent. Most of the increase results contained in the ‘Sustainable Development in from the expansion of station paper recycling Government’ document. However, TfL plans programmes being undertaken by PPP to achieve this in 2006/07, three years ahead suppliers (see box 9). of the Government’s recommendation.

52 | Environment report 2006

Figure 16 shows TfL’s performance on where it is considered hazardous, and was production and recycling of hazardous waste. therefore not recycled. A methodology has Detailed figures for hazardous waste for each been established for assessing the risk of the transport modes and main business associated with used ballast, to ensure that units are presented in table A.5, appendix A. waste that is suitable for recycling is identified. The amount of hazardous solid waste increased All of LU’s metal track waste is recycled. considerably during 2005/06. This is largely due For the future, TfL will look to improve recycling to LU track replacement under the Investment of all kinds of waste across its operations. Programme, which removed 1,855 tonnes of The paper and newspaper recycling scheme contaminated ballast. There have also been introduced by LU and its PPP suppliers will changes to the definition of hazardous waste, be extended across the network. In addition, with the result that more categories of waste a partnership of TfL and the boroughs is are now included, such as waste electrical considering the introduction of a demonstration goods. A small increase in the reported amount recycling facility for road-related construction of hazardous waste in 2005/06 was due to the waste, to enable it to be used as footway base inclusion of figures for Dial-a-Ride and East material and trench backfill. Thames Buses depots, and Victoria Coach Station, while DLR only reported waste and recycling performance during 2004/05. 4.7 Transport The amount of construction and demolition waste produced and recycled during 2005/06 is of waste shown in figure 17, alongside statistics for the previous year. Detailed figures for commercial TfL estimates that waste generated in London and industrial waste for each of the transport travels a distance of 44 million km on the modes and main business units are presented Capital’s roads each year. It is more sustainable in table A.6 of appendix A. to reduce the distance travelled by waste and The total amount of construction and to move to methods of transportation with demolition waste rose substantially during lower environmental impacts. the past year, due to increased work TfL’s goals for sustainable transport of undertaken as part of the Investment waste will be in line with, and designed to Programme. The proportion of construction meet, the requirements of the London Freight and demolition waste recycled by LU fell in the Plan, which is currently being developed (see last half of the year. Having reached a level of box 4, section 2.1.5, ‘Reducing the impacts 87 per cent recycling in 2004/5, the proportion of freight distribution’). TfL will develop an fell to 49 per cent of all construction and environmental KPI for transport of waste that demolition waste in 2005/06. Again, this is is appropriate to the objectives of the London due to changes in the method of classifying Freight Plan, once it is finalised. hazardous waste brought in by new legislation. TfL has already begun to implement initiatives Some waste was classified as ‘difficult waste’, to improve waste transport. For example, the which is contaminated but not to the extent

Environment report 2006 | 53 Box 10: Habitats surveyed for the West London Tram project

Habitats have been surveyed as part of preparations for the West London Tram. The purpose of the surveys is to enable the impacts of the project on local habitats to be minimised. A phase one habitat survey was conducted for the proposed route, in liaison with English Nature (now Natural England). This was supplemented by a desktop biodiversity study. The work identified a number of protected species that could be using the habitats along and adjacent to the proposed route, including bats, newts, statement that is being produced for the birds and insects. West London Tram. Plans will be developed The results of the habitat survey will to minimise the impact of the project on be reported in the environmental habitats along the route.

Freight Unit has progressed the development and trial of a multi-modal refuse collection 4.8 The natural vehicle, and is working with British Waterways on plans to use the technology to move waste, environment recyclables and construction material on the TfL owns many assets of ecological West London Canal Network. A new canal importance to London, including about 220km wharf has been developed at Old Oak Sidings, of trackside that is a potential wildlife habitat to enable thousands of tonnes of industrial, or corridor. Much of TfL’s open land holding construction and demolition waste to be has ecological importance to the Capital – transferred to a new treatment site by water. wildlife can flourish due the diversity of The project was funded by TfL and British habitat and restricted public access. Waterways, and the new site is operated by Powerdays. The benefits of the £455,000 LU, Streets and Croydon Tramlink all wharf include a reduction in congestion, fuel have open land holdings. These assets need use and emissions by reducing the amount of to be protected and enhanced and will be waste transferred by road.

54 | Environment report 2006

considered in ongoing operations and plans 10). Similar surveys will be undertaken for for new transport infrastructure. TfL also has each new project taken forward. a responsibility to identify and manage any Work to improve biodiversity on TfL’s open impacts of its operations on the broader land holdings, and to reduce the impact of natural environment. The Mayor’s Biodiversity TfL’s operations on biodiversity, will continue. Strategy sets out the ways in which key Appropriate landscape and biodiversity London organisations, such as TfL, can work mitigation will be provided for as part of together to protect and enhance wildlife. project development and, where practical, TfL has an objective to maintain and, where opportunities for landscape and biodiversity possible, enhance the quality of London’s enhancement will be included in projects. natural environment. The corresponding KPI is the proportion of TfL open land holdings which have been habitat surveyed for biodiversity. 4.9 Water To date, most of the open land holdings consumption managed by LU have been surveyed. LU supports the London Biodiversity Partnership During 2006, London faced serious water and, in conjunction with its PPP suppliers, has shortages and one water company applied started to develop a Biodiversity Action Plan for the first UK Drought Order in 11 years. and made arrangements for the analysis TfL uses water in its office buildings, station of biodiversity data. workshops and bus and train washes in A Highway Asset Management Plan is depots. As a result, the organisation is being developed, which includes TfL’s affected by restrictions on water and has a objectives for maintaining and enhancing responsibility to use it efficiently. It aims to biodiversity. A programme of replacement do this by implementing measures such as low and additional tree planting was completed water usage systems and facilities for using across parts of the TLRN in 2005/06. An asset grey/recycled water for vehicle washing. management system will be used to ensure TfL measures the amount of water consumed that the tree stock on the network is in its operations as a KPI, in order to determine maintained. Streets’s new maintenance the effectiveness of efforts to improve contracts, starting in April 2007, will include efficiency. Performance against this KPI is improved specifications for landscape, shown in figure 18 for 2005/06, alongside biodiversity and arboricultural management. the statistics for 2004/05. Detailed figures The Major Projects team undertakes for water consumption are provided in biodiversity surveys as part of its table A.7, appendix A. environmental impact assessments for new Reported water consumption increased by projects. A comprehensive ecological survey 1.6 per cent between 2004/05 and 2005/06, was undertaken in 2005/06 for land on the due to the inclusion of figures for Dial-a-Ride proposed West London Tram route (see box and East Thames Buses. If new data are not

Environment report 2006 | 55 Figure 18: Water consumption

767,099 779,348 700,000 800,000 cubic metres cubic metres

700,000 600,000

600,000 500,000 500,000 400,000 400,000 300,000 300,000 onsumption (cubic metres) onsumption (cubic metres) 200,000 200,000 ater c ater c W W 100,000 100,000

0 0 U t e TfL Group L fic Streets ranspor e T London Rail Head buildingsof fac Sur

2004/05 data 2005/06 data, from 2005/06 data, from sources reporting sources reporting in both years for the first time

taken into account, water consumption was employee in head office buildings has been unchanged from 2004/05 to 2005/06. It is worth calculated. Both figures for 2005/06 are noting that a number of transport modes and quoted in table 9, together with the change business units are not yet included in the figures in performance compared to 2004/05. for water consumption – details of omissions TfL’s total reported water consumption are provided in table A.7, appendix A. per passenger km has increased (table 9). Annual water consumption for TfL as a whole Water consumption per employee in TfL’s has been normalised for the total number of head office buildings has improved over the passenger km across all of the main modes of past year. More specifically, water consumption transport. In addition, water consumption per in head office buildings increased by nine per

56 | Environment report 2006

Table 9: Normalised water consumption for TfL and head office buildings

Performance 2005/06 Change since 2004/05

TfL Group

Water consumed per million 53 +2.4% passenger km (cubic metres) Head office buildings only

Water consumed per head office 16 -8.8% employee (cubic metres) cent, against an increase of 20 per cent in the number of people occupying the buildings. An ambitious reduction programme with a target of nine cubic metres per person has been set for 2006/07 to match Government benchmarks.11 LU has improved its procedures for the detection and repair of leaks and was able to increase train distances operated during 2005/06 without increasing water consumption. Train washes which recycle water are already in use at several LU depots and opportunities are being explored to install them at more. The DLR is investigating the feasibility of procuring a new train wash for its Beckton Depot that uses grey water and recycles water. TfL is also considering water efficient systems and grey water use at the Croydon Tramlink depot to further reduce consumption.

Environment report 2006 | 57 58 | Environment report 2006 Section 5 – Looking to the future

Environment report 2006 | 59 The transport system will continue to 5.1 Looking to improve, with the following major new developments being implemented as part the future of TfL’s £10bn Investment Programme: TfL has improved its mechanisms for • Underground improvements that will environmental management over the past enable an extra three million km to be run year, and has made a number of significant each year by 2009/10. Examples are longer achievements. However, it recognises that trains on the Jubilee line, introduced in there is still much to do to make transport in 2006, and other improvements to the line London environmentally sustainable. by 2009 to increase passenger carrying capacity by 45 per cent In the future, TfL will continue to place environmental improvement, particularly • Rail extension and capacity increases climate change mitigation, high on its agenda. including the East London Line extension; Adapting to the expected results of climate the DLR link to London City Airport, which change will also be a key challenge. was opened in December 2005, and its extension to Woolwich Arsenal by 2008; Key to TfL’s future environmental and three-car DLR trains on the Bank to performance is: Lewisham branch by 2009 • Mitigating its contribution to climate change, • New transit schemes, for example the by reducing CO emissions through greater 2 bus-based, rapid East London Transit energy efficiency and increasing the use of (due for completion in 2008) and Greenwich renewable energy Waterfront Transit (to be completed in 2009) • Continued trials of zero and low-emission • Local improvements to town centres, buses so that TfL’s fleet continues to be interchanges and residential streets one of the cleanest in the world • Walking and cycling improvements to TfL • Extension of Congestion Charging into and borough roads, totalling £200m further parts of Westminster and Kensington and Chelsea in February 2007 TfL is proud to be supporting the Mayor’s vision of a sustainable London and will • The introduction of a London-wide LEZ continue to develop plans and activities to in 2008 to improve air quality, subject to help deliver its responsibilities towards consultation (see box 11) that vision. TfL will continue to monitor and seek improvements to its own operational impacts on the environment, and the impacts of transport in London more broadly. In 2006/07, it will develop plans to comprehensively embed sustainability into its planning, projects and operations, and work towards developing sustainability reporting.

60 | Environment report 2005–2006 Box 11: Proposals for a London LEZ

An LEZ is a designated area where measures have been put in place to improve air quality by preventing or deterring the most polluting vehicles from driving within the zone. TfL, on behalf of the Mayor, is taking forward a proposal to establish a London-wide LEZ in order to move London towards achieving national and European air quality objectives and, as a result, improve the health of Londoners. The LEZ particularly aims to reduce levels of PM10. The LEZ would cover Greater London and would target the most heavily-polluting vehicles. It would initially apply to heavy goods vehicles (HGVs), buses and coaches. It would later be extended to include the larger light goods vehicles and minibuses. The LEZ would seek to deter these vehicles from driving within the zone by levying a substantial daily charge for non- compliance with specified emission standards. The purpose of the charge would be to encourage operators to modify or replace their vehicles to meet the LEZ standard, so that they drive cleaner vehicles in London without paying the charge. The proposed LEZ emission standards will initially be Euro III for PM10 emissions. In 2012, it is proposed that the standard be tightened to Euro IV for HGVs, buses and coaches. developed a detailed scheme for further The Mayor consulted on revisions to his consultation. Subject to the outcome of the Transport and Air Quality Strategies earlier consultation, the LEZ could come into force this year to allow for the LEZ. TfL has now from early 2008.

Environment report 2005–2006 | 61 62 | Environment report 2005–2006 Section 6

EnEnvironmentvironment report 2005–2006 | 63

6.1 Feedback 6.2 Glossary

TfL encourages feedback about its interaction CO2 Carbon dioxide with London’s environment and would CSS Customer satisfaction survey welcome comments on this report and the issues that it raises. dB(A) ‘A’ weighted decibal Comments should be sent to: Defra Department for Environment, Food and Rural Affairs Helen Pearce Sustainability Unit DLR Docklands Light Railway Group HSE GLA Greater London Authority Transport for London Windsor House KPI Key performance indicator 42–50 Victoria Street LCCC London Construction London Consolidation Centre SW1H 0TL LEQSE Local Environmental Quality Survey Alternatively, email [email protected] of England LEZ Low Emission Zone LU London Underground MSS Mystery shopper survey

NO2 Nitrogen dioxide

NOx Oxides of nitrogen

PM10 Fine particulate matter, less than 0.01mm in diameter PPP Public Private Partnership

SO2 Sulphur dioxide TDM Travel demand management TfL Transport for London TLRN Transport for London Road Network

64 | Environment report 2005–2006 Appendix A: Detailed data tables

The tables presented in this section contain data collected from the transport modes and business units within TfL for reporting purposes. They are intended to highlight any omissions in the data, or differences in the areas reported on from one year to another. Any further comments about the data, particularly what has been included or excluded, are also in the tables. The tables have been coloured according to the following key:

Key

Not available

Not applicable

Environment report 2005–2006 | 65 figures erage th of v a y leng enger km s sume an omments as journe 2.7km P as C ,016 ,680 981 ,375 ,586,214,482 116, 2005/06 7 3 6,652,646,390 ,752 ,609 ,279 y transport mode 909 140 995 973 , , , 133 assenger km ,455 , ,605 7 P 2004/05 6,754, 1 3 elled b v ,883 ,719 ,631 ,085 ,815 ,232,000 971 1 1 2005/06 22,496,349 ys ,268 ,051 178 , ,000 ys and passenger kilometres tra ,877 ,807 assenger journe ,261 ,792,713 21 P 2004/05 975 1 1 es ork ys assenger journe ehicles ramlink ransport e T don T es y ondon Bus netw L East Thames Bus Bus permits and agreements able A.1: P rivate hire v ransport mode assenger journe U U axis L L P T T or business unit Surfac Bus T Dial-a-Ride Cro P

66 | Environment report 2006 omments C ontinued ,400,000 2005/06 4,252,000 257 y transport mode – c 132,000 assenger km 4, P 2004/05 242,800,000 elled b v ,000,000 126,000 2, 53 2005/06 ys ,000 ys and passenger kilometres tra 102,490 assenger journe ,865 P 2004/05 1 50, es es ys assenger journe at Servic erry er Servic erbo wich F ool Piers, Thames Clippers and Riv W able A.1: P ransport mode assenger journe ondon Rail ondon Riv L T T or business unit L DLR P

Environment report 2006 | 67 f arif ork is wable es and omments ondon Bus L netw on 100% rene electricity t C East Thames Bus Dial-a-Ride share a garage ,279 ,442 ,402 2005/06 431 7 682,508 20,789 237 974 , ,705 944 , otal (tonnes) T 2004/05 432,695 5 649 Included in Dial-a-Ride 237 ,442 2005/06 682,508 237 4,478 20,789 emissions from 974 , ,705 2 O C liquid fuel use (tonnes) 2004/05 649 237 ,053 ,402 7 2005/06 7 e and transport mode or business unit emissions from 2 944 O ,407 , C gas use (tonnes) 2004/05 9 5 ,748 y energy sourc 2005/06 419 0 emissions from ,288 2 emissions b O 2 423 C electricity use (tonnes) 2004/05 0 Included in Dial-a-Ride O ransport e T ork wich es er es w ondon Bus ation able A.2: C L netw East Thames Bus Bus permits and agreements ransport U o U axis T L Greenhouse gas emissions T mode or business unit L Green P St Surfac Bus T

68 | Environment report 2006 es w routes ere tested omments Includes East Thames Bus C The DLR was extended during 2005/06 and ne w 987 ,646 ,200 2005/06 252, 3 5 431 10,595 20,490 2,426 ontinued 168 186 118 ,344 , ,475 otal (tonnes) 430 2004/05 3 T 5 9 2, 20, 987 2005/06 252, 2,399 10,507 2,426 emissions from 2 186 O ,257 C liquid fuel use (tonnes) 2004/05 2,303 9 2, 140 , 431 111 2005/06 131 1 e and transport mode or business unit – c emissions from 2 O 140 , 451 112 C 2004/05 131 1 gas use (tonnes) y energy sourc ,350 ,515 320 370 5 88 19 2005/06 emissions from 2 ,028 es emissions b O ,344 2 318 C electricity use (tonnes) 2004/05 364 87 19 5 O er Servic at es wich don erbo y ool ach erry ation able A.2: C rivate hire W F Piers, Thames Clippers and Riv Servic ransport ondon Rail ramlink ondon Riv ehicles T T Greenhouse gas emissions T mode or business unit Dial-a-Ride Cro L L DLR P v Victoria Co St

Environment report 2006 | 69 e fic wable fs omments arif C Head of buildings are on 100% rene electricity t 2005/06 16,365 4,627 ontinued ,361 otal (tonnes) T 2004/05 3 ,454 2005/06 1 emissions from 2 O liquid fuel use (tonnes) C 2004/05 2005/06 4,627 e and transport mode or business unit – c emissions from 2 O ,361 C gas use (tonnes) 2004/05 3 y energy sourc 911 2005/06 14, 0 emissions from 2 emissions b O 2 electricity use (tonnes) C 2004/05 26,446 0 O e able A. 2: C ransport T T mode or business unit Streets Greenhouse gas emissions Head offic buildings

70 | Environment report 2006 ations/ sions from omments C Emis bus st garages are not included .3 2005/06 1 (tonnes) 2 1 . SO 2004/05 1 1 .2 . .3 2005/06 1 11 3 99 49 1 e and transport mode or business unit (tonnes) 10 .7 2004/05 32 PM 108 1 y energy sourc ,830 711 36 16 2005/06 13 5 128 854 (tonnes) x ,832 50 NO 11 2004/05 5 884 ransport ation e T ork wich es don er St es y w ondon Bus able A.3: Air pollutant emissions b rivate hire East Thames Bus L netw Bus permits and agreements ransport U U o ramlink axis ehicles T L L Green P Surfac Bus T T Air pollution T mode or business unit P v Dial-a-Ride Cro

Environment report 2006 | 71 omments C ontinued 189 43 2005/06 (tonnes) 2 2004/05 166 SO 39 .5 2005/06 0.02 3 0.8 0.3 e and transport mode or business unit – c (tonnes) 10 1 . 0.7 PM 2004/05 3 y energy sourc 1 . 2005/06 1 192 4.3 44 (tonnes) x es NO 2004/05 169 39 ach er Servic e at es wich erbo ool erry ation able A.3: Air pollutant emissions b Piers, Thames Clippers and Riv Servic W F ransport ondon Rail ondon Riv T DLR Streets Head offic buildings Air pollution T mode or business unit L Victoria Co St L

72 | Environment report 2006 es and Dial-a-Ride omments C East Thames Bus share a garage y transport mode or business unit 2005/06 27% Included in Dial-a-Ride 15% cled (%) cled, b Amount recy 2004/05 20% ed and recy te produc as ,052 Included in Dial-a-Ride 2005/06 9 153 trial w ed (tonnes) te as 147 trial w 10, Amount produc 2004/05 er ommercial and indus w o ramlink ransport e T ork wich P es don T es y ondon Bus ation able A.4: C ommercial and indus rivate hire L netw East Thames Bus Bus permits and agreements ransport mode U U axis ehicles T Green St T Dial-a-Ride C T or business unit L L Bus Cro Surfac P v

Environment report 2006 | 73 ontinued omments C y transport mode or business unit – c 2005/06 0% 0% 34% cled (%) cled, b Amount recy 0% 30% 2004/05 ed and recy te produc as 2005/06 316 101 852 trial w ed (tonnes) te as trial w Amount produc 2004/05 98 309 es es ommercial and indus erry ach er Servic e at Servic Thames wich F erbo ool ation able A.4: C ommercial and indus Piers, Clippers and Riv W ransport mode ondon Rail ondon Riv T Streets Head offic buildings T or business unit Victoria Co St L L DLR C

74 | Environment report 2006 es and Dial-a-Ride omments C East Thames Bus share a garage Included in Dial-a-Ride 2005/06 0% 48% cled (%) y transport mode or business unit Amount recy 2004/05 0% cled, b ed and recy 2005/06 Included in Dial-a-Ride 2,381 79 ed (tonnes) te produc as 2004/05 Amount produc 456 er te w as o ramlink ransport e T ork wich P es don T es y ondon Bus ation able A.5: Hazardous w rivate hire L netw East Thames Bus Bus permits and agreements ransport mode U U axis ehicles T Bus Hazardous w T or business unit L Green St Surfac T P v Dial-a-Ride Cro L

Environment report 2006 | 75 ontinued omments C 2005/06 0.2% 100% cled (%) y transport mode or business unit – c Amount recy 0% 2004/05 cled, b 2005/06 41 0.8 ed and recy ed (tonnes) te produc as Amount produc 2004/05 2.4 es es te as erry ach er Servic e at Servic Thames wich F erbo ool ation able A.5: Hazardous w Piers, Clippers and Riv W ransport mode ondon Rail ondon Riv T Streets Head offic buildings T or business unit Victoria Co St L L DLR Hazardous w

76 | Environment report 2006 omments C y transport mode or business unit 2005/06 49% cled, b cled (%) ed and recy Amount recy 2004/05 87% te produc as ,012 2005/06 115 ed (tonnes) te as Amount produc 2004/05 64,332 truction and demolition w ons ransport e T ork truction and demolition w es es ondon Bus able A.6: C ons L netw East Thames Bus Bus permits and agreements ransport mode U U T L T or business unit L Surfac Bus C Streets

Environment report 2006 | 77 es and Dial-a-Ride omments C East Thames Bus share a garage ,877 ,000 2005/06 633 Included in Dial-a-Ride 11 24,637 ) 3 onsumption (m ,356 ater c W 2004/05 29 634,851 y transport mode or business unit onsumption, b ation ork es ation ater c er St w ehicles o : W ach St ramlink ransport onsumption e T wich P don T es y ondon Bus netw ater c able A.7 rivate hire v Bus permits and agreements L East Thames Bus ransport mode or business unit U U axis T Green W T L L Surfac Bus T P Dial-a-Ride Cro Victoria Co

78 | Environment report 2006 omments C 967 2005/06 14,867 94, ) 3 onsumption (m 982 910 , ater c 2004/05 15 86, W y transport mode or business unit onsumption, b es es ater c at Servic erry : W er Servic e buildings erbo onsumption wich F ool ater c able A.7 Piers, Thames Clippers and Riv W ransport mode or business unit ondon Rail ondon Riv T DLR W T L L Streets Head offic

Environment report 2006 | 79 xSounder City: Highlights of the Mayor’s References Ambient Noise Strategy, GLA (2004) www.london.gov.uk/mayor/strategies/noise i Annual Report and Accounts 2005/06, /docs/summary.pdf TfL (2006) www.tfl.gov.uk/tfl/pdfdocs/06_Annual_Report xiCity Limits: A Resource Flow and Ecological _(Report).pdf Footprint Analysis of Greater London, Best Foot Forward (2002) ii TfL’s 5-Year Investment Programme www.citylimitslondon.com and the TfL Business Plan, TfL (2006) www.tfl.gov.uk/tfl/reports-businessplan05.asp xiiRethinking Rubbish in London: Highlights of the Mayor’s Municipal Waste Strategy, GLA iii Equality in Our Lifetimes: The Mayor’s (2003) Annual Equalities Report 2005/06, GLA (2006) www.london.gov.uk/mayor/strategies/waste www.london.gov.uk/mayor/annual_report/docs /docs/wastestrat_highlights.pdf /equals_rpt_2006.pdf ivLondon Travel Report 2006, TfL (2006) www.tfl.gov.uk/tfl/reports_library_stats.shtml vTransport 2025: Transport Vision for a Growing City, TfL (2006) www.tfl.gov.uk/tfl/downloads/pdf/T2025- new.pdf viCentral London Congestion Charging Impacts Monitoring: Fourth Annual Report, TfL (2006) www.tfl.gov.uk/tfl/cclondon/pdfs/Fourth AnnualReportFinal.pdf viiLondon’s Warming: The Impacts of Climate Change on London, London Climate Change Partnership (2002) www.london.gov.uk/gla/publications/ environment.jsp#climate viiiMayor’s Air Quality Strategy: Progress Report to March 2005, GLA (2005) www.london.gov.uk/mayor/environment/air _quality/docs/MAQS_progress_report_2005.pdf ixEnvironmental Facts and Figures: Air Quality and Emissions, Environment Agency (2006) www.environment-agency.gov.uk/yourenv/eff /1190084/air/1158715/?version=1&lang=_e

80 | Environment report 2006 7Energy consumption in head office buildings End notes has been normalised for head office floor space (offices had a combined floor area of 1 Defined by the GLA as creating a better 116,497 square metres in 2004/05, rising to quality of life for people, both now and in 129,676 in 2005/06) and number of head office the future. occupants (4,934 in 2004/05, rising to 5,904 2This calculation assumes that, on average, in 2005/06). cars emit 170g of CO2 per km, and an average 8LEDs are significantly more energy efficient car journey is 6.8km. than conventional light bulbs. 3 A corridor in this sense is all the space 9The Energy Efficiency Accreditation between building frontages, including the Scheme is an independent external auditing carriageway, pedestrian footways and other scheme run by the National Energy public spaces. Foundation on behalf of the Carbon Trust 4 The CO2 emissions reported by transport (www.thecarbontrust.co.uk/energy/takingaction mode in table 4 only take into account energy /eeas.htm) and is monitored by the Energy used to power the vehicles and exclude energy Institute (www.energyinst.org.uk/). used in support services, eg maintenance 10BREEAM is the industry standard for activities and administration. Energy used in assessing a building’s environmental impact support services has been taken into account (www.breeam.org). in calculating the Group CO2 emissions presented in figure 4. 11The head office water consumption target of 9m3 per person is a Defra published benchmark 5 Passenger km is a standard measure used for typical office buildings. The TfL head office in the transport sector and represents the portfolio covers a greater mix of building total distance in km travelled by users of the types and usage patterns than typical offices given mode over a specified time period, in so, going forward, TfL will ensure its this case per annum. Figures for passenger km reporting reflects this and is consistent are given in table A.1 of appendix A. with Government reporting and industry 6 CO2 emissions per passenger km for cars best practice. has been estimated on the basis of figures from the 2004 National Travel Survey (www.dft.gov.uk/stellent/groups/dft_transstats /documents/page/dft_transstats_039344.pdf), which include average km driven per car in London. Average CO2 emissions of 170g per km driven were assumed. An average of 1.37 passengers per car was assumed, based on figures in the London Travel Report 2005. Total emissions from cars have been projected from the latest data available from the London Energy and CO2 Emissions Inventory.

Environment report 2006 | 81

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