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Scheme Description and Summary of Impacts

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Scheme Description and Summary of Impacts Scheme Description and Summary of Impacts Overview This document provides a statement of the general nature and effect of the proposed scheme set out in the Variation Order made by Transport for London (TfL) for a western extension to the central London congestion charging zone. It begins by summarising the background to the proposed western extension and then describes its key features and likely effects. The Variation Order is subject to public consultation and to a decision by the Mayor on whether to confirm it, with or without modifications. If the Variation Order is confirmed, TfL would also bring forward measures to accommodate additional bus patronage and changes in the pattern of traffic around the boundary of the proposed extension. Potential bus service enhancements and traffic management measures to accompany the proposed scheme are described in this document along with other planned transport improvements in this part of London. 1 Scheme Description and Summary of Impacts 2 Scheme Description and Summary of Impacts 1. Background 1.1 The central London congestion charging scheme was introduced in February 2003 in line with the proposal set out in the Mayor’s Transport Strategy published in July 2001. 1.2 In May 2003, as the benefits of the central London congestion charging scheme became apparent, the Mayor asked TfL to explore the possibilities for extending the benefits of congestion charging to other areas of central London suffering from all-day traffic congestion. 1.3 TfL looked at possible geographical extensions to the north, east, south and west of the existing central London congestion charging zone. Following initial analysis, the area to the west of the current central London congestion charging zone, covering most of the Royal Borough of Kensington & Chelsea and parts of the City of Westminster, was identified as the area most appropriate for an extension of the existing scheme. This was considered a practical and workable extension to the current scheme as: • the area suffers from severe all day traffic congestion; • it could be operated using the same technology and systems as the current central London zone; • the area is well served by public transport; and • there are suitable diversion routes for drivers wishing to avoid the zone. 1.4 TfL proposed that a western extension be broadly bounded by Harrow Road, Scrubs Lane, the West Cross Route, the Earl’s Court One Way System and Chelsea Embankment and operate in a similar way to the current central London congestion charging scheme with a daily charge of £8 (with discounts for fleet vehicles and monthly or annual payments). 1.5 In October 2003, the Mayor delegated to TfL responsibility for preparing a limited Transport Strategy Revision, which would allow for a possible westward extension of the central London congestion charging zone. 1.6 TfL first carried out an informal engagement with key stakeholders on broad proposals for a western extension. TfL then undertook a consultation with the London Assembly and the Greater London Authority (GLA) Functional Bodies on a draft Revision to the Transport Strategy. This was followed by public and stakeholder consultation on a draft Transport Strategy Revision in February 2004. 1.7 After considering the consultation responses and TfL's report on the consultation, the Mayor decided to publish his Transport Strategy Revision – with modifications from the draft Revision – on 11 August 2004. 1.8 The Transport Strategy Revision enables a western extension to be developed. The Revision stated that TfL would continue to investigate the potential for and impacts of an extended central London scheme and that, subject to the outcome of these investigations and the availability of funding, TfL would make a Variation Order for an extended scheme. 3 Scheme Description and Summary of Impacts 1.9 However, before making an Order and in response to the Transport Strategy Revision consultation, TfL were asked by the Mayor specifically to consider and to discuss informally with the ten directly affected London boroughs the following issues: • possible alternative locations of the northern and western boundaries of an extended charging zone; • possible extensions to the residents’ discount zone to certain areas outside the congestion charging zone where the particular circumstances justify it; • ‘free’ through routes on the elevated section of the A40 (Westway) and the western part of the Inner Ring Road; and • the proposed hours of operation. 1.10 TfL also looked at the possibility of two residents’ discount zones as opposed to one, and at alternative charge levels. 1.11 TfL prepared a draft Variation Order, which set out the detail of a preferred scheme, based on its further investigations and informal discussions with the boroughs. 1.12 In January 2005, TfL undertook preliminary consultation with key stakeholders on the draft Variation Order to further assist TfL in refining the details of the design of the scheme and its operation, prior to public consultation. It ensured that the proposals are coherent, take account of any local constraints, are adequately formulated and are properly described in the Variation Order made by TfL for a western extension. 1.13 As a result of responses to the preliminary consultation, several adjustments were made to the draft Variation Order. These features of the proposed western extension are described in more detail in Section 2 but in summary are: • a clause bringing forward to late 2005 the implementation of an extended residents’ discount zone to the areas between the inner and outer arms of the boundary route for the existing charging zone; • an amendment to the proposed boundary to be redrawn broadly along Praed Street and Eastbourne Terrace, allowing the existing signed route for traffic travelling northwards on the Inner Ring Road to the A40 (Westway) to be charge-free, and also charge-free access to Paddington Station (the residents’ discount would still apply in this area); and • an amendment such that no charge would apply on the roads in the area bounded by Bressenden Place, Victoria Street and Grosvenor Gardens. 1.14 TfL is satisfied that the scheme described in the Variation Order is in conformity with the Mayor’s Transport Strategy Revision and that the scheme would facilitate the achievement of the Transport Strategy’s priorities, policies and proposals. 1.15 Should the Mayor decide to confirm the Variation Order (with or without modifications), the earliest possible date for implementation of a western extension to the central London congestion charging scheme would be early 2007. 4 Scheme Description and Summary of Impacts 2. The key features of the proposed scheme 2.1 As a result of TfL’s continued investigations, informal engagement with the ten directly affected London Boroughs and preliminary consultation with key stakeholders, a number of refinements are proposed to the indicative scheme configuration that was published in the Mayor’s Transport Strategy Revision. The expected key features of an extension to the central London scheme are set out in the Variation Order and are as follows. Where would charges apply? 2.2 It is proposed that the existing central London congestion charging zone be extended to include the area to the west, broadly bounded by Harrow Road, the West Cross Route, the Earl’s Court One Way System and Chelsea Embankment. It is proposed that there would not be a charge for using these boundary routes, the elevated section of the A40 (Westway) or the western part of the Inner Ring Road. The map at the end of this document illustrates these proposed arrangements. Northern boundary 2.3 The northern boundary would be located broadly along Harrow Road with a number of deviations proposed in response to representations received during previous consultation exercises. These alterations allow uncharged access to services and roads north of the Grand Union Canal. In particular, they would provide uncharged access from the north of Harrow Road to a major supermarket off Ladbroke Grove and the Westminster Academy. The diversionary route for through traffic would remain the Harrow Road and all residents inside the boundary route would receive the residents’ discount. 2.4 Additionally, it is proposed that Paddington Station and St. Mary’s Hospital be excluded from the proposed western extension with the proposed boundary along Eastbourne Terrace and Praed Street. This would allow charge-free access to and from the A40 via the slip roads to the north-west of the area. Again, the diversionary route for through traffic would remain the Harrow Road and all residents inside the boundary route would receive the residents’ discount. 2.5 TfL had previously considered the possibility of using the A40 (Westway) as the charging zone boundary. However, this could have created severance issues for residents in North Kensington, many of whom are in lower-income households and many of whom make car trips into the area south of the A40 within the proposed extension zone. Further difficulties would arise in the use of the A40 as a charging zone boundary since it is elevated and would not provide a road-based diversionary route and there is not a suitable parallel route at ground level. Western boundary 2.6 It is proposed that the western boundary of the enlarged charging zone would be formed by the inner (southbound) arm of the Earl’s Court One Way System (Earl’s Court Road), as set out in the Transport Strategy Revision. 5 Scheme Description and Summary of Impacts 2.7 A boundary at the West London Railway Line (which forms the borough boundary between The Royal Borough of Kensington & Chelsea and Hammersmith & Fulham) was considered. However, TfL remains of the view that road-based diversionary routes are an important feature of the proposed extended congestion charging zone.
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