Question : How is all this development Financed
Traffic Infrastructure developments in London have to be funded
There has been for some considerable period now, expensive building and road infrastructure projects including cycle lanes in London particularly within the confines of both the City of London and Westminster. This has led to many roads being close for long periods months and in some cases years, one particular development on London Bridge has lead to huge delays and high pollution levels. Many commuters and business’s who currently use this famous Bridge have rightly asked how were these developments allowed to proceed for such long periods of time causing chaos to our road systems.
One explanation of this could be that local authority’s now level fees for allowing many developments to go ahead. The money that is raised is used to fund other projects which otherwise would have normally been charged to business and ordinary ratepayers. The current consensus is that much of this problem was due to recent and current overall budget restraints from central government.
So to provide London with an up-to date clean modern traffic system including cycle lanes,its citizens are unfortunately required to suffer long delays and rising pollution levels but the financial burden is arguably softened by private and public partnerships. This appears now to be the only way forward to fund large projects.
The City of London is known as the square mile, it is known for its history and ancient privileges it is a city which is an enclave of greater London.
It is currently in the forefront of modern traffic management within it’s boundaries.
They have recently introduced a controversial traffic management scheme at the Bank Junction Allowing only bus’s and cycle lanes within its perimeters.
This junction is at the heart of London business community was received with almost incredulous surprise by many who daily use it for delivery and transport of passengers. The resulting traffic has been pushed into neighbouring narrow streets causing unacceptable pollution levels for many. The scheme itself is laudable but fails to address the problem of pollution the only way forward is for emission free vehicles and this will not occur for many years simply because the infrastructure is not in place for such a move..
Will the car become obsolete as a form of personal transportation in our major cities.
A report on Los Angeles traffic speeds concluded that even with 6 lanes available L.A’s mean traffic speed was approximately 5-8 MPH, no faster than Turkey’s main city Istanbul with its myriad of small roads and side streets. The argument for building more motorways is gradually being eroded as roads expand, it is said as traffic increases exponentially with more road space available, there is no overall benefit to traffic congestion.
Also many people believe that owning a car which is limited in its ability to travel at speeds of less than 10 MPH in urban environments is not a worthwhile proposition. The high cost maintenance required on complex new models is also becoming a factor especially in the EU who are now calling for even greater emission regulation. Indeed it could be said that the problems car manufacturers had in keeping up with emission regulations led to the on-going V.W emission fiasco, is now affecting many other manufacturers.
These problems and the entry of hybrid and pure electric cars are beginning to lead to falling order books for diesel engine and some petrol cars with existing stocks of vehicles, not shifting from showrooms in the numbers they were previously. The writing is on the wall for privately owned cars.
EV And PHEV take-up
There arguable two scenarios for car and van uptake each assuming a very high level of EV uptake to 2025, in line with a trajectory that leads to 10% sales share of new cars and vans before 2050. This has been recommended by a Committee on Climate Change in order to achieve national CO2 emissions reduction targets for 2050. The baseline scenario assumes that there will be some remaining dependency on liquid fuels even in 2050, with consumers preferring PHEVs to BEVs.
The High BEV scenario assumes a more rapid uptake of EVs, with an increasing ratio of BEVs to PHEVs. Uptake of taxis and powered two wheelers is the same in both scenarios, following an ambitious trajectory. Both scenarios assume that there will be significant increases in model choice and consumer acceptance by 2020, across all vehicle types.
Examples of pollution free Taxis for London.