CIT WORLD 8 TEMPLATE - The Chartered Institute of Logistics and ...

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BALANCE SHEET AT 30 SEPTEMBER 2003 2003 2002 £'000 £'000 FIXED ASSETS Investments 442 484 CURRENT ASSETS Cash 23 9 Sundry debtors 6 16 Due by The Institute of Logistics and Transport 2 - 31 25 CURRENT LIABILITIES Due to The Institute of Logistics and Transport - (22) Other creditors (23) (19) (23) (41) NET CURRENT ASSETS/(LIABILITIES) 8 (16) NET ASSETS 450 468 Represented by: Unrestricted funds 171 202 Endowment funds 279 266 MEMBERS' FUNDS 450 468 PLEASE COMPLETE IN BLOCK CAPITALS The Chartered Institute of Logistics Membership & Transport No. Name International Address The Chartered Institute of Logistics and Transport Form of Proxy I being an Institute Member (Chartered Fellow or Chartered Member) of The Chartered Institute of Logistics and Transport, and entitled to vote hereby appoint the chairman of the meeting* ................... ................ ................ ................ ................ ................ ..... as my proxy to vote for me on my behalf at the annual general meeting of the Institute to be held on 22 March 2004 and at any adjournment thereof. I desire my vote(s) to be cast as indicated below: (Please indicate below with a X how you wish your votes to be cast) FOR AGAINST 1. To adopt the Reports and Accounts 2. To re appoint Mazars as Auditors and to authorise Council to agree their renumeration CILTWorld issue 9 iii ANNUAL ACCOUNTS Signed on behalf of the Council on 22 January 2004 P J O’Keefe President M N Pestereff Honorary Treasurer C Bleasdale Director General and Secretary SIGNATURE................................................................................ DATED THIS .............................DAY OF...............................2004 Note Proxies must be lodged at the office of the Institute not later than 48 hours before the meeting. Unless otherwise instructed the proxy will vote or abstain as he thinks fit. A proxy must be an Institute Member (a Chartered Fellow or Chartered Member) of the Institute or the chairman of the meeting. * If you wish to appoint a proxy other than the chairman of the meeting please insert his or her name and address and delete “the chairman of the meeting”. ✁
Left: Less congestion has led to improved quality of life for those who live in, work in, or visit central London. Above: Bus journey times have also improved by the requirement of all passengers to obtain authority to travel before boarding buses on most routes. Right: Many extra buses have been introduced to cope with additional passengers – as many as 15,000 more in the morning rush hour. introduced, with increased enforcement. Journey times have also been improved by the requirement of all passengers to obtain authority to travel before boarding buses on most routes. To facilitate this, on-street ticket machines have been set up at all bus stops throughout Central London, either for purchase of a single journey ticket or an all-day travel card. A reduction of 30% in car movements to the zone slightly exceeds TfL’s original expectations. Taxi movements have increased by 20% – more than TfL expected – while van and lorry movements have decreased by 10%, slightly more than expected; and cycling has increased by 30%, although the exceptionally favourable spring and summer weather in 2003 may have been a factor. Small changes – varying between -7% and +7% – have been measured in orbital traffic levels outside the charging zone. However, no significant traffic displacement to local roads around the zone has been observed. Provisional data for reported accidents inside the charging zone during charging hours suggest an approximate 20% reduction compared to the same period in 2002. Concerns raised about potential increases in two-wheeled vehicle accidents (particularly motorbikes) seem to have been unfounded. TfL says it will be closely monitoring the situation to assess whether these early indications are sustained. Economic Impact Concerns over the detrimental impact of charging on economic activity appear to have been misplaced, says TfL. Fewer people are now coming into central London – but for a variety of reasons. The ‘Footfall Index’, a measure of people visiting retail centres, indicates a 7% year-on-year decline within the charging zone, and that retail activity in central London during the first half of 2003 was notably lower than the equivalent period in 2002. Approximately 70,000 fewer people are coming into the zone by all forms of transport compared to Spring 2002, when an estimated 1.6million people made journeys into the charging zone. Since 85- 90% of people coming into central London travel by public transport, the relative impact of reduced car users is minimal. It is estimated that the congestion-charging scheme is only responsible for around 5-7% of the overall reduction in people coming into the charging zone. Furthermore, reduced traffic delays, improved journey time reliability, reduced waiting time at bus stops, and lower fuel consumption resulting from congestion charging all have economic benefits which should assist business, says TfL. Transport for London says it will continue to develop the assessment of the economic impacts of the scheme through its ongoing monitoring programme. CILTWorld issue 9 13 ROAD PRICING Improvements to Operations Most aspects of the operation of the congestioncharging scheme have been functioning satisfactorily for most chargepayers since charging began, claims TfL. But it adds that monitoring and chargepayer feedback on the first months of operation highlighted concerns around several aspects of the service. In August 2003 changes were made to TfL’s contract with Capita, the company that is contracted to operate the project and collect the revenues and penalty payments. Capita has agreed to invest substantially to provide an enhanced level of service to central London congestion charge users. This programme of improvements includes the employment of more staff, the introduction of enhanced Information Technology and processes to improve data quality, customer care, and “firm but fair enforcement.” However, TfL admitted the contract re-negotiation was “not unexpected given the new, innovative and unique nature of the scheme.” Indeed, the original contract envisaged substantial changes would be made through a change control process and a six monthly review of the performance regime. Improvements are planned to become apparent over the coming months, with the full programme to be complete by the end of March 2004. Measures have already been taken to increase numbers of enforcement processing and customer
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