Bank junction in the City of London has been closed to all but cyclists and buses for more than a year on an “experimental” basis. This was declared to be in the interests of road safety following the death of a cyclist a couple of years ago, and to reduce air pollution. The City of London Corporation have now issued a press release and report on the scheme – the latter can be found here in the Agenda Reports Pack: http://democracy.cityoflondon.gov.uk/ieListDocuments.aspx?MId=19871&x=1
In summary, Corporation staff claim it has been a great success with casualties reducing by 52%, air pollution reducing and bus journey times improving. They also claim no major impact on surrounding roads and that three quarters of people responding to a consultation supported the scheme.
The ABD opposed the closure because this is a key hub in the City’s road network, and because there were many people who were not aware of the closure and ignored the signs. The latest detail data on that indicated 800 drivers per day were infringing with the result that they will get a £130 penalty fine (reduced to £65 if they pay promptly). That’s equivalent to £15 million per year in total.
We also suggested that the road junction be redesigned to improve safety at the junction and provide more pedestrian space. There were plans for a longer-term project to improve the junction but it looks like this has now been dropped as there is no mention of it.
What are the facts about this scheme? Firstly only 45% of respondents supported the scheme in the consultation without changes being made, i.e. THERE WAS NO OVERALL SUPPORT.
Journey times on alternative routes to avoid Bank Junction have been substantially increased in some cases. For example it now takes an extra 1 to 2 minutes along Cannon Street, a relatively short road.
Taxi drivers are particularly concerned by their inclusion in the ban, and they have problems with delivering people to some locations – for example the relatively new NED hotel just west of the junction.
As regards the road safety benefits, obviously if roads are closed then accidents are reduced. But as the traffic simply diverts to other roads, there may be no overall benefit. In addition there is always a temporary improvement in accident figures after road engineering work which is why a three year before and three year after analysis is usually considered best practice by road safety engineers. But in this case the City Corporation have not waited for the full results.
I spoke briefly on the LBC Nick Ferrari show about this proposal and questioned why the whole of the City was not closed to traffic as that would obviously improve road safety even more. If you think that is a good idea, then you are ignoring the needs of certain road users (including bus users), and the need to deliver goods and services to offices and shops in the City.
The report mentioned above will now be considered by a number of City Corporation Committees. Let us hope that some members have the sense to object.
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