England World Cup Win and Keep London Moving

I was in central London yesterday so picked up a copy of the Evening Standard. The Editorial covered the question of “Can England show the world we’re winners?”, to which of course the answer is “Yes” after the evening match, but perhaps more interestingly it had a section entitled “Keep London Moving”. This is what that said:

“Walk, cab, car, bike or bus: however you travel London’s streets you’ll know they are packed. The big question is how to share the space fairly. Plans to redesign Oxford Street are on hold after a battle between Transport for London (which wants buses to make way for people) and Westminster council (which wants to keep side streets quiet).

Today there’s news of plans for a much-needed redevelopment of Olympia as a cultural hub, which will add to pressure to keep people moving in the west. And this week has also seen a plan from the City of London authorities for “pedestrian’ priority” routes around some of the biggest office buildings in the east, including Leadenhall Street, Lime Street and St Mary Axe. Narrow pavements can’t handle the crowds that now use them — and that’s before Elizabeth line trains bring even more people into the City from the end of the year. If schemes like this are to work, they need to pass two tests.

First, places like the City can’t be cut off from the rest of London. People still need to get through, by car, on the way to other commercial centres such as Canary Wharf.

Second, they can’t slow bus routes down even further. As the battle over Oxford Street’s future has also shown, planners need to think of the impact on the whole of London and not just a handful of roads.

A successful city needs space for buses, bikes, people — but also cars, something we’ve sometimes forgotten in recent years. Get change right and London will keep on moving.”

This is a well argued point that TfL and the City Corporation seem to have lost sight of.

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Degrading the Road Network in the City of London

On Friday (29/6/2018) I attended a Transport Strategy Meeting hosted by the City of London Corporation. The Corporation covers the square mile and acts as one of the London boroughs in most respects. They are currently drawing up their 25-year Transport Strategy, are holding a number of consultation events and have done surveys. See this previous report for more information: https://abdlondon.wordpress.com/2018/03/08/city-of-london-transport-strategy/ . Note that the consultation is still open so if you work, live or visit the City, make sure you respond.

The meeting was hosted by Bruce McVean, Strategic Transportation Group Manager, and there were less than a dozen people attending most of whom seemed very unlike the typical City office worker who dominate the streets of London during the day, i.e. it was a very unrepresentative sample of those who might be affected by the proposed plans. The number of City residents attending also seemed minimal which is not surprising as there are so few of them.

Bruce mentioned that a new “Road Danger Reduction and Active Travel Plan” was out for consultation which was news to me. It is here: https://www.cityoflondon.gov.uk/services/transport-and-streets/road-safety/Documents/road-danger-reduction-and-active-travel-plan.pdf

Bruce talked about the “draft outcomes” for the Transport Strategy as they have clearly already come to some conclusions. Some of the evidence already obtained suggests that 60% of people think that pedestrian space is too small a share of street space and that cycling is under-prioritised. Bearing in mind that the vast majority of those surveyed or who have responded to the consultations will be pedestrians or cyclists this is perhaps not surprising. Should they not have asked a similar question of road users? Such as do you think roads are overcrowded and would you like more road space allocated to vehicles? One can guess the answer they would have obtained. Everybody wants “more” without consideration of any rational or economic allocation.

Bear in mind that private cars are a vanishing species in the City. The roads are occupied mainly by buses, taxis and private hire vehicles (PHVs – minicabs), and goods vehicles. In fact 93% of travel in the City is already by public transport, walking and cycling. The Mayor of London’s target is 80% so the City already exceeds that, but Bruce said the Mayor would like it to be 99%! If the Mayor gets his way there would be no private cars or cabs in the City at all!

Some 90% of on-street journeys in the City are already partly or completely walked – this reflects the reality of city commuting where several hundreds of thousands of people arrive at the main-line stations and walk to their office.

I took the same conventional route to his meeting in the City of London Guildhall where the meeting was held from Cannon Street and walked through Bank junction. Still lots of vehicles ignoring the closure and no doubt collecting a fine as a result. Bruce suggested this closure was a major success when it does not provide any more space for pedestrians as a full redesign of the junction would have done. Neither does it fully solve the road safety problems at the junction as there are still likely conflicts between buses, cyclists and pedestrians. It looks like a proper solution is being kicked into the long grass while major damage to the road network is being implemented.

Bruce indicated that there will be 90,000 more workers in the City in the next few years which may be true and will certainly put an extra load on the streets. Pedestrian space at certain locations is already very crowded (e.g. at Bank). I asked whether the Corporation knew where cyclists were coming from and who they are. It seems the Corporation do not know but are currently doing a study on that. I asked because I was sceptical whether cycling could help other than the minority of people coming from nearby boroughs and hence there may not be the growth in demand for cycling anticipated. A member of the audience suggested there might be a growth in “cargo cycles” as an alternative to LGVs.

The “draft outcomes” already determined indicate that “people walking will have their needs prioritised” and that there will be “motor traffic reduction”. The latter and the change to lower emission vehicles will reduce air pollution (which is still a problem in the City which I noticed on my short walk even though the streets I walked through actually had very few vehicles on them at 2.30 pm – I just don’t understand why many people who responded to the survey felt that streets were “dominated by motor vehicles” – that’s not my experience on most City streets).

The proposal is to use street space “more fairly and effectively”, and that includes the suggestion that “transformational change will be accelerated through temporary interventions and trialling projects prior to making permanent changes”. In other words more closures like Bank junction and closures perhaps of some streets at lunchtime as indicated in the aforementioned document.

As I said to Bruce at the end of the meeting, the likely strategy seems to have been developed by deciding what they wanted to do and then doing a consultation based on asking the questions needed to get apparent support for it. The discussions at the previous Workshop event I attended do not seem to have been taken on board at all.

It is certainly a priority to improve pedestrian space where it is currently congested (such as Bank) but that needs to be done without damaging the road network. I opposed temporary or timed closures because these create major difficulties for road users. Vehicle users should not suddenly find that their planned route is blocked and even Sat Nav devices get baffled by such timed closures.

Removing vehicles altogether from the City is also not a viable suggestion. There is still a need for buses, construction traffic, goods deliveries and service operators’ vehicles. Even private cars and taxis provide a valuable service to a few people (and they are already very few – reducing them further won’t make much difference). I consider the suggestion that cargo bikes could take over LGV deliveries as a very inefficient use of labour and is unlikely to be cost effective.

But you can see from this brief description of this event the way the winds are blowing. The City is following the Mayor’s Transport Strategy and other London boroughs are likely to follow suit. The road network will be degraded in the alleged interests of cyclists, pedestrians and environmental dogma.

As regards the “Road Danger Reduction….” Document, the objective is zero KSIs (“Vision Zero” as it is called). A laudable if perhaps impossible objective unless all vehicles are removed and we revert to a pre-industrial age (cargo bikes are one example, perhaps rickshaws already common in the West End, and Sedan chairs will be next). But at least the Corporation have got around to working with the Police on a “Causal Factors Programme”. That involves looking at the causes of collisions and where they take place which may enable dangerous behaviours and locations to be tackled. This is similar to what other London boroughs have been doling for years. A statistical analysis approach of where, when and why accidents take place is one of the best approaches to improving road safety. That is of course different to the “driven by political gestures” approach such as the wide-area 20 mph scheme imposed on the whole of the City which has proved totally ineffective in reducing accidents. KSIs have not been falling in the City, not helped by increases in both pedestrian and cyclist numbers who are the main casualties. But one suggestion is to “research opportunities for timed closures to certain classes of traffic” which would be a retrograde step.

Behavioural change is one approach being suggested. This arises from such problems as pedestrians stepping into the street without looking or under the influence of alcohol, and pedal cyclists taking unnecessary risks in their hurry to progress. The latter will be targeted by a “City Etiquette” campaign so that they take more notice of pedestrians. Education of all road users is one of the main themes, and people opening vehicle doors without looking is another problem that may be amenable to education.

In summary, there are some useful ideas on the document but it’s not likely to make major inroads into the road safety statistics unless more money is spent on road engineering. It’s not always an easy task to reconfigure roads in the City – Cheapside is a good example of what can be achieved. But schemes like Bank junction are surely ones to avoid.

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Cycle Superhighway 11 – Yet Another Legal Battle?

To follow on from my last blog post about current and future legal cases, another pending one is the application for a judicial review by Westminster City Council and a campaign group both opposing the route of Cycle Superhighway 11 (CS11). This runs through Swiss Cottage and Regents Park but there have been many objections from residents north of the Park due to the likely increased traffic congestion and the closure of Regents Park to vehicles. A very active public campaign against the proposals was run by local activists, countered by the usual vociferous cyclists’ groups who even alleged that tacks had been sprinkled in the Park as a protest against the cyclists.

Westminster are also blocking the pedestrianisation of Oxford Street – again because of the many objections from local residents. This is what Mayor Sadiq Khan’s office had to say: “There is an urgent need for safer cycle routes into central London and there is an equally strong case for pedestrianising Oxford Street. The idea that Westminster Council think they can hold the rest of London to ransom is totally unacceptable. Both of these schemes have significant public support. They will make a real difference to making London’s streets safer and cleaner and they shouldn’t be held up by petty political posturing.”

TfL intends to start work almost immediately on CS11 at Swiss Cottage, but legal proceedings may halt work on the stretch that runs through Westminster.

Comment: If Sadiq Khan wonders why he is getting entangled in legal battles it is because he is not listening to a major proportion of the population, or the people most affected by his proposals. Cyclists may support the changes in Regents Park but favouring their views alone and ignoring others is not what democracy is about. There needs to be a compromise that satisfies everyone and which does not change the status quo to the major disadvantage of one group versus another. It is of course the same reason why the Mayor is supporting a legal challenge over Heathrow airport – because the Government is not listening, and why so many people don’t like the Mayor’s Transport Strategy. The latter is a strategy that favours young, active people who live in central London and ignores large swathes of the capital’s population.

When politicians stop listening, the law tends to be invoked. Nobody goes to law if they can avoid it because it is a very expensive and time-consuming process for even the simplest case (and judicial reviews are potentially simple but rarely are in practice). Westminster Council should not be criticised for listening to the electorate and pursuing their concerns.

On the subject of “not listening”, I have requested a meeting with the new Deputy Mayor for Transport Heidi Alexander, but she has refused it. More on that at a later date.

Roger Lawson

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Uber and London Airport – One Current and One Future Court Case

Uber have been appearing in court to appeal the loss of their licence to operate in London. The magistrate’s decision will apparently hinge on whether they are “fit and proper” persons to operate a taxi service, and with the weight of evidence about past failings, whether they have changed their management or the way they operate. A decision should be delivered in a few days.

It would seem unfortunate if they are not allowed to continue as it has proved to be a very popular service with many users, although no doubt competing firms would no doubt fill the gap rapidly.

A legal battle is now in prospect after Parliament voted yesterday to progress the expansion of London Heathrow Airport with a third runway. Local west London borough councils and the Mayor of London are queuing up to join a threatened legal action against the development on the grounds that it will be unable to meet environmental regulations.

An application for a judicial review looks likely from at least Hillingdon, Richmond, Wandsworth and Windsor & Maidenhead with support from Mayor Sadiq Khan. Hillingdon have already reserved a budget of £200,000 for the case.

Some readers were surprised by this writer’s previous comments opposing the expansion of London Airport. A good letter by Dr Sally Cairns in the Financial Times summarised the reasons very well – here’s a part of it: “Heathrow already subjects more than half a million people to significant noise annoyance; generates more than 30 million car journeys a year through a busy part of London with air pollution problems and is the UK’s biggest point source of carbon dioxide emissions. Objecting to Heathrow expansion is not about nimby-ism – it is about the lack of evidence for the benefits, and the strong likelihood of high social and environmental costs”. The letter writer gives an address in Wokingham, but it was painful to watch BBC TV News last night with some of the residents talking whose homes will be demolished as a result. That’s if it ever happens. In the meantime, they are stuck in limbo and probably for some years, being unable to sell their homes.

Note though that the air pollution problems around Heathrow are caused to a large extent by aircraft. Cars and goods vehicles do contribute but are getting cleaner very rapidly with electric cars now very viable for most drivers. Electric aeroplanes of any size are a long way from reality and the growth in air traffic is a major problem for toxic emissions.

The legal and other delays, such as the likely reluctance to fund the enormous cost, could mean years wasted when other solutions to increased travel demand are available and could be progressed more rapidly. The disruption caused by the expansion of road capacity to serve a larger airport and the need to divert the M25 into a tunnel will be a major problem for road traffic during the lengthy construction period.

Many factors mitigate against expansion of Heathrow, despite the apparent commercial benefits of doing so.

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30 MPH Limit on the A40

The ABD has received a number of complaints about the temporary 30-mph speed limit imposed on the A40 between the Target Roundabout and the Greenford Flyover. It was previously 40 mph and there seems to be no obvious reason for the new limit. This limit was put in place on the 15th December 2017 so has now been present for many months.

The justification is apparently that some corrosion of the central safety barrier was noticed so there were “safety concerns”. But according to Transport for London (TfL), “until we have the funding in place and contractors are able to reschedule the works, we are still unable to provide you with a timetable when normal speeds will resume”. But they are “hopeful” that the works will be completed soon.

Those affected by this matter should consider complaining to TfL. A limit of 30-mph on this stretch of road is unnatural and with speed cameras enforcing the 40 limit it seems unnecessary even if the barriers are not as good as they might be.

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Mayor’s Environment Strategy Misses the Point

The Mayor of London, Sadiq Kham, has published his Environment Strategy. The executive summary talks about the “greening” of London with more trees, green roofs and walls to reduce energy demand, the encouragement of more walking and cycling to improve air quality and many other environmental improvements. But the report fails to mention the key problem. Namely that there are too many people in London.

It highlights that water supply is set to outstrip supply by 2020 and the city’s electricity infrastructure is approaching full capacity. Air pollution is also high but that’s not just from transport, albeit much of the transport emissions are generated by the goods vehicles and public transport vehicles required to serve the growing population. Non-road emissions such as from construction, the river or wood burning constitute half of emissions in London and are a growing issue – that’s what the Mayor says, but he has no solution to that other than to “work with the government and other partners”.

London’s population is growing rapidly and the more people there are, and the more businesses that provide employment and services to those people, the more energy and water are consumed and the more emissions generated. It also results in a sclerotic road transport network where no new capacity has been added for many years. But instead of tackling the root cause of the problem the Mayor is talking about planting more trees and providing more open spaces.

In summary, many of the Mayor’s proposals are worthy and may have minor impacts on the quality of life in London. Encouraging us all to drive zero emission electric vehicles by 2050 may help in some regards, although they will add a further heavy load on the already stretched electricity network, but the report fails to spot the elephant in the room and propose how to deal with it. Namely that there are too many people in too small an area of land. The densification of London, with more and more homes and other buildings to support the growing population, supported by a few more green parks will not tackle the fundamental problem.

More information on the Mayor’s Environment Strategy is present here: https://www.london.gov.uk/what-we-do/environment/london-environment-strategy

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London Airport Expansion – Government Stops Prevaricating

It seems that the Government has decided to try and push ahead with a third runway at London Heathrow airport. It is likely to be voted upon in Parliament in the next few weeks which will provide some distraction from the Brexit debates. The plan is to double the airport’s capacity to cope with rising passenger and freight demand. However Chris Grayling, Transport Secretary, said it would only go ahead if the UK’s air quality obligations could be met.

Apart from the hundreds of people whose homes will be demolished, there are many objectors to these plans from west London politicians and from others such as Boris Johnson and Zac Goldsmith. Residents of many areas of London are strongly opposed because of the increased noise and air pollution that are likely to result. Tory MPs have been promised a free vote on the issue, and it also seems unlikely that the Labour party will support it without reservations.

One major problem with this choice for airport expansion is that the new runway will be sited so that it crosses the existing M25. So that will have to be put in a tunnel. The increased road traffic going to and from the airport combined with the emissions from aircraft will make the area surrounding Heathrow one of the worse pollution hot spots in London – indeed it already is. So how will that be fixed? Perhaps by a local “congestion charge” no doubt.

If you wish to join the opposition to Heathrow expansion (as this writer did many years ago), why not support Hacan who have long opposed the noise from the airport? See http://hacan.org.uk/ where you can read more information on this issue.

It seems very odd to me that airport expansion has to be concentrated in the heavily populated south-east of the country. The unbelievable figure of 30% of the UK’s exports currently go through Heathrow. It’s the London-centric mentality of politicians and planners yet again. This will rise further if a third runway is built. No other nation has such a focus for centralising transport to such an extent in an already overcrowded part of the country so far as transport facilities are concerned. Freight and passenger traffic should be distributed across the country so that road traffic is minimised via the expansion of regional airports.

Roger Lawson

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