Countdown at crossings. Lane rentals. Road junctions in Lewisham. Five Ways Junction. Taxi drivers and delayed passengers. Red Route parking and conditions. Closing the Rotherhithe Tunnel. The Blackwall Tunnel. Speeding fines in Peckham. A406 road widening. Road crossing at the A2. Recharging points on the TfL network. Improvements at West Croydon. Pedestrian injuries and deaths. Night Lorry Scheme.
The version of Countdown proposed by Transport for London only relates to pedestrians being told how long they have to cross. Will you also ask TfL to consider a version of Countdown which tells pedestrians how long they have to wait until they can cross? – Jenny Jones
My priority is to show pedestrians how long they have to cross the road. Research has indicated that two thirds of London’s pedestrians are confused about the amount of time they have to cross the road because they do not understand the current “blackout” period, which follows the green man. I am therefore committed to seeing through the project, which is already well advanced, to implement a pedestrian countdown which gives clarity on crossing times.
How many signalled crossings in London have a cycle which involves pedestrians waiting two minutes? How many involve pedestrians waiting a minute or more? – Jenny Jones
TfL has only been recording signal timing data on a central database for timing reviews completed since April 2009, of which there are 480.
Of the 480 sites where TfL hold this information, only one has a cycle time that might cause a pedestrian to wait up to two minutes at certain times of the day; this is a complex junction involving a tram crossing.
The instances of pedestrians having to wait more than one minute are more common. From the 480 sites for which data is available, 251 sites have a cycle time operating at one or more time periods during the day, which may result in pedestrians waiting more than one minute to cross. For 115 of these, the pedestrians are permitted to walk at the same time as a non-conflicting traffic movement, so the actual waiting time depends on which arm of the junction is being crossed.
The research paper into pedestrian countdown and pedestrian behaviour presented to the November Surface Transport panel found that 50 per cent of the observed pedestrians crossed against the red man but that this number increased by 14 per cent when the green man time was reduced. How will this behaviour be addressed in your smoothing traffic flows policy? – Jennette Arnold
The research showed that prior to any change to the length of the signal, 46% of pedestrians chose not to comply with the green man. After the change, 51% of pedestrians chose not to comply. It is clear therefore that the length of the green man makes very little difference to whether pedestrians choose to observe it or not. The research showed that there was no measurable impact on safety when reducing the green man time within the DfT advised limits. The research also indicated that two thirds of London’s pedestrians are confused about the amount of time they have to cross the road because they do not understand the current “blackout” period, which follows the green man.
TfL’s signal engineers balance signal timings according to the local demands, throughout the day. In doing this work, they take account of the needs of all users and ensure that pedestrians are not subjected to exceptionally long wait times which may encourage an increase in non-compliance with the green man.
What discussions did you have with industry, particularly the utility companies, regarding your intentions to introduce lane rental? – Caroline Pidgeon
The Department for Transport (DfT) has agreed to look at my idea of progressing a targeted lane rental scheme for the Transport for London Road Network (TLRN). TfL has had initial discussions with the DfT and agreed to develop an initial proposal for the Department’s consideration.
TfL’s work to develop a lane rental scheme is in the very early stages. Once an initial scheme has been developed for discussion with the Department, TfL will share the proposal with industry stakeholders. TfL anticipates commencing discussions with the industry in spring 2010.
What evidence do you have to substantiate your belief that the introduction of lane rental will make a significant difference to the duration of street works, over and above the London Code of Conduct which has operated for a number of years? – Caroline Pidgeon
The Mayor’s Code of Conduct on Roadworks, which is a voluntary code and was agreed by the five largest utility companies working in London, has been in operation since April 2009. This and the London Permit Scheme, which commenced on 11 January 2010, will help highway authorities and utilities to better plan, coordinate and manage the many road and street works taking place in London. However, I believe that a targeted lane rental scheme, which would see charges applied to works taking place at the busiest times on the most congested parts of the Transport for London Road Network (TLRN), would help to incentivise shorter works durations and better working practices, thereby minimising disruption to road users. In developing a lane rental proposal, TfL will need to assess and identify the benefits of such a scheme, including the potential for reduction in disruption as well any economic impact.
You failed to properly answer my question (3048/2009) about the Tiger’s Head and the Courthill Road junctions in Lewisham which I asked in October 2009. Following the immense delays in ensuring there are improvements in pedestrian safety at these two specific junctions at Lewisham, and also the significant direct representations that have made to you by Assembly Members, local councillors, Lewisham Council and members of the public, I would like to ask again whether you yourself would be willing to join me and look at these dangers that presently exist at these two junctions? – Caroline Pidgeon
In my answer to MQ3048 / 2009, I said that TfL would contact you to discuss this issue. As I understand it, the Director of Integrated Programme Delivery within TfL Surface Transport met you on 3 November 2009 for a discussion. As experts and highway authority for this junction, it is correct that TfL discusses this with you on my behalf. Should a site meeting still be required, please let TfL know.
If funds became available, would TfL support, in principle, purchasing or compulsory purchasing the section of grassed land between Purley Way and Stafford Road at the Five Ways junction in order to build a new left turn from Purley Way that is further back from the junction? Such a turn would greatly enhance traffic flow by allowing more vehicles to turn left whilst the lights in front are red, in comparison to the current left turn that is blocked if more than 2 cars are going straight ahead. – Steve O’Connell
Provision of the new left turn would not solely be dependent on the acquisition of additional land, which in any case can potentially be a costly and time consuming process. Although acquisition of the land would be a large element of the overall costs there would potentially also be further significant costs associated with, for example, the diversion / lowering of utilities plant and the location, design and construction of the new carriageway required, as well as new traffic signalling equipment. In short, there is potential for the costs of such a scheme to be very high. Should funding become available this scheme would obviously need to compete for them with other projects, at which time the priority that should be accorded the scheme would be determined through a cost-benefit exercise.
Will you ensure that all London taxi drivers are trained to handle disabled passengers for the Olympic and Paralympic Games in 2012 and do you agree that it would be a valuable legacy for London, disabled passengers and the London taxi trade to be trained in handling disabled passengers? – Caroline Pidgeon
I agree that all taxi and licensed private hire drivers should be trained to handle disabled passengers. Every London taxi driver, licensed in the last 20 years, has taken and passed the wheelchair loading element of the Driver Standards Agency taxi driving test. In addition, every new driver since 2006 has been given additional advice and guidance on a broad range of disability topics. TfL is currently considering how training can be introduced to further improve driver customer service and disability awareness skills and will be consulting with the taxi and private hire trade on proposals.
Given your election pledges to outer London, why is the consultation about the red route parking and loading bay designation in North Cheam and Stonecot Hill in Sutton taking so long? When will it be finished, as the red route traffic patrols continue to harm the already fragile trading of shops by over zealous policing of recessed bays or adjoining side roads which have no impact on the free flow of traffic? – Mike Tuffrey
TfL is discussing with Paul Burstow MP and a number of traders the parking and loading arrangements on Stonecot Hill. No specific proposals for change have thus far been developed and so no consultation has been held. TfL has already had initial discussions with Paul and the traders and intend to follow these up in the next month. TfL prefers to encourage compliance with parking controls and will be discussing its enforcement of the restrictions on Stonecot Hill with the traders.
Recent severe weather conditions have apparently accelerated the deterioration of road surfaces on red routes across London. This has a detrimental impact on cyclists amongst other road users. How will TfL be investing in the repair of red route road surfaces – what is the current overall condition of the red route road surface? Please give data on what you expect the overall condition of these roads will be by the end of the financial year 2009/10. – Val Shawcross
TfL has worked hard to ensure that the strategic road network in London has been kept free of snow and ice during the recent cold weather. There are regular inspections of the Transport for London Road Network (TLRN) and any defects found, including potholes, are repaired as quickly as possible. TfL’s contractors are expected to repair hazardous carriageway defects within 24 hours of identification.
The cold weather has resulted in a noticeable deterioration of the TLRN surface; however TfL is still assessing the full impact of the cold weather on the road network. The 2009/10 Business Plan budget for road surfaces is £13.7m; the associated target condition is 93.5% of the network in a State of Good Repair. It is too early to say whether the recent severe weather will affect TfL’s ability to deliver this target.
There have been two unplanned closures of the Rotherhithe Tunnel within one calendar year (March 2009 & January 2010). What steps are TfL taking to ensure that there is adequate advance signage warning drivers, cyclists and pedestrians of this along feeder routes in Southwark and Lewisham? – Val Shawcross
The tunnel is sign posted with four dedicated signs located on the south side of the river: Lower Road, Jamaica Road, Brunel Road and the tunnel entrance. In addition, there are three dedicated signs on the north side of the river; two signs on the A13 Commercial Road and one at the tunnel entrance. All these signs are linked to the tunnel closure system and display the message “Rotherhithe Tunnel Closed” automatically when the traffic signals and closure barriers are activated.
How did TfL communicate the closure of the tunnel to motorists when falling tiles in the tunnel necessitated emergency repairs? How far away from the tunnel were roadside and motorway information displays updated to advise of the closure? Would you agree to review whether additional electronic signage on the approaches would improve traffic management and the travel planning of motorists? – John Biggs
The closure of the Rotherhithe Tunnel was reported at 07:56 on the London Traffic Information System (LTIS). This information was passed to the media and automatically placed on the TfL web site. Throughout the event LTIS was updated with current traffic information around the area. The Highways Agency broadcast London traffic information on DAB radio.
The tunnel has four dedicated signs located on the south side of the river at Lower Road, Jamaica Road, Brunel Road and the tunnel entrance. In addition there are three dedicated signs on the north side of the river: two on the A13 Commercial Road and one at the tunnel entrance. In addition to these, TfL has placed 12 Variable Message Signs (dot matrix signs at the side of the road): five on the north side and seven on the south side of the River Thames, beginning approx 10 kilometres prior to the Rotherhithe Tunnel.
All of these signs were activated on the day in question however TfL is aware that the sign in Brunel Road had a fault and this sign did not work on the day. This fault has now been rectified.
Will there be periods of planned Northbound tunnel closure [at the Blackwall Tunnel] and if so in what direction will you operate the Southbound bore? – John Biggs
TfL will start refurbishment of the northbound bore of the Blackwall Tunnel on 7 February 2010. Works are scheduled for completion in December 2012.
Following extensive stakeholder engagement, the bulk of construction works will be carried out during weekday night-time tunnel closures. Works will be carried out from 2100 – 0500, Sunday to Friday nights. There will also be some weekend closures to allow for extended shift working. TfL is working with its contractor to determine a detailed programme which will be shared with stakeholders as soon as possible.
TfL is also reviewing whether a number of full week closures will allow them to carry out the works in a shorter timescale and provide benefits to tunnel users by minimising the length of the works. TfL will engage with stakeholders at the earliest opportunity as part of this review.
During the night time works, the southbound bore will be used by northbound traffic. Works have been carried out in advance of the main refurbishment works to increase capacity of the southbound bore from one lane to two. Southbound traffic will be diverted to other river crossings.
Please can you tell me the number of drivers that have been fined for speeding in the last 12 months as a result of the speed camera on Peckham Rye (B238) nr the Harris Boys Academy? – Val Shawcross
I have been advised that the MPS Traffic Criminal Justice Unit (TCJU) is able to provide information in confidence to Members of the MPA or GLA on request.
What action are you planning to take to ameliorate the effects of the A406 road-widening scheme on traffic flows and congestion in the surrounding streets? – Joanne McCartney
TfL shall appoint a contractor to build the A406 Environmental Improvement scheme in February 2010, with construction planned to commence in the Spring. A detailed construction programme will be available once the contractor is appointed and the programme can be worked up. This programme will confirm the extent of the traffic management necessary to implement the scheme, which will have a bearing on the impacts of the scheme on traffic flow. Once the programme has been prepared TfL will determine the impacts on traffic flow and consider what strategies are necessary to accommodate these.
In March 2010 TfL will hold a public exhibition with information on the final design and the construction phasing. This will be advertised in February via the local press with details available on the TfL website and invitations sent to stakeholders.
What plans do TfL have to counter traffic disruption that will inevitably follow when the major phase of the A406 roadworks commences? Please provide me with specific details. Have these plans been discussed with local residents? – Joanne McCartney
Please refer to my answer to MQ 249 / 2010.
TfL will hold a public exhibition on the scheme in March, and has engaged with local residents and stakeholders on a number of prior occasions. These included a public consultation and exhibition on the benefits of the scheme in 2002. There was a further mailing and public exhibition on the scheme in 2005 when the TfL Board made the decision to proceed with the scheme. There was also a full consultation by the London Borough of Enfield in 2006, as planning authority.
Local residents and councilors in the vicinity of the Greenwich South St and Lewisham Road junction of the A2 have lobbied TfL for years to install a pedestrian phase at the junction. In June 2006, TfL stated at a meeting with interested parties that work on the crossing would begin in October 2007. Following this, the works were put back until October 2008. Residents have now been informed that the works will not go ahead at all. Why have the works been cancelled? – Len Duvall
For several years TfL, in consultation with the London Borough of Greenwich, has been considering a scheme to introduce a controlled (north-south) pedestrian crossing point at the foot of the A2 Blackheath Hill where it forms a junction with Lewisham Way and Greenwich South Street. Much of the design and analysis work took place in the latter half of 2008. During this period a design was prepared and modified several times before a final design, representing a ‘best case scenario’ emerged. Despite TfL’s best efforts, the design showed that the scheme would have a significant impact on traffic flow, particularly during the morning and evening peak periods. TfL is, however, reviewing the proposal to see whether any case can be made for progressing the scheme. More data is required and TfL anticipate their review will take approximately three more months to complete.
How many of the 25,000 plug points will be on the TfL road network? – Murad Qureshi
TfL will work in partnership with the London Boroughs and other organisations to install 2,500 charging points across London to establish a publically accessible charging network. Approximately 500 of these will be ‘on-street’ re-charging points and TfL is looking at opportunities to install a proportion of those on appropriate locations on the Transport for London Road Network (TLRN) side-roads. An initial short-list of more than 50 potential locations has been identified.
The remaining 2000 charging points will be located in public car parks, London Underground and National Rail car parks and at retail and leisure facilities. Additionally, TfL will work with businesses and other organisations to install a network of 22,500 private charging facilities.
What regeneration work do TfL and the GLA plan to undertake, encourage or fund around West Croydon station i.e. will the bus station be improved or will there be direct foot access from the train station through to the bus station? – Gareth Bacon
The GLA family are actively supporting the London Borough of Croydon to develop a master plan for the West Croydon area. The brief for the consultants retained by the local authority includes the bus station site, as well as a wide range of transport and interchange issues. TfL and LDA officers are involved in assessing practical improvements that include better bus passenger provision and access. West Croydon has many constraints and a substantial number of interested landowners. It is too early to be prescriptive about specific measures, but it is likely that any initiatives will require the agreement of many parties, a phased approach and the realisation of 3rd party funding sources, as TfL’s current Business Plan has no provision for major bus infrastructure works.
West Croydon, in line with all of London Overground former Southern stations, will receive a programme of improvements which will be completed in 2010. The improvements will raise the station’s quality standards to those of existing London Overground stations. This will include repairs to floors and platform surfaces with tactile strips, the installation of a suite of new station signage, including way-finding signs, improved CCTV equipment, PA systems and information systems including ‘next train’ indicator signs on all platforms, improved lighting at both station entrances and on platforms. This will also include the installation of signage to improve the visibility of the station location.
I was alarmed to note that in 2008 Westminster had the highest number of pedestrians, pedal cyclists and motorcyclists killed or seriously injured of any borough, thus it also had the highest number of all road users either killed or seriously injured. You say you want to encourage more walking and cycling, but what are you doing specifically to make London safer for cyclists, pedestrians and other vulnerable road users? – Murad Qureshi
There are a number of initiatives supported by TfL that are making London safer for cyclists, pedestrians and other vulnerable road users. These include TfL’s draft Cycle Safety Action Plan published in 2009. The Plan sets out a number of areas where existing or future London-wide safety actions will target:
· The provision of new, safe infrastructure for cycling;
· High impact Pan- London advertising campaigns to make cycling safer by warning drivers that it is easy to miss something if one is not looking for it;
· Training to improve driver and cyclists skills including changing places events where HGV drivers and cyclists swap places
· Promoting safer cycling among all road users; and
· Specific initiatives to tackle freight casualties. These include posters on the backs of lorries with warnings for cyclists, distributing over 10,000 free Fresnel lenses to HGV operators, distributing a DVD highlighting the dangers to cyclists of left-turning HGVs, driver training supported through the Freight Operators Recognition Scheme (FORS) and pan-London campaigns on the theme of look out for bikes.
For pedestrians, alongside London-wide programmes of road safety engineering measures at particular locations and publicity/awareness campaigns, TfL is trialling the introduction of pedestrian countdown information at traffic signals.
The Pedestrian Environment Review System (PERS) is a walking audit tool which is used to assess the level of service and quality provided for pedestrians on the TLRN and to identify specific improvements which could be made.
TfL has a Motorcycle Policy Unit which is responsible for the coordination and operation of the BikeSafe and ScooterSafe partnership. These initiatives aim to improve the level of rider skills and therefore reduce future powered two wheeler casualties.
TfL continues to work on new and innovative Pan London publicity campaigns to educate drivers, cyclists and motorcyclists.
Three London authorities, City of London, Westminster and Hackney had the highest casualty rate per 100 million vehicle kilometres in 2008. What targets have you set for reducing road casualities in London and what measures have you put in place to reduce road accidents and casualites? – Murad Qureshi
In March 2000, the Government announced a new national road safety strategy and casualty reduction targets for 2010 in “Tomorrow’s roads – safer for everyone”. The specific targets are listed in Appendix J. TfL, in accordance with the Mayor’s Transport Strategy, set further targets to reduce the numbers of pedestrians, pedal cyclists and powered two-wheeler riders killed or seriously injured by 40 per cent by 2010. These targets were achieved in London by 2004, apart from those for powered two wheelers. The then Mayor therefore announced new, more challenging targets in March 2006, to be achieved by 2010. Again, these are also listed in the appendix.
By the end of 2008 the following progress had been made:
· A 47 per cent reduction in the number of people killed or seriously injured (KSI)
· A 43 per cent reduction in the number of pedestrians killed or seriously injured
· A 21 per cent reduction in the number of pedal cyclists killed or seriously injured
· A 21 per cent reduction in the number of powered two wheeler users killed or seriously injured
· A 67 per cent reduction in the number of children killed or seriously injured
· A 37 per cent reduction in the number of slight casualties.
TfL’s London Road Safety Unit formulates an annual programme that is designed to tackle the casualty problem. This consists of education and training campaigns, engineering and enforcement. The programme is varied and substantial, and is set out on the following website http://londonroadsafety.tfl.gov.uk.
My draft Transport Strategy states that by 2017, TfL aims to achieve a 63 per cent fall in the total number of KSI casualties, compared with the 1994-1998 average. Casualty reduction targets by 2020 compared to the 2004-2008 baseline are to be set for Great Britain by the Government in 2010.
I was alarmed to note that the figure for pedestrians injured in road accidents in Westminster in 2008 shows a significant rise on 2007 (102 killed or seriously injured). Why do you think this number has increased? – Murad Qureshi
According to TfL’s London Road Safety Unit’s collision and casualty database, the number of pedestrians injured in road collisions in the City of Westminster during 2008 was 458. This represents a decrease of four per cent on the 2007 total. Analysing the data for those pedestrians killed or seriously injured (KSI) shows a 13 per cent increase when comparing the same two years. However, the long term reductions in Westminster compared to the national casualty baseline (average of 1994 to 1998) show a reduction in all pedestrian casualties of 45 per cent and KSI pedestrian casualty reduction of 36 per cent.
Statistical fluctuation in casualty data can occur over short time periods. Analysing the longer term trends provides a more robust picture of how casualty numbers are changing on London’s roads.
Are you party to the amendments proposed to the London Night Lorry Control Scheme that London Councils proposed in their advert in the Evening Standard on 21st December, which proposed extending the road network where road operators would not need to have a permit to use in the surburbs, nor indeed have a permit visible at all for local residents to see? – Murad Qureshi
TfL was consulted on draft amendments to the London Night Lorry Control Scheme in July and August 2009.
Comments are closed.