GREATER LONDON AUTHORITY London Assembly 19 November 2003 Report No

Appendix D

GREATER LONDON AUTHORITY London Assembly

19 November 2003

Report No: 5 Subject: Written Answers to Mayor’s Question Time Report of: Director Of Secretariat

1972 / 2003 - Duppas Hill crossing Jenny Jones Does the Mayor acknowledge the potential community severance, social deprivation and discrimination issues affecting Waddon estate residents as a result of TfL's ongoing decision not to provide surface-level pedestrian crossings on Duppas Hill Road, Croydon? Is he concerned that many pedestrians avoid subways whenever possible, regard them as no-go areas after dark, and that in particular women and older people can find them very intimidating?

In view of this, can the Mayor ask TfL to re-examine how a surface-level pedestrian crossing could be provided in the vicinity of the existing subway, and to consult local residents for their views on the existing subway and the possible alternatives?

You will know that removal of community severance and social exclusion are high on my agenda. Indeed my Transport Strategy has initiated a London wide programme to replace subways and footbridges with surface road crossings where it is practical to do so. The alternatives though also have to be safe and the circumstances at Duppas Hill Road, whatever the shortcomings of the existing subway, where heavy traffic flows on merging slip roads, and a bend, present significant hazards in their own right.

However, bearing in mind the nearby infants, junior and senior schools and probable pedestrian demand to cross the A232 at this point, I have asked TfL to examine the feasibility of a surface crossing in the vicinity. In doing so it will liaise with Croydon Council on pertinent local issues. Peter Hendy at Surface Transport will relay the outcome direct to you shortly.

1973 / 2003 - Statement made in the October edition of The Londoner Andrew Pelling Amazingly, the October edition of The Londoner states few people are crazy enough to drive into central London during

1 Appendix D business hours on a weekday just to go shopping.

Please justify this statement. It seems that a very negative attitude is being taken towards our retailers in central London when your Londoner newspaper takes such a negative attitude towards them.

One aim of The Londoner is to encourage participation in current debates and consultation. The statement highlighted in your question was made by the journalist Christian Wolmar who was expressing his opinion.

I am working very closely with the retail sector to ensure that central London’s position as a pleasant and economically viable place to locate and do business is maintained and promoted.

1974 / 2003 - New Year's Eve 2003 Eric Ollerenshaw How much GLA money has been designated for the New Year's Eve celebrations?

£200,000

1975 / 2003 - Congestion Charge Angie Bray Will the Mayor guarantee that, if he is re-elected and he expands the congestion charge zone westwards, every single resident will get a 90 per cent discount on the congestion charge?

Yes.

1976 / 2003 - Congestion Charge Zone Angie Bray Can the Mayor categorically say that not one Police Officer was used in the recent consultation with motorists in and around Kensington and Chelsea regarding the possible expansion of the congestion charge zone? If he cannot, can he please tell me how many officers were used, at what cost and the reason for their use.

I believe you are referring to TfL’s surveys of traffic patterns undertaken as part of their ongoing technical feasibility work into a possible western extension of the charging zone. These surveys were carried out at 18 sites during the Spring and Autumn of this year. They involved a roadside survey for which TfL followed best practice procedures set out by the DfT with due regard to health and safety.

It is a legal requirement for all such roadside surveys to be controlled by the police. Only police officers willing to volunteer for overtime duty were used. Two police officers were involved at any one time, with two shifts

2 Appendix D daily, one in the morning and a second in the afternoon. The daily cost per site was £1,000 and the total cost was £18,000. This is paid for by TfL.

1977 / 2003 - Renewable Energy Equipment Darren Johnson Oral answer What are you doing to kick start the manufacture of renewable energy equipment in London?

1978 / 2003 - Know what you're getting into campaign Darren Johnson Will the Mayor listen to the concerns of the Fawcett Society and adapt the "Know what you're getting into" publicity campaign to make the safety implications around mini-cabs clearer to women, given that your current campaign does not clearly elucidate that the licensing of both drivers and vehicles will not be completed for some considerable time?

Can you give estimated time frames for the completion of phase 2 (drivers) and phase 3 (vehicles)?

The ‘Know What You’re Getting Into’ campaign was specifically designed to highlight the dangers of illegal taxi-touts. It is these touts that are responsible for a significant proportion of assaults by strangers on women.

The first phase of licensing the legitimate private hire trade – licensing operators - was completed in summer 2002 and has been very successful with licensed operators now controlling the work of some 40,000 cars and drivers. Licensed operators are required to keep records of every driver, and every job they undertake. While it is important to also complete the licensing of drivers and vehicles, members of the public should feel safe if they have pre-booked their journey with a licensed mini-cab firm.

Driver licensing started in June this year and will take three years to complete. Vehicle licensing will start early in the New Year and will take one year to complete.

1979 / 2003 - TfL Safer Routes to School and 20 Miles Per Hour Zones projects Andrew Pelling How much money has been spent on introducing bus lanes and how much money has been spent on the Safer Routes to School and 20 Miles Per Hour Zones projects by TfL since the creation of that organisation in 2000?

Figures on the cost of introducing new and improved bus lanes in London, on the Transport for London Road Network and borough roads 3 Appendix D (via TfL funded London Bus Priority Network and London Bus Initiative programmes) are as follows:

2000/01 - £5.2M 2001/02 - £5.8M 2002/03 - £10.1M (rise in expenditure due to Congestion Charging complimentary measures) 2003/04 - £6.8M (forecast)

These figures include the cost of complimentary transport measures implemented as part of bus lane schemes, such as parking and loading facilities and improvements for pedestrians and cyclists.

Figures on the cost of Safer Routes to School and 20mph zones are available from financial year 2001/02, and are as follows:

Safer Routes to School

2001/02 - £3.5M 2002/03 - £6.7M 2003/04 - £6.5M

20mph zones

2001/02 - £1.8M 2002/03 - £3.8M 2003/04 - £3.4M

1980 / 2003 - Outside consultants Eric Ollerenshaw Will the Mayor please state how much money has been spent by a) core GLA; b;) LDA; c) TfL; d) LFEPA on outside consultants since 2000.

The accounting arrangements in the different bodies do not provide for all expenditure on consultants to be specifically identified as such and therefore the information requested is not immediately available. I will write to you with details as soon as information is available.

1981 / 2003 - Legal fees

Eric Ollerenshaw Will the Mayor please state how much money has been spent by a) core GLA; b) LDA; c) TfL; d) LFEPA on legal fees since 2000.

The information requested is being sought and I will write to you with details as soon as information is available.

1982 / 2003 - 434 bus route passenger loadings Andrew Pelling Please could you detail passenger loadings on the new 434 bus

4 Appendix D route, together with any information that is available on passenger loadings from Purley to Caterham and from Purley to Woodcote.

Route 434 has been operating since the end of August, so there is very little data yet available. Data from the ticket machines indicated initial usage of about 200 trips a day. This has now increased to around 500 trips a day and London Buses expect usage to continue to increase. Travel patterns on a new route normally take between 6 to 12 months to stabilise. As is usual practice, London Buses will review route 434 once at least 12 months worth of operational data is available.

1983 / 2003 - Private sector input into public transport Andrew Pelling Would you prefer there to be no private sector input into public transport?

I am keen to see the most cost effective solution for London’s public transport services. Sometimes this will be the public sector and at others the private sector will be most appropriate. What is key is that these services are run to maximise the benefit for London.

1984 / 2003 - Sustainable transport infrastructure Andrew Pelling What support can TfL give to promoting a sustainable transport infrastructure in line with the South Wandle Regeneration Strategy?

TfL’s general transport improvements, particularly to the buses, will assist Soutrh Wandle. SWELTRAC (a partnership of boroughs in south and west London) has in 2003/4 received £300,000 funding from TfL through the BSP process to implement access improvements to industrial estates in the South Wandle area. Estates that will benefit from funding include Ullswater (in Croydon), Merton (in Merton), Kimpton (in Sutton) and Wimbledon Stadium (in Wandsworth).

1985 / 2003 - The Londoner Newspaper Andrew Pelling What is the total annualised cost of issuing the Londoner including all staff overheads?

How many requests have there been in response to the offer to translate the Londoner into languages other than English? What has been the cost of these translations?

The direct cost of producing and distributing eleven editions of The Londoner in the current year is estimated to be £3.475m. Every edition of The Londoner is distributed to between 2.9 and 3.1m London households. The direct cost of each issue per household is 11p, which compares well with similar borough publications. Examples of the cost per 5 Appendix D household of other borough publications are as follows:

Barking and Dagenham: 18p per issue, £2.16 per year Croydon: 12p per issue, £1.20 per year Greenwich: 10p per issue, £2.40 per year Hackney: 13p per issue, £3.25 per year Haringey: 19.5p per issue, £2.34 per year Southwark: 22p per issue, £1.32 per year

The indirect overhead costs for staff and accommodation are estimated at £225,000 a year.

For the 2 issues published in 2002/03 and the first six issues published in 2003/04 we have received 351 requests for translations. Each translation costs approximately £285.

1986 / 2003 - Extension of 130 bus route from Norwood Junction to Thornton Heath Andrew Pelling Currently, there is no bus link from Norwood Junction to Thornton Heath. Would it be possible to consider extending the new 130 bus on from Norwood Junction to Thornton Heath?

London Buses have been asked to provide this link on previous occasions. Various options have been investigated by TfL. However, none of these proved to be worthwhile. London Buses will be happy to re-examine the issue when services in the area are next reviewed.

1987 / 2003 - Brixton Underground Station Closure Valerie Shawcross Oral answer In light of TfL plans to close Brixton tube station whilst asbestos is removed, what plans do TfL have for: A) providing additional bus and rail services to and from Brixton and B) providing individual advice to passengers on alternative public transport routes?

1988 / 2003 - Tube Derailments John Biggs What advice has TfL from the Health and Safety Executive over safety following the recent tube derailments?

Immediately following each derailment, HSE inspectors (from Her Majesty's Railway Inspectorate [HMRI]) attended the scene indicating which evidence must be preserved. Having satisfied themselves that this had taken place, the HSE handed the sites back to London Underground Ltd (LUL), so that LUL could begin service recovery and its own (LUL) formal investigations. HSE will conduct its own investigations and report in due course.

6 Appendix D

1989 / 2003 - Transport Spending John Biggs Oral answer Do you see a positive role for the Assembly in supporting elements of the Transport Spending Review bid or should our relationship with you be purely adversarial?

1990 / 2003 - Private Hiring License John Biggs What steps are you taking to avoid a potential crisis in the Christmas and New Year period with registration delays leading to an insufficient number of available private hire drivers?

I have written to Tony McNulty, Minister for Transport in London, inviting him to amend the regulations, allowing the Public Carriage Office to issue temporary permits to private hire driver applicants who have submitted completed forms and the appropriate fee. Such permits would be valid for up to three months during which time the applicant could act as a private hire driver pending grant or refusal of a full licence following a Criminal Record Bureau check.

I see this as achieving a balance between the risks associated with drivers avoiding the licensing process (and, perhaps, becoming touts) and/or there being a shortage of drivers, and of allowing applicants to drive before the full range of checks have been completed. By submitting the required documentation and fee I believe the applicant will have demonstrated a degree of commitment similar to that of existing drivers who have been granted longer term temporary permits under existing provisions.

This transitional scheme would last only until 2006 by which time it is expected that the private hire trade will have become better adapted to working within a regulatory framework and the application process will have been streamlined.

1991 / 2003 - Automatic Vehicle Location (AVL) John Biggs Can you explain your reasons for freezing all further extensions of the AVL system and all further implementation of the real time Countdown service at bus stops?

London Buses has recognised that the current technology which delivers the AVL and Countdown systems is out of date and is starting the process of renewal. This will allow them to take advantage of the most recent advances in technology to better control services and provide real time information to passengers.

In the meantime the current AVL system will remain operational and improvements will be made to the maintenance and support processes.

On Countdown, the roll-out of additional signs is currently suspended 7 Appendix D while improvements are made to the underlying systems. London Buses is concentrating on getting the best level of availability and accuracy on the existing signs before considering increasing the number.

Transport for London is fully aware of the value passengers place on good quality information and are working hard to expand the range of ways in which it is provided.

1992 / 2003 - "Not in Service" Buses John Biggs London Buses replied to one Londoner regarding the costs of running buses displaying "Not in Service" on the 82 route between Potters Bar and North Finchley:- "On Route 82 the annual scheduled mileage covered by buses running "Not in Service" to Potters Bar is 187,726 miles. This involves approximately 4,500 driving hours per annum. The annual consumption of fuel for these journeys is approximately 35,000 gallons or 159,000 litres"

Why are bus services like this one routed to send empty buses the equivalent of 7½ times around the equator each year?

It is necessary for buses on route 82 to run ‘Not in Service’ to and from Potters Bar garage for driver-changeovers and to garage buses overnight. This would also be the case for other services that operate ‘Not in Service’. In the case of route 82, the annual mileage that is completed by buses running in service is approximately 869,000 miles. This represents 83% of the total mileage covered.

The routeing taken by bus services (including the start and finish points) is determined according to passenger demand, rather than by the location of bus garages or other infrastructure. There would be a significant extra cost in routeing the 82 to operate in service between Potters Bar and North Finchley. This would not be justified since the section between North Finchley and Potters Bar is covered by routes 125, 263, 34, 234 and 326 amongst others, which adequately meet the demand for buses in the area.

1993 / 2003 - Taxi ranks John Biggs Given that over 17% of the taxi ranks in Westminster alone are in the centre of the road and require a 25-foot turning circle to be operated without causing congestion due to taxies doing three point turns, and over the last 40 years the proportion of ranks in the centre of the road has remained at 15 20% and these ranks are predominantly the larger ranks in high pedestrian flow/important areas of London what is the estimated cost, in time and money, to TfL of altering all the taxi ranks in London that currently require taxis to be able to turn within 25 feet?

8 Appendix D Brief the answer could have a crucial bearing on the decision as to whether the turning circle is abolished; converted van taxis come into London; passengers are confused between private hire and taxis and the famous London taxi is in danger of disappearing from London’s streets.

I am unable to give an estimate of the cost of altering all the ranks requiring a 25-foot turning circle since to do so would require an extensive survey of all the sites concerned. Whilst it may be possible to re-site some ranks without difficulty, some might require physical modifications to the road layout, variations to waiting restrictions or amendments to traffic management orders. All would be likely to need new road markings.

You will appreciate that kerbspace is at a premium in London and in relocating taxi ranks consideration would need to be given to the safety of drivers, passengers and other road users at the proposed revised locations; the proximity to the sources of demand for taxis; and the accessibility of the ranks for those with disabilities. However vehicles with a larger turning circle may offer compensating benefits in other respects.

As you are aware, the turning circle of London taxis is one of three elements of the review of the Conditions of Fitness that is being re- examined following a judicial challenge. The need for a tight turning circle in order to access taxi ranks is one of the issues that will be considered again as part of that re-examination. I would not wish to prejudice the outcome of the re-examination by commenting further at this stage.

1994 / 2003 - Willesden Junction Station Toby Harris Does the Mayor support the development of a platform at Willesden Junction Station to enable West Coast Mainline trains to stop at the station and, if so, what is he doing to make this happen?

Option analysis undertaken by the Crossrail Project Team investigated stopping mainline long distance trains at a new interchange at Willesden Junction which would also be served by Crossrail line 1. The conclusion from the analysis was that even with Crossrail there was insufficient justification to stop mainline long-distance mainline services at Willesden Junction. To do so would extend the journey times of through trips by approximately 3 minutes. In addition, given the current pattern of train services there is also insufficient line capacity to enable trains to stop there.

1995 / 2003 - Bus services in outer London Toby Harris What attention is given to mobility problems of passengers alighting near Outer London hospitals, and is any effort made to assess the ease of access for people going to and from the bus stop to the main hospital units?

9 Appendix D

London Buses is introducing fully accessible buses across the fleet and over 80% of the fleet is now operated with these vehicles. This benefits passengers travelling to/from hospitals as well as making other trips. If hospitals are being re-developed or new hospitals being built, London Buses does try to ensure that bus stops are as close to the entrances as possible.

With existing hospitals, walking routes within the grounds are the responsibility of the hospital authorities and crossing points are largely the responsibility of the highway authorities. Whilst London Buses makes every effort to provide stops close to hospital entrances, they are dependent on others to ensure ease of access for people going to and from the bus stop. London Buses works closely with hospitals to improve facilities for buses, where access is a problem.

Taking Northwick Park Hospital as an example, London Buses has secured space within the grounds of the hospital for a bus stand, greatly improving access to the main entrance for passengers with mobility problems. London Buses also intends to install 2 additional stops along the Perimeter Road near to the other entrance to the hospital, improving access to the Nursing accommodation wing and other services that the hospital offers. London Buses intends to begin work on these improvements from April 2004.

1996 / 2003 - Bus complaints Toby Harris How many complaints has TfL received about Sovereign regarding bus routes serving Harrow and can the Mayor give a breakdown of these?

A breakdown of complaints related to Sovereign routes is attached. This shows complaints received since the beginning of this reporting year.

Sovereign has been providing an unacceptably poor service in Harrow and Edgware for too long. After prolonged pressure from London Buses, fortunately, Sovereign has recently been taken over by one of the bigger and better quality London operators. The company’s performance has been improving, and although not yet acceptable is showing signs of consistently better performance. I have instructed Peter Hendy to keep on their backs until their performance is as good as, or better than, the rest of the bus network.

1997 / 2003 - Bus Services to Northwick Park Hospital Toby Harris There are clear advantages in extending the H14 route to make it circular, from Uxbridge Road down St Thomas Drive, George V Avenue and Pinner Road? Will the Mayor make a commitment to making changes to the bus services for residents of George V Avenue and Pinner Road, including those who want to go to Northwick Park Hospital?

10 Appendix D Most of the services in the Harrow area have been reviewed recently as part of the tendering programme (with new contracts due to start in September 2004). London Buses are now discussing proposals for the Harrow services with the affected boroughs and others. Proposals include enhanced frequencies for routes H10 and 182 which currently serve the Hospital and a possible extension of route H17 (Wembley – Harrow) to Stanmore via the Hospital and the Kenton and Belmont areas. This would provide many new links to the Hospital.

Serving George V Avenue was examined as part of the review but a cost- effective way of doing so could not be found, primarily as there are few residents there and the majority of those are already within walking distance of a bus service.

1998 / 2003 - Bus Services to Northwick Park Hospital from Brent Toby Harris Bus links to Northwick Park Hospital from the southern part of Brent are inadequate. What plans are there any for improving them? Will the Mayor commit to extend the No. 18 route northwards?

TfL have investigated the feasibility of extending route 18 to Northwick Park Hospital, however, this route would duplicate route 182 between Wembley and the Hospital, although it would provide new links from the Harlesden and Kensal Green areas within Brent. The investigation showed that the extension of this route could not be justified at the present time. However, TfL will continue to keep bus improvements to Northwick Park Hospital under review.

1999 / 2003 - Bus Services to Northwick Park Toby Harris Further to question 1575/2003 asked on 17 September can the Mayor tell me how many complaints have been received by TfL regarding the routes currently serving Northwick Park hospital and which operators are currently providing those services?

Northwick Park is served by routes 182, 186, 223, H10, H14 and H18. A breakdown of the complaints received about these routes is attached. This shows complaints received since the beginning of April 2003. Please note, these refer to all complaints about all of the routes and not specifically to those relating to passengers boarding or alighting at Northwick Park. It is not possible to disaggregate them further.

Routes 182, 186 and H14 are operated by Metroline. Route 223 is operated by First. Route H10 is operated by Sovereign. Route H18 is operated by Arriva (The Shires).

London Buses is working with each operator to overcome problems and raise standards of service.

Please see the Excel file that is attached to this response.

11 Appendix D

2000 / 2003 - Lower Sydenham Station Len Duvall Would TfL support a feasibility study into the relocation of Lower Sydenham Station to Bell Green?

The relocation of rail stations is usually very costly to achieve and in most cases this means that it does not represent value for money.

The planning of the National Rail Network is a matter for the Strategic Rail Authority. However, I will ask TfL London Rail to contact you to discuss this matter further.

2001 / 2003 - Bus ramps Jennette Arnold Whilst I welcome the results of the September fleet-wide bus ramp audit, showing a reduction in faulty bus ramps from 13.08% to 5.68%, will you give your assurance that you will continue to bring pressure to bear on TfL and the bus operators to ensure that the level of ramp availability achieves 100% by the end of 2003?

Yes.

It remains the aspiration of London Buses that the level of ramp availability is 100% by the end of this financial year (March 2004), and they will continue to bring pressure to bear on all operators to achieve and maintain this.

2002 / 2003 - Accessibility of Buses Jennette Arnold Is there any safety or other reason why drivers will only allow one buggy or pushchair to be carried unfolded, even when buses are not full?

Advice on the admittance of unfolded buggies and pushchairs is included in the new BTEC qualification that London Buses has commissioned. As you will know, this is a bespoke qualification that has been specifically designed for bus driving in London.

Refusal to allow people to wheel buggies or pushchairs unfolded onto the bus is largely at the driver’s discretion. It is anticipated that this will be done only when absolutely necessary (such as if the area for buggies/wheelchairs is already occupied) and in no circumstances should any passenger (whether seated, standing or in a buggy) be asked to get off the bus.

2003 / 2003 - School buses Diana Johnson

12 Appendix D What evaluation have TfL made of the relative costs and benefits of: 1) Introducing free bus travel for school age children on buses 2) Introducing a comprehensive school bus service ?

Nearly 50% of children at secondary schools in London use public transport to get to school and 38% walk. For primary schools, 62% walk and 31% are taken in cars. Approximately 150,000 children use the TfL bus network each schoolday. There is thus a very significant use of public transport for getting to secondary school but less so for primary schools.

As part of a programme to understand if there are further cost effective ways to reduce car use, including walking, cycling and further bus provision, London Buses recently carried out a survey of parents who drive their children to school. The research showed that 72% of the children driven to primary schools live within two miles of their school. For secondary schools this falls to 53%. Parents are interested in the concepts of “walking buses” and further bus provision, though the level of uptake is quite sensitive to the price charged. London Buses is now following up this research with more detailed work on the costs and the practical issues associated with dedicated school buses.

Children under the age of 12 will travel free on buses from January 2004.

2004 / 2003 - School buses Diana Johnson What difficulties would there be in ensuring that every London school pupil could use a dedicated bus service to get to school given the Greenwich judgment?

Further to question 2003/2003, London Buses is undertaking detailed work on the costs and the practical issues associated with the provision of dedicated school buses. This follows a recent survey of parents who drive their children to school, to understand if there are further cost effective ways to reduce the school-run, including walking, cycling and further bus provision.

Of course a key factor in all this would be how it was to be funded.

2005 / 2003 - Road safety around schools Samantha Heath What advice can TfL give on parking restriction enforcement to those boroughs such as Bromley, who consider enforcement of restrictions around schools to be pointless?

Parked cars add to the dangers faced by child pedestrians, especially around schools. Enforcing against and removing parked cars where children congregate is very likely to have a beneficial road safety effect.

It is each Borough’s responsibility to organise its enforcement resources to deal with local problems including those around schools. TfL can provide assistance to the Boroughs to help deliver their enforcement strategies around schools. For example, where school clearways exist 13 Appendix D these can be enforced by Parking Attendants but Boroughs can consider whether to use CCTV cameras to enforce such clearways. Camera enforcement can be more effective and deals with the “drive away” problem normally associated with this type of enforcement.

Boroughs could consider some form of parents’ parking scheme to recognise that many parents will want to drive their children to school. Such a scheme could attract a fee to reduce costs to the Borough and enables parking to be regulated and controlled.

2006 / 2003 - Free Travel on the Tube for Special Constables Jennette Arnold Further to question number 1412/2003, can you update me on whether TfL will be bringing the tube into line with London Buses in terms of free travel for Special Constables?

I can confirm TfL is intending to bring the tube into line with London Buses and that we hope to implement this early in 2004.

2007 / 2003 - Private Hire Vehicle Licensing Jennette Arnold Can you tell me when the regulations for private hire vehicle licensing will be published and when do you expect to begin licensing vehicles?

TfL and the Department for Transport plan to approve the final regulations by the end of 2003. Vehicle licensing is anticipated to start during the first quarter of 2004.

2008 / 2003 - Taxi rank symbols

Jennette Arnold Further to question number 1382/2003, have TfL come to a conclusion about the possibility of adding taxi rank symbols to the relevant locations on bus, tube and rail maps to help people get home safely at night?

TfL has investigated your suggestion and agree that providing more information on the location of taxi ranks is a good idea. However, it would be difficult to include this on the already complicated tube and bus maps. In addition, TfL is working to include key taxi ranks on the on-line Journey Planner. To do this, locations must first be fully coded and the ranks classified for frequency and availability of service. Similarly, work is also being undertaken to improve the provision of taxi rank information at the Travel Information Call Centre. Taxi rank information is already included in the printed local Out & About Guides.

There is no intention at present to include taxi rank information or symbols on the already complicated and congested tube and rail maps. Nevertheless, this option will be revisited as part of the regular review of locations where multi-modal information could be useful to the travelling

14 Appendix D public.

2009 / 2003 - DNA profiles Toby Harris Oral answer Will the Mayor join me in condemning the Conservative sand Liberal Democrats for combining in the House of Lords to remove vital powers in the Crime and Disorder Bill which would have enabled the Metropolitan Police to make more use of DNA evidence in tackling serious crimes?

2010 / 2003 - Anti-social drinking Toby Harris Does the Mayor support town centre street drinking bans?

As Mayor my views on alcohol is that it plays a major part in life in the capital. Alcohol contributes both financially and socially to London. However alcohol exerts a heavy toll on individual families, communities, key public services and businesses in the capital.

I will be publishing my London Agenda for Action on Alcohol in a few weeks. This sets out my vision that alcohol plays a positive and proportionate role in the economic, social and cultural life of the city, adding to, rather than inhibiting a full expression of London’s diversity. It includes six objectives that I want to take forward with partners:

To reduce alcohol related crime, disorder and nuisance on the streets of the capital. To reduce economic loss due to alcohol To reduce the harmful effects of alcohol on children and families To reduce alcohol related accidents and injuries To support the development of accessible and effective treatment, help and support services for people with alcohol problems and their families To increase knowledge and understanding of alcohol use and alcohol- related harm, prioritising information about the impact of alcohol on equality in London.

I recognise that some boroughs have introduced bans or controlled zones to prevent street drinkers congregating in public areas, and causing nuisance. But street drinkers are often people who are socially isolated, in living in poor accommodation. Street drinkers gather together for company. As I will outline in my forthcoming Agenda for Action on Alcohol, I want to see a consistent and co-ordinated approach to street drinking across London that reduces social exclusion and addresses the health and welfare needs of street drinkers.

2011 / 2003 - Step change Diana Johnson Oral answer On what basis will neighbourhoods to be included in the pilot of Step Change in each borough?

15 Appendix D

2012 / 2003 - Step Change Pilots for Barnet Jennette Arnold Will the Mayor make representations to the Commissioner to encourage consideration of the Finchley East and Coppetts wards as pilot neighbourhoods for Step Change in Barnet?

I am meeting the MPA/MPS at the end of November to discuss their budget submission. I have asked the Police to include proposals setting out how the Metropolitan Police can grow to 35,000 and deliver more police on the streets.

I want to see every neighbourhood in London having a dedicated team of visible police officers working with the local community to address their concerns. This programme of growth and change in policing style, the Step Change programme, should deliver three new teams of six officers for every borough in London next year, as the first phase of this major growth and development of policing. The decision about which neighbourhoods these teams will be based must be a decision that is taken locally. I want to see the borough commanders consulting a wide range of different groups – not just the local authority, assembly members or the local police community consultative groups, to determine where the teams in the first phase of the Step Change programme, should be based.

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2013 / 2003 - Step Change Pilots for Bromley Samantha Heath Will the Mayor make representations to the Commissioner to encourage consideration of the Crays, Penge and Mottingham as pilot neighbourhoods for Step Change in Bromley?

16 Appendix D This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2014 / 2003 - Step Change Pilots for Brent Toby Harris Will the Mayor join me in making representations to the Commissioner to encourage consideration of Stonebridge as a pilot neighbourhood for Step Change in Brent?

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2015 / 2003 - Step Change Pilots for Merton Samantha Heath Will the Mayor join me in making representations to the Commissioner to encourage consideration of Lavender, Figges Marsh & Cricket Green areas of Merton as pilot neighbourhoods for Step Change in Merton?

17 Appendix D members or the local police community consultative groups, to determine where the teams in the first phase of the Step Change programme, should be based.

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2016 / 2003 - Step Change Pilots for Haringey Nicky Gavron Will the Mayor join me in making representations to the Commissioner to encourage consideration of White Hart Lane and Crouch End areas of Haringey as pilot neighbourhoods for Step Change in Haringey?

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2017 / 2003 - Step Change Pilots for Lewisham Len Duvall Will the Mayor join me in making representations to the Commissioner to encourage consideration of the Telegraph Hill and Downham/Grove Park areas of Lewisham as pilot neighbourhoods for Step Change in Lewisham?

I want to see every neighbourhood in London having a dedicated team of visible police officers working with the local community to address their concerns. This programme of growth and change in policing style, the Step Change programme, should deliver three new teams of six officers for every borough in London next year, as the first phase of this major growth and development of policing. The decision about which 18 Appendix D neighbourhoods these teams will be based must be a decision that is taken locally. I want to see the borough commanders consulting a wide range of different groups – not just the local authority, assembly members or the local police community consultative groups, to determine where the teams in the first phase of the Step Change programme, should be based.

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2018 / 2003 - Step Change Pilots for Greenwich Len Duvall Will the Mayor join me in making representations to the Commissioner to encourage consideration of the Middle Park area of Eltham as a pilot neighbourhood for Step Change in Greenwich?

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2019 / 2003 - Police Rank Structure Jennette Arnold What discussions has the Mayor had with stakeholders about possible expansion of the rank structure for the MPS below the rank of Inspector?

I have had no discussions with either the Metropolitan Police Service or Metropolitan Police Authority regarding the possible expansion of the rank structure below the rank of inspector. This is an operational matter for the Commissioner’s consideration.

2020 / 2003 - Racism in the Police

19 Appendix D Jennette Arnold What measures has the Commissioner put in place to reduce the chances of racists being recruited in to the MPS?

The Commissioner has made several public media statements emphasising his commitment to eradicating all forms of unacceptable behaviour in the Metropolitan Police Service. The Commissioner has recently established a working group to bring together all the good work already undertaken by the service in relation to race and diversity. Part of this work will include communicating with internal and external customers and supporting similar reviews carried out by other bodies.

The Terms of Reference for this Working Group are:

1. Review of Hendon Training School, recruitment processes and systems 2. Mapping of current work being undertaken within the MPS around diversity, complaints, fairness at work and related issues 3. Through consultation with the widest range of stakeholders to identify key themes for the new MPS Diversity Strategy (the Diversity Board will develop the strategy by 1st April 2004)

The GLA has worked closely with the MPS over the past three years to challenge and eradicate racism in the service. We will continue to support them in their endeavours and of particular importance is the need to eliminate the recruitment and employment of racists in the MPS. Furthermore, as you are no doubt aware, the CRE has announced a nationwide investigation into racism in police forces in terms of employment. My understanding is that this will be a focussed investigation reporting interim findings in the spring of next year. I have offered Trevor Phillips my full support and I will commit the resources required to ensure that we make a valuable contribution to this important inquiry.

2021 / 2003 - Taxi Watch John Biggs What efforts are being made to promote the taxi watch scheme, whereby cab drivers pass information to the police on suspicious activities they observe whilst working?

The Taxi Watch scheme is principally a partnership arrangement between the police, taxi drivers and Bromley Council. It was launched by Sir John Stevens on Monday 10 November 2003 when he opened the new police station in Bromley. The promotion of the scheme is being driven by the London Taxi Driver Association, the Metropolitan Police and Bromley Council.

The scheme has the potential to be of great benefit to the police and the local community and is entirely consistent with my aim of achieving safer streets. The Public Carriage Office will be monitoring this initial scheme with interest and evaluating the potential for wider use across London.

2022 / 2003 - British Transport Police Authority 20 Appendix D Diana Johnson What discussions have TfL, or the Mayor, had with the Department for Transport over London representation on the BTP Authority?

Officers of TfL have had a number of informal discussions with DfT on this issue as the proposals for the new British Transport Police Authority (BTPA) have developed. The DfT have recently advertised a number of positions on the BTPA in the national press and these are being selected through open competition. In addition, the Railways and Transport Safety Act 2003 states that “at least four persons who have knowledge of and experience in relation to the interests of persons providing railway services” should be included in the membership of the BTPA.

At the current time Mike Brown, the Chief Operating Officer of London Underground Limited, sits on the existing BTP Committee. It is important that similar or expanded representation is available on the BTPA and discussions are ongoing in this regard. As part of this process TfL have recently been invited to propose at least two names for appointment by the Secretary of State to one of the positions included in the group of four people mentioned above.

2023 / 2003 - Capital Standard Samantha Heath What plans does the Mayor have to further develop the Capital Standard Programme?

The Capital Standards programme is run by a steering group, which consists of four borough representatives and one each from, the ALG, ENCAMS and the GLA. At recent steering group and full network meetings, future initiatives have been discussed but not agreed. Some of the issues that have been brought forward as areas to be developed into campaigns are: • Domestic refuse issues from flats above shops; • Further expansion of the Street Academy to include training for legal teams and more in depth training on specific issues; • Expanding the new Envirocrime database to include fly tipping and abandoned vehicles, in addition to graffiti; and • A London wide anti-litter campaign. • Working with newspapers to stop advertising from unlicensed waste carriers and ‘man with van’ adverts to help reduce fly tipping. Other work streams may result from the findings of the LEQS surveys.

If you have any further suggestions please let me know.

2024 / 2003 - Litter Diana Johnson Does the Mayor intend to support the proposals from Alun Michael MP to encourage fast food outlets to take greater responsibility for the waste that their products generate?

I welcome any proposals that will improve the street environment and 21 Appendix D public spaces for Londoners. Fast food outlets must take responsibility for the problems they can cause in degrading the local environment.

The ‘Voluntary Code of Conduct for Fast Food Littering’, launched on 28 October is currently being consulted on by DEFRA and comments are due by 30 January 2004. I will be preparing a full and considered response to the many detailed questions raised in the consultation paper.

2025/ 2003 Withdrawn

2026 / 2003 - Newham John Biggs Do you support Newham’s case to be afforded clear Inner London status, ending the ambiguous position currently occupies, part-in and part-out, and reflecting the higher living costs in the area?

I support Newham’s case in principle but would want to ensure their success was not at the expense of other poor authorities in London.

2027 / 2003 - TSSA John Biggs How many meetings has Redmond O’Neill cancelled with representatives of the TSSA?

One meeting was recently postponed.

2028 / 2003 - Professor Ivor Gaber Meg Hillier Can you detail any work being carried out for your office or the GLA by Professor Ivor Gaber?

As reported in my thirty-first Mayor’s Report to the London Assembly, Professor Ivor Gaber, an acknowledged expert in media analysis, has been commissioned to produce a research study through Goldsmiths College, University London to investigate the nature of the media coverage of the Greater London Authority. The research will be based on a number of case studies and will allow the authority to: provide information to the public more effectively, and to better pre-empt, when appropriate, potentially distorting media coverage, and help develop, over the long term, good working relationships with the London and national media.

2029 / 2003 - EMD Cinema - Waltham Forest Meg Hillier EMD cinema - Will you work with Waltham Forest Council and the LDA to help secure the building’s future as a cinema?

I have been happy to support the London Borough of Waltham Forest in their attempts to preserve the Walthamstow EMD as a cinema, including 22 Appendix D writing to the Deputy Prime Minister on the matter.

I have asked the LDA to continue working with the LB Waltham Forest on this issue and on the implementation of the wider masterplan for Walthamstow Town centre. I am aware that the LDA is being kept informed of progress on the cinema by colleagues in LB Waltham Forest through the Upper Lee Valley Matrix partnership and will be exploring ways of utilising the LDA's expertise and resources to support this scheme.

I note and welcome the recent report on Cinema provision in London 'Picture Perfect', and welcome the emphasis that the report gives to the need to enhance provision on film and cinema throughout the whole of London.

2030 / 2003 - September Bus Ramp Jennette Arnold Can you provide me with a full breakdown of the figures from the September bus ramp audit?

TfL have provided your office with a full breakdown of these figures.

2031 / 2003 - Penalties for Bus Operators Jennette Arnold Further to question 1614/2003, what final decision has been taken with regard to the imposition of penalties for bus operators with a high failure rate of bus ramps?

Those operators with a failure rate of over 8% will continue to report daily on the proportion of available, fully operational ramps. London Buses do not propose to impose penalties at this stage because of the progress that has been made generally. Further to question 2033/2003, London Buses will next carry out a ramp audit during March 2004, and will review the possibility of imposing penalties once the results are known.

2032 / 2003 - Travellers and the Olympic masterplan Meg Hillier Will you support travellers’ needs in the Olympic masterplan?

Yes. I can confirm that the LDA will seek to provide space for travellers’ sites in the masterplan, and work with the boroughs to identify new sites for any residents of these sites who will have to move as part of the regeneration of the area.

2033 / 2003 - Bus ramp audit Jennette Arnold When will the next audit be carried out to enable us to assess 23 Appendix D whether 100% of bus ramps are fully operational?

The next ramp audit will take place during March 2004.

2034 / 2003 - Intimidation Meg Hillier What is TfL’s policy on dealing with staff who intimidate passengers on buses and what information do you expect to receive from bus companies to show that they have dealt with it?

London Buses treats complaints from passengers very seriously. Any case of intimidation is brought to the attention of the appropriate operating company for further investigation and action. In the case of complaints against Revenue Inspectors, this is brought to the attention of the Inspector’s line manager for investigation and action.

As you will know, the details of disciplinary action taken in such cases is confidential, and a matter between the employee and his/her employer. However, London Buses would expect an operator to confirm that the appropriate action has been taken.

2035 / 2003 - Angel junction Meg Hillier What plans do TfL have for making it safer for people to cross at Angel junction? I recently carried out a snapshot survey and found that the average waiting time to cross was 74 seconds so long that a lot of people cross unsafely. Given that the Department of Transport advises a maximum time waiting time of 1 minute will you re-look at this crossing?

TfL is committed to improving the availability, safety and convenience of pedestrian crossing facilities generally and in recent years a number of new pedestrian facilities have been provided in the area around the Angel. TfL are already working with the London Borough of Islington on a comprehensive study of traffic conditions in the Angel Town Centre, including options to improve this key pedestrian facility. In terms of priority, the crossing at the Angel tube station does not have a poor accident record compared to other similar sites, although pedestrian waiting times, at some times of the day, can be high.

2036 / 2003 - Congestion Charge Angie Bray Which local authorities from the UK were present at your six- month review of the congestion charge?

I assume you are referring to the “Congestion Charging Seminar: 6 Months On” held on the 23 October 2003.

The following UK local authorities attended the seminar: London

24 Appendix D boroughs of Brent, Camden, Ealing, Greenwich, Hackney, Hammersmith and Fulham, Haringey, Harrow, Hillingdon, Islington, Kensington and Chelsea, Lambeth, Lewisham, Merton, Newham, Tower Hamlets, Wandsworth, Westminster City Council and the Corporation of London.

2037 / 2003 - Bus Tickets Eric Ollerenshaw Do you have records to show how many people buy tickets before boarding the bendy buses?

All passengers must have tickets before boarding bendy buses. Around 11% of passengers on these routes are estimated to hold tickets purchased from roadside ticket machines (either single tickets or one day bus passes); other passengers use pre-bought saver tickets, travelcards or freedom passes.

2038 / 2003 - Step Change Pilots Valerie Shawcross Will the Mayor join me in making representations to the Commissioner to encourage consideration of Crystal Palace as a pilot neighbourhood for Step Change?

This is of course dependent on the acceptability of the MPA budget submission, and the Assembly’ decision on my consolidated budget.

2039 / 2003 - Crystal Palace Park Andrew Pelling You raise the issue of Crystal Palace in your November report. The LDA has been active in funding schemes to review the future of the Sports centre and in brining in the one-way system in Upper Norwood. Residents locally ask though what role the Mayor can play in improving a key London asset.

25 Appendix D Crystal Palace Park currently suffers from a lack of adequate access routes from the local district centre. There is no safe and attractive route for local people to enter the park by foot. What can the GLA do to secure plans to develop the access facilities to Crystal Palace Park in order to encourage pedestrian access, rather than cars, and to provide a better facility for the local residents?

Crystal Palace Park is owned by Bromley Council. Access issues are entirely a matter for them. I understand that most of the park is now publicly accessible and I will be urging the Council to ensure that it remains so.

2040 / 2003 - Crystal Palace Park Andrew Pelling A significant proportion of the Park’s overall area is currently out of bounds to the public. The area has been redeveloped for the benefit of the park users, but it is still fenced off and out of use. What can the GLA do to lobby for this area be reopened to the public so that they can enjoy full use of the Park’s facilities?

Apart from a small area near the TV mast, the remainder of Crystal Palace Park is now fully open to the public. The remaining small area will be opened in the next year when works to landscape and level the ground can be funded and carried out. I will be urging Bromley Council to ensure that the Park remains publicly accessible.

2041 / 2003 - Crystal Palace Park Andrew Pelling What long-term plans do you have for the use of Crystal Palace Park as part of the regeneration of the local area and its amenities?

Crystal Palace Park is owned by Bromley Council and its future is largely a matter for them. However, given the strategic location of the park - between 5 London boroughs - I have been participating in discussions with other public sector stakeholders to try and find a long term sustainable regeneration strategy for the Park. To achieve this, the first step is to ensure that the Athletics Stadium remains open and the NSC is replaced with a modern, suitable facility. To assist this, the LDA has funded feasibility work and I have committed myself to playing a role in ensuring that happens.

2042 / 2003 - Crystal Palace Park Andrew Pelling What plans should we pursue with other public bodies to secure the refurbishment of Crystal Palace National Sports Centre, either as part of the Olympic bid, or simply in order to improve the sporting facilities in London for residents and to add to the attractiveness of London as a sporting and leisure venue?

26 Appendix D

Although Crystal Palace NSC is unlikely to play a role as an Olympic events venue, it should play a key supporting and training role. In the run up to the bid, the stadium remains the country’s foremost athletics venue capable of generating a successful international sporting and TV audience and its potential closure in March 2004 could be seen as a failure by this country to get its sporting act together.

A Public Sector Stakeholder Group, including Sport England and Bromley, and local and national bodies, is in agreement that the NSC no longer meets many of the needs associated with elite sport, and should be replaced with a more sustainable community orientated centre. Elite swimming and other indoor training facilities would be pivotal elements in London in new provision aimed at supporting the Olympic bid. The athletics stadium would however need to remain and be refurbished to meet international standard, including the annual Grand Prix held every August.

To enable this, Government, Sport England and myself have agreed a package of £18.5 million to contribute to the overall cost of £31 million. I would expect the remainder to be met from a mixture of private funding and Bromley Council’s contribution. To date, Bromley council has not yet responded to this offer.

2043 / 2003 - Transport for London Eric Ollerenshaw Has Transport for London given any money to any of the Infraco companies since the Underground was handed over to Transport for London?

Since Transport for London took over the Underground, TfL has given to the Infraco companies, in accordance with the terms of the PPP contracts, the sum of £334m (from 14 July 2003 to 8 November 2003). Tube lines (JNP) has received £183m, Metronet (BCV) £77m and Metronet (SSL) 74m. These payments concern mainly the Infrastructure Service Charge which is the main form of payment that TfL provides to the Infracos through the PPP contracts.

2044 / 2003 - Transport for London Eric Ollerenshaw Did Transport for London give any money to any of the Infraco companies between the PPP contracts starting and the Underground being handed over to Transport for London?

There is only one instance in which Transport for London has given any money to the Infracos during the period between the PPP contracts starting and the Underground being handed over to TfL. This relates to Distribution Services (part of Tube Lines) which provides road transport (managing the car, light and heavy goods fleet) and waste disposal services.

27 Appendix D

2045 / 2003 - Allotments and Planning Darren Johnson Will you develop supplementary planning guidance to encourage the use of Section 106 agreements for the creation of new allotment sites in areas where they are needed?

The draft London Plan requires boroughs to produce Open Space Strategies to assess the needs for open space at a borough level. Where the provision of allotments is identified as a key issue at the borough level then they should be considered as part of an Open Space Strategy. The borough would audit the existing provision and make an assessment of the demand for allotments. Where a deficiency in provision is identified the opportunities to address them should be identified and protected. The borough should draw up an Action Plan to identify how such a proposal could be implemented including Section 106 agreements.

2046 / 2003 - Poor Bus driving Angie Bray Thank you for your letter concerning the 272 bus and the parked vehicle in Emlyn Road.

In the light of this and numerous other incidents reported over the last year, in which residents have noted the registration numbers of buses damaging cars in Emlyn Road, would you agree that the issue of driver training needs to be looked at with a view to improving standards?

London Buses have, as you know, commissioned a BTEC qualification specifically designed for bus driving in London. This is to improve the training of bus drivers (and so passengers’ experience of travelling by bus) across the network. The qualification includes modules on enhanced driving skills. In addition London Buses regularly monitor driving standards, with covert monitoring conducted by the Driving Standards Agency, the results of which are actioned by the operators.

In the case of route 272, London Buses have brought the complaints you mentioned to the attention of London United, who operate the route. Where information has been provided that would enable a driver to be identified, London United has confirmed to London Buses that appropriate action has been taken, which includes extra training where necessary.

2047 / 2003 - Post Office Closures Angie Bray Will the Mayor join me in stating opposition to the closure of 3 post offices in West Central – the branch in St Anne’s Road W11, Bloemfontein Road, W12 and Wood Lane, W12?

28 Appendix D

The closure of these 3 branches will leave considerably greater distances for a large residential population to access their nearest post office.

I have not received a request to support any campaigns opposing the closure of these post office branches, however I have been campaigning to keep post offices open in London and am concerned about the impact of the closure of post office branches on local communities. If you will give me details of these closures and any campaigns or efforts by the local community who oppose the closures I will be happy to look at them.

2048 / 2003 - TfL Questionnaires Angie Bray Oral answer Why is Transport for London spending taxpayers’ money, giving out questionnaires to residents of Kensington Gardens about cycle lanes in Rayners Lane? A constituent received a questionnaire compiled by Accent Marketing & Research, commissioned by Transport for London about this consultation on 20 September while in Kensington Gardens. What management process is in place to ensure that the money spent on consultation is not wasted through errors such as this one?

2049 / 2003 - Bus Services

Angie Bray In total, how much did TfL pay out last year in QIC bonuses to the London bus operators?

The net payment to Operators under the QIC (Quality Incentive Contract) performance payment mechanism, in the year ended 31 March 2003, was just over £2.5 million.

This consisted of £3.5 m of bonuses for routes that exceeded the reliability targets set by TfL, and £1m of deductions for routes that fell below the targets.

The financial incentives in the contracts with Operators, based on reliability targets, is one of the many measures that have been introduced during the last 3½ years, that have brought about the step change in London’s bus services.

Bus services are now the most reliable since performance figures were first collated more than a quarter of a century ago.

2050 / 2003 - New Bus routes Angie Bray How many new (rather than amended) bus routes have been 29 Appendix D introduced since 2000, and how many more are currently planned to be introduced?

London Buses plans changes in a network context. For example new route 494 was introduced in Summer 2000. It provides new links between Shirley and Lower Addiscombe Road and a service to the isolated Shirley Oaks area. However, it also replaced route 54 (restructured as part of the integration of the bus network with Tramlink) over Shirley Road so was not a completely new route. Another example would be route 440 which replaced about one mile of the southern end of route H40 but is essentially a brand new route north of Chiswick, providing new links to East Acton, Hammersmith Hospital and Shepherds Bush.

Discounting routes such as these, 15 totally new day routes have been introduced since the beginning of 2000 (RV1, T31, T32, 148, 323, 339, 360, 382, 388, 393, 394, 397, 414, 434 and 493). In addition a number of school day only services, new Sunday services and night bus routes have been introduced. London Buses are currently consulting stakeholders on the introduction of new routes 228 in Greenwich, 304 in Barnet and the 603 in Camden and Haringey.

2051 / 2003 - Transport for London Staff Angie Bray How many staff are currently employed by Transport for London and how are they distributed across the various TfL responsibilities e.g. Tube, Buses, core TfL etc?

Total TfL staff 18,172 Surface 3,246 LU 13,807 London Rail 52 Corporate Centre 1,067

2052 / 2003 - Emerald Centre, Hammersmith Angie Bray I understand that the Emerald Centre lease has run out and discussions are currently underway with TfL about the renewal. I also understand that the Emerald Centre community organisation objected to TfL’s proposal to build a bus stop outside of the centre and has recently received a heavy handed letter from TfL demanding that they withdraw their objection. Please can you explain why this serious objection has been dealt with in this way?

Hammersmith bus station has reached full capacity, and in order to accommodate additional buses to meet the increase in demand, the bus station requires expansion. In the short-term this will require the Emerald Centre to be demolished. However, as part of the comprehensive redevelopment of the area, TfL will include community facilities.

Because of this, it is possible for the centre to stay at this location. TFL

30 Appendix D has looked at ways in which the local groups could be compensated, including offering financial assistance to groups using the centre and an extension to their lease for a period of 3 months, to facilitate the process of redevelopment.

2053 / 2003 - Emerald Centre, Hammersmith Angie Bray I understand that the suggested rent for the Emerald Centre has been increased in a single step from £500 per month to £500 per week. Please can you explain this decision and the rationale supporting it?

The figures you quote are incorrect. The concessions rent of £200 per month had been frozen since the 1980s. The increase to £500 per month was to bring the rent in line with inflation over the same period. It is still substantially lower than other rents for community facilities in the area.

2054 / 2003 - Emerald Centre, Hammersmith Angie Bray I understand that TfL have recently changed the locks on the community building, preventing access by the various groups who use the centre. This occurred prior to any notification being received by the community groups. Please can you explain why the community groups were not given sufficient warning of the changing of the locks?

The Emerald Centre is leased by the Hammersmith Community Trust. It is they that manage the facility and hire the hall out to various community groups. TfL do not deal directly with the community groups themselves.

The Hammersmith Community Trust were fully notified in advance of the closure and as such should have ensured that this information was disseminated to the various groups.

2055 / 2003 - Emerald Centre, Hammersmith Angie Bray The lack of notice provided of TfL’s decision to change the locks has resulted in equipment belonging to some community groups being locked in the building. The 24/7 security service employed to guard the premises is now presenting a charge of £50 for the community groups to retrieve their own property. Given the failure of communication of the changes, and the adverse impact on community groups, please can you facilitate the community groups accessing the building to retrieve their equipment, free of charge, prior to any equipment getting damaged?

There is no question of community groups being charged to retrieve their equipment.

31 Appendix D TfL were aware of one instance of this and notified the security firm immediately that no charge should be made. If any groups require access to the site to retrieve their property TfL will arrange for this to take place.

2056 / 2003 - Emerald Centre, Hammersmith Angie Bray I believe that this centre was supported by the Mayor in its early days. Therefore, can you facilitate a discussion between TfL and the community groups to identify a way in which the Emerald Centre can still be used by the community?

TfL have agreed to include the new community facilities in the comprehensive refurbishment of the bus station.

In the interim period no facilities are possible on site, however, TfL have offered the council funding to assist the community groups in paying extra costs of hiring other community centres in the borough.

2057 / 2003 - Buses at Hammersmith Bus Station Angie Bray I have received a series of complaints regarding the bad behaviour and service by bus staff on buses operating from Hammersmith Bus Station. Problems include buses not stopping at designated stops, buses waiting for long periods of time because they are running “early” while others are not meeting the frequency promised, bus heaters still operating throughout the hot summer months etc. Please can you let me know how TfL intends to deliver buses that provide the service demanded by passengers in terms of frequency and timing as well as ensuring improved quality of bus journeys?

London Buses has taken a number of steps to improve the experience of travelling by bus. This is clearly reflected in the fact that bus patronage is at its highest rate since World War Two, with the best quality of service since records began. Customer Satisfaction Surveys confirm this with recent results showing that passengers have greater satisfaction with the bus network in London.

The steps taken include:

• The commission of a bespoke BTEC qualification for new drivers and conductors, specifically designed for bus driving in London. • The development of Quality Incentive Contracts that ensure that good performance is rewarded through a graduated payment scheme. Poor performance within the control of the operator carries with it a financial penalty. • New ticketing regimes, including the introduction of the Pay Before You Board zone, which is designed to reduce boarding times at bus stops thus reducing journey times. • Extra resources to tackle the effects of congestion, including extra

32 Appendix D supervision and bus priority measures. • The installation of CCTV cameras on buses to improve personal security and reduce the likelihood of graffiti or vandalism. • Greatly improving the information provided to passengers. Having access to simple and clear information has been identified as important to passengers. This includes the development of the development of ‘Out & About’ guides for groups with special needs (and for which London Buses was awarded first prize for Accessibility in the recent Association for Social Care Communicators awards).

2058 / 2003 - Congestion Charging Angie Bray I understand that the Mayor has received a complaint about someone being charged twice for the congestion charge in a single day. After alerting the cc call centre to the problem the man in question was told that no refund policy exists. Is it really true that there is no means of obtaining a refund in this situation? If a refund can be claimed, please can you advise me how this can be achieved? If there is no refund policy, please can you explain why this is the case? Finally, if there is a refund policy, please can you advise me why people are being informed that such a policy does not exist?

If a customer has been incorrectly charged twice for the same day then they will be refunded. All requests for refunds must be made in writing to: Congestion Charging, PO Box 2985, Coventry CV7 8ZR. All refund requests other than those set out in the Scheme Order are assessed on their merits.

TfL apologise to any customers who may have been misadvised. TfL have asked Capita to rebrief all customer-facing staff including a significant number of new staff recruited to meet the performance requirement of the Supplemental Agreement to ensure that the correct advice is given at all times.

2059 / 2003 - Traffic lights at Junction of Cromwell Road & Earls Court Road, SW5 Angie Bray Please can you advise me why the traffic lights at the junction of West Cromwell Road and Earl's Court Road do not have a sound function making it difficult for the disabled and the partial sighted to know when they can cross? Secondly, why are these lights 'blinkered' as this can make it hard to see whether they are operational? Finally, what is being done to prevent or fine cars that jump these and other red lights?

Audible signals are provided at crossings where there can be no confusion caused to those being guided by them. This usually means at sites where there is an all red crossing period and all traffic is stationary. At the junction of Cromwell Road & Earls Court Road, pedestrians cross parts of the junction while conflicting traffic is stopped, but non-conflicting traffic 33 Appendix D continues to run. In this situation, an audible signal for one part of the junction might be heard by someone waiting to cross another part of the junction and be misled into crossing when it is not safe to do so. The alternative is to mount tactile rotating cones underneath the pedestrian push button units. The current policy is to provide these at all relevant new sites and at relevant existing sites that are being modernised or undergoing a major modification. Rotating cones are provided at the pedestrian crossing in Earls Court Road just south of Cromwell Road.

The pedestrian crossing in Earls Court Road just south of Cromwell Road is the only part of the junction that is fitted with "louvres" (i.e. "blinkered"). This pedestrian facility does not show green to traffic at exactly the same time as the signals controlling the southbound traffic waiting in Earls Court Road at the Cromwell Road junction. The “louvres” are designed such that these drivers do not see the green signal appear at the pedestrian crossing and start to move too early from their stop line thus being in conflict with both pedestrians and other traffic.

Cromwell Road between Earls Court Road and Marloes Road was identified as requiring safety investigation following 5 (KSI – Killed or Serious Injury) accidents in a 36 month period to December 2002. Following a reported fatality in July 2003 at the junction of Earls Court Road and Cromwell Road, the study will now include the junction.

The London Road Safety Unit manages the accident and casualty database that is used to identify road safety problem sites in London, on behalf of TfL and the London boroughs. Sites that have road safety problems due to vehicles running through red lights can be included in the London Safety Camera Partnership programme for installation of red light safety cameras. The London Safety Camera Partnership was formed in March 2001 to manage the existing red light and speed cameras and to introduce new cameras where appropriate.

2060 / 2003 - Signage Elizabeth Howlett Why do London buses and tube trains no longer display signs asking passengers not to put their feet on the seats? Can these signs be reinstated?

All notices on buses are currently being reviewed to ensure that the information meets customers' needs and is simple, accessible, remains in good condition and up-to-date. In future, notices will also have a more positive tone. Customer research has shown that it is off-putting to both existing and potential customers to be presented with a list of rules with an authoritarian tone.

As part of this review, all requests for information that meet customers needs will be considered.

As regards the Tube, There is an advertising campaign out at the moment regarding this. The new posters were first put up on the system on 24 October 2003. Stickers are still up on trains where there are latitudinal seats (e.g. old District Line and Metropolitan Line) as the seats are close enough for people to stretch out their legs and reach the opposite seats. 34 Appendix D In trains where the seating is arranged longitudinally, the seats are not close enough for most people’s legs to reach across.

2061 / 2003 - Playing Fields Noel Lynch Oral answer Given the alarming rise in childhood obesity would the Mayor back proposals for a tougher regime to protect London playing fields from sale?

2062 / 2003 - Heathrow Airport Tony Arbour Does the Mayor join with me in welcoming the Report on the front page of the Times Newspaper on the 5th November, which claims that Heathrow Airport would not be accepted for a third runaway due to concerns over pollution which would prevent the granting of planning permission?

I have stated my position on further runway capacity at Heathrow in my response to the SERAS consultation detailing my environmental concerns. My response said ‘that it has not been demonstrated that it (expansion) can be done in a way that it does not breach EU air quality targets and is acceptable on noise and other environmental grounds’. I hope that the Government’s decision will reflect this case.

2063 / 2003 - Ashford Hospital Tony Arbour Will the Mayor take up with the Ashford & St Peters Hospitals Trust the understandable concerns that my constituents have particularly in Feltham, Bedfont and Hanworth about the proposed down grading of the Accident & Emergency Unit at Ashford Hospital?

I have no direct responsibility for NHS service provision and am not in a position to get involved in detailed consideration of local decisions about the delivery of health services. However, I am concerned to ensure that all Londoners have access to the full range of NHS services they require, and would be concerned about any reconfiguration of services that may adversely affect local provision. I will continue to work with the NHS on a range of issues related to health service provision across London, and would encourage your constituents to bring their specific concerns to the attention of the NHS locally.

2064 / 2003 - Transport for London Tony Arbour At a recent public meeting in Westminster a TfL official stated that they had taken on 500 Inspectors. Could the Mayor confirm this and state which areas they are inspecting?

35 Appendix D I can confirm that an extra 500 route controller’s (referred to at the meeting as roadside bus inspectors) have been appointed by the bus operators as part of the overall drive to improve service quality. They are delivering improved bus reliability and performance across the network, rather than in specific areas.

2065 / 2003 - Access to central London Tony Arbour My constituent Mr Henry Russell took over two hours to travel by public transport from Hampton to the Barbican. An average of 10 1/2 miles per hours. He would like to know what you as Mayor are going to do about improving access to central London from Hampton and balancing TfL’s budget other than just asking the Government to for funds?

As you will be aware, I do not control the National Rail Services. However, they are a vital component in London’s Transport network.

In response to passenger feedback, a pilot scheme for metro-style rail services was launched on four key South London routes. This scheme called Overground Network (ON) aims to encourage passengers to make more use of London’s off-peak National Rail train services and is a partnership between SRA, TfL and South West, Connex South Eastern and South Central Trains. One of the 4 routes of the ON (Waterloo to Teddington via Wimbledon) serves the greater Hampton area. From Hampton station one can take Buses 111 and 216 to Kingston station (an ON station) and from there take the train to central London.

Apart from the improvements in the rail network there have also been major improvements in Bus services in and out of London e.g. excess waiting time is at the lowest level ever recorded. Specifically for bus routes 111 and 216 that connect Hampton with Kingston new Quality Incentive Contracts were introduced from May and June 2003 respectively.

In regards to the second part of the question, I will have to restate that TfL’s budget for 2004/2005 is and will remain balanced. In fact, regardless of the outcome of the SR2004, TfL will continue to maintain a balanced budget from 2005/2006 onwards. However, if the Government doesn’t increase TfL’s funding over the levels already indicated, then London will experience a deterioration of its transport system.

2066 / 2003 - Night flights Tony Arbour What action is the Major taking to persuade BAA to reduce the 260 night flights in 2002 from Heathrow that broke noise regulations?

Responsibility for regulating aircraft noise at Heathrow rests with the Government, which works with BAA on many of the operational issues. The Heathrow Airport Consultative Committee, on which I am represented along with the London Assembly, provides one opportunity to seek progress on these matters. I would be very happy to discuss with the 36 Appendix D Assembly’s representative, Richard Barnes, what action may be best pursued through the Committee.

2067 / 2003 - Surbiton Station Tony Arbour At the recent consultation about improvements at Surbiton Station local residents were told that it was intended that everyone within a 3-mile radius of the station should walk, cycle or take the bus to the station. Does the Mayor think that this is really practical or just another unrealistic target from TfL?

I am not aware of any such TfL target. Clearly it would be unrealistic for everyone to walk from any given distance from a station. What my Transport Strategy suggests, and what I am sure TfL are seeking to achieve, is that as many people as possible access stations by sustainable means. Within the more immediate catchment of stations obviously walking is to be encouraged as are cycle and bus from all distances. TfL has a number of initiatives to make these modes more attractive as means of access to stations but there are no particular distances set down over which any individual mode or the sustainable modes generally are the target means of access.

2068 / 2003 - GP recruitment Tony Arbour Will the Mayor support my constituent Mr Saeed in his petition to try and persuade the Hounslow PCT and local Strategic Health Authority to provide more GP’s particularly in the Hounslow Heath Area of the Borough?

I have no direct responsibility for NHS service delivery and am not in a position to comment on the staffing levels within local health services. However, I am aware that there are concerns about the shortage of GPs in parts of London, as are those in the Department of Health and the NHS with whom I have contact. For further comment on this issue, I refer you to my answer about recruitment and retention of GPs given in response to your question 1943 / 2003 about Health Workers in Hounslow.

I would encourage your constituent to discuss his concerns with his PCT and Strategic Health Authority, and to involve himself in local Patient and Public Involvement initiatives as appropriate.

2069 / 2003 - Kew Gardens Tony Arbour Does the Mayor share with me the concern that the proposed removal of Kew Gardens Station from the District Line will have on the visitors to and staff world-renowned Kew Gardens and the National Archives?

Crossrail has already highlighted the improved access to the area that the new rail link would provide. Currently, Kew Gardens station is served by 8 District Line and 4 Silverlink trains per hour. Under the Crossrail 37 Appendix D scheme, this would increase to 12 Crossrail and 4 Silverlink trains per hour. A meeting has been arranged between Crossrail and the Royal Botanical Society for 26/11 to discuss the project’s proposals.

It is expected that the views of passengers on these proposals, as well as the new travel opportunities, improved journey times, and increased capacity that Crossrail would offer, will be discussed at the forthcoming public consultation opportunities.

2070 / 2003 - Schools in Richmond

Tony Arbour Will the Mayor join me in supporting Richmond Borough Council’s bid for a capital investment package in the Borough’s Secondary Schools to make up the neglect left by 19 years of Liberal Democrat misrule that failed to invest in the Borough’s Schools?

Clearly I support any additional investment in London’s vital local services, although I do not have enough local knowledge to make a judgement on the Liberal Democrat record in Richmond.

2071 / 2003 - Student Village at Surbiton Tony Arbour On what planning issues will the Mayor be making representations to the Government Inspector about the proposed Student Village on the old sewage works behind Lower Marsh Lane at Surbiton?

As you already know, I wrote to Kingston upon Thames Council in January 2003 in response to its consultation to state that the application is contrary to national, regional and local planning policy. As the Council did not subsequently resolve to grant planning permission, the case was not referred back to me. The Council has not sought my assistance at the public inquiry. I will not therefore be making any further representations, although the Council will forward my letter, and my officers’ report on this case, to the Inquiry Inspector.

2072 / 2003 - Turnham Green Station Tony Arbour What safety & capacity studies have been commissioned to measure the capacity at Turnham Green Station should Crossrail close the District Line Spur to Kew Gardens and Richmond?

Cross London Rail Links Ltd, the developer of the Crossrail scheme, has carried out initial safety and capacity studies at Turnham Green as part of its feasibility studies for the Paddington – Richmond & Kingston alignment. These studies show that the construction of an interchange at this station is feasible.

Further studies will form part of the detailed design, which Crossrail will undertake prior to the submission of a Bill. Public consultation on this stage of CLRL’s activity is planned to commence in Spring 2004. 38 Appendix D

2073 / 2003 - Kingston Railway Station Tony Arbour After several recent incidents particularly those involving disruptive youths at Kingston Railway Station, will the Mayor join with me in urging the rail companies to improve security and rebuild traveller’s confidence as a priority?

I am aware that there are issues at Kingston railway regarding personal security. The London Rail directorate of Transport for London are already in dialogue with South West Trains regarding a package of security improvements for this route including Kingston station. This should provide an enhanced level of security for the whole journey experience.

London Rail also have a meeting scheduled with the Borough of Kingston to specifically discuss issues at Kingston station, as the Borough representatives are concerned regarding this issue.

2074 / 2003 - West London Tram Consultation Lynne Featherstone In your Mayor’s Report you state; At my press conference on 21 October I indicated my intention to go to consultation over West London Tram in early spring 2004 if possible - before the Mayoral election. I have been encouraged by the positive response the proposed scheme has had amongst local residents and businesses and the urgent need to address the problem of rapidly increasing congestion in this area.

Please provide a breakdown of the number of positive and negative responses you have received for each constituency along the proposed route, divided into business / residents.

Transport for London’s opinion poll in spring 2003 found that 56% of local residents were in favour of the West London Tram.

Over the past few months TfL has been developing the design of the tram scheme, in discussion with the London Borough of Ealing and with representatives of 92 local groups which represent a wide range of residents, businesses and transport users. TfL has received a number of letters and comments from these groups which give confidence that the scheme is not only addressing key concerns (such as road closures), but is gaining widespread support throughout the community.

TfL is engaging with stakeholders in all of the boroughs affected, including local politicians, community groups and businesses. This informal dialogue will be a prelude to a formal public consultation conducted in Spring/Summer 2004, which will enable us to quantify support for the scheme.

2075 / 2003 - London Conference Sally Hamwee 39 Appendix D What sponsorship has been raised so far to help pay for the London Conference 2003?

So far we have confirmed sponsorship of £48,350 for The London Conference 2003.

2076 / 2003 - St Patrick's Day Advisory Forum Mike Tuffrey Who will sit on the Mayor’s London St Patrick’s Day Advisory Forum?

I have appointed Norah Casey to Chair my St Patrick’s day advisory Forum. Its composition has not yet been finalised.

I am currently approaching a number of people inviting them to sit on a St Patrick’s Day Advisory Panel, but the make up of the panel is not yet finalised. I will be happy to share the final line up when it is completed.

2077 / 2003 - The Londoner Mike Tuffrey It is some months since I received a copy of the Londoner through my door. Within what period after publication does the distribution contract require it to be delivered and what checks are carried out to ensure that the contracted distribution is required?

Distribution is scheduled to be completed over a two-week period. A week after the booked period 3,000 doorstep interviews are carried out to assess the effectiveness of distribution across London. Certificates of distribution are also received from newspaper distributors and Solus distribution teams. In addition, backchecking is carried out by the company coordinating the distribution package. All data collected is sent to the distribution company along with any reports of non- distribution. This information is then used to inform the choice of future distribution methods in particular areas.

In the past two months there have been considerable difficulties with Royal Mail distribution to large areas of London as a result of industrial relations problems.

Anyone not receiving The Londoner should contact The Londoner team (020 7984 4059) and provide details of their postcode so that the matter can be followed up.

2078 / 2003 - New Year's Eve Graham Tope What is the total GLA Group budget for New Year’s Eve? Please provide a breakdown of how this money will be spent.

The total confirmed budget for the strategic activity around promoting London over the Christmas and New Year period from the GLA group is 40 Appendix D £3.7 million

The breakdown of this budget is:

LDA: £1.8m for a promotion of London to visitors over the Christmas and New Year period Core GLA: £200,000 towards celebrating New Yes’s Eve TfL: £1.7 million to cover the costs in delivering an integrated 24-hour transport system in the capital for the night 31st Dec to 1st Jan. MPS: expenditure is not yet confirmed.

2079 / 2003 - New Year's Eve Graham Tope Oral answer Has a safety plan been agreed between all the relevant bodies for New Year’s Eve? What is the total cost of policing for the celebrations and how will this be funded?

2080 / 2003 - Streatham High Road/Streatham Hill (A23) Mike Tuffrey Please outline the current programme and timetable for improvements to Streatham High Road/Streatham Hill (A23) and please confirm that TfL funding for the project is secure?

The Streatham High Road Streetscene improvement (Streatham Drive Thru to Destination project) is a community led initiative to develop a public realm strategy for the area.

A partnership has been forged by the Streatham Town Centre office, between Lambeth Council, The Streatham Society and TfL Surface Transport. The Community Forum and Partnership Board have developed a series of phased improvements to promote the needs of pedestrians, shoppers, cyclists and public transport users.

The objectives are to improve the quality and liveability of the High Road by: -

Improving accessibility, public transport facilities and reducing street clutter, Utilising environmental and urban design best practice, Being cost effective and easily maintainable, Enhancing the local character and creating a positive image of Streatham, Promoting crime reduction and improving safety.

There are currently three areas of work in progress:

1 Footway, carriageway and streetscene improvements in Streatham High Road between St Leonard’s and Becmead Avenue. Works started on 2 September and are programmed to be complete by the end of March 2004. The funding is shared between the Office of the Deputy Prime Minister and TfL.

2 Bus priority improvements and strengthening of Streatham Station 41 Appendix D Bridge to bring the road back into full use. Preparatory works to the bridge will commence next month. The bus priority improvement works will begin in January and be completed by July 2004.

3 Streatham Hill, Leigham Court Road and Sternold Avenue bus priority and pedestrian improvement works. The scheme is being implemented by Lambeth Council with funding from Transport for London’s bus priority programme. Works started last month and are programmed to be completed by the end of March 2004.

Funding for TfL’s contribution to these works for this financial year is contained within the 2003/4 budget allocation.

The longer term improvement programme is subject to the availability of finance and is dependant on securing the funding identified in TfL’s spending plans.

2081 / 2003 - Black Cabs Sally Hamwee In reply to my question (no.1471/2003) at MQT on 16th July, when I asked whether you agreed that black cabs should be entitled to use all bus lanes, you replied that you had asked for an immediate review of all instances where they are currently excluded. Has this been undertaken and if so, what action do you now propose?

The review of bus lanes on the Transport for London Road Network (TLRN) from which taxis are currently not permitted to drive is underway. TfL hopes to report in early 2004.

A list of the bus lanes on the TLRN from which taxis are excluded was prepared by TfL Surface Transport and circulated by the Public Carriage Office (PCO) to the cab trade in July 2003.

At a meeting in September 2003 the cab trade identified 9 bus lanes (out of the 50-approx. bus lanes on the TLRN in which taxis may not drive) where they would like to see the current taxi exclusion reviewed. Staff within TfL Surface Transport have begun this process.

As I outlined in my previous answer, taxis are only excluded where specific safety or bus operational issues necessitate this.

2082 / 2003 - Step Change programme Graham Tope What discussions have you had with the Home Office about funding for the Step Change programme in London?

The MPA and MPS meet regularly with the Home Office. I will also be meeting the Home Secretary early in the New Year to discuss future funding for the Police. The case for growth and community based policing will also be a major plank of the Case for London, informing the Spending Review 2004 discussions.

42 Appendix D

2083 / 2003 - Oystercard deposit Lynne Featherstone For passengers who use the Oystercard for occasional travel, a £3 refundable deposit charge could be a barrier to obtaining the Oystercard for people on low incomes, and these people would then pay the 'premium' cash fares. Is this fair?

Smart card ticketing will not represent a barrier to public transport use.

On buses the bus saver provides a deposit-free alternative to smartcards.

On the Tube, a person making as few as four, zone 1 journeys per week will recoup the deposit in 2 weeks. Those traveling to zone 1 from zones 5 and 6 will recoup the deposit within 2 months.

It is worth noting that all major transport systems that have implemented smartcard schemes have instituted refundable deposits. London’s deposit level is among the lowest of these.

2084 / 2003 - Data Protection Lynne Featherstone Given that it is now obligatory when purchasing a season ticket from London Underground Limited to purchase an Oyster card, why are purchasers not informed that specific information about their recent journeys can be displayed on screens with Oyster card readers in Tube stations?

How does the registration and purchase documentation obtain the consent of purchasers to use their personal information in this manner?

For what purpose is this information: a) collected; and b) further processed?

To whom is this information disclosed and why?

Please set out the technical and administrative security measures that LUL put in place prior to commencing processing of this personal data to ensure that it is not processed unlawfully including those taken to protect it against unauthorised access.

As the display of journey data stored on the card is in the possession of the cardholder, there is no data protection requirement to inform customers that it is available to be viewed on screen. The cardholder is given the option whether to view the information or not.

This data is duplicated in the central system and is handled in accordance with the Data Protection Act. It is collected and processed in accordance with the Fair Obtaining Notice signed by a customer before he/she receives an Oystercard.

43 Appendix D

The data is collected for several reasons. In personalised form it will be retained for 8 weeks for ticket administration purposes such as resolving customer questions about the charges for specific journeys as well as monitoring fare evasion and fraudulent ticket use. The data may also be used to communicate with customers about TfL services in accordance with the customer’s wishes as indicated on the Fair Obtaining Notice.

Any data that is processed is de-personalised. In this form, the data will be used to provide a source of transport planning data.

There are no plans to share any of the data in either personalised or de- personalised form with third parties. However, TfL anticipate that the MPS may seek information and we will comply if requested.

2085 / 2003 - Key workers Mike Tuffrey In the draft London Plan you state that you would like 30% of all new affordable homes to be designated as ‘intermediate’ housing. This category includes provision for key workers. What is your definition of a key worker? Could you provide a list of all those services whose employees qualify for key worker status under your definition?

The draft London plan defines intermediate housing in terms of housing costs affordable by households on incomes between £15,000 and £35,000. This affordability based definition was endorsed by the Examination in Public and is consistent with Government Guidance. While many workers providing essential service functions are on incomes below the lower threshold, there are others who are above the higher threshold and able to access market provision in some parts of London. Other households in need of intermediate provision will also be in this income range.

It is therefore wrong to equate intermediate provision with key worker provision as if the two were synonymous. It would also be inappropriate to set out in the London Plan or other policy exclusive definitions of key workers In my view restrictive definitions can be unhelpful and even divisive, as they just boost one employee groups buying power at the expense of other employee groups.

2086 / 2003 - London’s Contribution to UK Economy Mike Tuffrey The recently published report by the Corporation of London and London School of Economics Report highlights that in 2001-02 London made a net contribution to the UK economy of up to £17billion. Talking about central government’s attitudes to London, it concludes that earlier positive signs were by autumn 2003 beginning to look like a false dawn with no evidence of the necessary funding coming forward to support new infrastructure. What makes you think that you will be right and the LSE and Corporation wrong? 44 Appendix D

You need to ask the report authors why they expected evidence of extra funding to be available this autumn: it does not accord with any government timetable.

2087 / 2003 - Households in Temporary Accommodation Mike Tuffrey The number of households placed in temporary accommodation under the homelessness legislation has increased by 7%, or nearly 4000 households, in London since the beginning of 2003? What are the reasons behind this steep rise and what measures are you taking to address this serious problem?

Reasons Demand from homeless households (ie the number of households accepted as homeless) has increased slightly (by 2% between 2001/2 and 2002/3), mainly as a result of the extension of the priority need categories in July 2002. This slight increase in demand is only a partial cause of the large increase in TA use. Much more significant is the reduction in the supply of social rented lettings, which has fallen by 26 per cent over the last five years. Supply is now at its lowest point since records were first published in the 1980s.

Measures Increasing the supply of social rented housing is a clear priority for me as Mayor. The London Plan recommends a 50% affordable target for all new housing developments (35% for social rented housing and 15% for intermediate housing). This would result in around 10,000 affordable new homes per year.

I have recently set up a new Housing and Homelessness Unit within the GLA’s Policy and Partnerships Directorate, with a wide ranging programme of work on tackling and preventing homelessness.

The GLA is a key partner in delivering the London Housing Strategy and has direct responsibility for implementing 11 the 18 action points in the Strategy directly concerned with homelessness.

2088 / 2003 - Hidden Homelessness Mike Tuffrey Oral answer The GLA’s Housing and Homelessness Unit produces a bulletin specifying the number of London households in temporary accommodation. How does the GLA monitor and address the problem of ‘hidden homelessness’? These are those people who don’t appear in official figures but have no daytime base of their own and are forced to stay at hostels, shelters or sleep on the floor of a family member or friend at night.

2089 / 2003 - Empty Properties Mike Tuffrey

45 Appendix D London has an acute housing shortage and homelessness problem. However, throughout the city there are still approximately 100,000 empty properties, 83% of which are owned by private landlords.

What proactive measures are you taking as Mayor to bring this private unused stock into use?

As a point of correction on the above question, 83 per cent of empty properties in London are in private ownership, but they are not necessarily owned by landlords. An empty home may be owned, for example, by an investor who has no intention of letting it or by someone who has inherited a property when a relative died.

To help meet the acute shortage of housing, we have to make the most effective use of the existing housing stock, including returning empty homes to use. This is emphasised in my draft London Plan. For over two years I have been working with the Empty Homes Agency, London boroughs and others to highlight the issue of empty homes and, with partners, to develop ways of returning them to use.

Some of the proactive measures I have taken include: - hosting annual GLA empty homes events jointly with the Empty Homes Agency, - producing annual empty homes reports, highlighting the issue and promoting best practice, - part-funding the London empty homes hotline, - supporting the launch of the London empty homes week of action, - setting an annual London-wide target for returning empty private homes to use. The target for this year is for 3,500 empty private homes to be returned to use as a result of action by London local authorities.

2090 / 2003 - Planning reforms and affordable housing Mike Tuffrey What response will you be making to the government’s consultation on proposals to reform provisions for section 106 agreements to allow a new planning charge, as an alternative to negotiated planning obligations, for example in securing affordable housing? Do you share my concerns that current delays in processing planning applications in London are one symptom of a planning system that can ill-cope with the demands of negotiations with developers?

My officers are currently assessing the Government’s proposals and following discussions with them, I will be responding to the consultation paper by the deadline of 8th January 2004.

I am concerned about unnecessary delays in the planning system, which is why my planning team provides valuable assistance and advice to boroughs in negotiating s106 agreements on strategic planning applications. My team has been able to develop significant experience and expertise in carrying out these discussions, which is replicated only in the very few boroughs that deal with numerous large applications. I am confident therefore that s106 discussions do not cause unnecessary 46 Appendix D delays in concluding planning negotiations on applications that are referred to me.

2091 / 2003 - Brownfield land recovery Mike Tuffrey What is your response to CPRE London (Campaign to Protect Rural England) who say that the national target for regional development agencies to recover brownfield land (17%) is equivalent to 85 hectares a year, and not the 40 hectares set by the LDA in its recently agreed Corporate Plan 2003-2006?

I have not seen the CPRE’s statement on the national targets that you refer to. I think I should clarify the facts you have commented on. The ODPM’s targets published in the PSA White Paper of July 2000 stipulate that brownfield land would be reclaimed at a rate of over 1,100 hectares per annum by 2004 (reclaiming 5% of current brownfield land by 2004 and 17% by 2010).

RDAs and partners set minimum targets for the achievement of this target. The LDA was set and agreed to a minimum target of 30 hectares but set a target of 40 hectares in its Corporate Plan. In 2002-03, the LDA achieved a total of 80 hectares. My support for London’s bid for the Olympics 2012 provides an opportunity of accelerating the LDA’s programme of brownfield land remediation. The target forecast has therefore increased for 2004-05 to 50 hectares rising to an estimated 116 hectares in 2006-07.

2092 / 2003 - St Patrick's Day – Above board tendering Mike Tuffrey Following your decision to conduct a tender for the 2004 London St Patrick’s Day festival and belated changes to the GLA’s procurement procedures, will you now agree that your personal awarding of the previous contracts was wrong and that the Assembly’s scrutiny has been vindicated?

No.

2093 / 2003 - Congestion Charging Lynne Featherstone Oral answer Why are you proceeding with the consultation on an extension to the congestion charging scheme before we know the full impacts, social, economic and financial - on the existing scheme?

2094 / 2003 - Tube Safety Lynne Featherstone Is the Mayor now any further on since our last meeting in being able to assure London that the tube's good safety record is not deteriorating in the wake of the two recent accidents?

47 Appendix D London Underground Ltd (LUL) continues its formal investigations into the two recent derailments, but these are not yet complete. However, the interim indications based on all the evidence and the analysis done to date, suggest that in both incidents a combination of unusual circumstances led to the derailments. London Underground will need to await the final reports before we can be certain about this and what improvements may be needed to minimise the chances of a recurrence. More generally, all the safety information available to LUL and TfL does not indicate any deterioration of safety on the Tube. TfL is also part way through an independent safety audit of LUL and expects results in spring 2004.

2095 / 2003 - Oyster cards Richard Barnes How many complaints have been made or incidents reported to TfL of Oyster cards being rejected by bus drivers?

Since the system was launched on 27th June, TfL have received the following number of complaints concerning acceptance of the Oyster Card on buses:

143 e-mails received by Oyster Help Line 684 telephone calls to the Oyster Help Line 43 complaints to London Buses Customer Services Centre

The complaints received by the Oyster Help Line about this issue are declining, and represent a very small fraction of total Oyster Card sales. The total number of complaints received so far (shown above) relates to 0.2% of total Oyster Card sales.

Bus drivers have received training on the Oyster Card, particularly on the action to take when there are problems. The emphasis in training was to provide the passenger with assistance if there are problems with the card. The Oyster system itself helps in this process, since when a problem arises, the display on the ticket machine will say what it is. The driver can then get more information about the problem (and what to do about it), which can then be printed off and given to the passenger.

TfL are seeing the number of reported problems reduce, as staff gain experience and confidence, and will ensure this trend continues with further staff communications.

2096 / 2003 - Bus Ticket Machines Richard Barnes How many incidents have been reported to TfL of bus ticket machines in central London being out of order? And what is the average repair time?

In October, 2727 faults were reported. The target is to respond to a fault within one hour of it being reported and this was achieved in 90% of incidents.

48 Appendix D

2097 / 2003 - Bus Protocols Richard Barnes What protocols have TfL established regarding passengers who board busses at central London bus stops where ticket machines are not working?

The protocol is:

• Accept a valid ticket issued from any other nearby machine; if this is not possible, then • Carry the passenger to the next stop, to buy a ticket there

Drivers are instructed never to leave a child or other potentially vulnerable passenger stranded, and there are arrangements in these cases to allow payment to be made later.

As you may know, the ticket machines used predominantly in the central London Pay Before You Board zone have been targeted by criminals engaged in ‘blocking’. Almex (the suppliers of the machines) have developed a modification to the machines to make this practice much more difficult. Almex are continuing to install the modification on machines across the zone. Instances of machines being unusable will reduce as these modifications continue.

2098 / 2003 - Crossrail Richard Barnes Is the Mayor satisfied with the latest Crossrail business case published in July 2003?

Yes.

The Crossrail proposal represents the single biggest opportunity for positive change to the transport environment in London for a generation.

2099 / 2003 - London Buses Elizabeth Howlett Do London buses currently compile and publish reliability statistics similar to those published for the tube network? If not, why not, and will they publish them in the future?

Yes.

London Buses publish a wide range of performance statistics covering reliability and service quality, and at route level for each of the 700 London bus routes. They are published on the TfL website and are also issued to the boroughs.

2100 / 2003 - 'Case for London' Eric Ollerenshaw Oral answer 49 Appendix D When did you last meet with Gordon Brown to press the 'Case for London' campaign?

2101 / 2003 - Labour Party Eric Ollerenshaw By what date do you expect to be readmitted to the Labour Party?

The question of my Labour Party membership is entirely a matter for the party.

2102 / 2003 - Londoner Newspaper Eric Ollerenshaw How many editions of the Londoner Newspaper are to be produced each year?

2 issues in 2002/3 11 issues in 2003/4 8 issues in 2004/05

2103 / 2003 - London Thames Gateway Development and Delivery Strategy Noel Lynch Can you confirm that there will be an opportunity for public consultation on the draft London Thames Gateway Development and Delivery Strategy and supporting Investment Plan, being produced by the Thames Gateway London Board?

If so, can you also confirm that both documents will be published in full and comment invited on their entire content?

Please could you also clarify the proposed timetable for the consultation?

The draft framework that has been prepared by officers at the GLA, working with colleagues in the LDA and boroughs, is currently being reviewed in the light of the Government’s Communities Plan Update, and the development targets contained therein.

Once we have resolved the targets that should be used in the framework, we will open it and its investment programme up to full consultation. I hope this will be early in the New Year, but this will be a matter for the Partnership Board that I co-chair with Keith Hill. Meanwhile, delivery continues.

2104 / 2003 - Maylands Field, Havering Noel Lynch Maylands Field is part of a Site of Metropolitan Importance for Nature Conservation, as well as being a critical piece of Green Belt and likely to be included in the emerging Green Grid for East 50 Appendix D London. In the light of your Biodiversity Strategy will you support the huge efforts of local people to protect this site by making urgent representations, as Mayor, to the Deputy Prime Minister for a call-in of the current planning application?

Yes.

2105 / 2003 - Museum of Tolerance Noel Lynch Would you support the creation of a London Museum of Tolerance such as that in Los Angeles which provides interactive learning about human rights, racism and responsibility issues?

The Mayor’s Commission on African and Asian Heritage has been set up to explore issues of diversity and tolerance, which shares the fundamental aims of the Museum of Tolerance. This Commission aims to address racism in the heritage sector and will also shed light on the broader issues that that inform bigotry, offering practical recommendations to help ensure that London’s heritage sector is inclusive and accessible.

The proposal for the creation of a London museum would require extensive work to secure the capital and revenue funds required for it to function. I am not aware of such a proposal but would positively consider it if a good proposal was forthcoming.

2106 / 2003 - Sustainable design and construction Noel Lynch What initiatives have been taken, or are planned, by the GLA or LDA to address the serious lack of skills capacity in the construction industry to deliver high standards of sustainable design and construction in London? Do you agree that there is an urgent need for comprehensive measures across the industry and training bodies to remedy this skills gap and enable your forthcoming Supplementary Planning Guidance on Sustainable Design and Construction to be implemented effectively?

I am well aware that there is a shortage of suitably skilled labour in the construction sector and that a potential issue in looking at skills in this sector, is the provision of training that can help to deliver higher standards of design and construction. My first priority must be to ensure that the demand for higher standards of sustainable design and construction is embedded in developers’ expectations. This will raise demand for these skills and, I would expect the market to respond by providing the necessary training. I expect the Supplementary Planning Guidance and the targets that it will contain, to contribute to increasing demand for higher standards.

In terms of currently addressing the skills capacity issues in the construction industry, the LDA and Central London Learning and Skills Council (LSC), on behalf of the 5 London LSCs, are leading the development of an action plan through the FRESA Construction Flagship Initiative (CFI). The CFI will seek to increase the number of new entrants

51 Appendix D into the industry (especially from non-traditional groups), develop the skills of the existing workforce and seek to link labour brokerage activities in London to help encourage greater mobility within the workforce.

2107 / 2003 - Sustainable design and construction Noel Lynch How will the GLA and the boroughs ensure that the actual performance of new buildings on energy use, water consumption etc. meets their expected performance, as set out in planning application documents? Has the GLA had discussions with the boroughs to ensure that they will have sufficient qualified staff for such monitoring and enforcement?

I am producing Supplementary Planning Guidance on sustainable design and construction. This will include targets for the performance of buildings. I agree that it is the actual performance that is significant and my officers have had discussions with borough officers about the issues around monitoring and enforcement. Borough expertise is not yet well developed but some good practice is being promoted. For instance one borough is considering the training of building control officers to assess as part of their inspections whether new builds have incorporated particular features. Progress on this pilot will be monitored over the next few months. For other boroughs it is not yet clear whether such measures would be feasible and additional resources and training may be required. That would be largely a matter for government, in which case, I would be pressing them for a commitment to ensure monitoring and enforcement is effective.

2108 / 2003 - Disposal of TfL properties Darren Johnson Why have long-term tenants living in properties owned by TfL been given notices to quit, without any offer of assistance with re-housing or the right to buy? Does TfL not have a moral obligation to assist tenants in these cases?

As TfL is not a housing authority, it has to manage its housing properties in the light of expected transport needs. TfL does not have available housing stock to offer to existing tenants but will offer such assistance as it can to tenants in these cases in identifying alternative accommodation and will work with the relevant local authorities and local housing associations to assist with re-housing.

2109 / 2003 - Wallace Crescent, Sutton Andrew Pelling I have been informed that TfL and Sutton Council plan to open consultations with local residents in the Wallace Crescent area regarding various options relating to the management of traffic on the A232 and in the surrounding roads, including the possibilities for traffic calming. Can you provide further details as to the funding and timing of this review work, including when you plan to complete this consultation period and release the results?

52 Appendix D

I refer you to my reply to Mayor's Question 1516/2003 and clarify that whereas TfL may have been consulting local people on proposed changes at the A232 Windsor Castle junction, traffic calming of local roads in the Wallace Crescent area is a matter for Sutton Council. TfL Street Management will work with the Council to facilitate any acceptable resulting works on the A232. However, the funding and timing of any review of their traffic calming proposals will be for Sutton Council to determine.

2110 / 2003 - Burial space in London Eric Ollerenshaw How long is it believed that there will be burial space available in London?

The most recent survey of burial space in London was undertaken by LPAC in 1996. This revealed that five boroughs had no remaining space within their borders, and six had less than five years’ reserves. Three boroughs had over 100 years’ supply. The Inner London average was six years. Reserves continue to be extended by reclaiming unused space in private graves, landraising, and digging graves in paths, roadways and verges. In 2001 at the House of Commons Select Committee Inquiry into cemeteries I supported proposals to change the law to allow the sustainable re-use of old graves.

2111 / 2003 - Bendy buses Eric Ollerenshaw How do you calculate how many people have paid prior to boarding bendy buses?

Passenger surveys are conducted in order to monitor usage on bus services. Currently, over 85% of passengers already use pre-paid tickets, such as bus passes, Travelcards, Saver tickets or Freedom Passes. Information on purchases from roadside ticket machines, travelcard usage and so on is used to estimate usage, by people holding different ticket types, of the routes operated with bendy buses.

2112 / 2003 - Bendy buses Eric Ollerenshaw How many ticket inspectors work on bendy buses?

Revenue Protection Inspectors are allocated across the bus network in order to minimise revenue loss in the most cost-effective manner. There are 206 revenue inspectors serving the whole bus network. These are not specifically allocated to bendy buses. They typically work in groups of 4 or 5 when operating on routes served by articulated buses. These routes are a particular focus for revenue protection work due to the nature of the boarding regime, and special targeted exercises are carried out on these routes in addition to every day work.

53 Appendix D

2113 / 2003 - Bendy buses Eric Ollerenshaw How many people have been caught without tickets on a bendy bus?

Revenue loss varies from route to route. However, for the four articulated routes (436, 453, 507 & 521), around 1200 people are caught for ticket irregularities each month, approximately 8,000 from April – July 2003.

2114 / 2003 - Bendy buses Eric Ollerenshaw What is the fine for those who board a bendy bus without having a ticket?

The penalty fare for travelling on London Bus services without a valid ticket is currently £5. Pending the outcome of consultation, this is likely to increase to £10 early in 2004. The case for further change will kept under review.

2115 / 2003 - Partnership/friendship cities Eric Ollerenshaw How many trips have been made to partnership or friendship cities by your advisors since 2000?

I refer you to my response to your Question in July 03 (1284/2003) requesting details of all visits to Partnership and Friendship cities.

I also refer you to my responses to Angie Bray’s Questions 889-892, tabled in November 02 requesting details of all foreign trips by GLA employees and Andrew Pelling and Bob Neill’s Questions in tabled April and November 2001.

Since June 03 my Advisors have made five visits to Partnership or Friendship cities.

2116 / 2003 - North and South Circular Eric Ollerenshaw Why do you want to introduce charging on the North and South Circular?

I don’ t.

I have no plans to extend the congestion charge beyond the existing central London zone and the proposed western extension. Under the current technology it would not be prudent to extend the congestion charging scheme any further in geographical terms.

Such schemes would require government legislation and could not be introduced before 2010.

54 Appendix D

2117 / 2003 - Funding from the Government Eric Ollerenshaw Could you please list every scheme that will have to be scrapped if you don't get the £900 million you are asking the Government for?

This information, insofar as currently available, is contained in the draft TfL Business Plan (2004/5 to 2009/10).

2118 / 2003 - Growing population Eric Ollerenshaw Almost every city in the UK is growing in size of population. Why shouldn't they run up deficits and ask the Government to bail them out?

By law all local authorities must set financially balanced budgets, as the GLA Group has done and will continue to do.

2119 / 2003 - Olympic games Eric Ollerenshaw Which 11 Boroughs will be the lucky recipients of the Olympic Games?

Last week’s announcement just covered the Lower Lea Valley venues, so it is too early to say which boroughs will benefit from location of Olympic facilities. However, these are only part of the story: I intend that all 33 boroughs and their residents should benefit from the cultural festival, from increased tourism revenues and employment opportunities, from the location of training venues and camps, from increased participation in sport, from the Olympic spirit and the excitement of hosting the world’s greatest international event.

2120 / 2003 - Compulsory Purchase Orders Eric Ollerenshaw How many Compulsory Purchase Orders will have to be issued if the Olympics bid is successful?

That will depend on a wide range of factors. It is impossible to say at this stage.

2121 / 2003 - Olympic games Eric Ollerenshaw How much is the extra security expected to cost if we win the Olympics bid?

It is too early to specify how much security will cost for London’s bid. The specimen bid prepared by Arup estimated £130 million would be needed to fund an Olympic Security Organisation from 2009-2012, with an additional £24 million for venue costs in the Olympic zone, and a further £6 million for venues outside the main zone. 55 Appendix D

The financial package agreed with Government is based on these costs and on an anticipated public subsidy of £1.1 billion, but also provides for an additional contingency of £1.275 billion. The actual security costs will be fully funded from this agreed financial package.

2122 / 2003 - Olympic games Eric Ollerenshaw Will residents of areas outside London who host an event for the Olympics have to pay more council tax to host it?

No, though I would be happy to consider the use of wider precepting powers if the Government gave them to me. London will see most of the benefits (and will draw down £3 of lottery money for every £1 of council tax), so Londoners will pay some extra council tax – to pay for facilities with a permanent legacy for the capital.

2123 / 2003 - Olympic games Eric Ollerenshaw Brentwood is nearer to the proposed Olympic site than Uxbridge. Why should residents of Uxbridge have to pay more council tax for the Olympics and not the residents of Brentwood?

The issue you raise reflects the reality that the beneficiaries of public spending are not restricted to the administrative boundaries of those bodies responsible for local taxation decisions. In this respect the Olympics is no different to other public services or events.

However, you are wrong to talk of an ‘Olympic site’. While there will be a main Olympic precinct in the Lower Lea Valley, Olympic facilities will be spread across London. Training venues, team camps, the cultural festival and the benefits of increased tourism spend will spread wider still.

2124 / 2003 - London Conference Bob Neill What were the criteria applied when deciding which speakers to invite to address the London Conference?

The purpose of the London Conference is to enable Londoners to debate and discuss with the senior policy makers responsible for running the capital. Therefore the panel of nearly 40 speakers includes senior managers from most of London's public services, as well as leading business people, academics, politicians and community leaders.

Last year over 1,600 Londoners attended this free event.

2125 / 2003 - Peace reception Bob Neill Please list all organisations and individuals invited to the Peace Reception. 56 Appendix D

Over 1,200 guests have been invited to the London Peace reception including representatives of the peace movement, local government, trade unions, the private sector, faith groups, community and voluntary groups including representatives of black and minority ethnic groups, the arts world, journalists, Members of Parliament and Assembly Members.

2126 / 2003 - Tony McNulty meeting Bob Neill Would the Mayor please detail what was discussed with Tony McNulty MP on 21st October?

The following items were on the agenda for the Mayor’s meeting with Tony McNulty MP on 21st October:

- Spending Review 2004 - Crossrail - Olympics - Thames Gateway Bridge - Traffic Management - Wembley Stadium - Smart Cards interoperability

2127 / 2003 - SERTUC Bob Neill Who was present and what was discussed with SERTUC on 4th November?

A delegation representing the Southern and Eastern Region of the TUC and trade unions in London attended the meeting. Those present were:

Laurie Heselden, SERTUC Matt Dykes, SERTUC Jane Galloway, SERTUC Sam Gurney, TUC Jack Amos, BECTU Adrian Weir, TGWU Rod Robertson, UNISON John Denton, CWU Richard Lynch, UNIFI Christine Hulme, PCS Janet Keene, PCS Megan Dobney, GPMU

The following GLA officers attended the meeting:

Redmond O’Neill, Policy Director Neale Coleman, Policy Director Anni Marjoram, Policy Adviser Clodagh O’Donnell, Manager London Stakeholders Judith Woodward, Cultural Programme Manager Felicity Irwin, Research Assistant

57 Appendix D

The agenda was as follows

1. SERTUC’s Anti Racism Strategy 2. Respect 3. Transport 4. London Olympic Bid 5. JobcentrePlus Reorganisation in London 6. Workers’ Memorial Day 7. Industrial Issues

2128 / 2003 - London Group Labour MPs meeting Bob Neill Who was present and what was discussed at the Mayor’s meeting with officers of the London Group Labour MPs on 22nd October?

Karen Buck MP, Iain Coleman MP, Oona King MP and Andrew Dismore MP (officers of the London Group of Labour MPs) met with the Mayor and advisers on 22nd October.

The agenda for this meeting was: - Spending Review 2004 - The Case for London - Housing - Congestion charge

2129/2003 Withdrawn

2130 / 2003 - Foundation Hospitals Bob Neill Does the Mayor support the establishment of Foundation Hospitals?

My priority concerning hospitals is that they are able to provide high quality, appropriate and accessible health services to all Londoners and to deliver services in response to individual’s needs in a safe and timely way. In addition, I am concerned that local residents have a real say in decisions about their health services and are properly consulted about any proposed changes to them.

I am aware of the current debate about foundation hospitals and am watching with interest as it progresses, but have not, to date, become actively involved in discussions about whether such hospitals should be established. I am not in a position to determine how NHS services are delivered, but will continue to take up matters of concern with the health service as appropriate.

58 Appendix D

2131 / 2003 - Crossrail Bob Neill What attempts has the Mayor made to encourage private sector finance for Crossrail?

I am totally committed to the construction of Crossrail which will provide significantly improved travel opportunities across London. CLRL have discussed the issue of funding with a number of key stakeholders some of whom have endorsed the concept of providing finance for the scheme. The Government is currently reviewing the Crossrail scheme and I hope that this will show that it will bring significant benefits to London and the UK.

2132 / 2003 - South Eastern Trains Bob Neill Does the Mayor have any plans to speak with South Eastern Trains to establish what improvements they will bring now that they have taken over from Connex?

The London Rail Directorate of Transport for London have had an initial meeting with representatives of the new management team. They will continue to liaise closely with South Eastern Trains. It is still my intention that the benefits resulting from the launch of the Overground Network will be rolled out to other routes in South London. As well as securing a minimum level of frequency this also introduces new improved standards of security and passenger information.

London Rail are also responding to the current SRA consultation document on the introduction of the Integrated Kent Franchise. The areas we would like to see developed are increased service levels, security, better information provision, improved integration and a review of the fares structure with a move towards zonal fares. I would expect to work with the SRA and other industry partners to secure funding for the above initiatives.

2133 / 2003 - Linford Christie Stadium Angie Bray Does the Mayor agree with me that the appalling, dilapidated, condition of the Linford Christie Stadium gives out the wrong impression about London's dedication to sport to the Olympic bid committee?

For the moment, our key focus is on making a winning bid for the 2012 Games – identifying competition venues, and other key elements of infrastructure. However, hosting the 2012 Olympic Games should also give us the opportunity to improve participation in sport and delivering improvements to facilities across London.

I would be happy to follow up any specific concerns about the Linford Christie Stadium.

59 Appendix D

2134 / 2003 - Transport for London Lynne Featherstone Do you agree with Jay Walder, Head of Finance at Transport for London, and with the Liberal Democrats, that we should be moving to road charging across the whole of Greater London, using global positioning satellite technology?

I have asked Transport for London to look into the potential of global positioning satellite (GPS) and tag and beacon technology for the purposes of road user charging in London. The potential of GPS is currently limited by concerns about its accuracy in dense urban areas. The Government is discussing the introduction of a national road user charging system some time after 2010.

2135 / 2003 - Transport for London Lynne Featherstone The Mayor famously denounced the previous management of London Underground as dullards. Can he in summary describe the appointments Transport for London has made to the in-house team which now runs the Underground, including how many people are employed and at what cost, and explain how his new management structure will be an improvement on the previous arrangements?

TfL appointed Tim O’Toole as the Managing Director of London Underground from 15th July 2003, the date they gained control of London Underground. TfL has initiated restructuring programmes to better integrate planning, financial control, human resource services, procurement, information management, and facilities, to deliver better value and enable an integrated organisational response to the integrated transport needs of London.

Tim is now delivering the comprehensive restructuring of London Underground.

Tim appointed Bob Janowski to the new post of Chief Programmes Officer, responsible for Programme Management of LUL’s PPP and PFI contracts, and Louella Johnson, Director of Human Resources, both of whom were external appointments.

Mike Strzelecki and Keith Beattie who report to Tim were Directors previously in LU with considerable experience in the areas of safety and engineering.

The post of Chief Operating Officer, reporting direct to Tim, was also a new post. Mike Brown (who was appointed as a LUL director in 2000) has been appointed to this post and is responsible for the operational side of the company, bringing together an integrated approach to customer services.

On 24 November 2003 this structure will be strengthened even more by combining the separate stations and trains structures and appointing

60 Appendix D three Service Directors, one for each service delivery unit (JNP, BCV, SSR) reporting directly to Mike Brown. The new Service Directors will manage both stations and train services, work with the Chief Programme Officer to get the best service from the Infracos and preserve the network orientation that has been instilled in the organisation by the current structure. Supporting them a General Manger will take responsibility for station and train service on every line, finding practical ways to make a genuine difference for our customers

It is critical that we are careful about how we introduce organisational change. During the transition period a number of these posts are additional to the organisational structure, but in the medium term the organisation will be streamlined and efficiencies will be achieved without the risk of creating gaps in the service.

Figures from our last annual report detail that LUL had 12,831 employees, with a staff cost of £670.8 million.

2136 / 2003 - Transport for London Lynne Featherstone Does the Mayor accept that as Chair of Transport for London he bears the final responsibility for the safety of the London Underground, and that therefore it is inappropriate to make statements blaming others for derailments ?

Bechtel, Balfour Beatty, Jarvis and the other participants in the PPP consortia are responsible for the maintenance of the trains, track and signals on the Underground. If safety is jeopardised by inadequate maintenance those responsible must obviously expect criticism.

2137 / 2003 - Transfer of land to Media Mosque on Leabridge Road Eric Ollerenshaw Despite your written assurance to my question 623/2001 at Mayor’s Question Time that TfL had no objection to the transfer to the Medina Mosque of the plot of land that includes part of the already redundant subway crossings to the Leabridge roundabout, they have so far refused to do so.

Will the Mayor ask TfL to resolve this situation in a timely manner, or has he changed his mind?

I have not changed my views on this matter and I will ask TfL to resolve this situation in a timely fashion.

2138 / 2003 - LT Insurance (Guernsey) Ltd Roger Evans What is the purpose of LT Insurance (Guernsey) Ltd?

LTIG (London Transport Insurance (Guernsey) (‘LTIG’) is an insurance company domiciled in Guernsey and is a wholly-owned subsidiary of TfL.

61 Appendix D It was established in 1995 for the sole purpose of enabling London Regional Transport and its subsidiaries (including London Underground Limited) to purchase insurance in a more cost-effective manner than relying solely on commercial insurers.

LTIG was transferred to the ownership of TfL when it was created in July 2000. Since then, it has provided insurance cover to TfL and its subsidiaries and, until the transfer of LUL to TfL, to LRT and its subsidiaries.

2139 / 2003 - Underground defects Roger Evans Is it true that there are 7,677 examples of ‘sub-standard conditions’ on the Underground network, as reported in the Daily Telegraph on October 28th. If so, why has the report that identified them been kept secret?

In May 2003, LUL prepared a report for the Health and Safety Executive (HSE) explaining how the extent of non-compliance with company standards for its track assets would be recorded, controlled and eventually corrected. This report provided an estimate for the number of non- compliances that currently exist across the LUL Network. Once the report was given to the HSE, LUL considered it to be in the public domain.

It must be stressed that such levels of non-compliances have existed for many years and, most importantly, that all such non-compliances have been assessed and it has been determined that they do not represent a safety risk. In the event that a non-compliance with a potential safety risk is discovered action is taken to immediately correct the non-compliance or implement and monitor additional safety controls until corrective action is taken.

LUL has an established process for the capture and monitoring of such non-compliances through to correction and this will be undertaken on a prioritised basis.

2140 / 2003 - TfL Safety Health & Environment Committee Roger Evans Oral answer Why was the number of meetings of the TfL Safety, Health and Environment Committee reduced from 6 to 4 a year, and the quorum reduced from 3 to 2 out of 4 TfL Board Members?

2141 / 2003 - Central Line Problems Roger Evans At the last Mayor’s Question Time, you admitted that “at the moment we [are] still struggling to make sure that we can sustain the existing service level, particularly on the Central Line, where there have been a series of crises so far”. Does the Mayor agree with large numbers of my constituents that this poor service level and ongoing ‘crises’ are unacceptable? Can the Mayor, as

62 Appendix D Chairman of TfL, give an assurance to people of North London that the service on the Central Line will improve and what active steps he is taking to facilitate this?

There are still a number of cancellations on the Central line in the Monday to Friday peak times. A number of trains have had to be taken out of service, which has affected the reliability of that line. These have been for three main reasons.

Firstly, this is the result of monitoring motor mountings, gearboxes and bogie cracks on the fleet.

Secondly, a programme of reliability improvements, which started early in 2003, gathers momentum at the beginning of 2004. These works will mean that Metronet will experience difficulty in supplying enough trains for the service, but they are vital in securing improved reliability for the future.

Thirdly, a number of trains are undergoing major repair following accidental damage and major failures. These trains are due to return to service between December 2003 and mid-2005.

Metronet Rail Bakerloo/Central/Victoria (MRBCV) has appointed a new Fleet Manager for the line, and taken on additional experienced staff to improve its performance in making trains available for service.

The overall fleet of serviceable trains which MRBCV supplies on a day-to- day basis is expected to remain at broadly similar levels until late summer 2004.

2142 / 2003 - Mayor’s Advisory Cabinet Roger Evans When did the Mayor’s advisory cabinet last meet?

I refer you to the answer given to 1721/2003.

2143 / 2003 - Congestion Charge Zone Extension Roger Evans What is the proposed operating cost, income and profit from the Western Extension of the Congestion Charge Zone?

Details of the projected costs and revenues for a possible western extension are contained in the consultation information recently sent to Assembly Members and GLA Functional Bodies. Provisional annual operating costs of a western extension are currently estimated at £50- 60m. Total annual gross revenues of a western extension are currently estimated to be some £55 to £65m.

2144 / 2003 - Transport for London Brian Coleman What do you say to my constituents who are profoundly disappointed at the recently-announced decision by TfL not to 63 Appendix D proceed with the major scheme to integrate the three stations at West Hampstead? Is this not just the latest example of a much- needed infrastructure project being scrapped because of your poor management of TfL's budget?

TfL only undertook to study the feasibility of a fully integrated major scheme at West Hampstead. The study showed that the high costs associated with this scheme outweighed any benefits from improving the integration of services.

However, Chiltern Railways propose to deliver a privately-financed fully integrated scheme at West Hampstead by 2009, driven by their desire to stop Chiltern services there. TfL will work closely with them on this matter.

However, given the uncertainty of these proposals and the current need to improve the interchange, TfL will continue the development of its own lower-cost scheme with a view to phasing the implementation to provide early benefits.

2145 / 2003 - Northern line ticket refund Brian Coleman Are you satisfied that the refund system for season-ticket holders affected by the recent closure of the Northern Line is being handled better than it was for the Central Line after the Chancery Lane derailment?

London Underground took the following decision regarding refund policy: • the customer charter would remain in place; • season ticket customers who would normally use the line through Camden would be able to use a single application to cover the entire duration of the disruption; • Monthly / Annual ticket-holders in the above category would be encouraged to make their application via the web-site;

Following the service resumption (on 30 October) a cut-off date of 14 November was decided for refunds.

Paper claims - It is expected that all claims received via paper by 14 November will have their vouchers posted to them by 20 November. Due to the postal strike, further applications will be accepted beyond this week and the final claims will be dispatched on 27 November.

E-claims - These claims are being downloaded to a spreadsheet and will be batched for processing on 14 November.

2146 / 2003 - Northern Line Brian Coleman What lessons do you think need to be learnt from the way in which TfL coped with the closure of the Northern Line, particularly on issues such as replacement buses, traffic management, provision of information to customers, and so on? 64 Appendix D

London Underground’s Emergency Response Unit (ERU) were on the scene within 4 minutes and Train Operating Companies (TOCs) that we interface with, and London Buses were notified immediately. The Press Office was on hand to brief the Press and Customer Services to deal with customer concerns.

These procedures meant that within two hours of the derailment 30 replacement buses were secured and were running along the line of route. By the following Tuesday about 150 buses were in place to run as replacements. The capacity of each bus was 80 customers. A 2-minute peak service and a 5-minute off-peak service were run. The key message was to move customers away from the Northern line to alternatives such as the Piccadilly, Victoria, Metropolitan and Jubilee line. At some stations the TOC's were good alternatives as they have stations nearby notably Silverlink, Thameslink and WAGN all of whom accepted London Underground tickets. Customers were also encouraged to use local scheduled buses to railhead away from Northern line stations to other lines/TOC services.

Customers were kept updated on the alternative travel arrangement through posters, information on the website, press releases, stakeholder bulletins and adverts in the Metro and Evening Standard. The affected stations had extra staff to help with Customer queries and a fully staffed Customer Service Centre and a 24-hour Travel Information to deal with phone and email enquiries.

The replacement bus service worked very well although a bus will never be able to replicate the capacity of a train and this service was put into place as soon as possible.

Many of the lessons that we learned and customer feedback that we received, from the Central line closure, ensured that the alternative arrangements for the Northern line derailment were installed rapidly and effectively. Posters were put up as soon as possible informing people of what had happened and what alternative travel options were in place.

2147 / 2003 - Camden Town derailment Brian Coleman Does the Camden Town derailment have any impact on proposals for the major redevelopment of the station? What is your view of the latest modified plans for the new station?

The derailment at Camden Town will not have any impact on the proposals for the redevelopment of the station.

As the station handles three times the number of passengers than for which it was designed (and was still the case in 1970) it must be modernised to cope with current levels of demand from Londoners and visitors.

2148 / 2003 - A41 Apex Corner Brian Coleman 65 Appendix D Will you instruct TfL to reverse their recent changes to the A41 at Apex Corner, which have involved installing a new traffic light on the filter lane, leading to long tailbacks on approach roads?

The current situation is temporary as the project is not yet complete. The new signal has been installed to enable buses to use the bus layby just around the corner in Watford Way safely. Installation of bus detection sensors, which will activate the filter lane signals only when buses arrive at the roundabout from Edgware Way, is planned to take place this month, thereby completing the scheme.

2149 / 2003 - A41 Hendon Way Brian Coleman Why was no consideration apparently given by TfL to ensuring the safety of pedestrians during the works on the A41 Hendon Way, which have involved the pedestrian crossing at the junction with The Vale being taken out of use, with no safe alternative being provided?

As with all our schemes the safety of those using the Transport for London Road Network is paramount and this was no exception. The pedestrian crossing at the Vale was closed because the contraflow system in operation on the A41 carriageway meant that it would have been unsafe to keep the crossing in use. Pedestrians were directed to use the nearby footbridge at Cricklewood Lane or the subway near Brent Cross. TfL accepts that this may have been inconvenient for a short time for some people, however, closing the crossing meant that inconvenience was in fact kept to a minimum through enabling the works to be completed in the shortest possible time.

2150 / 2003 - A406 North Circular Brian Coleman Will you release to all interested parties the full report of TfL's consultants into the three inherited Highways Agency schemes for the A406 North Circular, rather than just the extracts which were included in the TfL Board papers?

I confirm that, as stated in paragraph 4.2 of the report to the Board, “a full version of the report by Faber Maunsell Ltd is available on request”. Please contact Madhu Patel at TfL Street Management Services at Windsor House, who will be happy to provide you with a copy.

2151 / 2003 - Fire Fighters Brian Coleman Do you now regret telling firefighters at Bromley Fire Station that they would receive their full pay settlement at once?

No.

What I told the firefighters at Bromley, as stated in my previous response on this matter, was that they would receive their settlement in full. 66 Appendix D

I understand that the employers have repeated the offer to the Fire Brigades Union that the first half of the 7 per cent rise will be paid from 7 November in recognition of the good progress made. The other half will be paid when negotiations are complete and will be backdated to 7 November 2003.

2152 / 2003 – Step Change programme Eric Ollerenshaw Oral answer Is it still your intention for the step-change programme to supply 5 Police Officers/PCSOs to each London Borough and to begin the process through the 2004/5 budget?

2153 / 2003 - Traffic Lights - Deptford Broadway Darren Johnson TfL's rephasing of traffic lights at the Deptford Broadway/Deptford Bridge/Deptford Church St/Brookmill Road junction around 12 months ago has led to a major build-up of traffic right along Brookmill Road, throughout most of the day and every evening - bringing noise and pollution problems for local residents along Brookmill Road and the small streets leading off it. Will you initiate an immediate review of the traffic light phasing at this junction?

I can confirm that TfL has not modified signal timing or phasing at this site during the period you suggest. There have, however, been intermittent problems with data transmission between the signals and the central computer control, which has caused the signals to operate in isolation from the surrounding network.

These problems started to occur in February 2003 and the cause was finally identified and rectified in September 2003. There have been no further problems reported since then. Congestion in the surrounding streets was intensified because, when the signals went to localised control, the timings did not accurately reflect local needs. This has now also been adjusted so that any future problems with data transmission will not have such a significant impact on the local road network.

TfL will be checking that these signals continue to operate correctly.