Appendix 1 MAYOROF

Valerie Shawcross AM Chairof the Transport Committee Date: MAY CityHall The Queen’sWalk More London LondonSE12AA

DearVal

London Assembly Transport Committee report — ‘Bus Services in London’

Followingthe meeting that you and Carolinehad with Leon Danielsand his team recently, please find enclosed ’sfull response to the nine recommendations inthe ‘Bus servicesin London’report.

Iwelcomeyour continuing support for London’sworldclass bus network and lookforwardto further discussionson how to build and expand strategic support for this.

Yoursever,

Boris Johnson Mayorof London

Enc.

City Hall, London, SE1 2AA • [email protected] • london.gov.uk • 020 7983 4000

This page is intentionally left blank

TRANSPORT FOR LONDON

‘Bus Services in London’ Response to the London Assembly Transport Committee’s Report

London’s bus network

Transport for London's purpose is to keep London working and growing, and to make life in the capital better. The bus service is central to delivering this, supporting economic growth and social cohesion to enable people to make the most of employment, education, healthcare and other opportunities in London.

The bus network is the most-used type of public , with 2.4 billion passengers per year. It now carries half of all the bus journeys in . As the only public transport service operating throughout the city, bus users reflect London’s diversity and the network’s position as a system for everyone. Buses spread accessibility to every corner of the city, helping support London’s role as the engine- room of the UK economy.

Over the last fifteen years, the quality and scale of the network has been transformed. Passenger-led and forward-looking development of the service pays attention to the everyday details of reliability and capacity as well as the need to scan the horizon for forthcoming challenges. Despite offering the country’s widest range of fare concessions, we have been able to reduce the subsidy for bus services by 40 per cent over the last five years whilst maintaining service levels and quality.

We carry out regular benchmarking against a number of international peers through the International Bus Benchmarking Group (IBBG), administered by Imperial College London. Across a range of indicators London performs very well and we work to ensure that will continue. This work is also reported to the Independent Investment Programme Advisory Group (IIPAG) that provides independent assurance on our activities.

Year of the Bus

In this ‘Year of the Bus’ we are celebrating the network’s key role in London’s economic and social development. As well as looking back at our history, it is an opportunity to talk about London’s 21st Century bus service: a network for everyone, with extensive, high-frequency, reliable, convenient and accessible services. We are highlighting innovation, evident in the ‘greening’ of the fleet, the radical improvements which have been made to real-time customer information and our quality-led bus contracting system. Later this year cash-free operation of the bus service will continue the theme, delivering savings that can be reinvested in the transport network. It is in the range and ambition of such initiatives that London has set the standard for large-city bus networks. Figure 1 provides some examples of ‘Year of the Bus’ advertisements.

1

Figure 1: Examples of ‘Year of the Bus’ advertisements

Responding to the report

Our transport services and operations face challenges as London continues to grow and thrive while funding is constrained. London’s successful bus network sustains its high standards through continued improvement. We are therefore grateful to the Committee for their examination of the best ways to keep London’s bus network ‘world class’. The recommendations have been carefully considered and our response is set out in detail in the next section.

Our commitments

We will: • Continue to develop affordable, cost-effective plans to increase capacity where needed. • Strengthen links with stakeholders, with a new approach to engagement by autumn 2014. • Build on the report’s welcome and strong support for increased bus priority. Engagement will commence with boroughs from autumn 2014. • Add to the wide range of information we already publish on performance, extending it to journey volumes and occupancy. Update to be provided by December 2014.

We have highlighted our key commitments in bold throughout the document and provided an appendix indicating their timeframe for delivery.

Above all, the bus network must continue to support London’s growth and we will all need to make the case for continuing investment. We recognise the challenges set out by the Committee and our response gives detailed information on how we plan to deal with them. We look forward to discussing progress in the months and years ahead.

2

Structure of our response

Our response to the nine recommendations is grouped into the three themes the Committee set out in its report.

• The challenge of rising demand for bus travel • Meeting the challenge through bus service planning • Maintaining an effective bus network

A separate set of background papers provides further contextual and supporting information. The four papers cover:

• Network development (recommendations 1, 2, 3 and 6) • Consultation and engagement (recommendations 4 and 5) • Bus priority and reliability (recommendation 8) • Bus fares and ticketing, and environmentally friendly buses (recommendations 7 and 9)

3

Part 1 - The challenge of rising demand for bus travel

Recommendation 1

By March 2014 the Mayor and TfL should demonstrate to Londoners how they are meeting the challenge of rising demand for bus travel by publishing a long-term strategy for the development of the bus network. This strategy should include a mechanism whereby TfL will monitor and respond to bus passengers’ reports of overcrowding e.g. via Twitter and publish its findings and actions from this monitoring.

Forecasts of demand

Bus demand rose by 64 per cent between 1999/00 and 2012/13, while bus- kilometres increased by 40 per cent. We expect usage to grow by around seven per cent between now and 2020/21, broadly in line with population growth, while bus- kilometres will increase by around three per cent. Beyond 2021 (the TfL Business Plan period) London’s population is likely to grow by around five per cent from 9.1 million in 2021 to 9.7 million in 2031. Bus demand levels beyond 2021 will be driven by population increase, fares changes, service levels and quality, and the cross- effects of improvements to rail and other modes.

Strategic context

Our strategy for meeting the challenge of rising demand takes the Mayor’s Transport Strategy (MTS, May 2010) as its starting point. This sets out the Mayor’s overall vision that ‘London’s transport system should excel among those of world cities.’ The bus network has a key role in providing access to jobs and services and is the most- used form of public transport in London, providing access to town centres, rail interchanges and other hubs.

Recognising that the quality and scale of the network has been transformed, now supporting ridership last seen over fifty years ago, the MTS seeks to maintain and expand on those achievements. It includes enhancements to the passenger experience through improved customer service and passenger information, upgrading the fleet to further reduce emissions and the introduction of the New Routemaster. The strategy makes it clear that continued development of the network will be necessary, so that it can carry on responding to change, with regular reviews of strategic priorities.

The TfL Business Plan takes this high level strategy and sets specific targets for service levels and quality across all of TfL’s activities, taking account of the funding likely to be available from fares and subsidy. The current plan, published in December 2013, covers the period to 2020/21. Its overall financial context was set by the Government’s 2013 Spending Review which reduced TfL’s operational funding by 25 per cent. In this plan, overall subsidy for buses falls by 22 per cent whilst service levels and quality are maintained. However, gross spending on the network is anticipated to rise by around four per cent in real terms to 2020/21,

4

allowing bus-kilometres to be increased by three per cent and substantial enhancements to be made to the quality and environmental performance of the fleet. Additionally, provision has been made for up to £200 million to be invested in bus priority. The Business Plan is updated every year.

Strategy to meet increasing demand

The bus network is dynamic and can quickly respond to changes in demand. The best options for meeting new demand will depend on the time of day and the location where it arises. The current network is at capacity in certain locations in the peak direction at peak times. Where the new trips are outside these times or locations or involve trips against the peak flow then they can be accommodated.

Where this is not the case then the most cost-effective option may be to use bigger vehicles, whether larger vehicles or replacement of single-decks with double-decks. Reallocation from parts of the network where reductions can be made could also be considered. For example, some of the new rail capacity coming on-stream leads to changes in bus trip patterns, with an increase in shorter trips to rail stations replacing longer bus-only ones (the shorter bus trips being cheaper to cater for).

In some cases, capacity issues arise where intervals between buses at peak times become irregular. We will continue to review and resource bus schedules sufficiently to deal with variable journey times. We will also seek to maximise the contribution to journey time reliability made by bus priority measures.

Given the continuing growth in bus demand and the factors outlined above, we agree there is a requirement to review the need for further growth in bus-kilometres to meet current and expected growth in demand. We are looking into it as part of this year’s business planning process and subsequent years’ iterations.

Network development

The network development process is a continuous activity reflecting the constant change in travel demand. The programme of work includes planning for longer-term change as well as ‘healthchecks’ of capacity and reliability, working systematically across the network. In 2013 there were around 50 changes to routes to increase capacity including peak time frequency increases, night time frequency increases, conversion to double-deck operation and route extensions. Figure 2 provides an example of a service change introduced in summer 2013. Background Paper 1 provides more information on our approach.

5

Figure 2: EL1 extension into new residential areas at Barking Riverside

Effective monitoring is clearly an essential element of capacity planning. We carry out over 2,500 route-level surveys each year, we review reports from passengers and stakeholders and we make use of data. The most effective way for passengers to report crowding is via TfL Customer Services as this allows us to collect the data in the systematic way needed to take effective action. Nonetheless we recognise that social media is potentially a useful additional source. We have created new roles within our central control room (CentreComm) to ensure effective distribution of disruption information through Twitter via the @TfLBusAlerts feed and other channels. We will continue to publicise this as widely as possible. While we cannot commit to responding to individual tweets, we will continue to monitor general trends.

We have reviewed the responses to the Committee’s survey and the ten routes selected as having the most mentions of busyness or overcrowding. As the report itself points out, this was a self-selecting survey. We have discussed the detail of responses with Committee staff. They refer to a range of issues, including reliability, inability to find a seat and the experience of travel at school closing times in the afternoon, as well as inability to board. Further information on the ten routes is provided in Appendix 4 of Background Paper 1. All the information supplied is being taken into account in our wider review work.

We will review the strategic balance of capacity and demand in preparing for the next issue of the Business Plan in December 2014. We will also continue to make the case for overall investment in London’s bus network.

6

Recommendation 2

By March 2014 the Mayor and TfL should demonstrate to Londoners that they are monitoring and addressing the busyness of buses by devising a performance measure for all bus routes that captures how many people cannot board a bus because it is too full and cannot get a seat once on board in peak times. They should set annual targets for performance against this measure and report on progress against these targets twice a year.

Current practice

We already monitor and address how busy buses are. As described in our initial submission, we regularly monitor demand in a variety of ways, including surveys (around 2,500 per year), Oyster card data, reviews of customer stakeholder correspondence, and liaison with councils and other stakeholders. Although complaints about overcrowding currently comprise only around two per cent of the total comments we receive about buses, we take all such complaints seriously and address them in a variety of ways including changes to frequencies and bus sizes as well as measures to improve reliability.

Measures of bus demand and occupancy at network level are published alongside other key performance indicators in our annual ‘Travel in London’ report and elsewhere. This gives useful trend information for the network. However, we recognise the value of providing more detailed figures.

Following the Committee’s report we will now publish annually the number of passenger journeys and the level of bus-kilometres operated on each route, starting with the 2013/14 data.

More detailed measures of occupancy

Our surveys are invaluable in supporting the service planning process at route and corridor level. However, they are not suitable for consolidation into an aggregate measure reporting how busy the network is. An effective method for this would have to be based on automatically-generated data as the cost of a survey-based process would be prohibitive.

Such data is in principle possible using on-board automatic counters. However, these would also be expensive if fitted to a sufficiently large sample of vehicles. Following the example of the rail industry and London , bus-weighing is being investigated together with automatic passenger counting through CCTV, but we consider that these are unproven in a bus context as yet and in some cases would also require new equipment. Our initial investigations of good practice in other cities worldwide confirm these findings.

With Oyster card data, we do not currently have information on passenger alighting points, which is necessary to estimate loads. Work to develop techniques for this is already underway.

7

We are reviewing whether the new process for estimating passenger alighting points using Oyster card data yields a sufficient sample in terms of network coverage to permit the construction of a robust indicator of ‘busyness’. We will publish a report of findings by December 2014. If a robust indicator is possible from this source, the report will describe the new indicator and how it would be used and reported.

Inability to board / find a seat

Inability to board would be very difficult to measure accurately due to the high number of stops served by more than one route. Measuring inability to find a seat would need to assume that every passenger would take an available seat in preference to standing, which is not the case. For example, standing may be preferred to a seat at the back of the bus or upstairs by people making short journeys. We will of course continue to respond to customer reports of crowding and inability to board but do not intend to develop direct measures for passengers’ inability to board or find a seat.

8

Part 2 - Meeting the challenge through bus service planning

Recommendation 3

By March 2014 the Mayor and TfL should devise and publish a programme of cross- boundary bus service reviews and set out for consultation, proposals for more orbital and express bus routes.

Network development

Bus services in London are reviewed on a network basis. Reviews of varying types and complexity are carried out, including:

• Reviews based on continued close monitoring of supply, demand and reliability to ensure that issues are addressed as soon as possible after they arise.

• Impacts on the bus network of major changes of demand across a wide area – for example, the impact of or ‘’. • How the bus network might respond to larger-scale land-use changes being implemented over many years. For example, this approach has been or is being applied in areas such as Barking Riverside, in the Royal Docks and in Greenwich. • The effects of single-site development expected to lead to significant change in local travel, such as a new retail centre like Westfield White City, the new Heathrow Terminal 5, major new hospitals such as Queen’s at Romford, or new schools. All major planning applications are reviewed. • ‘Healthcheck’ reviews of the capacity, reliability and alignment of routes prior to the re-tendering of their contracts. Further information on network development is provided in Background Paper 1.

We recognise the benefit of increasing the visibility of the review process, including how areas of study are prioritised, how inputs are gathered, and engagement generally. We have therefore reviewed how the current process can be enhanced and results are described in our response to recommendation 4.

Orbital and express services

We always consider the best way of meeting passenger demand. Where appropriate this includes opportunities to develop express or limited stop services. For example, following a review, we introduced the south London express service X26 to replace a previous limited-stop route which had chronic reliability problems. We have also expanded the days and hours of operation of the west London limited-stop route 607 as demand has grown.

As we develop our review programme we will continue to look at suggestions from stakeholders for new types of service. In general, however, the level of benefit per pound of investment that such services deliver indicates that other calls on the

9

funding available for bus services would take a higher priority over significant further investment in orbital and express services.

We currently have an extensive network of orbital links as would be expected given that buses are the principal form of public transport for suburban travel in London (see figure 3). The average length of trip passengers want to make by bus is, and is likely to remain, relatively short. This indicates that the major form of orbital provision should continue to be links into the nearest major town centres, with good interchange for longer trips. Additional links in the orbital network will continue to be considered, taking account of the usual factors of cost and benefit. We will also ensure that good information is available on how to make orbital journeys, as part of the wider marketing of the bus network.

10

Figure 3:

Existing orbital bus routes

11

Recommendation 4

By March 2014 the Mayor and TfL should devise and publish details of a new approach to bus service consultation to provide for boroughs and Londoners to have a more informed say on bus services. This should include provision for targeted consultation with bus passengers who use Oyster cards via email and for the boroughs and bus users to comments on TfL’s guidelines for planning bus services.

Consultation

We recognise the need for continuous development of our engagement and consultation processes to make them more transparent to stakeholders and the public.

The consultation process has been developed in recent years. A major change is that detailed descriptions of all proposals for significant changes to services are now posted for comment on our consultation website. This allows an opportunity for review before any final decisions are made.

Emerging initiatives include early engagement meetings with key stakeholders, to assist with informed comment, joint consideration with boroughs of additional formats for engagement, such as ‘drop-in’ sessions, and emails to registered Oyster card users about consultations which may be of interest.

Strategic engagement

Our planning work is network-based and we work closely with partners all over London on this basis. However, our current formal communications that are visible to stakeholders London-wide are based on the list of routes in the contract tendering programme. While this form of communication had merits when first devised, it now serves to obscure the network-based nature of our analysis.

We will, therefore, replace our current borough engagement process with a process designed to develop a shared list of development issues from both the borough and the TfL perspective, such as forthcoming planning approvals or potential bus priority schemes. We will write to boroughs and other stakeholders in autumn 2014 with details of how we will introduce this process.

The exact format of the process will be agreed with each local authority, but is likely to include the offer of an annual overview with senior officers / cabinet members. We have deliberately not defined a ‘one size fits all’ approach to allow flexibility and a match to available resources, and to ensure maximum efficiency, for example by using sub-regional structures.

We will also introduce a forum with London TravelWatch where aspirations for the bus network can be discussed alongside feedback from the borough meetings. This forum will take place at least every six months, commencing in autumn 2014. 12

This will not only lead to a more informed stakeholder say on services, it will also enhance borough planning by, for example, enabling earlier discussion of the smaller-scale planning applications in each borough which are below the threshold for referral to the Mayor. We are confident that this new approach will enhance strategic engagement both on specific network aspirations and on service planning principles.

By summer 2015 we will have sufficient information from this new approach to publish a statement on the work areas which need to be prioritised overall, and this will be kept under review.

Recommendation 5

By March 2014 the Mayor and TfL should report on their work with NHS providers including through the London Health Board to plan for good public transport access at each London Hospital and major health centre now and after NHS reconfigurations.

We are involved in both the London Health Board and the newly established London Health Commission set up by the Mayor. We are continuously building on the support we provide to the NHS on its major healthcare reconfigurations, and have developed a number of tools and protocols to assist.

At a project level we are active participants. Examples include the Barnet, Enfield and Haringey Clinical Strategy Group. As a result of our participation route 307 was diverted to Barnet Hospital, we provided guidance on travel analysis and the joint travel plan, and digital bus arrival information boards have been set up in hospital reception areas. For the North West London project, ‘Shaping a Healthier Future’, we are members of the travel advisory group. We have provided travel-time analysis data, bus service planning guidance, and advice on the promotion of active travel for staff and patients. We are currently working with NHS staff to obtain information on daily travel flows, so that we can understand the detail of how public transport usage may be affected.

In general where healthcare reconfiguration projects result in large increases in travel time, this is unwelcome for the individuals concerned. However, if this involves only a relatively small number of people each day then significant extra spending on bus services would not be justified. The most effective action would be to make information available on travel options and ticketing. If larger numbers are affected then additional spending on bus services may be viable, particularly if the enhancement also caters for other kinds of trips, although in some instances we would require more data on travel impacts than has yet been provided.

We will continue to participate fully in all of the active working groups planning health service reconfigurations. Working with the London Health Commission, we will ensure that each reconfiguration project is aware of the scope of data required for consideration of changes to public transport services. 13

Part 3 - Maintaining an effective bus network

Recommendation 6

In its next published business plan, TfL should demonstrate to Londoners the cost effectiveness of the bus service by showing the gross cost effectiveness and financial impact of concessionary fares for all modes of service.

London’s buses are extremely cost-effective and continue to offer passengers value for money even as the operating subsidy for services is reduced. Cost-effectiveness is assured through our quality-led contracting system. Subsidy has been reduced by 40 per cent over the last five years whilst maintaining service levels and quality. We welcome the Committee’s suggestion for innovative ways to demonstrate efficiency through our standard reporting as we continue to develop the network.

A substantial amount of TfL’s expenditure on bus service contracts contributes to capital expenditure by the operators (all expenditure on bus service contracts is treated as revenue spending for TfL purposes). Our investment supports jobs in manufacturing across the country. Each year around 700 new buses enter the fleet, leading to an average age of six years. £274 million was invested in new vehicles and equipment in 2013/14. Deducting this from total contract payments gives an estimated ‘operating’ cost of £1,693 million.

Average revenue per journey on London’s buses, including TfL-funded concessions such as free travel for children under 16, is under 65p, compared to an average bus fare per journey of over £1 in other UK cities. The revenue foregone for these TfL concessions is estimated at £195 million in 2013/14. Adding this to bus fares income and borough payments for Freedom Passes gives a total of £1,720 million, which is greater than the estimated ‘operating’ cost for that year.

We can project these estimates for buses out to other years of the Business Plan. However, ensuring compatibility of definitions with rail and other TfL modes for joint presentation on a consistent basis is a more complex task. Further work would be needed to determine if this is possible. Reporting of the current gross cost per kilometre is clearly possible. However, formal forecasts of passenger-kilometres over the years ahead are not currently available on a consistent basis.

We will continue to ensure the bus network offers value for money to passengers, and will improve how we communicate this to stakeholders and passengers.

In advance of the 2015/16 business planning round, we will consider the value of presenting adjustments for bus network capital investment and revenue foregone in relevant publications. As part of this we will determine whether it is possible to present the information in a way that is comparable with rail and other modes.

We will publish the current gross cost per passenger kilometre for the bus network in a suitable document, for example the Annual Report or the Budget document. 14

Recommendation 7

By March 2014 the Mayor and TfL should report on how they will use the next generation of Oyster cards to develop a passenger focused ticketing system that provides for new ticketing and fares options including ‘early bird’ fares, part-time travel cards and ‘one hour’ bus tickets, and funding options for these new products.

Our Future Ticketing Project (FTP) builds on the technology and customer benefits of Oyster and will eventually update the Oyster technology platform which was launched in June 2003. FTP Phase 1 saw the acceptance of contactless payment cards (CPCs) on London’s buses for pay as you go (PAYG) single fare travel. Since the launch in December 2012 over 12 million bus journeys have been made and over 600,000 unique cards have been used.

FTP Phase 2 will see acceptance of CPCs on all our public transport services for PAYG travel and will include both daily capping and a new Monday to Sunday cap. A staff and customer pilot is currently underway to test the new system and roll-out to the public will take place this later this year.

Some of the new ticketing options recommended by the Committee, such as a ‘one hour’ bus ticket, have been reviewed relatively recently. Given the extra complexity and the significant additional costs of the ‘one hour’ option we do not believe that this is currently worth pursuing further. Similarly, ‘early bird’ fares were operated in 2004/05 and did not produce significant net benefits to bus passengers. We will, however, look again at developments to the ticketing system once the Future Ticketing Project has been fully implemented.

We recognise the need to find new ways to meet the needs of part-time workers and following the Mayor’s commitment to the Assembly we are reviewing this option with a view to introducing a part-time in 2015.

15

Recommendation 8

By March 2014, the Mayor and TfL should publish details on how they are improving bus journey reliability. This may mean more bus priority measures and tackling the 30 traffic pinch points on the road network that affect 250 bus routes.

The Mayor’s Roads Task Force examined the significant and growing pressures on road space and commended bus services as an important element of the response. With congestion forecast to increase by 14 per cent by 2031, we welcome the Committee’s support for bus priority. Good bus priority enables effective deployment of bus service capacity – irregularity due to random traffic delays is a significant element in crowding at the height of the peak.

With around 80 per cent of bus services running on borough-controlled roads, a large proportion of the development and delivery of further bus priority schemes will in fact be the responsibility of boroughs.

Our Business Plan has allocated £200 million over the period to 2020/21 for the development and implementation of schemes to give buses new priority at pinch points and along new high-quality bus priority corridors serving key growth areas. Identifying the most effective locations for new bus priority is vital. New techniques, drawing on data available from the iBus system, are now becoming available that will enable the boroughs and ourselves to better target our investment in bus priority (see figure 4 on average bus speeds). Further information is available in Background Paper 3.

Figure 4: Average bus speed (PM peak, period 11 2012/13)

We will commence engagement with boroughs in autumn 2014 to present our analysis and seek views on how the bus priority funding should be allocated. This will then be followed by wider engagement with all other stakeholders.

16

While this enables new bus priority it will of course also be essential to ensure that existing priority is being used to maximise benefits for road users. The road network is being transformed over the next few years. We will thus seek to ensure that all significant road network changes maximise bus passenger benefits within the overall constraints of each project.

The request from London TravelWatch for an expansion of TfL staff resource dedicated to bus priority will be considered during 2014 as part of our wider work to ensure the efficient and timely delivery of the Mayor’s roads programme.

17

Recommendation 9

By March 2014, the Mayor and TfL should publish the schedule for the roll-out of more environmentally friendly bus vehicles including electric bus vehicles to help reduce air pollution.

There is a comprehensive strategy to reduce emissions from the bus fleet. By 2016 emissions of oxides of nitrogen (NOx) will have decreased by around 20 per cent compared to 2012 levels. This builds on the successful completion of the world’s largest retrofit programme, where all pre-Euro 4 buses were retrofitted with diesel particulate filters reducing particulate matter (PM) emissions from the bus fleet from 200 tonnes in 1997 to around 17 tonnes in 2013.

The Mayor’s bus emission strategy consists of three components:

1. 100% of the fleet will meet Euro 4 standards for PM and NOx by 2015: The fleet already meets a minimum of Euro 4 standard for particulate matter, as all earlier vehicles have been retrofitted with diesel particulate filters (DPFs) which remove up to 90% of PM. In terms of NOx reduction, we are on track to either retrofit all Euro 3 generation engines with selective catalytic reduction equipment which reduces their NOx emissions by around 88% by December 2015, or replace them with Euro 6 buses (around 400 are expected to be in operation by 2016).

2. Building Europe’s largest hybrid bus fleet: with 600 hybrid buses currently on London’s street and a total of 1,700 to be delivered by 2016, making up broadly 20% of the fleet, London has Europe’s largest hybrid bus fleet. The New Routemaster is the lowest emission bus of its type, emitting around 50% less NOx and 25% less PM than the average hybrid bus. By May 2014 we will publish details of the fuel consumption of the New Routemaster compared to the conventional diesel buses they replace.

3. Trialling new zero emission technologies: eight hydrogen buses are being trialled on the RV1 route and two electric buses on the 507/521 route, increasing to eight electric buses by the beginning of 2015. We will also be trialling inductive charging technology. There trials are part of a European wide project testing various types of electric bus technology.

Discussions are ongoing with the Office for Low Emission Vehicles (OLEV) for additional funding to accelerate the programme of low emission vehicles.

In the coming months the Mayor will be announcing further initiatives to reduce emissions from the bus fleet, including preparation for the (ULEZ). Under ULEZ, it is proposed that around an additional 2,000 hybrid buses would be needed by 2020, along with plans for a significant number of zero emission buses.

Transport for London April 2014 18

Appendix 1: Summary of commitments

Rec. Commitment Timeframe 1 Review the strategic balance of capacity and Ongoing. demand in preparing for the next issue of the Business Plan. 1 Continue to make the case for overall investment in Ongoing. London’s bus network. 2 Publish the number of passenger journeys and the Annual commitment. level of bus-kilometres operated on each route. Publish 2013/14 data by December 2014. 2 Review whether the new process for estimating Publish a report of passenger alighting points using Oyster card data findings by December yields a sufficient sample in terms of network 2014. coverage to permit the construction of a robust indicator of ‘busyness’. 3 See recommendation 4. 4 Replace the current borough engagement From Autumn 2014. programme with a process designed to develop a shared list of development issues from both the borough and the TfL perspective, such as forthcoming planning approvals or potential bus priority schemes. 4 Introduce a forum with London TravelWatch where Commencing Autumn aspirations for the bus network can be discussed 2014. alongside feedback from the borough meetings. 4 Publish a statement on the work areas which need By summer 2015. to be prioritised overall. 5 Continue to participate fully in all of the active Ongoing. working groups planning health service reconfigurations. Ensure that each reconfiguration project is aware of the scope of data required for consideration of changes to public transport services. 6 Consider the value of presenting adjustments for December 2014. bus network capital investment and revenue foregone in relevant publications. Determine whether it is possible to present the information in a way that is comparable with rail and other modes.

19

6 Publish the current gross cost per passenger December 2014. kilometre for the bus network in a suitable document, for example the Annual Report or the Budget document. 7 Find new ways to meet the needs of part-time Introduce in 2015. workers with a view to introducing a part-time Travelcard. 8 Commence engagement with boroughs to present From Autumn 2014. analysis and seek views on how the bus priority funding should be allocated. This will then be followed by wider engagement with all other stakeholders. 8 Consider expansion of TfL staff resource dedicated Ongoing. to bus priority as part of our wider work to ensure the efficient and timely delivery of the Mayor’s roads programme. 9 Bring the entire London bus fleet up to at least Euro 2015. 4 engine emission standard for oxides of nitrogen (NOx) and particulate matter (PM). 9 Publish details of the fuel consumption of the New May 2014. Routemaster compared to the conventional diesel buses that they replace. 9 Introduce 1,700 hybrid buses in service, making up 2016. broadly 20 per cent of the bus fleet. 9 Trial wireless charging infrastructure and four Commence later in 2014. range-extended diesel-electric hybrid double-deck buses.

20

Background Paper 1 Developing the Network

1 Introduction 1.1 Bus use has increased by over two-thirds since 1999, driven by sustained increases in the size and quality of the network, fares policy and underlying changes in London’s economy. The bus network is constantly evolving as London develops and the needs and aspirations of passengers and other stakeholders change. Enhancements take place not only to the service pattern but across all aspects of the service.

• Capacity. The level of bus-km run has increased by around 40 per cent over the same period. Network capacity has increased by a faster rate, by around 55 per cent, with increases in average vehicle size. Additionally, much improved reliability means that more of the scheduled capacity is delivered to passengers.

• Reliability. Effective bus contract management, in particular the introduction of Quality Incentive Contracts, has driven a transformation of reliability. This has been supported by bus priority and by the effects of the central London congestion charging scheme. Service control has been made more efficient and effective by iBus, TfL’s automatic vehicle location system.

4.0

3.5

3.0

2.5

2.0

1.5 Excess Wait Time (mins) 1.0

0.5

0.0 1977 1979 1981 1983

1985/86 1987/88 1989/90 1991/92 1993/94 1995/96 1997/98 1999/00 2001/02 2003/04 2005/06 2007/08 2009/10 2011/12 2013/14

Figure 1: Excess Waiting Time on high-frequency routes – since 1977

• Customer service. All bus drivers must achieve BTEC-certification in customer service and other relevant areas. Passenger comfort has been enhanced with, for example, upper-deck air-cooling now standard on new double-deck buses. The average age of buses is around six years, down from nine years in 2001. Simplified publicity at stops, real time bus arrival

1

information and on-board next stop announcements have transformed passengers’ access to information.

• Bus stop infrastructure. 75 per cent of bus stops meet the three accessibility criteria defined jointly by TfL and the boroughs, including protection from parking/loading obstructions. Major new or replacement bus stations have opened at White City, Beckton and (lower level) with new significant new facilities also provided at Stratford City, at the Central Hospital, Queen’s Hospital in Romford, , Heathrow Terminal Five and Dalston Junction.

• Environmental performance. Continuing improvements in environmental performance are needed to meet statutory targets and to contribute to the improvement of environmentally-sensitive areas including town centres. There have been significant reductions in emissions of particulates from buses. There are 600 diesel-electric hybrid buses in service, rising to 1700 by 2016. 1.2 This transformation has resulted in a reversal of the long-term decline in bus use in London. Levels of usage are back to those of more than fifty years ago.

London bus network: service volume and usage 1963-2013

500 10000

400 8000

300 6000

200 4000 Bus Kilometres Operated per Year (millions) Year per Operated BusKilometres Passenger Kilometres per Year Passenger(millions)Kilometres Year per 100 2000 Bus-km operated (millions) Passenger-km (millions)

0 0 1963 1965 1967 1969 1971 1973 1975 1977 1979 1981 1983 2011/12 1987/88 1989/90 1991/92 1993/94 1995/96 1997/98 1999/00 2001/02 2003/04 2009/10 2013/14 1985/86 2005/06 2007/08 Note: new series for passenger-km from 2006/07

Figure 2: Passenger-km and bus-km, since 1963

2

1.3 Customer satisfaction is at its highest-ever level.

84

82

80

78

76

74

Customer Satisfaction Score 72

70

68 1999/00 2000/01 2001/02 2002/03 2007/08 2008/09 2009/10 2010/11 2011/12 2012/13 2013/14 2003/04 2004/05 2005/06 2006/07

Overall Evaluation

Figure 3: Overall Customer Satisfaction (score /100) – since 1999/00

2 The planning process 2.1 The network planning process is directed towards the strategic goals of the Mayor’s Transport Strategy, operating within the financial boundaries set by the TfL Business Plan. It is a continuous activity reflecting constant change in travel demand. The scope of work required includes: short-term changes such as a school changing its finishing times, or local roadworks affecting reliability/ capacity; long-term and larger-scale change, for example, Crossrail, large development sites such as Barking Riverside; or responses to developing policy, such as the work in response to the Mayor’s Roads Task Force, or wider changes in healthcare or education provision. 2.2 The programme of work therefore includes planning for longer-term change as well as ‘healthchecks’ of capacity and reliability, working systematically across the network. 2.3 Detailed review of the bus network’s structure and capacity is based on strategic passenger priorities, taking account of information on the future distribution of population and employment. What passengers value in their bus service is studied from various perspectives including market research, surveys and consideration of the wider travel market. Service Planning Guidelines based on passenger priorities are used to assist in preparing detailed service options.

3

State of Repair

Cleanliness Ease of Getting on and off Information

Driver behaviour

Ride Quality

Crowding

Comfort

Personal safety

Time taken

0 2 4 6 8 10 12 14 16 18 20 22 24

Contribution to Overall Satisfaction (%)

Figure 4: Bus Users Priorities (% contribution to overall satisfaction) Source: Derived from Customer Satisfaction Surveys Monitoring and research 2.4 Monitoring of usage is carried out to understand trip patterns, loadings and customer satisfaction. Each year over 2,500 route-level usage surveys are carried out, and around 13,000 customers are asked to provide feedback on their satisfaction. The quality of operational delivery is closely observed. TfL also researches the forces shaping bus demand, working with councils, other public service providers, developers, etc. 2.5 The borough / GLA development control system is a major source of information on future demand. All planning applications referred to the Mayor are reviewed. 2.6 Work is taking place with the NHS and others on the major healthcare reconfigurations. Each healthcare review is unique. TfL seeks early involvement in each case. Good information on how emerging plans may affect travel requirements is essential. This includes not only distances / times but also estimates of daily trip volumes as these are essential in appraisals of potential network changes. 2.7 TfL will continue to improve and expand its sources of knowledge, including, for example, use of Oyster data to better-understand passengers’ complete journeys. Data from the iBus system is being used to monitor service quality and operating speeds. See Appendix 1 for additional detail on TfL’s demand monitoring approach.

Scheme development, appraisal and consultation 2.8 Proposals for changes to the network are developed in response to strategic challenges, aspirations and suggestions from passengers and stakeholders. Service options are designed to deliver a network which has comprehensive coverage, with frequent, reliable, uncomplicated and cost-effective services. Appraisal (in TfL’s standard business case framework) is used to help ensure that funds are spent on the best-available schemes and in an equitable way across the city.

4

2.9 The framework includes a cost/benefit test. The current threshold for schemes which increase subsidy is 2.0 to 1, i.e., if an option produces benefits worth at least twice its cost it can be considered further if funding is available. Apart from travel time, other factors which can be quantified include comfort, interchange and effects on waiting time. Costs are assessed at a detailed level, for example taking account of the fact that they are highest in the weekday peak hours. 2.10 While quantification is critical, the framework requires non-quantifiable benefit to be considered. For example, some bus services running in very low-density areas which would otherwise be remote from public transport have poor benefit/cost ratios but it is recognised that they help fulfil the goals of the Mayor’s Transport Strategy, provided they can be provided at limited net cost.

Consultation 2.11 All proposals of any significance are subject to the outcome of consultation with boroughs, London TravelWatch and others. This has always exceeded the statutory minimum required of TfL and has been expanded to include direct opportunities for any interested party to comment on individual proposals via TfL’s website. Over 100 significant consultations have been run over the last two years.

Outputs 2.12 Since May 2008 there have been around 375 permanent service changes on the network, see Appendix 5 for a list of changes. Over 50 schemes to increase capacity were introduced in 2013 alone. Changes range in scale from schedule alterations to major network alterations. Examples include new route 324 (-), extension of route 255 from to and new links to hospitals, shopping centres and housing developments across London. Numerous schemes to increase capacity for school and college students have been put in place.

3 Catering for growth 3.1 As London continues to grow, capacity pressures need to be anticipated wherever possible and dealt with cost-effectively. TfL expect usage to grow by around 7 per cent between now and 2020/21, broadly in line with population growth, while bus-kilometres will increase by around 3 per cent. The detailed numbers from the current TfL Business Plan are set out in Appendix 2. 3.2 Beyond 2021 (the end of the current TfL Business Plan period), the latest predictions indicate that London’s population is likely to grow by around 5 per cent from 9.1 million in 2021 to 9.7 million in 2031. Bus demand levels beyond 2021 will be driven by population increase, fares changes, service levels and quality, and the cross-effects of improvements to rail and other modes. 3.3 The map below indicates the general distribution of the highest passenger flows on the network currently.

5

Figure 5: Bus network: two-way flows of 5000 passengers per day, or greater 3.4 The current network is at capacity in certain locations in the peak direction at peak times. New trips at other times or places, or against peak flow can be accommodated within current capacity. Some further new demand can also be met within overall existing resources, by service or network adjustments or by funding extra service through financial efficiencies. The development of new rail services will mean that reductions are possible in some parts of the network and these resources will be recycled to areas where more bus capacity is needed. If none of the above applies then the most cost-effective option may be to use bigger vehicles, if feasible. Should extra bus-kilometres prove to be the best way to deal with an issue, this would need to be resourced either through further reallocation from parts of the network where reductions can be made, or from quieter off peak periods. Beyond this if additional resource were needed further funding would be required.

Bus priority and enforcement 3.5 Pressures on capacity can be created by poor reliability. Continued action by TfL and the operators to provide schedules which match traffic conditions and to manage their operation will remain important. Highway authorities can also contribute to capacity by maximising opportunities for bus priority, and by efficient enforcement of traffic regulations, including parking and loading. Some roadworks are a significant cause of delays to buses, and specific mitigation of these should always be considered as part of the approval process for works.

6

4 Outlook 4.1 Growth will take place across London. Pan-London themes include travel demand changes driven by policy on the location of healthcare and education facilities, and serving residential development with particular emphasis on understanding requirements for medium and smaller-scale sites which can have locally-significant impacts on bus demand. 4.2 All locations require continued attention to maintaining and improving bus journey speeds. In particular the major town centres are the principal hubs of the bus network: retaining or improving the extent to which buses can drop off and pick-up near passengers’ objectives, without the need for slow or circuitous routes to reach them. 4.3 This section provides examples of potential network change related to ‘growth areas’ across London. This is to illustrate the breadth and depth of the work underway or required. It is not intended as an exhaustive list. Requirements for all of the sites listed will continue to change from the position summarised here.

4.4 In the East London sub-region • Bus service enhancements to support the Olympic Legacy are already underway and will need further development.

• In parts of the sub-region where substantial new development is planned, opportunities for more extensive bus priority are available. For example the Barking Riverside area has already seen access improved by (ELT) and other services. If there is a rail extension from Barking, the importance of the east-west linkages provided by buses will be reinforced and should be supported by bus priority.

Barking Riverside – progressive implementation of new links East London Transit route EL1 was extended further into new residential areas at Barking Riverside in summer 2013, with support from a S106 Planning Agreement

7

• Similarly, in the Bexley and Greenwich Riversides, significant development is already underway in North Greenwich and more is expected. Substantial growth will also occur in nearby Kidbrooke. There is also potential for more residential development in areas such as Erith, Belvedere, Thamesmead, Woolwich and Charlton, in some cases subject to changes in land-use allocations.

• Crossrail stations at Abbey Wood and Woolwich, will give large increases in rail capacity. New links to Crossrail stations are being considered as well as ensuring that sufficient capacity is provided at Woolwich.

4.5 In the Central London sub-region: • There will be big increases in rail capacity, leading to some relative reductions in bus usage, particularly in parts of the West End and City. The response is likely to involve a mix of frequency reductions and network reconfiguration. The aim will be to retain attractive frequencies on each individual service. It is expected that all roads currently served will need to retain services.

• Detailed planning will support the many schemes to improve local streets for pedestrians and cyclists. The changes to Oxford Circus bus terminals in 2009 and 2010 assisted the introduction of the diagonal pedestrian crossing; alterations to bus routes at Holborn in 2010 complemented footway widening outside Holborn Station.

Aldgate: Changes in support of streetscape improvements by

• Proposals for two-way bus operation on Tottenham Court Road will improve bus service accessibility for most people in that area and permit reductions in the numbers of buses on New Oxford Street. The challenges are to ensure effective journey times through the new junctions and to ensure that sufficient bus stopping and standing space is provided.

• Areas within the central sub-region but outside the central London area will continue to see heavy bus usage, including corridors such as Peckham- Camberwell and Dalston-Islington.

8

4.6 In the South London sub-region: • Substantial intensification of existing usage is taking place. Maintenance of good bus access to the town centres will be required, especially in major centres such as Richmond, , and Kingston.

• Major growth will occur in the Vauxhall-- area. Indicative bus service plans and bus priority have been developed, to increase capacity and give new links, complementing the proposed extension.

• Consideration of further improvements in bus access at out-of-centre developments will remain necessary, as for example has been happening in the Wandle Valley.

Catering for changing patterns of travel to school – new route 662 This new double-deck service in Tolworth, implemented in January 2014, responds to local increases in demand for school travel.

4.7 The North London sub-region has some significant growth areas. • Indicative bus network revisions have been drawn up as part of the process of assisting the local planning authorities in respect of the Brent Cross/Cricklewood developments. Expansion of is anticipated. A limited degree of new bus priority is envisaged.

• Bus capacity and link enhancements at Colindale/Grahame Park have already been introduced in conjunction with the new housing developments in the area. Further changes may be required in the medium term.

• Major road network changes have been introduced at Tottenham and a new bus station is being provided at Tottenham Hale. Bus services are being altered to take advantage of the new two-way road network. Some new bus capacity may be needed in conjunction with the housing growth in the area. Further north, major development is planned at the Meridian Water site in Edmonton and discussions about bus access are underway.

9

Other challenges in the Upper Lea Valley include progressive improvement of services to industrial areas as they intensify, further overcoming the severance effect of the local railway and waterways.

Lea Valley development: Meridian Water and Innova Park Bus infrastructure and services for the large Meridian Water development site in the Lea Valley near Edmonton are under discussion with Enfield Council. A service at Innova Park, further north in the Lea Valley has been progressively developed to support continued growth of this business park.

4.8 The West London sub-region will benefit from Crossrail. It also contains substantial development and opportunity areas including , Earl’s Court, and Wembley. Heathrow will continue to be a major trip attractor as well as a concentration of employment opportunities. Specific growth-area examples include:

• The Southall ‘gasworks’ site which is expected to accommodate significant new housing. Opportunities exist to integrate service planning for this site with the likely need for increased bus services to Crossrail stations at Southall and Hayes, potentially including using new bus-only links for faster journeys. It will also be highly desirable to tackle chronically slow bus journey times in the area.

• Work to consider new bus links / capacity for the retail and residential development at Wembley, has been taking place, with some improvements already implemented. Additional bus terminating space will be needed.

• At Park Royal the main issue will remain continued provision of an effective set of bus connections to the surrounding areas. The road network on the borders of the area is complex, particularly at and . Opportunities may arise for greater levels of bus priority in these areas in the context of enhanced links to, for example, Crossrail at Acton Main Line.

10

4.9 Housing development will continue to take place across the sub-region. Wherever possible, bus access will be a consideration at the earliest stages of planning, as with the North Brentford Quarter in the London Borough of Hounslow.

Route 235 – extension to the ‘North Brentford Quarter’ Service to a new housing development. Implemented in 2013, working with Hounslow Council.

4.10 In the longer-term (post 2021), challenges will remain similar across all parts of London. By this time it may have become possible for bus services to exploit some of the opportunities for faster, more direct links created by selective additions to the road network, for example at the Silvertown Crossing, or new road links in Barking Riverside, or at . The overall level of bus service which will be needed in the longer term depends on the actual rate of growth in population and the extent to which bus demand is affected by rail capacity and service improvements. Whatever the resulting size of the network, its cost will depend on the operating speeds which can achieved. 4.11 All service types will continue to be included in scheme development. Appendix 3 has some details of orbital and express services.

5 Conclusion 5.1 Bus network development in London is a continuous review process using information from stakeholder engagement and evidence on users’ priorities to develop and appraise schemes. The aim is to secure maximum passenger benefit from available funds, distributing resources equitably across the network. 5.2 The network development process has played a key part in supporting bus usage in London rising back to the levels last seen more than fifty years ago. Further growth is expected. The network will remain under close review in consultation with stakeholders, driven by needs of passengers, current and future.

11

Appendix 1 – Demand monitoring: summary of review

Available data

Surveys TfL undertakes a detailed programme of surveys across the network to inform the service planning process. There are around 2,500 route-level surveys each year, including roadside counts at busy places and on-board surveys of journey patterns. The survey programme is large-scale, but its manual nature imposes limits on the currency and quantity of the dataset. Combining the results of the surveys for a measure of ‘busyness’ would not be possible.

Correspondence Complaints are a valuable source of information. Correspondence is coded to allow identification of themes and trends. Those about crowding are a small minority of the total (under 2 per cent in 2013). Complaints can be logged via the TfL website.

Oyster records The trend in boardings on each route is available from the card-readers. (Drivers manually record use of paper tickets).

Occupancy rates Since passengers are not required to ‘tap out’, Oystercard data cannot be used directly to measure loadings and occupancy. Instead a survey is used to estimate lengths of journeys. This allows overall figures for occupancy to be calculated and they are published in the ‘Travel in London’ reports. However the sample size does not readily permit use at sub-network level. International comparators The majority of the bus organisations contacted for information on their demand monitoring processes use surveying techniques similar to London. However few are as comprehensive as those employed in London. One operator has a tap-on and tap-off system for smartcards. They need this because there is a highly-graduated fares scale. London essentially has a flat fare for buses and so does not require this. Automatic Passenger Counters (APCs) are used in some organisations. Due to fitment costs this tends to be restricted to at most 10-15 per cent of fleets. These buses must be rotated around the network to achieve a sample. This is not straightforward to organise, and London’s network is much larger than any of those using APCs. Social media TfL feeds service information and important updates into the public domain through social media in real time. Twenty Twitter feeds are operated, including @TfLOfficial, @TfLAccess and @TfLBusAlerts and for each Underground line. Summary reports of incoming tweets are prepared on a sample basis, and circulated to managers for information. There is potentially a significant resource required to

12

provide additional activity based on Tweets, particularly if ‘data mining’ techniques are needed (this has been used for occasional or one-off analysis). New opportunities Potential opportunities include:

• CCTV methods of counting passengers boarding and alighting

• Weighing axle-loadings and using set parameters to infer the approximate load

• Inferring destinations for Oyster users The reliability, accuracy and costs of CCTV and weighing methods when applied in a very large, complex and multi-operator network like London are unknown. Potential investigation as part of the ‘Year of the Bus’ is being considered. Techniques to infer Oyster users’ alighting points are in development – this would be useful for service planning generally. The technique depends on identifying patterns such as interchange or reverse trip-making. Further work is needed to determine the robustness of the data. Inferral rates can be much lower than average on routes in areas with lower levels of interchange or travel at times of day when there is less interchange. Furthermore, large-scale data processing is needed and robust software to deliver this is being developed.

13

Appendix 2 - TfL Business Plan, December 2013 The tables below show the financial and performance forecasts published in the current Business Plan. They are based on planning assumptions at the time the Plan was prepared and subject to review.

£m 2013/14 2014/15 2015/16 2016/17 2017/18 2018/19 2019/20 2020/21 Network costs a -1873 -1981 -2063 -2167 -2257 -2365 -2461 -2557 Fares income b 1500 1555 1640 1733 1813 1908 2007 2099 Network subsidy c=a+b -373 -426 -423 -434 -444 -457 -454 -458 Other bus costs e -94 -91 -92 -94 -95 -99 -103 -106 Other bus income f 26 26 25 21 22 22 23 24 Capital expenditure g -79 -110 -71 -22 -25 -25 -48 -32 Net bus expenditure h=c+e+f+g -521 -601 -562 -528 -543 -558 -581 -572 Table 1: Bus costs

Network costs are contract payments covering the operators' costs in providing the services including staff, fuel, maintenance and parts. Fares income includes fares paid by passengers and payments made by boroughs on behalf of users. Other bus costs cover areas of operational expenditure in TfL related to the bus network, such as the management and maintenance of the iBus and Countdown systems, safety and security and maintenance of the TfL-owned bus garages, stations, stops and stands. Other bus income includes shelter advertising payments. Capital expenditure covers TfL spending in areas such as infrastructure.

2013/14 2014/15 2015/16 2016/17 2017/18 2018/19 2019/20 2020/21 Customer Satisfaction score/100 82 82 82 82 82 82 82 82 CO2 emissions g/pssgr jny 67.1 64.5 62.2 57.9 56.6 53.5 51.7 49.3 NOx emissions tonnes 5133 4091 3308 3290 3279 3145 2927 2709 Passenger Journeys millions 2386 2415 2450 2489 2495 2524 2551 2560 Bus-km operated millions 492 492 493 497 500 502 505 507 Excess Wait Time minutes 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Table 2: Bus performance

14

The table below shows an alternative presentation of TfL’s bus costs and income for 2013/14, taking account of the following:

• The estimated element of bus contract expenditure by TfL which covers capital expenditure for bus operators, for example buses and premises

• The revenue foregone in respect of concessions funded by TfL directly, such as free travel for children under 16

• In this table spending is shown as a negative number, income as a positive number

Bus Subsidy as per the 2013 Business Plan £m

Capital Cost Bus contracts - estimated capital element -274 Other bus capital expenditure -79 Total capital costs A -353

Operating Cost Bus contracts - estimated operating element -1599 Other bus operating expenditure -94 Total operating costs B -1693

Total cost C=A+B -2046

Bus fares income - including payments for Freedom Pass 1500 Other bus income 26 Total income D 1525

Subsidy as per the 2013 Business Plan E=C+D -521

Alternative presentation Estimated revenue foregone for TfL concessions F 195 Income plus estimated revenue foregone G=D+F 1720

Estimated operating cost B -1693

Adjusted Income less Adjusted Cost H=G+B 27 Table 3: Bus costs – alternative presentation for 2013/14

The alternative presentation shows an estimated operating cost of £1,693m and income plus revenue forgone of £1,720m.

15

Appendix 3 – Orbital and express bus services in London Orbital services The London bus network provides an extensive set of ‘orbital’ links, allowing people to travel to and between local town centres and beyond without changing bus. The map below shows a selection of these orbital routes.

Figure 5: Selected orbital bus services in outer London Note: selected rail / tram links are also shown A number of orbital links have been augmented as part of the review process. For example route P13 (Streatham – East Dulwich – Peckham) was increased in frequency in spring 2014. Similar strengthening of the two routes covering the western/northern sectors of the (routes 112 and 232) is planned for later in 2014. There are aspirations for additional orbital links. These are reviewed as part of the continuous network development process. Where it is not possible to justify a new link this may be due to relatively weak demand, or because the new link would duplicate other services over substantial sections.

Express Services Express services can be successful in a variety of settings. They work best where the highway infrastructure permits faster running and where there are particular

16

demands for travel over longer-than-average distances. In deciding whether to offer a limited-stop service a balance is needed between the ‘gainers’ and ‘losers’ on a corridor, the latter being those needing to use an intermediate stop. For example:

Route 607 (Uxbridge - - Acton - White City) • Limited-stop (about every 3 – 4 stops). Paralleled by very-high-frequency routes 207 and 427 serving all stops. Links into the tube from high-demand areas in Southall where radial rail links are currently relatively poor. Runs on dual-carriageway between Uxbridge and Southall, with many opportunities for buses to overtake those on the slower routes. .

Route X26 (Heathrow - Kingston - Sutton - West Croydon) • Long distance express, stopping only in main centres, about 1 – 2 miles apart. Comparatively little bus priority or stretches of road with fast running so most of the journey time advantages are gained by having very few stops. It has parallel routes along most sections providing high-frequency local services.

Route X68 (West Croydon - Russell Square) • Weekday peak service giving faster links between and the Waterloo / Holborn area. Buses serve all stops at the extremities of the route, and run express between and Waterloo. Parallel routes provide a local service at all stops.

Route A10 (Uxbridge - Stockley Park - Heathrow) • Express section between Stockley Park (a business park) and Heathrow using high-speed roads.

17

Appendix 4 – Details on the 10 routes most-cited in the Committee’s survey

Route Frequency Current Position Next Steps

Review again in September after 38 20 bph Generally adequate capacity conversion to New Routemaster

Busiest time / place: Plumstead 96 7.5 bph Loadings check in autumn school term High Street during the AM peak

Bus size restricted by roads. Review 162 3 bph School time loadings options

Busiest time / place: Old Kent 172 6 bph Develop Old Kent Road options Road during the AM peak

Busiest time / place: Denmark 176 7.5 bph Additional journeys under investigation Hill during both peak periods

Busiest time / place: Denmark 185 6 bph Additional journeys under investigation Hill during both peak periods

208 5 bph Generally adequate capacity Monitor reliability

Bus size restricted by roads. Review 336 3 bph School time loadings options

Reliability scheme to be implemented in Busiest time / place: Bromley May. Monitor output. Additional 358 5 bph Common during PM school peak information - bus size restricted by low bridge

484 6 bph Generally adequate capacity Monitor reliability

18

Appendix 5 – Summary of service changes since May 2008

The table below lists the significant service changes made on the London bus network since May 2008. In addition to the changes listed a large number of other schemes have been introduced, including measures to improve reliability, responses to temporary disruption due to roadworks, and the introduction of new buses.

Route Termini Date Description of service change

Monday to Friday peak and midday frequencies increased from 8 bph to 9 Oxford Circus - 55 May-08 bph Sunday shopping period and evening frequencies on all days increased Leyton from 5 bph to 6 bph. Whipps Cross - St Monday to Saturday daytime frequencies increased to 9 bph. Sunday 56 Bartholomew's May-08 shopping hours and evening frequencies on all days increased to 7.5 bph. Hospital

Stratford - 108 May-08 Evening and Sunday enhancement from 3 bph to 4bph.

Old Street - New route between Old Street and Isle of Dogs via Stepney, and 135 May-08 Crossharbour Liverpool Street.

Hampstead Heath - Mondays to Saturdays daytimes frequencies increased from 7.5 bph to 9 bph 168 May-08 Old Kent Road Evening and Sunday shopping period increased from 5 bph to 6 bph

Peckham - 177 May-08 Evening frequencies increased from 4 to 5 bph on all nights. Thamesmead

Waltham Cross - Frequencies increased as follows: Mon-Fri am peak, interpeak and pm peak 491 North Middlesex May-08 from 2 bph to 4 bph and Mon-Fri evenings from 2 bph to 3 bph, Sat daytime Hospital from 2 bph to 4 bph.

Stratford - Mondays to Fridays interpeak and Saturday shopping periods frequencies are D8 May-08 Crossharbour increased to every 12 minutes.

Hillingdon Hospital - U1 May-08 Extended to West Drayton Station. Ruislip

Revision to the current Monday to Friday additional peak journeys that Romford - Canning 5 Jun-08 operate between Romford and Canning Town (am peak) and Canning Town Town and Romford (pm peak). Harrow Weald - Frequencies increased during Sunday daytime shopping hours and all 182 Brent Cross Jun-08 evenings from 4bph to 5 bph. Shopping Centre Monday to Friday interpeak and Saturday shopping period frequencies Golders Green - 245 Jun-08 increased from 6 bph to 7.5 bph. Evenings and Sunday shopping period Alperton frequencies increased from 4 bph to 5 bph.

254 Holloway - Aldgate Jun-08 New schedule with one additional morning peak flow journey towards Aldgate.

297 Willesden - Ealing Jun-08 24-hour service introduced.

Liverpool Street - N11 Jun-08 Diverted to . Ealing Broadway

Newham General Permanently re-routed between Stratford High Street and Hepscott Road in 276 Hospital - Stoke Jul-08 both directions. Newington

Romford - 375 Jul-08 New Route. Passingford Bridge

19

Route Termini Date Description of service change

425 Clapton - Stratford Jul-08 New Route.

Clapton - Bromley- 488 Jul-08 New Route. By-Bow

S2 Stratford - Clapton Jul-08 Route Withdrawn replaced by routes 425 and 488.

Croydon - Extended from Streatham Hill to Stockwell replacing route 255 between these 50 Aug-08 Streatham Hill points.

Hounslow - Ashford 116 Aug-08 Mondays to Saturdays daytime frequencies increased from 4 bph to 5 bph. Hospital

Crystal Palace - 249 Aug-08 Extended from Balham to . Balham

Pollards Hill - 255 Aug-08 Withdrawn Streatham Hill - Stockwell (see route 50). Streatham Hill

Temple - Hackney 388 Aug-08 Extended to Temple. Wick

Aldwych - North Week night frequencies increased from 3 bph to 4 bph. Weekend night N13 Aug-08 Finchley frequencies increased from 5 bph to 6 bph.

Trafalgar Square - N50 Aug-08 Route Withdrawn replaced by routes N550 and N551. Beckton

Trafalgar Square - N550 Aug-08 New Route replacing N50. Canning Town

Trafalgar Square - N551 Aug-08 New Route replacing N50. Gallions Reach

Camden Town - 31 Nov-08 Extended to White City Station. White City

Clapham Junction - 49 Nov-08 Extended to White City Station. White City

Camberwell Green - 148 Nov-08 Extended to White City Station. White City

207 White City - Hayes Nov-08 Extended to White City Station.

Shepherd's Bush 237 Nov-08 Extended to White City Station. Green - White City

Golders Green - 260 Nov-08 Extended to White City Station. White City

Islington - Lancaster Frequencies increased during all days am peak, interpeak and pm peak from 274 Nov-08 Gate 7 bph to 8 bph.

20

Route Termini Date Description of service change

White City - North 316 Nov-08 Extended to White City Station. Kensington

Temple - Hackney 388 Nov-08 Extended to Embankment Station. Wick

White City - 607 Nov-08 Extended to White City Station. Uxbridge Station

C1 Victoria - White City Nov-08 Extended to White City Station.

Croydon - Heathrow X26 Nov-08 Frequencies doubled to 2 bph. Airport

Morden Station - N155 Dec-08 Weekend night frequencies increased. Aldwych

Woolwich - Increased morning peak frequency from 7.5bph to 8bph . Evenings increased 96 Jan-09 Bluewater to 4bph.

Woolwich - 99 Jan-09 Extended to Bexleyheath Shopping Centre. Bexleyheath

Bexleyheath - North 132 Jan-09 Route extended from Eltham to North Greenwich Station Greenwich

Heathrow Airport - All evening and Sunday shopping period frequencies are increased from 4 to 140 Harrow Weald Jan-09 5bph. Garage Increased from every 6 minutes to every 5 minutes Monday-Friday morning Marble Arch - 159 Jan-09 peaks, and from every 7-8 minutes to every 6 minutes Monday-Friday midday Streatham and evening peaks.

Penge - Oxford 176 Jan-09 Withdrawn Tottenham Court Road - Oxford Circus. Circus

Maida Hill - Central New route giving new links to White City, Central Middlesex Hospital and 228 Jan-09 Middlesex Hospital Ladbroke Grove.

Thamesmead - 229 Jan-09 Frequencies are increased during the Evenings to 4bph. Sidcup

Woolwich Common New public timetable introduced with revised frequencies. Increased to 6bph 244 Jan-09 - Abbey Wood Mondays to Saturdays daytimes and 4bph Evenings and Sundays.

Woolwich Common New public timetable introduced with revised frequencies. Increased to 4bph 244 Jan-09 - Abbey Wood Evenings and Sundays.

Bexleyheath - New public timetable introduced with increased Mon to Sat daytime 401 Jan-09 Thamesmead frequencies from 3bph to 4bph.

Q/E Hospital 469 Jan-09 Withdrawn Erith-Bexleyheath. Woolwich - Erith

Joyden's Wood - B12 Jan-09 Extended from Bexleyheath and Joydens Wood. Erith

21

Route Termini Date Description of service change

Bexleyheath - Extended from Eltham Station to Eltham Horn Park. Withdrawn Bexlyheath- B15 Jan-09 Eltham Horn Park Joydens Wood (see B12).

Uxbridge - U2 Jan-09 Route extended from Hillingdon Hospital to Brunel University. Hillingdon Hospital

Trafalgar Square - On Mondays to Fridays, one additional journey in each peak. Diverted to turn 91 Feb-09 Crouch End direct into Upper Woburn Place southbound.

263 Holloway - Barnet Feb-09 Route Extended to Holloway Nags Head.

East Acton - Barnes Evenings and Sunday shopping period frequencies are increased from every 283 Pond / Wetlands Feb-09 15 minutes to every 12 minutes. Centre Re-routed at all times in the southbound direction towards Trafalgar Square Trafalgar Square - to operate between and Upper Woburn Place direct instead of N91 Feb-09 via Euston Road, Churchway, Grafton Place, , Euston Square and Upper Woburn place.

Mitcham - 270 Mar-09 Diverted to start from Commonside West. Bridge

355 Mitcham - Brixton Mar-09 Diverted to start from Mitcham Commonside West.

Harrow - Harrow New public timetable incorporating frequency increases from 5 bph to 6 bph H10 Mar-09 Circular on Monday to Saturday daytimes and 2 bph to 3 bph on Sunday daytimes.

Harrow - Mount New public timetable incorporating frequency increase on Sunday daytime H11 Mar-09 Vernon Hospital and evening from 2 bph to 3 bph.

H32 Hounslow - Southall Mar-09 Frequency reduced following introduction of new parallel route 482.

Harrow - Harrow New public timetable incorporating frequency increases from 5 bph to 6 bph H9 Mar-09 Circular on Monday to Saturday daytimes and 2 bph to 3 bph on Sunday daytimes.

Putney Heath - 424 Apr-09 Extended from Putney Heath to Putney Heath Green Man. Fulham

Camden Town - Frequencies of night service on Friday and Saturday nights increased from 88 May-09 Clapham Common 2bph to 3bph.

Coulsdon - 463 May-09 New Sunday Service introduced. Eastfields

Greenford – E2 May-09 Converted from single to double-deck and frequcny reduced from 10 to 8bph. Brentford

Greenford, Red Lion E3 May-09 Converted from single to double-deck and frequcny reduced from 10 to 9bph. –

Victoria – Bow Withdrawn between Victoria And Oxford Circuis, replaced by extension of 8 Jun-09 Church route C2.

Richmond – Rerouted from Richmond Circus via Twickenham Road to “Pools on the Park” 490 Jun-09 Heathrow instead of Richmond, Lower Mortlake Road.

22

Route Termini Date Description of service change

Mondays to Fridays AM & PM peak frequencies are increased from 12 to 18 bph. Unchanged at other times. Saturday and Sunday services introduced 507 Waterloo - Victoria Jun-09 with a frequency of 5 buses per hour throughout the day (4 buses per hour during the early morning). Victoria Station - C2 Parliament Hill Jun-09 Extended from Oxford Circus to Victoria via Withdrawn section of route 8 / N8. Fields

Hounslow - .H37 Jun-09 Route extended to Richmond Lower Mortlake Road. Richmond

Kingston - Clapham 57 Jul-09 Daily early morning frequencies are increased from 2 bph to 3 bph. Park

Ealing Broadway - Kingston / 65 Jul-09 Night Section Extended to Chessington via route 71. Chessington (Nights)

Putney Bridge - 265 Jul-09 Saturday early morning frequencies increased from 2 bph to 3 bph. Tolworth

Hounslow - 281 Jul-09 Enhanced evenings and Sundays frequencies from 4 bph to 5 bph. Tolworth

Bexleyheath - The route will now serve Upper Wickham Lane and Bellgrove Road, as it B15 Jul-09 Eltham Horn Park does towards Bexleyheath.

Kingston - Sutton Route withdrawn no replacement between Sutton and West Croydon every N213 Jul-09 Garage night.

Re-routed at Hayes End via Hewens Road to Charville Lane and extended to U7 Uxbridge - Hayes Jul-09 Hayes Sainsbury's via Kingshill Avenue, Lansbury Drive and Uxbridge Road.

Paddington - 205 Aug-09 Extended to Bow Church. Whitechapel

Sutton - Malden S3 Aug-09 Extended to Malden Manor Station. Manor

Romford - Re-routed via Wanstead High Street, New Wanstead, Green Man 66 Sep-09 Leytonstone Station Roundabout to Leytonstone bus station.

East Acton - 72 , Sep-09 Increased frequencies Mon – Fri. Bessborough Road

Mill Hill Broadway - 114 Sep-09 Increased frequencies Sunday and evenings. Ruislip Station

Wimbledon - School day afternoon journey extended from Station to 156 Sep-09 Vauxhall station.

Golders Green 183 Station - Pinner, Sep-09 Increased frequencies Mon - Sat daytimes. Love Lane

Edgware Station - 340 Sep-09 Increased frequencies Mon - Fri interpeak and Sat shopping hours. Harrow bus Station

395 Harrow - Greenford Sep-09 New route running between Greenford and Harrow.

23

Route Termini Date Description of service change

Ruislip Station - Re-structured to run between Ruislip Station and Wood End. New route 395 398 Sep-09 Wood End introduced to run between Harrow and Greenford.

Waterloo Station - Articulated buses replaced by single decks and increased frequencies on all 521 london Bridge Sep-09 days. Station Woolwich Polytechnic - 672 Sep-09 Re-routed to serve Plumstead Bridge. Woolwich, Beresford Street

Bethnal Green - D3 Sep-09 Increased frequencies during Sunday shopping hours. Crossharbour

Aldgate bus station N253 - Tottenham Court Sep-09 Increased frequencies Fri and Sat night towards Aldgate. Road Northumberland Park Station - W3 Sep-09 Increased frequencies Mon – Fri. Finsbruy Park Station

Lewisham - Frequencies increased Mon - Fri peak and interpeak times and Saturday 21 Oct-09 shopping hours.

Slough bus station - 81 Hounslow bus Oct-09 Single deck buses replaced by double deck buses. station Lewisham bus 284 station - Oct-09 Increased frequencies during Mon - Fri peak times. Cemetery

New Cross Gate - Introduction of 24 hour service, replaces part of the N21 between Eltham and 321 Oct-09 Foots Cray, Tesco Foots Cray.

Sutton, Marshalls 407 Road - Caterham Oct-09 Increased frequencies Sunday shopping hours and evenings. station

Trafalgar Square - Route restructured from Eltham to serve Bexleyheath. Route 321 replaced the N21 Oct-09 Bexleyheath section of route between Eltham and Foots Cray.

Streatham - New Re-routed away from Asylum Road and Old Kent Road to serve Queen's P13 Oct-09 Cross Gate Road.

Putney Heath - Re-routed in South Kensington as part of the Exhibition Road 14 University College Nov-09 pedestrianisation scheme (also included routes 49, 70, 74, 345, 345, 360, Hospital 414, 430, C1, N74 and N97).

Clapton, Kennington Articulated buses replaced by single decks and increased frequencies on all 38 Nov-09 Hall Road - Victoria days.

Frien Barnet, 43 Library - London Nov-09 Increased frequencies at night. Bridge bus station

Honor Oak - Kings 63 Nov-09 Increased frequencies during the evenings and Sunday. Cross Station

Edgware - Marble 113 Nov-09 Route withdrawn between Selfridges and Oxford Circus. Arch

Northwick Park Re-routed in the Aerodrome Road area. No longer running between Watford 186 Hospital - Brent Nov-09 Way and Fiveways Corners. Cross

24

Route Termini Date Description of service change

Victoria - N38 Nov-09 increased frequencies on week nights. Walthamstow

Crystal Palace bus N63 station - Kings Nov-09 Increased frequencies on Friday and Saturday nights. Cross station

Uxbridge Station - U7 Nov-09 Increased frequencies during evenings and Sunday. Hayes, Sainsburys

Old Lodge Lane - Re-routed at Therapria Road via Coomber Way and Beddington Lane (in 455 Dec-09 Wallington Station conjunction with route 463).

Coulsdon South Route extended from Coulsdon Red Lion to Coulsdon South Station via 463 Station - Pollards Dec-09 Brighton Road and extended to Pollards Hill. Hill

Hammersmith - 10 Jan-10 24 Hour Service Introduced. Kings Cross

Fulwell - 33 Jan-10 Night service introduced. Hammersmith

Streatham Hill - 59 Jan-10 Increased frequencies Monday - Friday peak times. Kings Cross Station

Gunnersbury- 440 Stonebridge Park Jan-10 Route extended from Chiswick High Road to Gunnersbury, Power Road. Station

Hounslow West - H91 Jan-10 Re-routed between Chiswick roundabout and Church. Hammersmith

Kings Cross - Route withdrawn - replaced by 24-hour route on routes 10 and night service N10 Jan-10 Richmond on route 33.

Mitcham, Fair N133 Green - Liverpool Jan-10 Increased frequencies during nights. Street bus station Permanently re-routed in Woolwich Town Centre due to improvement works Woolwich - 51 Feb-10 (also included routes 53, 54, 96, 99, 122, 161, 178, 180, 244, 291, 380, 386, 422, 658, and N1).

Chingford Station - Route withdrawn between Ilford and Barking. Replaced by new routes EL1 179 Feb-10 Ilford and EL2.

Newham General 276 Hospital - Stoke Feb-10 Extended in Hospital. Newington Ilford High Road - 369 Thames View Feb-10 Route withdrawn. Replaced by routes EL1 and EL2. Estate Ilford Broadway - New route running between Ilford Broadway and Thames View Estate EL1 Thames View Feb-10 (replaces part of 179 and 369). Estate Ilford Broadway - New route running between Ilford Broadway and Dagenham Dock Statiobn EL2 Dagenham Dock Feb-10 (replaces part of 179 and 369). Station East Ham - 58 Walthamstow, Mar-10 Increased frequencies during Monday - Saturday daytimes. Central Station

25

Route Termini Date Description of service change

Wood Green Station 243 Mar-10 increased frequencies Monday - Friday peak times. - Waterloo

East Beckton, 325 Sainsburys - Prince Mar-10 Increased frequencies during Monday- Saturday daytimes. Regent Station

Crystal Palace - 931 Mar-10 Re-routed to serve Kingswood Estate in both directions. Lewisham

Orpington, Walnuts R7 Mar-10 Route extended to , Aquila. Centre - Bickley

Waltham Cross - 217 Turnpike Lane Apr-10 Increased frequencies during Monday - Friday peak and interpeak times . Station

427 Uxbridge - Acton Apr-10 Reduced on Sunday (see 607).

Bromley-by-Bow, Bromley-by-Bow terminus altered to Tesco instead of Twelvetrees Crescent 488 Tesco - Dalston Apr-10 for better overall accessibility. Junction Uxbridge Station - 607 White City bus Apr-10 Increased frequencies Monday- Friday and introduction of a Sunday service. station Sutton Hospital - S3 Worcester Park Apr-10 Two additional evening journeys introduced. Station Kingston, Cromwell 111 Road - Heathrow May-10 Increased frequencies during Monday - Friday peak times Airport Streatham High Increased frequencies during Sunday shopping hours and evenings. Re- G1 Road - Battersea, May-10 routed at Bolingbroke Hospital and St George's Hospital Shaftesbury Estate Ruislip Station - U1 West Drayton May-10 Additional late journeys introduced. Station Hackney Central 253 Station - Euston bus Jun-10 Increased frequencies during Monday to Friday peak journeys. station N253 - Tottenham Court Jun-10 Increased frequencies during Friday and Saturday night. Road

Blackwall Tunnel - Route withdrawn between Regent Street and Paddington. Route 159 will be 15 Aug-10 Regent Street extended from Marble Arch to Paddington.

Streatham bus 159 garage - Paddington Aug-10 24-hour route introduced and extended from Marble Arch to Paddington. Basin Lewisham bus Route revised to run through from Orpington to Lewisham at all times (instead 208 station - Orpingtin, Aug-10 of two overlapping sections). Changes to frequencies. Perry Hall Road Valley - Route extended from Bromley North to Catford via route 208. Frequencies 320 Catford Thomas Aug-10 increased Monday to Saturday daytimes. Lane Crystal Palace bus 410 station - Wallington Aug-10 Increased frequencies during peak periods. Shotfield

26

Route Termini Date Description of service change

Croydon, Park N109 Street - Oxford Aug-10 New night route running between Oxford Circus and Croydon. Circus

Romford Market - N15 Aug-10 Route withdrawn between Regent Street and Paddington. Regent Street

New Addington - Route withdrawn, partly replaced by 24 hour route on 159 and new routes N159 Aug-10 Marble Arch N64 and N159.

Thornton Heath Pond - New N64 Aug-10 New night route running between Thornton Heath Pond and New Addington. Addington, Homestead Way Hounslow Bus Increased frequencies Monday - Friday peak times, Sunday Shopping hours 120 Station - Sep-10 and evenings. Station Grove Park Station - Re-routed to no longer serve Besson Street as part of the Kender Street 136 Peckham bus Sep-10 project (also included routes 171, 177, 436, N136, N171, N89, and P13). station Chingford Mount, Increased frequencies Monday -Saturday daytimes, Sunday shopping hours 158 Prince Albert - Sep-10 and late evenings.

Arnos Grove Station 251 Sep-10 Increased frequencies during Monday - Friday peak times. - Edgware Station

Hounslow, Civic H20 Centre - Ivybridge, Sep-10 Increased frequencies on Sundays and evenings. Twickenham Tesco

Trafalgar Square - N89 Sep-10 Increased frequencies on Friday and Saturday nights. Erith

EdmontonGreen Articulated buses replaced by single decks and increased frequencies 149 Station - London Oct-10 Monday – Saturday. Bridge Station

Stanmore Station - 324 Oct-10 New route running between Stanmore Station and Brent Cross Tesco. Brent Cross, Tesco

Ponders End - Restructured to operate from Stamford Hill to . Frequencies 349 Stamford Hill, Oct-10 reduced on all days. Rookwood Road Neasden, Birch 972 Grove - Colindale Oct-10 Withdrawn, replaced by new route 324. Asda

Sudbury - Euston Articulated buses replaced by double deck vehicles. Revised frequencies 18 Nov-10 Station (increased).

Westbourne Park 23 Station - Liverpool Nov-10 Revised frequencies - reduced Monday to Saturday at peak times. Street Station

Ealing Hospital - St 92 Nov-10 Revised frequencies - reduced at night. Raphael's North

6 Willesden - Aldwych Dec-10 Reduced frequencies Monday - Friday peak times.

8 Bow- Oxford Circus Dec-10 Change to routeing at Oxford Circus.

27

Route Termini Date Description of service change

Elmers End - 54 Dec-10 Re-routed at Elmers End. Woolwich

Oxford Circus - 55 Dec-10 Changes to routeing at Oxford Circus. Leyton

98 Willesden - Holborn Dec-10 Reduced peak frequencies.

Elmers End Station 289 - Purely Whylecliffe Dec-10 Re-routed at Elmers End. Road Selsdon Sainsbury's 359 - Addington Village Jan-11 Frequency reduced to every 35 minutes. Interchange.

427 Uxbridge - Acton Jan-11 Extended in Acton to Old Town Hall.

London Bridge - 343 Feb-11 Increased frequencies during Monday to Friday peak journeys. New Cross

Harrow Weald , Oxhey Lane - Brent No longer serving Station Road in Harrow Town Centre. Will seve Greenhill 182 Mar-11 Cross Shopping Way instead. Centre Northwick Park No longer serving Greenhill Way in Harrow Town Centre, instead will serve 186 Hospital - Brent Mar-11 Station Road in both directions. Cross Watford Junction - No longer serving Greenhill Way in Harrow Town Centre, instead will serve 258 South Harrow Mar-11 Station Road in both directions. Station

Harrow Weald - No longer serving Greenhill Way in Harrow Town Centre, instead will serve N18 Mar-11 Trafalgar Square Station Road in both directions.

Victoria Station - 52 Willesden bus Apr-11 Reduced by one journey in each direction following demand review garage Golders Green 328 Station - Chelsea, Apr-11 Reduction in frequency during peaks and interpeak times. World's End Kingston Hall Road Extended from Mortlake Road to Manor Circus Sainsbury's. Dee Road no 371 - Richmond, Manor Apr-11 longer served. Road, Sainsbury's

Old Lodge Lane - 455 Apr-11 Route restructured and extended to terminate at Wallington Station. Wallington Station

Hither Green Withdrawn between Catford Town Centre and Bellingham and extended from N171 Station - Tottenham Apr-11 Catford Town Centre to Hither Green Station. Court Road

East Ham - Canning 300 May-11 Increased frequencies during Monday to Saturday daytimes. Town Station

Tottenham Court N35 Road - Clapham May-11 Increased frequencies weekends. Junction

8 Bow- Oxford Circus Jun-11 Due to changes at Oxford Circus, buses are re-routed at Holles Street.

28

Route Termini Date Description of service change

Ilford High Road - Route converted from bendy buses to double deck vehicles. Frequencies are 25 Jun-11 Oxford Circus increased on all days.

Hackney Wick- 26 Jun-11 Reduced by one journey in each peak. Waterloo

Tottenham - 76 Jun-11 Re-routed via Englefield Road to Kingsland Road in Dalston. Waterloo

Old Street - 135 Jun-11 Extra capacity AM peak. Crossharbour

Islington, Angel - 274 Jun-11 Night service is withdrawn. Lancaster Gate

Bromley-by-Bow, Route extended from Lower Clapton Road via Kenninghall Road, Downs 488 Tesco - Dalston Jun-11 Road, Shacklewell Lane and Kingsland High Street to Dalston Junction. Junction Park Hill Rise, 917 Runnymead Court - Jun-11 Route withdrawn. Croyfon Southall, Toplocks Re-routed towards to run direct from Greenford Road into Ruislip E5 Estate - Perivale, Jun-11 Road East (instead of serving Otter Road). Tesco

Oxford Circus - N8 Jun-11 Due to changes at Oxford Circus, buses are re-routed at Holles Street. Hainault, The Lowe

Marble Arch - Buses re-routed towards Hackney Wick to run via Amhurst Road (instead of 30 Jul-11 Hackney Wick Dalston Lane and Mare Street).

Greenford Station - 105 , Jul-11 Route diverted between Heathrow Central and Bath Road to follow route 140. Central bus station Scrattons Farm Route withdrawn between Romford Market and Chase Cross and re-routed 953 Estate - Romford Jul-11 from St Edwards Way via Waterloo Road to terminate at Romford Brewery. Brewery Woodford, Kings 958 Avenue - Ilford, Jul-11 Route withdrawn. Hainault Street On Friday and Saturday nights, the Oxford Street - Wanstead leg was Oxford Circus - restructured to run to Stratford. Frequencies for both legs (including Oxford N8 Jul-11 Hainault, The Lowe Circus - Hainault) increased to provide a joint 7 -8 minute frequency between Oxford Circus and Stratford. Walthamstow 69 Central - Canning Sep-11 One journey in each peak removed. Associated with extension of route 97. Town Station Route converted from bendy buses to double deck vehicles. Frequencies are Victoria Station - 73 Sep-11 increased on all days. Route re-structured to run only between Victoria and Stoke Newington Stoke Newington (instead of some journeys going to Seven Sisters) .

Chingford Station - 97 Sep-11 Route extended from Leyton (Downsell Road) to Stratford City Bus Station. Stratford City

Stratford City bus 241 station - Prince Sep-11 Route extended from Stratford town centre to Stratford City Bus Station. Regent Station Queensbury, 288 Morrisons - Sep-11 Later last buses. Broadfields Estate

29

Route Termini Date Description of service change

Stratford City bus 339 station - Shadwell Sep-11 Route extended from Fish Island to Stratford City Bus Station. Station Beckton bus station Routeing revised to serve the Winsor Park Estate in a clockwise direction 376 - East Ham, Sep-11 (instead of an anti clockwise direction). Newham Town Hall

Belmarsh - Frequencies increased during the morning and afternoon peak from every 12 380 Sep-11 Lewisham minutes to every 10 minutes.

Deptford Broadway Route converted from bendy buses to double deck vehicles. Peak frequencies 453 - Marylebone Sep-11 increased from every 5 minutes to every 4 minutes. Friday and Saturday night Station frequencies increased to every 12 minutes . Waltham Cross - Re-routed at North Middlesex Hospital. Buses no longer serve Bridport Road 491 North Middlesex Sep-11 and hospital road. Hospital

St Edwards School- 686 Sep-11 Reduced morning service. Romford

Norwood bus Route withdrawn between West Norwod and Clapham Common Station. The 689 garage - , Sep-11 journeys between Clapham Common Station and Burntwood School are re- Burntwood School numbered 690. Norwood - All journeys between Clapham Common and Burntwood School, previously 690 Earlsfield, Sep-11 operated as 689 are re-numbered 690. Burntwood School Stratford City bus D8 station - Sep-11 Re-routed at Stratford High Street to Stratford City Bus Station. Crossharbour, Asda Harrow Bus Station - Harrow Bus Re-routed via Sheepcote Road and Gayton Road. Evening frequencies H10 Station (via Rayners Sep-11 increased from every 30 minutes to every 20 minutes on all days. Lane and Wealdstone)

Harrow Bus Station Monday to Friday peak frequencies increased from every 15 minutes to every H17 Sep-11 - Wembley Central 12 minutes.

Harrow Bus Station - Harrow Bus Re-routed via Gayton Road and Sheepcote Road. Evening frequencies H9 Station (via Sep-11 increased from every 30 minutes to every 20 minutes on all days. Wealdstone and Rayners Lane) Walthamstow Frequencies increased on Friday and Saturday nights from every 15 minutes N73 Central - Victoria Sep-11 to every 12 minutes. Station Romford, Queens Saturday frequency reduced from 7 to 6 bph. Sunday daytime frequencies 193 Hospital - County Oct-11 increased from every 30 minutes to every 20 minutes. Park Estate Wembley, The Route withdrawn from St Raphael Estate and extended from Brentfield Road 206 Paddocks - Kilburn Oct-11 to Wembley Park, The Paddocks (previously served by route PR2). Park

Harrow Bus Station Re-routed in both directions between Bridge Road and Wembley Central via 223 Oct-11 - Wembley Central Empire Way (instead of Park Lane).

Wembley Stadium - Withdrawn between Harlesden Station and Willesden Junction Station. Re- 224 St Raphael's, Oct-11 routed from Harlesden Station via Brentfield Road to terminate at St Pitfield Way Raphael's Estate (along roads previously served by route 206). West Croydon Bus Station - Lower Monday to Friday peak frequencies increased from every 12 minutes to every 450 Oct-11 Sydenham, 10 minutes. Sainsbury's

30

Route Termini Date Description of service change

Wembley Park, The PR2 Paddocks - Oct-11 Route withdrawn and partially replaced by routes 206 and 224. Willesden Junction

Oxford Circus - Converted from bendy buses to double deck vehicles. Frequencies increased 12 Nov-11 Dulwich, Library on all days.

Route converted from bendy buses to double deck vehicles. Peak and all Wood Green Station 29 Nov-11 evening frequencies increased (including Saturday and Sunday shopping - Trafalgar Square hours). Lancaster Gate Buses towards Farringdon Street will be re-routed from Clifton Gardens via Station - Farrington 46 Nov-11 Clifton Road and Maida Vale to Hall Road (instead of Clifton Gardens, Street, Stonecutter Randolph Avenue and Sutherland Avenue). Street Twickenham Station Route extended to West Middlesex Hospital via London Road and 110 - West Middlesex Nov-11 Twickenham Road. Hospital Park Royal, Central Buses towards Farringdon Street will be re-routed from Clifton Gardens via 187 Middlesex Hospital - Nov-11 Clifton Road and Maida Vale to Hall Road (instead of Clifton Gardens, Finchley Road Randolph Avenue and Sutherland Avenue).

Lewisham - Route converted from bendy buses to double deck vehicles. Peak frequencies 436 Nov-11 Paddington increased.

Enfield Town - Route converted from bendy buses to double deck vehicles. Frequencies N29 Nov-11 Trafalgar Square increased on all nights.

Hayes-By-Pass - Route converted from bendy buses to double deck vehicles. Frequencies 207 White City Bus Dec-11 increased at Monday to Friday peak times and Saturday day times. Station

Holborn, Red Lion - N207 Dec-11 Frequencies increased on Friday and Saturday nights. Uxbridge

Orpington Station - Headways changes from every 68 minutes to every 70 minutes. Last two R8 Biggin Hill, Post Dec-11 evening journeys are withdrawn. Office Richmond bus station - West Buses no longer pick up in Richmond bus station - pick up in George Street 190 Jan-12 Brompton, Empress instead. State Building North Middlesex Monday to Saturday daytime frequencies increased from every 20 minutes to 318 Hospital - Stamford Jan-12 every 15 minutes. And Sunday shopping hours increased from every 30 Hill minutes to every 20 minutes. East Beckton A new bus only link was created between Jenkins Lane and Fresh Wharf 325 Sainsburys - Prince Jan-12 Estate Road. Regent Redbridge, Roding A new bus only link was created between Jenkins Lane and Fresh Wharf 366 Lane South - Jan-12 Estate Road. Beckton Bus Station Richmond bus Buses no longer pick up in Richmond bus station - pick up in George Street 391 station - Sands End, Jan-12 instead. Sainsbury's Richmond bus station - Buses no longer pick up in Richmond bus station - pick up in George Street 419 Jan-12 Hammersmith bus instead. station Aldwych - 9 Hammersmith bus Feb-12 Buses re-routed to serve Pall Mall and St. James Street in both directions. station Newham Hospital Gateway Surgical Buses towards Newham General Hospital rerouted in Hackney via Amhurst 276 Feb-12 Centre - Stoke Road instead of turning left onto Dalston Lane. Newington Common

31

Route Termini Date Description of service change

Waltham Cross - Buses re-routed along Innova Way via Solar Way in both directions. Two new 491 North Middlesex Feb-12 bus stops located in Solar Way. Hospital Bedfont Green - 941 Hampton, Feb-12 Route withdrawn and replaced by regular booking on Dial-a-Ride. Sainsbury's

Aldwych - Heathrow N9 Feb-12 Buses re-routed to serve Pall Mall and St. James Street in both directions. Airport, T5

Romford Market - Additional am peak journey towards Canning Town on all days to improve 5 Canning Town Mar-12 reliability and capacity. Station Monday to Friday daytime frequency reduced from every 6 mins to every 7 19 Station - Battersea Mar-12 mins with two additional journeys southbound in the am peak. Bridge Greenwich, Cutty Sark - Sidcup, 286 Mar-12 Additional journey departing Greenwich at 00:30 on all nights. Queen Mary's Hospital Route converted from single deck to double deck operation. Two existing Hayes, Clarendon double deck am short journeys from Hayes and Harlington to Stockley Park 350 Road - Heathrow Mar-12 removed, and one pm double deck short journey from Stockley Park to Hayes Airport T5 and Harlington removed. Hackney Wick, Withdrawal of temporary extension to Embankment Station during 388 Chapman Road - Mar-12 redevelopment of . Blackfriars Station - Clapham Friday and Saturday night frequency increased from every 30 mins to every N19 Mar-12 Common, St. John's 20 mins. Hill Leytonstone Bus Station - Woodford Frequency during Saturday shopping hours reduced from every 15 mins to W13 Mar-12 Wells, Horse and every 20 mins. Well Cogan Avenue As part of a scheme to improve reliability, frequencies reduced during Mon - W15 Estate - Hackney Mar-12 Fri peaks from a bus every 8 mins to every 8 - 9 mins, and Saturday daytime Central Station from every 8 mins to every 10 mins. bus station - 81 Hounslow bus Apr-12 Sunday frequencies increased from every 20 mins to every 15 mins. station Northwick Park Evening frequencies increased on all days from every 30 mins to every 20 186 Hospital - Brent Apr-12 mins. Cross Highgate Village, North Road - Friday and Saturday night frequencies increased from every 12 mins to every 214 Apr-12 Liverpool Street 10 mins. Station West Croydon Bus Station - Heathrow X26 Apr-12 Evening frequencies increased from every 60 mins to every 30 mins. Airport Central Bus Station Romford Station - Buses towards Romford rerouted directly from Redbridge roundabout to 66 Leytenstone Bus Jun-12 Eastern Avenue and will no longer loop through Redbridge Station forecourt. Station

Romford Station - 128 Jun-12 Buses rerouted via Rom Valley Way to serve Queen's Hospital. Claybury Broadway

Dagenham, Asda - Buses towards Dagenham rerouted directly from Redbridge roundabout to 145 Leytenstone Bus Jun-12 Eastern Avenue and will no longer loop through Redbridge Station forecourt. Station Edgware Bus N113 Station - Trafalgar Jun-12 New night route to run every 30 mins on all nights. Square

32

Route Termini Date Description of service change

In association with the introduction of route N113, route N13 will reduce in North Finchley - N13 Jun-12 frequency from every 15 mins to every 30 mins on Sunday to Thursday nights Aldwych and from every 10 mins to every 15 mins on Friday and Saturday nights. Clapham Junction, Grant Road - N35 Jun-12 Friday and Saturday night frequencies from every 15 mins to every 12 mins. Tottenham Court Road Buses towards Hainault rerouted directly from Redbridge roundabout to Oxford Circus - N8 Jun-12 Eastern Avenue. Buses will no longer loop through Redbridge Station Hainault, The Lowe forecourt.

Willesden Bus 6 Jul-12 Reduced frequencies during summer holidays. Garage - Aldwych

Romford Market - Frequency increased on Friday and Saturday nights from every 12 mins to N15 Jul-12 Regent Street every 10 mins.

Sutton Hospital - Rerouted between Oldfields Road and Windsor Avenue to serve Kimpton S3 Malden Manor Jul-12 Industrial Park. station Old Coulsdon, 60 Tudor Rose - Aug-12 Rerouted to serve the Streatham Station interchange. Streatham Station

Streatham Station - 159 Aug-12 Rerouted to serve the Streatham Station interchange. Paddington Basin

Streatham Station - P13 Aug-12 Rerouted to serve the Streatham Station interchange. New Cross Gate

Archway Station - Saturday and Sunday shopping hours frequency increased from every 15 4 Sep-12 Waterloo Station minutes to every 12 minutes.

Chase Cross - Route extended from Rainham, War Memorial to Rainham Station 103 Rainham Station Sep-12 Interchange. Interchange Monday to Saturday daytime frequencies decreased from every 8 minutes to - Tottenham 176 Sep-12 every 9 minutes. Additional Mon - Fri journey from Camberwell to Tottenham Court Road Station Court Road. Lower Sydenham - Monday to Saturday daytime frequencies decreased from every 12 minutes to 194 West Croydon Bus Sep-12 every 14 minutes. During Sunday shopping period, additional bus provided to Station maintain reliability. Uxbridge Station - Converted from single-deck to double-deck. Frequencies reduced marginally 222 Hounslow Bus Sep-12 as a result. Station Homerton Hospital - Monday to Saturday daytime frequencies reduced from every 6 mins to every 242 Tottenham Court Sep-12 7-8 mins. The additional Mon - Fri AM peak journey from Homerton Hospital Road will be retained. Hammersmith Bus 267 Station - Fulwell Sep-12 Withdrawal of the summer Sunday extension to Hampton Court. Bus Garage

Romford Station - 498 Sep-12 The route will be converted from single deck to double deck operation. Brentwood

Hayes, Prologis Route extended from Hayes, Bourne Avenue via Nine Acres Close to Hayes, U4 Park - Uxbridge Sep-12 Prologis Park Business Park. Increased frequencies on Sun from every 20 Station minutes to every 15 minutes. Willesden Junction Monday to Friday peak frequency will increase from every 8 minutes to 220 Station - Oct-12 approximately 6 minutes.

33

Route Termini Date Description of service change

Finsbury Park 236 Station - Hackney Oct-12 Night service withdrawn. Wick

Gallows Corner - Monday to Saturday daytime frequencies increased from every 30 minutes to 499 Oct-12 Heath Park Estate every 20 minutes.

Chiswick, Business 27 Park - Chalk Farm, Nov-12 Route extended to Chiswick Business Park at all times. Morrisons Mill Hill Broadway Buses towards Ruislip rerouted via Sheepcote Road and Station Road to 114 Station - Ruislip Nov-12 College Road instead of via Grayton Road and Station Road. Station Golders Green Buses towards Pinner rerouted via Sheepcote Road and Station Road to 183 Station - Pinner, Nov-12 College Road. Love Lane Station - St Rerouted towards St Raphael's Estate via Brent Park Tesco. An additional 224 Nov-12 Raphaels, Pitfield stop introduced in Drury Way for buses towards Wembley. Way Hither Green Introduction of new schedule which includes redistribution of running times to 225 Station - Canada Nov-12 reflect traffic conditions. An additional bus will be introduced in the weekday Water bus station afternoon peak, Saturday shopping hours and Sunday afternoon. Colliers Wood Later last journeys on all days (Monday to Friday and Saturday); from Epsom 470 Station - Epsom Nov-12 at 20.25 and from Colliers Wood at 20.20. Clock Tower West Hendon Broadway - Revised morning times and changes to bus stops to better serve pupils of 642 Nov-12 Stanmore, London London Academy. Academy Noak Hill, Tees Revised departure time for third morning journey from Noak Hill, now 646 Drive - Cranham, Nov-12 departing 5 minutes earlier at 07:43. Front Lane Rainham, Abbey Revised departure time, buses will depart 5 minutes earlier from Rainham, at 652 Wood Lane - Nov-12 07:43 and 07:47. Upminster Station Woodford Wells, Bancroft's School - Revised departure times for all afternoon journeys, and the 15:28 journey 679 Nov-12 Goodmayes, Lord from Woodford Wells will instead pick up at Woodford High Road at 15:39. Napier Scrattons Farm Following consultation route withdrawn without replacement (although Dial-a- 953 Estate - Romford Nov-12 Ride and other local services availaible). Last day of operation Wednesday Brewery 7th November 2012. Victoria Station, Wilton Road - 52 Dec-12 Introduction of 24hr service. Willesden Bus Garage New Addington Revised daily schedules, providing additional daytime running time on Tramlink, Parkway - 130 Dec-12 Monday to Friday by bringing a bus into service earlier than the current Norwood Junction, schedule, departing Norwood Junction at 06:49. Grosvenor Road North Greenwich Bus Station - 132 Dec-12 Route converted to double-deck vehicles. Bexleyheath, Market Place Crystal Palace Bus Additional late journey daily from Crystal Palace at 01:00 and from 202 Station - Blackheath Dec-12 Blackheath, Royal Standard at 00:15. Royal Standard Due to the redevelopment of and the closure of St Peckham Bus 381 Dec-12 Thomas Street for 6 years, service permanently diverted to run via Borough Station - Waterloo High Street, Duke Street Hill and Tooley Street towards Peckham. Lewisham - Avery Morning journey retimed to arrive at Crown Woods School 10 minutes earlier 621 Hill, Crown Woods Dec-12 at 07:57 to better match the school start time of 08:10 School

34

Route Termini Date Description of service change

Victoria Station - N52 withdrawn and replaced by a 24 hour service on route 52, with common N52 Willesden bus Dec-12 routeing between Victoria and Willesden Garage. garage New Mon - Fri and Sunday schedules due to the morning peak frequency Victoria Station - 44 Jan-13 increase towards Victoria. From , the frequency increases from every Tooting Station 10 minutes to every 8-9 minutes between 07:10 and 08:10. Waterloo, Concert New Mon - Fri and Sunday schedules due to the morning peak frequency 77 Hall Approach - Jan-13 increase towards Waterloo. From Tooting, the frequency increases from every Tooting Station 10 minutes to every 8-9 minutes. , Introduction of single journey towards London Bridge to arrive at Old Street North Circular Road 141 Jan-13 between 0800 and 0900. This would mean a bus approximately every 5 mins - London Bridge in the busiest hour southbound. Station Woolwich Common, Queen Elizabeth Long term diversion due to temporary closure of London Bridge Street 291 Jan-13 Hospital - (collapsed sewer). Woodlands Estate Enfield, Little Park An additional journey will operate on Mondays to Fridays. It will depart from 329 Gardens - Turnpike Jan-13 Enfield between 0731 and 0755 and depart from Turnpike Lane between Lane Station 1650 and 1715. Bromley-By-Bow Tesco - Dalston 488 Jan-13 New schedules on all days to improve reliability. Junction Bus Station Thamesmead, Introduction of one additional return journey, departing in the morning at 601 Town Centre - Jan-13 07:37 from Thamesmead Town Centre to Dartford Heath, and departing in the Wilmington Schools afternoon at 15:38 from Bexley Library to Thamesmead Town Centre. Woodford Wells, N55 Horse & Well - Jan-13 Rerouted at the Green Man Roundabout towards Oxford Circus. Oxford Circus

Woodford Bridge - W14 Jan-13 New schedule to improve reliability. Leyton, Asda

Due to the permanent closure of Stonecutter Street to all traffic, the Holborn Oxford Circus, leg of the route is curtailed at City Station. Buses will set down at 25 Holles Street - Ilford Feb-13 stop HK on Holborn Viaduct. The destination blind on buses changes to 'City High Road Thameslink'. Terminating buses no longer serve stop L on Holborn Viaduct. Clapton, Kenninghall Road Introduction of revised schedule. Monday to Friday peak frequency reduced 38 Feb-13 Roundabout - on both legs of service from every 5 minutes to every 6 minutes. Lancaster Gate Due to the permanent closure of Stonecutter Street, the route is rerouted Station - St. 46 Feb-13 between Holborn Circus and West Smithfield (St Bartholomew’s Hospital) via Bartholomew's Holborn Viaduct. Hospital Finsbury Park Sunday shopping hours frequency increased from every 15 minutes to every 153 Station - Liverpool Feb-13 12 minutes. Street Station Kingston, Cromwell The last bus towards West Molesey departs Cromwell Road Bus station at 411 Road Bus Station - Feb-13 0010 instead of 0005. West Molesey Charles Darwin School, Jail Lane - Revised timetable introduced with no change to frequencies, to coincide 664 Feb-13 New Addington, better with school times. Homestead Way

Trafalgar Square - Frequency increased on Friday and Saturday nights from every 30 mins to N41 Feb-13 Tottenham Hale every 20 mins

Clapham Junction Station, Grant Road Route extended in service from the current last stop outside Shoreditch Town 35 Apr-13 - Shoreditch Hall to set down on stand at stop Z2 in Shoreditch High Street. Church, High Street

35

Route Termini Date Description of service change

Finsbury Park Withdrawal of the additional weekday morning peak journey towards Station - 106 Apr-13 Whitechapel and reduced Mon - Sat daytime frequencies from every 7.5 Whitechapel, Cavell minutes to every 8 minutes. Street Raynes Park, Double-deck buses operate on the 0750 and 0802 journeys departing Raynes Park Hotel - 200 Apr-13 towards Raynes Park, and the 1528 and 1534 journeys Mitcham, Fair departing Wimbledon station towards Mitcham. Green Staines Bus station - Kingston, Introduction of additional single deck school day-only journey between 216 Apr-13 Cromwell Road Bus Ashford Town Centre and Hampton Station. Station Noak Hill, Tees Additional school day only journey departing at 0800 from Noak Hill to 256 Drive - Hornchurch, Apr-13 Hornchurch. St Georges Hospital Rainham, Abbey Improved interworking with route 165 over the common section between 287 Wood Lane - Apr-13 Abbey Wood Lane and Cherry Tree Lane at weekends. Brentwood, Extended from Romford Station to Queen's Hospital via South Street, Sainsbury's - Oldchurch Road and Oldchurch Rise; frequencies increased. Buses will run 498 Apr-13 Romford, Queen's every 20 minutes during Monday to Saturday daytime and every 30 minutes Hospital during the evening and on Sundays. Gallows Corner, 499 Tesco - Heath Park Apr-13 Rerouted to serve Queen’s Hospital via Oldchurch Rise in both directions. Estate Erith, Bexley Road - Introduction of a Sunday service running every 30 minutes from 0700 to B12 Joydens Wood Apr-13 midnight. Loop Golders Green Station - Bigwood New route replacing the H1. The restructured, shorter route enables 631 May-13 Road, Henrietta additional journeys to be provided. Barnet School Golders Green Station - Bigwood H1 May-13 Route withdrawn and replaced by new, restructured route 631. Road, Henrietta Barnet School Hampton, The Service increased from every 20 mins to every 15 mins during Sunday R70 Avenue - Richmond, May-13 shopping hours (between around 0930 and 1830). Manor Road Additional school day afternoon journey from Enfield Town towards Station - 191 Jun-13 Edmonton, providing a 7 to 8 minute service between 1443 and 1543 at Edmonton Green Ponders End Station. Northumberland Buses towards Waterloo rerouted to turn directly into Phillip Lane from Park, Angel Road Tottenham High Road and will no longer serve stops N and P further along 341 Jun-13 superstores - the high road. This is in conjunction with the Tottenham Hale gyratory Waterloo conversion to two-way operation. Stop R on Cromwell Gardens will be removed until December 2014 because Roehampton, of construction works at the V&A Museum. Buses in both directions will pick 430 Danebury Avenue - Jun-13 up and alight at stop H on Cromwell Road, opposite the Natural History South Kensington Museum. Roehampton Vale, Additional earlier first journey on all days towards Esher and additional Asda - Esher High K3 Jun-13 afternoon schooldays journey towards Esher. Service increased from every Street/Esher High 30 mins to every 20 mins during Sunday shopping hours. School Walthamstow Buses towards Chingford Hall Estate rerouted via George Road instead of Central station - W11 Jun-13 Leonard Road, due to a new one-way system being introduced by the London Chingford Hall Borough of Waltham Forest. Estate Sudbury & Harrow Introduction of two additional short working Monday to Fridays AM peak 18 Road Station - Jul-13 journeys between 0625 and 0655 between Harlesden, Manor Park Road and Euston station Euston Station, Euston Road. Honor Oak, Forest Two additional journeys introduced in the morning peak towards King's Cross, 63 Hill Tavern - King's Jul-13 providing a frequency of every 4 minutes between 0800 and 0900 on Old Cross Station Kent Road at Bricklayer's Arms junction.

36

Route Termini Date Description of service change

Due to the pedestrianisation of East Street, Bromley North, service re-routed Bromley North 138 Jul-13 southbound via Tweedy Road instead of East Street and Widmore Road. No station - change to northbound routeing. Woolwich, Monk Due to the redevelopment of the former Ferrier Estate, the route will no longer 178 Street - Lewisham Jul-13 serve Weigall Road, Moorehead Way and Tudway Road. Buses in both bus station directions will instead be permanently rerouted via Kidbrooke Park Road. Bexleyheath Due to the pedestrianisation of East Street, Bromley North, service re-routed Shopping Centre - 269 Jul-13 southbound via Tweedy Road instead of East Street and Widmore Road. No Bromley North change to northbound routeing. Station Catford, Thomas Due to the pedestrianisation of East Street, Bromley North, service re-routed 336 Lane - , Jul-13 southbound via Tweedy Road instead of East Street and Widmore Road. No Pallant Way change to northbound routeing. West Croydon bus Due to the pedestrianisation of East Street, Bromley North, service re-routed 367 station - Bromley Jul-13 southbound via Tweedy Road instead of East Street and Widmore Road. No North station change to northbound routeing. Bexleyheath Bus Due to the redevelopment of the former Ferrier Estate, the route will no longer B16 Garage - Kidbrooke Jul-13 serve Tudway Road. station

Barnet Church - The Friday night and Saturday night frequencies are increased from every 12 N20 Jul-13 Traflalgar Square minutes to every 10 minutes.

Muswell Hill Broadway - W7 Jul-13 Increase in morning and afternoon peak frequencies. Finsbury Park station The Monday to Friday peak frequency will reduce from every 4 minutes to Oxford Circus - very 5 minutes. An additional Monday to Friday AM journey will operate 12 Aug-13 Dulwich, Library towards Oxford Circus, and an additional Monday to Friday PM journey towards Dulwich.

Golders Green 13 Aug-13 One morning peak journey towards Aldwych is removed. Station - Aldwych

Dulwich, Library - Introduction of two Mon-Fri AM peak journeys from Dulwich to Aldgate, in 40 Aug-13 Aldgate station association with a frequency reduction on route 12.

The Monday to Saturday daytime frequency will increase from every 12 Belmont - minutes to every 10 minutes. Two additional early morning journeys from 80 Aug-13 Hackbridge Belmont on Mondays to Saturdays will also be introduced. The late evening journeys are retimed to improve interworking with route 280.

Stratford bus station The Monday to Friday journey from Manor Park to Stratford will be retimed to 86 Aug-13 - Romford station depart at 0812 instead of 0830.

Chingford Station - Rerouted via the Olympic Park in both directions. Introduction of an additional 97 Stratford City bus Aug-13 journey towards Stratford in the morning peak and towards Chingford in the station evening peak. Pollards Hill, South Lodge Avenue - Introduction of an additional AM peak journey towards New Malden on 152 Aug-13 New Malden, schooldays only. Fountain The route ceases to be a designated 24hr service when the new night service Paddington station - 205 Aug-13 N205 (extended from Bow Church to Leyton, Drapers Field) is introduced. Bow Church The daytime service will continue to terminate at Bow Church. Alperton, Sainsburys - 245 Aug-13 Conversion of service to double-deck operation. Golders Green station Clapham Common, An additional schoolday AM peak journey will be introduced towards , 249 Old Town - Anerley Aug-13 providing a frequency of every 10 minutes between 0745 and 0845. Station

Morden Station - Early evening frequency increased from every 30 minutes to every 20 minutes 293 Aug-13 Epsom Hospital until 22:00 on Monday to Saturdays.

37

Route Termini Date Description of service change

Route extended from Stratford City bus station to Leytonstone station via Leytonstone station 339 Aug-13 Stratford East Village, Crownfield Road, Leytonstone High Road, Cathall - Shadwell station Road and Grove Green Road. London Bridge, City Introduction of an additional morning peak journey towards London Bridge to 343 Hall - New Cross, Aug-13 address capacity issues. Jerningham Road Hayes, Clarendon The Saturday daytime frequency is permanently reduced from every 12 350 Road - Heathrow Aug-13 minutes to 20 minutes. Airport T5 Ponders End, Introduction of an additional school day journey between Oakwood and 377 Enfield Bus Garage Aug-13 Ponders End at 1525, which will serve World’s End Lane at approximately - Oakwood station 1535. , Introduction of additional school day journey from Crooked Billet to Debden 397 Sainsburys - Aug-13 Station at approximately 07.35 Debden station Coulsdon, Introduction of a new Sunday service with buses running every 30 minutes. Ridgemount Avenue 434 Aug-13 Evening short working journeys extended to operate the full length of the - Whyteleaf South, route to Whyteleafe South on all days. Court Bushes Road Muswell Hill Buses rerouted away from Barnet Hospital to Barnet, Arkley Hotel. Buses will 634 Broadway - Barnet Aug-13 set down at stop E and pick up at stop K on Wood Street. Hospital The Monday to Friday afternoon school journey departing from St Stratford bus station Bonaventure's school in Upton Lane, is re-timed to depart 678 - Beckton bus Aug-13 five minutes later, at 1530 instead of 1525 to better match the school finishing station, Upton Lane time On Sundays and all evenings the frequency will be increased from every 15 Poplar, All Saints - D7 Aug-13 minutes to every 12 minutes. The early Sunday morning frequency will Mile End station increase from every 20 minutes to every 15 minutes. Stratford City bus Extended from Stratford City bus station via International Way to terminate at D8 station - Aug-13 Stratford International bus station. Crossharbour, Asda Streatham High Road, Green Lane - Rerouted to serve Springfield Hospital at all times and all days of the week G1 Aug-13 Battersea, instead of only on weekdays between 0730 and 1800. Shaftesbury Estate Harrow bus station - Harrow bus station Monday to Saturday daytime frequency increased from every 30 minutes to H18 Aug-13 (via Pinner & every 20 minutes. Wealdstone) Harrow bus station - Harrow bus station Monday to Saturday daytime frequency increased from every 30 minutes to H19 Aug-13 (via Wealdstone & every 20 minutes. Pinner) Paddington Station - New night route (now that the 205 service is no longer a designated 24hr Leyton, Downsell N205 Aug-13 route) extended from Bow to Leyton, Drapers Field. Buses will run every 30 Road (Drapers minutes. Please see the separate 205 entry. Field) Southgate station - Introduction of an additional school day journey which will pass Latymer W6 Edmonton Green Aug-13 School at approximately 1550. station Romford Brewery - 165 Rainham, Abbey Sep-13 The additional 1604 journey from Romford is withdrawn. Wood Lane Ealing Broadway 226 station - Golders Sep-13 Introduction of an additional Monday to Friday school day only journey. Green station Rerouted towards Waterloo due to the closure of St Thomas Street for 6 Peckham bus 381 Sep-13 years. Buses will permanently operate via Tooley Street, Duke Street Hill and station - Waterloo Borough High Street. Introduction of additional morning and afternoon journeys between Burnt Oak and Totteridge Academy via the existing route to Highwood Hill before 605 Station - Mill Hill, Sep-13 continuing along Totteridge Lane to Totteridge & Whetstone station. The Marsh Lane current (1540) afternoon journey will continue to start from Mill Hill, Marsh

38

Route Termini Date Description of service change

Lane.

Turnpike Lane Morning journeys retimed ten minutes earlier to better match school starting 617 Station - St. Ignatius Sep-13 times at St Ignatius College. Buses will arrive at the college at 0819 and 0827 College instead of 0829 and 0837. Wood Green, Morning journeys retimed ten minutes earlier to better match school starting Haringey Civic 629 Sep-13 times at St Ignatius College. Buses will arrive at the college at 0815 and 0823 Centre - St. Ignatius instead of 0825 and 0833. College Ilford Broadway, 24hr service extended from Thames View Estate to Barking Riverside EL1 Ilford Hill - Thames Sep-13 (Mallards Road) via Renwick Road, Thames Road, Marine Drive and View Estate Galleons Drive. Walthamstow, Argall Avenue - Introduction of additional journey at 0750 Monday to Friday only from Ilford to W19 Sep-13 Ilford High Road, Walthamstow Central. Hainault Street Romford Station - 66 Leytenstone Bus Oct-13 Additional morning and afternoon journeys introduced. station Thamesmead, A number of afternoon journeys are retimed to better match school finishing 601 Town Centre - Oct-13 times Wilmington Schools Hammersmith Bus Monday to Saturday daytime frequency reduced from every 7.5 minutes to 10 Station - King's Nov-13 every 8 minutes Cross station Chessington, World Frequency increased to approximately every 6.5 minutes during morning and Of Adventures - 65 Nov-13 afternoon peak times with journeys departing from Kingston reduced from Ealing Broadway every 6.5 minutes to every 7.5 minutes at 0845. station The frequency increases from every 30 minutes to every 20 minutes during the evenings and all day on Sundays. Three additional journeys introduced in Romford Station - the morning peak towards Leytonstone. Two additional journeys passing 66 Leytenstone Bus Nov-13 Newbury Park Station towards Romford at 1540 and 1615. Increased station frequency passing Newbury Park Station towards Romford between 1755 and 1855 to every 6 minutes. North Cheam, Frequency increases to every 6 minutes during the Monday to Friday peak Priory Road - times. Introduction of a single journey towards Putney Bridge on all weekdays 93 Nov-13 Putney Bridge during the morning peak increasing the peak frequency to approximately station every 5.5 minutes at Morden between 0730 and 0830. West Croydon Bus The frequency increases from every 20 minutes to every 15 minutes during 154 Station - Morden Nov-13 the evenings and all day on Sundays. Additional late night journeys station introduced from Croydon to Sutton at 0100, 0130 and 0200. Lewisham, Molesworth Street - Frequency reduced from every 10 minutes to every 1 minutes during 261 Nov-13 Locksbottom, Pru Saturday shopping hours Hospital Worcester Park Introduction of an additional journey departing from Worcester Park station at 627 Station - Wallington Nov-13 0738 and Wallington High School at 1502. High School Romford Station - The Monday to Thursday afternoon school journey from Harold Hill, Settle 647 Harold Hill, Settle Nov-13 Road will be retimed to depart ten minutes later, at 1545 rather than 1535, to Road better match school finishing times Whitton, Lincoln Avenue - Service rerouted at Barnes Bridge, The Terrace to run direct along Barnes 969 Nov-13 Roehampton Vale, High Street and Church Road to Rocks Lane and the normal line of route. Asda West Croydon Bus Station - Heathrow Rerouted along Hampton Road, Uxbridge Road, and Park Road to mirror the X26 Nov-13 Airport Central Bus service in the opposite direction. Station Hackney Wick, Rerouted to terminate and stand at Hackney Wick Eastway in association with 26 Eastway - Waterloo Dec-13 the rerouteing of services through the Olympic Park station

39

Route Termini Date Description of service change

Marble Arch - Rerouted to terminate and stand at Hackney Wick, Chapman Road in 30 Hackney Wick, Dec-13 association with the rerouteing of services through the Olympic Park Chapman Road

Edgware Station - Re-timing of evening departures from New Barnet and Edgware to better suit 107 Dec-13 New Barnet station train connections at Elstree & Borehamwood Station.

Sunbury Village, Three Fishes - Route extended from Brentford to North Brentford, Great West Quarter via 235 Dec-13 North Brentford, Brentford High Street and Ealing Road. Great West Quarter Hammersmith Bus The frequency increases from every 20 minutes to every 15 minutes on all 267 Station - Fulwell Dec-13 evenings. Bus Garage Station The first journey from Arnos Grove is retimed to depart 3 minutes earlier at = , 298 Dec-13 0609 to provide a better connection with the rail service from Potters Bar Cranborne Road station. Industrial Estate Stratford City Bus The route is extended from Hackney Wick to Stratford City bus station via 388 Station - Blackfriars Dec-13 Eastway, Lee Interchange, Waterden Road, Westfield Avenue and Montfichet station Road. Rerouted at Tolworth Broadway to run directly along Ewell Road, Surbiton Hill Riverhill - Kingston, 965 Dec-13 Road and Penrhyn Road back to the normal line of route. The journey from Sainbury's Kingston Sainsbury’s is retimed to depart at 13:00 instead of 14:00. Orpington Station - The frequency, along with route R5, is reduced from every 60 minutes to R10 Knockholt / Dec-13 every 75 minutes to give buses more time to complete their journeys and to Orpington station help the service be more reliable. Orpington Station - The frequency, along with route R10, is reduced from every 60 minutes to R5 Orpington Station / Dec-13 every 75 minutes to give buses more time to complete their journeys and to Knockholt help the service be more reliable. Mill Hill Broadway Buses will run later to meet the arrival of last trains at Burnt Oak, Queensbury 114 Station - Ruislip Jan-14 and South Harrow stations. The late evening frequency will be reduced from Station every 12 minutes to every 15 minutes. The frequency increases on Monday to Friday and during Saturday shopping Golders Green hours from every 10 minutes to every 8 minutes. The frequencies on Sundays 183 Station - Pinner, Jan-14 during shopping hours and on all evenings increase from every 15 minutes to Love Lane every 12 minutes. Buses will also run 30 minutes later on all evenings. The two additional AM journeys will be retimed. The first additional AM Kingston, Cromwell journey will be retimed 13 minutes earlier, to depart Ashfield Hospital at 0717 216 Road Bus Station - Jan-14 instead of 0730, and will be extended to run through to Kingston. The second Staines bus station additional journey will be retimed 10 minutes earlier to depart Staines Bus Station at 0727 instead of 0737. Wanstead, Route restructured to serve the Olympic Park, and extended from Clapton Woodbine Place - Park to Kenninghall Road roundabout. The frequencies also increase to every 308 Clapton, Jan-14 12 minutes on Mondays to Fridays and every 20 minutes on all evenings and Kenninghall Road on Sunday daytimes. roundabout Muswell Hill Broadway – 653 Jan-14 Introduction of additional morning and afternoon school day only journeys. Kingsbury, JFS (school) Introduction of a new school-day only route. The morning journey will depart Surbiton Station - from Surbiton Station at 07:59 and run via St. Mark’s Hill and Ewell Road to 662 New Malden, Holy Jan-14 Tolworth Broadway before rejoining existing route 665 to New Malden, Holy Cross School Cross School, arriving at 08:23. The afternoon journey will depart Holy Cross School at 15:32 and arrive at Surbiton station at 15:56 Surbiton, Berrylands Road - New The route is withdrawn between Surbiton station and Berrylands Road. One 665 Jan-14 Malden, Holy Cross journey is replaced by new route 662 (see entry above). School , Town Hall Broadway – 683 Jan-14 One morning and one afternoon school day only journeys are withdrawn. Kingsbury, JFS (school) Northolt station – Revised bus stopping arrangements at Hatton Cross bus station (also 90 Feltham, Leisure Feb-14 included routes 285, 423, 482, 490, H25, H26, and X26). West

40

Route Termini Date Description of service change

Additional schoolday only journey in the morning peak towards Chislehurst, War providing additional capacity between 07:30 and 08:30 at Shooters Hill Police 161 Memorial - North Feb-14 Station. Additional schooday only journey towards North Greenwich in the Greenwich afternoon peak between 15:00 and 16:00 at Eltham Church, Well Hall Road. Greenwich, Cutty Sark - Sidcup, Following a trial safety scheme in Charlton Road introduced on 9 May 2013, 286 Feb-14 Queen Mary's buses permanently re-routed towards Sidcup. Hospital Woolwich, Beresford Street - Following a trial safety scheme in Charlton Road, buses permanently re- 386 Feb-14 Blackheath, Royal routed towards Woolwich. Parade Romford Market - 5 Canning Town Mar-14 Introduction of additional return journey to the route. station Buses rerouted to serve a new stop (W) on the new westbound contra-flow Sudbury & Harrow bus lane on Euston Road. Buses will no longer travel along Gower Street or 18 Road Station - Mar-14 serve stop Z on Grafton Way. This is in relation to the Euston Circus junction Euston station improvement works. Buses rerouted to serve a new stop (W) on the new westbound contra-flow Marble Arch - bus lane on Euston Road. Buses will no longer travel along Gower Street or 30 Hackney Wick, Mar-14 serve stop Z on Grafton Way. This is in relation to the Euston Circus junction Chapman Road improvement works. Streatham Hill, Increased service frequency especially at the height of the morning and 59 Telford Avenue - Mar-14 evening peaks. King's Cross station Route will run between Streatham and Marble Arch and no longer serve Streatham Station - 159 Mar-14 Edgware Road, Paddington Station and Paddington Basin. This change Marble Arch should significantly improve the reliability on other sections of this route. Buses rerouted to serve a new stop (W) on the new westbound contra-flow Paddington station - bus lane on Euston Road. Buses will no longer travel along Gower Street or 205 Mar-14 Bow Church serve stop Z on Grafton Way. This is in relation to the Euston Circus junction improvement works. Pollards Hill, South Route extended from Streatham Hill to Balham station. Buses will serve 255 Lodge Avenue - Mar-14 Sternhold Avenue, Thornton Avenue, Emmanuel Road, Radbourne Road, Balham station Weir Road, Old Devonshire Road and Balham High Road. Stratford City Bus Buses will be rerouted in both directions along a new link road between 388 Station - Blackfriars Mar-14 Eastway and Waterden Road, and serve new stops close to iCity (Digital station Community). Thamesmead, 601 Town Centre - Mar-14 Introduction of additional school day return journey. Wilmington Schools Paddington Station - Buses rerouted to serve a new stop (W) on the new westbound contra-flow Leyton, Downsell bus lane on Euston Road. Buses will no longer travel along Gower Street or N205 Mar-14 Road (Drapers serve stop Z on Grafton Way. This is in relation to the Euston Circus junction Field) improvement works. Streatham Station - The frequency increases from every 20 minutes to every 15 minutes during P13 New Cross Gate, Mar-14 Monday to Saturday daytimes, and from every 30 minutes to every 20 Sainsbury's minutes on all evenings and Sundays during shopping hours.

41

This page is intentionally left blank

Background Paper 2 Consultation and Engagement

1 Current consultation process 1.1 Engagement and consultation with stakeholders and passengers is central to the development of the bus network. 1.2 Any significant change to the network is subject to consultation as set out in section 183 of the GLA Act. TfL goes beyond its legal requirements by consulting a wider set of stakeholders, consulting on proposed changes where there is no legal requirement to do so and providing opportunities for members of the public to comment via the TfL website (consultations.tfl.gov.uk). Users of the website can subscribe to feeds which automatically send an email when, for example, a new bus service consultation is open for comments. 1.3 In 2012/13 there were 29 bus consultations (54 routes) of which 18 proceeded as planned, four proceeded but with some modification and one did not proceed. Six await a decision. 1.4 In carrying out consultations, various communication channels are used to reach stakeholders, customers and members of the public who may be impacted by a proposal. The chosen method of engagement is determined by one or more of the following aspects: • Who is impacted by any proposed change, i.e. customers or residents; • Cost-effectiveness; • Scale/type of change proposed; • The views of the relevant borough’s and other local representatives. 1.5 In 2012/13 over 1.5 million emails were sent to registered Oyster users covering a total of eight bus-related consultations. These emails invited customers to share their views on bus service change proposals via a link to the online consultation tool where more details (including maps) could be found. 1.6 More recently, public drop-in sessions have been offered as part of the consultation process. This method was used for changes proposed on routes 61/273 (Chislehurst/) and 136 (Peckham/Catford). These provide the public with an opportunity to ask TfL staff questions regarding the proposals.

2 Stakeholder engagement 2.1 Stakeholder engagement plays an important part with the progress of any project. Key stakeholders are identified and meetings are held routinely with these, such as local authorities and other key stakeholders on specific projects. Many of these meetings will be to deal with specific projects such as a bus route extension or a significant planning application.

1

2.2 Area and theme-based work also takes place. Current examples include: • Crossrail; • Working with Greenwich Council to look at the co-ordination of network development with land-use planning; • Working with Bexley Council to look at the Riverside area; • Working with Tower Hamlets looking at the part of the borough south of the A13. 2.3 TfL officers work in multi-modal project teams, for example the Royal Docks infrastructure project and work for the ‘VNEB’ (Vauxhall Nine Elms Battersea) area. Past examples include comprehensive reviews for the two congestion- charging projects, the Extension and the initial Olympic Park legacy. 2.4 As part of the rolling network review programme, key stakeholders are regularly written to for comment on routes to be reviewed prior to the retendering of their contracts. In recent years this has been twice a year, usually in the spring and autumn. The invitation to comment explicitly states that all reviews are network- based and comments are sought on issues and aspirations at any level from route to borough-wide. 2.5 While this is a very important channel for communication, the main drawback is that the impression is given that planning is route and contract based. Additionally some stakeholders want quicker feedback on their comments than can be given via a semi-annual process. 2.6 In July 2013, TfL met London TravelWatch (LTW) to discuss the watchdog’s views on potential improvements to the current consultation process. Following the publication of the initial response, LTW was updated on TfL’s plans to develop engagement with passengers. 2.7 Aside from liaison to specifically inform LTW’s contribution to the London Assembly’s investigation, TfL has regular dialogue with the watchdog on bus service issues. This includes quarterly meetings between the Managing Director of Surface Transport and LTW’s leadership and a close working relationship between TfL senior managers and senior officers from the passenger body. In addition, senior managers appear at LTW’s public committees to be held to account on TfL’s plans for bus services in the capital. 2.8 In addition TfL partake in London Borough Public Transport Liaison meetings. These are borough-convened where the frequency, style, agenda and those invited to attend will vary borough by borough. Some are annual meetings whilst others are quarterly. Many are part of the formal committee structure whereas others are more informal meetings involving officers only. The agenda can vary with some covering bus issues only, whilst others will cover all public transport modes. In general terms the meetings tend to focus on working through lists of smaller-scale issues rather than looking at themes, though some boroughs have used them to link in to thematic issues such as travel by older people.

2

2.9 Currently 25 boroughs out of 33 have regular meetings scheduled. In 2012/13 there were about 90 meetings involving 25 authorities (some outside ). More informal ‘catch-up’ sessions also take place with some boroughs, to review progress on outstanding issues.

3 London Borough sub-regional forums 3.1 As defined in the Mayor’s Transport Strategy, there are five regional panels covering the central, north, south, east and west regions of London. Each sub- region has a political level oversight group and a more frequent programme of TfL/borough officer level meetings to discuss cross boundary issues. In order to discuss these issues, sub-regional forums are held every three months or so and officers from any borough can attend. 3.2 The panels have been instrumental in the production of sub regional transport plans for each area. Staff from across TfL attend for items of specific relevance to their work area. It is envisaged that the panels could provide a greater opportunity for engagement more widely, enabling neighbouring boroughs to have more of a collective say in the future development of the bus network at a sub-regional level. 3.3 Engagement with the boroughs is done in a variety of ways. The first of these is a monthly e-mail bulletin produced by TfL that is sent to all councillors and senior officers in London to convey a mix of local and general transport news. This has a circulation of circa 2,500 stakeholders (and can also be accessed by Assembly Members if requested). It is intended that the bulletin contains regular feature items on bus related issues and forthcoming consultations. 3.4 The second is a Borough Extranet which is a means of communicating a wide range of information to boroughs from across TfL, mainly aimed at officers, but also useful for councillors. It is an on-demand part of the TfL website. Examples of information available on the Extranet are LIPs funding documentation, updates on traffic signals work and notification of bus service changes. This information will be transferred to the new TfL website. 3.5 Finally, active feedback from the boroughs is encouraged. A survey recently conducted sought the views of the boroughs on TfL’s engagement and ideas for further development. The results are still being analysed but may highlight further suggestions for development.

4 Customer engagement 4.1 Customers are engaged with on a regular basis and in many different ways. One of the most successful ways is via email campaigns. In 2012/13 a total of 2.8 million emails were sent to registered Oyster users about changes to bus services (covering approximately 70 different campaigns). 4.2 For example, customers were notified about a variety of reasons including: • Re-routeings (routes 128, 308);

3

• Extensions (route EL1); • Frequency increases (routes 154, 183); • Bus stop changes (Hatton Cross bus station); • Long term or major diversions (routes 75, 157, 341); • Significant changes to timetables (routes 114, 298); • Introduction of Sunday services (routes 434, B12); • Closures (Liverpool Street bus station). 4.3 Many service changes are publicised at bus stops and shelters themselves, and in some instances press releases are issued (routes 114, 236, 183, 308).

5 Engaging with the Health Service 5.1 Travel and transport are critical to the health and well-being of everyone living and visiting London. It is well established that transport offers access to social and economic activities such as access to employment, education and social activities, as well as access to the wide range of healthcare services provided across London. 5.2 TfL recognises that travel and transport clearly have a much wider impact on the health of Londoners and are actively engaged with the Mayor’s agenda to improve the health and well-being of all Londoners at both a strategic level and at the level of direct service provision. 5.3 TfL is involved in both the London Health Board and the newly established London Health Commission set up by the Mayor. Michele Dix, TfL’s Managing Director – Planning, sits on the London Health Board. Michele is a member of the expert sub-group focussed on ‘Healthy lives and reducing health inequalities’ and Peter Hendy, Commissioner of Transport for London, gave evidence to the London Health Commission in January 2014 highlighting the important role of transport to the health of Londoners. 5.4 Through the Mayor’s Transport Strategy, London Plan, and TfL’s Business Plan, there is a clear commitment to address the health and wellbeing of Londoners. This can be seen in the work undertaken to promote active travel working with stakeholders and partners to encourage walking, cycling and the use of public transport; and the work to address the impacts of transport such as air pollution, noise and collisions. In February 2014 the first TfL health improvement action plan - ‘Improving the health of Londoners’ - was published. 5.5 The action plan sets out the main impacts of transport on health, the ways in which TfL is improving health through its current ways of working, and the 10 actions TfL will be taking over the next 3 years to ensure that it more explicitly recognises and demonstrates its role in improving the health of Londoners.

TfL’s involvement in healthcare reconfigurations 5.6 TfL have worked with the NHS on its major healthcare reconfigurations. Each healthcare review of services is unique and TfL’s involvement can vary

4

according to each reconfiguration. In all instances TfL are reliant upon being approached by the NHS; therefore the stage that TfL are involved can vary across healthcare change. 5.7 TfL encourages involvement of the NHS very early on in the planning stage of any service changes that result from healthcare reconfigurations to ensure that all the critical transport issues are considered.

Support provided to the NHS 5.8 A key tool and service that is offered is the Health Service Travel Analysis Tool (H-STAT). This tool was developed with the former NHS London team, to ensure that travel and transport connectivity modelling capabilities were made available to the NHS. TfL is able to provide, on request, data based on geographical areas identified by the NHS to allow the production of detailed analysis of the travel and transport impacts of proposed reconfigurations. 5.9 Introductory ‘round table’ meetings are offered to the NHS and its consultants undertaking healthcare reconfigurations with, for example, bus planners, travel and transport modellers, and the stakeholder engagement team. 5.10 TfL also participates in any travel/transport advisory group established as a result of NHS healthcare reconfigurations, providing travel and transport expertise across a number of areas as required. 5.11 A number of best practice guidance notes to support healthcare changes such as guidance on travel plans for the NHS as well as guidance for business / organisations are available on the TfL website (http://www.tfl.gov.uk/businessandpartners/7680.aspx) alongside the ‘Transport planning for healthier lifestyles’ best practice guide which provides information on projects promoting sustainable travel and healthier lifestyles (http://www.tfl.gov.uk/assets/downloads/businessandpartners/tfls-healthier- lifestyles-best-practice-guide.pdf).

Understanding the impact of changes to the bus network 5.12 TfL recognises the transport concerns identified by people impacted by healthcare reconfigurations. Concerns can be varied and include additional journey time, cost and additional interchanges to new healthcare sites. 5.13 It is important to understand how any proposed healthcare changes affect the way people travel and the numbers of people travelling across the bus network. TfL continue to work with the NHS on reviewing, where information is available, the numbers of patients, visitors and employees using the transport network in order to consider access to health care sites in reviewing transport routes. 5.14 The provision of this information is essential for planning the bus network and responding to changes in NHS provision. It is an area in need of strengthening, and the NHS needs to provide forecasts of overall patient and staff demand which can be used in assessing the demand for bus services. We welcome the opportunity to help develop this area further in partnership with the NHS.

5

5.15 During 2013/14 TfL has been involved in: • Barnet, Enfield and Haringey Clinical Strategy Group, where guidance was provided on travel analysis, the joint travel plan and digital information boards in hospital reception areas. • North West London – Shaping a Healthier Future Programme - Travel advisory group. TfL have provided H-Stat data, bus planning guidance, and more recently promotion of active travel for staff and patients. TfL continue to be involved in the Travel Advisory Group. • South West London - Better Services Better Value (BSBV) Travel and Transport Advisory Group. While the BSBV Group did not use H-STAT data, TfL provided guidance on travel and transport analysis best practice and bus planning.

Healthcare Activity Outcome reconfiguration West Middlesex West Middlesex travel plan Bus route 110 extended into West committee worked with TfL and Middlesex hospital to extend bus route 110 into the West Middlesex Hospital site North (Central) The transport working group Diverted the route 307 into the grounds of London worked with TfL to consider Barnet Hospital BEH diverting route 307 into the grounds of Barnet Hospital North East Review of access to Queen’s Route 128 has been re-routed to improve London Hospital links and access to Queen’s Hospital in Romford. Route 498 extended to Queen’s Hospital. Route 499 diverted to serve hospital. Seeking reinstatement of bus priority at Queen’s Hospital.

Table 1: Examples of changes made to the transport network as a result of healthcare reconfigurations (note: TfL continues to be actively involved in further work on all the above). 5.16 In the past year TfL has developed guidance for the NHS on how to produce an H-STAT analysis. An H-STAT workshop will be held later in 2014 for NHS partners/analysts. In addition TfL is setting up bespoke health pages online to help sign-post the support on offer to the NHS and its partners. 5.17 Currently TfL is actively involved in the North West London travel advisory group, however in the past year H-STAT data has been provided to four additional NHS areas. This does not mean that each request will turn into a healthcare reconfiguration; however it is a positive indicator of the early dialogue needed between the NHS and TfL on any proposed healthcare change.

6

Background Paper 3 Bus Priority and Reliability

1 Introduction 1.1 A great deal of work has been done over the years by TfL and particularly the boroughs to plan, introduce and enforce bus priority. Schemes can take many forms in addition to the ‘traditional’ bus lane. Bus-only access to housing areas, bus shortcuts and protection of bus stops from parking / loading all feature on the network. In addition all of London’s buses are equipped to communicate with traffic signals which can be set to give them priority where feasible. 1.2 Nonetheless, London’s growth means that fresh impetus is needed. Buses are the most efficient people-carriers on the road network. The Mayor’s Roads Task Force examined the significant and growing pressures on road space and commended bus services as an important element of the response:

“As London grows, bus journey times and reliability will be threatened by increasing pressure on road space from other users. Given the important role of buses in moving large numbers of people, it is essential that bus reliability and journey times are at least maintained”. 1.3 The TfL Business Plan has allocated £200m over the period to 2020/21 for the development and implementation of schemes to give buses new priority at pinch points and along new high-quality bus priority corridors serving key growth areas. With around 80 per cent of bus services running on borough- controlled roads, TfL staff will work with borough officers to ensure that this is spent in the most cost-effective way.

The outlook for road space 1.4 A host of issues affect the reliability of the bus network, including congestion, technical failures, accidents and on-board disputes. Congestion is the greatest cause of lost mileage and significantly impacts upon reliability. In 2012/13 two per cent of scheduled mileage was not operated due to the need to cut buses short of their terminals due to traffic delays. 1.5 Where possible, the impacts of congestion on buses are mitigated through the network planning process. The Roads Task Force report sets out the possibility of an increase in congestion of 14 per cent by 2031, driven primarily by the need to allocate more space on the road network to walking and cycling. 1.6 The bus network is focused on London’s town centres, where there are quite naturally many proposals for highway schemes. Buses cannot dynamically reassign to other roads and, in any case, it is not generally desirable to move them away from the places people want to go by bus. Where the bus network is not protected from increases in congestion reliability will worsen and TfL’s ability to address this will be limited due to constrained growth in operated kilometres.

1

1.7 It is also important to protect buses during construction. Additional explicit consideration of how to offset the remaining negative effects on buses is needed, for example, to seek offsetting time savings at other places on the network.

Managing Reliability 1.8 The network planning process aids the delivery of a reliable service through route structures that ensure routes are operable. Additional resource is introduced into the network when required and temporary or permanent schedule changes are made where appropriate. 1.9 The resilience of each route is in some way determined by the degree to which it can recover from factors affecting reliability. The best way to accomplish this is through layover at the termini. The network is managed to ensure sufficient space is provided for each route, however this is not always possible. Additional reliability impacts arise when terminal space is relocated to sites which are, from a bus perspective, less efficient. 1.10 Operators have full use of iBus service control tools enabling active management of performance. Performance is monitored through Excess Wait Time (EWT), an easily understandable, customer focused metric which can be disaggregated by route, region and time period and is reported externally. 1.11 New techniques are being introduced to analyse Automatic Vehicle Location (AVL) data to enhance understanding of network performance and the impacts of congestion on reliability. An example of this type of analysis is presented in appendix 1.

2 Improving reliability through increased investment in bus priority 2.1 To maintain reliability at today’s levels will be challenging given the forecast growth in congestion. TfL is therefore looking to refresh its approach to bus priority. See appendix 2 for the current provision of bus lanes in London. 2.2 £200 million has been identified in the TfL Business Plan to develop and implement two programmes: Bus Pinch Points Programme (BPPP) and High Quality Bus Priority Corridors (HQBPC). Feasibility work is in progress. It is intended that both programmes will be complete by 2020/21. Engagement with stakeholders on these two programmes will commence later this year.

Bus Pinch Points Programme 2.3 The Bus Pinch Points Programme (BPPP) will target key locations across London delivering schemes to improve bus reliability. Preliminary pinch point locations were identified through a process of evaluating routes with the highest levels of traffic lost mileage and congestion hot spots. Sites where particular routing improvements can be delivered have also been identified. 2.4 Feasibility work to examine the pinch points identified is underway to ensure these are appropriate locations to develop schemes. After the feasibility studies are completed they may be substituted for locations where bus delays are

2

greater or where more feasible mitigation measures can be proposed. Enhanced datasets will be used to help inform this programme.

High Quality Bus Priority Corridors 2.5 The High Quality Bus Priority Corridors (HQBPC) programme will support growth in London by unlocking new development through creating and improving transport links. It will also promote bus use by improving the urban realm along those corridors. 2.6 The level of development in all the Opportunity and Growth Areas will be reviewed to identify schemes that could be taken forward for further feasibility and design.

Local Bus Challenge 2.7 The Local Bus Challenge is a low cost initiative between the boroughs, bus operators and TfL. The programme is based around a Joint Inspection Meeting (JIM) whereby officers undertake a route test (for the whole route) and decide on a programme of targeted traffic management interventions aimed at improving reliability. 2.8 Route 191 in Enfield was chosen as a pilot due to its high level of traffic lost mileage due to congestion. Using LIP funding, a number of small scale, localised improvements were made to the road network, including optimising junction capacity, introducing parking restrictions, amendments to traffic calming and bus gate re-optimisation. Following the success of this trial, fifteen boroughs have participated in or committed to Joint Inspection Meetings.

Other highway schemes 2.9 Impacts on buses of all wider highway schemes will also be considered at an early stage in their planning.

3

Appendix 1 – Example of potential analysis using AVL data: bus speeds The potential uses of automatically-generated bus speed data in the strategic planning of bus priority are illustrated below. Please note that this is indicative only. Average bus speeds in London reflect general traffic conditions, with the lowest speeds in central and inner London corresponding to the highest density of population, lower road space and more signalised junctions.

Figure 1: Average bus speeds by borough (PM Peak (1600-1900), Monday to Friday, Period 11 - 2012/13, dwell times excluded)

4

A peak to night-time speed ratio has also been calculated. ‘Night time’ is defined as the average speed for trips operating after midnight.

Figure 2: PM peak to night-time bus speed ratio (Monday to Friday, Period 11 - 2012/13, dwell times excluded). Note: night-time dataset is sparser for boroughs further from central London A higher ratio indicates a greater difference between night time and PM peak average speeds. Outer London boroughs generally have a lower ratio.

5

Appendix 2 – Bus lane kilometres by borough Bus lanes protect around three per cent of the road-kilometres on the bus network in London (the proportion of bus-kilometres protected will be higher).

Figure 3: Total length of bus lanes by borough (283km - March 2013)

6

Background Paper 4 Bus fares and ticketing, and environmentally friendly buses

1 Bus fares and ticketing 1.1 The bus fares and ticketing system has been modified extensively since 2000 to provide a more passenger focussed system. London’s bus ticketing system now provides world leading value for money, features and passenger focus. 1.2 Improvements to ticketing for the over 60s and the disabled have seen the Freedom Pass extended to operate 24/7 and the new 60plus concession introduced by the Mayor. Over 60s and disabled passengers now account for nearly 15 per cent of bus users. 1.3 The offer of free travel for under 11s and for older children through the Zip Card means that London’s concessions in this area are unparalleled in taking the burden of child fares away from hard pressed families. Young people travelling free now account for almost 20 per cent of bus users overall and for a third of use in the morning peak. 1.4 Fare paying bus passengers value simple ticketing, a fact consistently supported by market research. Simplifying rules and removing restrictions on tickets’ use has been a continuing thread in bus fares development since 2000. 1.5 For example, Travelcard availability on buses has been simplified so that any Travelcard, whatever its zone designation, is valid right across the bus network. Nearly 25 per cent of bus passengers use . The Bus Pass season range has also been simplified, with zonal restrictions and variants removed. Bus Pass season tickets account for 20 per cent of bus passengers. 1.6 Single fare payers have been gradually migrated from paying cash on the vehicle to pay as you go (PAYG), with cash use dropping from around 20 per cent in 2003/04 to around 1 per cent today. The migration to PAYG has revolutionised the quality of the bus service - reducing the time buses spend at stops to the benefit of all bus users and other road users. 1.7 Contactless payment is providing a new PAYG option which avoids the need to top-up at a ticket stop and eliminates the risk of running out of credit. It is currently planned that the bus service will go cash-free in summer 2014, saving current cash payers 95p a journey. The PAYG One Day Bus Cap also further reduces the cost of a return PAYG journey involving the use of two buses each way from £5.80 (£1.45 x 4) to £4.40. 1.8 The core ticketing priority is to roll out contactless ticketing to include the entire London public transport network and to support the full range of caps provided by Oyster today.

1

The Future Ticketing Project (FTP) 1.9 The Future Ticketing Project builds on the technology and customer benefits of Oyster and will eventually update the Oyster technology platform. FTP Phase 1 saw the acceptance of contactless payment cards (CPCs) on London’s buses for PAYG single fare travel. 1.10 Since its launch in December 2012 over 10 million bus journeys have been made and over 550,000 unique cars have been used. Currently around 0.8 per cent of bus journeys are made with a CPC compared to around 1 per cent of bus journeys that are still paid by cash; with an average of over 44,000 journeys a day. 1.11 FTP Phase 2 will see the acceptance of CPCs on all TfL’s public transport services for PAYG travel and will include both daily capping and a new Monday to Sunday cap. A staff and customer pilot is currently underway to test the new system and roll-out to the public will take place later this year. 1.12 FTP Phase 3, which is planned for 2015, will see season tickets associated with CPCs via an online application process, giving CPC users the same fares options as Oyster users. 1.13 FTP Phase 4 will launch 12/18 months after Phase 3, and will move Oyster onto the same new technology platform as CPC users. This will, for example, make the Monday to Sunday cap available to Oyster users. 1.14 From this point, Oyster and CPCs will run in parallel offering identical fares and caps.

Additional bus single fare features - one hour bus tickets 1.15 Around a third of bus PAYG users already have their fares reduced to some extent by daily capping. In addition, nearly 80 per cent of bus users hold passes of some kind and have completely free transfer as a result. This limits the potential benefit from a new, one hour ticket. 1.16 In 2013 there were 523 million bus PAYG journeys in total, which yielded revenue of £598 million. On an average day there were around 1.4 million bus PAYG journeys on around 840,000 cards as shown in the table below. Daily Number of journeys Percentage Number of cards used Percentage of journeys (000s) and (%) of journeys (000s) cards 1 530 37 530 63 2 415 29 208 25 3 118 8 39 5 4 121 9 30 3 5 or more 249 17 36 4 Total 1,433 100 843 100

Table 1: PAYG bus journeys on an average day 1.17 Around 530,000 journeys (37 per cent) were on cards where only one bus journey was made that day, compared to 415,000 journeys (29 per cent) on cards where two bus journeys were made and 370,000 (26 per cent) on cards where four or more bus journeys were made.

2

1.18 Of the 415,000 daily journeys made on cards with two bus journeys on that day, 70,000 journeys (17 per cent) were started within an hour of each other. This suggests that around 35,000 people per day, or 4 per cent of all bus PAYG users, made either a single trip that involved two bus legs or a quick return trip. 1.19 Of the 121,000 journeys on cards with four bus journeys on that day, 45 per cent or 54,000 journeys are made on cards where the day’s travel comprises two pairs of bus journeys that start within an hour of each other. This suggests that around 14,000 people per day, or 1.7 per cent of all PAYG bus users, made a return bus trip that involved two buses on both the outbound and return journeys. 1.20 Overall, this suggests that around 49,000 people, or fewer than 6 per cent of all PAYG bus users, would benefit if a ‘one hour’ transfer discount was provided. 1.21 Practical issues also limit the likely benefit. The Oyster system for buses is designed with the capability to allow one discounted bus transfer after an initial bus ride. The time interval between the first boarding and the second boarding can be set with the discount applied to the second boarding. 1.22 For example, two consecutive boardings taking place within 45 minutes could qualify for a discount, with the fare on the second ride set to be half the standard fare. There is no limit to the time interval or to the discount level that can be set. The second ride could be made free or charged at a reduced rate. 1.23 Limitations of the Oyster system mean that a one hour bus pass, enabling customers to make an unlimited number of rides in an hour, cannot be created within the current Oyster system. 1.24 A simple ‘two rides for the price of one’ bus transfer would deliver 80 to 90 per cent of the benefit of a one hour ticket. It would enable customers needing to use two buses to pay the single ride price. The cost would be up to £50 million a year. Any discount could be phased in; and offset by increases elsewhere. A half fare for the second ride in an hour could be a compromise or interim step. 1.25 For the change to be revenue neutral, other fares would need to go up to offset the revenue reductions due to the transfer offer. If spread across all bus tickets, the offsetting increase would need to be at least 5 per cent and, if confined to bus PAYG, 10 per cent. 1.26 Such a 10 per cent increase would not affect the 30 per cent of PAYG journeys already capped. Some 10 per cent of PAYG journeys would see a reduction of up to £1.45 while the remaining 60 per cent would see a 15p fare increase. 1.27 We will, however, look again at developments to the ticketing system once the Future Ticketing Project has been fully implemented.

Additional bus single fare features - early bird bus fare 1.28 TfL operated an early bird fare in 2004/05. It was not clear that this innovation achieved a great deal and its withdrawal attracted minimal adverse comment.

3

1.29 If a half-price early bird PAYG bus fare, like that applied previously before 7am, was introduced then the likely revenue loss would be about £7 million a year. Some 32,000 passengers a day would benefit from the discount. An increase in bus fares overall of up to 1 per cent would be needed to recoup a loss of £7 million a year. 1.30 It is unlikely that such a series of changes would produce significant net benefits and therefore no plans are in place to introduce an early bird bus fare in the near future.

Part-time workers 1.31 Over the last decade the growth of Oyster PAYG has provided many customers with a flexible alternative to season tickets. London is the only city across the world that offers daily capping, a feature of Oyster PAYG that makes it especially attractive. 1.32 Oyster PAYG and daily capping has been promoted recognising the needs of customers who use the transport system more flexibly than season ticket holders. Since the launch of PAYG, annual fares revisions have made PAYG steadily more attractive. The result of this has been a sharp growth in the use of PAYG. 1.33 In the light of this TfL is looking at new ways to meet the needs of part-time workers with a view to introducing a part-time Travelcard in 2015.

4

2 Environmentally friendly buses 2.1 London has one of the cleanest, lowest emission bus fleet of any major city in the world. This has been achieved through a number of measures:

• Europe’s largest Hybrid Bus Programme - over 600 are now in service and 1700 are planned by 2016

• Development of the New Routemaster – the cleanest double deck hybrid in the world

• Retrofitting Selective Catalytic Reduction (SCR) technology to almost 1000 buses to reduce NOx emissions per bus by over 80 per cent

• Zero tailpipe emission hydrogen and electric buses

• Use of biodiesel made from used cooking oil 2.2 Every type of bus in service is tested over a simulated London route cycle at the Millbrook Proving Ground to assess the emissions performance. The test recreates the conditions of a Route 159 bus travelling from Brixton to Oxford Street with all the accompanying gear changes, calls at bus stops, acceleration, braking and waiting time at traffic lights. By testing vehicles in this way, emissions are measured in ‘real world’ operating conditions. 2.3 The fleet already meets a minimum of Euro 4 standard for particulate matter (PM) across the board as all Euro 2 and 3 vehicles have been retrofitted with Diesel Particulate Filters (DPFs) which remove up to 90 per cent of PM. The diesel particulate filter traps particulate which is then burned off into carbon dioxide (CO2). As a result, PM emissions from the fleet have dropped from over 200 tonnes in 1997 to 17 tonnes in 2013. 2.4 As part of the DfT’s Clean Air fund, 120 DPFs were retrofitted to newer Euro 4 and Euro 5 buses that were already fitted with exhaust after-treatment in order to lower PM emissions even further. These buses were focused on priority routes where PM emission concentrations were high and buses were a significant contributor in order to have the greatest environmental impact.

London Emissions Modelling 2.5 Kings College London has conducted emissions modelling for 2008, 2011 and 2015 for the Mayor’s Air Quality Strategy (MAQS). This shows areas in London that are projected to exceed EU nitrogen dioxide (NO2) objectives now and in future, and also indicates the major contributory impact of road-based public transport, including buses. 2.6 One of the outputs of this study has been the identification of 187 focus areas where there is greater exposure to NO2 due to the presence of housing and pedestrians near to busy roads, and where sub-regional transport plans can play a pivotal role in improving air quality locally.

5

NOx Abatement Programme

2.7 The NOx abatement programme sets out to achieve a 20 per cent cut in 5,500 tonnes of NOx emitted by TfL’s 8,700-bus fleet each year from 2016, compared to 2012 levels. The scale of this change has led to existing selective-catalytic reduction technology being re-designed and upgraded to achieve the depth of reductions required in NO2 and NOx. This now provides the UK with an ideal retrofit model for aggressive improvements to air quality in busy metropolitan areas served by large bus fleets. 2.8 While London’s air quality is improving, it remains the poorest in the UK with levels of NO2 too high and above EU limit values. The UK Government also requires action as failure to deliver an effective solution from a broad range of regional measures will put Britain at risk of fines of up to €300 million. NO2 can exacerbate lung conditions such as asthma, particularly in children, older people and those with poor health. Significant intervention is needed to reduce exposure and improve Londoners’ health. 2.9 TfL is overseeing a step change in the emissions profile of the fleet as part of the Mayor’s Air Quality Strategy (MAQS) for London.

2.10 The NOx reduction programme aims to bring the London fleet up to the Euro 4 engine emission standard for NOx as well as PM by 2015. 2.11 The first half of the programme to March 2014 entails retrofitting 900 Euro 3 buses with selective catalytic reduction (SCR) equipment that achieves reductions in NOx of up to 88 per cent in real-world conditions. The DfT and TfL have contributed £5m each towards a £10m programme which represents the most practical, immediate and cost-effective way to cut this pollutant. 2.12 The second half will involve the early replacement of the remaining Euro 3 buses with vehicles that are at least Euro 4 standard by the end of 2015. It would not make sense to retro-fit these as the benefits would be short lived and far less cost effective. These will be replaced ahead of their contract expiry dates, mainly with Euro 6 buses whose exhaust after-treatment systems are anticipated to deliver up to a 95 per cent reduction in NOx compared to Euro 3 buses.

Hybrid Bus Programme 2.13 After a review of available fuels and technologies, a hybrid bus programme has been implemented in order to reduce the carbon footprint of the bus network and help achieve the Mayor’s Climate Change Action Plan target of a 60 per cent reduction in London’s CO2 emissions by 2025. Hybrid buses were chosen as they offer the most cost effective means of CO2 reduction, produce fewer NOx emissions and are quieter than conventional diesel buses. Over 600 hybrid buses are now in service with 1700 planned to be on the road by 2016.

6

2.14 The hybrid buses are powered by a combination of a conventional diesel engine and electric motor. The hybrid driveline utilises regenerative braking to capture electrical energy during braking that would otherwise be wasted as heat. This energy is stored in a battery pack which is used to drive the electric motor. Capturing and utilising this energy means the buses use less fuel and so produce less CO2. 2.15 Spurred by the hybrid programme, four major bus manufacturers have developed prototype vehicles and then moved rapidly toward mass production of the technology. No other public transport authority in Europe has announced such an ambitious hybrid bus programme and meeting the vehicle targets posed a considerable challenge for industry. 2.16 Emissions testing has shown a significant reduction in fleet average hybrid emissions compared to fleet average Euro 4 vehicles:

• 30 per cent reduction in CO2

• 21 per cent reduction in NOx 2.17 The New Routemaster, with second generation hybrid technology, demonstrates even more significant benefits:

• 47 per cent reduction in CO2

• 78 per cent reduction in NOx

Electric, Plug-in Hybrid Bus & Induction Charging Trial 2.18 Further electrification has the potential to deliver even more significant carbon savings and zero tailpipe emissions of PM and NOx. Trials of pure-electric vehicles have started which offer a complementary option to reduce emissions alongside hybrid buses. This is the first of a number of planned technology demonstration projects. Two ‘Build Your Dreams’ (BYD) single deck vehicles started service on routes 507 and 521 in December 2013. A further six single- deck pure electric vehicles are planned for route H98 in the first half of 2014. 2.19 TfL is also a partner in the Zero Emission Bus Systems Project (ZeEUS) consortium. As part of the project four range-extended diesel-electric hybrid double deck buses and associated wireless (induction) charging infrastructure will be trialled starting later in 2014. 2.20 The buses will be operated for a period of at least 12 months on route 69 and will be charged wirelessly at the beginning and end of the route. One of the aims is to operate the vehicle on electricity as much as possible; the battery system will be upgraded to theoretically provide all the energy needed to run each leg of the route. The demonstration of the buses will enable detailed evaluation of their performance to be carried out and an assessment made on the feasibility of further roll out.

7

Hydrogen Buses

2.21 Hydrogen buses also produce zero tailpipe emissions of PM and NOx with only water being emitted. In January 2007 a three-year trial of three zero-emission hydrogen-powered fuel-cell buses was completed as part of a European project known as CUTE (Clean Urban Transport for Europe), part-funded by the European Commission. 2.22 Following on from the success of this, eight of the next generation fuel cell buses are being operated on Route RV1. The vehicles are boosted by the use of hybrid technology which enables the buses to go longer without refuelling. A brand new hydrogen refuelling station has been built at Lee Interchange. This station is the first of its kind in the UK to be housed in a standard bus depot alongside diesel vehicles. The entire RV1 route that operates from Tower Bridge to Covent Garden is now served by hydrogen buses. The buses operate like a typical diesel bus for 18 hours per day and 364 days per year so this programme has moved beyond being a trial of innovative technology. 2.23 The high cost of hydrogen buses is a major barrier to transport operators but TfL is actively working with a number of other cities around the world to bring forward the commercialisation of the buses by demonstrating to industry that there is a market for this technology. As a result, TfL formed the Hydrogen Bus Alliance in October 2006 which now has the co-operation of ten transport authorities worldwide.

8