Appendix D

GREATER LONDON AUTHORITY London Assembly – Written Answers 25 February 2004

146 / 2004 - Step Change provision for Croydon Andrew Pelling

Bearing in mind that the London Borough of Croydon has the largest population in London of any local borough and bearing in mind that its population is 52.7% above the average population for a London borough, would you agree that it would be reasonable to provide sufficient resources for Step Change provision of extra police officers in four wards rather than three in Croydon’s special case?

Although crime is falling and police numbers and their visibility is rising, more needs to be done to increase safety for Londoners. My budget for 2004-05 covers the cost of introducing three dedicated local neighborhood teams of six officers in each borough to provide visible, familiar and accessible policing to local communities. This is in addition to the officer allocation to the borough through the RAF formula that reflects levels of need. At this stage of the development of the Step Change Programme it is important to deal with all boroughs on an equitable basis. I will continue to work with partners to continue to make representations to the Government for recognition of the Step Change Programme in the 2004 Spending Review, which will set resource levels for 2005-06 onwards. 147 / 2004 - All night train services to Sutton on New Year's Eve/Day Andrew Pelling

Sutton was the only borough not served by the Underground which did not have an all night train service on New Year’s Eve/Day this year. What could you do to change this next year? The choice of routes for last New Year’s Eve, for which late running national rail services were an innovative trial, was a reflection of the need for a balance between cost, operational feasibility and a desire to focus on main town centres around London, such as Croydon. TfL are reviewing all aspects of the 2003/4 operation, including costs and traveller needs. Possible Sutton routes will be further considered in this review. 148 / 2004 - A22 Godstone Road traffic warden patrols Andrew Pelling

Please state the average number of traffic warden patrol visits to police parking per month since the introduction of the red route on the A22 Godstone Road. This stretch of the A22 has recently been designated as a red route. For the past five weeks it has been patrolled twice a week by Traffic Wardens (on alternating days) for the duration of the red route enforcement period, and periodically MQT 25 February 2004 1 Appendix D outside these times. 150 / 2004 - Defending the future of district centres Andrew Pelling

With large number of post office closures proposed over the coming year, London’s many district centres will face further challenges to their viability. What should the GLA family be doing to defend the future of district centres? What planning and economic development roles are there for the GLA in helping district centres to meet problems of a long- term decline? The policies in my London Plan promote the vitality and viability of town centres by encouraging retail, leisure and other related uses in town centres and discourage them outside. The Plan promotes sustainable access to goods and services to meet Londoner’s needs and enhance local and neighbourhood shopping facilities. The London Development Agency targets investment in town centres and supports the regeneration of centres. I am also working with Transport for London to improve access to town centres by public transport, cycling and walking which will further help to sustain a healthy future of our district and local centres. 151 / 2004 - Reduced bus services on suburban routes

Andrew Pelling

Is there a saving for London Buses by running reduced services on suburban bus routes during the period between the Christmas and New Year holidays?

Virtually all bus routes operated a Saturday service during the period between Christmas and New Year (i.e. on the 24, 29, 30 and 31 December and on 2 January), not just suburban routes. The costs of operating this service are less than that of a ‘normal’ weekly service. However, the reduction in the passenger demand is such that Saturday service levels can more than adequately provide the capacity required.

152 / 2004 - Bus loading figures in outer London between Christmas and New Year Andrew Pelling What measures do London Buses have of the loadings on buses in outer London in the period between the Christmas and New Year holidays when bus services were often reduced to a Saturday only service?

Passenger usage for the week days in the period between Christmas and New Year is about 70% of a “normal” working day.

153 / 2004 - Cycle races in Crystal Palace Park Andrew Pelling There used to be weekly cycle races in Crystal Palace Park in the summer but the circuit has been unusable for the last two summers. There are races across in Hillingdon but that is quite a distance for talented young cyclists to travel in order to train and compete. What prospects do you see for including good facilities for cycle races in any new development plans for Crystal Palace?

MQT 25 February 2004 2 Appendix D

I am advised by Bromley Council that the reason the races have not taken place for the last two summers was because there was temporary fencing present, which would have presented a danger to cyclists. That temporary fencing has now been removed and the track will be open again this summer.

Cycling in the park is one issue which I am sure the LDA will be mindful of in preparing plans for the Park. Any development proposals for the Park will obviously also be subject to public consultation. 154 / 2004 - Supply of raw water as substitute for potable water Andrew Pelling What pressure should the GLA bring to bear on Thames Water and other smaller suppliers of water in London to supply raw water, where appropriate, as a substitute for potable water?

The use of raw (ie. untreated) water for purposes which do not require potable water is one way of reducing our water demand and improving our use of water resources. A number of small schemes, such as the Beddington Zero Energy Development, already use grey water and I am discussing the wider application of grey water technology in a number of larger projects, particularly in the context of the London Olympics proposals. Further guidance will be given in my forthcoming Supplementary Planning Guidance on Sustainable Design and Construction. 155 / 2004 - Use of non-potable water for irrigation and non-drinking Andrew Pelling With the ongoing difficulties we have with the rising water table on the Underground, is there a potential business opportunity for London Underground to supply non-potable water for applications such as irrigation, and sustainable use of such non-potable water for domestic non-drinking water usage?

The deep level aquifer in the chalk beneath London continues to rise, but at a decreasing rate.

London Underground is part of a working group led by Thames Water, called GARDIT which is examining ways of pumping the deep aquifer. Pumping the water to assist in ”cooling the Tube” is also being examined by LUL. 156 / 2004 - Accidents involving Tramlink from April 2003 to date Andrew Pelling In May 2003, you answered a question I posed about the number of accidents that Tramlink had been involved from February 2002 to March 2003, broken down by type of accident and type of collision defined by body with which collision has taken place. You said that Tramlink vehicles had been involved in 35 RTAs.

Could you please supply the same detail of accidents that Tramlink has been involved in since April 2003 to date?

Data is available to show the total number of Road Traffic Accidents (RTA) involving the Tramlink since its inception in 2000 until January 2004. TfL MQT 25 February 2004 3 Appendix D continues to work with Tramtrack Croydon Limited to ensure that the Tramlink operation remains a safe and attractive system. 157 / 2004 - Croydon’s inclusion in the Mayor’s 100 Public Spaces Programme Andrew Pelling Why are there no places in the London Borough of Sutton or Croydon that have been included amongst the 14 listed in the second phase of the Mayor’s 100 Public Spaces Programme? What could be done to secure a place in the third phase? Where does the Coulsdon Town Centre Improvement Scheme fit within the 100 Public Spaces Programme? With Croydon being voted the 15th worst place to live in the country, perhaps we are in need of urgent support for inclusion within the Mayor’s 100 Public Spaces Programme.

Coulsdon Town centre is included in the first phase of my 100 public spaces programme. The A23 relief road, now underway, will take heavy traffic out of Coulsdon allowing a high quality public space to be created. My Architecture and Urbanism Unit and TfL are working closely with Croydon to secure the best design, which will be implemented on completion of the bypass.

I want to achieve a spread of projects across London and where TfL and the LDA can contribute. The second phase of 14 projects reflects this. As Coulsdon has been included in the first batch of 24 projects, and bearing in mind there are 32 boroughs, Croydon has not missed out. Other boroughs have not yet been included at all. There will be opportunities later in the programmes for projects in Sutton and others in Croydon.

Suggestions for further projects are welcome. 158 / 2004 - Improvements at West Croydon for gateway to Croydon Andrew Pelling It is sometimes instructive to see yourself as others see you. The Idler has described Croydon as the 15th worst place to live in the country. The description of Croydon is introduced with a very unflattering description of West Croydon Bus Station.

When can we expect the environment to be improved at this gateway to Croydon? What type of timetable is there to bring together a shared focus and entrance for the West Croydon tram, train and bus stations? Currently, there is no such joint entrance.

I refer you to an earlier response (MQT 2161/2003).

TfL and LB Croydon have now appointed consultants to provide an outline design for the short-term option, to better integrate modes at West Croydon. The results of this work will be available in Summer 2004, with a view to implementing in 2005, subject to availability of funding. A new entrance to better link the different modes is a core objective of this design process.

TfL and LB Croydon are currently also investigating funding sources for the feasibility and design costs associated with the development of a longer-term scheme that may relocate or expand the existing bus station.

MQT 25 February 2004 4 Appendix D 159 / 2004 - Additional capacity for the 407 bus route Andrew Pelling Full loadings on the 407 bus route, the key bus connection between Croydon and Sutton, mean that there can be very long waits for passengers.

As you know, I do not drive, and it is disappointing when work for my constituents is delayed by long waits for a 407 bus that is not full. It is more than disappointing for senior citizens having to wait for a bus that they can board such long delays in winter weather can be threatening to their health.

When can we expect additional capacity on the 407 bus route?

London Buses have just conducted a review of route 407 as part of the re- tendering process. This showed that generally there is enough capacity on the route to carry the existing number of passengers, although some buses are busy at school times. London Buses are investigating the possibility of running an extra journey at these times to provide more capacity. Officers will consult stakeholders as usual once a proposal has been developed.

160 / 2004 - Direct bus link between Cheam and Croydon

Andrew Pelling Residents in Cheam find it especially inconvenient to have to change buses in Sutton when wishing to travel to Croydon. Other than the infrequent 726 bus, there is no operating continuous bus link. What prospects are there for changing this arrangement?

It has been shown that very few people make this journey – less than 50 trips a day. Therefore, at this stage it would be difficult to justify providing a direct service.

However, the bus network is kept under review and any changes in the future would be investigated based on its merits.

161 / 2004 - Reconnecting bus shelter with bus stop outside Fairfield Halls, Croydon Andrew Pelling Are there now no prospects for reconnecting the bus shelter with the moved bus stop outside Fairfield Halls? This may seem a small point but it is becoming a local symbol of the inability of public sector bodies being unable to achieve something together for the overall public good. It is also uncomfortable for passengers who are exposed to the elements and who have to look longingly at the shelter at the old bus stop/now bus stand marooned down the road.

As detailed in my response to question 1473/2003, this site has presented very challenging circumstances and has required a great deal of co-operation between London Buses and its contractor, and Croydon Council to achieve a way forward. London Buses had anticipated that a shelter would be installed by the end of November 2003, and regret that this has not been possible.

The original shelter at this bus stop site was removed because, based on usage, MQT 25 February 2004 5 Appendix D London Buses needed to provide a larger shelter. There is an underground car park close to the surface, underneath the bus stop and shelter, which means that London Buses cannot safely re-install a shelter. A normal shelter requires substantial foundations.

We are working with our contractors to develop a solution to enable a shelter to be re-installed, but the circumstances of this site are unique and requires much development work. London Buses will keep you informed of their progress. 162 / 2004 - Crystal Palace National Sports Centre Andrew Pelling Crystal Palace National Sports Centre currently houses the only Olympic sized swimming pool and the only available diving facilities in London. It is also one of only a handful in southern England to offer these facilities, yet there is a possibility that the current swimming pool will be closed as soon as the end of next month and redeveloped into a 25m pool. No mention has been made as to the future of the diving pool. Sport England view this reduction in facilities as being of minimal impact because of the number of ‘elite’ swimmers using the facility, but fail to include such individuals as the eight Commonwealth swimmers from the Beckenham Swimming Club as elite.

What could you do to ensure that the 50m pool and the diving facilities used by British competitors are retained for all users, both elite and non- elite, to continue to enjoy, especially as they are so vital that competitors travel from as far away as Rochester and Portsmouth to use them?

What I have done in the short term is to put together a deal that will allow all the sports facilities, including the swimming and diving, to remain open for at least the next two years. Under this deal, Sport England will continue to operate the centre for the next two years and in the first year, Sport England, Bromley and the LDA will each pay one third of the running costs. In the second year, the running costs will be met by the LDA alone. Following that the responsibility for running and upkeep of the facilities will transfer to the LDA.

In the meantime the LDA is working with Sport England and others to develop proposals for a replacement facility. These will be consulted on as early as possible. No decision has yet been taken as to whether these will include a 50 m or 25 m pool. Clearly costs will be a factor in that decision; so will other decisions taken by Sport England to develop other 50 m swimming pools in London and southern England. I cannot anticipate the results of that process, but I would certainly hope to see 50 metre pools available to swimmers in London further into the future.

163 / 2004 - Gritting of footpaths Andrew Pelling During the recent snowy weather, many of London’s streets were not gritted, causing a severe hazard to pedestrians. Are you able to advise me how many and what percentage of footpaths under TfL’s responsibility were gritted?

TfL has over 1,000 km of footways. Because of the length involved, TfL prioritise footway gritting across:

• Intense pedestrian areas (IPA) • Busy pedestrian areas (BPA)

MQT 25 February 2004 6 Appendix D • Medium use footways (MF) • Lightly used footways (LF)

TfL estimate that on 27 January, 100% of IPA and BPA areas were treated, together with 60% of all MF & LF areas. On the 28 January, 60% of IPA and BPA were re-treated together with the vast majority MF & LF areas. During the 29th, 80% of IPA and BPA were re-treated together with 20% of the MF and LF areas. TfL's response to the adverse weather adequately met the requirements of the conditions.

As mentioned in my reply to Lynne Featherstone (MQ 237 / 2004), the TfL Red Route Network was well salted and gritted; although there were reported problems with some roads for which the London Boroughs are responsible. As you would expect, the boroughs have differing capabilities, resources and priorities. TfL plan to offer to make their experience available to the London Boroughs and to assess their approaches on bus routes.

164 / 2004 - Cost of Consultants Eric Ollerenshaw When will you answer my question on the cost of consultants to the GLA since 2000?

As I said in my previous response this information is not readily to hand but an answer will be with you shortly.

165 / 2004 - Expenses

Eric Ollerenshaw Could you please list all the expenses incurred by: A) Bob Kiley B) Jay Walder C) Tim O' Toole since their appointments? If you will not, could you please explain why not?

In order to provide an expeditious response, I have included the information at hand, which is that in total, during the financial year 2003/04 and to date the following business expenses have been claimed: a) Bob Kiley: £8,175.67 b) Jay Walder: £4,877.04 c) Tim O’ Toole: £4,295.86

166 / 2004 - Crossrail Eric Ollerenshaw Since 2000 how much has been spent by Crossrail on consultants?

Cross London Rail Links was established in September 2001 with a budget of £154m provided by the Department for Transport.

CLRL employs consulting engineers, planners, environmental specialists and other relevant companies and staff to develop the project.

Expenditure on the project including TfL and SRA seconded staff, accommodation and work to develop the projects for financial years 2001/02 and 2002/03 totalled MQT 25 February 2004 7 Appendix D £31m.

167 / 2004 - 73 Bus route Eric Ollerenshaw Why are you introducing bendy buses on the 73 bus route?

London Buses has proposed the introduction of articulated (bendy) buses for a number of reasons.

A key issue that has frequently been raised by stakeholders is that there are capacity problems along parts of the route, particularly the Essex Road/Upper Street corridor. London Buses propose replacing the current Routemasters with articulated buses, which would significantly increase capacity. This would also increase the likelihood that passengers would be able to board the first bus in the peak period.

Articulated buses bring a number of other benefits. The increased carrying capacity, better internal design and open boarding means that these buses spend less time at bus stops, and are therefore more reliable than other types of bus. Unlike Routemasters, articulated buses are fully accessible to the disabled, elderly or those with young children, shopping or luggage. The 73 is one of the most well-used routes on the network, and its vital that it is accessible to all.

Research with passengers using routes on which articulated buses replaced Routemasters shows that passengers are more satisfied with articulated buses than other types of bus.

168 / 2004 - 73 Bus Route Eric Ollerenshaw Will the 73 bus still go down Stoke Newington Church Street?

Yes. 169 / 2004 - Oystercards for Tramlink Andrew Pelling When will Oyster cards become operational on Croydon Tramlink?

Oyster cards loaded with Period Tickets have been accepted on Croydon Tramlink since the initial launch of Oyster in June 2003. It is currently planned that Oyster Pre Pay will be launched on Croydon Tramlink during March, to co-incide with the launch of Oyster Pre Pay on buses.

170 / 2004 - Step Change Query Andrew Pelling Where officers are provided for Step Change in wards that are coterminous but are across borough boundaries, what action will be taken to ensure that the benefits of co-ordinated working between these two neighbouring teams will be introduced?

The new community policing teams will be allocated to agreed neighbourhoods that may not be coterminous with wards. Borough commanders have been given the flexibility to define each neighbourhood area in consultation with the local authority, other partners and the community. This will allow the development of effective coordinated partnerships where communities cross borough boundaries MQT 25 February 2004 8 Appendix D and ensure cross boundary issues are properly addressed.

171 / 2004 - BIDs regulations Andrew Pelling What input should the GLA family make into the consultation on BIDs regulations?

The London Development Agency submitted a detailed response in co-operation with the Central London Partnership (who manages the London BIDs promotion and development programme on behalf of the LDA). The response included a meeting with the ODPM at which the LDA shared its experience of BIDs development acquired through the Circle Initiative SRB programme, which supported five pilot BIDs in Central London, and reviewed the consultation document in great detail.

172 / 2004 - Crystal Palace National Sports Centre Andrew Pelling Sport England is proposing to spend £1.5m on refurbishing the running track at Crystal Palace in advance of the Athletics Grand Prix event in July. As the existing track is still in good condition and the IAAF has no set standard regarding track specifications, is it wise for money that could be diverted to better use in saving the National Sports Centre, to be spent in this way?

This is especially concerning given the important role that Crystal Palace would otherwise play in allowing athletes to prepare for the upcoming Olympics and would mean that other on-site facilities such as the indoor track or the weights room would also go unused whilst competitors train elsewhere, possibly never to return if they feel that Crystal Palace cannot be relied upon to provide the facilities they need.

I am delighted that Sport England has committed the funding necessary to upgrade the athletics track at Crystal Palace stadium. This work is necessary to ensure that the stadium receives a certificate from the IAAF to enable London to host this year’s athletics Grand Prix. As a result of this commitment from Sport England, the future of the Grand Prix has been secured and will go ahead this year on 30 July. Sport England has worked with UK Athletics to define the specification for the track upgrade work to ensure that it does meet IAAF standards. This money is not a diversion – it is in addition to the funding that has been secured to ensure that the NSC remains open to the public for at least the next 2 years.

This work will not prevent elite athletes from training at the NSC this spring – the indoor facilities and the weights room will remain open to them. Many of our Olympic hopefuls will go and train abroad in any case. Therefore I am absolutely convinced that this, which is supported by Sport England and UK Athletics, is the correct course of action and it is great news for Crystal Palace and great news for London. 173 / 2004 - Parthenon Marbles Noel Lynch Will you use your influence in support of the campaign to return the Parthenon (Elgin) Marbles to their rightful home in Greece?

This is a sensitive issue, particularly as I understand that high-level discussions on the Marbles and related matters are ongoing. The DCMS (Department for Culture

MQT 25 February 2004 9 Appendix D Media and Sport) position is that this is an issue for the Trustees of the British Museum to determine, and clearly neither the government nor I can compel them to return the sculptures. The Trustees’ current stance is that the Marbles are an integral part of the Museum and that they are prevented by statute from returning the treasures. However, the international campaign for the return of the Marbles to Greece is gathering momentum, and I hope the Trustees will give careful consideration to that proposal, in the year when the Olympics are being staged in Greece. 174 / 2004 - Security at Stations Valerie Shawcross Oral answer What steps is the Mayor taking to improve safety and security at stations and transport interchanges? 175 / 2004 - Freight Transport Association issues with the Congestion Charge Andrew Pelling Freight Transport Association members have 46 issues of dispute with Transport for London about the Congestion Charge scheme. In these circumstances, do you have some sympathy with the view expressed by the Freight Transport Association that the benefits of the Congestion Charge are outweighed by the bureaucracy, costs and xxxx-ups?

Freight Transport Association (FTA) members do not have forty-six outstanding issues of dispute with TfL. Two-thirds of the issues concerning the fleet payment scheme, identified in collaboration with the FTA in early 2003, have already been resolved. The improvements in place include easier registration of vehicles and arrangements for operators using different fleet management structures, easier-to- use invoices and statements, and a facility to pay PCNs over the internet.

TfL is also working on a range of other developments such as streamlined processes for changing account facilities for alternative fuel vehicles, easier arrangements for notification accounts and a dedicated fleets website to improve communications. Most significantly TfL is currently consulting on a reduction in the fleet scheme ‘threshold’ from 25 vehicles to 10 vehicles to allow smaller fleets and businesses to benefit from these payment arrangements. TfL is dedicated to ongoing improvements in the fleet scheme, and continues to work closely with the FTA.

176 / 2004 - Finchley Road Scheme Jenny Jones Do you think that TfL should be funding the Barnet Council proposals for the Finchley Road, when this could lead to worse conditions for pedestrians and people with mobility problems?

Funding provided by TfL is for schemes which meet the objectives of my Transport Strategy.

TfL are currently holding discussions with Barnet on several issues, including how the funding it provides is being used; Barnet’s proposals for Finchley High Road will form part of these discussions.

177 / 2004 - Finchley Road Scheme Jenny Jones Will you ask TfL to consider whether Barnet Council have answered all the MQT 25 February 2004 10 Appendix D points raised in the report by the Royal Society for Prevention Accidents, which was commissioned by local residents?

TfL are currently holding discussing these issues with Barnet. When these discussions have been completed I will update you on the situation. 178 / 2004 - Finchley Road Scheme Jenny Jones Can TfL confirm that Barnet Council have consulted local disability groups as part of this and other road schemes?

At the moment TfL cannot confirm that local disability groups were consulted as part of Barnet’s road schemes for Finchley High Road. Local consultations are carried out by the relevant local authority in line with their own internal approved procedures, and TfL would not want to seek to impose conditions on them. Processes are in place, in the form of the Local Government Ombudsman, for the public to challenge decisions by Local Authorities.

179 / 2004 - Finchley Road Scheme Jenny Jones Does Barnet Council's approach, of taking out cycle lanes and asking local people about it afterwards, match your understanding of consultation best practice? And have any other councils in London taken such an approach?

No - this approach is not best practice. TfL is not currently aware of any other councils taking this approach. 180 / 2004 - Finchley Road Scheme Jenny Jones Is any TfL money funding Barnet Council's rolling programe of road maintenance and if so, should this be urgently reviewed?

TfL funds maintenance on the principal roads in all of the London boroughs, and this includes Barnet.

It is essential that the infrastructure is maintained in a good state of repair.

As I have said in my response to Question 176 TfL are currently holding discussions with Barnet on several issues, including how the funding it provides is being used, and Barnet’s proposals for Finchley High Road will form part of these discussions. I will update you on the situation when the outcome of the discussions is known. 181 / 2004 - Finchley Road Scheme Jenny Jones What do you think of Barnet Council's failure to receive any significant TfL funding for the London Cycle Network?

Improvements to London’s cycle network are a key element of my Transport Strategy. I am aware that over £220k has been allocated to LB Barnet for the London Cycle Network Plus (LCN+) schemes in the last two years, none of which has been spent. No schemes on LCN+ were submitted by Barnet in 2004/05.

182 / 2004 - Finchley Road Scheme Jenny Jones What do you think of Barnet Council's decision to withdraw funding for cycle training in schools? MQT 25 February 2004 11 Appendix D

I am opposed to it.

TfL provided Barnet Council with around £40,000 for cycle training in the financial year 2003/4.

The programme developed by Barnet Council for cycle training was probably the best established and successful in London. It included progressive structured cycle training for children - from playground, to quiet streets, in traffic to instructor level.

The withdrawal of funding comes at a time when there is broad support across the stakeholder spectrum to provide cycle training to improve safety and encourage more cycling.

183 / 2004 - Finchley Road Scheme Oral answer Jenny Jones

Are you concerned about the failure of Barnet Council to support your transport strategy regarding cycling? 184 / 2004 - West London Tram Jenny Jones

Could you ask TfL to review their plans for the tram route so that lane widths for buses and cyclists could be increased to 4.4 metres for as much of the route as is possible? The designs are being reviewed to provide the maximum lane widths possible within the highways boundaries whilst trying to balance the requirements of all highway users.

There will be an opportunity to comment on cycling issues during the planned public consultation in the summer of this year. 185 / 2004 - West London Tram Jenny Jones

Where there are dedicated cycle lanes along the Uxbridge Road could you ensure that these are 1.5m so as to comply with the guidance set out in the LCN+ design manual?

We have currently instructed the consultants designing the tramway to work to the London Cycle Network Design Manual dated 1998, as this is the most recent approved document.

Once the draft LCN+ standards are agreed, the design for the tramway will be reviewed against these standards, amending the design to incorporate the standards where possible. Where it is not possible to meet these guidelines, or the consequences of meeting these standards are significant, TfL will make an decision about provision for cyclists at these points after consultation with the Cycling Centre for Excellence.

There will be an opportunity to comment on cycling issues during the planned public consultation in the summer of this year. MQT 25 February 2004 12 Appendix D 186 / 2004 - West London Tram Scheme Jenny Jones

Could you ensure that TfL respond fully to the comments from the London Cycling Campaign regarding the tram proposals?

Yes

187 / 2004 - Staff Travel Plan Jenny Jones How many local authorities in London have developed a travel plan for their own staff?

Local Authorities are encouraged by TfL to develop and adopt Travel plans for all their staff. Support in terms of officer networking and promotional resources are made available through the Borough Spending Plan. However, TfL does not hold data on the position and status of each authorities travel plan.

Examples of successful local authority travel plans have been reported to TfL. In Camden a recent survey across all council staff indicates that staff have reduced car use for travel to work by 58% over 6 years. 188 / 2004 - West London Tram Jenny Jones

How many NHS facilities are covered by a staff travel plan? How many are planning to develop one in the coming year? What proportion of hospitals are covered by such travel plans?

TfL do not hold information on the status of travel plans for individual organisations including the NHS. The NHS as part of their Control Assurance Standards are encouraged to undertake travel Plans.

TfL have been providing specific support to 18 central London sites as part of congestion charging complementary schemes. This will include a best practice guide that will assist the development at other sites across London. TfL also have developed site specific information which will cover all major NHS sites by the end of this financial year.

Other NHS sites are developing travel plans with assistance from the Government’s Site Specific Advice programme and through planning agreement conditions. 189 / 2004 - Precept Boycott Threat

Len Duvall

Has the Mayor taken legal advice on the threat of Conservative Bromley Councilors to orchestrate a campaign of precept non-Payment ?

The collection of council tax is a duty of Bromley as billing authority and the legal consideration of such a course of action is a matter for them. 190 / 2004 - Bird Flu Virus Valerie Shawcross Oral answer MQT 25 February 2004 13 Appendix D

Are you aware of any preparations being undertaken in London by the National Health Service to deal with the potential impact on London and Londoners of a major respiratory disease epidemic such as the so called ‘Bird Flu Virus’. 191 / 2004 - Tall Buildings Valerie Shawcross

Is the Mayor clear about the position of Simon Hughes on tall buildings? I am not actually very clear what Simon Hughes’ position is on this issue and according to what I have read in the newspapers, neither is he. On the one had he ‘rejects’ high rise in favour of ‘high density brownfield’ development, on the other, he says he is ‘not opposed in principle’ and on yet another hand, he thinks the boroughs should decide the issue not the Mayor.

My views on high buildings are rather clearer. The London Plan recognises that though there is limited demand for high rise across London as a whole, it can play an important role in some locations, providing it contributes positively to the townscape and does not compromise much loved views and settings. I have made it clear therefore that a blanket ban on high rise is inappropriate and the London Plan includes a firm policy against such bans. That does not mean to say that all new development should be high rise, as low-medium rise buildings can often provide high density developments. I will be working with stakeholders to develop sub regional development frameworks that identify locations which might be suitable for very high buildings. I have made it clear that I expect to see only a limited number of very tall buildings (about one each year) and that these are most likely to be in the central business district of the City and Canary Wharf and some other town centre locations. The London Plan also provides a clear policy framework for maximising the use of available brownfield sites so that each site can be treated on its merits, according to local circumstances and factors such as public transport accessibility. In this way, I have made it clear that we can and should protect London’s precious green spaces from development.

192 / 2004 - Oyster Card John Biggs Do you think Londoners yet understand the Oyster Card and what priority will you be giving to persuading Train Operating Companies to integrate their ticketing better with it?

If TOCs will not integrate their ticketing with Oyster will this seriously undermine its credibility?

Season Tickets on Oyster have now been available since June 2003 and are well understood. Pre Pay on Oyster has only been available since January 2004, but Market Research undertaken just after the launch found that around 50% of London Underground passengers had already seen and understood the key “Touch in-Touch out” message. Transport for London are developing communication

MQT 25 February 2004 14 Appendix D campaigns to build on this position and explain more fully the use of Season Tickets and Pre Pay on Oyster, especially when used in combination.

TfL has been giving a high priority to persuading the Train Operating companies to integrate with Oyster since the project inception in the late 1990’s. However, as a result of a lack of leadership from the SRA and the “wait and see” attitude adopted by the TOCs, there has been virtually no investment made in Smartcard ticketing by the Rail industry. TfL, on the other hand, has made significant investment in TOC ticketing systems. For example, all TOC gatelines in London have been upgraded to accept Oyster, 2,500 hand-held readers have been provided for revenue protection / ticket office staff and TOC joint stations have been provided with Oyster sales devices. Although there is still a lack of leadership from the SRA, I think individual TOCs are now realising how significant Smartcard ticketing is for their customers and starting to take action. TfL will continue to encourage this, and are contributing to the development of a smart card reader for TOCs that will allow them to retail Oyster at all their stations as they upgrade their ticket issuing systems over the next couple of years.

I do not believe that the credibility of Oyster will be undermined through non- participation of the TOCs. The investment in TOC equipment I previously mentioned means that Season Tickets on Oyster can already be used throughout London – this currently accounts for around 90% of all journeys made using Oyster. Although I ultimately want Pre Pay to be used across London in a similar manner, for now it will deliver real benefits to single ticket users and the 75% of day Travelcard purchasers who buy their tickets from TfL but never use their tickets on National Rail. 193 / 2004 - London Regional Metro John Biggs Do you have a view on Simon Hughes professed support for the London Regional Metro rather than Crossrail? Will London Regional Metro bring regeneration and growth benefits to London in the same way as Crossrail?

I do not consider the London Regional Metro scheme to be viable either technically or in terms of meeting London’s economic and social needs. It would entirely neglect East and South London. A scheme terminating at Liverpool St, the variant endorsed by Simon Hughes on the John Gaunt programme, would mean that instead of Crossrail opening up the Thames Gateway East London would once again be entirely neglected in a major transport scheme. Such a scheme would not even reach Canary Wharf where there is one of the biggest potential for jobs development in London. Its failure to reach Heathrow airport makes it unacceptable to the business community and London’s needs. It would also mean that Crossrail did not go South of the Thames when South London already suffers from an acute shortage of tube lines.

194 / 2004 - Merseytravel Rail Services John Biggs Do you support Merseytravel's aspiration that rail services in its area be placed under its sole control and, for the review being made by Government, are you and TfL making similar proposals for London?

I believe that devolution of control of London’s suburban rail services to London is one of the single most important ways in which the capitals train system can be improved. It would permit the integration of rail services with the underground MQT 25 February 2004 15 Appendix D and bus networks, the harmonisation of fares and the improvement of the quality of services and the cleanliness and security of national rail stations in London. I am making these proposals to the Government in their review. 195 / 2004 - Transport Spending Allocations John Biggs Will you consider freezing or restricting further transport spending allocations to Barnet given their reckless policy on road safety? What other, less draconian, actions are open to you?

Funding is provided by TfL to boroughs for schemes which meet the objectives of my Transport Strategy, and TfL is currently holding discussions with Barnet on how the funding it provides is being used. 196 / 2004 - Traffic Enforcement Diana Johnson With the introduction of the London Local Authorities and Transport for London Act 2003 allowing TfL and local authorities to enforce certain moving traffic contraventions that have been decriminalised, i.e., yellow box junctions and prohibitive turns, how is the Mayor going to ensure a sufficiency of enforcement across the London road network to keep traffic moving given that each location will need to be covered by CCTV?

The London Local Authorities and TfL Act 2003 received Royal Assent last October and includes provisions to decriminalise certain non-endorsable traffic offences across London. These provisions are subject to an “appointed day”, meaning that the offences are only decriminalised once individual Authorities give notice that they intend to implement these provisions.

An undertaking was given during the passage of the Bill through Parliament that these provisions would be piloted by a small number of Authorities before being rolled out across the whole of London. Consequently TfL and 6 Boroughs (Wandsworth, Hammersmith & Fulham, Newham, Croydon, Ealing and Camden) will pilot the legislation later this year.

Inevitably not every junction will be covered by CCTV. However, the legislation also permits enforcement by means of Parking Attendants witnessing the contraventions, as well as CCTV. Pilot Boroughs fully intend to test out this aspect of the legislation.

There are many initiatives designed to keep traffic moving on the road network in London and these will not diminish as a result of this new activity. Rather, decriminalisation gives traffic Authorities more effective powers to deal with the type of contravention referred to. It is hoped that this pilot period (likely to last for 9-12 months) will conclude with other Boroughs deciding to take on these new powers.

197 / 2004 - Bus Driver Training Valerie Shawcross What training are bus drivers given in passenger safety and care?

The new London Buses BTEC qualification contains specific modules on health and safety, customer care and advanced driving skills. Over 6000 bus drivers (representing around a third of the total London work force) has registered on the scheme since it began, with around 1800 having completed the course. Good

MQT 25 February 2004 16 Appendix D progress is being made towards rolling out the training to all staff. The current target is that all existing drivers are trained by December 2005.

Mystery Traveller and Customer Satisfaction Surveys exist to monitor the conduct of bus drivers, to identify if further training is required for individual members of staff. London Buses also conduct a Driver Quality Monitoring (DQM) programme with assessors from the independent Driving Standards Agency (DSA), to covertly monitor bus drivers. The aim of the programme is to highlight problem areas from a passenger perspective with the two main assessment criteria being Passenger Consideration and Driving Ability.

198 / 2004 - Freedom Pass John Biggs Will the Mayor reiterate his commitment to the continuation of the Freedom Pass?

I am totally committed to the freedom pass. As Mayor I support the retention of free travel on public transport services for pensioners. I first advocated free travel for pensioners as a Lambeth councillor in the early 1970’s.

The Freedom pass enables London’s older people to gain better access to the community and for those on lower incomes it can be a lifeline to essential services.

TfL and its predecessors have always been committed to the Freedom Pass arrangements although the GLA Act provides for London’s Boroughs to fund the scheme.

199 / 2004 - Countdown- Brixton High Street Valerie Shawcross Can the Mayor explain why the Countdown boards in Brixton High Street have not been working for over a year, despite the problem having been reported several times to TfL?

Can he also explain why TfL are unable to answer simple queries from an AM? (This issue having been raised on 9 December and no reply received to date).

The fault with the sign in Brixton High Road indicates a failure of power to the display. Power failures are resolved by the electricity provider company, which maintains the lines and rectifies faults. Unfortunately this type of fault can take a number of months to rectify, depending on the complexity of the engineering works and the planning permissions required.

The TfL Assembly Liaison team received an email from your office about the Brixton High Street Countdown signs on 20 January 2004, and replied on 19 February. TfL apologises for not having replied sooner, although as you will appreciate, in depth work can sometimes be required to provide substantive responses. This work can occasionally take extra time. TfL has no record of a letter from you on this subject dated 9 December 2003. 200 / 2004 - Bus Passenger Injuries Valerie Shawcross

How many passengers are injured on TfL buses each year? And how many MQT 25 February 2004 17 Appendix D of these are over 60? Or registered disabled?

Since January 2000, an average of 2348 customers are injured on London’s Buses each year. This is equivalent to 1.6 injuries per million customer journeys. Over 60% of these incidents are minor injuries. Customers over 60 make up 21% of the total number of injuries suffered.

London Buses incident data does not include information relating to disability. 201 / 2004 - Health & Safety Monitoring on London Buses

Valerie Shawcross How is Health and Safety of passengers monitored and reported on London Buses?

Incidents on London Buses are monitored on a daily basis and are investigated accordingly. Incidents trends are collated monthly and reports are reviewed by London Buses Directors and the TfL Health, Safety and Environmental Committee.

There is additional monitoring of driving standards and the experience of travelling by bus through Mystery Traveller and Customer Satisfaction surveys. 202 / 2004 - Capita John Biggs How are Capita now performing their congestion charging enforcement contract and was the response to the OJEU advertisement encouraging? And how are Capita now performing their customer services contract and are you minded towards advertising this contract too?

There are encouraging signs that Capita's performance in respect of enforcement is improving. With an enforcement service the size of the one provided by Capita, even minor errors can result in inconvenience to many. The Supplemental Agreement (SA) with Capita sought a number of key improvements and Capita have to date, met all the requirements for the first two milestones(October 2003 and January 2004), including more effective Penalty Charge Notice issuing, more effective reporting and improvements in the processing of representations and appeals.

TfL expects that the final milestone in March will deliver further enhancements in the effectiveness and efficiency of processing representations and the issuing of Penalty Charge Notices. Once this final milestone has been achieved, I expect that the effect of the improvements will be more noticeable.

There have been significant improvements in the delivery of customer services, in particular the operation of the call centre, following the implementation of the SA, and the signs are that this improvement is being sustained.

The OJEC notice for enforcement is a contingency step taken to have a viable workable alternative to Capita should the enforcement service they provide deteriorate significantly. I think this is good practice and sends a clear message to Capita that they need to continually improve their service. There has been an encouraging response to this notice from a good cross section of experienced service providers. TfL are currently considering whether a similar process should be followed for Capita’s Customer Services.

MQT 25 February 2004 18 Appendix D

203 / 2004 - Non-participation of TfL and TOCU in Police Operation Refresh Brixton Valerie Shawcross I am told that the head of Community Safety at Lambeth has reported to Lambeth’s Police Community Consultative Group that TfL (TOCU) and the BTP will not get involved in supporting ‘Operation Refresh Brixton’ with regard to issues connected to Brixton Underground Station. Can this be correct and if so how does TfL justify not supporting Lambeth Police superb work in crime prevention?

This is not correct.

The Transport Operational Command Unit (TOCU) continues to perform a key role in Operation 'Refresh Brixton'. As this is a 'live' operation, details cannot be disclosed at this stage for operational reasons. However reports of TOCU activities will be made available in due course. In addition I am sure that TOCU will be happy to provide a briefing on their activities to Lambeth’s Police Community Consultative Group. BTP are also fully involved in ‘Operation Refresh Brixton’ and continue to work in partnership with TOCU and Lambeth.

204 / 2004 - Gipsy Hill -Crime or Fear of Crime Valerie Shawcross In my recent survey of residents around Gipsy Hill Ward (in Lambeth) I found that 35% of all respondents said they felt vulnerable to crime in and around Gipsy Hill and West Norwood Stations and 34% wanted to see more staff in train stations. Do you share my concerns about the failures of Network Rail and the train operators to ensure the security and freedom from fear of the travelling public, and if so will you take an initiative to tackle that lack of action?

Yes. I am proposing that inner suburban train services in London should be transferred to a commuter rail authority so that services can be integrated with Tube and bus and standards of station upkeep and security can be harmonised. I attach great importance to the right of all Londoners to expect a safe and secure journey on their rail network. TfL has funded provision of new and enhanced CCTV at many suburban stations and on trains across London this year. The final decision, as to which routes will benefit from further Overground Network investment in December 2004 and 2005, has yet to be made but it is possible that Gypsy Hill and West Norwood will be programmed from December 2005.

TfL recently completed 7 trial Personal Security at Transport Interchange sites. The success of these trial projects is currently being evaluated and if these changes are shown to be successful the concept could be rolled out to other stations across London. 205 / 2004 - Policing Transport Interchanges John Biggs With your funding package for the British Transport Police in London do you see scope for improved policing of transport interchanges suffering high incidence of crime? Will you be setting or negotiating priorities such as these for the additional officers?

MQT 25 February 2004 19 Appendix D Yes. I have provided funding for 200 additional BTP officers. They will provide: • an accountable, visible presence on the underground network (based on the current Group Station Manger (GSM) structure within London Underground) • an enhanced visible presence at the major interchanges in London, and a structure to integrate current MPS Transport Operational Command Unit (TOCU) activities in these areas • an enhanced presence on the Docklands Light Railway (DLR) and ensure an accountable visible presence on the network.

In addition, these officers will support improved co-ordination of issues across the rail and transport networks in London. These new services will be provided under a Special Services Agreement detailing the main priorities.

206 / 2004 - British Transport Police Samantha Heath Is it an anomaly that BTP officers deployed on tramlink do not come under the same operational command as officers deployed on the tube and DLR?

Unlike the tube and DLR, Tramlink is a tramway, largely operating in the street or open, accessible areas. In this respect it is therefore important that police on Tramlink have a greater knowledge of street running public transport and highway law than a railway background. 207 / 2004 - The Studio Arts Centre, Beckenham

Len Duvall In light of plans by Bromley Council to close the Studio Arts Centre, what steps is the LDA taking to recover £32,000 of SRB invested in the Studio?

Under the terms of the Single Regeneration Budget the LDA is entitled to “claw back” any capital funding where a sale, transfer of ownership or change of use takes place.

The LDA is also entitled to waive or defer this right if it is contacted in advance by the accountable body for the SRB programme concerned and gives its permission in writing. This usually occurs where the asset is transferred or the funding reallocated to other projects.

The LDA has, as yet, not received a request from LB Bromley regarding the Studio Arts Centre so cannot at this time confirm which approach it would take in this case. Once the report from LB Bromley is received, the LDA will consider the most appropriate action to take. 208 / 2004 - Funding for Transport in London John Biggs Do you agree with the London Transport Users Committee's apocalyptic vision that transport in London will 'fall apart' without a Government cash injection of £1.1billion, and their view that London's transport has not been a Government priority?

As London struggles to cope with the addition of an extra 800,000 people by 2016, it is crucial that our transport system receives the funding it needs to keep pace with rising demand.

MQT 25 February 2004 20 Appendix D Without this funding TfL would continue to deliver a balanced budget, maintain existing service levels where possible and meet committed expenditure obligations. But this would be nowhere near adequate to deal with the increasing demands placed on an already over-stretched system.

Customers would experience ever more over-crowding and less reliable services. The daily closure of over-crowded stations, such as Victoria, would become increasingly commonplace. In the case of buses, service volume would actually decline in absolute terms as rising road congestion makes running services progressively more difficult. For passengers this would mean having to wait longer, for buses moving more slowly, that are more overcrowded.

Virtually no major infrastructure projects would go ahead. Schemes that improve access and security would be held back and London would not get the transport system its diverse and growing population needs. The modal shift onto public transport we have achieved over the last four years would erode as people are forced to return to their cars.

No one wants to see this and we hope Government will recognise London’s needs in SR2004 just as it did in SR2000.

209 / 2004 - Thames Gateway Bridge John Biggs Do you agree that we should aim to build the Thames Gateway Bridge before 2012?

I agree that we should aim to open the bridge as rapidly as possible. 210 / 2004 - Wapping & Rotherhithe Stations Upgrades John Biggs Can you add to the statement in the recent report by Bob Kiley to the TfL Board that 'Risk assessments of the existing stations at Wapping and Rotherhithe show that the stations could be adequately safe in the future railway with only moderate upgrades if they continued to be carefully managed'? Do you continue in your commitment to ensure that this work continues with priority in order to avoid the risk of closure?

I agree with Bob Kiley on this.

The East London Line project team recently completed a study that concluded that further works would need to be conducted at both Rotherhithe and Wapping station in order to bring them into the project. However, it would appear that creating a secondary means of escape at each station would permit safe evacuation of the increased numbers expected to travel on the new line.

The project team is now working to find a technically feasible method of introducing a secondary means of escape for each station that could be presented to Her Majesty’s Rail Inspectorate (HMRI) and other external bodies.

They remain cautiously optimistic that each station can be included in the scheme. 211 / 2004 - East London Line Extensions John Biggs Given the current state of the SRA is thought being given to phasing the construction of the East London Line Extensions?

MQT 25 February 2004 21 Appendix D I note Tony McNulty has recently stated that he expects the SRA public / private proposals to be put forward in May. I hope this will give the final go ahead. If not, then I will ask the Government to consider whether leadership of the project should be moved to TfL to avoid delay due to the rail review.

This project is to be given the final go ahead and I have asked the Government to do this.

212 / 2004 - Bicycles on DLR John Biggs Do you agree with me that, off peak, there are on the face of it no good reasons why bicycles should be barred from the entire DLR? Would you be happy for the DLR to study the feasibility of lifting this ban on parts of its system, with the presumption that this should be possible on the majority of the system subject to operational demands? Bicycles folded in a carrying case are permitted.

The management of the Docklands Light Railway have addressed the issue of the wider carriage of bicycles, even in off peak periods, several times and have it constantly under review. It is unlikely that the current policy will be changed. Many of the stations are on elevated viaduct and there are particular safety issues in transporting cycles to and from platforms as well as to other passengers and on trains. Escalators are a particular problem in this regard. Equally, lifts are relatively small and will not accommodate cycles in a satisfactory manner. Finally, in tunnels, the evacuation procedures are worsened if cycles are present within the body of the carriages.

213 / 2004 - Concessionary Fares Jennette Arnold What is the estimated cost of extending free bus travel to all under 18s?

It would cost about £90m a year in lost fares revenue. In addition, TfL estimate that it could increase the total number of bus passengers by about 7%.

214 / 2004 - Coulsdon Inner Relief Road Andrew Pelling It sums up the patchy quality of communication with TfL over the past four years that I have to learn of the ceremonial turf cutting for the Coulsdon Relief Road from a TfL press release. Is there any reason why I was not invited?

In discussions with Croydon Council it was understood that there was a preference for a media focussed ceremony. This was attended by the Leader of Croydon Council, as well as Peter Hendy and Keith Ollier of TfL. 215 / 2004 - The London Plan Andrew Pelling In section 5F of The London Plan, you propose the South London sub- region should accommodate 42,000 new homes by 2016 yet Table 3A.1 on P.56 illustrates the figure to be 56,550. Is there a discrepancy here?

MQT 25 February 2004 22 Appendix D The reference in table 3A.1 is to 1997-2016 (20 year period). The figure in section 5F relates to 2001-2016 (15 years) to be compatible with the 2001 base of the population and employment figures in table 5A.1. Both figures equate to 2,800 per annum – the annual provision target given in tables 3A.1 and 5A.1.

216 / 2004 - Graffiti on the Croydon Tramlink system Andrew Pelling The amount of graffiti on the Croydon Tramlink system constitutes a threatening environment for many users at night. Woodside tram stop is a particularly bad example of this. Is there resource available to assist in dealing with the graffiti on Croydon’s tram system?

As you know, Tramlink is operated and maintained under a 99 year Concession Agreement awarded to Tramtrack Croydon Limited (TCL) under the Private Finance Initiative. TCL are responsible for funding the maintenance of the system, including graffiti removal.

In January, London Trams began a series of inspections of Tramlink to monitor the condition of the system. This immediately highlighted the extensive graffiti on the system, particularly between Blackhorse Lane and Harrington Road. Both TCL and Tram Operations Limited have given assurances that procedures for the removal of graffiti will be improved. If however, graffiti identified by London Trams remains a problem when follow up inspections are carried out; London Trams will use its powers as provided under the terms of the Concession Agreement to enforce the graffiti removal provisions of the Performance Specification. 217 / 2004 - Patients’ Forum for the London Ambulance Service Noel Lynch The Patients’ Forum for the LAS was recently established as the new statutory voice for patients and the public in the LAS. The Forum’s effectiveness and development is currently hampered by a lack of resources and facilities, which fails to recognise the difficult task faced by its voluntary unpaid members in carrying out a London-wide remit. I have been asked to request whether you would be willing to assist the Forum by: - inviting the Forum to publicise its work through GLA publications and website; - providing facilities for public meetings of the Forum; - providing basic office facilities and an official address at City Hall for the Forum.

I am committed to supporting patient and public involvement in health services in whatever ways I am able to within the limited remit I have in this area. I would be happy for relevant patient forum initiatives to be publicised through our website and publications and for City Hall to continue to be used to host occasional public meetings to support wider involvement in health issues. However, I would be cautious about making any firmer commitment to provide meeting or office space because of the limited availability of spare capacity in the building.

The Department of Health, through the new Commission for Patient and Public Involvement in Health, is responsible for ensuring that Patient Forums are appropriately supported and adequately resourced to perform their role. When changes in patient structures were being considered, I made Government aware of my concerns that the new forums should be set up in such a way as to enable them to be an effective, independent voice for London residents. MQT 25 February 2004 23 Appendix D

If the Assembly’s Health Committee considers the Forum is not sufficiently resourced to enable it to fully participate in their LAS scrutiny, they may want to consider whether it is appropriate for them to supplement this support and/or to contact the DH to raise their concerns about this matter. 218 / 2004 - Crossrail depots and the green belt

Noel Lynch Given objective 1 of the London Plan (to accommodate London’s growth within its boundaries without encroaching on open spaces), are you concerned that Crossrail has identified green belt land at Harold Park in Havering (immediately adjacent to a Site of Metropolitan Importance for Nature Conservation) as a front-running option for the location of a large depot?

I can confirm that on Tuesday 24 February, Crossrail came to a decision on their proposed depot location, which will be the site at Romford and not the green belt site at Maylands Field. This is consistent with my position on seeking to protect green belt sites such as Maylands Field.

The Crossrail team will now be discussing the details of this site with local representatives. 219 / 2004 - Crossrail depots and the green belt Noel Lynch Oral answer Do you consider that TfL should use its stakeholder position on Cross London Rail Links Ltd to ensure that the company’s criteria for the selection of depot sites for Crossrail is consistent with your policy of protecting the green belt?

220 / 2004 - Responsibility for new strategic open space in Thames Noel Lynch Should the GLA or LDA play a role in owning and managing large new areas of strategic open space, especially in Thames Gateway?

The LDA is already managing Thames Barrier Park and part-funding design projects at Rainham Marsh. If the funding is put in place, I am sure either the GLA or LDA could take a leading role, but the key issue will be ensuring there is adequate capital and revenue funding.

221 / 2004 - London Thames Gateway Development and Investment Framework Noel Lynch What is the current status of the London Thames Gateway Development and Investment Framework? Are you yet in a position to say when the draft framework will be issued for public consultation? Do you know what the timetable for the public consultation will be?

Subject to the views of the London Thames Gateway Partnership Board, we hope to publish the London Thames Gateway Development and Investment Framework around the middle of next month. Consultation arrangements and timescales will be confirmed then.

MQT 25 February 2004 24 Appendix D 222 / 2004 - Thames Gateway Noel Lynch Will the Thames Gateway Development and Investment Framework take account of recent analyses of the costs and benefits of delivering sustainable construction in Thames Gateway redevelopment, namely the LDA’s report on Sustainable Design and Construction in Thames Gateway, the WWF report ‘One Planet Living in the Thames Gateway’ and the FKM report on Utilities in the Thames Gateway?

The Thames Gateway Development and Investment Framework is a joint project, which has drawn on substantial LDA work including the Sustainable Design and Construction in London Thames Gateway and the SKM report on Energy Supply in London Thames Gateway. We should aim for the highest possible standards, and I have asked the LDA to look further at the WWF study you mention and discuss its findings with it authors.

223 / 2004 - 211 Bus Angie Bray Can the Mayor tell me why it cost £500,000 to re-route the 211 bus in Kensington & Chelsea?

Route 211 was re-routed in January, in part to provide an improved service to the Royal Marsden and Chelsea and Westminster Hospitals. There were no bus service costs involved in the change but there was a spend of about £500,000 on roadworks.

Changes to the junction layout were required at both ends of Sydney Street (King’s Road and Fulham Road). Although these were relatively cheap in themselves, investigation showed that some expensive British Telecom equipment needed to be moved to facilitate the works. This was the major part of the scheme cost.

It is not uncommon for a large part of the cost of bus priority, pedestrian safety or other road schemes to be the relocation of statutory undertakings (water, gas, electricity and communications equipment).

224 / 2004 - St Patrick's Day

Mike Tuffrey Following the award of a contract to Mean Fiddler under open competition, do you stand by your previous claim that you had personally to award previous contracts for St Patrick's Day to Smurfit Communication, publisher of the Irish Post, as no one else could do it?

Yes. The two contracts are not comparable, and I therefore stand by my judgement that the contract with Smurfit Communications was one in where a Single Tender Action was entirely justified.

The contract with Mean Fiddler is a conventional event management contract, in which the GLA pays a supplier to deliver a specific service and the GLA supplies the budget, in this case a minimum of £175,000. For this contract Mean Fiddler will deliver the Festival on the South Bank and provide associated stewarding support in relation to the Parade. While the contract requires Mean Fiddler to use their best efforts to raise sponsorship towards the event, which the GLA might then apply to off-setting some of this cost, there is no financial risk to them in this regard if they

MQT 25 February 2004 25 Appendix D fail to raise sponsorship.

This contrasts with the contract with Smurfit Communications, under which Smurfit Communications received a £100,000 payment from the GLA, for which it was contracted to deliver the Festival, organise the Parade, organise the Mayor’s St Patrick’s Day Dinner and produce a publication, for a minimum value of £300,000, for which Smurfit Communications took the entire financial risk if it failed to raise the additional £200,000 through sponsorship. 225 / 2004 - Construction Skills Shortage Mike Tuffrey What progress has the LDA made with the FRESA Construction Flagship Initiative (CFI)? In October you reported that the CFI Steering Group would publish its detailed plans in early 2004. Have these plans been produced? If they have where can I find them and, if not, when will they be published?

Significant progress has been made in development of the Construction Flagship Initiative (CFI). The CFI programme is led by the Regional Director for the London LSC’s on behalf of the London Skills Commission. The LDA are part of the development of the entire programme. The programme will have three interlinked themes that will deal with increasing the numbers of new entrants into the construction sector, improving the skills within the existing workforce and linking local labour initiatives across London to improve the longer-term sustainability of employment.

The publication of the Learning and Skills analysis of the Construction Industry, which is available through http://www.londonwest.org/Research/index.html provides the overview and underpinning analysis of the issues relating to the supply and demand of labour within this sector that will inform the CFI’s plans. Further updates of the CFI plans will be available through the London FRESA website http://www.fresa-london.org/flagshipprogrammes_construction.asp Detailed plans will be published in Summer 2005.

In addition the LDA and ODPM will be using the CFI’s plans as the basis for assessing the need for a Thames Gateway Construction Academy. A scoping and business planning exercise will be launched in April 2004. 226 / 2004 - Private Sector Empty Homes Mike Tuffrey How many empty private sector homes have been returned to use in London in 2003/04? According to the Empty Homes Agency’s latest figures, of the 89,291 London properties that are currently vacant 83,435 (93%) are privately owned. Why haven’t you done more to tackle this huge problem and to ensure this wasted resource is converted into much needed liveable accommodation?

My target is for 3,500 private sector empty homes to be returned to use in 2003/4 as a result of action taken by London’s boroughs. No figures are yet available for 2003/4, but checks carried out at the half-year stage indicate that boroughs are well on track to meet this target. Monitoring against the target will be carried out after the year-end in March.

Latest government figures estimate that 99,781 London homes were vacant in April 2003, 83,435 (84 per cent) of which were privately owned. The figure quoted for total homes vacant in the question is incorrect (based on a table on the Empty Homes Agency’s website that is incomplete). MQT 25 February 2004 26 Appendix D

The total number of empty homes has been below 100,000 for the past two years and this is the lowest level since the 1970s. Despite this, more needs to be done to return empty private homes to use, given the huge need for housing. A proportion of private homes will inevitably be empty at any point in time to facilitate the process of buying and selling. We need to focus attention on the 43,000 private homes that have been empty for more than six months.

My officers work closely with the Empty Homes Agency, London boroughs and others on highlighting the issue of empty homes as a wasted resource. In addition to setting an annual target and reporting on progress, I will do the following this year:

- host an empty homes event jointly with the Empty Homes Agency, - produce an empty homes report, highlighting the issue and best practice, - part-fund the London empty homes hotline, - support the launch of the London empty homes week of action and other campaigns.

227 / 2004 - Hospitals Lynne Featherstone What additional resources have London hospitals received to ensure that they are fully equipped and prepared in the event of a terrorist attack? What training sessions have taken place?

I am not directly responsible for hospitals or other health services. I am closely involved with contingency planning for London, in which the NHS and Department of Health are actively involved as key partners. Should you want detail on aspects of their planning, I suggest you contact them direct. 228 / 2004 - Tube Maintenance Lynne Featherstone Which tube maintenance projects are experiencing delays and why? What are the budget implications of such delays?

Maintenance projects are works like the nightly inspections of track equipment or less frequent inspections of bridges. Based on reports the Infraco provide LUL some of the Infracos are behind on some maintenance projects.

When the Infraco annual asset plans are agreed and they provide monitoring details in the format LUL wants then LU will be able to assess for itself Infraco progress on maintenance projects. On capital projects - works like station congestion relief schemes - there are delays against the original plans on some schemes like, for example Kings Cross capacity works in preparation for the Channel Tunnel link or Camden Town Congestion relief.

The budget implications of such delays are that the Infraco get paid less, and that LU underspends against the relevant budget.

229 / 2004 - Publicity Costs Graham Tope Exactly where can a member of the public find your publicity costs for 2000-2004?

MQT 25 February 2004 27 Appendix D A note on expenditure on publicity is included in the published accounting statements of the GLA and the Functional bodies. For the GLA additional information was also provided as part of the Budget Report considered by the Budget Committee on 20 November 2003.

Expenditure on publicity and promotion has not been disproportionate with the total budgets of the GLA Group. The expenditure has been directed at providing public information, engaging Londoners in policy development and working with stakeholders. 230 / 2004 - Cost of Receptions

Graham Tope Where specifically can a member of the public find out the costs of your receptions since 2000?

Any member of the public can exercise their right each year to inspect the GLA’s accounts – details of the inspection arrangements are published in the Evening Standard each year and any person may inspect, and make copies of, the accounts for the year in question and “all books, deeds, contracts, bills, vouchers and receipts relating thereto” during the specified inspection period. 231 / 2004 - Oystercards Lynne Featherstone How many complaints has TfL received about Oystercard since it was introduced? How many cards have been blocked or otherwise cancelled?

TfL operates a Help Desk for Oyster customers 12 hours a day, seven days a week. Since the introduction of Oyster in June 2003, there have been a total of 17,000 enquiries relating to the performance of Oyster. During that time, there have been almost 600,000 Oyster cards issued to passengers, around 78 million journeys made using Oyster cards, and journeys are currently running at over 600,000 per day.

The most common queries have been relating to the Internet sales site (e.g. payment cards not being accepted), and Oyster cards not appearing to work properly (often resolved by explaining to the customer how to present the card properly to readers).

Since the start of the year, 3,600 cards have been blocked or cancelled. The most common reason for blocking a card is because it has been reported lost or stolen. The most common reason for cancelling a card is because the customer has requested a refund on a Season Ticket. Together, these instances make up around 85% of the total blocked & cancelled cards. 232 / 2004 - Congestion Charge Expansions Lynne Featherstone Why are you using an increase in bus fares to pay for work on developing proposals for westward extension of congestion charge?

I am not using revenue from the bus fare increase to pay for work on developing the proposal for the westward extension of the congestion charge. The funds raised by the bus fare increase will be used to fund improvements in bus services.

233 / 2004 - Jubilee Line Lynne Featherstone MQT 25 February 2004 28 Appendix D Why do passengers on the newest tube line - the Jubilee line still experience delays on a regular basis and when will the situation improve?

Since the opening of the Jubilee line extension in 1999, there have been problems in the performance of the line.

The major infrastructure failures are caused by the signalling system - this is due to be replaced by 2009. The line management focus is on preventing any repetition of the recent major disruption around Green Park / Waterloo (when the line ran as two independent shuttles for a while) and reducing the minor failures that disrupt the line, either through infrastructure or operational failings. 234 / 2004 - Essential Workers Mike Tuffrey During your term of office the housing affordability crisis for essential workers has dramatically worsened. Now the cost of the average London house is over nine times the annual salary of a typical nurse and over seven times for a teacher. Do you accept that your government has again failed London in not addressing the worsening affordability gap in public sector pay and what pledge will you give on their behalf to tackle it now?

The London Plan argues the case for a much greater – and achievable - level of affordable housing in London. I am delighted that it has received such widespread support. It is the first plan ever to recognise the need for extra affordable housing provision for workers on low and moderate incomes. I am delighted that now we are seeing the Government provide hundreds of millions of pounds to support the London Plan’s targets for this type of housing.

In addition, I will be setting out the detailed case for looking at regional pay agreements in my submission on the Spending Review.

235 / 2004 - Overcrowding Lynne Featherstone How would you define overcrowding and what work is currently being carried out to assess the extent of the problem on London Underground?

London Underground regularly measures the level of passenger demand for its services. Categories of crowding used for planning purposes are:

- busy train 30% of the train's maximum design capacity - crowded train 45% of the train's maximum design capacity - very crowded 57%, which would equate to approximately, 4 – 5 people per square metre.

Current demand is surveyed with information recorded on the number of passengers travelling, their route and time of travel, as well as other factors. This information is used to make sure that the most appropriate service levels operate at different times of day, given constraints around the number of trains available and signalling capacity.

The priority for investment in new infrastructure is targeted around reducing crowding on the lines which demand forecasts show will be most crowded. 236 / 2004 - Freedom of Greater London

MQT 25 February 2004 29 Appendix D Sally Hamwee Given your answer to my last question on this topic, if I wish to propose a candidate for the Freedom of Greater London award, how do I go about doing so, against what criteria will they be assessed, who and on whose advice will any decision to make an award be made, and how have you ensured that the process is objective, impartial and accountable to Londoners, especially in light of the current controversies surrounding the lack of openness of the national UK honours system?

If you wish to propose a candidate for the Freedom of Greater London award you should write to me, as the Mayor of London, providing a description of the achievement or achievements of the individual or group of individuals who are being proposed as recipients of the Freedom, and setting out how you believe they conform with the broad criteria for the award which I have already published – i.e. “that an individual or group of individuals have distinguished themselves in an exceptional way such as to command the respect and admiration of the citizens of London”.

As I explained in my reply to your earlier question, (122/2004), the Freedom of Greater London will be awarded only by the Mayor of London. Therefore whoever is the Mayor will decide who should receive such an award. In making such a decision the Mayor will seek advice from whichever sources he or she deems to be appropriate. Clearly, this will vary in relation to the different achievements which are to be recognised by the award of the Freedom.

As the award of the Freedom will be made by the Mayor on behalf of the citizens of Greater London I do not believe that objectivity or impartiality are realistic tests of the validity of the awards which will be made. Necessarily there will be a subjective element in any judgement which I, as Mayor of London, makes in reaching decisions on behalf of Londoners which will reflect popular opinion at the time. In addition to the immediate court of public opinion, any Mayor of London will be held to account for the quality of his or her judgement in awarding the Freedom when and if they come to seek re-election.

During my term of office I propose that the Freedom should be awarded on only rare occasions and in exceptional circumstances. To ensure political impartiality, I do not propose to award the Freedom to serving elected office holders.

I do not believe that what I have proposed in relation to the Freedom of Greater Award could reasonably be compared to the national UK honours system or the way it is managed. 237 / 2004 - Adverse Weather Conditions Lynne Featherstone Are you satisfied that TfL officers learnt and applied lessons following the virtual shutdown of London’s transport networks in January 2003 as a consequence of the adverse weather conditions; and if so why was there a repeat this year?

Following the service disruption experienced in January 2003 a review was undertaken across LU to consider lessons learned and progress the resulting actions. The findings of the review were reviewed by LU both prior to transfer to TfL and after.

All of the actions identified were implemented as part of the weather preparations for Winter 2004. However, inadequate preparation by the Infrastructure MQT 25 February 2004 30 Appendix D companies to deal with deposits of ice on current rails in a number of sidings and two major depots meant that several trains stalled entering service or were frozen in.

These failures have been addressed and daily monitoring of their progress is being carried out by individual Line General Managers.

238 / 2004 - Responding to London Sally Hamwee What were your targets for responding to Londoners in each of the years since you have been in office? What was your performance against those targets in each of those years, and what has been your performance to date in the current year?

The Electronic Correspondence Document Management System (DMS) was launched in February 2001. Prior to this all correspondence was logged manually on Excel and correspondence was distributed hard copy, there are therefore no performance figures available for the period between May 2000 and February 2001.

The original performance target in 2002 was set at 70%, to increase by 5% year on year, so the target is now set at 80%

May2000-Feb2001 – figures not available Feb-December 2001 – data is not complete enough to give an accurate figure. I have previously reported that in November and December 2001 we were achieving 67% Jan-Dec 2002 the average response within deadline was 46% Jan-Dec 2003 the average response within deadline was 66% January 2004 the total within deadline was 70% 239 / 2004 - Transport Grant Lynne Featherstone Oral answer Why is that after all your lobbying efforts and on-going work on building ‘the case for London’ and which I am sure you have shared the preliminary findings on with colleagues in the Labour Party all that you have to show for efforts in the transport field is a significant reduction in TfL grant? 240 / 2004 - TfL Finance Committee Lynne Featherstone Are the minutes of TfL’s finance committee meetings published and publicly available and if so, where; if they are not, why not?

No, the meetings are not held in public sessions and the minutes are not published. 241 / 2004 - LDA Membership

Mike Tuffrey By recently appointing a third elected member of the Labour Party to the LDA Board, you have again failed to ensure that the Board is fully politically representative. How does this square with your manifesto pledge to introduce the most open, accessible and inclusive style of government ever seen in the UK? Do you not consider it important that the views of all Londoners are properly represented on London’s business and regeneration agency?

MQT 25 February 2004 31 Appendix D The LDA is a working body, not a political forum.

The GLA Act (section 304) states that there have to be at least four members of the Board who are members of the Assembly or of a London borough. In appointing the Board, I decided not to exceed this number in order to ensure the representation from business and industry was not reduced (which is important given that the Board is, indeed, a working body overseeing policy development and implementation on economic development and that regional development agencies are supposed to be business-led). It was also decided that one of the four representatives mentioned in section 304 should be a borough representative.

As it is, three of the four political parties on the Assembly are represented.

242 / 2004 - Children and Young People’s Survey Sally Hamwee What is the purpose of a £35,000 Children and Young People’s Survey ‘to carry out qualitative and quantitative research to improve areas of policy delivery for children and young people in London’ when you have only just published your Children and Young People’s Strategy that identifies the areas of policy delivery that require improvement and how, and for which extensive consultation with children and young people was already carried out? What new information do you hope to acquire, and what gaps are there in your own Strategy that justify this additional expense?

The Children and Young People’s Survey will collect data about children and young people’s views on living in London, their knowledge of the GLA and attitudes to key Mayoral policies. This data will be conducted with a representative sample of young people and will complement the draft Strategy consultation. It will allow for comparison with the results of the Annual London Survey thereby highlighting similarities and differences between the view of adults and children in London; and it will also provide a baseline enabling the GLA to track over time whether and how children’s concerns and priorities are changing.

The survey will take place a year after the consultation on the draft Strategy was completed and can therefore include questions that relate to key policy priorities identified in the Final Strategy and the CYPS action plan. The results will inform policy implementation, and the ongoing process of Strategy review.

The annual survey data will also provide an important and regular data source for use in the second State of London’s Children report (to be produced in 2004).

The fieldwork for the first annual survey is planned to take place in the Spring of 2004; and the findings will be launched in the Summer. This will be a year after completion of the draft Strategy consultation (April – July 2003).

The cost of the Children and Young People’s Survey will be a maximum of £35,000 to be divided between the Public Consultation Team budget (£20,000) and the Children and Young People’s Unit (£15,000).

243 / 2004 - Sustainable Suburbs Toolkit Sally Hamwee How have boroughs been consulted and involved in the development of the Sustainable Suburbs Toolkit?

There was a seminar in September 2002 at where the sustainable suburbs research MQT 25 February 2004 32 Appendix D report was discussed with boroughs and the issue of pilots was raised. Boroughs were asked to think about and suggest pilot areas for a follow up study. This was an informal session and since then, progress has been restricted as resources were directed at finalising the London Plan.

Now that the London Plan has been finalised, the team is currently interviewing consultants to work with on developing the Sustainable Suburbs best practice guide and toolkit.

The steering group will include representatives from the GLA, LDA and ALG and their role will be to select appropriate suburbs to pilot the toolkit. Pilots will be carried out in each of the five sub-regions the decision of which suburbs to choose for pilots should be a matter for the steering group.

244 / 2004 - St George's Day Graham Tope What plans have you put in place for St. Georges Day celebrations in the capital?

Officers have been researching activities and proposals will be announced in due course.

245 / 2004 - Green Procurement Code Graham Tope

What proportion of organisations signed up to the Green Procurement Code are meeting their target (where targets have been set)? How many new organisations have signed up to the code over the past year?

Around 50% of organisations that have had targets set as part of the code have met those targets. To date the Mayors Green Procurement Code has 295 signatories. Of these, around 150 have joined in the last year. 246 / 2004 - Wembley Development Mike Tuffrey

What financial contribution will the GLA Group make to the Wembley Development? What is the target completion date for the project and what role will the LDA take in its delivery?

Wembley is one of the LDA’s priority areas. The Stadium was seen as a key driver in the whole regeneration of the Wembley area. Although the LDA has committed £21 million to the development of the Stadium itself, over £40 million SRB has been committed to the wider regeneration of Wembley in addition to the Single Programme investment the LDA is currently negotiating for the area. These funds are to ensure that the wider benefits of Wembley supports skills, the community, a better environment, more business and a wide range of other benefits. In addition to this, TfL is investing to improve Wembley Park Station which will assist the development by increasing capacity, as well as providing wider benefits.

The Stadium project itself is run by WNSL, a subsidiary of the FA. The Stadium itself is scheduled for completion at the end of 2005.

MQT 25 February 2004 33 Appendix D

The LDA is closely involved in monitoring the performance of the project but does not have a direct involvement in its delivery and will not have a direct involvement in its management. In terms of the regeneration, the LDA is working closely with the London Borough of Brent and other partners and will play a leading role in making sure that the wider benefits of the Stadium and the proposed Quintain development are captured. 247 / 2004 - London Plan Housing Targets

Mike Tuffrey Why do you plan to monitor the provision of additional homes in London against a benchmark of 23,000 per year when the London Plan sets an annual output objective is 30,000? Considering that the actual demand level for houses is 33,600 per annum why aren’t you using 30,000 as your benchmark? Is 30,000 a genuine target?

I am using the 23,000 benchmark in the short term because that was the recommendation of the report of the independent Examination in Public which concluded that the annual targets derived from the Housing Capacity Study “represent the best available basis for monitoring housing provision in the short term”. As you well know, my policy is set out absolutely clearly in the London Plan, i.e. “The Mayor will seek the maximum provision of additional housing in London towards achieving an output of 30,000 additional homes per year from all sources”. 248 / 2004 - London Plan Housing Targets Mike Tuffrey Oral answer

How exactly will you achieve the London Plan’s target of 30,000 additional homes in London per year considering that new build completions have only totalled approximately half of this number each year since 2000/01? 249 / 2004 - London Housing Strategy Mike Tuffrey

Now that you have actually accepted the need to aim for 30,000 additional homes in London per year, rather than 23,000 which you originally proposed, will the London Housing Strategy be revised, to increase it objective to 30,000 new homes per annum, so that it remains consistent with the London Plan?

The London Housing Strategy is a document approved by the London Housing Board on which I am represented. In my view it should be revised to be consistent with the targets in the London Plan and I will be making representations to that effect. 250 / 2004 - Housing Subsidy Mike Tuffrey

What is the estimated total level of public subsidy required to deliver the stated supply goals of the London Plan (30,000 additional homes per year of which 50% should be affordable). How does this compare with the approximate £1billion per annum that the London Housing Strategy requests from Ministers? The level of subsidy required will depend on a number of factors, including:-

MQT 25 February 2004 34 Appendix D

(1) the exact split between different types of affordable housing and the average cost per unit in the different programmes run by the Housing Corporation and English Partnerships (2) the level of cross subsidy gained from developer contributions (3) the contribution from RSLs producing affordable homes with recycled grant or no subsidy (4) the contribution from S106 schemes which do not involve grant or subsidy.

Affordable housing completions will increase sharply over the next three years as the increased levels of subsidy agreed by Government for London feed through. By the end of this period, taking into account Housing Corporation and English Partnerships programmes, as well as other sources of affordable supply, we will be close to achieving the London Plan targets. 251 / 2004 - Local Enterprise Mike Tuffrey

The Exanimation in Public into the Draft London Plan recommended that, in developing London’s economy, one of your specific priorities should be facilitating local enterprise. Why have you resisted including this in the final version of the London Plan?

My final London Plan has taken on board the recommendation of the Examination in Public that Policy 3B.1 should give more attention to small and medium sized enterprises and facilitate local enterprise. The new wording of Policy 3B.1 Developing London’s Economy states that I will ‘work with strategic partners to… seek a range of premises of different types, sizes and costs to meet the needs of different sectors of the economy… [and] … facilitate social enterprise and community development.’ Policy 3B.12 Improving the skills and employment opportunities has been amended to promote targeting of job opportunities to local communities. The wider context for these policies is provided in the supporting text. 252 / 2004 - Waste Self-Sufficiency Targets

Graham Tope

What is your reason for not incorporating into the London Plan regional self-sufficiency targets for waste produced in London, with a timescale for achievement these? When will the Plan be revised to include these targets and how do you plan to monitor progress towards regional self- sufficiency until these objectives have been published?

The London Plan (Policy 4A.1) includes targets for self-sufficiency for waste produced within the London region of 75 per cent by 2010, 80 per cent by 2015 and 85 per cent by 2020.

I will work with the Environment Agency, statutory waste disposal authorities and operators to monitor progress and ensure that there are facilities with sufficient capacity to meet the targets.

In relation to sub regions in London it is intended to include within the Sub

MQT 25 February 2004 35 Appendix D Regional Development Frameworks details of the scale of facilities necessary to meet the above targets. 253 / 2004 - Sub-Regional Waste Facilities Graham Tope Why is not presently possible to quantify the level of waste facilities that each sub-region requires to deal with waste self-sufficiently and sustainably? When will this information be available?

The Waste Options Modelling – Technical Report for the London Plan published at the same time as the London Plan provides a clear indication of the capacity requirements for preferred waste management options by sub- region (see table 16). 254 / 2004 - Sutton Tramlink extensions Andrew Pelling Peter Hendy quite rightly boasts of the 100% accessibility of Croydon Tramlink in the introduction to the recent 'Transport for all' magazine.

Will TfL's current interest in promoting the Sutton extensions using the frequently deeply-cut heavy rail system out of Sutton station allow for such continued excellent accessibility if this option is pursued?

Clearly there is a very strong political will in Sutton to see this scheme delivered and it would be a shame if emphasis on the heavy rail route option stymied progress.

TfL is committed to make the Tramlink extensions as accessible as the existing system, which itself uses a mixture of embankment, at grade alignment and cutting.

In some cases this might involve a re-grading of the existing Sutton railway alignment, and in the case of the station area, TfL are working with LB Sutton on a street level entry into Sutton Town Centre and the station approach.

255 / 2004 - Croydon Tramlink compensation Andrew Pelling Further to my previous questions on this matter, why is compensation to householders next to the Croydon tram still not paid out 14 years after the scheme was first proposed?

Most of the Notices that give rise to claims for compensation from those persons having land compulsorily acquired were served in 1997. All but one claim requiring the acquisition of land from a residential owner/occupier have been settled. The remaining claim has been referred to the Lands Tribunal by the claimants for determination.

Claims for compensation for the alleged effect of the operational impact of the Croydon Tramlink (such as additional noise or vibration) on property values could not be made until May 2001. Following legal advice, which confirmed that the Land Compensation Act applies to the Tramlink scheme, TfL assembled substantial evidence to determine the impact of the scheme on property values across the network. A strategy for handling outstanding claims has been agreed and presented to agents representing claimants. Agents themselves have so far MQT 25 February 2004 36 Appendix D generally failed to substantiate the levels of compensation initially claimed. TfL are shortly to advise claimants and agents of those instances where there is no demonstrable loss in value and thus no entitlement to compensation and will continue its dialogue on remaining claims. Any claims that give rise to a payment will attract statutory interest from the date the claim was made.

256 / 2004 - Kensington and Chelsea Survey Oral answer Angie Bray The survey carried out across the Royal Borough of Kensington and Chelsea by the local authority shows 97 per cent of residents are opposed to your proposal for extending the congestion charge scheme if it uses the Earls Court Road as the western boundary thus splitting the borough in two. 61 per cent are opposed to the extension of your congestion charge scheme in any and all circumstances. Are you intent on forcing this extension on the residents of the Royal Borough in spite of this level of opposition? 257 / 2004 - TfL Consultation into Congestion Charge Expansion Angie Bray The Mayor told the last meeting that the westward extension of the congestion charge was now a ‘medium priority’ along with the West London Tram Line due in 2009; in the light of his comments will he now abandon the wasteful consultation exercise now taking place and put the money to better use.

I do not believe that consulting on tackling congestion is wasteful.

The GLA’s annual London survey conducted by MORI indicates the traffic congestion is rated by Londoners as one of the worst things about London.

258 / 2004 - Mayor's Budget Angie Bray Given the excesses of Capita and the resounding rejection of the Mayor’s proposals from west London residents in all recent polls, will the Mayor now remove his plans to extend congestion charging westwards and cut the increase in his budget to just 6.5 per cent?

Capita passed the October 2003 and January 2004 milestones in accordance with the Supplemental Agreement. As a result of this the quality of the service provided is improving with the last batch of improvements due at the end of March 2004.

There has not been resounding rejection of my proposal to extend the central London congestion charging scheme westwards. The London Assembly commissioned a poll of residents during the summer 2003 and found that 53% of residents supported an extension. TfL’s own survey carried out by MORI in December 2003 found that the proportion of residents supporting and opposing the extension were fairly evenly balanced.

TfL, on my behalf, are carrying out a public consultation which will enable Londoners to comment on the principle of extending the scheme to cover most of Kensington & Chelsea and Westminster.

Following this consultation, TfL will analyse all the comments received and prepare MQT 25 February 2004 37 Appendix D a report. Subject to the outcome of the consultation, and of course the Mayoral election, I will decide whether or not and when to proceed with the next stage of developing the proposal.

259 / 2004 - Capita Contracts Angie Bray Given that the Mayor has already handed a massive compensation package to Capita and that Bob Kiley has said Capita is a long way from where it needs to be would the Mayor tell us if they would be operating any extended scheme?

The Capita contract expires in 2008 at which point the combined central and western zones will be retendered under the normal public procurement processes. If it is decided to introduce the Western Extension to the charging zone before this date, a procurement process will be implemented to obtain best value for Londoners.

260 / 2004 - Cost of Consultation Angie Bray Will the Mayor give a breakdown of the costs of consultation and how the remaining budget for extending the congestion charge will be distributed in 2004/5?

As you are aware, the consultation began on 16 February and will run for ten weeks until 23 April 2004. TfL have sent consultation materials to over 3.3 million households, 250,000 businesses and 1,400 key stakeholder organisations inviting them to participate in the consultation process. TfL will also run newspaper and radio advertisements to further highlight the consultation. The majority of the budget will be spent on these public information activities which will enable Londoners to participate in the consultation process. The consultation budget, which will be spent in the period December 2003 to June 2004 is £1.2m. This is expected to cover all costs related to consultation. 261 / 2004 - Cost of Extending the Congestion Zone Angie Bray How will the extension of the zone be financed, given current predictions that annually it will only raise £10 million in revenues and that costs of the scheme will be £50-60 million per annum?

The estimate of up to £10 million net revenue represents TfL’s estimate of net annual revenue from the proposed extension – after operating costs of £50-60 million per annum are taken into account.

262 / 2004 - Traffic Management Angie Bray Could the Mayor explain why a westward extension is required when the most recent evidence (Buchanans) shows that traffic in RBKC moves more quickly than traffic in the current congestion charging zone, indicating that congestion in the area is not a significant issue?

MQT 25 February 2004 38 Appendix D Before congestion charging came into operation on 17 February 2003, the central zone experienced the worst congestion in the country. The scheme has reduced traffic delays significantly but it has not eliminated congestion. Therefore a comparison of speeds in the two areas does not imply that congestion in the proposed western extension is not a significant issue.

Moreover, when the elevated and untypical A40 (Westway), which it is proposed to exclude from charging, is excluded from the data, TfL’s surveys show that congestion in the western area is worse than in the central zone. Measured travel rates are 3.7 mins/km (16 km/hr) compared with 3.6 mins/km (17 km/hr) in the central zone. These results and other data highlighting the all day nature of congestion charging in the area are reported in the Transport Strategy Revision Supplementary Information document which was issued in the week commencing 16 February.

TfL has estimated that a western extension of the congestion charge would reduce traffic delays in the zone by 10-20%, resulting in significant traffic and transport benefits. 263 / 2004 - Capita Call Centre

Angie Bray Will the Mayor explain, why, despite promises that their services have improved, are my local constituents still experiencing occasions when staff at the Capita Call Centre are putting the phone down on them; as first reported in the Evening Telegraph on 24th November 2003? Will he agree with me that this behaviour by Capita staff is completely unacceptable?

Yes - customers should never be cut off. The service provided by the call centre has significantly improved as a result of the Supplementary Agreement. However, TfL is working closely with Capita to continuously improve the quality of customer experience of the call centre.

Both Capita and TfL staff routinely monitor calls and any incidence of an agent being detected inappropriately disconnecting a customer would result in them being subject to disciplinary procedures. 264 / 2004 - Capita Call Centre Angie Bray Can the Mayor confirm that the Capita Call Centre has staff in two separate buildings? If so, why was a constituent of mine told that she could not be transferred to someone because they were in ‘another building’? Does Capita not have a sufficiently advanced telephone system or was this merely an excuse to try and get rid of the caller?

The Capita Call Centre is run from two locations in order to provide business continuity cover should any problems such as a fire or power failure arise at one of the centres.

It is possible to put calls through from one call centre to the other and this may happen from time to time. However, it is not possible for a customer to be connected to a particular named Customer Service Representative (CSR) either on site or at the alternative call centre.

TfL has asked Capita to provider reminder training to its CSRs to ensure they are all

MQT 25 February 2004 39 Appendix D aware of when to transfer calls, and how to explain to customers that any actions previously dealt with by another CSR can be dealt with by any of their colleagues as they all have access to the same system information. 265 / 2004 - Capita Call Centre Angie Bray Can the Mayor explain why an operative at the Capita Call Centre refused to give out the name of the Capita Chief Executive to whom a constituent of mine wanted to write to regarding a complaint?

This should clearly not have occurred. All customer service representatives are provided with details of both the congestion charging complaints procedure and the escalation path within Capita management. Customer Service Representatives (CSRs) are instructed to direct unsatisfied customers to the congestion charging complaints procedure but should also provide details of Capita management if specifically requested.

In order to meet the performance delivery requirements of the supplemental agreement, Capita have recruited and trained large numbers of new CSRs. It is likely that the CSR in question was relatively new and was unsure of the correct process. TfL have asked Capita to provide refresher training to all CSRs on the provision of this information to customers. The congestion charging complaints procedure is also available on our website, cclondon.com. 266 / 2004 - Congestion Charge Refunds Angie Bray How many people are still waiting for their refunds for mistakes made by Capita?

As an operational service with over 100,000 payments per day, there will be always be some refunds in process. Typically, there are around 100 refund requests outstanding at any one time. 267 / 2004 - Congestion Charge Refunds Angie Bray What is the average time for people to wait before receiving their refunds from Capita for mistakes made administering the congestion charge?

95% of refund requests are fulfilled within 5 working days. Some requests may take longer to fulfil if the circumstances for which the refund is requested are complicated, or additional evidence or information is required.

268 / 2004 - Transport Commissioner Angie Bray Can the Mayor tell me exactly what Bob Kiley does? Can he clarify his role on a day-to-day basis? How much is Mr. Kiley being paid?

The Commissioner is responsible for TfL, which moves over 8 million people each working day.

The Commissioner drives the strategic direction of TfL.

He represents the public face of the organisation and plays a vital role in meeting with stakeholders to listen and respond to concerns, explain what TfL is trying to achieve and obtain support for its plans and policies.

The Commissioner has particular focus on liaising with Government and the Greater

MQT 25 February 2004 40 Appendix D London Authority on funding issues, and developing and advocating innovative sources of financing.

The Commissioner’s remuneration is identified in TfL’s published annual accounts. Last year this showed his remuneration package to be in the range of £360,000 and £369,999. This figure includes the Commissioners salary and taxable benefits in kind but not his bonus for that year. Details of this will be included in the annual accounts for 2003/04, which will be published in late summer 2004. 269 / 2004 - Transport Commissioner

Angie Bray Does the Mayor intend to renew Mr. Kiley’s contract when it expires? If not will he appoint another Transport Commissioner?

If re-elected, I will reappoint Bob Kiley as Commissioner of Transport for London. 270 / 2004 - Effects of Congestion Charging Angie Bray On page 136 of the London Plan you state that thriving local convenience shopping is important, especially for less mobile people and those on low incomes. How then, do you reconcile this with your proposal to split the Royal Borough of Kensington & Chelsea in two through congestion charging, dividing local communities and threatening the livelihood of local shops?

Congestion charging has made a real difference with less congestion in the zone coupled with improved frequency and reliability of bus services and improved access to local shops by cycling, walking and public transport. The majority of Londoners on lower incomes are reliant on public transport and access by foot to reach local shops. Surveys of businesses inside and immediately outside the zone have shown that wider economic and other factors were reported most frequently as influences on recent poor retail business performance.

If the proposal to extend the scheme westwards is implemented, TfL would work with the local councils to provide good access to local convenience shopping by bus, cycle and by foot during and after the charging hours.

The congestion charge is not a physical barrier and for many of users of local shopping facilities it delivers a positive benefit. The proposal that outlines the principle of a western extension is now out to consultation with stakeholders and the public, and I am eager to hear the views of Londoners on this proposal.

271 / 2004 - Efforts of Kensington & Chelsea Council Angie Bray Will the Mayor praise the efforts of K&C Council in fulfilling policy 3D.3 of his London Plan, namely that ‘boroughs should work with retailers and others to prevent the loss of retail facilities that provide essential convenience and specialist shopping’. In light of this policy will the Mayor now reject any moves to expand the current congestion charging zone as this will have exactly the opposite effect?

I am happy to praise any borough that addresses the policies in the London Plan. I want to see London grow and develop sustainably over the next 15-20 years, and the London Plan provides a route map for achieving these objectives.

TfL’s analysis and recently published surveys confirm that wider economic and MQT 25 February 2004 41 Appendix D other factors are more important influences on recent business performance.

The proposal that outlines the principle of a western extension so the benefits of the scheme can be widened is now out to consultation with stakeholders and the public, and I am eager to hear the views of Londoners on this proposal. I believe that it is prudent to consult on expanding congestion charging to the western extension area.

272 / 2004 - Effect on the Chinese Community of the Congestion Charge Angie Bray On Page 137 of his London Plan, the Mayor says cultural and creative activities are sometimes priced out of traditional areas. Will the Mayor admit that his own Congestion Charge has had a damaging effect on the China Town area, effectively pricing some members of the Chinese community out of their traditional area of work?

I am not aware of any evidence that supports this claim. As I have said before, the influence of the congestion charging scheme has been very small in comparison to other factors that have affected London’s economy, including businesses in China Town, over the past year.

As reported in TfL’s February Update monitoring report, there is recent indication that the relevant economic indicators are returning to their longer-term trends. This is also reflected by the most recently published ‘Footfall’ statistics which were produced by SPSL on February 16 2004. This shows that the Retail Traffic Index for the zone recorded a year-on-year rise of 4.7% in January 2004, higher than the gain made in the London and South East region generally, but slightly down on the national increase of 5.3%.

273 / 2004 - TfL Consultants Angie Bray Can the Mayor tell me how many consultants are still awaiting payment from TfL? How long, on average do consultants have to wait before being paid?

TfL is putting in place specific Best Value measures to ensure a prompt and fair payment process for the goods and services of all suppliers, including consultants. For example, TfL’s separate business units are progressively installing an integrated accounting platform (SAP), which will in time result in an improved payment performance.

TfL uses the goods and services of thousands of suppliers and consultants, and it is impractical to distinguish between the two when it comes down to the payment of the invoices received. Taking into account that TfL being a new organisation has a large number of temporary/new staff using its legacy accounting systems, Transport for London’s performance in regard to the promptness of the payment of the invoices received has been good. In 2002/03, 84% of invoices for commercial goods and services were paid by TfL within 30 days of such invoices being received, with a target for 2003/04 being 87%.

274 / 2004 - TfL Consultation on Congestion Charge Expansion Angie Bray

MQT 25 February 2004 42 Appendix D Can the Mayor reveal what questions will be asked during the public consultation on expanding the congestion charge?

A short questionnaire has been distributed to all households and businesses within Greater London and posted on the TfL website (www.tfl.gov.uk/ccextension). In broad terms, the public questionnaire will seek opinion on the proposed extension, specifically:

• the importance of tackling traffic congestion per se, • whether or not the central scheme has been effective in tackling traffic congestion and, • whether or not they support the principle to extend the central scheme.

There is also a question about the travel habits of the respondent. A free-form text box is also included for respondents to add any additional comments on the proposed western extension and the alternatives suggested in the consultation material. The questionnaire can be returned to TfL via a freepost address given in the leaflet or by completing a questionnaire on line at www.tfl.gov.uk/ccextension 275 / 2004 - Congestion Charge Adjudication Services

Angie Bray Can the Mayor tell me why the total cost of adjudication services for the congestion charge stands at £1.574million? Is this because Capita are still making far too many mistakes with their administration? Does the Mayor expect this figure to fall, if Capita as he promises- gets better at their job?

Neither TfL nor the GLA has any control over the cost of the adjudication service, and the volume of appeals made is only marginally affected by Capita's performance.

Every motorist that makes a representation against a Penalty Charge Notice (PCN) which is rejected by TfL has the right to appeal against this decision to the independent adjudication service operated by the ALG. It is true that the volume of appeals has been higher than expected. This is primarily due to the level of non- compliance and volume of PCNs issued being higher than estimated before the start of the scheme.

276 / 2004 - London Underground Roger Evans Could the Mayor tell me what his intentions for the Circle line are? Is there any truth in the rumour that it will be broken up, especially if projects like Crossrail and Thameslink 2000 finally go ahead?

The Circle line provides a less than ideal service with scheduled intervals of 8 minutes. The long term plan calls for the Circle line and Hammersmith and City Line to be merged in order to improve the frequency on both lines.

This plan will not be advanced for a number of years because it requires additional trains. Therefore, it cannot be brought forward until the new fleet is delivered for the sub-surface railway, which is scheduled to begin in 2009. 277 / 2004 - Oyster Card Roger Evans Could the Mayor elaborate on the reports that the Oyster Card is MQT 25 February 2004 43 Appendix D suffering from bugs, with people finding that they could not get their cards to work at all at London Bridge one evening in January?

The reports you refer to were investigated at the time by TfL and were found to have no basis. 278 / 2004 - London Underground Roger Evans Could the Mayor confirm his support for London Underground’s proposals for the redevelopment of Camden Town Station? What are his views on the alternative scheme being put forward by the owners of Camden Market and Arup?

I have been shown a proposal prepared for Camden Lock Limited for a new station with entrances on Camden High Street and Kentish Town Road.

LUL has reviewed those proposals. They see a number of major concerns on those proposals compared with the LUL scheme now going through the TWA inquiry:

• In contrast with LUL’s proposals, which would create a spacious airy station, these designs are generally cramped and do not provide a safe, secure, or welcoming environment for users of the station.

• Their station would make passengers journeys significantly longer both from street to platform and interchanging between platforms.

• The provisions for mobility impaired and encumbered people are not satisfactory, offering long and complex routes between platforms

• The design does not address the public environment above the station.

I agree with those points and continue to support the LUL scheme that is currently being considered at the public inquiry.

279 / 2004 - Crossrail Roger Evans Does the Mayor consider the London Regional Metro scheme to be a viable alternative to Crossrail and does he think that this scheme could be built without recourse to public funding?

No. 280 / 2004 - Crossrail

Roger Evans Two sites, one in Romford and one at Maylands Fields where Havering borders with Brentwood, have been selected as potential sites for maintenance depots for Crossrail, one of which will be finally chosen. One what grounds was the choice narrowed to these two sites and why did Crossrail not choose to use existing railway sidings alongside the proposed route for maintenance depots? Also, what consultation will take place with local people prior to the final location of the maintenance depot being selected?

I can confirm that on Tuesday 24 February, Crossrail came to a decision on their MQT 25 February 2004 44 Appendix D proposed depot location, which will be the site at Romford and not the green belt site at Maylands Field. This is consistent with my position on seeking to protect green belt sites such as Maylands Field.

The Crossrail team will now be discussing the details of this site with local representatives. 281 / 2004 - Surface Transport (Traffic Lights) Roger Evans Could the Mayor explain why a case against a man who passed traffic lights at red because the lights were stuck got as far as going before the Magistrate? Equally, why did TfL charge the defendant £100 for a letter exonerating him by confirming that the lights were ‘out’? TfL told him that this was a standard charge, but how do they justify this, given they, and not the citizen, were at fault?

TfL is not aware of the particular details of this case. It is a matter for the Police to decide whether or not to pursue a prosecution against an individual.

Failures of traffic lights can be for a number of reasons not within TfL’s direct control; for example, power failure, traffic accidents damaging equipment, vandalism and so on. The letter referred to would have stated that the signals were defective at a particular time on a particular day, but it is clearly for the magistrates themselves to decide the guilt or otherwise of the individual concerned, not for TfL.

TfL receives many inquiries on the operation of traffic signals, from the police, solicitors, insurance companies, claims investigators, individuals or various consultants working on behalf of developers or other private organisations. The reasons for requesting such data are not always given or apparent. As this work is non-statutory (i.e. it is not part of the formal responsibilities laid down for TfL), a charge is made if the information is required in writing. This charge currently stands at £100 regardless of complexity and must be paid in advance.

The charge is justified by the time taken to thoroughly inspect historical records, sometimes for several years previous. A time allowance of 1 hour is made for administration, including obtaining the appropriate details for the enquiry and recording and dispatching the reply. In fact, the average case takes about 4 hours to investigate, write up and check the reply. About 400 cases a year, regarding accidents or prosecutions, are answered in writing. Refunds are occasionally made it if it discovered that no assistance could be given in a particular case. 282 / 2004 - Surface Transport (Traffic Lights) Roger Evans The junction where The Drive in Redbridge meets Eastern Avenue (A12) is a well-known accident black spot, being particularly hazardous for traffic trying to make a right turn. The junction already has pedestrian lights. Is there any possibility that these lights might be upgraded to include traffic control phasing?

TfL has already commenced preliminary discussions with Redbridge engineers on the signalisation of the junction of the A12 and The Drive with a view to possible implementation during the 2005/06 financial year.

283 / 2004 - Congestion Charge (increase in the value of Penalty Charge Notices) MQT 25 February 2004 45 Appendix D Roger Evans On 2nd February we received a TfL press release regarding consultation on proposed changes to the central London congestion charge scheme. This is to include consultation on the increase in the value of penalty charge notices (PCNs) which will now go ahead because ‘Capita have recently met their second performance milestone as required by the supplemental agreement, demonstrating that improvements have been made’. Given that at the Assembly meeting on 14th January 2004 the Mayor stated that ‘There are still a level of problems we don’t find acceptable’, when did the Mayor know that Capita had met its latest target and how was this sufficient for him to decide that the value of the PCNs could be raised?

Capita met the second of three milestones on the 18th January 2004. At this milestone Capita delivered a number of improvements to the enforcement process, most significantly system improvements in the manual checking process of each Penalty Charge Notice (PCN) before issue. These improvements provide a much more robust and flexible quality assurance process for each offence, ensuring that the small percentage of penalty errors where the system has misread the numberplate are virtually eradicated.

Further improvements are programmed to be completed as part of the Supplemental Agreement by the end of March 2004. This will provide further enhancements in the effectiveness, efficiency and quality of processing representations and the issue of PCNs.

As I have made clear, my final decision about TfL’s proposed PCN value increase will take account of Capita’s performance up to that point. 284 / 2004 - Congestion Charge

Roger Evans Does the Mayor consider the congestion charge to be racist in the terms described to staff at the recent race relations training?

No.

The reports in the 6 February edition of the Daily Telegraph (regarding the course on the Race Relations Amendment Act 2000 organised for GLA Staff by The 1990 Trust) have taken comments made during the course out of context. One element of the Act requires that impact assessments be carried out on new policies. Congestion charging was used as an example and participants were asked to think about ways congestion charging might have an adverse impact on different racial groups. Karen Chouhan, Director of The 1990 Trust and leader of the course did not make any statements of fact about the congestion charge being discriminatory. 285 / 2004 - Surface Transport (Bendy Buses) Roger Evans Could the Mayor tell me how many fires there have been on bendy (articulated) buses to date? Are these attributable to a design fault?

To date, there have been two fires on articulated buses. The manufacturer of the buses and the operators concerned are investigating the causes, however, at this stage it is not believed the fires are connected. There is no evidence whatsoever that anything to do with the buses being articulated contributed to the cause of MQT 25 February 2004 46 Appendix D the fire.

286 / 2004 - Surface Transport (Buses) Roger Evans Could the Mayor tell me if there are plans to extend the pay-before-you- board scheme for buses to areas outside the central zone, and if so, what are these plans?

London Buses plan to introduce cashless operation Network-wide in 2005. Already, 86% of passengers buy their ticket before travelling and this will increase further with the introduction of Oyster Pre-pay in March 2004. The introduction of cashless buses will help realise passenger benefits and provide operational savings through reduced journey times.

287 / 2004 - Surface Transport (Traffic Calming) Roger Evans In his 39th report the Mayor boasts that the congestion charge has speeded up traffic in the zone. Given that the central zone is also heavily used by pedestrians, how does this correlate to the initiatives to slow traffic speeds in order to reduce accidents that the boroughs are being encouraged to implement?

Congestion charging has improved journey times within and across the zone. In many cases it has reduced the amount of time drivers spend sitting still in their cars rather than increasing the speed cars are travelling at in the zone.

Based on the first six months of provisional data since charging began, there has been a reduction of 8% in the number of reported personal injury accidents in the charging zone (during the charging hours) compared to the same period last year. Some 6% fewer pedestrians were involved in accidents, along with 4% fewer motorcycles or mopeds, 7% fewer cyclists and 28% fewer cars, compared to the same period last year. This is consistent with the general trend of year-on-year decreases across London, though the available data indicate decreases in accident levels in the zone and on the Inner Ring Road that are proportionately greater than for the rest of London. Although this data is encouraging, TfL considers that it is still too early to draw firm conclusions about the effect of congestion charging on accidents. 288 / 2004 - London Underground Roger Evans At the TfL board on 11th February, the first major project under PPP was announced as being the track replacement on the south side of the Circle Line between Hammersmith and Whitechapel during the summer of 2004. Could the Mayor explain the implications that this will have for the service on the Circle and District lines over this stretch of line while the replacement takes place?

Firstly, the essential track replacement between Whitechapel and Earl's Court is not confined to just summer 2004, but will continue over a number of weekends in 2005 and possibly early 2006. This is a massive rolling programme of works and will affect in total around 35 weekends throughout 2004/5 - dates for 2004 and early 2005 are available, with the remainder to be confirmed.

During the track replacement, only the District and Circle lines will be suspended

MQT 25 February 2004 47 Appendix D between Whitechapel and Earl's Court. Those stations served by other lines (e.g. Westminster, Bank/Monument, Embankment, Earl's Court) will still be open with those lines running through. Even if a station is only served by the District and Circle lines it will remain open for ticket sales and customer information.

LUL have decided not to run buses to replace the rail services, as the route is already well served by numerous buses and a number of the affected stations are in walking distance of other stations. LUL are currently looking at boosting existing bus services in some areas, and additional Customer Information Assistants will be in place to help customer’s plan their journey. All this will be backed up by station specific leaflets showing the bus and walking routes, as well as a network wide poster campaign showing how to get to and from major tourist attractions such as Tower Hill. 289 / 2004 - Thames Gateway Project Roger Evans There is considerable talk about the infrastructure needed to support Thames Gateway development, yet the only tangible plans we have to date concern transport. There do not appear to be any plans to increase the health or education provision in the area, Transco have told me that there are no plans to lay gas pipelines to Thames Gateway and there remains a risk that the development could flood. Could the Mayor tell me how this regeneration project is going to be supported in terms of providing the crucial services that people need and when we can expect to see plans which include these vital additions to Thames Gateway’s infrastructure?

The Thames Gateway Development and Investment Framework Sets out a vision for London Thames Gateway, but also draws on a considerable programme of work commissioned by the London Development Agency, to cost key elements of the investment that will be required to deliver genuinely sustainable communities in London Thames Gateway. This includes spending on education and health services, other social infrastructure, energy, water and sewerage provision, land remediation, green space and other environmental enhancements, and flood defence. These figures are being fed into Government, to inform their Spending Review 2004 process. My strategy is that we shall only deliver housing, when we have the social, environmental and economic infrastructure to support it. 290 / 2004 - Capital Waste Facts website Roger Evans A colleague of mine tells me that he went to www.capitalwastefacts.com/datacentre.htm to see if he could find information on recycling rates in London’s different boroughs. Having found the information he wanted, he discovered that it was last updated in 2001. Could the Mayor explain why this website has not been updated more recently, and when we can expect to get some more up-to-date information added to the site?

The Fact Files on Capitalwastefacts for each borough are updated monthly and include the reported recycling rates for 2002/3 for individual boroughs, which have just been published.

Your colleague is correct that the most recent information in the data centre part of the site is for 2001/2. This includes more extensive and detailed data than is included in the Fact Files. The data for 2002/3 is currently being validated having been requested from the boroughs in November 2003, as part of the agreed MQT 25 February 2004 48 Appendix D timeframe for the national DEFRA Municipal Waste Management Survey. This data will be on the site before the end of March 2004.

My waste strategy is clear that whilst excellent progress has been made including developing the new database for London, further improvements in waste management data are still required. This includes further work to reduce the delay in reporting data. 291 / 2004 - GLA Television Roger Evans Are there any plans to televise TfL Board meetings on GLA TV?

TfL Board meetings will be televised in the near future. 292 / 2004 - Freedom Passes Tony Arbour Is the Mayor aware of a failure by the Freedom Passes issued to many pensioners in the Borough of Richmond to be read by the new computerised bus ticketing system? Is this a wide spread problem and how many passes does it effect and how soon will it be rectified?

Freedom Passes are currently being reissued London-wide in smartcard format as the old Freedom Passes expire on 31 March.

The problem you refer to in Richmond has been established as a fault which occurred when certain batches of these cards were enabled. It is my understanding that the offending passes have now been identified and will be replaced as soon as possible.

Prior to the new passes being issued a Fares Update went to all Operators which made it clear that if for any reason passes did not work then they should be visually checked and accepted. When the first problems appeared these guidelines were reissued again. 293 / 2004 - Police Tony Arbour Does the Mayor join with local people in supporting a new police facility in the South of the Royal Borough of Kingston covering the communities of Chessington and Hook?

I set the budget for the Metropolitan Police Authority (MPA), but my statutory powers as laid down in the GLA Act 1999, do not extend to operational policing matters. I have no power to intervene in local policing issues such as the deployment of officers or the opening of police facilities. This is a matter for the Commissioner, Sir John Stevens and the Borough Commander.

However using trained volunteers to open up police stations to the public and at the same time keeping police officers on the streets rather than behind desks appears to be a win-win situation for the police and the local community.

I wish them every success with this initiative. 294 / 2004 - LFEPA costs

Tony Arbour Will LFEPA be billing the Cabinet Office or Home Office for the cleaning of the white paint off the security gates at Downing Street? And if so how much will the bill be? MQT 25 February 2004 49 Appendix D

The London Fire Brigade was called by the police to assist with a paint spillage at No.10 Downing Street. The Brigade assisted the police by washing the paint from the roadway, as it formed a safety hazard to passing pedestrians. However the Brigade did not clean the security gates at the entry of Downing Street as this was in fact carried out by the local authority who were in attendance shortly after the arrival of the fire appliance. Therefore the question of LFEPA billing the Cabinet Office for washing off the gates does not arise.

295 / 2004 - GLA precept Tony Arbour Will the Mayor publish the letter he has received from the ODPM about the possible capping of the GLA precept? And will he also publish his reply to this letter?

The London Assembly has had copies of both letters and I agreed that they could be published with the minutes of the Assembly’s meeting of 18 February.

296 / 2004 - Equalities Training Tony Arbour How much does the GLA spend on Equalities training for staff?

The GLA does not provide generic equalities training for staff.

Instead, the GLA follows current best practice and mainstreams equalities considerations into all training programmes.

Some specific events were run during 2003/4, however, which had particular equalities objectives. The total cost of these was £73,780. 297 / 2004 - Equalities Training Tony Arbour How many contracts does the GLA have with outside bodies to provide Equalities Training for staff? Which companies have successfully bid and what is the contract price per contract?

The GLA currently has two contracts with outside bodies to provide specific equalities related training. They are: - The 1990 Trust who are delivering the Race Equality Scheme Integration Programme (at a contract price of £37,000) - JJB Personnel & Training Consultancy who are delivering the women’s’ coaching programme (at a contract price of £35,000)

Both organisations were successfully selected using the GLA’s procurement process.

298 / 2004 - Equalities Training Tony Arbour What criteria must organisations have so that they can bid to provide Equalities Training? The criteria set will depend on the objectives of the training.

General principles, however, are:

MQT 25 February 2004 50 Appendix D * A proven track record with similar projects (confirmed by references) * Strong training and facilitation skills for a diverse audience * Demonstrable understanding of current models of learning and development *A commitment to equalities that can be demonstrated *Diverse range of trainers *Good quality training materials *Knowledge of the organisation *Sound quality assurance systems that are relevant to training

299 / 2004 - Hospital Services Tony Arbour Has the Mayor commented on the consultation by the Hounslow PCT on the future provision of hospital services to the Western side of the Borough?

No, I have not commented on this consultation. 300 / 2004 - Crossrail Bob Neill Is it true that you are prepared to sign a contract with the government under which you would accept financial responsibility for Crossrail?

Crossrail is the single most important transport project in London and should proceed without delay. In order to do this and provide a clear direction for the project I am proposing that TfL, who have a good record of delivering improvements to services, assume responsibility for taking it forward.

I am confident that, combined with the right private sector skills and the world class management brought in to run TfL, the project can be completed for substantially less than £10 billion. The current projection is a base cost of approximately £7 billion. But there is an additional £3 billion contingency for ‘optimism bias’ required by the Treasury.

I believe the Government should pay at least half, and note that London’s business community is willing to support a substantial private contribution.

Like any sensible promoter of a project we will take sensible decisions if, despite our best efforts, things do not turn out as planned. Undertaking to meet the financial overruns would of course require equivalent control of the project management. The cost of the residual risks is relatively small and manageable within London, given the right legal framework

But for all of this to happen, I need the government to provide me with a fair contribution and the legislative power to promote the project and to raise the capital required.

301 / 2004 - Crossrail

Bob Neill How do you expect to raise the money to finance Crossrail and where would the money come from?

The level of funding required and the means by which it may be provided cannot be confirmed until the Government’s position on the Montague Review, the level of funding it is willing to provide and the scope of the scheme are confirmed. 302 / 2004 - Crossrail Bob Neill MQT 25 February 2004 51 Appendix D Is it a possibility that tube and bus commuters could be faced with fare increases to help fund the cost of Crossrail?

A contribution from fares is a possible source for some funding for Crossrail, but this cannot be determined until the Government’s position on the Montague Review is known and the scope of the scheme is decided by the Government. 303 / 2004 - Tony McNulty MP meeting Bob Neill Could you please tell us what was discussed at your meeting with Tony McNulty MP on 20th January?

The following items were on the agenda for my meeting with Tony McNulty MP on 20 January 2004:

- Spending Review 2004 - Crossrail - East London Line Extension - Thames Gateway Bridge - Wembley - Traffic management - Funding for the Energy Savings Trust

304 / 2004 - Alistair Darling meeting Bob Neill What was discussed at your meeting with Alistair Darling, Secretary of State for Transport on 28th January?

I met with the Secretary of State for Transport and others involved in London Resilience as part of the follow-up to Operation Osiris.

305 / 2004 - Network Rail and the SRA Bob Neill With specific reference to the north London sub-region, (p.267, para 5.119 require substantial enhancement to the rail network what guarantees have you received from Network Rail and the SRA that these will delivered?

Network Rail is a not-for-profit company and all enhancements to the Network have to be funded, primarily by the SRA. The SRA are currently completing the process of letting, or extending, the franchises serving a number of routes in North London. However, these do not generally include evidence of a policy to significantly enhance the station infrastructure and facilities nor improve the frequency of services. The new Greater Anglia Franchise has just been awarded, which plans to deliver some enhanced services between Stansted/Hertford East and Stratford. However, the “all-stations” services along the Lea Valley will not be enhanced.

TfL will work with the SRA and Train Companies to press for further funding to improve both the Network infrastructure and station facilities.

306 / 2004 - Tall Buildings Bob Neill In some areas for intensification small areas(ha) appear to have a high estimation of new jobs and new homes, are you planning on there being a MQT 25 February 2004 52 Appendix D high proportion of tall buildings in these areas?

Making better use of space does not mean having to build tall.

Greater densities can frequently be achieved by rearranging on a site and re- developing it so that more efficient use is made of land, while enhancing the quality of the environment through good design. This process will be particularly important within Areas for Intensification. Tall buildings can be part of this re- development process but only if they support the policies of the London Plan.

Supplementary Planning Guidance is being prepared to help interpret the general tall building policies of the London Plan. This will be refined with stakeholders in the Sub-regional Development Frameworks to indicate locations where such buildings may be appropriate, including Areas for Intensification if relevant. 307 / 2004 - London Plan

Bob Neill Will sections of the London Plan be re-written after the decision is made on the Olympic bid?

Yes. The decision on the Olympic bid will be made in May 2005. The indicative programme for the next London Plan is to consult on the first review early in 2005 and to prepare draft alterations to the Plan by late 2005. 308 / 2004 - London Plan Bob Neill Oral answer Why were the urban capacity discussion with the boroughs not carried out before the publication of the London Plan?

309 / 2004 - Affordable Housing Bob Neill Is there a time limit on developers to build affordable housing when it is agreed to be off-site from the main development?

This is a matter for the local planning authority who enters into the s106 agreement with the applicant. In my opinion it should be provided within 3 years. 310 / 2004 - Crossrail Elizabeth Howlett Can the Mayor confirm the level of funding which has been secured from the private sector for the Crossrail project, in particular from those businesses on the route that will benefit directly?

The level of funding required and the means by which it may be provided cannot be confirmed until the Government’s position on the Montague Review is known and the scope of the scheme is decided by the Government.

Discussions over the funding of Crossrail continue. Key London business leaders recently re-affirmed a willingness to contribute £2bn to the project

311 / 2004 - Transport Infrastructure Elizabeth Howlett The Mayor has said in his plan that housing developments should progress in line with sustainable and improved transport links. If the planned MQT 25 February 2004 53 Appendix D improvement to the transport networks do not progress on time? How will London cope?

The London Plan sets out my transport priorities. It also includes a map showing the current level of public transport access. The new housing capacity study will consider the impact of different levels of transport infrastructure on the housing capacity of individual sites, and assess the extent to which additional transport structure to that committed is necessary to achieve the proposed 30,000 per annum target.

In considering proposals for development referred to me in relation to my strategic planning powers, I will continue to take into account the existing and planned public transport access, and relationship to the density policies and matrix in the plan, in determining whether a specific level of provision on a specific site is appropriate. There are opportunities to make use of the existing network as well develop in line with new and improved infrastructure.

Considerable work has already been undertaken in relationship to the phasing of development in the Thames Gateway in relation to existing and proposed transport infrastructure. Similar work in relation to other sub-regions is being undertaken as part of the SRDF process. TfL has already prepared databanks setting out existing transport provision and demand to assist this process.

My planning team is working very closely with TfL and other parties to ensure that development progresses in tandem with transport infrastructure provision,. Unfortunately not all elements of the transport network are under my control, but I regularly meet the Strategic Rail Authority and Ministers to ensure that they are fully engaged in this process. The provision of transport infrastructure is clearly important to the housing objectives set out in the London Plan.

312 / 2004 - Commuting Elizabeth Howlett How can Levels of commuting needs to be contained in line with sustainable planning and increasing strains on public transport? A number of key factors impact on the level of commuting into London, not least the balance of jobs to residents and their skills in London and the balance of employment and housing in the wider commuting hinterland beyond London. The London Plan is based on the premise that there will be no net increase in the rate of commuting; currently 19% of jobs in London are filled by in-commuters. Whilst ensuring that adequate capacity is available on the public transport network from outside of London is important, ensuring that residents in London have the appropriate skills required to compete for the increase in jobs is also essential and is an important component of the Economic Development Strategy.

An inter-regional commuting study is about to be commissioned to examine commuting trends and their implications for pan-regional patterns of sustainable development and transport provision. The study will be co-ordinated by the City of London with contributions from the GLA group, the South East and East of England Regional Authorities and Development Agencies, the Strategic Rail Authority and the Association of London Government. 313 / 2004 - Thameslink 2000

Elizabeth Howlett MQT 25 February 2004 54 Appendix D Late trains is something we have all experienced. However, even the Mayor must admit that waiting 4 years for one would be totally unacceptable. Has the Mayor therefore given any thought to revising the name of the scheme to reflect the year in which it MAY be completed?

The Thameslink 2000 project is led by the SRA and so this question should be addressed to them. 314 / 2004 - Public Health Awareness Elizabeth Howlett The Mayor has declared his intention to produce additional guidance to local authorities in London on the issue of pubic health. When will he do this?

Local authorities have a key role in promoting and protecting public health, and we are actively engaging them as partners in our health-related activity. I have already published a number of reports providing information and advice to external partners which are directly relevant to public health and are intended to support wider involvement in relevant planning and delivery. Local authorities are routinely sent such publications, which to date have included: • Health in London reports - in partnership with the London Health Observatory (LHO) and London Health Commission (LHC). Two have been produced to date, both providing information on the determinants of health and health outcomes, with borough-based data for use in local planning. The next Health in London report will be published shortly, and includes more detailed ward- based information and a specific focus on the health of London’s BME communities. • Summaries of evidence about the links between health and strategic planning (with reference to Energy, Noise, and Culture), building on work done with the LHC. • Reports about access to health-related services: - Getting a move on – about housing for people with mental health problems - Mental Health Services in London - Access to Primary Care scrutiny (with the Assembly)

In addition, we have worked with the LHC to prepare and disseminate a number of briefings directly focussed on supporting improvements in health through local programmes and strategies (eg. Learning from Area Based Initiatives, Key Messages from Health Impact Assessments). Finally, we have worked with the Greater London Alcohol and Drugs Alliance (GLADA), the LHO, and Imperial College to produce key reports on alcohol and drugs in London, providing the most comprehensive picture of the impact of substance misuse on the health and well- being of individuals and communities and identifying priorities for action to reduce harm.

As part of our ongoing work with the LHC, GLADA, the LHO and a range of community organisations we are continuing to identify the types of information most useful to external partners, including local authorities. We are also continuing to develop relevant websites, including our own and the LHC site (www.londonshealth.gov.uk) which make a wide range of reports and evidence available on a range of public health issues. 315 / 2004 - Health and Planning Elizabeth Howlett What measures has the London Mayor taken to ensure that high-density

MQT 25 February 2004 55 Appendix D residential developments will only proceed once there has been an effective assessment of the provision of public services in the area?

The London Plan policies require boroughs to carry out a local assessment of need for social infrastructure and community facilities in their area. Facilities can include children’s play and recreational facilities, services for young people, older people, disabled people, as well as libraries, community halls, meeting rooms, places of worship and public toilets.

You will already be aware that the London Plan includes an expectation that major new developments include provision to meet the healthcare needs of the people who will be living and working in those areas. The lack of coterminosity between the new Strategic Health Authority boundaries and others - including the sub- regional frameworks proposed in the SDS - makes this a more complex task. However, we are concentrating at this stage on forming closer working relationships with the North-East Strategic Health Authority which is leading much of the work for NHS organisations in London.

The SHAs are working in partnership with the SDS team SRDF leads to ensure the approach to new developments is coordinated with the NHS.

The LDA and SHAs have now provided financial support for the development of a practical support unit – Urban Development Support Unit. Its main aims were firstly to get the views of the DoH across to the planning professionals, helping to influence design and the promotion of good health. Secondly to integrate the DoH properly with the planning profession rather than developing a stand-alone support unit.

The unit is managed from North East London but based at the GLA with the regional public health group. The team is expected to be in place by the end of March 2004. The aim will be to look at:

- Where big urban developments were - Where gaps are apparent between engagement of NHS with planning - What resources are needed to facilitate the process

The DoH, jointly with the LDA, developed an Health Scenario for the Thames Gateway which flushes out the big/strategic issues (funding, workforce {recruitment and retention} and timing). John Hutton is the lead for the Thames Gateway and presented the health scenario to the TGSP.

I have also worked closely on ensuring educational facilities are in place where there are new residential development planned, through partnership working with colleagues at the DfES. My AU+U department have also been involved in the process looking at the design of new educational facilities.

316 / 2004 - Tourism Industry Recovery Package Andrew Pelling It appears that the early phases of the Tourism Industry Recovery Package were successful. What measures of success can you specify?

The following figures are the results of Visit London’s research. The LDA will be conducting a full evaluation of the total Tourism Industry Recovery Plan.

In summary: MQT 25 February 2004 56 Appendix D

The level of revenue that may be attributed to LDA/Visit London’s contribution (£500,000) to the Association of Train Operating Companies campaign is £12,756,000 and a return on investment of 26:1.

The return on investment for Totally London Month is estimated to be between 3.4 and 4.6:1 on a target of 1.6:1.

The evaluation of Totally London Month (17 May – 15 June 2003) by the Centre for Economic and Business Research found that:

• 526,000 people participated in Totally London Month

• £26million was spent on trips to TLM activities

• 532,000 new leisure trips were generated

• Between £12.8m and £17.6m of new spending was generated in London’s tourism and leisure economy

Media coverage of New Year’s Eve event:

• 70 media attended the event including crews from China and France.

• Photos syndicated to 150 countries throughout the world.

Totally London Tour

• The number of participants at events in the tour exceeded 1 million • 355,000 new leisure trips were generated • Between £8.6m and £11.2m of new spending was generated in London’s tourism and leisure economy • The rate of return on LDA investment was between 3.6 and 4.8

317 / 2004 - Development of tourist hotels in outer London Andrew Pelling Are there any proposals within the London Plan which would encourage the development of hotels for tourists in outer London? There are quite often key transport nodal points where accommodation can be provided at more bargain rates for the tourists we would like to see returning to London whilst also providing speedy connections into the centre of London.

Policy 3D.6 of the London Plan addresses this issue almost in the terms of your question. The Tourism and draft Economic Development Strategies also seek to increase provision of value for money hotels in appropriate locations in outer London where there is good public transport access to the centre.

The GLA group is working with stakeholders in the Sub Regional Development Frameworks to refine these policies for local application through Unitary Development Plans. This process will be informed by independent research MQT 25 February 2004 57 Appendix D commissioned by the LDA into mechanisms to secure a wider distribution of hotels. 318 / 2004 - London Plan Andrew Pelling Is there any guidance within the London Plan that would encourage the development of a much needed conference centre of international standard within London?

Policy 3D.6 states that I will work with strategic partners to consider the economic case for international convention centre capacity in London.

The LDA has established a Mayoral Commission to take forward this commitment. It expects to reach a final conclusion within a year on the potential for such a centre and, if relevant, how it might be developed. 319 / 2004 - New communities along the Thames Gateway

Andrew Pelling With your intention to promote a very significant increase in housing along the Thames Gateway, what can be done to ensure that there is a sense of place created for these new communities?

The Thames Gateway Development and Investment Framework sets out a vision for London Thames Gateway that does not just involve new housing, but also the social, environmental and economic infrastructure to support it. The London Thames Gateway is in many ways a magical place, comprising a big mix of industry, grazing marshes and established communities. I propose to work with the Government and other partners to ensure that the new Thames Gateway development acknowledges and consolidates this character, while creating the mixed-density new urban quarters that London needs. 320 / 2004 - Greenwich Mela Meg Hillier Given that the Greenwich Mela was supported by the Greater London Authority what prospect is there of the Waltham Forest Mela receiving similar support?

My strategy is to support the Asian cultural contribution to London on a Londonwide basis and to encourage borough support for borough events.

321 / 2004 - St Patrick's Day Meg Hillier How many tenders did your receive to run the London 2004 St Patrick’s Day celebrations after your August invitation to tender? After your second advert inviting tenders? How many potential organisers were interviewed before the contract was awarded?

No tenders were received because the process was stopped before the Invitation to Tender stage.

After the second advert was placed in October 2003, 8 pre-qualification questionnaires were received of which 5 were invited to tender.

All 5 short-listed companies submitted a written tender, but one company then withdrew its proposal before the presentation stage. The remaining 4 potential organisers that had submitted written tenders, made presentations to the MQT 25 February 2004 58 Appendix D evaluation panel.

322 / 2004 - New Year's Eve 2003 Meg Hillier Why was a decision to share insurance cost with Live Ltd, organisers of New Year’s Eve 2003, only made in December 2003? Was this part of the original contract?

The decision to share the cost of insurance cover with Live Ltd was taken in December because it took until then to conduct an accurate assessment of the event risks, including detailed discussions with all the emergency services and other relevant agencies. This established a basis upon which the insurance brokers were then able to go to the insurance markets to obtain the cover at the lowest possible price. It was then confirmed that the actual cost of the cover would be five times in excess of the estimated figure in Live’s tender bid.

The budget in the contract for the event is a maximum sum of up to £1m. We had no reason to believe that a properly managed event, designed so as not to attract crowds, would attract such a high insurance premium and nor had the tenderers (all of whom allocated a similar sum in their tender bid for the cost of insurance). Therefore the potential to increase the budget by up to £48k was not provided for in the contract at the time it was awarded.

In coming to the decision to increase the budget we took into account that the additional costs were limited compared to the total value of the contract (under 5%) and that the GLA was not giving an unfair advantage to Live as the unforeseeably high premium would have arisen for any contractor.

323 / 2004 - Chinese New Year 2005 Meg Hillier You contributed £15,000 toward the celebration of Chinese New Year in London. What plans do you have to fund Chinese New Year 2005?

Plans for precise allocations in 2004/05 have not yet been finalised.

324 / 2004 - Events Meg Hillier Can you list by event your proposed expenditure on events in London for the next financial year (2004/2005)?

I have not yet decided the breakdown by event for the next financial year. 325 / 2004 - Bus Routs 905

Meg Hillier Do you acknowledge that the removal of the 505 bus service in Chingford and the reduction of the replacement mobility service the 905 from two to one days a week is a significant reduction in service? What is your advice to the users of the 905? If more people used the 905 would Transport for London increase the service?

The 505 was funded not by TfL but by the London borough of Waltham Forest. This funding came to an end in August 2003. Arriva, the operator, reviewed the service at that time and concluded that a routeing via Waltham Way could not be MQT 25 February 2004 59 Appendix D maintained, since between only 10-20 people a day were using the service at this point. London Buses introduced the 905 to operate a circular route from Chingford Station to Walthamstow and back to Chingford Station on two days a week as a part-replacement. Sadly, London Buses found that use of the 905 was such that a two-day a week frequency could not be maintained either, and reluctantly took the decision to operate only on Thursdays, which incidentally is also market day in Walthamstow.

Clearly, London Buses must match service provision to demand. In the case of the 905, they are looking at various options that could possibly provide extra service to Waltham Way, and will keep you informed of progress.

326 / 2004 - Bus Route 73 Meg Hillier What studies have Transport for London undertaken to ensure that a bendy bus is suitable for the 73 bus route? Has any particular consideration been given to the logistics of what will happen when two buses travelling in opposite directions meet in Stoke Newington Church Street?

It is standard practice when to conduct a ‘route test’ when new vehicles are proposed on a route. The test concluded that there were no significant physical barriers to prevent the use of articulated buses along the existing 73 route.

Consideration has also been given to the operation of articulated buses in both directions along Stoke Newington Church Street. Parking was found to be a potential problem, and greater enforcement will be needed by Hackney Council. However, the test concluded that there are no significant physical barriers to prevent the use of articulated buses along Stoke Newington Church Street. 327 / 2004 - Bus Route 73 Meg Hillier If bendy buses are introduced on the 73 route will there be a saving to the Transport for London budget because the route will no longer require bus conductors? If so how much and how do you propose to use this?

The new contract for route 73 will cost less than was forecast for retaining the existing operation type and frequency. This saving is incorporated in the overall budget and as such will help reduce the net deficit of the bus network. 328 / 2004 - Bus Route 73 Meg Hillier If bendy buses are introduced on the 73 bus route will Transport for London be monitoring the service with a view to increasing frequency if the proposed reduction in frequency reduces the service?

London Buses monitors the effect of service changes as a matter of course. Regular monitoring of demand at the busiest points around the network is undertaken and if capacity problems are identified on route 73, or any other service, ways of alleviating this will be sought.

MQT 25 February 2004 60 Appendix D 329 / 2004 - Bus Route 388 Meg Hillier What progress is there on the WS Atkins review of the 388 bus in Victoria Park? Will it take into account the problem of people walking home in the dark from Well Street/ Cassland Road to Victoria Park Road? Are there any specific proposals to tackle this to improve the safety of the journey home for those passengers?

The study on Route 388, examining the possibility for a contra-flow bus lane along Victoria Park Road, is being undertaken by WS Atkins on behalf of the London Borough of Hackney. They are the highway authority responsible for Victoria Park Road, Well Street and Cassland Road. The borough should therefore be the first point of contact. Queries should be directed to the Traffic & Transportation Team on 020 8356 8048. 330 / 2004 - Road Calming Measures Meg Hillier What is your view of the approach taken by Islington Council to spending the money provided by Transport for London for road calming measures?

Islington made a specific bid to Transport for London for funding to introduce traffic calming as a ‘complementary measure’ to the Congestion Charging Scheme.

This bid was assessed by the Congestion Charging Team against their criteria for complementary measures, and they agreed to fund it as it met the objective of ameliorating the potential effects of rat running traffic on the Congestion Charging Zone periphery.

331 / 2004 - Ticket Touting at Walthamstow Central Meg Hillier Will you promise to take up concerns about the problems of ticket touting at Walthamstow Central, the subsequent closure of the ticket office after 9pm and the performance of British Transport Police when your officials next meet with WAGN and BTP?

Yes. Revised management arrangements for this station commence from 1 April and TfL are meeting with the operator to help define priorities. National Express, as part of its winning bid for the franchise, has stated that they will give a high priority to working with BTP. TfL, London Rail, will support this initiative by matching the funding from National Express to provide more police resources. Whilst details, in terms of actual resource numbers and locations, have yet to be finalised, I agree the Walthamstow Central issue is one that needs to be tackled as a high priority. 332 / 2004 - King’s Cross Darren Johnson Given that the fixed stairway between the main ticket hall and the Victoria line at Kings Cross station has been blocked off, and is due to be replaced with another escalator, has the impact of this on travellers with guide dogs been considered?

MQT 25 February 2004 61 Appendix D

Staff will escort visually impaired persons with dogs along the Thameslink tunnel then at street level. Other visually impaired persons (without dogs) will continue to be offered assistance as normal.

Ultimately, King’s Cross will have full step-free access when the CTRL works are completed. However, this is dependent upon completion of the Phase 2 works, which are currently under review by the Department for Transport.

333 / 2004 - Pet Shops Darren Johnson If councils refuse to act against pet shops which they have licensed but which are breaking the terms of their licenses, and which are subject to hundreds of complaints, can the Mayor suggest how these councils can be made to carry out their obligations to the animals?

As you are aware I do not have any statutory powers over the London authorities on this matter but currently DEFRA are drafting legislation to improve standards of care in pet shops. It would be helpful to know in which London boroughs there are problems of pet shops breaking the terms of their licences, so that this matter could be raised with the ALG if necessary.

334 / 2004 - Mini cabs Darren Johnson When will mini cabs be obliged to display their license plates on the rear of their cabs?

Regulations to permit the inspection of private hire vehicles are expected to come into effect on 8 April. Inspections are planned to start on 13 April following the Easter break. Private hire vehicles that pass the inspection will be issued with a distinctive licence disc for display in the front and rear windscreens. All private hire vehicles should have such discs within 12 months and, unless the vehicle owner has been granted specific exemption, those discs must be displayed. 335 / 2004 - Erith Marshes Noel Lynch Have you visited Southmere Green at Erith Marshes where planning permission has been given for a large industrial business park? If not, would you be willing to visit the site?

Yes but I have not been there for some time. However, I am well aware of the issues around the site and have long wanted to see public access to it. That is why I asked my planners to ensure public access was provided in the development scheme. When the project is completed, I would very much like to make use of the public access I have secured.

I do not need to be convinced of the ecological value of the site; as you are well aware, my statutory planning function is governed primarily by three issues; the strategic plan (the London Plan); the borough local plan (the UDP) and the planning history of the site. In considering the application for this site I took account of all three issues and on balance, the planning history of the site (with existing permission for a worse development) was a material consideration and I insisted that within that context, the development was as good for ecology, biodiversity and public access to the site as it could be.

MQT 25 February 2004 62 Appendix D

336 / 2004 - Tiflin Land Noel Lynch In addition to the White Hart Triangle scheme, is the LDA involved in other partnership schemes with Tilfen Land Ltd? What resources or assistance has the LDA contributed to each such scheme?

The LDA is not involved in other partnership schemes with Tilfen Land Ltd 337 / 2004 - Tiflin Land Ltd and Erith Marshes Noel Lynch Given: 1. that there is partnership involvement of public sector bodies (such as LDA, ERDF, government and boroughs) with many Tilfen Land Ltd remediation and development schemes; 2. that Tilfen Land Ltd claims that it promotes high environmental standards; 3. that Tilfen Land Ltd inherited the Southmere Green grazing marsh site; 4. that Tilfen Land Ltd is wholly owned by a local Thamesmead charitable trust and housing association, do you agree that the company should be receptive to an approach from the public sector, led by yourself, to dissuade it from developing virgin green field land at Erith Marshes and to persuade it to relocate the proposed industrial business park at one of the 16 brownfield sites identified in the immediate vicinity? Are you sure you have done all you possibly can to prevent this very damaging development from proceeding?

If you refer back to my previous responses, you will find that my hands were tied on this issue and that I have managed to secure a development on this site that is significantly less damaging than was originally applied for and already permitted.

Even if I could persuade Tilfen to build their development on any of the 16 sites you refer to, I could not stop existent planning permissions being carried out to the detriment of the site.

It would still be far better for Tilfen’s recently approved East Thamesmead Business Park Extension to go ahead because of the advanced package of mitigation measures I have secured using my planning powers.

This really is the best I could do in the circumstances. 338 / 2004 - Public toilets at Tube Stations Noel Lynch How many London Underground stations have public toilets?

86 stations have toilet facilities

339 / 2004 - Olympic bid advertising campaign Noel Lynch How much money is being spent on the Olympics bid advertising campaign?

London 2012 has so far spent £109,000 on advertising. Their policy is to use the generous goodwill of media owners toward the Bid by obtaining space either for free or at a significant discount to normal commercial rates. They estimate that the MQT 25 February 2004 63 Appendix D value of this activity at normal commercial rates would be £377,000. 340 / 2004 - Olympic bid advertising campaign Noel Lynch Can you confirm that part of the Olympics bid advertising campaign will involve large posters being driven around London for 5 days on 15 ad- vans? Is this type of activity consistent with your environmental principles for the Olympics?

London 2012 did use advertising vans to support the launch of their campaign. Advertising vans are particularly useful in getting their message on the streets to ordinary Londoners. My environmental principles make no reference to the use of advertising vans during the bid period. 341 / 2004 - Social Deprivation and the Environment Jenny Jones Are you aware of the recent report written for the Environment Agency showing the link between social deprivation and the impacts of pollution? Will you look at the recommendations and ensure that the whole GLA family considers environmental equality when carrying out an Environmental Impact Assessment? Also, will you undertake to identify 'pollution-poverty' areas so as to identify those communities most in need of remedial action?

Yes, I am aware of the consultants’ report for the Environment Agency on environmental quality and social deprivation. As you know, this is a national review with very little detail on the situation in London. However, it does emphasise the need for more widespread use of environmental equality assessment and I am glad to see that the Environment Agency has accepted that further research on the relationship with social deprivation is required. Environmental equality, though not identified separately, is already addressed in Environmental Impact Assessments through examination of socio-economic and regeneration impacts. I will, however, consider further the implications of this report for the GLA group. The recommendation for “pollution-poverty” areas, to be designated by the Agency, would need to be considered carefully by the Agency and others, and I see that the Agency has not responded positively to that specific proposal.

MQT 25 February 2004 64