Modern Slavery Statement 2016
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Niche Innovation Dynamics and the Urban Mobility Transition the Case of Dockless Bike-Sharing in London
Niche innovation dynamics and the urban mobility transition The case of dockless bike-sharing in London Russell Cannon Urban Studies Master’s Programme (Two-Year) 30 Credits VT2019 Supervisor: Désirée Nilsson 1 Abstract This thesis seeks to provide a detailed understanding of the introduction of dockless bike-sharing to London. As part of a wave of new smart and shared mobility services that are aiming to transform the way people move around cities, this emerging form of transport has created disruptions in London since its launch in 2017. This study aims analyse to what extent dockless bike-sharing aligns or conflicts with the aims and objectives of local authorities governing public space in London. In doing so, it also aims to reveal insights into transformations in contemporary mobility by exploring the dynamics of niche innovations within socio-technical transitions, thus contributing to knowledge in the field of transition studies. To do this, a qualitative case study methodology was employed using document analysis and interviews with four stakeholders integrally involved in the case study, representing both public authorities and a private sector dockless bike-sharing operator, Mobike. The findings demonstrate that dockless bike-sharing is well aligned with the city’s explicit objectives to reduce car dependency and encourage active travel. It has particular potential to make cycling more accessible by bringing bike-sharing to parts of the city that do not have access to the pre-existing, docked bike-sharing scheme, operated by the central transport authority, Transport for London. Despite this, dockless bike-sharing, as a niche innovation, has struggled to break into the existing urban mobility regime. -
Safety Effects of the London Cycle Superhighways on Cycle Collisions 2 3 Haojie Lia,C,*, Daniel J
1 Safety Effects of the London Cycle Superhighways on Cycle Collisions 2 3 Haojie Lia,c,*, Daniel J. Grahamb, Pan Liua,c 4 aSchool of Transportation, Southeast University, China 5 bCentre for Transport Studies, Imperial College London, UK 6 cJiangsu Province Collaborative Innovation Center of Modern Urban Traffic Technologies 7 8 *Corresponding author: Email address: [email protected] 9 ABSTRACT 10 This paper evaluates the effects of the London Cycle Superhighways (CS) on cycle collisions. 11 A total of 45 CS segments and 375 control segments are observed for a period of 8 years in 12 London. Variables such as road characteristics, crash history and socio-economic information 13 are included in the data set. Traffic characteristics including traffic volume, cycle volume and 14 traffic speed are obtained from Department for Transport. We first estimate the safety effects 15 on the CS routes using Empirical Bayes methods. Then propensity score matching methods 16 are also applied for comparison. The introduction of cycle superhighways caused cycling 17 traffic volumes to increase dramatically along CS routes with no significant impacts on 18 collision rates. Our models find that the increase in traffic was associated with a rise in annual 19 total cycle collisions of around 2.6 per km (38% in percentage). However, when we 20 re-estimate the effects based on cycle collision rates rather than levels, our results also show 21 that the CS routes are not more dangerous or safer than the control roads. Among the four CS 22 routes, CS3 performs the best in protecting cyclists with a large proportion of segregated 23 lanes whilst the cyclists have to share the lanes with motorists on other routes. -
Smart Cards Contents
Smart cards Contents 1 Smart card 1 1.1 History ................................................ 1 1.1.1 Invention ........................................... 1 1.1.2 Carte Bleue .......................................... 2 1.1.3 EMV ............................................. 2 1.1.4 Development of contactless systems ............................. 2 1.2 Design ................................................ 2 1.2.1 Contact smart cards ..................................... 3 1.2.2 Contactless smart cards .................................... 3 1.2.3 Hybrids ............................................ 4 1.3 Applications .............................................. 4 1.3.1 Financial ........................................... 4 1.3.2 SIM .............................................. 4 1.3.3 Identification ......................................... 4 1.3.4 Public transit ......................................... 5 1.3.5 Computer security ...................................... 6 1.3.6 Schools ............................................ 6 1.3.7 Healthcare .......................................... 6 1.3.8 Other uses .......................................... 6 1.3.9 Multiple-use systems ..................................... 6 1.4 Security ................................................ 6 1.5 Benefits ................................................ 6 1.6 Problems ............................................... 7 1.7 See also ................................................ 7 1.8 Further reading ........................................... -
Tfl Interchange Signs Standard
Transport for London Interchange signs standard Issue 5 MAYOR OF LONDON Transport for London 1 Interchange signs standard Contents 1 Introduction 3 Directional signs and wayfinding principles 1.1 Types of interchange sign 3.1 Directional signing at Interchanges 1.2 Core network symbols 3.2 Directional signing to networks 1.3 Totem signs 3.3 Incorporating service information 1.3 Horizontal format 3.4 Wayfinding sequence 1.4 Network identification within interchanges 3.5 Accessible routes 1.5 Pictograms 3.6 Line diagrams – Priciples 3.7 Line diagrams – Line representation 3.8 Line diagrams – Symbology 3.9 Platform finders Specific networks : 2 3.10 Platform confirmation signs National Rail 2.1 3.11 Platform station names London Underground 2.2 3.12 Way out signs Docklands Light Railway 2.3 3.13 Multiple exits London Overground 2.4 3.14 Linking with Legible London London Buses 2.5 3.15 Exit guides 2.6 London Tramlink 3.16 Exit guides – Decision points 2.7 London Coach Stations 3.17 Exit guides on other networks 2.8 London River Services 3.18 Signing to bus services 2.9 Taxis 3.19 Signing to bus services – Route changes 2.10 Cycles 3.20 Viewing distances 3.21 Maintaining clear sightlines 4 References and contacts Interchange signing standard Issue 5 1 Introduction Contents Good signing and information ensure our customers can understand Londons extensive public transport system and can make journeys without undue difficulty and frustruation. At interchanges there may be several networks, operators and line identities which if displayed together without consideration may cause confusion for customers. -
Travel in London, Report 3 I
Transport for London Transport for London for Transport Travel in London Report 3 Travel in London Report 3 MAYOR OF LONDON Transport for London ©Transport for London 2010 All rights reserved. Reproduction permitted for research, private study and internal circulation within an organisation. Extracts may be reproduced provided the source is acknowledged. Disclaimer This publication is intended to provide accurate information. However, TfL and the authors accept no liability or responsibility for any errors or omissions or for any damage or loss arising from use of the information provided. Overview .......................................................................................................... 1 1. Introduction ........................................................................................ 27 1.1 Travel in London report 3 ............................................................................ 27 1.2 The Mayor of London’s transport strategy .................................................. 27 1.3 The monitoring regime for the Mayor’s Transport Strategy ......................... 28 1.4 The MTS Strategic Outcome Indicators ....................................................... 28 1.5 Treatment of MTS Strategic Outcome Indicators in this report ................... 31 1.6 Relationship to other Transport for London (TfL) and Greater London Authority (GLA) Group publications ............................................................ 32 1.7 Contents of this report .............................................................................. -
Assessment of Current and Future Cruise Ship Requirements in London
London Development Agency June 2009 AN ASSESSMENT OF CURRENT AND FUTURE CRUISE SHIP REQUIREMENTS IN LONDON In conjunction with: 5 Market Yard Mews 194 Bermondsey Street London SE1 3TQ Tel: 020 7642 5111 Email: [email protected] CONTENTS 1. Introduction 3 2. Current cruise facilities in central London 4 3. The organisational and planning context 8 4. The cruise market and future demand 11 5. Views of cruise operators 19 6. Potential for growing cruise calls to London 22 7. Assessment of potential sites 24 8. Lessons from elsewhere 37 9. Conclusions 51 Appendices: Appendix 1: List of consultees Appendix 2: Seatrade cruise market report Appendix 3: Location plan of potential sites Appendix 4: Economic impact study Appendix 5: Overview of costs The Tourism Company – Assessment of current and future cruise ship requirements 2 1. INTRODUCTION This report was commissioned by the London Development Agency (LDA) and Greater London Authority (GLA), with support from the Port of London Authority (PLA) in response to a need for a better understanding of London’s future cruise facility requirements. This need is identified in the London Tourism Vision for 2006-2016, and associated Action Plan 2006-2009, under the theme ‘A Sustainable and Inclusive City’, one of whose objectives is to ‘Increase the profile and usage of services along the Thames’. London currently hosts a relatively small number of cruise ships each year, making use of the informal and basic mooring and passenger facilities at Tower Bridge and Greenwich. The aim of this research is to assess the extent to which the lack of a dedicated, more efficient cruise facility is discouraging operators from bringing cruise ships to London, and if there is latent demand, how might this be accommodated. -
Tfl's Quarterly Finance, Investment and Operational Performance Reports
Annexe D TfL’s quarterly finance, investment and operational performance reports Quarter 2, 2015/16 About Transport for London We are the integrated transport authority for London. Our purpose is to keep London working and growing and to make life in the Capital better. We reinvest all of our income to run and improve London’s transport services. Our operational responsibilities include London Underground, London Buses, Docklands Light Railway, London Overground, TfL Rail, London Trams, London River Services, London Dial-a-Ride, Victoria Coach Station, Santander Cycles and the Emirates Air Line. On the roads, we regulate taxis and the private hire trade, run the Congestion Charging scheme, manage the city’s 580km red route network, operate all of the Capital’s 6,200 traffic signals and work to ensure a safe environment for all road users. We are delivering one of the world’s largest programmes of transport capital investment, which is building Crossrail, modernising Tube services and stations, improving the road network and making the roads safer, especially for more vulnerable road users, such as pedestrians and cyclists. We are a pioneer in integrated ticketing and providing information to help people move around London. Oyster is the world’s most popular smartcard, and contactless payment is making travel ever more convenient. Real-time travel information is provided by us directly and through third parties who use the data TfL makes openly and freely available to power apps and other services. Improving and expanding transport in London is central to driving economic growth, jobs and housing across the country. -
River Thames Transport
London’s River Services map Embankment Blackfriars Tower St. Katharine Westminster Millbank Festival Bankside London London Bridge City Doubletree Canary Woolwich Eye Docklands Wharf Ferry Nelson Dock North Cadogan Terminal North Chelsea Harbour Greenwich St. George Wharf Greenland Masthouse Battersea Power Station Terrace Kew Putney Woolwich Woolwich Plantation Wharf Ferry Royal Richmond South Arsenal St. Helena Wandsworth Terminal Riverside Quarter Greenwich Richmond Landing Stage Hampton Court Kingston Turks River Bus: River Tours year-round: River Tours summer-only: Ferry service: Kingston RB1 RB4 Westminster/St. Katharine circular cruise Westminster to Hampton Court Woolwich Ferry Town End Westminster to North Greenwich Doubletree Docklands Nelson Dock Operated by Circular Cruise Westminster Operated by Thames River Boats Daily Daily to Canary Wharf Operated by Briggs Marine Daily North Greenwich to Woolwich Royal Arsenal Westminster to Greenwich Richmond St. Helena to Hampton Court Operated by City Cruises Operated by Turk Launches Limited service: mornings and evenings only RB5 Westminster to Battersea Power Station North Greenwich to Woolwich Royal Arsenal Westminster to Greenwich Thames Barrier loop Limited service: morning peak only Weekends only Operated by Thames River Services Some boats cruise through the Thames Barrier RB1X Operated by Thames River Services Westminster to North Greenwich RB6 Key to symbols: Weekends only Putney to Blackfriars Weekday morning and evenings only Interchange piers London Underground RB2 Battersea Power Station to Blackfriars to Canary Wharf River Tours circular (not shown on map): Docklands Light Railway National Rail London Bridge City Limited service: Weekday morning and London Eye River Cruise Daily evenings only Emirates Air Line Step-free access from 40 minute circular tour departing from street level to pier River bus services are operated by MBNA Thames Clippers PM services only London Eye Pier London Overground. -
Effect of the COVID-19 Pandemic on Bike-Sharing Demand and Hire Time: Evidence from Santander Cycles in London
Effect of the COVID-19 pandemic on bike-sharing demand and hire time: Evidence from Santander Cycles in London Shahram Heydari1*, Garyfallos Konstantinoudis2, Abdul Wahid Behsoodi1 1 Transportation Research Group, Department of Civil, Maritime and Environmental Engineering, University of Southampton, Southampton, UK 2 MRC Centre for Environment and Health, Department of Epidemiology and Biostatistics, School of Public Health, Imperial College London, London, UK Abstract The COVID-19 pandemic has been influencing travel behaviour in many urban areas around the world since the beginning of 2020. As a consequence, bike-sharing schemes have been affected ― partly due to the change in travel demand and behaviour as well as a shift from public transit. This study estimates the varying effect of the COVID-19 pandemic on the London bike-sharing system (Santander Cycles) over the period March-December 2020. We employed a Bayesian second-order random walk time- series model to account for temporal correlation in the data. We compared the observed number of cycle hires and hire time with their respective counterfactuals (what would have been if the pandemic had not happened) to estimate the magnitude of the change caused by the pandemic. The results indicated that following a reduction in cycle hires in March and April 2020, the demand rebounded from May 2020, remaining in the expected range of what would have been if the pandemic had not occurred. This could indicate the resiliency of Santander Cycles. With respect to hire time, an important increase occurred in April, May, and June 2020, indicating that bikes were hired for longer trips, perhaps partly due to a shift from public transit. -
London's Cycling Infrastructure
Holding the Mayor to account and investigating issues that matter to Londoners Transport Committee London’s cycling infrastructure March 2018 Key findings • It is clear that good quality infrastructure makes cycling safer, and encourages more people to cycle. Getting more people cycling is good for people’s health, and makes more efficient use of London’s congested road network. It is a key part of the Mayor’s Transport Strategy. • The Mayor made a number of bold commitments on cycling infrastructure in his 2016 election manifesto. And he has promised an average of £169 million a year for cycling schemes over the next five years. Recently he has announced six new cycle routes, although without delivery plans. Some schemes planned under the previous administration are also being taken forward following delay. • The jury is still out on the Quietway programme of cycle routes. While journey volumes have increased on the QW1 route since it opened, at this stage there is insufficient data to judge the overall success of the programme. • So far, most cycling infrastructure has been built in inner London. But the greatest potential for cycling growth is for local journeys in outer London. • Overall, the performance of the boroughs in delivering cycling improvements has been patchy. The Mayor could raise the standard of new infrastructure across London by turning the London Cycling Design Standards into new formal planning guidance. • Inadequate cycle parking remains a problem and needs to be addressed alongside the installation of new routes. Cycle parking at train stations is particularly important.London Assembly Transport Committee I 1 Holding the Mayor to account and investigating issues that matter to Londoners Transport Committee London’s cycling infrastructure March 2018 Over the last decade, successive mayors and TfL have prioritised million daily journeys currently made by cars, motorcycles, taxis or getting more Londoners cycling. -
Business Plan 2019/20 to 2023/24 About Transport for London (Tfl)
Transport for London Business Plan 2019/20 to 2023/24 About Transport for London (TfL) Part of the Greater London Authority We are moving ahead with many of family led by Mayor of London Sadiq London’s most significant infrastructure Khan, we are the integrated transport projects, using transport to unlock growth. authority responsible for delivering the We are working with partners on major Mayor’s aims for transport. projects like Crossrail 2 and the Bakerloo Line Extension that will deliver the new We have a key role in shaping what homes and jobs London and the UK need. life is like in London, helping to realise We are in the final phases of completing the the Mayor’s vision for a ‘City for All Elizabeth line which, when open, will add 10 Londoners’. We are committed to per cent to central London’s rail capacity. creating a fairer, greener, healthier and more prosperous city. The Mayor’s Supporting the delivery of high-density, Transport Strategy sets a target for 80 mixed-use developments that are per cent of all journeys to be made on planned around active and sustainable foot, by cycle or using public transport travel will ensure that London’s growth is by 2041. To make this a reality, we good growth. We also use our own land prioritise health and the quality of to provide thousands of new affordable people’s experience in everything we do. homes and our own supply chain creates tens of thousands of jobs and We manage the city’s red route strategic apprenticeships across the country. -
Paying for Bike-Sharing Systems EXAMPLES and TRENDS from LATIN AMERICA Introduction
Paying for bike-sharing systems EXAMPLES AND TRENDS FROM LATIN AMERICA Introduction Bike-sharing systems (BSS) have played BOX 1 a key role in discussions around how to promote cycling in cities for more than Financing and funding (CFF, 2017) a decade. This role has further increased Financing: Related to how governments (or with the emergence of private dockless private companies) that own infrastructure find the money to meet the upfront costs of building said systems since 2015. There are now infrastructure. Examples: municipal revenues, bonds, thousands of BSS in operation in cities intergovernmental transfers, private sector. across the world, particularly in Europe, Funding: Related to how taxpayers, consumers or Asia, and North America. others ultimately pay for infrastructure, including paying back the finance from whichever source Creating a BSS, however, is not simply a matter of governments (or private owners) choose. replicating a model that has worked in another city. BSSs are one element of a city’s overall transport infrastructure, Examples: Taxes, municipal revenues, user fees like roads, buses, metros, bike lanes, sidewalks, etc. Their and sponsorship. implementation must be based around a city’s context, including: (a) the applicable laws and regulations with respect to planning and operation of a BSS; (b) its integration with public transport networks, particularly The financing and funding options for a BSS will be its ability to connect transport nodes with offices and dependent on the operational structure that the city residences; and (c) the potential of cycling as a mode of chooses. In all cases, the city will be involved in this transport in the city and any relevant sustainability or structure: the degree of involvement will depend on the development objectives (Moon-Miklaucic et al., 2018).