Appendix D – Written Answers

580 / 2003 - Shirley Christmas Lights Andrew Pelling I quote from a letter I have received from Derek Turner at TfL Street Management. The letter is regarding the provision of Christmas lights in Spring Park, Shirley, Croydon.

"I feel I should also take this opportunity to express my disappointment that the Christmas lights have been erected on TfL lamp columns on Wickham Road by Croydon Council, on behalf of the SBA, in advance of a licence being issued and with a number of issues still requiring clarification. I am aware that these lights have been permitted in previous years, but this is the first year that Croydon Council has not been either the Highway Authority or our steward. We have therefore been seeking:

Confirmation that our columns would not be subjected to excessive additional loading. Details of the contractor erecting the lights and of their professional competence. Copy of the contractor and/or applicants’ public liability insurance certificates. Erection dates and times of operation of the lights, methods of control and details of the power supply as TfL is not permitted to supply electricity to a third party without the prior agreement of our supplier.

The majority of this information has now been provided and a licence application has been issued, for which we are awaiting a response.

Clearly we would not wish such problems to occur next year. I shall therefore ask that this issue be raised at the next round of TfL liaison meetings with all borough colleagues so that adequate warning is given of the information needs and the necessary procedures to avoid delays and inconvenience."

The comments reflect a great deal of anger at TfL. The letter also emphasises that now TfL rather than Croydon Council are involved with the road, a great deal more process is required to be dealt with.

While it is important that procedures are conducted to protect all people’s interests and public safety, what reassurance can I have that TfL’s involvement next year in provision of Christmas lights for the people of Shirley will be characterised by a desire to minimise process?

As the highway authority for the A232 Wickham Road, Transport for London (TfL) has a duty of care to ensure a safe environment for all highway users. It is therefore only proper that they have an interest in and control all equipment erected on the Transport for London Road Network (TLRN) or attached to its street furniture, something that Croydon Council should have been doing previously. It also is a legal requirement under the Highways Act 1980 to licence any third party equipment placed on the highway.

TfL is keen to avoid the problems that occurred last year with late notification of festive lighting. Discussions have continued from last year and Croydon Council are involved in preparations for Christmas 2003.

581 / 2003 - Contraction and Convergence Darren Johnson

Given your support for the principle of Contraction and Convergence as a framework for tackling climate change, how would this fit in with the Mayor's Transport policies on matters such as airport expansion, road building, increased car usage in outer London and increased motorcycling?

In my draft Energy Strategy I support the principle of contraction and convergence as a long-term policy objective.

The Government’s consultation exercise on airport expansion has yet to be completed, however, in my Transport Strategy I support a sustainable and balanced London area airport system and the balance between environmental impact and economic development and regeneration must be met.

In my Transport Strategy I set out in policy 4G.8 that any road proposals would be judged against a series of criteria including whether its provides a net benefit to London’s environment. Where schemes worsen conditions against any of these criteria, there will be a presumption that the scheme should not proceed unless benefits in other areas very substantially outweigh any benefits.

My Transport Strategy aims to reduce car dependency, by enhancing public transport and facilitating walking and cycling.

Modelling work undertaken for the GLA Sustainable Development Commission indicates that a 20% reduction of carbon dioxide emissions between 1990 and 2010 is possible in London. This takes into account the projected changes in road vehicle kilometres travelled in Central, Inner and Outer London, which were presented in my transport strategy.

582 / 2003 - BAE Systems Advertising Darren Johnson

Do you think that BAE Systems should be allowed to get away with advertising on the tube?

Once the Tube has been handed over I will have an opportunity to review the advertising policy on the Tube.

583 / 2003 - Road Building Darren Johnson

Apart from building the Coulsdon by-pass (£28m), and giving the go ahead to the upgrading of the A13(£200m); and proposing to build two road river crossings (£670m); and two regeneration roads provisionally inserted into the business plan (£72m); do you have any other plans for tarmacking over London?

In my Transport Strategy I set out in policy 4G.8 that any road proposals would be judged against a series of criteria including whether they provide a net benefit to London’s environment. Where schemes worsen conditions against any of these criteria, there will be a presumption that the scheme should not proceed unless benefits in other areas very substantially outweigh any costs.

584 / 2003 - Road Building Darren Johnson

Do you consider yourself to be a road building Mayor?

I do not consider myself to be a road building Mayor.

Any road building schemes that TfL have undertaken since I came to power will have been to improve regeneration, reduce congestion and on environmental grounds. Three examples of this are the projects at Vauxhall Cross, Trafalgar Square and Shoreditch.

585 / 2003 - Night bus link between Sutton and Croydon Andrew Pelling

What arguments would you like to see put forward to push the case for a night bus link between Sutton and Croydon?

London Buses is keen to improve orbital night bus links and is currently exploring options for providing a night bus service to link Croydon and Sutton.

If a cost-effective option can be found, and with sufficient funding, it may be possible to introduce this service later this year. I have asked London Buses officers to keep you informed of progress.

I am pleased to report that London Buses is proposing to introduce three new night services this year on routes N119, N264 and N250. This will double the number of night routes in Croydon town centre and gives night bus links to the north, south, east and northwest of the borough. 586 / 2003 - Extending Tramlink to Sutton and Tooting Andrew Pelling I see the advantages of the extension of Tramlink to Sutton and to Tooting as follows: ·it would serve the northern end of South Wandle Valley ·it would provide an additional link to London via Tooting and its link with the Northern Line ·it would serve health provision at St Helier ·it would open up opportunities for areas of relative social deprivation around St Helier ·it would re-invigorate the area to the north of Sutton High Street ·there would be very limited residential land taken ·it would open up opportunities for tram extensions beyond Sutton to the south ·it would provide a link to Croydon via Mitcham Junction.

Do you feel that these arguments make a strong case for this extension? Do you see other good reasons behind this particular prospective extension to Tramlink?

Tramlink is a very successful system, with a great deal of popular support. I am keen to see it extended if an investment case can be made.

There is no doubt that a Tramlink extension would contribute to all the things you have listed. As with any other proposals for investment, a robust transport and financial case needs to be made. I am sure you will be aware of the myriad of other calls on the transport budget.

My major improvements to the bus services and the new tram system have improved accessibility and reliability for many local people. This brings particular advantages to the elderly, people with mobility problems and to parents with children in prams.

Good public transport is also a real and proven alternative to private car use, leading to environmental advantages, the reduction of congestion and of road accidents.

Work is underway to examine a number of potential extensions to Tramlink, of which this is just one, and I expect to be able to announce the outcome of this work later this spring.

587 / 2003 - Stafford Road/Mollison Drive junction Andrew Pelling Oral answer Will the £130,000 of TfL money being spent at the Stafford Road/Mollison Drive junction in Wallington improve the overall safety record for cars turning right off Stafford Road between Sandy Lane South and Mollison Drive? 588 / 2003 - East London Line extensions Andrew Pelling "The Business" reported your lobbying of the SRA for the East London Line extensions. Have you been lobbying the SRA? Is your lobbying making good progress on the East London Line extensions?

The SRA are fully committed to the implementation of the East London Line extensions. The project was one of the key proposals for London in the SRA’s Strategic Plan 2, published in January this year. They are working closely with TfL and myself and London Underground to overcome the outstanding planning issues in relation to the Bishopsgate Goodsyard. I am hopeful that these will be resolved shortly and thus that the Secretary of State will approve the Business Case for the project. 589 / 2003 - Black taxis parking at bus stop in East Croydon Andrew Pelling The arrangements made by Croydon Council at East Croydon for bus passengers, pedestrians and taxis were never sufficient.

Nevertheless, there is a need to deal with the problem of black taxis parking at the northbound 312/197 bus stop.

How is this conflict being dealt with?

The taxi ranks in Cherry Orchard Road are close to the 312/197 bus stop. TfL and Croydon Council are aware of the problems you raise, and are investigating the use of the road by taxis and the effects on bus services.

A meeting has been arranged for next week to study the operation of taxis at this location. All appropriate parties are involved: the Public Carriage Office, London Buses, the police, Croydon Council’s Transportation Section, local councillors and local taxi drivers. The purpose of the meeting will be to work out a satisfactory method of operation to avoid obstruction to buses and other road users.

The opportunity is also being taken to look at other potential taxi rank sites in Croydon.

590 / 2003 - CPCGs Andrew Pelling Are CPCG’s agents of the MPA?

I have been informed by the MPA that they sought legal advice on this matter and were advised that there are good grounds on which Community and Police Consultative Groups (CPCGs) can be considered agents of the MPA in fulfilling its statutory obligations to consult the community before undertaking various police measures. The MPA has a responsibility under section 96 of the Police Act 1996 to make arrangements to obtain the views of the public about policing after consulting the Commissioner. It is therefore understood that CPCGs derive their authority to act on behalf of the MPA expressly from the MPA.

The MPA has similarly been advised that in view of the responsibilities that it requires CPCGs to carry out on its behalf, the MPA would be liable for any acts or omissions by the Group and its individual members as they are acting as agents on behalf of the MPA when carrying out local consultation between the community and the police.

It is essential to have effective engagement with communities in order for this consultation on policing to be useful it is hoped that under the direction of the MPA, the CPCGs will be reflective of local area engagement.

591 / 2003 - CPCGs Andrew Pelling

In giving consideration to the adoption of MPA template constitutions, is it appropriate for CPCG’s and for Independent Groups to be using the same template?

The issue of template constitutions for CPCGs and for Independent groups is a matter for the MPA.

All of the CPCGs and Independent Groups are funded by the MPA to carry out on their behalf local consultation and community engagement on policing matters as required under section 96 of the Police Act 1996. I understand that the structure, meetings format and memberships of all groups are relatively similar the MPA consider it is appropriate for the same template to be used for all groups.

592 / 2003 - CPCGs Andrew Pelling

Should legislation from S106 Police & Criminal Evidence Act 1984 (PACE) be considered in re-drawing constitutions for CPCGs?

I understand that the MPA sought legal advice on this matter as it was raised by a number of CPCGs. The written guidance received from the Home Office indicates that Section 106 of PACE was consolidated as section 96 of the Police Act 1996. The GLA Act 1999 amended section 96 of the Police Act 1996 to put the duty on the MPA, rather than the Commissioner. Although there is no statutory obligation for the MPA to work through or maintain CPCGs, it has agreed to do so, and is therefore progressing the changes that are required to see that these Groups are enabled to assist in helping it to meeting its statutory responsibility for consultation. I support this approach to ensure that the CPCGs work effectively to fulfil their aim.

593 / 2003 - CPCGs Andrew Pelling

Will the independence of CPCG’s be enhanced by allowing local Councillors or police officers to chair these groups?

I do not agree that the independence of CPCGs will be enhanced by allowing local Councillors or police officers to chair these groups. I understand that the shared view by both the MPA and the majority members of CPCG’s is that elected Chairs of CPCG’s should not be currently serving locally elected members nor currently serving or former police officers

The key aim of CPCGs is ‘to obtain the views of people at local level on policing issues in the area and to encourage the local community to assist in crime prevention and community safety’. It would be most beneficial to communities if the Chair of a group were impartial of the local police and the local political structure of the borough.

594 / 2003 - Bus Stops in Croydon Andrew Pelling

What allocation of monies has been given to Croydon Council for work to make bus stops in the Borough compliant with legislation under the Disability Discrimination Act 1995?

The financial year 2003/04 is programmed to be the first year in which there will be a dedicated TfL budget for borough bus stop and related street works. TfL’s draft Business Plan anticipates that the budget for the London boroughs will be £3.2 million per annum from 2003/04.

TfL’s officers have been working with the boroughs, including Croydon, to develop the forthcoming year’s programme. An announcement on individual borough allocations will be made following the finalisation of TfL’s Business Plan. TfL will then ensure that the details are widely circulated.

While there may not have been a dedicated programme of bus stop accessibility works on borough roads to date, the appropriate bus stop improvements have been inclusive to various bus route and streetscape improvements undertaken by the boroughs, partnerships and TfL. TfL will develop a monitoring programme in 2003/04 to help review what has been achieved, the condition of bus stops and develop the future programme.

595 / 2003 - Bus Stops in Croydon Andrew Pelling

What allocation of money is being given to Croydon Council in the next financial year to make bus stops compliant with the legislation under the Disability Discrimination Act 1995?

2003/04 will be the first year in which there will be a dedicated TfL budget for borough bus stop and related street works. TfL’s draft Business Plan anticipates that the budget for the London boroughs will be £3.2m from 2003/04. TfL’s officers have been working with the boroughs, including Croydon, to develop the forthcoming year’s programme. An announcement on individual borough allocations will be made following the finalisation of TfL’s Business Plan. TfL will then ensure that the details are widely circulated.

596 / 2003 - Fiveways Junction Andrew Pelling What work has TfL been undertaking to look at improvements to the Fiveways junction?

What proposals do TfL have for improving the Fiveways junction on the A23 for vehicles, pedestrians and residents?

Fiveways junction has been identified by the London Accident Analysis Unit (LAAU) as an accident ‘hot spot’ with a high proportion of “night time” accidents.

TfL commissioned an investigation into the cause of the accidents with recommendations for improvements to address these. The work is being undertaken in conjunction with the Fiveways Working Group which comprises representatives from Croydon Council and the local community. A report on the proposals is to be made to the group next month. The changes will probably include improvements to pedestrian facilities, signals, lane markings and street lighting. These accident remedial works are planned for the next financial year.

The study also briefly considered major changes at the junction to improve long term vehicle and pedestrian issues. However, there is no timetable for any large scale, long term changes.

597 / 2003 - Mayoral Selections

Withdrawn 598 / 2003 - TfL and Construction Waste Darren Johnson

What steps does TfL Street Management take to re-use and recycle paving slabs and other surfacing materials? What percentage of TfL's construction waste is recycled?

Paving slabs are either taken up and set aside for re-use, or crushed and used as the foundation on which new slabs are laid. All road surfacing material that needs to be removed is ultimately recycled and reused, and much of our street furniture is made from recycled materials. We are unable, at present, to give an exact figure for the overall percentage of TfL's construction waste that is recycled. However, TfL Street Management is working closely with London ReMade to obtain more information on the safety and durability of recycled materials in order to find new opportunities for their use.

599 / 2003 - Renewable Targets in Borough UDPs Darren Johnson How can you help boroughs to overcome the practical obstacles to setting renewable energy targets for new developments within their planning policies, whether through amending their UDP's or issuing Supplementary Planning Guidance? Will you be prepared to host a workshop for boroughs to facilitate this?

I am working closely with boroughs to understand exactly what support they need to set renewable energy targets for new developments in their UDPs; and I will work to deliver this support over the next twelve to eighteen months.

The London Renewable Energy Steering Group – chaired by the GLA and comprising key stakeholders including the Government Office for London, Association of London Government, London Development Agency and London Electricity – has recently been awarded DTI funding to promote the uptake of renewable energy to meet the challenging targets set out in my Draft Energy Strategy. Much of this work will focus on providing boroughs with the guidance and training necessary to use their planning powers to the full to deliver renewable energy in their areas.

I am also preparing Supplementary Planning Guidance on Sustainable Design and Construction, which will include good practice examples of how renewable energy can be included in developments. The guidance in this SPG will be aimed at local planning authorities, developers and their clients.

All UDPs will be assessed for conformity with the policies in my London Plan following its publication later this year. These policies seek to support the objectives of my Energy Strategy to increase the proportion of energy generated from renewable sources. Through my Draft Energy Strategy, I am currently consulting on an appropriate target for the proportion of energy to be supplied from renewable sources and how boroughs’ work can help London to meet this target.

600 / 2003 - Fair Voting in Local Government Darren Johnson

Do you support the London Borough of Lewisham's call for the Government to take steps to pilot voting reform for local Government in England in order to seek outcomes which more accurately reflect the votes cast? Will you support a bid by Lewisham or any other London Borough for permission to run such a pilot?

Different voting reforms produce significantly different outcomes. My attitude to any pilot would depend upon whether I consider the specific voting reform proposed an improvement upon the status quo.

601 / 2003 - Biodiversity Havering Darren Johnson What actions have you taken regarding allegations of damage to Maylands Field, part of the Site of Metropolitan Importance for Nature Conservation at Ingrebourne Valley, Havering?

Alleged damage to this site has highlighted weaknesses in the law. What actions will you take to try and change the law and provide powers to protect Sites of Importance for Nature Conservation, particularly where damage is not a result of illegal development or change of use?

My staff have been in regular contact with planning enforcement officers at Havering since Christmas, providing advice and support. Most recently, they advised Havering to refer the issue to the Department for Environment, Food and Rural Affairs as a possible breach of the Environmental Impact Assessment Regulations for uncultivated land. I will write to the Government urging them to introduce legislation to give local planning authorities the power to impose a “nature conservation order” as a means of last resort to protect non-statutory wildlife sites from damaging activities which are not covered by the planning system.

602 / 2003 - Traffic Reduction Jenny Jones

Will you be advising local authorities to include traffic reduction targets and plans for achieving them, within their revised UDPs?

In my Draft London Plan there is a specific policy (Policy 3C.14 – page 191) on tackling congestion and reducing traffic which indicates the boroughs, in reviewing their UDPs, should implement measures that support the proposed reductions. This sets out the measures boroughs should use in the planning process. 603 / 2003 - Nuclear Free Local Authorities Darren Johnson

In a written response to a question of mine some month's back you said. "I have requested officers to investigate the possibility of the GLA joining the Nuclear Free Local Authorities." What is the outcome of these investigations?

We will be joining the Nuclear Free Local Authorities in April.

604 / 2003 - Allocation of Police Community Support Officer resources Andrew Pelling

Do you agree that allocating Police Community Support Officer resources to boroughs should be done on a per head basis?

The allocation of Police Community Support Officer is a matter for the MPA. I have been informed by the MPA that a decision is yet to be made as to whether the allocation mechanism will be needs based approach or a population based option.

As Mayor, my priority is to see an increase in the numbers of visible police in London and that is why my 2003/04 budget delivers and increase 500 more PCSO and 157 more traffic wardens PCSO based in my transport policing unit.

I trust that the MPA will choose an operational option that most benefits Londoners.

605 / 2003 - Introduction of cycle storage boxes near tramstops Andrew Pelling

What prospect for the introduction of cycle storage boxes to be placed near tramstops so as to encourage cycling and public transport usage?

Cycle storage boxes are not currently provided at tramstops. However cycle storage facilities in the form of racks are provided at all off street tramstops, with the exception of Wimbledon and Elmers End, in accordance with the Tramlink Performance Specification. Cycle racks rather than boxes were considered to be the most appropriate form of storage at locations such as tramstops when the specification was drawn up.

The Tramlink PFI concession company, Tramtrack Croydon Limited (TCL) is responsible for the design, capacity and location of cycle facilities. Any changes to the existing provision will generally be a matter for TCL to determine based on their perception of market demand and potential returns on investment.

London Trams currently has no plans to negotiate a change in the Performance Specification relating to cycle provision with TCL, but would welcome feedback on cycle provision. Any particular shortfalls can then be investigated. This feedback would be particularly helpful to TfL in developing the specifications for the West London Tram and other schemes.

606 / 2003 - Consultation on Thames Gateway Bridge Jenny Jones In your response to my question on the public consultation around the East London Motorway Crossing (478/2003), you failed to give a straight yes to my question about local people making the final decision. Why?

As I have stated in my London Plan and Transport Strategy, it is absolutely vital to London’s future prosperity that new life is breathed into the Thames Gateway. It will support my vision of the capital as a truly competitive, inclusive and environmentally sustainable ‘World City’. Delivering this vision requires major regeneration in tandem with new fully integrated transport infrastructure improvements.

As one third of a river crossings package, the bridge will break down the existing ‘barrier effect’ between north and south of the Thames, opening up a wealth of economic and social opportunities to benefit London as a whole. It will provide a local link and will not be a motorway.

The stakeholder consultation will provide a platform for local residents to express their opinions before any final decision is made.

I reiterate my earlier statement that if it is shown that a majority of people in East London do not want the scheme to go ahead then this will provide a powerful argument for dropping the scheme proposals. 607 / 2003 - Charges - Thames Gateway Bridge Jenny Jones

In your response to my question of differential tolls (481/2003), you stated that 'people living in the area close to the bridge should benefit from a lower charge'. Will this exclude people living outside Greenwich and Newham? Can you give an answer of the likely population size to be included to the nearest 100,000? Are TfL aware that installing electronic chips in residents' cars will not preclude the costs of registration, sorting out exemptions and monitoring for fraud?

I have stated before that local residents would pay a reduced toll, however the boundaries of the discount area are currently being reviewed. TfL is assessing the entire approach to tolling to determine the best scheme for the TGB.

The purpose of the tolling is to assist in the control of traffic flows both in volume and distance rather than as a funding mechanism.

The way in which tolls will be collected is also being reviewed. I am sure that the public consultation will give us some valuable feedback on the tolling scheme.

608 / 2003 - Long Distance Traffic- Thames Gateway Bridge Jenny Jones In your response to my question on long distance lorry traffic you state that modelling shows that '98% of the traffic will be local.' This modelling work defines 'local ' as being within the Thames Gateway boroughs (up to the M25), yet this definition will clearly not apply for the purposes of local differential tolling. Once you have redefined your vision of what is local traffic, will TfL produce new percentages on how much long distance traffic will use this bridge? Will these new figures be used in the public consultation?

As I said in the previous answer, existing forecasts are based on the assumption that ‘local’ is defined as including Greenwich, Newham, Bexley, Barking and Dagenham, Tower Hamlets and Lewisham.

The most current figures will be used in the public consultation.

609 / 2003 - Job Opportunities - Thames Gateway Bridge Jenny Jones How many of the claimed increase in jobs resulting from the new bridge will go to the identified groups of socially excluded populations within the area?

A key part of my Economic Development Strategy is to assist socially excluded groups and the LDA will be working closely with local partners in the Thames Gateway to ensure maximum benefits for these groups.

Transport for London, working with the LDA, is currently carrying out further work to refine job creation forecasts. It will only be possible to assess the likely types of jobs and their fit with the local labour market when this work is complete.

After this assessment is made, every effort will be made to ensure that socially excluded groups are the first to benefit from new opportunities in the Thames Gateway.

610 / 2003 - Siting of Thames Gateway Bridge Jenny Jones Were all sections of TfL consulted on the best place for a road river crossing? Does it best match the demands for walking and cycling access to facilities and services on different sides of the river? Does it match the demands of bus travellers for increased access and the desires of the bus operators? Were other alternative sites considered within TfL? Was the decision made primarily to suit the needs of cars, lorries and the long term road builders?

TfL has taken a corporate decision on the TGB with the view of long term regeneration benefits in the Thames Gateway. Alternative sites have been considered but the proposed site for the TGB is considered to be the best location.

TfL is working with the local boroughs to ensure the bridge will fit in with both strategic and local cycle routes. TfL is also developing options for the public transport links. It has always been intended that the TGB would provide public transport users with good connections to the future East London Transit and Greenwich Waterfront Transit schemes.

611 / 2003 - Use of Thames Gateway Bridge Jenny Jones The TfL report indicates that the Thames Gateway Bridge will carry around 46,575 extra vehicle movements a day, compared to an estimated 10,000 to 24,000 bus passengers. Can you provide us with an estimate, based upon these figures of what proportion of people using the bridge will be travelling by private motorised vehicles, compared to public transport, if this bridge goes ahead?

Many of the vehicles using the bridge would have made the trip across the river anyway. People would switch to using the bridge if this route is shorter and undertaken in less congested conditions, which would be beneficial to the environment.

The scheme is designed to balance the needs of regeneration and the scope for increased opportunities for residents of the Thames Gateway and needs for movement in general.

612 / 2003 - Thames Gateway Bridge Jenny Jones

Did the recent report to the TfL Board take account of induced traffic which could result from the building of the Thames Gateway Bridge? Can you provide me with the results of your recent traffic modelling work? Can you provide a breakdown of the estimated increase in vehicles using the following roads in the peak period: the A206 going east from Plumstead station; Woolwich New Road; the A209 Wickham Lane?

The modeling work undertaken for the TfL Board report included induced traffic as part of the overall traffic assessment for the bridge. TfL is currently working to provide a breakdown of trips using the bridge between travelers rerouting existing trips and new trips created. They will provide this information in due course. 613 / 2003 - Thames Gateway Bridge Jenny Jones Oral answer In a response to a question from Darren Johnson regarding the Thames Gateway Bridge (19.06.02), you stated that you had instructed Transport for London to identify any properties it owned on the route from the proposed bridge to Oxleas Wood and to accelerate their immediate sale and disposal so they are not in the public sector. Can you provide me with a list of any such properties owned by the bodies which make up the Greater London Authority, or any other government agency and what action has been taken on this?

614 / 2003 - Aviation Darren Johnson

In view of the fact that aviation is the biggest single creator of climate change gases and your declared aim of protecting the environment will you join the campaign against ALL expansion of the aviation industry in the U.K. in particular by pressing the Government to withdraw the hidden subsidies of the aviation industry by pressing the Government to introduce duty on aviation fuel at the same rate as that on diesel used in buses, lorries and coaches. The effect would be to reduce the demand for short distance flights and hence the removal of the threat to people living near Heathrow Airport of a Third Runway, as well as other areas around London where airports could be expanded or new airports built."

I have made it clear in the past that the aviation industry should meet its environmental and external costs. In doing so I will urge the Government to work towards removing the special tax concessions, such as the exemption of aviation fuel from taxation, which privilege the aviation industry over other modes of transport.

However, aviation is vital to the London economy and the provision of an adequate airport capacity serving a wide range of destinations is critical to the competitive position of London in the global economy. I therefore accept that even with these desirable changes in aviation subsidies and taxation there will still be a large increase in demand, which will have to be met by an expansion in capacity. 615 / 2003 - Street Clutter Andrew Pelling

What policies are you introducing to reduce street clutter caused by TfL on their own roads? What work is your architecture and urbanism unit conducting to help reduce street clutter in other local district centres to build on the report prepared by your friends at English Heritage 'Changing London'?

My policies on street clutter are contained in My Transport Strategy, which was published in July 2001.

Proposal 4I.9 states “Transport for London, in partnership with the London boroughs and voluntary groups with expertise in walking and disability issues, will establish streetscape guidelines to encourage consistent good practice and design. These will include minimum footway widths related to usage, and set minimum standards for the maintenance and management of London’s streets, including repair of footways, signing, avoiding clutter, removing graffiti and rubbish, keeping streets adequately illuminated and the provision of CCTV.”

TfL assisted by my Architecture and Urbanism Unit is now working on the production of this streetscape guidance. This work will ensure that we learn from examples of good practice, such as the recent Kensington High Street improvements, which TfL have part funded, and which is recognised widely, including by English Heritage for its very high quality. My Architecture and Urbanism Unit is also managing and developing my public spaces programme. The first 10 projects were launched last July and a number of these seek to improve the public realm in local centres. One such example is in Coulsdon, where on completion of the relief road project and taking out the bulk of commuter traffic, high quality streetscape improvements will be introduced including removal of much clutter associated with the busy trunk road.

616 / 2003 - Through Bus and Tram Fares Andrew Pelling

Will you consider the 90p single and £1.80p return through bus/tram cash fares to Croydon being extended to all buses serving Addington Village and New Addington tram stops and not just restricted to buses T31, T32 and T33. Tickets could be extended to cover routes 130, 314, 464 and 353. This would restore a through ticket to services that used to have through buses to Croydon.

I have no plans to extend the unique and very generous fare concession that exists on the T-routes in New Addington, which is complemented across Tramlink by the One Day Bus and Tram ticket.

Free transfers are not available anywhere else in London – for example to bus users seeking to access the Tube or the train; or indeed to change to another bus.

However, London Buses is currently reviewing the scope to improve the integration of bus and tram fares generally.

In addition, Transport for London is reviewing the affordability of offering a general discount to transfer traffic (bus to bus; bus to tube etc) as part of the new Smartcard Pre Pay ticket to be introduced later this year.

617 / 2003 - Bus to Tram Transfers in Croydon and Bromley Andrew Pelling

It would be an encouragement to public transport usage to broaden the number of buses in the London Boroughs of Croydon and Bromley on which it would be possible to transfer from bus to tram and vice-versa. Please detail which bus routes you intend to extend this facility to in the near future.

I have no plans to extend the unique and very generous fare concession that exists on the T-routes in New Addington, which is complemented across Tramlink by the One Day Bus and Tram ticket.

However, London Buses is currently reviewing the scope to improve the integration of bus and tram fares generally.

In addition, Transport for London is reviewing the affordability of offering a general discount to transfer traffic (bus to bus; bus to tube etc) as part of the new Smartcard Pre Pay ticket to be introduced later this year. 618 / 2003 - Smartcards Andrew Pelling When do you expect to see Smartcards replacing tickets and passes for travel on London Transport in outer London?

I expect to see smartcards rolled out for passenger use across all London transport services by the end of 2004.

Devices to read the cards at stations and on buses are already being trialled by Tube and bus staff.

Half a million trips are currently being made using the cards each week.

The launch of the system for fare paying customers will begin when the staff trials have been completed and fully assessed. This will be in a few months time. The public launch is then planned to begin with season tickets in the summer.

619 / 2003 - Malicious damage to T31 buses Andrew Pelling How many T31 buses were subject to attacks from snowballs enclosing bricks and stones during recent cold snaps?

Unfortunately, many buses were the target of snowball throwing across London during the recent cold spell, particularly by schoolchildren and youths.

However, London Buses has received no specific reports of problems on Route T31 caused by snowballs containing bricks or stones.

620 / 2003 - Traffic Measures in Purley Andrew Pelling Officers of Transport for London deserve thanks for the work put in to the very successful exhibition put on in Purley on rejuvenating that town through thoughtful proposals for re-arranging road priorities to unite a town divided by heavy traffic.

I understand that TfL are pushing on with this multi-million £ scheme. TfL recognise the need for this to be within the context of an overall town centre strategy so that road priority changes enhance the environment for the pedestrian.

I am concerned though to be advised that the pressing need for the development of such a strategy could remain unsatisfied for the omission of a modest sum of £80,000 that would normally be made available by the Borough Partnership side of TfL to the local Council for the planning work on such a scheme.

Could you as Mayor intervene in this matter to resolve any such bottleneck preventing progress?

The recent exhibition at Purley was to explore options for a new road layout. Until these are firmer it would be premature to take forward complementary schemes associated with the TLRN project. In their Borough Spending Plan bid for funding, Croydon indicated they are aiming to start works in 2003/04. The TfL programme, however, is for the bulk of TfL’s works to be constructed in 2005/06. Within this timescale, TfL will be working with the Council to develop the scheme in the context of overall improvements to the town centre. 621 / 2003 - Proposed Closure of Sutton Andrew Pelling The GLMCA is proposing the closure of Sutton Magistrates’ Court. The GLMCA is also considering moving away immigration appeal tribunals from Croydon so as to assist in the dealing with the additional demands upon Croydon Magistrates’ Court when Sutton Magistrates’ Court is closed. Would you agree with me that this would suggest a poor planning process to close Sutton Magistrates’ Court when we are building a large police station in the same borough and to move immigration appeal tribunals away from Croydon when the Immigration Service is based just a few hundred yards away at Lunar House?

I was consulted on the GLMCA strategic plan, which includes proposals to close local courthouses. I responded by raising a number of issues, which I felt, had not been addressed in the plan. In particular the need to recognise the impact these closures would have on local communities and their accessibility to local justice.

My policy director Lee Jasper will be meeting with my nominated representatives on the GLMCA to seek their views on the GLMCA strategic plan. I will be updated on the outcome of the meeting.

My powers as Mayor do not extend to deciding which local courthouses remains open and which are closed or the planning to relocate immigration appeal tribunals away from the Immigration service in Croydon.

622 / 2003 - Closure of West Croydon Bus Station Andrew Pelling Why is the information centre at West Croydon Bus Station to be closed ? It is a very unpopular decision.

Transport for London has re-examined its travel information strategy as one element of the effort to operate more efficiently. The efficiency review results in changing the emphasis of various communication channels.

TfL is placing emphasis on improving the performance of its Travel Information Call Centre, which serves over 300,000 callers each month by adding 40 new staff members. This will permit calls to be answered more quickly and the call centre to serve effectively new groups of customers such as bus customers at bus stops and women seeking information on licenced mini-cab services. It is also emphasising the development of a world-class, web-based journey planner that can be used via the Internet, PDA and, eventually, voice-activated by telephone. Finally, effort is going into making maps and other printed travel information easier to understand and more obviously inter-modal.

Travel Information Centers provide service within a limited area and are relatively expensive to operate. Less emphasis is therefore being placed on this communication channel and a number have already been closed. The plan is to close the West Croydon centre sometime after 1 June, 2003. West Croydon is already well served by news agents who sell tickets and in many cases keep longer hours than the travel information centre. TfL has also committed itself to working with officials in Croydon to see that printed material on bus and tram service can be stocked at suitable public offices. Residents of West Croydon will benefit, of course, from the improvements to the Travel Information Call Centre.

623 / 2003 - Bus Services to New Addington Andrew Pelling TfL resolutely refuses to consider extending the 466 bus route to serve the southern and eastern parts of New Addington which will no longer have a direct bus link to Croydon if the 130 is diverted to Norwood Junction.

The reason stated is that it will add to the distance travelled by the 466 service. This argument is proffered even though the run in New Addington would be along roads that never have a traffic jam and even though the service already has a long route.

What is the distance currently travelled on the 466 route ?

What is the distance travelled by the 130 bus route from Addington Village Bus Station to the end of its route in New Addington - a route that could be duplicated by the 466?

As I stated in my response to your previous question (462/03), a case cannot be made for extending route 466.

Lengthening the service and the potential negative impact this would have on reliability is one reason. Route 466 is approximately 15 miles long and a further 4 miles would be added to this if extended. The total length of the proposed route 130 would be 9 miles. This new service would provide a brand new bus link to Norwood Junction, and also have an early morning, late evening and Sunday service.

The main reason for not pursuing the 466 extension, however, is that the costs of doing so cannot be justified in terms of the passenger benefits and usage that would be gained from the change. From the eastern and southern parts of New Addington, route 64 and Tramlink cater for the vast majority of journeys required. The bus and tram network provides very good transport links between New Addington and central Croydon. I need to make sure that the considerable extra subsidy I am devoting to the bus service is spent wisely.

624 / 2003 - Congestion Charge Andrew Pelling To the latest date to which information is available please state a) how many payments of the congestion charge have been made ? b) how many penalty charges have been issued ? c) how many penalty charges have been paid ? d) how many appeals have been made against the penalty charges ?

I can confirm the indicative figures already provided on current payments and penalty charge notices (PCNs):

• By the end of Monday, TfL had received in total 101, 000 pre-payments and sales. Of these, 87, 000 were for 17 February. • 92, 000 paid the charge for Tuesday (18 February). • 94, 000 paid the charge on Wednesday (19 February). • 95, 000 paid the charge on Thursday (20 February) • 94, 000 paid the charge on Friday (21 February) • 34, 000 PCNs were issued for the first week of congestion charging.

People will not have received any PCNs until Thursday or Friday (20 and 21 February). As a result, accurate figures for payments of or appeals against PCNs are not yet available.

625 / 2003 - Extension to Bus Route 50 Andrew Pelling I would like to enquire whether London Buses would regard the prospect for increased custom as sufficient to justify extending bus route 50 from beyond its current terminus at Nottingham Road on to Colonnades via Goodwin Road and Waddon Way?

It strikes me that this is quite a well-populated area in which to open up a new bus corridor, which would also serve the important needs of aiding regeneration in the Purley Way industrial area.

As you know, a review of local bus services in Croydon has taken place with the options discussed with numerous stakeholders as the work progressed.

Following this review, London Buses is about to consult on a proposal to extend route at its northern end to serve Streatham Hill, providing benefits with a new, much requested link up Streatham High Road. The proposal also includes increased frequencies on Monday to Saturday daytime from every 15 minutes to every 12 minutes. As part of this proposal the route would be withdrawn at the southern end of Croydon town centre, and no longer use the Nottingham Road stand.

LB Croydon has asked London Buses to investigate a service on Goodwin Road and Waddon Way. They are doing so and I have asked officers to keep you informed of progress. Route 119 already provides the Waddon Estate with links to the Colonnades.

626 / 2003 - Integrated Transport Valerie Shawcross Oral answer

What improvements to the integration of overground services will residents in London see following the SRA announcements about the ELLX and Thameslink 2000 service?

627 / 2003 - Route 393 Meg Hillier Oral answer

What pedestrian crossings, or other safety measures, is TfL putting in place to ensure safe access to and from the new bus stops along the route of the forthcoming 393 bus?

628 / 2003 - New Year's Eve Meg Hillier Oral answer

What plans have you made for a London celebration of New Year’s Eve 2003?

629 / 2003 - Road Schemes John Biggs

After Vauxhall Cross, Shoreditch and Trafalgar Square, where are your next major road schemes planned?

Road improvement schemes are planned for the A406 (at Bounds Green, Regents Park Road and Golders Green Road) and on the A23 in Coulsdon. All of these schemes are specifically aimed at improving the existing road layout and do not add any additional capacity through the transport corridor.

TfL Street Management's business plan also includes bridge replacement projects on the A406 and A40 and for safety improvement schemes at Rotherhithe and northbound Blackwall Tunnel.

Studies are in hand to seek both traffic and environmental improvements at Catford, Wandsworth and Purley Town Centres.

630 / 2003 - New Bus Route Jennette Arnold

What progress has TfL made in assessing the viability of new night bus provision for those areas of Erith and Belvedere affected by the changes to the N53 bus route?

There are no current plans for a new night bus service for those areas of Erith and Belvedere affected by the changes to the N53 bus route.

An assessment of patronage showed that there were less than 50 trips each week night to and from the area that is no longer served. In addition, some of these trips are already catered for by new early and late journeys introduced on route 99. 631 / 2003 - National Sports Centre Jennette Arnold

What discussions did you have with local councils, Sport England and other sports bodies before announcing on 28 January that you would be willing to take over the National Sports Centre at Crystal Palace?

I have previously discussed the question of the future of Crystal Palace Stadium and Crystal Palace Park in meetings both with Bromley Council and government ministers. However, I have not discussed any specific proposal to take over the National Sports Centre, nor have I made one. I am however keen to see that option, and others, explored in order to achieve a long term and sustainable future for the Stadium and the wider park area.

Since 28 January, the LDA has met with Sport England to discuss this issue and my office has spoken to Bromley Council. The LDA and my office have agreed to participate in a dialogue facilitated by Liz Meek, Director of the GOL, along with Bromley Council and I hope Sport England, to consider further the future of the Stadium and the Park. The first of these meetings is due to take place on Friday 28 February. In due course, I would like to see a dialogue extended to the other boroughs near to Crystal Palace park and other partners in South London. Of these, the local communities are among the most important stakeholders and no final decision about the future of the area should be made prior to consultation with local people. 632 / 2003 - Position of Bus Stops Jennette Arnold What discussions has the Mayor had with TfL, the ALG and individual boroughs about reviewing the location of bus stops to ensure that the pavement height at stops is adequate to enable wheelchair users and parents with small children to make full use of low floor buses and can you detail how are you progressing the issue?

It is indeed vital that bus stops are suitably located, physically accessible and kept clear of obstructions to allow everyone to take advantage of the improved services and new low floor, accessible vehicles.

Officer level discussions between all of the parties mentioned have been numerous and various measures adopted to achieve this objective.

The BusPlus programme has modified a significant number of bus stops on Phase 1 routes to improve wheelchair accessibility and to provide benefits for other users, such as the elderly and parents with pushchairs. These improvements have taken place on both borough roads and the TLRN through the Bus Plus partnership.

There is a programme on the TLRN that will, if necessary, look at relocating bus stops and potentially realigning the footway to accommodate low floor buses. We do, however, need to ensure that stop locations are not altered needlessly, as this is a lengthy and costly process.

The financial year 2003/04 is programmed to be the first year in which there will be a dedicated TfL budget for borough bus stop and related street works. The Business Plan anticipates that the budget for the London boroughs will be £3.2M per annum from 2003/04.

TfL officers have been working with the boroughs to develop the forthcoming year’s programme. An announcement on individual borough allocations will be made following the finalisation of the Business Plan and Budget.

While there may not have been a dedicated programme of bus stop accessibility works on borough roads to date, the appropriate bus stop improvements have been inclusive to various bus route and streetscape improvements undertaken by the boroughs, partnerships and TfL. TfL will develop a monitoring programme in 2003/04 to help review what has been achieved, the condition of bus stops and develop the future programme.

633 / 2003 - Policing the Tube Network Jennette Arnold In light of the announcement of the transfer of the tube to TfL, when does the Mayor expect to achieve his proposed increase in the numbers of British Transport Police in the London Underground division?

In my budget – which was approved by the Assembly on 12 February - I provided for an additional £2 million to provide additional police officers for the British Transport Police division serving London Underground. This funding will be made available to BTP via TfL upon legal transfer of LUL.

TfL is in discussion with the Department for Transport on the details of the transfer of LUL to TfL. At the last TfL Board meeting on 18 February, the Commissioner commented that it was increasingly unlikely that transfer would occur before July 2003.

Once a transfer date has been confirmed, TfL will be working with LUL and BTP to develop recruitment & mobilisation plans for additional police officers on the Underground. I would hope that most of the funded increase in officers could be achieved by April 2004, but this does depend on an early and rapid transfer of LUL to TfL by the Government.

634 / 2003 - Bus Services Len Duvall Will the Mayor detail, for the past 2 years, the number of occasions on which bus companies have temporarily withdrawn services to a community, the routes affected and length of the suspension?

Every effort is made to ensure that bus routes provide the service advertised to all sections of the route and at all times of the day. Services are only ever curtailed by exception and when there are severe problems. This happens very rarely and London Buses does not have easy access to comprehensive historical records of this type of data.

Development of the Intelligence function with the new Transport OCU will help ensure that, in future, more robust and comprehensive information is available from combined London Buses and MPS sources. This will cover the sorts of activity that build up, leading to events that cause withdrawals. This type of information now forms part of ongoing intelligence gathering to ensure that best use is made of the available resources.

Service withdrawals generally result from individual drivers not feeling safe serving particular areas and, occasionally there is concerted action by a number of drivers, often involving the Trade Union support, where staff feel their personal safety and/or the safety of passengers is at risk. In most cases the duration of such suspensions is very short.

635 / 2003 - Bus Services Len Duvall What steps do TfL and the MPS take to identify areas where disorder on or nearby bus routes could threaten the safety of passengers and bus staff?

London Buses has a variety of sources from which information is collected relating to incidents of disorder that may impact on passengers and staff. These include reports from operational staff and information provided by the contracted bus operators.

The information varies from intelligence that indicates a problem may be building up to factual reports of specific incidents. London Buses also collects information relating to fare evasion. Experience has shown this is often linked to other forms of disorder.

As I mentioned in my response to question 634, development of the Intelligence function with the new Transport OCU will help improve the gathering and analysis of such information and ensure resources are targeted to resolve disorder issues through timely, effective action and minimise any disruption to passengers and staff.

636 / 2003 - Bus Services Len Duvall What contractual obligations are there for bus companies to provide uninterrupted services to communities on the routes that they serve?

TfL and London Buses are acutely aware of the important role that bus services play in ensuring accessibility for Londoners. Every effort is made to ensure that bus routes provide the service advertised to all sections of the route and at all times of the day.

As mentioned in my response to question 634, services are only ever curtailed in exceptional circumstances.

The bus contracts support this objective by deducting money from contract payments if operators do not provide the service contracted for, if the reason for the shortfall is within the operator’s control (e.g. staff shortage or mechanical problems).

In the case of a serious staff and/or passenger security concern, rather than defer to the bus contract, London Buses will seek to work closely with the bus operators, the MPS, the borough and the new Transport OCU to address the concerns, minimise any disruption to passengers and support operating staff. 637 / 2003 - Alternative to Service Suspension Len Duvall In light of the reliance of many older Londoners and young families, what action can TfL and the MPS take to ensure that, where violence or disorder impinges on a bus service, services are not suspended?

One of my main priorities in 2002/3 was the Transport Policing Initiative. To date this has seen the creation of a dedicated Transport unit within the Metropolitan Police Service and has provided in excess of 400 uniformed officers for on-street policing and enforcement activities, with a dedicated focus on issues relating to bus services. The Transport OCU has been operational since June 2002 and will be fully staffed by the end of March 2003. At this point it will provide policing and enforcement on a total of 20 key bus corridors across the London bus network and a team dedicated to the enforcement of the law relating to taxis and private hire vehicles. Although at this stage the unit is focussed on the key bus corridors, the Transport OCU has been highly responsive and flexible in supporting TfL with major issues outside of the agreed scope. The Transport OCU recently demonstrated how valuable it has become, when it resolved the recent Middle Park Estate situation, where a bus operator had to completely withdraw services. Following several incidents of anti-social behaviour in quick succession, in early December 2002 TfL requested assistance from the Transport OCU to help resolve this situation. The Transport OCU reacted immediately and officers were deployed to the area until bus services were resumed and the long-term plan was handed over to the local Borough unit. I understand arrests were made as a result of Transport OCU action, which I welcome. To ensure the unit is able to continue to support such situations across London, I have made further provision for this initiative within my 2003/4 budget. The next phase of the initiative will develop an area-based capability, enabling the Transport OCU to respond to specific issues, across the rest of the bus network at times when it is most needed by passengers and staff. TfL has a wide range of initiatives to combat disorder that may impact on bus services and continues to work with bus operators to mitigate situations that could result in the withdrawal of bus services. All buses are now being fitted with CCTV, which not only acts as a deterrent but also provides invaluable information in apprehending the culprits of disorder. Schools education programmes such as Truancy Watch and BUSWISE also play important roles in reducing disorder situations.

638 / 2003 - Transport Policing Initiative [Written] John Biggs Please describe the independent monitoring of the Transport Policing Initiative, by whom this is being carried out and what confidence we may have in it?

I am fully committed to ensuring that TfL and its customers receive the best value for money from the partnership with the Metropolitan Police on the Transport Policing Initiative. That is why I am committed to an independent review of the initiative, to assess the long-term effectiveness of the undertaking. TfL is developing a strategy for this review, identifying the key variables that must be evaluated. Professor George Kelling, a world-renowned researcher on policing, is developing the list of variables, and will be assisted in this work by a British transport specialist. From this list of variables, a specification for an independent evaluation will be prepared and tendered. It is expected the evaluation will be carried out over an 18-24 month period, which will begin in the spring of 2003 and I am confident that it will be wholly independent. The evaluation results and findings will be made public via normal TfL board processes. The evaluation will reflect the highest rigor of academic standards, thus ensuring its independence and integrity. In the interim my officers will continue to examine the performance of the Transport OCU. This information will also continue to be provided to the TfL Board and Assembly Members through regular reporting processes.

639 / 2003 - East London Line Extension [written] John Biggs Will construction of any of the East London Line Extensions start this year?

The programme of works for the East London Line extensions can be divided into two elements: the initial programme of enabling works; and, the construction of the main railway infrastructure works. The former began in December 2001 and is continuing. Within this programme the main works planned for this year are the demolition of that part of the Bishopsgate Goodsyard necessary for construction of the railway and a series of works, e.g. the refurbishment of road bridges, along the route of the northern extension.

The construction of the main railway works will be carried through a private sector concessionaire. The SRA have a procurement programme ready for this. Demolition of the Goodsyard and initiation of the procurement process can begin as soon as the outstanding planning issues relating to the Bishopsgate Goodsyard have been resolved and the Secretary of State approves the Business Case for the project.

640 / 2003 - Accessible Buses - route 8 [written] John Biggs When will the number 8 bus service be operated by an accessible bus rather than a routemaster?

The contract for route 8 is due to end in Summer 2004. London Buses is currently reviewing this service.

Amongst other things, the review will examine which vehicle type is most suitable for the route. The possibility of replacing Routemasters with accessible buses will be assessed.

641 / 2003 - Outer London Car Usage [written] John Biggs Have you been monitoring car usage in outer London and can you detail changes under your mayoralty?

Transport for London, in co-ordination with the Department for Transport, monitor car usage across Outer London using 30 automated count sites. Traffic flows at these sites on a typical weekday in early December 2002 were 4.7% higher than a typical weekday in May 2000.

Traffic moving into and out of Greater London grew by about 0.5% between 1998 and 2001 (the latest year for which figures are available).

Recently, Transport for London has introduced more automated traffic counters throughout Outer London to ensure greater accuracy and availability of information on traffic flows there. These sites started reporting in December 2002. Results from these sites will be available in the near future.

642 / 2003 - London Economy [written] John Biggs

What are you doing to help stimulate demand in London’s economy and what steps do you take in making policy decisions to avoid damaging business confidence?

I am encouraging the GLA and my economic development agency, the London Development Agency to ensure that where possible stimulation and support is given to business. We have a Visit London policy and are committed to providing substantial increase support to revamp London Tourist Board. We have just given an increased level of support to London First Centre to help stimulate new investment into London. The LDA is committed to working with business and is working with key partners to try to ensure that businesses that already exist in the Capital get support and encouragement.

The Agency and the GLA are also tackling bottlenecks to business which includes planning certainty, the delivery of key worker housing, a streamlining of business support and the targeting of growth sectors. The Agency itself is involved on a day to day business in working with a number of businesses throughout London that face challenges. However, none of what we are doing can mitigate against downturn in the business cycle, the serious falls in mergers and acquisitions activity which influences employment in the City, nor the revised growth projections daily coming forward from the international community

643 / 2003 - Night-time Lorry Ban [written] John Biggs

Do you support the continuation of the nighttime lorry ban?

I acknowledge the environmental objectives of the Ban and the support it enjoys from the London boroughs. Communities will continue to need to be protected from any adverse affects of heavy vehicles.

My Transport Strategy states that TfL would review the London Lorry Ban. The review is necessary to address the current exempt network (the mainly arterial roads that are excluded from the ban) and its relationship with the Transport for London Road Network (TLRN), as well as for wider environmental reasons – for example quieter technologies mean that goods vehicles may be more acceptable in certain circumstances.

This review is underway and is led by the London Sustainable Distribution Partnership (LSDP) whose membership includes the ALG, civic and amenity groups, business organisations, TfL, GLA and LDA. Any proposed changes arising from the review would be subject to consultation and agreement with the boroughs as the Ban is maintained and enforced by the ALG. The need to protect and, where possible, enhance residential amenity is central to the review.

It is anticipated that the review will be completed by the end of 2003. 644 / 2003 - Night-time Deliveries [written] John Biggs

How feasible is a switch to nighttime retail deliveries? Is this not an interesting idea that, when examined, proves unworkable?

Market conditions are resulting in more daytime deliveries that contribute to peak period congestion.

One potential means of helping to tackle this congestion, and to take further advantage of quieter and more environmentally friendly delivery vehicles and practices, is the relaxation of restrictions on night-time deliveries at retail premises in exchange for good neighbourly practice by industry. The distribution industry has undergone rapid change in recent years and recognises the need to be more receptive to the needs of the communities it serves.

I have asked the London Sustainable Distribution Partnership (LSDP) – a partnership with the ALG, civic and amenity groups, business organisations, TfL, GLA and LDA – to work with the London boroughs to identify food stores in different parts of London where pilot schemes could be tested. A similar initiative is being considered in Leeds and Nottingham where the local impacts of a relaxation in delivery restrictions at night will be tested against the use of cleaner delivery vehicles and quieter working practices. The LSDP would offer support in drafting the suitable working agreements and assisting in the monitoring of any pilots.

We will be able to determine whether this idea would be workable once the pilot scheme has been implemented and assessed.

645 / 2003 - Travellers [written] John Biggs

Do you stand by your statement that travelers are taking their lives in their hands when choosing to travel on the tube?

I believe the present top management of the Tube are not delivering the service Londoners are entitled to expect. It is clear that the accident on the Central Line could and should have been foreseen and avoided. I believe it is now critical that management of the Tube is transferred to Bob Kiley's team at TfL without delay.

646 / 2003 - London's Road Policy John Biggs

You took responsibility, in your mansion house speech, for getting London's road policy wrong. What other mistakes have you made in your mayoralty?

Spending too much time answering daft questions.

647 / 2003 - Congestion Charge [written] John Biggs

How many requests for prepayment of and pre-registration for the congestion charge have been made as at the date of answering this question, by each charging/exempt group (residents, blue badge holders, fleet users, taxis, minicabs, others)

By the end of Monday (17 February) TfL had received in total 101,000 pre-payments and sales. Of these 87,000 were for 17 February. For the rest of the first week the payments are as follows:

On Tuesday 18 February, 92,000 people had paid the charge On Wednesday 19 February 94, 000 people had paid the charge On Thursday 20 February 95, 000 people had paid the charge. On Friday 21 February 94, 000 people had paid the charge

This covers individuals paying the £5 charge either on a daily, weekly, monthly or annual basis and residents inside the zone who have registered for their 90% discount and have paid the reduced charge.

In terms of registrations prior to the commencement of charging on 17 February TfL processed 18,597 applications from residents; 93,627 applications from Blue Badge holders; 1,512 applications approved from fleet operators; 21,267 applications for London licensed hackney cabs; 29,096 applications from private hire vehicles and 4,866 applications from other discounted vehicles.

648 / 2003 - Thames Gateway John Biggs

Do you support the mooted 'benign UDC' for Thames Gateway and what negotiations have you had with the Government about the geographical footprint? What do you think this should be?

The Deputy Prime Minister and I are in complete agreement about the importance of Thames Gateway to both London and the UK. This priority, first set out in my draft London Plan, is reflected in the Government’s Communities Plan.

Over the past six months, officials from the GLA Group, Thames Gateway London Partnership and the Deputy Prime Minister’s Office have been in discussion about the best way to deliver our shared vision. As set out in the Communities Plan announcement we have now reached agreement in principle about new delivery vehicles for the Gateway, including a strategic level London Gateway Board and new mechanisms using Urban Development Corporation powers to be established in partnership between the Government, GLA Group and the Boroughs.

Officials are now continuing discussions about the details of establishing the new arrangements, including their geographical focus. It is too early to form a final view on precisely what the best boundaries for any new mechanisms would be. This will depend on a range of factors, including whether the Government decide to support a bid for the 2012 Olympic Games in London.

649 / 2003 - Barking DLR [written] John Biggs

How soon would you hope a Barking DLR extension might open?

The DLR extension to Barking is still in the relatively early stages of planning. If the programme for planning, gaining necessary permissions and financing the project went smoothly the extension could be opened during 2009. 650 / 2003 - East London Transit Scheme [written] John Biggs

Will the East London Transit scheme be built in such a way that it might later be converted to a trollybus or tram system?

The predicted demand levels are no where near high enough to justify investment in tram technology. Therefore the system will not be built to be convertible to a tram. However, the system has been designed so as not to preclude trolleybus use in the future.

651 / 2003 - Olympic Bid [written] John Biggs

If the Olympics are funded will other London regeneration projects slip onto the back burner?

No, I do not believe that this will be the case. I am continuing to discuss proposals with Government to put in place a robust funding package for the Games from a wide variety of sources.

The proposed site for the major Olympic facilities falls into an ERDF Objective 2 Area, a DTI Assisted Area and a Priority Area for the LDA. The Games would cover the Lee Valley and extend into the Greenwich Peninsula and the Royals, but would benefit the whole of London through investment in other facilities, training camps and infrastructure. In the event that we bid and fail to win the Olympics, the investment in land assembly and other areas would still help to bring forward regeneration. The London Development Agency has looked at the effects of the Olympics on its entire 10 year programme and, whilst the Olympics would be important as a London regeneration project, it would not jeopardize the overall impact of the LDA’s programmes across London.

652 / 2003 - Bus Routes into the Congestion Charge Zone John Biggs

How much extra capacity has been provided on each bus route traveling through or terminating in the Congestion Charge Zone?

The recent rate of bus service expansion is the greatest seen in many years. All the enhancements are based on a thorough review of the services concerned and they are spread across the network.

Between autumn 2002 and February 2003 the service enhancements implemented to support Congestion Charging have provided over 11,000 extra spaces during the busiest hour. Through a combination of new routes, bigger buses and frequency changes they:

♦ Provide extra peak capacity where it is needed. ♦ Make off peak and night-time travel more convenient. ♦ Help improve reliability. ♦ Provide new direct bus links.

The attached list shows the increase in capacity by route/corridor (see Appendix A).

For detailed information on the services, I refer you to recent TfL publication, the Inner London Bus Services Summary of Changes 2002/early 2003.

653 / 2003 - Community Transport in Inner London [written] John Biggs

What discussions have TfL had with community transport providers in boroughs within our bordering the congestion charge zone?

As part of the extensive consultation process carried out during 2001, TfL consulted and received representations from a number of community transport providers, including the London boroughs and their agents, as well as the Community Transport Association. As part of the ongoing liaison with stakeholders, TfL’s Congestion Charging Division maintains regular contact with all London Boroughs particularly those in inner London within or bordering the charging zone. Contact with the community transport services operated by the boroughs and their agents are maintained through these channels.

654 / 2003 - Drivers terms and Conditions [written] John Biggs

Does the Mayor agree with ASLEF that national pay bargaining for train drivers is desirable?

I have no particular view on this matter.

655 / 2003 - Safety on the Tube [written] John Biggs

Following the transfer of London Underground to the Mayor, will he undertake to continue to roll out upgrading tube stations to the Secure Station Standard?

This will be reviewed once we get control of LUL.

656 / 2003 - Assaults on Bus Staff [written] John Biggs

On how many occasions during the last year have bus staff been assaulted by passengers?

Some 908 cases of assault on bus drivers and conductors were reported to London Buses between the period January 2002 to December 2002 inclusive.

London Buses believe that this is an under-estimate and that there were many other assaults on bus staff that were not reported. The Transport OCU relies on timely reports of crime on the bus network, and it is hoped that the much better police response time they achieve will encourage staff to report all incidents. 657 / 2003 - Congestion Charge Revenues [written] John Biggs What proportion of Congestion Charge revenues will be going into: a) new bus routes b) safer routes to schools c) road infrastructure improvements d) long term development of new public transport modes (e.g. tram routes)?

It is important to note that specific sources of income are not generally pegged to specific areas of expenditure. However, revenue raised from congestion charging is ring-fenced for ten years and will be spent on improving transport across Greater London. The plan for spending the net proceeds of congestion charging, provided as Annex 2 to the Scheme Order and also in the Report to the Mayor outlines general areas that the net revenues from the congestion charging will help fund. My consolidated budget for 2003/04, recently approved by the Assembly, includes £84 million on bus improvements, £36 million on road safety, £4 million on CCTV on buses and £6 million on safer routes to schools. These figures are provisional and congestion charging revenue could also be spent on road maintenance and improvement schemes if funds permit.

658 / 2003 - Violence on Buses [written] Nicky Gavron

How many incidents of violent and disorderly behavior have been recorded by drivers or the police on each bus route over the last year?

Some 7,102 cases of malicious incidents were reported to London Buses during the period January 2002 to December 2002.

However, many incidents of disorderly behaviour go unreported. These include missile throwing where buses are not significantly damaged, etching to bus windows, graffiti etc.

London Buses has a wide range of initiatives to combat disorder that may impact on bus services. Many of these initiatives are undertaken in partnership with other agencies. These include:

♦ Schemes as Truancy Watch and BUSWISE, the schools education programme.

♦ Fitting CCTV to all buses operating contracts on behalf of London Buses to be completed by 2004.

♦ Building upon the success of my Transport Policing Initiative with a view to expand the Transport OCU and a focus on an area based policing capability to address specific issues across the bus network on a 24/7 basis.

♦ The capability to support the needs of TfL in reducing traffic congestion.

659 / 2003 - Targeting Resources [written] Nicky Gavron

What legal advice have you had about your powers to establish ring fenced GLA funds to provide specific grants to functional bodies for initiatives which you wish to see developed?

Legal advice on grants between the GLA and functional bodies was provided in the budget documentation provided to the Assembly on 22 January and 12 February. The advice is that sections 120 and 121 of the GLA Act 1999 allow the GLA and functional bodies to make grants to one another with my consent. However if a grant is given the functional body or GLA giving the grant cannot attach conditions to the grant on how it is to be spent (apart from whether it is or it is not for capital purposes).

660 / 2003 - Transport Policing Initiative [written] Nicky Gavron

What legal advice did you receive concerning the powers of TfL to enter into an agreement with the MPS to provide the Transport OCU?

TfL Legal Services were fully involved in negotiating and drafting the Special Services Agreement between TfL and the MPA for the Transport OCU services and are satisfied that TfL had the power to enter the agreement. 661 / 2003 - Safer Routes to Schools Nicky Gavron

What progress has TfL made with local authorities and schools in the Congestion Charge Zone on developing safer routes to schools initiatives?

TfL has part-funded a study commissioned by Lambeth Council to examine the feasibility of introducing American style yellow school buses to serve schools in the congestion charging zone.

TfL has also funded a number of pedestrian enhancement schemes as part of the Congestion Charging Complementary Traffic Management Measures programme. These include Home Zones in Southwark, a 20mph zone in Lambeth and traffic reduction and accident remedial measures in Islington and Westminster. A number of schools inside the charging zone are located within the areas covered by these schemes. Pupils attending these schools should, therefore, benefit from safer street environments.

My consolidated budget for 2003/4, recently approved by the Assembly, includes £6m for Safer Routes to Schools.

662 / 2003 - Public Transport in Inner London Nicky Gavron

What further improvements to public transport in boroughs within our bordering the congestion charge zone do TfL plan to make in the next year?

As you will be aware revenue raised from congestion charging is ring-fenced for ten years and by law must be spent on transport proposals that conform to the Transport Strategy.

London Buses will continue to expand it’s capacity across the network supported by the BusPlus scheme, a package of measures to make services more reliable, safer, cleaner and more comfortable. The first phase taking in 27 key routes is on target for completion this spring, following which the scheme will enter its second phase delivering improvements on a further 43 routes. In addition, Many of these routes will cross boroughs within or bordering the CCS zone.

My consolidated budget for 2003/04, recently approved by the Assembly, includes £84 million on bus improvements, £4 million on CCTV on buses and £6 million on safer routes to schools.

Finally, at least £20 million has been earmarked for borough schemes in 2003-2005 to mitigate against any unforeseen impacts of congestion charging.

663 / 2003 - Polling [written] Samantha Heath A) What polls have been commissioned by the GLA and TfL since May 2000? B) what subjects did each poll cover? C) Are any parts of the polls not in the public domain?

TfL and I frequently commission polls, including the Annual London Survey, to inform their strategy and policy-making processes. The subjects covered by the polls include: attitudes to London and public services provided by the GLA Group; transport; policing; the environment; health care; the Olympics; satisfaction/dissatisfaction with the Mayor/Assembly; access to information about the GLA. Where the poll is integral to Mayoral advice it sometimes not placed in the public domain.

664 / 2003 - Accessibility of Buses Samantha Heath

What training and guidance is given to bus drivers to ensure that buses pull up close enough to pavements to enable passengers in wheel chairs or with buggies and prams to safely and easily mount and dismount form low floored buses?

I fully recognise, as does TfL, that action is needed to achieve improvements in the overall quality of driving and customer care on the bus network. This includes measures to ensure that buses can and do pull up close enough to pavements to enable passengers in wheelchairs or with buggies to safely and easily use low floored buses.

A key initiative currently being introduced by TfL is a new BTEC qualification to raise skills levels and give drivers a recognised qualification over and above their initial PCV licence. From September 2002 all new drivers have been required to register for this training and be expected to gain the qualification within 12 months.

It is also vital that the bus stops are kept clear of obstructions. This aspect of enforcement is a key objective for the Transport OCU, and the boroughs for decriminalised parking enforcement.

665 / 2003 - Tourism [written] Meg Hillier

How many contracts has a) your office or your tourism advisor and b) the Greater London Authority let to consultants to advise on tourism strategy since July 2000? What is the total value of these contracts? Please provide a list of the contractors with a brief description of the work they carried out.

I have let a single contract to Locum Destinations Consulting to advise on the development of my tourism strategy (Visit London – my Plan for Tourism).

Locum Destinations were commissioned to produce specialist advice to me on the 3- year strategic plan for tourism in London, including effective transition arrangements for 2002 and the internal organisation and liaison arrangements that need to be put in place between the GLA and LDA.

This work was let in March 2002 and completed in August 2002 at a total cost of £44,033.

666 / 2003 - St Patrick's Day Celebrations [written] Meg Hillier

What consultant and/or event organisation support have you commissioned or received for the St Patrick's Day celebrations in 2002 and 2003? Where and when were these contracts tendered? What is the total value of these contracts?

In 2002 and 2003 the London St Patrick’s Day festival was organised by the Irish Post, the largest circulation Irish newspaper in London. The Irish Post took responsibility for raising the entire budget for the event, all risks associated with the budget and with the event, and contracting appropriate companies and suppliers to deliver staging, security, performances etc.

The GLA contributed to the organisation of the festival through leading the process of negotiating the necessary permissions and licences, organising the necessary traffic management measures, and contributing to the budget for the event.

The GLA’s contribution of £100,000 to the budget total for the 2002 event of £250,000 was primarily contributed through a contract with the Irish Post (through its publishing company, Smurfit Communications GB) to design, manage and deliver the St Patrick’s Day festivals, on Trafalgar Square in 2002. In 2003 the proposed budget total is £300,000 for a festival on Jubilee Gardens, and the GLA is contributing £112,000, again through a contract with Smurfit Communications GB.

Both these contracts were agreed through Single Tender Action, on the grounds of Smurfit Communications’ unique experience in involving Irish business in the delivery of major Irish events in London, eg the Irish business awards; the exceptional value for money of the proposal, where the GLA paid only 2/5ths of total budget; - £100k out of £250k - and Smurfit took all the risk; and because Smurfit, as the publisher of the largest circulation Irish newspaper in London, were able to involve and work effectively with the Irish community organisations, The Council of Irish Counties Associations and others, who were my partners in this event.

667 / 2003 - Party Conferences 2003 [written] Meg Hillier

What plans do you have for events at the national party conferences over the next 12 months, and what is the budget for this

Party conferences provide an excellent opportunity for the GLA to engage with key decision makers and influencers such as MPs, local councillors, trade unions, and businesses.

In 2003 the GLA intends to have a presence at the Liberal Democrat, Labour, and Conservative Party Conferences and with an exhibition stand at each event, a fringe meeting and an evening reception. We will also work with the Green Party to ensure that the GLA has an opportunity to engage with their key stakeholders.

The GLA budget allocation for the Autumn Conference Season, which includes the TUC and CBI conference is £68,000 we will also seek further funding from other organisations including TfL and LDA.

668 / 2003 - Hall Farm Curve [written] Meg Hillier Research by Waltham Forest Council shows large potential demand for trains running between Chingford and Stratford on a reinstated Hall Farm Curve, helping to meet your commitment to getting Londoners to new jobs in and around Stratford. What financial help can TfL and the LDA give the Council in making the full business case for the reinstatement of the Hall Farm Curve - without which the idea can go no further?

TfL London Rail have supported the earlier studies carried out by Waltham Forest Council into the benefits of reinstating the Hall Farm Curve and introducing a direct rail service between Chingford and Stratford.

However, it is now clear that the Strategic Rail Authority will be unable to implement such a scheme and the wider improvements due to take place under the West Anglia Route Modernisation Enhancement (WARME) Project are unlikely to take place in the foreseeable future.

Although the reinstatement of this route is attractive, to do so with the existing infrastructure would bring about considerable operational difficulties, resulting in adverse effects on existing services. It is therefore impractical to pursue this proposal further until the appropriate infrastructure improvements are prioritised by SRA 669 / 2003 - Integrated Rail and Cycling [written] Meg Hillier

Following from the commitment to "co-operative working" on integrated transport described in your guidance to the SRA (published in January), what specific discussions have you and TfL had with the SRA on the integration of rail and cycling, both in terms of cycle parking at stations and the carriage of cycles on trains? What steps are you taking to shift the SRA's position?

My Directions and Guidance to the SRA reiterates my objective to improve integration of public transport in London. Both the Directions & Guidance and the London Rail Partnership Agreement emphasise the need for station schemes to have due regard to the document 'Intermodal Transport Interchange for London, Best Practice Guidelines' produced by TfL, ATOC and Railtrack. This details the scope for cycle storage and access for cyclists at an interchange. Additionally both London Rail and the TfL Interchange Team are working with the London Boroughs and Train Operating Companies to identify improvements for cyclists at stations.

The subject of cycles on trains leads to a difficult compromise. During the peak hours, on train capacity is a big issue with all routes into London suffering from overcrowding, which has lead to restrictions being placed on the carriage of cycles in the direction of peak flow. There is a greater flexibility during the offpeak, but on some types of rolling stock there is little space to stand bikes.

TfL are working with the SRA and the train operating companies on a more flexible design of saloon space where new stock is being introduced to the network.

The SRA also consult with TfL to determine the proposed development and outputs of franchises affecting commuter rail services in Greater London. Again the aspiration of the MTS for integration are reflected in these discussions.

670 / 2003 - Congestion Charging and Schools [written] Meg Hillier

Have you or officers at TfL had discussion with local education authorities about the potential impact of the congestion charge on differential teacher recruitment for schools inside the zone and on the impact on pupil numbers for these schools?

A number of meetings took place with Local Education Authorities and teachers unions as part of the extensive consultation undertaken by TfL on congestion charging in 2001.

TfL and I considered the representations received as part of the consultation process and concluded that providing a discount or exemption for teachers working inside the zone would set a precedent that could undermine the objective of congestion charging. In addition, such a discount would be very difficult to define or enforce and would significantly erode the decongestion benefits of congestion charging.

I recognise the importance of schools and teacher retention in the capital. I am keen to ensure that the congestion charging scheme does not disproportionately impact on any aspect of the operation of schools in and around the charging zone. To help to properly understand the impact of the congestion charge on schools, Transport for London (TfL) is conducting a case study of schools as part of their comprehensive five year impacts monitoring programme.

This work will enable TfL and I to properly assess the impacts and implications of congestion charging on teacher recruitment. It will also help to identify whether any adjustments should be considered.

671 / 2003 - Route 242 [written] Meg Hillier

Will you come and see for yourself the problems of the double decker 242 bus which has to travel down very narrow streets on its journey?

As you know, route 242 operates between Tottenham Court Road and Homerton Hospital. It replaced previous route 22A (also operated with double deck vehicles) in 1998, although it covered a slightly different route between Lower Clapton and Homerton Hospital to improve access to this site. I assume that these are the narrow roads referred to in the question.

Route 242 serves an area with very low car ownership and is very well used. It provides links from this area to Central London as well as a number of tube & national rail stations, Homerton Hospital and vital local links. At the beginning of this month, London Buses increased the frequency and introduced a night service to meet demand.

The level of usage requires double deck vehicles to be used. The route test, carried out in 1997, was attended by the borough, police, operator and London Buses and confirmed the suitability of the roads. The buses in use on the route are the same as those in 1998, and the operator has not found any undue difficulty in operating a bus of the current dimensions over this route.

672 / 2003 - Buses in Central Hackney [written] Meg Hillier

With the likely delays to the East London Line Extension, what improvements will there be to the following bus services linking Mare Street, Hackney (including the soon-to-reopen Hackney Empire) with the Underground network: D6, 106, 253, 30 and 277?

There have been a number of improvements to local bus services in the area, and more are planned.

The weekday peak frequencies on route 30 were increased on 17 February this year.

From 1 March, frequencies on route 277 will be increased. During the peaks and Monday - Saturday shopping periods the service level will be every 7.5 minutes instead of a bus every 10 minutes. In the evenings and on Sundays, the level of service will double from every 20 minutes to every 10 minutes.

Route 253 runs in two sections and frequency increases will be introduced on both sections from 3 May this year, providing extra capacity in the peaks. Frequencies will be increased on each section as follows:

♦ From every 7 minutes to every 5-6 minutes during Monday to Saturday shopping periods. ♦ From every 10 minutes to 8 minutes in the evenings and on Sundays

In addition, the night service will be increased from a bus every 30 minutes to one every 20 minutes.

We are currently looking at possible frequency increase on route D6. There are no proposals for improvements to route 106 at this time.

673 / 2003 - Motorcycle Parking [written] Meg Hillier Are you in discussion with the ALG and London Boroughs about the levels of motorcycle parking in London? Will TfL be funding any extra secure parking for two wheeled motor vehicles and bicycles as a result of the congestion charge?

My Transport Strategy encourages the boroughs to consider the provision of additional motorcycle parking on their roads, particularly in areas of high demand, when developing their parking policies and plans. On TfL’s roads, secure motorcycle parking bays have been installed in a number of key locations and investigation for suitable sites for more motorcycle parking is being continued.

Certain London Boroughs have responded positively to requests from the public for more motorcycle parking bays. The Corporation of London recently announced that they have provided 600 new free motorcycle parking places in response to the anticipated increase in motorcycle use from the introduction of congestion charging. Southwark has taken the opportunity to gain additional funding to increase motorcycle bays and TfL would consider similar requests.

National Car Parks (NCP) have recently announced a new scheme, 'Deals on Wheels', which enables motorcycles to park at any of their car parks in London for a daily charge of £3.

With regard to bicycle parking, TfL is continuing to work with the London boroughs to increase the provision of secure bicycle parking in London. A survey has been conducted to identify where new facilities are needed and can be provided, including underground stations. Other projects under development include the introduction of cycle parking in underground car parks and other public and privately owned car parks across London.

TfL are undertaking in-depth monitoring of congestion charging and will be liasing with the boroughs in the central London area to ensure that any possible changes in cycle and motorcycle usage are carefully monitored and managed.

674 / 2003 - Route Planning for New Public Transport Users [written] Meg Hillier

What action has been taken by TfL to assist people who wish to switch from private cars to public transport plan their routes?

Transport for London’s online Journey Planner went live in autumn 2002. The facility is multi-modal and offers point-to-point journey planning with an adaptable search facility allowing users to select the fastest, cheapest, easiest or most accessible route. Real-time service information is displayed on the screen.

Journey Planner was ‘soft’ launched in November 2002 with leaflet distributions at selected Tube, bus and DLR stations, and banner advertisements on key London-based websites. In January a poster and radio advertising campaign aimed to increase awareness of the facility.

TfL has produced a wealth of information to attempt to ease the journey of private car owners who wish to switch to public transport:

1.3 million leaflets have been produced for 53 key National Rail and Underground stations that provide local information about all public transport options into central London. Leaflets continue to be distributed by promotional staff and via leaflet racks at each of the stations. These leaflets are also being distributed via major employers and retail outlets within the relevant areas.

Poster advertising, using media sites such as roadside posters which will be seen by motorists, have been used by TfL to promote TfL’s on-line journey planner, telephone help-line and encourage people to consider all their options.

Radio advertising has also been used extensively by TfL during the build up to congestion charging to raise awareness of the website and telephone line as places to go for help. Radio is one of the most effective ways of communicating with car drivers as they listen whilst driving.

Leaflets containing full details of the congestion charge scheme were delivered to 3 million homes in greater London. As well as providing all the information needed about the scheme the leaflet clearly highlighted the London Travel Information number and TfL’s website as sources of additional information about London’s public transport.

Within more central areas the congestion charge leaflet was accompanied by a second leaflet highlighting public transport options that are generally available in London, recent improvements made to the various networks and where to go for help. These have been delivered to 615,000 of the 3 million homes.

TfL have also distributed over 2 million leaflets that include a section entitled ‘How can I find out about the alternatives to driving in central London’ via car hire companies as well as via retail outlets where the congestion charge can be paid.

Over 50,000 individuals who have cars registered at addresses within Greater London have also received an email from TfL. This includes a direct link to TfL’s website and the journey planning facility. 675 / 2003 - Route 187 [written] Toby Harris Is the bus model used on route 187 is the longest and widest single decker operating in London and does the Mayor consider that this model is suitable for a London bus route?

Will you agree to work with the bus operator to ensure that the non-standard Volvo single deck buses used o the 187 bus route are replaced by the standard single deck Optare buses?

The Volvo buses on route 187 are 10.7 metres long. They have been in use on this service since 1999 when Metropolitan Omnibus won the contract to operate the route. These same buses are still being used by Thorpes who bought-out Metropolitan Omnibus and took over their portfolio of routes in late 2002. Prior to 1999, the route was checked for suitability with these buses and found to be satisfactory.

These are not the longest single deck buses in use in London – there are longer rigid single deck buses operating as well as longer double deck and articulated buses being used all over the Capital.

London does not have a standard bus type, and Optare is but one manufacturer of buses used in London. London Buses determines the seating and standing capacity that is required to operate the route as well as a variety of other features that buses must have (for example; provision and location of wheelchair ramps, grabrails, notices and signs). Operators select buses for use on their routes in consultation with London Buses, but it is for the operator to decide on the choice of manufacturer based on cost and preference. London Buses is currently working on a new general specification for buses in use in London which operators will need to adhere to when ordering new buses.

The contract for route 187 expires in September 2004 and London Buses will be reviewing this service later this year.

676 / 2003 - Millwall/South Bermondsey Walkway Valerie Shawcross

You will know that funding is ready for a long-sought walkway to allow visiting fans to walk directly from Millwall football club to South Bermondsey Station, reducing risk of disturbances. There is a hold-up between Railtrack and the SRA. Have you done any work to help broker a deal so the walkway can be built?

I am not aware that there is a hold-up involving Railtrack and the SRA on this matter. My understanding of the current situation with regard to the proposed walkway between Millwall football club and South Bermondsey is that there is some opposition to the scheme from the local police, who are querying the usage of it. As a result of this a study of likely pedestrian movement is being undertaken to examine the case further.

677 / 2003 - Congestion Charge Valerie Shawcross

Given that last month you told me that you recognise the ‘essential role that teachers have in our community’ what do you plan to do given the latest survey reported in Southwark News shows over a quarter of staff at Southwark schools within the CC Zone are actively considering resigning? Will you start by offering to meet a delegation of Head teachers with me so they can put their concerns and ideas directly?

During the consultation on the scheme, TfL, at my request, met with teachers representatives to address their concerns and help alleviate them. TfL and I considered the representations received as part of the consultation process and concluded that providing a discount or exemption for teachers working inside the zone would set a precedent that could undermine the objective of congestion charging. In addition, such a discount would be very difficult to define or enforce and would significantly erode the decongestion benefits of congestion charging.

I recognise the importance of schools and teacher retention in the capital. I am keen to ensure that the congestion charging scheme does not disproportionately impact on any aspect of the operation of schools in and around the charging zone. To help to properly understand the impact of the congestion charge on schools, Transport for London (TfL) are conducting a case study of schools as part of their comprehensive five year impacts monitoring programme.

This work will enable TfL and I to properly assess the impacts and implications of congestion charging on teacher recruitment. It will also help to identify whether any potential adjustments should be considered.

LFEPA, the MPS, the London Ambulance Service and many other employers have decided to compensate low paid essential workers and I would urge the headteachers of schools in the zone to lobby the local councils to introduce similar schemes.

678 / 2003 - Herne Hill [written] Valerie Shawcross

At the last Question time I asked if TfL could hold funding in reserve in case communities in Herne Hill later wish to reassess their need for CPZ? It may be that the impact of parking in local streets is greater than many at the moment anticipate - but if the funding is gone they will be left high and dry. Can you tell me firmly and categorically that funding will be kept in reserve in case communities wish to re-consult on CPZs post the introduction of the congestion charge?

As I have previously stated, TfL has provided funding for preliminary design and consultation for both Lambeth and Southwark for a CPZ in the Herne Hill area.

Funding will be considered for implementation of the scheme after the commencement of congestion charging, subject to positive public consultation and agreement by Council Members that the scheme will be progressed.

Funding is also available for borough schemes after the commencement of congestion charging to help mitigate against any unforeseen impacts of congestion charging. This funding is available for 2003/04 and 2004/05. Reviews of existing CPZs will be considered as part of this funding.

679 / 2003 - Burglary [written] Valerie Shawcross Is it really acceptable that three out of four people who are the victims of burglary in Southwark will not have their cases investigated by detectives? Whilst recognising the need to target resources effectively is this not at least in part down to the low numbers of police officers available to do the job?

The MPS inform me that Southwark police operate a crime screening policy to better target resources. The crime screening policy ensures all serious and priority crimes, including burglary, are thoroughly investigated.

Screening means that once the initial, or primary, investigation is completed - if there is no possible chance of successful investigation then a secondary, follow-up, investigation by detectives will not follow unless one of a number of locally defined factors apply, for example, repeat victimisation or previous history surrounding the allegation. However, crimes which are not marked for secondary investigation will have their details stored on computer in case of further information coming to light which could lead to successful detection.

I am committed to increasing Police numbers across London and as you are aware have made provision for an additional 1,200 police officers in my budget for 2003/04, as well as 223 extra officers for the Transport Operational Command Unit (TOCU), which will free up borough resources by specifically targeting crime on bus routes. My budget has also been framed to provide for 500 Police Community Support Officers across London and 157 Traffic Warden PCSOs who will work specifically in the TOCU which will have the effect of freeing up Police Officer time.

Southwark benefits from four TOCU routes and as at December 2002 the borough had 795 police officers, the highest since I came into office and the third highest number for any borough in London. Southwark will also benefit from 14 PCSOs by the end of April 2003.

680 / 2003 - Riverbus Services [written] Valerie Shawcross

Why have attempts to integrate Riverbus services with London-wide ticketing apparently been stopped?

Work to integrate riverboat services within London-wide ticketing has not stopped. Since London River Services came into existence a number of significant achievements have been made:

All riverboat operators now have a common definition of Child, i.e. all persons aged 5-15 inclusive and under 5’s are carried free.

Holders of London Boroughs Freedom Passes are now entitled to discounts of up to 50% on most riverboat services.

City Cruises and Thames River Services offer joint tickets with the DLR.

Since May 2001, holders of Travelcards may purchase most riverboat adult or child tickets at a 33% discount. This scheme was subsequently extended to the purchase of season tickets on the Thames Clippers riverbus service.

LRS is currently considering a proposal from three riverboat operators who have joined forces to offer a London River Card which would enable passengers to purchase zonal tickets allowing unlimited travel for a day.

Further integration between riverboat fares and Travelcard is unlikely in the foreseeable future. Given the difference between revenues per passenger mile that would be received via the Travelcard scheme and the cost of boat operation, substantial subsidy would be required to make good the shortfall. Free travel at the margin for Travelcard holders on the river would be likely to generate demand vastly exceeding existing capacity creating a need for further subsidy for additional vessels. Neither scenario would prove to be value for money.

681 / 2003 - Riverboat Developments [written] Valerie Shawcross Why have developers along the Riverside not been required to fund through 106 agreements the costs of Riverboat developments?

The use of S106 agreements is carefully controlled by the Government’s planning Circular 1/97. The main aim of the circular is to ensure that S106 funds relate fairly and reasonably to the development in question and allow mitigation for any disbenefits or external impacts on the local area to address off-site matters which are not directly part of the planning application in question.

There have been cases where developers have, or will, contribute to the provision of infrastructure to enable riverboat passenger services to operate. For example the Lots Road Development in Kensington & Chelsea, the pier at Tate Britain and the development associated with the Dome site.

I would also expect that this issue will feature in our discussions on the development of some of the major riverside sites along the Thames Gateway.

A more difficult issue may be the long-term subsidy of these passenger services. The Lots Road development has included discussion about linking such a subsidy to part of the annual charges associated with the private residential units, for an initial period at least.

I do want to see greater use made of the river for transport but I am also aware of the delicate financial balance that such services need to strike and of the failure of several previous attempts to get a sustainable riverboat service.

682 / 2003 - East London Line Extension Valerie Shawcross Now the SRA has supported the implementation of the ELLX can you tell me when TfL will be publishing the feasibility studies examining the options for keeping Rotherhithe Station open?

The engineering feasibility studies of the options that could allow Rotherhithe Station to be brought up to modern operating and safety standards are being undertaken for the SRA. Whether the studies will be published is therefore a matter for the SRA.

683 / 2003 - Integrated Transport Valerie Shawcross What improvements to the integration of overground services will residents in Streatham and Mitcham see following the SRA announcements about the ELLX and the Thameslink 2000 service?

I gave an update on National Rail integration issues in south London in my response to Question 626 at Mayor’s Question Time. From that you will appreciate that, in the shorter term, the residents of Streatham and Mitcham are not going to benefit from a direct link to ELLX and Thameslink. They will, however, benefit from the roll-out of South London Metro services and facilities and from the other integration programmes being pursued by Transport for London. 684 / 2003 - wholesale markets Elizabeth Howlett Do you support the recommendation that London is served by 3 composite wholesale markets and may I arrange a visit for you to the biggest wholesale market in Britain at New Covent Garden?

My draft London Plan reflected the need for a review of London’s wholesale markets. The report commissioned by Government and the City suggests one option for their future. Discussion with stakeholders suggests that there may well be others.

The right decision on the markets’ future needs to be made to ensure that London has the benefit of a competitive and efficient distribution system, that the markets and their sites are used effectively in both strategic and local terms and that delivery to and from them is carried out in the most sustainable manner.

This is why further research and fuller examination of the implications of all the options is needed in the light of my emerging London Plan and sub regional development frameworks.

Thank you for offering to arrange a visit to New Covent Garden. I hope that my diary will permit me to visit it and other key wholesale markets in addition to Billingsgate, which I have already been fortunate enough to visit.

685 / 2003 - Camberwell Overground Station [written] Valerie Shawcross

The reinstatement of an overground station at Camberwell Green is a long- standing aspiration of local residents. It is now clear that Camberwell can not wait for Thameslink 2000 so what are TfL doing to support this objective?

TfL’s London Rail Directorate have been working closely with the Borough on this project. They have already undertaken some demand analysis, and would support further development work in principle. At the detailed level, changes to planned development plans in the area affect the choice of site and access, which will have to be resolved before the business case is progressed further. The moratorium on SRA RPP grants for a year would prevent consideration of a proposal anyway.

The process of justification, design, and funding plans can precede implementation of Thameslink 2000. However, detailed work will only be able to be undertaken when the impact of the TWA review and SRA capacity utilisation study are known.

686 / 2003 - Crossrail 2 Elizabeth Howlett

What is the chance now of Crossrail 2, given that there has been no support from the Government?

The Crossrail team have not yet consulted on route options and thus no business case has been prepared and no assessment of potential funding requirements has been considered. Once there is a firm proposal for Crossrail 1, which I expect shortly and expect Government to support, the Crossrail team will be devoting greater resource to the development of Crossrail 2. 687 / 2003 - Civil Staff Strengths - Southwark [written] Valerie Shawcross You said last month that it is not possible to state with certainty what the police civil staff strength in 2003/4 will be in Southwark before the final budget has been agreed. Can you at least confirm that the MPA/MPS will ensure that there will be civilian staff increases?

Do you agree that status quo or another decline in civilian staff numbers would be unacceptable?

As part of my budget discussions I have made it clear to the MPA/MPS that I would expect that the additional resources for borough policing will also translate into a increase to financial allocations for civil staff at a BOCU level. My final budget for 2003/4 allowed for civil staff support at a ratio of 175 civil staff per 1000 police officers on historic borough ratios.

I understand that under the current devolved budgetary arrangements Unit Commanders have the flexibility to determine the best and most appropriate mix of resources including the number of civil staff required to give necessary support. As a result the MPA are unable to give a categorical assurance of an increase in civil numbers in Southwark. They have advised me that the Borough Commander is committed to keeping civil staff up to strength and that numbers have increased from 217.74 in December 1998 to 222.40 by December 2002.

In my view it is not desirable for uniformed staff to cover civil staff vacancies.

688a / 2003 - Congestion Charge Elizabeth Howlett Why have you back-tracked on your previous commitment to an independent review of the success or failure of the congestion charge?

I have not back-tracked at all. My officials at TfL co-operated fully with the Assembly Transport Committee’s endeavours to find an independent monitoring expert. In the end, the Committee itself decided that it wanted to continue with the current scrutiny arrangements.

TfL has established a comprehensive five-year monitoring programme that will gather data from a wide range of sources in order to assess the impact of congestion charging on congestion, traffic, and public transport as well as London’s society, economy and environment. This work draws on over 100 external, independent sources, in addition to specially designed research commissioned by TfL. I have committed to making the monitoring data available to bona fide researchers so that it can be verified.

It is worth reiterating that congestion charging will take several months to settle down, and much longer before significant social or economic trends become apparent.

688b / 2003 - Metro Service Standard Valerie Shawcross Providing that the limited trial of the South London Metro service is successful, what is the schedule of intended roll out of this service for other commuter lines across London?

The roll-out of the Metro scheme on other routes in London will primarily be dictated by the franchise renewal process. Whilst this will not rule out improvements being introduced on other routes where franchises still have some years to run, the renewal process offers the best opportunity to ensure a comprehensive package of improvements can be introduced to develop the ‘Metro’ concept. TfL London Rail Directorate are now in discussion with the SRA regarding improvements which can be introduced with the renewals on South Central and Greater Anglia which are now in process.

689 / 2003 - Night Buses Elizabeth Howlett How many new night buses have been introduced over the last 12 months, and how many passengers have used them?

19 new night bus routes were introduced in 2002/03.

In order of introduction, these are routes: N345, N85, N88, N89, N213, N369, N65, N83, N148, N189, N63, N74, N133, N76, N242, N271, N274, N453 and N277.

Although usage on new routes takes at least 6 to 18 months to build and stabilise, it is possible to give an indication of patronage on those routes that were introduced by November 2002. These are routes: N345, N85, N88, N89, N213, N369, N65, N83, N148, N189, N63, and N74. Average usage was about 200 trips per weeknight and 460 trips per weekend night in the last week of November.

The last seven services to be introduced – routes N133, N76, N242, N271, N274, N453 and N277 – started operation this calendar year and meaningful usage data is not yet available.

Experience generally suggests that these extra services will be popular, reflecting the growing 24/7 needs of London.

690 / 2003 - Croydon TramLink [written] Valerie Shawcross What powers of direction does TfL to retain over the Concessionaire of the Croydon TramLink?

London Buses is the TfL body responsible for managing the Tramlink Concession Agreement. The relationship between London Buses and Tramtrack Croydon Limited, the PFI Concessionaire, is defined by the Tramlink Concession Agreement. In summary, London Buses is responsible for:

• Directing fares on Tramlink in accordance with my policies • Agreeing timetables • Monitoring operational performance • Monitoring safety performance • Monitoring compliance with the technical aspects of the Performance Specification

In all cases where the Concessionaire fails to meet its obligations, London Buses can direct TCL to take action to remedy the situation but cannot impose financial penalties on the Concessionaire. In the event of a number of defined material breaches of the requirements of the Concession Agreement London Buses can ultimately terminate the Concession. 691 / 2003 - Future Tram Schemes [written] Valerie Shawcross

What powers of direction would TfL intend to retain over the operators of any future tram developments in London?

The majority of TfL’s powers will be contained in the contractual documents signed by the authority and the concessionaire.

The Performance Specification sets standards for:

• Safety • Reliability • Limits on Crowding • Equipment performance • Minimum Service Levels • Maintenance • Cleanliness

Other contractual documents cover items such as fare levels, step-in rights in the event of a concessionaire becoming insolvent or failing to meet performance standards, signage, car livery etc.

These documents were originally developed for Croydon Tramlink. TfL officers have reviewed them. Revisions have been made in the light of experience and the willingness of the government to allow a more ‘hands-on’ approach than that allowed in 1996 – when the Tramlink agreement was signed.

Particular attention will be paid in future contracts for arrangements to cover changes in: • service pattern • frequency • length of operating day • stop provision and location • system extensions

693a / 2003 - Travel to Work Times Bob Neill As improvement schemes for the railways are put on hold by this Labour government, and the East London Line Extension is moved ever further into the future, has any assessment been made by the Mayor’s office of the impact on travel to work times, particularly with regard to key workers?

Journey time savings account for a significant element of the benefits of major transport schemes. As part of the evaluation of major transport schemes TfL also considers the comprehensive economic and social benefits provided by them such as improved access to areas with high levels of deprivation, and improved access to key locations.

TfL has not specifically assessed time saving benefits to key workers, but they will implicitly benefit from the improved access to key locations. Taking the East London Line Extension (ELLX) as an example, there will be significantly improved access to key locations such as The Royal College Hospital and Kings College Hospital as well as to the overall job market. The ELLX will significantly increase the catchment area of the existing line, and over 300,000 people will see significant improvement in their travel choices.

693b / 2003 - Leabridge Road Roundabout Eric Ollerenshaw Why is TFL failing to respond to emails and the petition concerning the Leabridge Road Roundabout in Hackney?

To the best of its knowledge, TfL has replied to all emails and petitions concerning the Leabridge Road Roundabout. However, the Managing Director of Street Management would be pleased to investigate this issue if he is advised that this is not the case.

694 / 2003 - Orthodox Jewish Community - Housing Eric Ollerenshaw

Is the Mayor willing to take representations from the Orthodox Jewish Community regarding the discrimination they face in present housing policy?

I receive around 30,000 letters and emails a year from individuals or organisations in London, from all walks of life, and I am happy to take representations from anyone who feels genuinely discriminated against. As Members will be aware, it is not always in my power to tackle the issue directly, but I am of course concerned to hear of any discrimination.

I would therefore be glad to receive details of the concerns of London’s Orthodox Jewish Community. I note that the very recent results of the 2001 Census, which for the first time asked about religious group, show that in 2001 London had 149,789 Jewish residents – and now almost certainly over the 150,000 mark – representing just over 2% of all Londoners and being the fourth largest religious group in London.

695 / 2003 - London Plan Bob Neill

What amendments will be made to the draft London Plan's targets for population and job growth for outer London in light of Labour’s delayed and cancelled transport improvements?

The recently published TfL report makes clear just how vital it is to develop new rail and underground capacity in London. I am working hard with Government to bring these projects forward and am pressing Government to take timely decisions in respect of them.

No amendments of any kind will be made to the draft London Plan before the autumn, when the Panel Chair’s report on the EiP will be available, together with an analysis of all the other responses, as well as the most up to date information on the transport schemes. 696 / 2003 - Deliveries to Small Business Roger Evans

What are you doing to help small businesses deliver goods and services to their customers in central London?

Traffic congestion is costing the London economy £4 million a week. The primary aim of congestion charging is to reduce traffic congestion in central London. Businesses will benefit from this reduction in congestion in terms of a quicker and more reliable deliveries and easier business travel.

TfL and I recognise that congestion charging is not just about traffic impacts – it is likely to have an effect on day-to-day life in central London. To this end, TfL has set up a comprehensive, five-year monitoring programme looking at the economic, environmental, social and wider transport impacts of congestion charging. Included in the programme are specific case studies to monitor the effects on small businesses. The monitoring programme will allow TfL and I to understand the effects of congestion charging and make decisions about possible future adjustments to the congestion charging scheme. As I have always made clear, I will keep all aspects of the scheme under review and adjustments could be made relatively quickly if desired.

697 / 2003 - Access for the Disabled Bob Neill With over 150 Thalidomide victims being refused disabled status under the Congestion charging scheme, does the Mayor not agree that providing access for the disabled is more important than maximising revenue?

As you will be aware, the congestion charging scheme contains a number of specific exemptions and 100% discounts for disabled drivers. These include specially adapted vehicles for the disabled that are exempt from Vehicle Excise Duty, Disabled Passenger Carrying Vehicles and vehicles used by Blue Badge Holders.

I understand that Thalidomide survivors are eligible for a Blue Badge and thus a 100% discount from the congestion charge. The discount is assessed in terms of the severity of their disability, and thus some Thalidomide survivors may not be eligible for a Blue Badge or to receive a discount from congestion charging.

698 / 2003 - Traffic Counters/Congestion Charge Angie Bray Why were there so many traffic counters, paid £7 an hour each, employed to keep track of traffic numbers on the first day of congestion charging? Didn’t you trust your camera system?

On Monday 17th January, TfL had traffic counting staff at ten sites throughout the morning peak. This was part of a co-ordinated monitoring exercise to establish early indications of the impacts of the scheme. This programme also made extensive use of permanent, automatic traffic counters in and around the charging zone.

It is not the primary function of congestion charging cameras to produce accurate counts of traffic. Therefore, in order to ascertain these effects, conventional traffic counting techniques were necessary.

699 / 2003 - Transport Infrastructure 2012 Olympics Bob Neill What additional level of investment in London's transport infrastructure does the Mayor believe would be necessary to host successfully the 2012 Olympics?

A proportion of the transport enhancements required to service the Games are already contained within the business plan programmes of TfL and London Underground. These include the upgrade of the Jubilee Line and the proposed extension of the DLR to Stratford International, via the North London Line, which would provide a direct link between the Royals, Newham Arc of Opportunity, Stratford City and the Olympic zone. A number of schemes will need to be implemented which are directly attributable to the games. Government’s high-level estimate of transport costs is between £280M and £380M in 2002 prices. Some of the transport investment attributable to the Games will have a legacy benefit in terms of urban regeneration or transport capacity relief. This reflects the wider costs incurred in providing a robust and workable transport solution with a quality of service that would match potential bid competitors.

These costs include the creation of a dedicated road route and services for Olympic family and other designated traffic; an Olympic transport publicity programme; and a dedicated Olympic transport planning and management organisation; significant service enhancements across public transport system and the provision of designated Olympic transport services and park & ride schemes; a range of localised station improvements (including underground, rail and possibly Docklands Light Railway) close to the Olympic Zone to cope with the peaks of demand. Further, more detailed work in partnership with the other transport agencies (London Underground, Strategic Rail Authority and Highways Agency) will be necessary to develop and refine the transport strategy.

700 / 2003 - Transport for Expanding Population Eric Ollerenshaw Oral answer

Given the fact that there has been no positive movement on the vitally important Crossrail project, delays to the East London Line Extension and to the Thameslink 2000 project plus little hope of improvements to the Tube before 2010, how do you feel an expanding London Population on the scale set out in your draft London Plan is going to be able to move around the capital?

701 / 2003 - Fall in Property Values Bob Neill

With reference to his reported comments in the February 14th edition of the Evening Standard, will the Mayor express any sympathy at all for those people who may see a massive fall in the value of their homes simply due to living on the border of the congestion charging zone?

Concerns have been expressed about the impacts of congestion charging on property price. Overall the scheme is expected to enhance the attractiveness of central and inner London as a place to live and do business. In addition, improvements to public transport, will benefit the whole area of inner London, and will not just be confined to within the charging area.

Complementary measures around the zone will help ameliorate the effects of congestion charging and enhance the environment of these areas.

Moreover, the Judicial Review findings concluded that there was no conclusive evidence about the impact of congestion charging on property prices.

There is certainly no intention to discourage the natural growth of central London, on the contrary the congestion charge is intended to help maintain the status of the central area as a place to live and work.

The impact of the scheme on the wider London property market will be monitored as part of the comprehensive five-year impacts monitoring programme that accompanies the scheme, with a focus on strategic land use and development patterns. 702 / 2003 - Smithfield Market Traders Angie Bray

I handed in a letter on behalf of the Smithfield Market Trader's on 17th February. Are you going to break the habit of a lifetime and answer it in good time.

I responded to the letter on 24 February.

703 / 2003 - London Commissioner Vacancy Brian Coleman

Have you seen the job advertisement for the vacancy of London Commissioner for Fire and Emergency Planning?

Yes

704 / 2003 - Olympic Bid Mike Tuffrey Oral answer

Does the Mayor share my concern that the issue of the Olympics has been allowed to slip off the agenda and the length of time it has taken for the government to make up it’s mind.

705 / 2003 - A406 between Bounds Green and Green Lanes Brian Coleman Could you give me details of discussions you have you had with Nicky Gavron on the subject of the A406 between Bounds Green and Green Lanes? Nicky Gavron has expressed to me the concerns of Enfield, Haringey, Barnet and Waltham Forest Councils that TfL’s proposals for the Bounds Green section of the A406 are not sufficient to address the problems of congestion and rat-running. I understand their concerns and know she has been talking to local communities around the North Circular, the four councils, MPS and TfL to find a solution.

As I indicated in my transport strategy, the major government scheme which I inherited, is neither affordable nor sustainable. It would cost in the order of £500m and would simply generate more traffic and relocate congestion to bottlenecks, and could even increase rat-running.

As I said to you at MQT on 22 January, if the government wishes to provide an additional £450 million or so, I would be happy to consider an improved very large scale scheme. In the meantime, Nicky Gavron has been discussing the practical options with TfL officials, in particular for incorporating bus lanes in the scheme alongside a comprehensive package of traffic restraint and management measures.

The proposals for this stretch of road were discussed at the TfL Board meeting on 20 March where Nicky Gavron was present. Given the desirability of making progress, the Board agreed we should progress the TfL proposal, which can be taken forward quickly, and keep the situation under review.

706 / 2003 - Consultation on EMZ Brian Coleman

What consultation did you conduct with residents of Camden before announcing the pilot of the EMZ in my constituency?

GLA officers have had initial discussions with LB Camden officers to explore different ways to manage more effectively problems associated with the night time economy. The purpose of the discussions is to see how everyone with a role to play in tackling the problems – local authority, police, transport, bars, clubs and cultural venues – can be brought together to improve the local situation.

It will be for LB Camden to decide how they wish to consult their residents on this matter. 707 / 2003 - Omissions from the Draft Culture Strategy Mike Tuffrey

Why does the Mayor’s Draft Culture Strategy make so little mention of sport? What is the Mayor doing to make the case to the government for sport in the capital?

Sport is central to the draft culture strategy and there are in fact many references to it in the document: for example, support for the Olympics, Wembley and Crystal Palace and proposals for improving access and participation in sport.

The strategy covers a very broad range of sub sectors of culture as determined in the GLA Act. It would not be a strategic document if it went into excessive detail regarding all those individual sectors. There are many broader proposals for culture that have relevance to sport, for example, the development of a strategy for delivering major events in London.

My focus recently has obviously been on seeking Government support for a London Olympic bid which would do more than anything to secure new investment in sport in London. Similarly, my lobbying and support, including financial backing through the LDA, for ensuring the National Football Stadium remained at Wembley has played a key role in securing this major sport and regeneration project for London. I have also initiated discussions with Sport England and other stakeholders to secure the future of Crystal Palace. I will be continuing to work closely with Sport England and others in the future to make the case to the government for sport in London. 708 / 2003 - Consulting on the Draft Consultation Strategy Sally Hamwee Will the Mayor outline his programme of consultation for the draft culture strategy? What innovative means of gauging Londoners views have been developed? How does the Mayor intend to reach Londoners in outer boroughs and those from traditionally excluded groups?

After I receive comments from the Assembly’s Culture, Tourism and Sport Committee and the functional bodies, officers will revise the document in preparation for the public consultation exercise that will begin in early summer. After 12 weeks consultation, responses will be analysed and incorporated into the final document, which will be published later in the year.

My officers are currently working on the detail of the programme. We anticipate that it will include consultation with - the various sub sectors of culture – arts, sports, libraries etc - a range of communities – faith communities, older people etc - the general public This will be done through meetings, seminars and focus groups and through the publication of the draft culture strategy, an executive summary and gateway document.

To ensure the public is fully aware of the consultation process for the draft Culture Strategy, my officers are working on a project that will engage a wide range of people through an event to be staged at City Hall in early summer. This project will involve performance, audio and visual displays and participatory workshops. Culture team officers are also exploring possibilities for working with some of the many creative organisations in London that regularly carry out consultation through the use of film and video or the performing arts.

Londoners in the outer boroughs will be targeted through borough meetings and elsewhere. In the early stages of developing the strategy a lot of work was carried out engaging those groups that are traditionally excluded – for example, homeless people. We propose to go back to some of these groups with the draft for consultation.

709 / 2003 - Monitoring the Effects of Congestion Charge Brian Coleman What work are TfL undertaking to monitor the effects of the Congestion Charge on local transport infrastructure in: a) The London Borough of Barnet? ; b) The London Borough of Camden?

Transport for London (TfL) has consulted with all the London boroughs during the design of the impacts monitoring programme for congestion charging.

Forecasts suggest that the scheme will have only very modest impacts outside of the North & South Circular roads, and therefore TfL’s monitoring has been concentrated in and around the charging zone. In designing monitoring in this way, full account has been taken of existing or planned monitoring by other agencies and data-sharing arrangements set up where appropriate. For example, both the Department for Transport and other parts of TfL conduct London-wide programmes of traffic counts that include the London Borough of Barnet.

For boroughs that are in or are bisected by the charging zone, such as Camden, TfL has made available additional funding to Boroughs to supplement its own extensive monitoring. This has been used to deploy additional traffic monitioring capability at locations specified by the boroughs concerned.

Camden is bisected by the Inner Ring Road, and lies partly within the charging zone. Parts of Camden in and immediately around the charging zone will therefore be covered by the whole of TfL's monitoring programme, including programmes to measure traffic change, changes to congestion, public and other transport issues, business and economic impacts, social and environmental impacts.

710 / 2003 - Party in Trafalgar Square Eric Ollerenshaw What evidence does the Mayor have that London taxpayers want to support his Trafalgar Square re-opening party to the tune of £210,000?

The pedestrianisation of the north-side of Trafalgar Square and creation of a magnificent new central staircase is a major change to the face of London, improving access to the Square, enhancing the attraction of the Square and surrounding architecture and creating a dynamic space in the heart of historic London. This World Squares for All project has involved investment of some £25m in this major London landmark by the GLA group and its partners. Public interest in the project has been extremely high, as has support for the pedestrianisation.

Given this level of public interest and the scale of the works involved, it is entirely appropriate that London should celebrate another improvement to our great city. The event we are planning is to re-launch the Square and open the 2003 Summer programme of cultural events on the Square, which will enhance and enliven this space for Londoners and visitors alike.

711 / 2003 - Recycled Road Surfacing Materials Roger Evans

Do TfL have any plans to procure road surfacing material made from recycled glass, such as that produced at RMC Aggregates plant in Dagenham Dock, for all road works?

TfL Street Management is aware of the process whereby processed crushed glass ('cullet') is used to replace sand in conventional asphalt mixes. Since this is a comparatively recent innovation, not enough infomation is yet available about it, and TfL does not consider it appropriate yet to use it widely on the Transport for London road network. TfL is, however, undertaking trials of 'glasphalt', in partnership with others, and it will certainly be considered for wider use if it meets requirements for safety and durability. TfL is also working closely with London ReMade to obtain more information about this, and other recycled materials, for use in highway works.

712 / 2003 - New Years Eve 2003 Graham Tope

Given that 18 months planning is required for an event like New Year’s Eve what work has been done so far to finalise the programme for the night and to agree transport and public safety arrangements?

The 18 month planning period was proposed in the Assembly’s inquiry into the proposed fireworks that were due to have been held on 31st Dec 2000, following the millennium celebrations. There is no proposal to hold a similar event for NYE 2003.

A wide range of discussions have been held with statutory agencies and transport providers to discuss a means to mark New Year’s Eve 2003 appropriate to London as a great world city and to improve the transport provision for Londoners on New Year’s Eve.

The proposals being considered for New Year’s Eve at this point are for an appropriate visual marking of new year, but not to organise an event or celebration attracting thousands more Londoners to come to the centre of the city for midnight on 31st December.

713 / 2003 - Employment of Tim O'Toole Roger Evans Oral answer

Why did you employ Tim O'Toole as MD of London Underground when he has no previous experience of running a passenger railway? 714 / 2003 - Extra investment in the Thames Gateway? Mike Tuffrey

The Government announced on 5th February that it will invest £446m to facilitate house building in the Thames Gateway. How will you ensure that the housing is accompanied by schools, hospitals, roads, and other infrastructure, none of which have so far been allocated funding?

The Communities Plan announcement includes far more additional resources for housebuilding in London than the £446m allocated for land assembly and other purposes in the Thames Gateway. There is an extra £500 million in each of the next three years for housing investment in London and the South East. This is a huge boost for all the arguments I have been making for extra resources for affordable housing and should enable the targets in my draft London Plan to be achieved.

I also welcome the establishment of a Cabinet Committee chaired by the Prime Minister to report in May on funding of the other infrastructure needed to create sustainable communities and am confident that this will lead to significant extra resources for that purpose. I continue to work with other London stakeholders to make that case and look forward to support from the Assembly in doing so.

715 / 2003 - Bus Station, Brewery Square Romford Roger Evans

Can you tell me why buses are unable to use the bus station at the Brewery centre in Romford? Can you tell me when you expect it to be in operation?

Unfortunately, London Buses has been refused access to the site by the landlord until after all aspects of the proposed lease have been agreed and the lease signed. Originally it was proposed to use a legal mechanism known as a Tenancy at Will Agreement to allow bus operations whilst the lease was being negotiated.

Progress has been made, although there are a small number of outstanding covenants still being negotiated, including:

♦ Use of the area by support vehicles, such as those belonging to London Buses controllers, cleaners and vending contractors, although there is a lay-by built for this purpose.

♦ How breach of covenant will be dealt with, which could have potentially serious operational consequences such as disruptions to bus services.

Nevertheless, London Buses expects that the site could become operational within 3 months. 716 / 2003 - Why GoL? Mike Tuffrey

Would you agree that the government’s decision to assign responsibility for the new and purely advisory London Housing Board to GoL, a barely visible and unaccountable government office, instead of the GLA, a directly elected body with its own expertise and associated powers, makes devolution a sham?

The Assembly and I have a united position on seeking devolution of housing powers at the strategic level to the Mayor of London. Realistically the earliest time this is likely to be delivered statutorily is through the full legislation to create regional assemblies. As a step on the road to a more devolved approach to housing I strongly welcomes the general approach of the Communities Plan and in particular:

- the support for the approach to housing set out in the draft London Plan. - the significant extra resources made available for affordable housing in London. - the additional resources for key worker housing in London. - the additional resources for the two growth areas in London: Thames Gateway and London/ Stansted/ Cambridge - the additional resources for improving the local environment, parks and public spaces. - the agreement reached with Government on new mechanisms for delivery in the London Thames Gateway. - the establishment of a Cabinet Committee chaired by the Prime Minister to look at funding the other infrastructure requirements of the Gateway, including how those who benefit form new development can contribute to the cost of this infrastructure. - the commitments to improve the operation of the planning system and the additional resources made available for this. - the commitment to consult about allowing authorities to seek affordable housing on smaller sites in line with the approach in the draft London Plan.

The Communities Plan seats out an allocation of housing resources to London/East/South-East of £1,733 million in 2003/04, £1,556 million in 2004/05 and £1,605 million in 2005/06, as compared with previous of £995 million in 2002/03. The combined share of London/South East/East of the main housing investment programmes increases from 57% to 65%.

The proposals in the Communities Plan for Regional Housing Boards will for the first time give me a direct say in the setting the regional housing strategy for London and in the allocation of the additional resources. In addition to the Housing Board it is proposed that there should be a political level discussion between myself, Ministers and Borough representatives at key stages in the decision making process. While I believe the right approach in due course is for these powers to be devolved to the GLA, it would be churlish - and silly - not to recognise the progress that has been made and work constructively ensure the new arrangements work.

717 / 2003 - Buses - Poor Performance and Delays Roger Evans

Although you claim that buses are getting better, those living in London who have to rely on London Local Service Agreement routes regularly experience poor performance and delays. Do TfL have any plans to work with the operators to rectify this?

Yes. London Buses already hold discussions with LLSA operators on the performance of their routes, which are monitored in the same way as services on the London Bus Network.

Under the LLS Agreements, the operators are required to run the services to a set standard, similar to that required on the contract bus services. Where performance has been shown to be poor, the matter is taken up with the operator who is expected to take steps to make improvements. In the event of a consistent failure by an operator to improve performance then London Buses may ultimately cancel the Agreement.

Should this occur then consideration is given to whether a replacement service is justified, and if so, a replacement is competitively tendered. A recent example of a poor performing LLSA route partially replaced by a contracted service, is the former 324 (Hornchurch - Rainham - Lakeside - Bluewater) being replaced by route 372 which runs as far as Lakeside.

If you have specific details of a particular problem, London Buses would be please to receive them.

718 / 2003 - Using City Hall Sally Hamwee How will the Mayor use City Hall as a space to showcase and promote art in London and which organisations will he work with to achieve this?

I have already used City Hall to promote creativity on several occasions. For example, the photographs Terence Donovan took for London Day in July last year have become a popular feature of the lower ground floor area.

For the opening of City Hall, my officers worked with the London Institute to display artworks by their students.

A play, The Meeting, was staged in the Assembly Chamber last October; and the internationally renowned Dance Theatre of Harlem performed a lecture-demonstration in the same venue in front of over 200 Southwark schoolchildren during Black History Month 2002.

The area outside the Chamber on the second floor has been used for an art exhibition and officers are currently working with the London Museums Agency to develop a display of contemporary and historical objects this summer.

Earlier this month, my officers held an evening event to promote the creativity of Asian communities for a period of two weeks. Sunrise Radio broadcast from City Hall on 4th February and both film and music were showcased.

In July as part of Respect Festival Week, the quarter and semi-finals of the Poetry Slam (competition for London schoolchildren developing performance/poetry skills) will be held here. This project is a collaboration between the GLA, and the Poetry Society, and Arts Council England, London are funding the project. Negotiations for other activities to take place at City Hall include a music seminar and a photography competition are currently underway.

A GLA art steering group has been established to assess – according to published criteria – proposals received from artists who wish to display their work here. To encourage greater public awareness of City Hall, the building is now open to the public two weekends a month.

To ensure the public is fully aware of the consultation exercise for the draft Culture Strategy, my officers are working on a project that will engage a wide range of people through an event to be staged at City Hall in early summer. This project will involve performance, audio and visual displays and participatory workshops and will make full use of the building’s architectural distinctiveness.

The public consultation draft of the Culture Strategy will also make the best use of London’s creative talent by commissioning both established and emerging artists to produce photographs, mini-plays, a poem, and a London weave fabric bookmark.

719 / 2003 - Capita PlC Sally Hamwee Oral answer

Can you let me know how often, as Chair of Transport for London, you met with senior representatives of Capita before February 17th, and how many times since February 17th?

720 / 2003 - Employment of Tim O'Toole Roger Evans

Can you detail the posts held by Mr O'Toole which you feel make him suitable for the job at London Underground?

Our extensive world wide search, which led to applications from every continent apart from South America, has allowed us for the first time to bring world class management experience to run London’s Underground.

Tim O’Toole is a proven business leader with a successful record of leading public and private entities. The leadership, legal, financial and transport management experience Mr O’Toole brings with him to the job is of the kind ideally suited to running the Tube. Indeed, the very nature of the PPP arrangements has required someone who can balance knowledge of running a public service with the skills and expertise needed to manage the complexity of the PPP contracts.

As the President and Chief Executive, Tim O’Toole led Conrail to its safest and most profitable year as a Class 1 US railroad in 1998. Mr O’Toole’s record is one that all Londoner’s can take confidence in as he guides the underground though this crucial period in its history.

721 / 2003 - Solving London’s housing crisis Mike Tuffrey

Is the target of bringing an extra 2,600 units of housing from the private sector back into use during 2002/03, agreed with the Empty Homes Agency, going to be achieved, and if not what is the likely number? In any case, given the high percentage of homes in private ownership currently empty compared to the council and social rented sectors, what steps are you taking to ensure more is done to ease London's housing crisis from this source?

The GLA carried out monitoring of boroughs’ performance against the London-wide target at the half year stage, 30 September 2002. At this stage, boroughs had returned over 2,000 empty properties to use as a result of action they had taken (79 per cent of the full year target). It therefore seems likely that the target will be achieved. Further monitoring against the target will be carried out by the GLA after the year-end.

The intention is to set a more ambitious target for next year, 2003/04, and this will be announced at my second annual empty homes event in June 2003.

The purpose of the annual empty homes event is to raise the profile of the issue of the wasted resource of empty homes in London and to bring together all the people who can help return empty properties in the capital to use. I will host the event jointly with the Empty Homes Agency.

The GLA are working with the Empty Homes Agency to highlight the issue of empty homes and to develop ways of returning empty homes to use, for example: - part-funding the London empty homes hotline, which members of the public can ring to report empty properties, - hosting the launch of the London empty homes week of action, - supporting calls for legislative changes, such as allowing councils to remove the council tax discount on second homes.

722 / 2003 - Future funding for the Tube Sally Hamwee

Is the Mayor satisfied that the government's commitment as to additional future funding takes the form of agreement to "review" the levels of grant? The agreement with the Government on future funding of the Tube is much more than an agreement to “review” the levels of grant. As noted in my monthly report to the Assembly, the agreement, worth in excess of £400 million, includes: - A freeze on fares in real terms; - Allowing Transport for London to carry over London Underground’s unspent grant from this year - thought to be £200 million; - Financial reassurance about the agreement to carry out works to increase Jubilee Line capacity, to be undertaken by Tube Lines, and the risks attached to it - about £60 to £70 million; - Reassurance that if LUL’s financial risk reserves become depleted then it is the Secretary of State’s intention that levels of grant should be reviewed in the light of the desirability of maintaining reserves at a level of up to £170 million; - In the event of major expenditure pressures falling to LUL in the next two years outside its business plan, then levels of transport grant should be reviewed and appropriate adjustments made; - In future Government Spending Reviews the Government intends to review Transport Grant in relation to London Underground, including in particular to take into consideration: - Unavoidable pressures under the PFI contracts - Appropriate provision for major enhancements - Payments due under the PPP in respect of working capital.

As a result there will be no deficit falling on London’s council taxpayers and fares will be restricted to the rate of inflation. For the longer-term the Government is committing to establish a clear framework covering a range of factors when it reviews and sets future GLA transport grant. 723 / 2003 - Congestion Charging and exemptions Lynne Featherstone

Why has it taken up to three months for people with disabilities to receive confirmation that they are exempt from the Congestion Charge

In a scheme of this size there will inevitably be some teething problems. To date the number of Blue Badge holders who have had their registrations processed for the 100% discount form the congestion charging scheme stands at just over 93,600.

The situation you mention is the exception and is not indicative of the process as a whole.

I understand that a small number of people may have encountered some problems during the registration process and TfL apologises to them. Nevertheless, TfL is constantly reviewing all the processes and systems involved in customer service delivery to ensure that all customers have their registrations and payments processed effectively and efficiently.

724 / 2003 - Holes Czar Sally Hamwee

What is the point, when TfL already have a Director of Street works, of appointing a ‘Holes Czar’? How much will this cost, and what exactly will this person do?

TfL does not have a Director of Streetworks; there is a Director of Operations, reporting to the Managing Director of Street Management, whose responsibility, among other things, is to carry out TfL’s own roadworks.

TfL is currently recruiting a Director of Traffic Management whose role will be to concentrate on keeping London’s traffic moving by reducing congestion caused by unnecessary streetworks. This gives them the opportunity to be flexible in focussing on the right areas at the right times. The Director of Traffic Management will be responsible for 3 things: 1. Real time management of the network, including monitoring and rapidly resolving disruption 2. Coordination of roadworks. In the short term through voluntary coordination between TfL, the boroughs and the utilities, and if that does not work in the next 6-12 months, a permitting system may be introduced by the Government, which would require changes to primary legislation. 3. Influencing and guiding road policy formulation and implementation to ensure that the right balance is being struck between different users, making sure the right decisions are being taken on bus lanes, pedestrian facilities and motorists.

In many ways, this is already a core part of TfL’s work in that managing the complexities of traffic in London that falls within TfL's remit. Traffic management however is becoming an increasingly challenging aspect fo TfL’s work as the network approaches saturation. The coordination of roadworks has been a joint responsibility between 33 boroughs, 190 utilities, and several different operating divisions of TfL. Coordination meetings have of course taken place, but there has not been real pressure in terms of postponing or cutting back works, and there has not been a single point of responsibility. So this is a new role that will require new focus from TfL as well as the other participants -- but we fully expect cooperation from the other parties since all of London will benefit from this.

With regards to cost, in the short term TfL will be working more efficiently with the resources available and will be increasing the focus on keeping London moving and improving road and streetworks coordination. It is therefore unlikely that there would be any significant additional cost. In the long term, the establishment of a permit system would involve costs although we are some way from establishing these at present as the primary legislation has not yet been drafted. 725 / 2003 - Nuclear Trains Inquiry Darren Johnson

Further to your response to the Nuclear Trains Inquiry in which you express your preference for a risk assessment to be co-ordinated at national level with strong London input, what discussions have you had with the various agencies about taking this forward?

I am not aware that any risk assessment procedures have been recently developed at the national level in respect of this issue. However, I would expect that London should be involved closely in the development of any risk assessment procedures particularly as waste from Dungeness, Bradwell and Sizewell is transported by rail through London. 726 / 2003 - DTLR study on the transportation of radioactive materials Darren Johnson

What discussions have you had with the Chair of the Environment Committee about whether there is scope for influencing the current DTLR study on the transportation of radioactive materials or carrying through a parallel or follow-up study?

I assume you are referring to the forthcoming Department for Transport study on Transport of Radioactive Material by Road and Rail. I have not yet met with the Chair of the Environment Committee on this issue. However, I would welcome the chance to discuss the relevant issues with her.

727 / 2003 - RADSAFE training Darren Johnson Have you had any discussions with LFEPA on whether all emergency services staff should receive RADSAFE training?

I have not held any detailed discussions with LFEPA on RADSAFE training as this would be an operational matter for the Commissioner of LFEPA.

However, I have been advised that the London Fire and Emergency Planning Authority routinely send appropriate personnel to these courses, however it does not consider that it is necessary for all staff to undergo such training.

The MPA have advised that officers from the MPS receive instructions on responding to incidents including radioactivity. Gold, Silver and Bronze officers (titles of functions related to role rather than rank) who would be involved in planning for, and responding to, such incidents receive appropriate strategic training. In addition, the Public Order Branch has led a series of practical exercises designed to test the London Resilience Team's capability to respond to a major catastrophic incident ('Capital Spring' and 'Capital Response', which were carried out during 2002, and Capital Focus' exercise will follow this year).

As you are aware I have also allocated extra resources to support the work of both the MPS and LFEPA in the London Resilience Committee (and London Resilience Team, which supports its work) to ensure that the emergency plans and procedures of London can stand up to different scales and types of threat.

728 / 2003 - RADSAFE exercise Darren Johnson What have you done to encourage London's emergency services to participate in a London based RADSAFE excercise?

I see London’s resilience and the emergency services ability to deal with any such threat as vitally important, it is for this reason that the GLA have representation at all levels throughout the London resilience structure.

I have been advised by LFEPA that they have with Radsafe, organised specific Radsafe training that have included tabletop exercises. These exercises involved all three emergency services and representatives from other London agencies that would be involved in a response, such as the London Boroughs.

All such exercises have been well received by participants and further London specific training for stakeholders is due to be held in October 2003.

I understand that LFEPA is currently in discussion with Radsafe about the holding of a major London Radsafe exercise in November 2003, which I support.

729 / 2003 - Employment of Tim O'Toole Roger Evans Can you provide full details of Mr O'Toole's pay and benefits package?

Can you provide full details of other candidates considered for the job?

Mr O’Toole will be paid £250,000 per annum and receive a performance related bonus. Provision is also being made for Mr O’Toole’s accommodation and relocation expenses, consistent with TfL policy.

It would be inappropriate to disclose the names of other candidates that applied for the job, particularly considering that many of those who applied may have a current job. I can, however, confirm that our search for the best candidate was extensive and resulted in applications from every continent apart from South America

730 / 2003 - Employment of Tim O'Toole Roger Evans

I understand that part of Mr O'Toole's package includes a performance related bonus. Can you tell me what level of performance he will have to achive to receive a bonus?

Payment of Mr O’Toole’s bonus is dependent on the achievement of annually set demanding performance targets which is consistent with the policy of other senior managers.

731 / 2003 - ALG Review of Emergency Preparedness Darren Johnson

What response have you had from the ALG, following your request for Anthony Mayer to write to them suggesting a review of emergency preparedness and the role of the boroughs in this?

In response to Anthony Mayer’s letter to the ALG, in which he made a number of suggestions about the development of the use of the local authority GOLD group, further work has been done establishing protocols and processes for use by the LA GOLDs. This will culminate in a meeting of borough chief executives to be held at the ALG on 10 March.

The meeting will be attended by Nick Raynsford and David Vaness.

Also, it will be addressed by David Weschler (Chief Executive of Croydon), who will impress upon them the importance of the GOLD role of the Borough Chief Executives.

The ALG continues to be represented on the London Resilience Forum. 732 / 2003 - Dagenham Heathway and Hornchurch Underground Stations Roger Evans

Bearing in mind the problems at Dagenham Heathway and Hornchurch Underground stations, do you have any plans to keep the stations manned or ensure a British Transport Police presence?

London Underground has not yet transferred to TfL and I have no powers to direct LUL in its relationship with the BTP. However, upon transfer of LUL, TfL will be working with the new Underground management team to look closely at all aspects of passenger and staff safety.

I have already signalled my intention to increase policing levels on London Underground by making provision for more resources in next year’s budget. I trust that – under TfL’s leadership – LUL and BTP will be able to develop innovative ways of policing the Underground in the same way as TfL and the MPS are doing in policing the bus system.

733a / 2003 - Iraq Darren Johnson Oral answer Following the historic peace March held in London on Saturday 25th February and the Prime Minister's continuing disregard for the overwhelming opinion that bombing Iraq is not the answer does the Mayor agree with Tariq Ali that it is time for Tony Blair to go?

733b / 2003 - Central Line Replacement Bus Services Roger Evans Are there plans to extend the Central Line replacement bus services into Central London?

TfL is not aware of any plans to extend the Central Line replacement bus services into Central London.

London Underground specifies these services. In doing so they liaise with London Buses, who procure them on their behalf. The services have been designed to link alternative rail routes with the Central Line and so avoid overwhelming any single alternative route - rail or bus. In Central London passengers have many alternative tube and bus services.

Several options were considered by LUL. The advantages and disadvantages of each were considered before any decision was made.

London Buses, London Underground and the bus operators meet every week to review what is happening. As people have become quite used to the routes, London Underground do not wish to make any changes to them.

734 / 2003 - Timing of Safety Work to A406 and Charlie Brown's

Roger Evans

Although I am pleased that TfL are carrying out safety work to the A406 and Charlie Brown's roundabout, it has created traffic chaos on roads already overcrowded with traffic due to the suspension of the Central Line? Why was the decision not taken to postpone it until the Central Line resumes service?

These works were always a fine balance between implementing urgent safety measures and disrupting traffic. The unfortunate incident and subsequent closure of the underground Central Line happened after the contractor had been mobilised to start work. TfL urgently reviewed the programme in view of the uncertainty at the time about when the Central Line would reopen and found that the planning window could have been missed if the works were delayed. The choice was therefore between delaying urgent safety works for an indefinite period or proceeding with them, albeit with more disruption than had been envisaged, but with confidence that traffic on the A406 could be kept moving. We decided to proceed with the works and events so far have vindicated this decision. There was indeed more traffic disruption than anticipated on day one (3 February), which was compounded by an accident in the M25/M11 area at the same time as the A406 slip road to the Waterworks Road was closed.

When it was known that the Central Line would not be reopened until further notice, TfL employed more resources in order to complete the job more quickly. The carriageway works were completed on the 14 February 2003, ahead of schedule, and the remainder is being carried out overnight or at off-peak times to minimise further disruption.

735 / 2003 - Derailments on Croydon Tramlink Roger Evans

How many derailments have occurred on Croydon tramlink since July 2002? Is there an underlying problem with the equipment which is resulting in these derailments?

Since June 2002, 5 derailments have occurred on the Tramlink system. With the exception of those in the depot, there does not appear to be an underlying trend.

The depot derailments appear to be a function of running at very slow speeds, small radius points and the wheel flanges tip profile, which are square rather than tapered. This appears to make it easier for the wheels to climb the depot switch blades at low speeds. Additional track lubricators have been installed to help overcome this problem and Tramtrack Croydon Limited is investigating re-profiling the flanges to provide a tapered section.

736 / 2003 - Fifth Terminal Heathrow Tony Arbour

In the light of the fact that there will be an estimated 5000 construction workers employed on building T5, will the Mayor ensure that the GLA use its authority to encourage members of the GLA family and the Government, to make provision for helping the London Boroughs of Hounslow and Hillingdon prepare and cope with the impact that these workers will have on their infrastructure?

The LDA is supporting partnership activity to maximise employment for local people. Via the Heathrow Skills Forum the LDA is planning to support Small to Medium Sized Enterprises to exploit additional trading opportunities during the construction period. This will also cover accommodation, although expected necessary capacity within the Borough will be minimal.

TfL, through London Buses, is currently formulating ways to increase bus capacity so as to accommodate the workers transport needs.

737 / 2003 - Jolly Waggoner's Roundabout, Hounslow Tony Arbour

What progress has been made on improving safety and access to the roundabout to help local residents?

The study for improving the Jolly Waggoners roundabout has been completed. The main recommendation was to introduce traffic signals at the roundabout and it is our intention to begin work on the detailed design in the next financial year. The proposed scheme will include better facilities for both pedestrians and cyclists.

In the interim additional signs on the roundabout to reinforce the lane markings will be completed by late spring.

738 / 2003 - Sub-Post Offices Tony Arbour Given that you have been campaigning to keep post offices open in London, have you managed to stop any single proposed post office closure anywhere in London?

I am concerned about the impact of the closure of post office branches on local communities.

On a number of occasions, when local residents have appealed to me to try and help prevent the closure of sub-post offices, I have written to the Post Office Ltd to raise the concerns of the residents about closing down the branch.

As far as I am aware, in none of the other cases have my representations prevented the closure of the post office branch.

739 / 2003 - Merging Fireboat Service with River Police Tony Arbour What progress has been made on merging the fireboat service with the river police?

There have been several reviews on the possibility of merging these services, both internally by LFEPA and by external consultants on behalf of the Maritime Coastguard Agency.

However the conclusion reached by the reviews, was that the roles and responsibilities of the two river boat services were so significantly different in both their statutory and functional requirements that amalgamation was neither desirable nor efficient.

Whilst there are currently no plans to change the service, the performance of both services are regularly monitored by LFEPA and MPS, including any joint operations with other agencies.

740 / 2003 - Responses from the Mayor's Office Angie Bray

Why has the Mayor not replied to the students of the City Guild College Union who would like their old charity car made exempt from the congestion charge? When is the Mayor intending to reply to the students? Is the Mayor also aware that the tardiness of his Office in responding to Londoners inquires is tainting the image of the GLA?

A response to this letter was sent to the students of the City Guild College Union on 29 November 2002. I do not understand why this has not been received. However, I have arranged for TfL to send a further copy of the letter to the College.

741 / 2003 - Removal of Illegal Obstructions Angie Bray

Following on from Question 500/203 at the last MQT, can you please tell me the form in which TfL records the removal of illegal obstructions? Can you please also tell me how many have been removed by TfL?

This year Transport for London is increasing the level of street clutter enforcement and intends to prosecute the most persistent offenders. An electronic database will record details of all illegal obstructions placed on the footway. This will be updated weekly and will record responses to requests for removal and the outcome of prosecutions. The database will be fully operational by April 2003 and it is expected that useful statistics will be available by August 2003.

Since the initiative to remove unlicensed obstructions was launched in November 2001 there have been no prosecutions. 742 / 2003 - Crossrail Richard Barnes

Given that funding has not been identified for Crossrail, do you believe that it is ever going to happen?

I am confident that the Crossrail team will shortly be announcing a preferred option to take forward for Crossrail 1 and that this will be supported by Government. Until that has happened I would not expect funding for the proposal to have been identified. Once a preferred option is agreed, the costs and benefits of the proposal can be refined and greater effort put into identifying potential sources of funding. 743 / 2003 - Match funding for North London Line improvements Jenny Jones

When will LondonRail be allocated funds to commit to improvements to the North London Line, given that the SRA is reportedly prepared to match funding?

Will LondonRail be asking for assurance that new, longer trains for the North London Line are capable of carrying bicycles to continue the current service?

Following conclusion of the London Rail Partnership agreement with the SRA TfL London Rail are now working on defining a set of proposals to put forward to the SRA for jointly funded improvements to the NLL. It is important to note that no SRA money has yet been identified for this work and any joint-funding initiatives will have to be supported by robust business cases. Once viable projects have been identified for this line they will be considered for funding in the normal way. However TfL are in discussion with the train operator to examine support funding of station improvements which would be introduced this year.

It is likely that any development proposals for increases in services or length of trains on the NLL will have to be accompanied by the introduction of new rolling stock. TFL’s London Rail Directorate intend to work with the relevant train operators to ensure the specific needs of passengers on this line are taken account of where new rolling stock designs are being considered.

744 / 2003 - Party in Trafalgar Square Graham Tope What evidence does the Mayor have that London taxpayers want to support his Trafalgar Square re-opening party to the tune of £210,000?

The pedestrianisation of the north-side of Trafalgar Square and creation of a magnificent new central staircase is a major change to the face of London, improving access to the Square, enhancing the attraction of the Square and surrounding architecture and creating a dynamic space in the heart of historic London. This World Squares for All project has involved investment of some £25m in this major London landmark by the GLA group and its partners.

Public interest in the project has been extremely high, as has support for the pedestrianisation.

Given this level of public interest and the scale of the works involved, it is entirely appropriate that London should celebrate another improvement to our great city. The event we are planning is to re-launch the Square and open the 2003 Summer programme of cultural events on the Square, which will enhance and enliven this space for Londoners and visitors alike.