GREATER LONDON AUTHORITY London Assembly

14 January 2004

Subject: Written Answers to Functional Bodies Question Time Transport for London

2 / 2004-Cycle and pedestrian pathway, Addington Village Andrew Pelling What budget provision has been made for the introduction of a widened cycle and pedestrian pathway from Addington Village to the bottom of Gravel Hill and then on upwards by the side of Addington Park up to the entrance to Addington Palace?

TfL has allocated £60k to the London Borough of Croydon for these works in 2003/04 financial year from the LCN+ budget. This amount comprises £30k from the original allocation and an additional £30k transferred from anticipated underspend on another scheme in the borough.

Improvements proposed by the borough include widening the path to provide a 2m wide footway with an adjacent 2m cycleway, safety improvements at a tramlink crossing and enhanced signing and road markings.

3 / 2004 - Coulsdon Inner Relief Road Andrew Pelling Oral How are matters progressing with the Coulsdon Inner Relief Road/Coulsdon Answer Town Centre Improvement scheme?

4 / 2004 - Phasing of traffic signals Andrew Pelling

The phasing of the new traffic signals at the junction of Beddington Gardens and A237 Woodcote Road, Wallington has been incorrectly set since the signals were first installed, causing severe traffic congestion in the immediate area. I am informed that the Head of Transportation at Sutton Council has contacted TfL on several occasions asking for the phasing to be adjusted, to no avail.

When can we expect TfL to carry out the adjustments required to the phasing of these traffic lights?

TfL regrets that the original request for a modification to the lights was overlooked. When Sutton Council brought this to TfL’s attention other commitments delayed the design work necessary to make the change.

However, the necessary designs have now been completed, and have been sent to the controller manufacturer to be configured. The manufacturer has promised that they will try to have the new configuration returned to us for testing as soon as possible. Assuming it passes the test TfL intends to install it on site during the week beginning 19th January.

1 5 / 2004- Easing congestion at East Croydon/NLA roundabouts Andrew Pelling

What role is there for the GLA family in easing the snarl-ups at the East Croydon/NLA roundabouts where many bus passengers find their journeys inordinately delayed by the capacity and signalling problems there, where the tram gets the fullest priority?

Are bus passengers worth less than tram passengers?

The London Bus Initiative has examined the NLA Tower junctions under the Route 119. The study examined options regarding signal timings as well as general intersection geometry and turning movements. The available road widths do not allow for significant modifications to the geometry of the junctions to improve capacity or bus priority.

The powers afforded to Tramlink provide absolute priority to trams at this location through the signalling timings. I understand many users of Tramlink value it because it is speedy and reliable, which is of course a reflection of the priority it receives at the junction.

Continued development in the area does nothing to reduce traffic congestion and delay at this locality, and therefore TfL is strenuously making representations to limit the provision of parking in new developments in this area. In the longer term, the Post Office, on the north west corner of the NLA Tower junction is expected to come up for re-development. This may provide an opportunity for improved bus routing through the junction.

The aim is to strike a balance between the needs of different road users, as is stated in the Transport Strategy. GLA and Croydon Council support for low/no additional development parking in the area, would help to protect bus journey times through this area.

7 / 2004- Integrated connection between West Croydon rail and tram stops Andrew Pelling

What stands in the way of a more integrated physical connection between the West Croydon rail and tram stops?

A Feasibility Study undertaken by LB Croydon and TfL identified various redevelopment schemes with improved interchange at West Croydon. In the interim period it has been suggested that the creation of a new station entrance adjacent to the tram stop would be useful first.

Croydon, with assistance from TfL, plan to appoint consultants in 2004 to work with all stakeholders to resolve these issues and aim to produce a detailed design later this year.

8 / 2004- Raising platform heights at Waddon and West Croydon railway Andrew Pelling

What can the GLA family do to apply pressure to get the platform heights raised at Waddon and West Croydon rail stations so as to make it easier for the disabled or those with children in buggies to alight or join the trains there?

Regrettably, there are still a number of stations, within the GLA area, that are “out of compliance”, with platforms being too low for easy access and egress from trains. It is the responsibility of the rail industry (Health and Safety Executive, Network Rail and the Train Operating Companies) to undertake the necessary works to solve this issue, but to do so would require substantial investment and considerable inconvenience to train services and station users whilst the work was taking place. In the longer term, in line with Rail Vehicle Access Regulations, all rolling stock will be modernised, or built to upgraded specification, to permit easier access to all trains for the disabled passenger, and for those with buggies. Stations, and platforms, will be modernised as part of that initiative.

9 / 2004 - Stratford Jenny Jones Oral What comments have TfL given to Newham council in response to the proposal Answer to have 10,000 car parking spaces as part of the new development at Stratford? Do TfL feel that this excess of car parking is an appropriate use of land around the biggest, most modern transport interchange in East London? Have TfL offered to work imaginatively with the developers on alternatives to such a car orientated approach, with free cycle courier delivery for shoppers to the surrounding area and car sharing clubs for the new residents?

10 / 2004 - Crossrail Jenny Jones

Are TfL involved in discussions on the Crossrail route which involves building on Maylands Field, in Havering (Essex) - an SINC designated site on the River Ingreborne? Can you guarantee that Crossrail will not threaten this area?

The Crossrail project will provide a major new rail link for the Capital, utilising a new fleet of trains. A number of depot sites are under consideration, which would provide the facilities needed to clean and maintain these trains.

One site that has the potential to be a depot location for Crossrail Line 1 is in Havering, close to Maylands Field.

Cross London Rail Links Ltd, as the developer of the Crossrail project, is in contact with the local authority and other stakeholders, regarding the possible options for train depots. This is a key element in the initial consultation process for the scheme, so that alternatives or mitigation measures can be considered if the project receives approval.

Any final proposals made will be subject to the statutory approval process.

14 / 2004 - Cheam High Street no right turn Andrew Pelling

We have another no right turn proposal in the borough of Sutton that is stirring up controversy. This time it is in Cheam, with a no right turn into the High Street. What value is there in this no right turn proposal?

This proposal is part of a scheme to improve the current sub-standard pedestrian facilities at the busy A232/A2043 crossroads in the centre of Cheam village. Changes to the junction layout are necessary to achieve the desired improvements, which affects the signal operations.

The banned turn (right from Station Way to High Street) has been proposed to prevent the small number of vehicles that presently do this manoeuvre (1 or 2 per signal cycle) from obstructing the far higher north/south straight ahead movements that operate within the same signal phase.

TfL expects to make a decision on the proposals, following the recent consultation, shortly.

15 / 2004 - Changes to bus services affecting St Helier Andrew Pelling

Changes to the N44 and N155 bus routes have an adverse impact on St Helier: 1) St Helier Hospital, a vital 24 hour facility, no longer has a night bus service. The nearest bus will be N44 from Rose Hill that is approx a 10 min walk. 2) Residents of the majority of the St Helier estate lose a night bus service. In particular, residents living around the Carshalton college area of Carshalton will now have to change buses in Sutton; in addition the N213 is approx a 30 min walk away. 3) Sutton and Rose Hill have lost a direct night bus link to Morden. It is possible that a percentage of Morden residents would be happy to use the new improved N44 if only they could use it. If anyone wants to travel from Sutton to Morden, they must either catch bus N213 then N93 OR catch N44 to Tooting, and catch N155. Both results add a significant time onto what is normally a short journey.

What action can be taken to mitigate this loss of service?

Could bus route 157 become a 24 hour route serving many thousands of residents between Wallington and Rose Hill that are within a 10 min walk of the 157 route?

Overall, the night bus scheme introduced in the Sutton area recently produced far more passenger benefit than disbenefit. Very few trips were made on the sections that lost their night bus service, so only a limited number of links were broken. For example there were only about 15 trips a week night to/from Carshalton made on the N44.

In devising the scheme, including the extension of route N213 to provide the long requested night link between Sutton and Croydon, London Buses examined many options. These included the possibility of introducing a new N154 or N157, mirroring their day services. However these did not produce enough benefit to justify their cost.

4 18 / 2004 - Workplace Parking Levy Darren Johnson Oral Given that they are preparing to introduce the workplace parking levy in Answer Nottingham do you still believe it is not feasible for London?

19 / 2004 - Orbi-rail Darren Johnson What is happening on orbi-rail?

The establishment of a “round-London” rail network, or orbi-rail, remains a key objective. It will provide Londoners with more journey opportunities and will relieve congestion on other rail routes, Underground services and roads.

TfL has provided support to enable an increase in the number of trains on the North London Line during the evening peak period, Saturdays and, on the Barking to Gospel Oak route. To the west of London, two new stations are planned to open later this year with additional train services in the peak periods from Clapham Junction to Olympia. The other major element of “orbi-rail” is the work being undertaken to progress the improvements to the East London Line. This new route will not only help regenerate deprived areas of East London, but will also allow passengers direct services from Highbury and Islington, on the North London line, to New Cross, W Croydon and Clapham Junction in the south of London.

20 / 2004 - Crossrail Lynne Featherstone

Before Christmas you described Crossrail as “hanging by a thread”. In the light of your discussions since then (especially with the Montague review) have you changed this pessimistic view?

The comment referred to Corridor 6 (Richmond & Kingston option) rather than the Crossrail scheme as a whole.

There is no doubt that London needs Crossrail. Londoners say so, businesses say so, and the Government says so. However, the Government is naturally concerned that the schemes affordability, fundability, and deliverability is carefully reviewed. This is the work that the Montague review is carrying out and I believe that Adrian Montague fully understands the need for the scheme.

All current indications are that the business case submitted by CLRL last year is sound, and that given appropriate support, both financially and politically, the project should become a reality. London needs Crossrail, and we all need to press for a swift decision by Government to achieve Bill submission, and eventually the opening of this strategic service.

21 / 2004 - Windfall gains for bus operating companies Lynne Featherstone

What action are you taking to prevent bus operating companies from making windfall gains because the Congestion Charging Scheme has improved the efficiency of their operations?

Bus operating companies have not made windfall gains from the introduction of Congestion Charging. Congestion Charging has led to faster journeys and more reliable bus services, and this improved efficiency continues to benefit the growing number of people who are using the bus network. Resource levels on each route are regularly reviewed and negotiations take place with the bus companies when mid-contract changes are required. This ensures that savings can be invested back into the network.

22 / 2004 - Bus schedules Lynne Featherstone

Traffic reduction in the Congestion Charging Zone has meant that bus journey times have been considerably shortened. Bus drivers are having to wait at stops to comply with their timetables. When can we expect to see revised schedules?

Revised schedules have already been introduced on some routes where journey times have become shorter, and similar changes are planned for other routes in the future. Schedules on all routes are frequently reviewed and these will continue to be revised when consistently shorter journey times, or other factors that require revised schedules, are identified.

Bus operators have been reminded that their obligation, for which, under the Quality Incentive Contract regime there is a financial benefit to them, is to provide a reliable service, which means service regularity. I want this rather than schedule adherence; and London Buses will identify, and benefit from, cost savings due to resource savings where regular operations can be achieved with fewer resources. As passenger growth is over 12% year on year, much of the saving in resources are likely to be redeployed to provide extra services to cope for the additional passengers generated due to the increasing attraction and reliability of the bus service.

23 / 2004 - Crossrail and infrastructure financing

Mike Tuffrey

What progress have you made in talks with the Government about securing finance for the Crossrail project by schemes to recoup a proportion of the increase in land values of properties close to the route of Crossrail? Why is the government proving so slow to adopt funding mechanisms more widely, which are tried and tested in the USA?

We have been discussing with Government various proposals for altering the way land and property taxes are levied to allow the Government to recoup a proportion of land value increases that result from transport improvements. We have specifically discussed these proposals in the context of Crossrail. The power to levy or revise property taxes lies solely with the Government and it is for them to decide when they wish to bring forward legislation on this issue. We have been advocating land value increase capture as a means of increasing the available funding for transport.

6 24 / 2004 - Transport Consultations

Sally Hamwee

At Mayor’s Question Time on 17 December you made it clear that you viewed the consultation on your proposals to extend the Congestion Charging Zone as a necessary legal formality but that you were already minded to take the proposals forward. Does this view extend as a principle to all Transport for London’s consultations?

Transport for London is committed to complying with all of our legal obligations to consult. Under our consultation policy, we will go beyond our legal obligations where: • It will help us make better-informed decisions • It is practical and affordable • We have learnt what we can from research, complaints and suggestions.

Where we have already decided on the outcome, we do not consult.

The consultation policy contains five principles. Public consultations will be: • Focused and timely • Accessible and targeted • Informative and accountable • Timed appropriately • Honest and fair

Following consultation on the Mayor’s Transport Strategy and on the central London congestion charging scheme, a significant number of changes were made to the scheme, for example, the hours of operation were changed, and higher charges for lorries were dropped.

Specifically, in relation to consultation on a proposed western extension, TfL and the Mayor are committed to open and comprehensive consultation with the public and key stakeholders.

The first stage of consultation on the proposed western extension with the GLA Functional Bodies and London Assembly Members finished on 10 December 2003. TfL are currently preparing a report on the representations to assist the Mayor decide whether or not to proceed with a public consultation on the proposal, with or without modifications. Should the Mayor decide to proceed, the public consultation is likely to take place in February 2004.

These consultation stages will enable TfL and the Mayor to understand whether there is ‘in principle’ agreement for the proposal. If there is support for an extension, there would be further consultation in the autumn 2004 on the detail of any proposed scheme, for example, the hours of operation, discounts and exemptions etc.

25 / 2004 - Evictions

Mike Tuffrey

You have frequently rejected suggestions that there is a ‘black hole’ in Transport for London’s budget. Is it therefore really necessary for Transport for London to be evicting elderly residents from the homes they have lived in for half their lives?

The properties in question were inherited by TfL upon its formation, having originally been acquired by our predecessors for a road improvement scheme which was later scrapped. The properties are therefore surplus to TfL's operational requirements and as TfL is not a Housing Authority it has no locus to continue to hold them.

TfL is under a statutory duty to obtain best value upon the disposal of its surplus assets. With residential properties, in most cases we can meet this requirement by disposal to Housing Associations or other Registered Social Landlords subject to the existing tenancies but in a very few cases, where the properties are of greatest value for redevelopment, it is unfortunately necessary for us to seek possession from the existing occupants if we are to meet our statutory duty.

In these few cases, we give the occupants as much notice as possible and do everything that we can to treat them sympathetically. We work closely with the occupants to understand their circumstances and needs to enable us to assist them in finding suitable alternative accommodation well before we need possession.

26 / 2004 - Oxford Street Lynne Featherstone Can you explain in detail what work has been carried out by Transport for London about the costs and feasibility of running a tram down Oxford Street?

TfL has not been asked to examine the question of a tramway running in the Oxford Street corridor. Accordingly, TfL is exclusively focussing its resources on developing transit schemes in Greenwich, East London, the West London Tram, Cross-River Transit and the Croydon Tramlink Extensions. At the moment it is essential that resources are directed to delivering these schemes rather than to investigating a whole range of other ideas.

27 / 2004 - East London Line Extension Lynne Featherstone When do you expect a Ministerial decision to be made about the future of the East London line extensions?

As you know, the project was supported in the Labour party manifesto, and I jointly launched work on it with the then Secretary of State for Transport Stephen Byers, and the Chairman of the SRA Richard Bowker as long ago as December 2001. Whilst it was clearly unhelpful to lose a year through the unsuccessful legal challenge, that problem has now been overcome.

In July 2003, the Department for Transport endorsed the project. Therefore, whilst I do not have a firm timetable from Ministers, I have no reason to think there will not be a positive final decision from Government on the project shortly.

8 28 / 2004 - Customer information on buses Lynne Featherstone What progress has been made by TfL London Buses in enabling bus operators to manage buses and give passengers accurate real time bus information by the use of global positioning satellite technology?

Future business requirements for the current Countdown and Automatic Vehicle Location (AVL) systems have been identified following consultation with key stakeholders. TfL has also undertaken a review of the new technology which is available that would best meet these business requirements. Current trials underway include:

• The use of GPRS/GPS systems in association with the bus operator Arriva • Providing the current Countdown system with GPS data

Further consultation will take place with key stakeholders during January 2004. Depending on the results, TfL would expect to award a contract for the provision of a GPS system by the end of June 2004, subject to funding in 2005/6 and beyond.

29 / 2004 - Parking for powered two-wheelers Graham Tope What plans do you have to improve parking facilities in London for owners of powered two-wheelers?

TfL is directly responsible for the designation of parking spaces on the red route network (which accounts for 5% of London's roads). It has provided parking spaces for motorcyclists in appropriate locations on the red routes and will consider requests for additional provision where there is demand and it is practical. In several of these locations motorcycles may secure their machines to dedicated metal railings to help reduce the incidence of theft.

On other roads, it is for the boroughs to weigh up competing parking needs and make provision accordingly. TfL has engaged the Transport Research Laboratory (TRL) to undertake a survey of demand and supply for motorcycle parking within central London, which is the area of focus for most enquiries/requests. This work will be completed in the spring and will identify areas of stress where boroughs may consider amending the balance of parking supply in favour of additional provision for motorcycles. TfL is prepared to consider funding borough motorcycle parking improvements through the Borough Spending Plan process.

Owing to the limited supply of on-street parking space, boroughs are also looking at providing improved facilities for motorcycles in public car parks, and I welcome these initiatives. For example, the Corporation of London provides free parking spaces for motorcycles in its car parks. Through the development of the London Plan and Borough Unitary Development Plans, there is also an increasing recognition of the need to consider the provision of motorcycle parking in development proposals.

30 / 2004 - Spending Priorities Mike Tuffrey Given that your consultation budget is based on assumptions about the future level of government grant and you yourself have admitted that "clearly we won't get all of it", will you provide a copy of your full "wish list" in priority order?

If the Government does not provide the full amount of money London needs, TfL will have to make hard choices.

Our first priority would be to maintain the current transport network (including current bus service levels), having delivered the efficiency improvements included in the Business Plan. The second priority would be to maximise transports contribution to allowing the optimal pattern of sustainable growth in employment and housing, meeting the needs of the anticipated additional population (over 700,000 by 2016).

More detailed prioritisation will not be possible until the amount of government grant is known and what requirements for how it is spent, if any, are placed on TfL.

We are keen to hear what the priorities of Londoner’s are, but would urge those who support the SR2004 campaign to focus their efforts on lobbying Government to provide additional investment in the Capital’s transport system. If London is seen to be united in this campaign, and individual priorities are put to one side, we stand our best chance of getting the funding London needs.

31 / 2004 - Underspend Oral Answer Mike Tuffrey Why is there an underspend of £140million in London Underground's budget? Why hasn't this money been spent on vital improvements to the London Underground service?

32 / 2004 - Westward Extension of Congestion Charging Oral Answer Lynne Featherstone In view of the likely shortfall in the Transport for London budget in 2004/05, and the possibility that the Government will not be persuaded to cover it, do you feel that the £100 million cost of the westward extension of the Congestion Charging Scheme is high on the list of your priorities?

33 / 2004 - Walking and Cycling Graham Tope Can you explain why walking, cycling and the development of individual travel plans are of relatively little interest to you as a transport planner? Has serious cost/benefit analysis been carried out at senior levels in Transport for London to determine whether such measures could deliver traffic reduction, especially in outer London, at much lower cost than expensive infrastructure projects?

Comprehensive work has been undertaken by TfL looking at the value of walking, cycling, travel plans and other related measures such as individualised marketing, safer routes to school and car sharing. This work examines the benefits of these programmes in achieving a shift away from the car use to walking, cycling and public transport and what this means for traffic flows during the peak hours. The work is based on available evidence from schemes within London and other parts of the UK, with input from external parties who are working for the Department of Transport on a similar analysis at a National level.

It is unfair to suggest that these subjects are of little interest to TfL when considerable resources are devoted to their introduction. Within the 2004/05 Business Plan, over £19million is dedicated solely to walking, cycling and travel plans and this does not include the benefits that will accrue from related programmes of work such as area based schemes (£14.2million) and safer routes to school (£6.5million).

What our analysis has clearly shown is that promoting walking, cycling, travel plans and other related measures cannot work in isolation. The benefits that can arise from these initiatives must be ‘locked-in’ through accompanying measures to deter induced traffic, such as parking controls and congestion charging. Furthermore, such measures can only work effectively if there is appropriate infrastructure in place to support the promotion of walking, cycling and public transport usage.

34 / 2004 - Track and Signalling Upgrades Lynne Featherstone What negotiations have taken place with Metronet and Tube Lines about increasing the efficiency of their track and signalling upgrades so that Londoners can gain service improvements sooner?

We have not had discussions on this topic. As the project work is brought forward, we shall investigate whether these are opportunities for accelerated work without too much network disruption. These discussions will have to be addressed in the context of other issues, such as late night running and closures already scheduled.

35 / 2004 - London Underground Customer Information Graham Tope How useful are service updates on wipe-boards at stations when they don't reflect reality? What is London Underground's definition of a 'good’ service? What mechanisms are used to ensure up-to-date and accurate information is circulated on boards, platform announcements, the TfL website and London radio and television media?

The intention is that these boards at all times provide an accurate snapshot of the current network service.

LUL defines a “good service” as one running to timetable or with variations that do not constitute barriers to overall reliability. We describe service as “good” even though trains may have been cancelled if the interval between trains has increased only temporarily. The aim is to distinguish between minor variations and delays that should be factored into choosing a different route of travel.

Mechanisms used to cascade information are:

• Breakdown Broadcast Messaging Service • Telephone Calls • Pagers • Software systems to update off-system customers via Travel Alerts, LUL/TfL web sites, radio, Teletext, TOC’s.

We have a programme of work to improve process, coach staff and optimise use of technology.

36 / 2004 - Cycling / More London Sally Hamwee What steps are you taking to resolve the conflict between More London and the London Cycle Network about the use by cyclists of The Queen’s Walk? Does it not make a nonsense of signposted cycle routes if landowners can ban cyclists from using their cycles?

The legal position and status of the Queen’s Walk regarding cycling is complicated – steps are being taken to clarify the position.

Queen’s Walk was proposed as a London Cycle Network route and was shown as a signed cycle route on the first edition of the London Cycle Guides.

However, Queen’s Walk is not part of the LCN+ cycle network, which has been identified as the priority for investment. The LCN+ route is along the alternative route of Tooley Street that runs parallel to Queen’s Walk to the south.

Queen’s Walk will not be included in the second edition of the London Cycle Guides as a recommended cycle route.

It remains unclear as to whether cycling is banned on Queen’s Walk and whether the landowner has powers to enforce a ban. TfL's Cycling Centre of Excellence are working with London Borough of Southwark to resolve these issues. It is a matter for the planning authority to ensure proposed cycle routes are embedded in the rights of way that are identified in planning agreements with developers. 12 37 / 2004 - Quality of Service Oral Answer Jennette Arnold Does TfL provide sufficient customer driven services? Especially with respect to London Buses?

38 / 2004 - Congestion Charging John Biggs What plans do you have to improve the operation of congestion charging?

The operation of congestion charging is under constant review. TfL and Capita, the main service provider for congestion charging, are working to ensure that improvements continue to be introduced.

Significant improvements to the customer experience have been delivered as a result of the Supplemental Agreement to TfL’s contract with Capita, concluded during the summer 2003, with further improvements due over the next 3 months. A tougher line is being taken with the small minority of motorists seeking to avoid paying the congestion charge alongside improved data management and processing of payments, representations and appeals. Capita will only benefit financially if their services are at satisfactory levels.

In addition to responding to issues raised by the public, TfL continues to be in close dialogue with the various congestion charging interest groups with a view to improving the operation of congestion charging. For example, ongoing discussions with freight operators and businesses have led to improvements in the fleet schemes.

Consultation on a number of further variations to the Scheme Order is planned to commence in January 2004.

In the longer term, TfL has begun trials of more sophisticated charging technologies that could allow more flexible payment systems for customers.

39 / 2004 - East London/Greenwich Waterfront Transit

John Biggs

Are East London Transit and Greenwich Waterfront Transit Intermediate Mode schemes serious transport proposals representing a step-change in Bus transport, which if it works will seriously challenge the tram as a better value high frequency, high reliability service or, as a result of trimming and 'cost- engineering' are they becoming merely an ordinary bus service with a bit of extra bus priority which will not deliver the promised benefits?

The East London Transit and Greenwich Waterfront Transit schemes are serious transport proposals that will provide attractive and cost-effective public transport systems that cater for current and projected passenger demand levels in the Thames Gateway development area. The key to their attractiveness (to both existing and prospective passengers) will include their speed, reliability, quality of service and supporting infrastructure, and their integration with other transport facilities. Both schemes are being planned to deliver these benefits, which are common with the benefits of trams.

There’s much more to the projects than “a bit of extra bus priority”. The levels of segregation and junction priority, particularly in development areas, can be much greater than conventionally available. However, all aspects of the service quality are being targeted, including vehicles, stop design, access arrangements to key town centres, passenger information, together with dedicated branding and marketing of the services. 13 40 / 2004 - National Rail Improvements John Biggs What National Rail Improvements have you secured during your Mayoralty?

There have been many improvements to National Rail services and stations.

In terms of service provision for Londoners, the Overground Network (ON) was launched in September last year. It is a fundamental element of TfL London Rail policy to provide a “turn up and go” service on all routes. The pilot schemes were introduced in South London, during the off peak period, between Waterloo and Teddington, Victoria and Croydon and between London Bridge and Dartford. On this last route, the concept was extended into the evening period. On the Barking/Gospel Oak route, a later “last” train has been introduced on Monday to Saturdays and a full Sunday service has been introduced, from this month. Further ON routes will be introduced, in December this year, between Waterloo and Hounslow, Sutton and West Croydon, London Bridge and East Croydon and a further route between London Bridge and Dartford.

TfL London Rail are funding improvements to the security of Londoners by the installation of CCTV on the North London Line/Watford DC Line and, commencing later this year, on all suburban rolling stock on South West Trains (SWT).

Other initiatives include improvements to passenger facilities on stations on SWT, South Central and North London Line, with particular attention being given to the security of passengers.

Finally, TfL London Rail funded free services to a wide range of destinations on New Year’s Eve, throughout the night to ease the journey home for those celebrating the New Year in London. Initial passenger statistics indicate a healthy usage of these trains to all stations in London.

41 / 2004 - Routemasters

John Biggs

Will there be a new routemaster? Or do you think Londoners will come to love their modern buses?

TfL is in constant discussion with the vehicle manufacturers regarding design of new vehicles, and is actively encouraging manufacturers to look at designs which will make vehicles even more accessible and attractive to all passengers. They will not, however, have an open platform like the Routemaster, as product liability would prohibit design or manufacture.

There is every indication, through market trends, correspondence and telephone calls with passengers, that Londoners are already very pleased with the modern, fully accessible buses that have been introduced over the last few years. A number of significant improvements, including the introduction of bendy buses, has led to a step change in the perception of and use made of the bus network.

42 / 2004 - 603 Bus John Biggs How are you dealing with local concerns about the routing of a new 603 bus service along Southwood Lane in Highgate? Do you share the concern of local Labour Party members that we should pause before implementing this scheme?

London Buses consulted with the residents of Southwood Lane, and took on board the concerns raised. London Buses took the decision not to route the 603 along Southwood Lane, so buses will instead operate via Fortis Green, East Finchley tube and North Hill. This was communicated to those who responded to consultation on 19 December 2003. The service will of course still continue to link Muswell Hill, Highgate Village, Hampstead and Swiss Cottage. Since the concerns of the Southwood Lane residents have effectively been resolved, I see no reason to pause before introducing this service. London Buses introduced the 603 on 12 January 2004.

43 / 2004 - A13 between Canning Town and Dagenham John Biggs Does the Mayor welcome the benefits of the new A13 between Canning Town and Dagenham even though under his transport policy it would not have been approved or built? Will he support a thorough review of the benefits and disbenefits of this scheme and could these help to advise a future revision of the transport strategy?

The A13 DBFO scheme between Canning Town and Dagenham is still under construction. It is not true to say that it would not have been built or approved under my Transport Strategy. Policy 4G8 states that road proposals will be assessed against criteria which include, inter alia, “contribution to London’s economic regeneration and development”. The A13 provides access to the largest regeneration area in London.

It is general practice to review a major road scheme on completion. The A13 DBFO scheme will be subject to an extensive ongoing monitoring programme that will be used to assess payments to the operating company.

44 / 2004 - Thames Gateway Bridge

John Biggs

Is the Thames Gateway Bridge at risk of getting stuck again, as a result of Government concerns about its benefits and costs? What if this is the case are you doing to unblock it?

No. Government has given support of £200 million of PFI credits towards the capital costs of the Thames Gateway Bridge.

The full development and construction cost of the bridge will be met jointly through TfL, a toll on cars and commercial vehicles using the bridge and the £200 million of Government PFI credits. The bridge will be constructed and operated by a private sector company in partnership with TfL, using a PFI structure.

45 / 2004 - Whitechapel Station ‘Interchange’ John Biggs Do you support my view that Whitechapel Station is totally inadequate as an interchange? Given the uncertainties about Crossrail, are there steps that can be taken in the shorter term to improve its layout and accessibility?

Whitechapel station, like many others, suffers as an interchange because of its age. However, my Interchange Plan (2002), did not identify it as one of the 108 highest priority interchanges for investment.

4 different programmes should however deliver pre-Crossrail improvements at Whitechapel:

• PPP contract modernisation works by 2008 • Step-free access programme by 2009 • PPP contract reconfiguration of District/H&C platforms for journey time improvements by 2012. (All these are currently being assessed to better integrate the different programmes, which are closely inter-linked and dependent) • East London Line extension integration/capacity works (integrated with the above programmes as far as possible)

CrossRail itself will have a very significant effect on the station’s layout and interchange. Again LUL is working with Crossrail to ensure that interchange between the new line and the existing lines is optimised and that sufficient capacity is provided.

Given the number of different programmes that interface here, there is clearly a need to ensure good co-ordination between them to ensure no duplication of effort or wasted investment.

46 / 2004 - Town Centre/Pedestrian Circulation Improvement Schemes John Biggs How much TfL money will be spent in future years budgets on town centre and pedestrian circulation improvement schemes? If the view is developing that these are not really appropriate for predominately transport spending what other sources of funding do you envisage filling the gap and how will this affect previous business plan targets for delivering such schemes?

TfL do indeed view town centre and pedestrian improvement schemes as appropriate for transport funding as evidence by our on going funding for initiatives through the Borough Spending Plan process. Funding is allocated under a range of headings including 20 mph zones, Safer routes to School, Streets for People, walking and town centres.

The allocation to the London Boroughs in 2004/05 for the five initiatives mentioned above is £27m compared with £24.6m in 2003/04. In addition, TfL will continue to work closely with the boroughs to optimise additional sources of funding through Section 106 agreements and Business Improvements Districts (BID’s) budgets.

The Government’s 2004 Spending Review will help determine the level of funding available to these borough programmes after 2005. The need for strategic investments of this sort highlights the benefits of TfL and the boroughs working together to maximise the settlement for London. 16 47 / 2004 - 24-Hour Cycle Lanes Valerie Shawcross Often cycle lanes are along single yellow lines, which then become preferred parking lanes in the evening. Also many cycle lanes stop suddenly, leaving cyclists stranded on pavements or on busy roads. To guarantee the safety of cyclists, lanes need to become 24hrs and continuous. Have you looked at introducing 24 hour cycle lanes on principal cycle routes?"

TfL is working in partnership with the London Boroughs to deliver a network of cycle routes (known as LCN+) on those corridors with the greatest cycling demand. This will provide high quality facilities, which give cyclists fast, safe and comfortable routes that are continuous and clearly signed over long distances. Certain parts of LCN+ already exist and have 24-hour waiting and loading controls to ensure cyclists priority - for example on contra-flow sections of cycle routes on one-way streets.

However, I am sure you appreciate that the conflicting demands which are placed upon the limited amount of road space in the Capital means that it is not possible to provide 24-hour cycle lanes on all LCN+ routes. Ultimately TfL and the London Boroughs must strike an appropriate balance between the needs of different road users and ensure that reasonable access to property (particularly for loading and unloading at commercial premises) is provided.

48 / 2004 - Policing the Underground Diana Johnson Will the Mayor give details of the timetable for the expansion programme for the London Underground Division of the British Transport Police?

In my budget for 2003/4 I made provision for an additional 100 BTP officers for London Underground. Recruitment started for these officers after TfL took over responsibility for London Underground and is progressing well. The latest information shows that there will be at least 92 additional, officers on the underground by March 2004 and the full 100 shortly after. These additional officers will be policing the underground network in a radically different way and will be providing locally accountable services for groups of stations on the network linked to LUL's own management structures. This is in line with national developments around reassurance policing. In addition, I have made provision in my proposed budget for 2004/5 for a further 100 officers. These officers will be used to further strengthen reassurance policing on the underground, provide a similar presence on the Docklands Light Railway, provide for a specific team to police London's interchanges and to further integrated policing on London's commuter rail network.

49 / 2004 - Policing Tramlink Samantha Heath What discussion have there been since October with a) the Tramlink Concessionaire and b) The London South Division of the British Transport Police concerning the adequacy of policing on Tramlink?

Tramtrack Croydon Limited and London Trams meet on a regular basis to discuss all aspects of the performance of the system, including security and policing. The adequacy of security, particularly on the New Addington branch was discussed at the last formal meeting in December.

Policing of the Tramlink system is the responsibility of the PFI Concessionaire, TCL, who have subcontracted this duty to First Tram Operations (TOL) who have a service agreement with the British Transport Police. London Trams has had no direct discussions with the BTP regarding the policing of Tramlink. However, TCL have advised that they are pursuing improvements in the policing and security of the system with both TOL and Her Majesty's Railway Inspectorate. TCL have written to TOL requesting a plan to improve the situation on Tramlink.

50 / 2004 - Access to buses Graham Tope At MQT in November I asked the Mayor about restrictions on carrying buggies on buses, his answer contradicts the advice given by many drivers that it is a TfL requirement to limit the number of open buggies on buses, will you undertake to publicly issue definitive guidance to all bus companies, their drivers and to organizations representing parents?

TfL impose no specific limit on the number of buggies which can carried unfolded on buses. The guidelines require drivers to use their discretion when refusing to allow people with buggies onto the bus. It is anticipated that this should only be done when absolutely necessary. TfL is currently considering the best way of making this clear to both drivers and passengers.

51 / 2004 - Industrial Relations John Biggs How would the Mayor characterise the position of the RMT leadership in relation to modernisation of industrial relations on the Underground?

There is a long history to industrial relations matters on the Underground, which, in part at least, reflects the Tube’s crucial contribution to the Capital’s economic success. TfL is working with all the trades unions concerned to find more constructive ways of doing business, recognising the reality of the overall situation. This includes RMT. Recent events have shown that the RMT leadership is prepared to take a business like approach to matters, but we will have to continue to make sustained efforts to reform the way we approach industrial relations issues on the Underground.

52 / 2004 - Congestion Charging Samantha Heath How would the Mayor characterise Liberal Democrats opposition to plans for extending congestion charging to Kensington & Chelsea?

As the Liberal Democrats have supported the principle of drivers paying for their use of the roads, their opposition to the proposed extension of the charging zone is disappointing.

I believe that the London Liberal Democrats should reconsider their opposition to the proposals, because the proposed western extension provides the most promising opportunity to extend the current benefits of the central zone scheme, using the current technology.

The Liberal Democrats have proposed flexible road pricing across the whole of Greater London using global positioning satellite technology (GPS). While TfL agrees that significant benefits could possibly be gained from such a scheme this kind of road pricing at the scale suggested is untested and could only be implemented in a much longer timescale. There would be a need for thorough research into the broader range of issues raised by such a proposal, including the availability of public transport, value for money, a reduction in congestion and public acceptability. TfL is currently investigating the potential of GPS technologies, as well as microwave and mobile phone systems, and will be performing trials in the coming years. The solutions may not be straightforward. As I understand it, the German Government’s Lorry User Scheme that used GPS technology has been delayed due to technical problems.

53 / 2004 - Road Safety Toby Harris What consideration has TfL given to promoting a citywide partnership to improve road safety across London?

Both TfL and I recognise the need for a city-wide partnership. My London Road Safety Plan states ‘We can only reduce casualties though a partnership between all those whose actions affect road safety.’ It identifies the London Boroughs, Police, schools, health authorities, road user groups as well as the voluntary and private sectors as groups affecting road safety.

One of the major developments in forming partnerships has been the setting up of the Pan London Road Safety Forum. This meets 3 to 4 times a year, and all the stakeholders identified in the Safety Plan are invited and attend. Presentations are made on the latest road safety developments, along with discussions on ‘best practice’ and local London road safety casualty trends and problems.

Other examples of partnership working include the Children’s Traffic Club (with London Boroughs and Health trusts) and the London Safety Camera Partnership (with the Police, ALG and Magistrates).

54 / 2004 - Transport Strategy Toby Harris What progress has been made on proposal 4G.22 contained the Mayor’s Transport Strategy, which commits to working with TfL to establish and investment programme to implement new signing initiatives?

During 2003, TfL held two meetings with the LTUC and representatives of London boroughs. A consensus was reached on appropriate guidance for tourist signing, signs for commercial ventures, and the removal of illegal signs and fly posters. TfL is currently considering recommendations for gathering further information about the scale of the problems regarding local direction and street name signing, including one or more TfL- funded pilot schemes.

55 / 2004 - Street Nameplates Toby Harris What work is being undertaken to establish the impact that bad street nameplate maintenance has on people with visual impairments?

Are there any plans to sample the quality of street nameplate across London?

London boroughs are responsible for street nameplate maintenance.

Nevertheless, TfL is working with the boroughs to develop guidance on this issue, and this will include advice from the TfL Equality and Inclusion Team.

TfL is currently considering recommendations for gathering further information about problems with street nameplates, building on the research carried out for the LTUC reported on in 2003.

56 / 2004 - Street Signage/Emergency Vehicle Response Toby Harris What is being done to assess the impact that bad street nameplate design, positioning and maintenance has on emergency vehicles responding to emergency calls?

London boroughs have statutory responsibility for street nameplate design, positioning and maintenance. However, TfL has been discussing this issue with LTUC and representatives of the boroughs, and is currently considering recommendations for gathering further information about problems with street nameplates, building on the research carried out for LTUC reported on in 2003

57 / 2004 - Archway Meg Hillier TfL is introducing a new straight across pedestrian crossing at the junction of Junction Road and the Archway gyratory. What other plans does TfL have for improving the area around Archway now that the developer who was offering funding is no longer involved. What funding is needed and what is the timescale for improvements?

During 2001/2 the footways and carriageways of the Archway gyratory were re-lit and the subways were filled in to assist in reducing street crime (and the fear of it). The carriageways of the gyratory and its approaches were resurfaced to improve skid resistance and assist in accident reduction. TfL are working with the London Borough of Islington and English Heritage to improve the streetscape of the large central island in Sandridge Street.

Islington have confirmed that discussions are now taking place with a new prospective developer for the Archway gyratory site. In conjunction with this Islington are reviewing the Local Planning Framework, and will be engaging with TfL at an early stage to ensure that there is maximum benefit to all from the redevelopment of the site.

The timescale and required funding for major changes will evolve through discussion/negotiation with the developer, London Borough of Islington and TfL.

58 / 2004-Tesco Development on the A24 opposite Clapham South Tube Valerie Shawcross In April 2003 there was an exchange of correspondence between TfL and Clapham South Neighbourhood Assn. Since that time the residents have not been briefed on the progress of the highway aspects of the scheme being discussed between TfL and Tesco’s consultants.

As you may be aware the whole development is the subject of considerable and long standing conflict between the community and Tescos. However, at this stage the residents are concerned with the traffic impact of the scheme which is going ahead, and that the design of the access to the store and adjacent junctions should function with maximum safety. The residents’ concerns were sent to TfL earlier in detail.

It would be of enormous benefit to the community to know that TfL are working to make the best of a very bad situation in relation to this development; and for TfL colleagues to brief the residents about the negotiation. They need to know what is being planned in the road layout, access and junction design and how this will protect the public interest and minimise risk to pedestrians and drivers near this development.

Will you agree that TfL Officers should meet with residents to discuss their concerns?

TfL officers have already made arrangements to meet representatives of the local community to explain the proposal.

Early in 2000 Lambeth, as the Planning Authority, refused an application for this site. The applicant appealed and an inquiry was held. The Secretary of State subsequently issued his decision to approve the application.

21 On 3 July 2000, TfL became the Highway Authority for the A24 and informed Lambeth as the Planning Authority that they were to agree the details of any changes to the highway arising from the approved scheme. Since March 2003 a series of meetings have been held with the developer to ensure that the best highway layout for the approved scheme is achieved, particularly in terms of safety for all road users, including pedestrians. Many amendments have been achieved and the scheme is now agreed in principle, with further detailed design to be undertaken before construction, anticipated later this year.

59 / 2004 - Central Line Meg Hillier Tim O’Toole (letter dated 24 October 2003) informed me that once the overview by an independent engineering firm has been completed at the end of 2003 we would know if Metronet has met its targets. Has it met its targets? If they have not what methods will you impose so that they improve this service and meet these targets?

Tim’s 24/10/03 letter to Meg Hillier says “The engineering assessment of the trains, which is to be delivered by the end of the year, will tell us whether Metronet will be able to hit the targets that you cite over the next 2 years”.

Meg Hillier’s original letter cited Metronet targets due for delivery in 2005 and 2006 that were taken from the TfL document ”Focus on London’s Tube” published mid July 2003.

Metronet’s latest forecast is that they can achieve their contractual targets. LUL continues to monitor their progress against such.

60 / 2004 - No 4 bus service Meg Hillier What plans do you have for the improvement of the No 4 bus service? As confirmed by a petition many constituents report this route as a real problem. Can you look into short-term measures to improve this service rather than just wait for the re-tendering process for 2005-06.

London Buses and the operator of route 4 have focussed on the performance of this service. Monitoring shows that reliability had improved significantly since the introduction of Congestion Charging. The operator has increased the level of supervision on the route, which together with reductions in traffic congestion in the central area is having a beneficial effect on reliability. To illustrate, the average amount of time passengers waited in excess of that timetabled was 2.03 minutes for the last three reporting periods for which information is available. This is compared to 3.41 minutes for the same periods last year.

The target waiting time is 1.7 minutes, so London Buses and the operator are looking at the route schedule in order to further improve reliability. It is expected that a new schedule will be introduced in March this year.

61 / 2004 - No 158 bus Meg Hillier Although the 158-bus service has improved it is still not meeting its targets and in reality makes constituents life a nightmare as it is so unreliable. What extra measures will you introduce to ensure it will meet its targets.

London Buses and I are disappointed that your constituents continue to find this service to be unreliable. Since June 2003, the number of service controllers used on the route has increased substantially. London Buses monitoring shows that, as you say, this had had a beneficial effect on reliability.

To illustrate, the average time passenger’s wait in excess of that timetabled was reduced from 2.5 minutes to 1.5 minutes since the extra service controllers were introduced. The target is an average excess waiting of 1.3 minutes. London Buses is working with the operator to ensure that the service continues to improve, to ensure that the target is reached and surpassed wherever possible.

I will ask Peter Hendy to review the service so as to ensure it is as reliable as practicable.

62 / 2004 - Bus Bunching Meg Hillier Bus bunching is one of the most common complaints about buses. What are you doing to tackle this?

A number of steps have been taken to reduce ‘bunching’, which is caused when a bus is delayed to the extent that buses following behind can catch up. However, the main issue is not that of the buses together but the resultant excessive gaps in service that usually result. The steps taken include the following:

• The introduction of Congestion Charging to reduce congestion in Central London • The introduction of more dedicated bus lanes to protect buses from traffic • Improved traffic management through the setting up of the Directorate of Traffic Management • Improved enforcement through the introduction of the Transport Operational Command Unit (TOCU) • Reductions in bus boarding times by encouraging bus passengers to use pre-pay tickets, eg. Oyster Card and the Pay Before You Board zone • Increasing the number of service controllers to better manage bus services • Providing, at additional cost, robust bus schedules that are more resistant to disruption • Introducing Quality Incentive Contracts to provide operators with an incentive to meet tough reliability targets.

All of these actions have, and will continue to have a positive impact on bus reliability.

63 / 2004 - Angel Junction

Meg Hillier

I appreciate the Mayor’s emphasis on safety as a priority (2035/2003 Angel junction). Whilst the crossing outside Angel tube might not have a poor accident record many people narrowly miss being involved in an accident. As you acknowledge the waiting times can be high, which means people cross dangerously in front of the path of oncoming traffic. Can you assure me that you will increase the priority to tackle this major TfL interchange and not just wait for further accidents to make it a priority?

Identifying opportunities and implementing improvements in the Angel area is a priority that I share with the London Borough of Islington. TfL are working with the borough on a study of transport conditions in the area. A key theme of this study is to identify improvements for vulnerable road users, and looking in particular at the main crossing serving the Angel underground station.

Studying details of accident records is a well-proven method for allocating road safety expenditure. However, the relatively low level of accidents recorded outside the Angel underground station will not prevent opportunities for workable improvements to be progressed. With a finite budget, I’m sure you will agree that priority needs to be given to schemes that are most likely to deliver the best value for money in terms of casualty reduction.

64 / 2004 - Operation Solstice Meg Hillier Will you support the extension of Operation Solstice to Walthamstow Central station?

Operation Solstice was a successful six day multi agency operation that took place in the first week of December. Led by the Transport Operational Command Unit (TOCU), it focussed on high visibility policing and the detection of travelling and known transport criminals. The high profile operation involved the TOCU, Borough MPS officers, the British Transport Police and TfL officers. TfL /MPS intelligence information identified six key hotspots around London which were to be targeted as part of the operation - Harlesden and Willesden Junction, Hackney Central, Victoria, Hammersmith and Shepherds Bush, Lewisham, and Euston and Kings Cross. The operation led to 201 arrests being made for a variety of offences including drugs, theft and deception. To date, Operation Solstice was the largest transport focussed operation of its type.

The TOCU plan to run similar targeted joint operations within the next few months and intelligence analysis will again be used to identify crime and disorder hotspots and those areas that will provide the best return on investment of the resources deployed. The decision on the scope of the next Solstice type operation would depend on intelligence at the time, which itself will determine the areas that are selected (as per the Home Office National Intelligence Model).

Walthamstow Central will however continue to benefit from the TOCU’s flexible, area- based approach allowing intelligence led deployment of TOCU officers and targeting of TOCU operations at priority locations across London.

65 / 2004 - Junction dangers in Southwark

Valerie Shawcross

A new local constituent has contacted me about their very real concerns about Oral poor road safety in the area of Southwark around Borough and London Bridge Answer tube stations. He told me 'I am very surprised at the lack of green/red man crossings at many very busy roads. Especially now that it is getting dark earlier again, and is thus dark during the evening rush hour, I'm certainly finding walking home quite dangerous at times.' I've contacted Southwark Council about this; they reported that there had been 112 accidents in the last 36 months, just around Borough tube; and 12 just at one junction!

Do you agree with his concerns? Will you work with Southwark to improve safety at these key junctions?

66 / 2004 - Interphone Telephones Brixton Road Valerie Shawcross The police, local authority, St Mungo's street outreach and other agencies and community groups involved with Operation Refresh are keen to have Interphone telephones removed from Brixton Road. The telephones are used for drug dealing and are a real eyesore in the town centre - particularly now that the town centre is so much cleaner as result of Operation Refresh. BT is removing most of the BT telephones as part of the improved bus lanes introduced by TfL.

What pressure can TfL with GLA exert on Interphone either to: remove the telephones as soon as is possible, replace the telephones with models that are vandal-proof, and ensure their proper maintenance?

On a general note, TfL is aware of the unsightly appearance of a number of Interphone telephone boxes across the network. We have been working closely with Interphone to try to agree a way forward in terms of a maintenance regime and have also taken legal advice on the nature and extent of powers which could be used to facilitate refurbishment or removal of the telephone boxes.

Unfortunately initial indications are that TfL has very limited powers over telecommunications companies in relation to equipment which is working, but in an unattractive state. TfL will be setting up a meeting in due course with the Office of Telecommunications (Oftel) to discuss whether Oftel’s powers under the Telecommunications Act can be used to remove these boxes or to ensure their refurbishment to a more acceptable standard. I will ensure that you are kept updated on progress.

More specifically in Brixton Road, it has been suggested that the Interphone telephone boxes could be removed a part of a bus priority scheme which is currently being developed. Consultation on the bus priority scheme is likely to take place in the summer.

67 / 2004 - London’s Buses Jennette Arnold Would the Mayor agree with me, that the quality of service on a number of London's bus routes is pretty poor, and can he tell the Assembly if and how the quality guarantee of the bus service contact is monitored?

On the contrary, London's bus services as a whole are now more reliable than they have been since records began in 1977. That said, there are some routes that aren’t meeting targets, and London Buses are working to find solutions.

To ensure that safe, reliable and good quality bus services are maintained, London Buses has a wide range of standards that bus operators are required to meet, and performance against these standards is frequently monitored. London Buses works closely with the operator concerned to introduce solutions in cases where any standard falls below the level required, and this approach has led to the unprecedented improvements seen during my first term in Office. If there are any route specific issues, I will be happy to ask Peter Hendy to investigate.

68 / 2004 - Congestion Charging Oral Answer Len Duvall Have officers been set clear guidance and standards in providing helpful and accurate advice to customers who appeal against Congestion Charge Penalty Fines? Are you happy that the appeals procedure is running as smoothly and as well as you would like?

69 / 2004 - Red Routes – Effective Signing and Lining Diana Johnson In view of MPS and TfL support for civil enforcement on red routes, how confident are you in your ability to maintain effective signing and lining?

TfL are confident that they will be able to maintain the signing and lining to be effective for civil enforcement purposes. Enhanced liaison arrangements are already in place to help rapidly resolve any problems that may arise.

70 / 2004 - Brixton Town Centre Valerie Shawcross What plans does TfL have for improving Brixton Town Centre and how can residents contribute their comments?

There are several proposals for the improvement of Brixton Town Centre.

The first of these is being carried out under the London Bus Initiative, and involves the provision of bus priority measures at the Brixton Road, Stockwell Road and Stockwell Park Road gyratory. These works are under construction following a positive response to consultation. The second phase of this work would involve bus priority improvements, possibly including pavement widening through Brixton Centre to the junction of Acre Lane, and it is intended to consult on these proposals in the summer. Consultation leaflets will be circulated widely to residents in the area, Councillors and local interest groups, and a public exhibition will be organised. Dependent on the outcome of the consultation, works could commence early next year.

Another initiative is being carried forward by a partnership of the GLA A+UU, TfL Surface Transport and the Brixton Area Forum (under Lambeth Council). This involves the creation of a high quality pubic open space around the Windrush Square/Tate Gardens and St Matthew’s Peace Garden, as well as around Effra Road and Brixton Hill. These proposals are in a very early conceptual stage and the Partnership is currently seeking proposals, under a commonly agreed design brief, based on my “Making Space for Londoners” initiative. There would be widespread consultation with all affected parties before any proposals are taken forward.

71 / 2004 - Traffic Lights at East Dulwich Grove/Townley Road Valerie Shawcross Thanks to Transport for London funding, new traffic lights at the dangerous crossing of East Dulwich Grove/Townley Road Junction was secured (9?) months ago. However, inaction has followed: the traffic lights are still not installed and this junction continues to pose a real threat to the school children who have to cross these roads every day. Will you join with me in calling for Southwark Council to take immediate action to get these traffic lights working? In June, TfL were invited to a meeting about the design of a new signals installation at this site, in place of the present uncontrolled situation. The borough were not happy with the design that had been produced by their consultant and TfL were asked to carry out three separate designs and model them so that the borough could decide their preference. This is more than TfL would normally expect to do but as you know we are pleased to help if we possibly can. This work took about two months and the results were sent to the borough in August. Despite reminders, we did not receive their decision on their preferred scheme until November. A check on the precise layout proposed, to ensure that all categories of vehicle would be able to physically negotiate it was then undertaken by the borough. We received this confirmation in December, together with an instruction to proceed. We still have some way to go in our detailed design including the audit process before we can begin acquiring the site specific traffic signal controller and make arrangements for the installation works. The aspiration, however, is for the lights to be installed by the end of March.

27 72 / 2004 - Promotion of Cycling Valerie Shawcross

Cycling is clearly ideal for commuters from many respects - it's sustainable, it's affordable, cyclists' enjoy health benefits - and it takes some of the pressure off the roads and public transport. What plans do you have to promote cycling, as you have done for buses?

Considerable resources are put into promoting cycling by TfL. Last year almost two million cycle maps were published and distributed (at tube stations, events or through direct mailing) and a second edition of the maps is planned for 2004. Research has demonstrated that these products influence people to cycle further and more often.

TfL also part-funded a 'Rough Guide to Cycling in London', with 200,000 copies distributed. It also supports yearly bike week activities which are growing in number. For example, in 2002/3 there were 135 events. In 2003/04 there will be a total of 190 events. In addition, free cycle training for children and adults is supported through the London Boroughs.

TfL is directly supporting innovative measures to encourage more cycling such as supporting Cycling Officers of the Metropolitan Police and the London Ambulance Service (c. 260 officers on bikes in 2003/4).

It must be recognised that the above measures only represent the promotional activities which are undertaken by TfL in respect of encouraging cycling. The majority of the resources which TfL devote to cycling are related to infrastructure improvements, such as cycle lanes, facilities at junctions, parking, etc. Without appropriate infrastructure and facilities, promoting cycling would have little long-term benefit.

73 / 2004 - Enforcement of Stoplines Valerie Shawcross

Cyclists tell me that leaving the enforcement of advance stopline for cyclists to the discretion of police officers and traffic wardens isn't working. What steps are you taking to advertise the rules on advance stop lines and what are you doing to promote their enforcement amongst the authorities? Additionally, what are you doing to monitor their enforcement?

TfL has commissioned research into the effectiveness of advance stoplines in different circumstances. The results will be used to determine a package of measures to improve awareness and compliance, focusing on those 'high demand' (LCN+) cycle routes, where this will have greatest benefit. The Cycling Centre of Excellence at TfL is also working closely with the Police to increase the number of trained officers patrolling on bicycles, as there is evidence from the City of London that their presence improves driver and cyclist behaviour.

It is important to note that it is only when motorists go beyond the foremost stopline that enforcement action can be taken. Motorists are required to stop behind the line prior to the area marked green when the light is red. However, where a vehicle approaches the lights on the amber phase and needs the space to stop they are permitted to stop in the green area.

74 / 2004 - Enforcement – Two-wheeled Motor Vehicles Valerie Shawcross What are you doing to enforce pollution, noise and speed limits for two wheeled motor vehicles?

Powered two wheelers (P2Ws) are subject to speed enforcement by Traffic Officers and the London Safety Camera Partnership to the same extent as car drivers. When prosecuted they are also advised to attend the “Bikesafe” course, although this is voluntary. Traffic Officers who stop P2Ws will deal with any construction and use offences which are apparent, including those relating to excessive noise and emissions. These officers are also assisting the Borough based Emission Teams to stop offending vehicles.

In addition, TfL, through the London Motorcycle Working Group, is working with the motorcycle industry and other key players such as the Department of Trade and Industry, to secure the introduction of cleaner, greener motorbikes.

75 / 2004 - Safer Walking and Cycling Valerie Shawcross

Will TfL work with the boroughs and follow the advice of the Department for Transport to define and establish a 'road hierarchy' so that the character of each road can be developed to best suit the functions it has to fulfill - providing safer walking and cycling routes, and keeping cars from 'rat-running'?

The Director of Traffic Management has identified a network of 1,500 km borough principal roads and busy bus routes that are important for traffic movement and that can be considered as strategic. These roads, together with the existing TLRN, represent 16% of London’s road length but carry well over half of London’s traffic. The Transport Strategy states "On the TLRN and most other 'A' Roads there is a general presumption in favour of distribution, particularly for those making business journeys, bus passengers and commercial vehicle operators. On other London roads there is a presumption in favour of access and amenity, particularly for residents, buses, pedestrians and cyclists, and where necessary, business access."

On non strategic roads under the control of the boroughs there is greater scope for allocating higher priority for walking and cycling and to discourage “rat-running”.

TfL is supporting a number of initiatives to control speeds, promote cycling and walking and discourage car traffic on local roads. Within the 2004/5 Business Plan there are area based schemes (£14.2m) and safer routes to school (£6.5m) and over £6m is allocated for 20 mph schemes on local borough roads.

76 / 2004 - Speeding Cars Valerie Shawcross

The new guidelines for urban safety produced by DfT recognise that road accidents which do not occur in 'clusters' are often due to speed - the fact that the cars are going too fast compared to pedestrians and cyclists. The DfT thinks action should be taken to reduce this problem - what is TfL doing to reduce speeds in London's traffic?

The evidence is clear: the higher the speed, the greater the casualty problem. TfL’s road safety programme tackles this in a number of ways.

The road safety engineering budgets allocate funding for road engineering measures, including traffic calming and 20mph zones, which are designed to lower speeds at sites which have a significantly high casualty history. Traffic management schemes are also funded to improve road safety on the Transport for London Road Network (TLRN). As well as reducing speeds, these often also include improved facilities for pedestrians and cyclists.

Safety cameras have proven to be very successful at both reducing speeds and lowering casualties. The cameras in London are managed by the London Safety Camera Partnership, who ensure that sites selected have a casualty history that exceeds the DfT guidelines of at least 4 killed or seriously injured (KSI) during the previous 3 years. The reduction in casualties at London safety camera sites is estimated to be between 25-35%. On average each safety camera site is therefore preventing about 1 KSI every 2 years.

77 / 2004 - Road Management Schemes Valerie Shawcross

Many boroughs actively prioritise walking and cycling when planning their road management schemes. Is TfL going to adopt this approach?

The Transport Strategy, states "On the TLRN and most other 'A' Roads there is a general presumption in favour of distribution, particularly for those making business journeys, bus passengers and commercial vehicle operators. On other London roads there is a presumption in favour of access and amenity, particularly for residents, buses, pedestrians and cyclists, and where necessary, business access”.

TfL actively considers the needs of pedestrians and cyclists when planning road management schemes. Some of the most significant schemes in the Capital over the past year that have been implemented by TfL will bring about considerable benefits for these users - for example, Trafalgar Square and the improvements along Northumberland Avenue, Shorditch Triangle and Vauxhall Cross. In addition there are specific programmes of improvements on the Transport for London Road Network (TLRN) for walking and cycling, for example through the provision of facilities at difficult junctions.

78 / 2004 - TOCU Samantha Heath

How have TOCU's initiatives in the last year benefited Wandsworth and Merton and are there plans to expand initiatives in this area?

As you will be aware, the unique partnership between TfL and the Metropolitan Police currently provides for policing and enforcement services by the TOCU on key bus corridors across London. Of these, TOCU route corridors 28/328 and 220 pass through Wandsworth. There are currently no TOCU corridors which pass through Merton.

However, both Wandsworth and Merton have benefited from other targeted TOCU operations. The TOCU has been working in partnership with other agencies in both Wandsworth and Merton focussing on crime and disorder on the bus network and illegal taxi touting.

Since 10 June 2002, when the TOCU began operation, 91 arrests have been made in Wandsworth and 43 in Merton for a variety of offence

The TOCU continues to respond to issues that occur away from the key corridors and are providing a visible police presence in Wandsworth, Merton and other London Boroughs. These deployments will continue to be intelligence led and on a priority basis.

79 / 2004 - Air Quality in London Samantha Heath

Are TfL committed to improving air quality in London?

TfL is committed to playing its part in improving London’s air quality. This is evident from:

1. TfL reducing its direct impact upon air quality, for example, reducing pollutant emissions from the bus fleet;

2. TfL making funding contributions to support Boroughs’ air quality improvement initiatives;

3. TfL working with others to improve air quality, for example, the Low Emission Zone Feasibility Study and the London Hydrogen Partnership;

4. TfL actions to improve the attractiveness of public transport and encourage walking and cycling and so achieve modal transfer thereby reducing emissions. (Ref. TfL Business Plan).

80 / 2004 - London Bridge Underground Station Eric Ollerenshaw

How many people entered London Bridge Underground Station between 5 & 7 pm on Tuesday December 16th?

What was the service rating for the Jubilee and Northern Lines between 5 & 7 pm on Tuesday December 16th?

How many Northern Line trains going a) North and b) South went through London Bridge Station between 5 & 7 pm on Tuesday December 16th?

How many Jubilee Line trains going a) East and b) west went through London Bridge Station between 5 & 7 pm on Tuesday December 16th?

LONDON BRIDGE Service Rating (i.e. proportion of schedule run)

Passengers Entering Station 21,822 Number of Northern Line Trains NB 33 89% Number of Northern Line Trains SB 33 89% Number of Jubilee Line Trains EB 37 80% Number of Jubilee Line Trains WB 43 93%

81 / 2004 - Victoria Underground Station Eric Ollerenshaw

How many people entered Victoria Underground Station between 5 & 7 pm on Tuesday December 16th?

What was the service rating for the Victoria, District and Circle Lines between 5 & 7 pm on Tuesday December 16th?

How many Victoria Line trains going a) North and b) South went through Victoria Station between 5 & 7 pm on Tuesday December 16th?

How many District Line trains going a) East and b) west went through Victoria Station between 5 & 7 pm on Tuesday December 16th?

How many Circle Line trains going a) East and b) west went through Victoria Station between 5 & 7 pm on Tuesday December 16th?

VICTORIA STATION Service Rating (i.e. proportion of schedule run)

Passengers Entering Station 19,318 Number of Victoria Line Trains NB 55 100% Number of Victoria Line Trains SB 55 100% Number of District Line Trains EB 31 72% Number of District Line Trains WB 32 74% Number of Circle Line Trains EB 12 80% Number of Circle Line Trains WB 11 73%

82 / 2004 - Green Park Station Eric Ollerenshaw

How many people entered Green Park Station between 5 & 7 pm on Tuesday December 16th?

What was the service rating for the Piccadilly Lines between 5 & 7 pm on Tuesday December 16th?

How many Piccadilly Lines trains going a) North and b) South went through Green Park Station between 5 & 7 pm on Tuesday December 16th?

How many Jubilee Line trains going a) East and b) west went through Green Park Station between 5 & 7 pm on Tuesday December 16th?

How many Victoria Line trains going a) North and b) South went through Green Park Station between 5 & 7 pm on Tuesday December 16th?

GREEN PARK Service Rating (i.e. proportion of schedule run)

Passengers Entering Station 11,964 Number of Piccadilly Line Trains NB 41 85% Number of Piccadilly Line Trains SB 33 69% Number of Jubilee Line Trains EB 37 80% Number of Jubilee Line Trains WB 43 93% Number of Victoria Line Trains NB 55 100% Number of Victoria Line Trains SB 55 100%

83 / 2004 - Oxford Circus Station Eric Ollerenshaw

How many people entered Oxford Circus Station between 5 & 7 pm on Tuesday December 16th?

What was the service rating for the Central and Bakerloo Lines between 5 & 7 pm on Tuesday December 16th?

How many Bakerloo Line trains going a) North and b) South went through Oxford Circus Station between 5 & 7 pm on Tuesday December 16th?

How many Central Line trains going a) East and b) west went through Oxford Circus Station between 5 & 7 pm on Tuesday December 16th?

How many Victoria Line trains going a) North and b) South went through Oxford Circus Station between 5 & 7 pm on Tuesday December 16th

OXFORD CIRCUS Service Rating (i.e. proportion of schedule run)

Passengers Entering Station 27,906 Number of Bakerloo Line Trains NB 42 100% Number of Bakerloo Line Trains SB 42 100% Number of Central Line Trains EB 24 48% Number of Central Line Trains WB 23 46% Number of Victoria Line Trains NB 55 100% Number of Victoria Line Trains SB 55 100%

84 / 2004 - Paddington Station Eric Ollerenshaw

How many people entered Paddington Station between 5 & 7 pm on Tuesday December 16th?

What was the service rating for the Hammersmith and City and Circle Lines between 5 & 7 pm on Tuesday December 16th?

How many Hammersmith & City Line trains going a) East and b) West went through Paddington Station between 5 & 7 pm on Tuesday December 16th?

How many Circle Line trains going a) East and b) West went through Paddington Station between 5 & 7 pm on Tuesday December 16th?

How many Bakerloo Line trains going a) North and b) South went through Paddington Station between 5 & 7 pm on Tuesday December 16th?

PADDINGTON Service Rating (i.e. proportion of schedule run)

Passengers Entering Station 8,589 Number of H&C Line Trains EB 12 80% Number of H&C Line Trains WB 13 87% Number of Circle Line Trains EB 12 80% Number of Circle Line Trains WB 12 80% Number of Bakerloo Line Trains NB 42 100% Number of Bakerloo Line Trains SB 42 100%

85 / 2004 - Bank Station Eric Ollerenshaw

How many people entered Bank Station between 5 & 7 pm on Tuesday December 16th?

How many District Line trains going a) East and b) West went through Bank Station between 5 & 7 pm on Tuesday December 16th?

How many Circle Line trains going a) East and b) West went through Bank Station between 5 & 7 pm on Tuesday December 16th?

How many Central Line trains going a) East and b) West went through Bank Station between 5 & 7 pm on Tuesday December 16th? BANK Service Rating (i.e. proportion of schedule run) Passengers Entering Station 23,764 Number of District Line Trains EB 31 72% Number of District Line Trains WB 32 74% Number of Circle Line Trains EB 12 80% Number of Circle Line Trains WB 11 73% Number of Central Line Trains EB 24 48% Number of Central Line Trains WB 23 46%

86 / 2004 - Crossrail and green belt Noel Lynch What green belt sites are being considered for development associated with Crossrail, such as depots? Has TfL been involved in discussions about such sites? Will you guarantee that: 1. Crossrail will not threaten the Maylands Fields part of the Ingrebourne Valley Site of Metropolitan Importance for Nature Conservation (SMINC); and 2. no green belt land in the Harold Wood area will be threatened by Crossrail?

At peak times, up to 24 Crossrail trains per hour in each direction are envisaged as serving central London area. In order to deliver such an intensive service, depots are required wh would provide the facilities needed to clean and maintain these trains.

A number of possible depot sites are under consideration both East and West of London. O of these would include the Green Belt site between Harold Wood and Brentwood, referred locally as Maylands Field. I refer you also to the answer given in Q10.

Cross London Rail Links Ltd, as the developer of the Crossrail project, is in contact with local authorities along the proposed route as key stakeholders, regarding the possible need develop these depots. Such dialogue is a key element in the initial consultation process for scheme, so that alternatives or mitigation measures can be considered if the project recei approval. The most environmentally friendly construction is a key consideration for CLRL.

Approval processes for the scheme will include consideration of the depot proposals that finally developed.

87 / 2004 - Crossrail: West London routes Noel Lynch Can you confirm reports that TfL is unenthusiastic about the proposed Richmond corridor component of Crossrail? Do you agree that alternative West London routes (e.g. a stopping service from Paddington to Slough - connecting West Drayton, Southall and Hanwell, and a route from Paddington via Acton and Park Royal to Uxbridge) would do far more to assist regeneration and reduce car use?

Transport for London (TfL) is a 50/50 stakeholder with the SRA in Cross London Rail Links Ltd (CLRL) - the Government-funded organisation charged with developing proposals for the Crossrail scheme, and is working to review all aspects of the Crossrail Scheme in support of the Government’s review.

The so-called benchmark scheme was chosen by CLRL, in its June 2003 submission to the Government, and routing options are currently being reviewed by the Government, taking into account benefits, costs and affordability issues.

Personally, I would like to see Crossrail serve Southall, to provide a better service in this area, both to central London and Heathrow, and I expect the case for such a service to be considered as part of the current Government review of Crossrail.

88 / 2004 - Public toilet facilities at tube stations

Noel Lynch Has London Underground carried out a recent comprehensive survey of the provision and quality of public toilets at tube stations? If not, will you agree to conduct such a survey and publish the results?

The condition of all of London Underground’s station toilets is assessed every quarter by Mystery Shopper Survey (MSS). Trained independent customer service auditors (known as mystery shoppers), travel around the Underground system making detailed observations of the service provided. The current system-wide MSS score for toilet facilities is 63, out of a maximum score of 100. This equates to a toilet condition, as defined by the MSS, as “All facilities, e.g. toilet rolls and hand towels, are present but evidence of minor dirt or graffiti, or some repairs needed.” The score of 63 is 5 points higher than the score of one year ago.

89 / 2004 - Public toilet facilites at bus interchanges Noel Lynch Has TfL carried out a recent comprehensive survey of the provision and quality of public toilets at transport interchanges, including bus-only interchanges? If not, will you agree to conduct such a survey and publish the results?

TfL has not conducted a survey into the provision of toilets, although London Buses was grateful to LTUC for a study into the issue early in January 2003. In the 'Intermodal Interchange Best Practice Guidelines' (jointly sponsored by ATOC, TfL, Railtrack (now Network Rail) and LUL), toilet facilities are highlighted as one of a number of facilities that should be provided for waiting passengers, “depending on passenger volumes, typical waiting times and local conditions”.

Public toilets are therefore specified in every new bus station build, unless there is already provision in the development that accompanies the construction. As an example, they will be included in the new bus stations at Vauxhall and Walthamstow.

A major difficulty in conducting a survey of this kind would be its scope, since every London Underground, National Rail and DLR station is a potential bus-rail interchange, and thousands of bus stops are potential bus-bus interchanges. Such a resource-intensive survey would yield little benefit since TfL investigates the provision of toilets when undertaking any significant new interchange scheme. TfL therefore has no plans to conduct such a survey.

Surveys are undertaken, however, into the quality of toilets in bus stations through London Buses’ Customer Satisfaction Surveys. Passengers are asked to rate (from a 0 to 10 scale, with 0 being extremely dissatisfied and 10 being extremely satisfied) their satisfaction with various aspects of the bus network. This includes, for example, factors such as the Condition of the Bus Station and Condition of the toilets. The results from the interviews are converted into a total score out of 100 for ease of reporting.

The results show that passengers are becoming more satisfied with the condition of toilets. To illustrate, the aspect 'Condition of Toilets' received scores of 50 and 46 respectively in the first two quarter’s 2002/03. This compares to scores of 53 and 64 respectively for the first two quarter’s 2003/04.

90 / 2004 - Bus Depot Business Case Richard Barnes Has TfL developed a business case for the new bus depot at the corner of Horn Lane and Western Avenue? If so, will the document be placed in the pubic domain?

The detailed business case has yet to be completed, as it awaits the result of the tendering process for the main construction contract, which in turn awaits the outcome of the planning application with the London Borough of Ealing. In addition, commercial negotiations with the tenant have not been concluded in respect of the rental for the premises.

For commercial reasons it would not be appropriate to give internal detailed cost estimates in advance of the tendering exercise which is expected to be undertaken in the next few weeks.

39 91 / 2004 - Impact of WLT on Bus Passengers in West London Richard Barnes What assessment has been made of future growth in bus passenger numbers in West London in relation to the proposed development of the West London Tram, and what impact will this have on the need for bus depots in West London?

It is expected that the number of bus passenger journeys will continue to grow steadily in the future. Whilst the West London Tram will replace the 207 and 607 services, the growth in demand elsewhere in West London will mean that space will need to be found to accommodate the additional buses.

92 / 2004 - TfL Planning Process for Bus Depot Richard Barnes Has TfL consulted L.B. Ealing's Unitary Development Plan (UDP) supplementary planning guidance in relation to its proposal to build a bus depot at the corner of Horn Lane and Western Avenue in L.B. Ealing?

Yes.

93 / 2004 - Bus Routes Served from Proposed Bus Depot Richard Barnes What bus routes would the proposed bus depot on the corner of Horn Lane and Western Avenue serve?

The garage is being constructed primarily to accommodate the articulated buses soon to be introduced on route 207; one or more additional routes will be added depending on the ultimate size of the garage, operating cost savings and tendering results.

94 / 2004 - Cost of new Bus Depot Richard Barnes

How much will the proposed new bus depot at the corner of Horn Lane and Western Avenue cost? How will it be funded?

Further to my answer to question 90/2004, detailed costs are currently unavailable in advance of seeking construction bids. The cost will be funded by TfL London Buses.

95 / 2004 - Operator for Bus Depot Richard Barnes Has it been determined which bus operator will operate for TfL the new bus depot proposed for the corner of Horn Lane and Western Avenue in L.B Ealing?

The operator will be First, who have been awarded the contract to operate 207 using articulated buses following the usual competitive tendering programme.

96 / 2004 - Alternative Sites for Bus Depot Richard Barnes What other sites have been considered as alternatives to the new bus depot at the corner of Horn Lane and Western Avenue, and why did TfL reject them?

Only sites already in TfL or transport use were considered in an initial search. As the chosen site met the ownership requirements in terms of location, access, size and ability to cope with the requirements of articulated buses, a further exercise to look for alternative sites on the market was not necessary. Most of the other sites, including some elsewhere along the A40, were too small to be viable as bus garages, and, in particular, could not cope with either “run through” or internal turning of articulated buses, and several had undesirable or awkward access from residential roads.

97 / 2004 - Impact of White City Development Richard Barnes

What impact will the proposed bus depot at the White City redevelopment have on the proposed depot for Horn Lane and Western Avenue? Will not the Horn Lane and Western Avenue depot become defunct when the White City depot opens?

There will be no impact on the Horn Lane / Western Avenue garage as the White City redevelopment does not contain a bus garage for maintenance or overnight parking of buses.

98 / 2004 - Bus Depot Safety Assessment Richard Barnes Is it planned that the proposed bus depot at the corner of Horn Lane and Western Avenue will hold large amounts of fuel and if so, what independent safety assessment has been made of storing fuel within a residential area?

The fuel storage tanks will contain approximately 100,000 litres when full. The tanks and associated pipework will be above ground within a specially designed enclosure; they will have leak detectors and will fully conform to current best practice and design. The whole project is subject to the requirements of the Construction, Design and Management Regulations which cover safe standards and practices.

The arrangements proposed at the Horn Lane/Western Avenue site are no different in principle from those at the other 80+ garages which operate buses for London. Since the buses used will be brand new the site will be more up-to-date than many of those other sites. Diesel is a more stable fuel than, for example, petrol and does not normally present a significant fire hazard (far less than, for example, a petrol filling station).

99 / 2004 - WLT and Ealing and Acton Town Centres Richard Barnes

It has recently been stated that the West London Tram project will mean the town centres of Ealing and Acton becoming pedestrianised – has this been factored into the cost of the project, and if not what is the expected increase in cost?

No decision has been made yet regarding the need for closure of the A4020 in Acton and Ealing Broadway. The project team are currently evaluating a series of options that have been worked up following detailed consultations with the local community.

100 / 2004 - TOCU and Borough Operations Richard Barnes

What procedures are in place to alert MPS Borough Officers that TOCU officer will be operating in there area? Have these procedures proved successful?

The TOCU complies with the Home Office National Intelligence Model which ensures that, as part of the intelligence analysis and tasking process, local Borough intelligence units are consulted and notified of planned and spontaneous specific police operations. As part of the initial MPS briefing process, following the introduction of the Transport Policing Initiative, individual Borough Operational Command Units (BOCU’s) management teams were advised where priority route(s) passed through their Boroughs and the TOCU policing activity that would be likely to occur.

A number of TOCU operations have in fact originated from requests made by BOCU’s and have involved joint working.

BOCU control rooms have sight of TOCU activity which is logged on the MPS Computer Aided Dispatch system and can note TOCU deployments to specific calls for assistance. Very close day-to-day liaison takes place between the TOCU Area Inspectors, route teams and local Borough staff.

As the TOCU becomes fully established these processes are becoming increasingly effective. Regular review will take place between TfL, the BOCU’s and the TOCU.

101 / 2004 - TOCU Performance Measures Richard Barnes What are the key performance measures for TOCU?

To monitor the performance of the TOCU against its four objectives, a set of jointly agreed performance measures has been established and these are detailed in the Special Services Agreement as follows:

Objective 1 – To ensure that the public and the staff feel safe using the bus infrastructure on agreed routes and corridors and other agreed priority locations.

Performance Indicators:

• Total number of crimes related to buses, passengers or Bus Infrastructure on TOCU routes. • Total number of crimes related to buses, passengers or Bus Infrastructure on the remainder of the London Bus Network. • Total number of on-bus crimes on TOCU routes. • Total number of on-bus crimes on the remainder of the London Bus Network. • Percentage of customers and staff identifying fear of crime as a concern on TOCU Bus Routes whilst on buses as compared to the remainder of the London Bus Network. • Percentage of customers and staff identifying fear of crime as a concern with the TOCU Bus Routes (but not on buses) as compared to the remainder of the London Bus Network.

Objective 2 – To ensure the efficient movement of buses on agreed routes and corridors and other agreed priority locations on the London Bus Network.

Performance Indicators:

• Percentage of customers and staff expressing satisfaction with bus services (reliability and journey time) on TOCU Bus Routes as compared to the remainder of theLondon Bus Network. • Excess Waiting Time for TOCU routes compared with the London Bus Network. • Traffic Lost Mileage for TOCU routes compared to the London Bus Network.

Objective 3 – Enforcement of the law relating to taxis and private hire vehicles (PHV) within the Metropolitan Police District to ensure the safety of the public focussing on agreed priority locations.

Performance Indicators: • Level of taxi or PHV offences detected in agreed priority areas compared to other areas. • Level of touting activity in priority areas compared to other areas. • Percentage of travelling public identifying fear of crime as a concern when using legal or illegal taxi and private hire vehicles, comparing those departing from agreed priority areas with those departing from other areas. • Modes of transport used when travelling from agreed priority areas compared with other areas.

Continued…

Objective 4 – To assist the control and where possible the reduction of congestion at agreed priority locations within the Metropolitan Police District.

Performance Indicators: • Measure of journey time for specified journeys. • Time for traffic flow to return to normal following an incident requiring TOCU response. • Specific indicators of congestion for each agreed priority location.

Performance against these indicators is reviewed on a monthly basis by specialist staff within TfL’s Transport Policing and Enforcement Directorate and the TOCU. The KPI’s themselves have been refined and developed on a regular basis since the TOCU was created and will continue to be kept under review.

102 / 2004 - Operations against Illegal Mini Cabs Richard Barnes

How many operations has TOCU undertaken to curb illegal mini cab’s in the last 12 months, and how many people were arrested and charged as a result?

Between 10 June 2002 and 30 November 2003 there were 114 cab operations resulting in 725 arrests, 400 of which were specifically for touting. Case disposal outcomes for arrested persons are not currently available.

Charging decisions are the responsibility of Borough Custody Officers based on case disposal procedures/guidelines. TOCU crimes are ‘owned’ by the boroughs and TOCU arrests will contribute to the performance and judicial disposal rate of the Borough Operational Command Unit (BOCU) – this is the case for all pan-London units and their intervention is not explicitly recorded.

As part of a new approach to combating touting activity in October 2003, detailed analysis of the judicial disposal outcomes will be undertaken for a limited period in order to check the effectiveness of the new approach. The results of this will be made available to you in due course.

Successful representations have been made to the Home Secretary to specify ‘touting’ as a recordable offence. This means from 1st December 2003, fingerprints, photographs and DNA will be taken from all touting offenders. This will increase the ability to bring offenders to justice, identify persistent offenders nationally through the Criminal Records Bureau, deter would be offenders and improve compliance with Private Hire Legislation.

103 / 2004 - TOCU & Mini Cabs with No Insurance Richard Barnes How many mini cab drivers, either registered or not registered, has TOCU charged with driving with no insurance? How many of these offenders were pursued in the Courts and how many were only given a formal warning? On what basis is the decision made simply to warn offenders?

All persons arrested and charged with touting (whilst driving) are also charged with not having the correct insurance for carrying passengers.

Cases of driving with no insurance which come to light as a result of visits to minicab offices, and the examination of copies of drivers’ documents which prove to be invalid, are primarily dealt with under the Theft Act as such drivers have obtained employment by fraud.

The outcome of each case, following a full investigation, is based on case disposal guidelines which could include the offending driver being formally warned for the theft offence. If sufficient evidence is available to prove driving with no insurance then the outcome could result in the offender being summonsed for that offence.

Information on judicial disposals / formal warnings is not currently available. TOCU crimes are ‘owned’ by the boroughs and TOCU arrests will contribute to the performance and judicial disposal rate of the Borough Operational Command Unit (BOCU) – this is the case for all pan-London units and their intervention is not explicitly recorded.

104 / 2004 - Oyster Card Scheme Roger Evans I understand that Oyster Cards cannot be purchased from overground railway stations as Network Rail is not participating in the scheme. Evidently, this means that if commuters who come to London on the overground network wish to use an Oyster Card, they must buy it at an underground station or another approved network rather than their local station. However, this begs the question of how Annual Season ticket holders who have bought their tickets from overground stations, who may now wish to convert a season ticket to being an oyster card, can go about doing this, as I understand that the ticket has to be exchanged at the outlet where it was originally purchased.

Oyster can be obtained at 37 mainline railway stations. These are joint stations where both London Underground, DLR/ Tramlink and train operating companies offer services. These stations are equipped to sell Oyster at TfL expense. For other stations within greater London, TfL's contractor, TranSys, offered to provide top-up equipment free of charge to train operating companies. This offer was not taken up by any train operating company.

Exchange or refund against annual season tickets sold by train operating companies is a matter for each train operating company. It is our understanding that they require customers to seek refund or exchange at the station where the ticket was purchased. Customers may choose to get a refund and then buy a season ticket on Oyster from Transport for London.

TfL and TranSys are now supporting efforts by the Rail Settlement Plan to develop specifications for a new generation of National Rail ticket issuing systems. These specifications would include an Oyster interface and should begin appearing in ticket offices in 2005.

105 / 2004 - Freedom Passes Roger Evans Could you explain why all current Freedom Passes are set to expire on 31st March 2004?

Freedom Passes are re-issued every two years, and this has been the practice for many years. During February and March the passes will be re-issued - in smartcard format. This 2-year validity period is adopted at the request of the Boroughs - who sponsor and fund the scheme - because it provides some control over potential misuse of lost/missing passes. With the advent of smartcards, however, TfL will be exploring with the Boroughs the potential for a longer validity period in future.

106 / 2004 - Taxis (2004 fare rises) Roger Evans

How was the consultation with the London Cab Drivers Club regarding tariff increases for April 2004 conducted?

Consultation on the fare tariff has been conducted via a series of meetings and exchanges of correspondence between cab trade representatives, including the LCDC, and the Public Carriage Office. Tariff proposals for 2004 have not yet been finalised and the PCO is continuing to consult with stakeholders on them.

Consultation on this issue is complicated but has been on the whole very positive with the trade and in particular with the LTDA and the T&GWU. The notable exception has been the LCDC who appear at odds with other representative bodies on the approach to this year’s review, and to misconstrue TfL’s attempts to discuss options and alternatives. LCDC’s representatives continue to misunderstand the cost formula despite repeated attempts by TfL to explain it. They believe that London taxi fares are currently too low, while the bulk of drivers seem to think the level is about right.

107 / 2004 - Taxis (2004 fare rises) Roger Evans

Why is TfL not prepared to consider a departure from the cost index change when setting the 2004 tariffs for the Black Cab trade, especially in the light of drivers having made overall losses as a consequence of the 2003 tariff revisions? Taxi drivers did not make an overall loss as a result of the 2003 revision. This was a misunderstanding by the London Cab Drivers Club. Some fares did go down, but these were outweighed by other increases. Night-time and weekday daytime fares were increased by 2.25%, based on the cost index agreed with the trade. This year, the Public Carriage Office in consultation with trade representatives is considering increases broadly in line with the cost formula.

Most of the taxi driver representative bodies have indicated support in principle to the application of the cost formula for 2004, which the PCO believe provides a fair balance between the interests of the trade and the travelling public.

The PCO recognises that the structural changes in the 2003 revision did not affect all drivers equally. The replacement of separate extra charges for luggage and additional passengers (which were disliked and/or not understood by many passengers) with an average 28p increase in basic rates appears to have under-compensated drivers during evenings and weekends but over-compensated them during weekday daytimes. This will be addressed by this year’s review.

108 / 2004 - Overground Rail Roger Evans What measures can be taken to offer correct and consistent information to overground suburban rail passengers in London in order to avoid confusion regarding train destinations and platform changes?

The installation of real time customer information systems (CIS) is taking place, albeit gradually, over most of London’s suburban rail network. Much of South London’s rail network is now covered by such systems, the latest being installed on South West Trains in 2003. TfL London Rail is currently in discussion with the principal train operator in North London to assist with investment for real-time CIS later this year. Whilst these systems are automatically and centrally controlled, it is also TfL policy to encourage train operators to provide staff at stations for a greater part of the day to give Londoners reassurance as to their personal safety as well as to provide train running information when disruption occurs.

109 / 2004 - Surface Transport (buses) Roger Evans How do you see bus services developing over the coming year so that they serve the needs of Londoners?

Bus services will continue to develop in line with my Transport Strategy. In particular this will involve catering for the increases in demand on the bus network. Further improvements to reliability will be introduced and some services extended and/or diverted to serve new developments, for example in the Thames Gateway area.

110 / 2004 - Underground Roger Evans

Since taking control of London Underground, have any unexpected challenges come to light?

We predicted that taking control of the London Underground would be a challenge. It is and continues to be an enormous amount of work.

111 / 2004 - Roads Roger Evans What steps are being taken to improve traffic flows on the TfL road network both in outer London and inside the central zone?

TfL's Directorate of Traffic Management, led by Peter Brown, was established in May 2003 with the remit to “get London moving”. It is actively promoting partnership working with London’s boroughs and utility companies to improve the management of works, incidents and events. This is to minimise disruption to traffic operations on all roads in the Capital that are important for the movement of people and goods. Initiatives being progressed or already introduced include:

• establishment of the London Traffic Control Centre and associated enhancement of the computerised traffic signalling and CCTV systems for real-time management of incidents and events;

• development of LondonWorks, a system to facilitate the planning and co-ordination by TfL and London’s boroughs and utility companies, of road and streetworks, providing the necessary visibility to enable the disruption from such works to be minimised;

• provision through the TfL web-site of information to the public on the current operating status of London’s more important main roads and forward plans in regard to events likely to disrupt traffic operations on those roads.

• improved control of traffic sensitive areas through the introduction of the Transport Operational Command Unit (TOCU), to assist the enforcement and where possible the reduction of congestion at bottlenecks within the Metropolitan Police District.

112 / 2004 - Speed cameras Roger Evans

Given that roadside speed cameras are painted yellow to highlight their role as a safety device, will you undertake to ensure that the new mobile speed cameras are also painted yellow and highlighted so that they contribute to safety improvements in London and are not just seen as a way of raising money?

The livery on the mobile London Safety Camera Partnership (LSCP) vans has been approved in accordance with DfT guidance and is designed to ensure very high visibility. The vans bear the LSCP logo on the sides with brightly coloured blue and yellow beams on a white background. The front of the van bears the DfT Road Safety "Think" slogan, and the back of the van carries bright reflective red chevrons on a bright yellow background.

The success of the partnership is based on achieving a reduction in the number of people killed and seriously injured on London's roads. All the cameras implemented by the LSCP, whether static or mobile, are used to achieve targeted reductions in the number of people killed and seriously injured on London's roads as a result of speeding, an objective which I am sure Roger Evans agrees with.

113 / 2004 - Congestion Charge Zone Expansion Angie Bray Withdrawn Given limited resources and the many transport projects promised to Londoners, does Mr. Kiley think that the expenditure on extending the Congestion Charge westwards should be a priority at this time, especially as the current congestion charging zone has been in operation for less than a year?

114 / 2004 - Congestion Charge Zone Expansion Angie Bray

Does Mr. Kiley agree that any proposal to extend the Congestion Charge westwards should guarantee that the whole of the Royal Borough of Kensington & Chelsea is included within the scheme to avoid damaging the community. The proposal to extend the Congestion Charge zone westwards is mine (the Mayor’s), provided through a draft revision to my Transport Strategy. The Royal Borough of Kensington and Chelsea has suggested an alternative western boundary to that proposed in the Draft Transport Strategy Revision following the West London Railway Line (WLRL), which marks the borough boundary. This alternative option poses difficulties surrounding the effective management of traffic approaching the boundary. In particular there is no high capacity or strategic road in close proximity to the WLRL that could provide a suitable main road diversion route for traffic wishing to divert around the proposed charging zone. A boundary at the WLRL would also pose serious issues for signing and would be confusing for motorists.

Given the concern I cannot agree that TfL shall guarantee that the whole of the Royal Borough be included. However, I can happily agree that I will consider further any representations on this issue should or when I decide to ask TfL to carry out a public consultation on a revised Transport Strategy.

115 / 2004 - Bus Route 18 Proposals Angie Bray

Can the Mayor explain what consultation was undertaken by TfL with local businesses directly affected by proposed changes made to the Number 18 Bus Route in Harrow?

Will the Mayor admit that the consultation TfL undertook was insufficient; and as a consequence recognise that companies such as the Harrow Tool Company and Elite Electrical Ltd. are set to loose their loading bays and parking spaces, threatening their ability to operate effectively and thus the jobs of 30+ people?

Widespread consultation was undertaken in the local area for the proposed changes to bus route 18. Strong public support for the scheme was demonstrated. The London Borough of Brent, the highway authority responsible for the roads affected, carried out this consultation.

A total of 3,400 leaflets were delivered to all properties along the route, both residential and commercial, including Harrow Road, between Harlesden and Ladbroke Grove on 20 July 2001. Full plans were available at Brent Council’s offices in Brent House, Wembley High Road.

Brent Council is currently in negotiations with interested parties regarding the operational hours of the bus lane near Elite Electrical Distribution and the Harrow Tool Company. The proposed hours are 8am – 9.30am and 4.30pm – 6.30pm. Loading will be prohibited in the bus lane during these operational hours. The proposed operational hours are the same as the current loading restrictions on this section of road.

Similarly the yellow line restrictions which existed prior to this bus lane being installed also banned waiting, which includes parking, from 8am – 6.30pm from Monday to Saturday. The bus lane will ban waiting for the same period.

At a meeting on 17 September 2003 (attended by TfL Transport Officers, Brent Council Transport Officers, the Managing Directors of the aforementioned companies and other interested parties) Brent Council agreed to examine the possibility of inset loading facilities on the section of Harrow Road by Elite Electricals Distribution and the Harrow Tool Company. Investigations are currently ongoing. TfL will consider funding for an appropriate solution.

In addition, the Brent Council, in conjunction with their consultants, are in discussion with the London Borough of Hammersmith and Fulham to provide additional off street parking in Letchford Gardens.

116 / 2004 - Bus Route 18 Proposals Angie Bray

Can the Mayor and Bob Kiley explain why they have not replied to several letters from both the Harrow Tool Company and Elite Electrical Ltd., including a commitment made at People’s Question Time on 14th October, promising to investigate their concerns about new bus lanes being installed.

TfL replied to correspondence from Elite Electrical Distribution and Harrow Tool Company on 6 November 2003. Prior to this TfL held several telephone conversations with the representative at Elite Electrical Distribution explaining the delay, which was in order to review all the correspondence, including the petition, received regarding this issue.

According to TfL records, there is only one letter from Harrow Tool Company, received shortly before the Christmas break, which still requires an answer. There are no other outstanding letters about this issue.

117 / 2004 - Bus Route 18 Proposals Angie Bray Can the Mayor explain why TfL are ignoring the views of 1156 people who have signed a petition condemning the development of a bus lane on a 100m stretch of the Harrow Road, with the loss of much needed parking and loading bays which are used by local businesses?

TfL and the London Borough of Brent took full account of the petition and are working toward finding an appropriate solution.

Brent Council are currently in negotiations with interested parties regarding the operational hours of the bus lane near Elite Electrical Distribution and the Harrow Tool Company. The proposed hours are 8am – 9.30am and 4.30pm – 6.30pm. Loading will be prohibited in the bus lane during these operational hours. The proposed operational hours are the same as the current loading restrictions on this section of road.

Similarly the yellow line restrictions prior to this bus lane being installed also banned waiting, which includes parking, 8am – 6.30pm from Monday to Saturday. The bus lane will ban waiting for the same period.

118 / 2004 - Consultation Angie Bray Oral Will you reconsider the time that TfL allots for consultation on major road Answer changes, and allow more time for consultation, particularly over holiday periods? For example, a proposal by TfL to install a bus lane in Roehampton Lane was given only two weeks consultation period over the Christmas and New Year holidays (from the 22nd December to 5th January) which is just not acceptable for such a sensitive issue.

119 / 2004 - 213 Bus Tony Arbour

Could TfL state what action it is taking to improve the reliability of the 213 Bus that travels from Kingston to Sutton in the mornings which is often up to half an hour late?

Route 213 is timetabled to operate every ten minutes in the morning peak. London Buses monitoring shows that the 213 performs well, and that the route meets its reliability targets. More recently however, there have been reported traffic problems in the area which could be affecting reliability. London Buses are investigating the cause of these problems so that appropriate action can be taken. To illustrate performance, the average time passengers wait in excess of that timetabled was 1.52 minutes in Quarter 3 2002. The excess waiting time for Quarter 3 2003 was 1.22 minutes, with a target of 1.3 minutes.

120 / 2004 - 465 Fulwell to Dorking bus service Tony Arbour

What action is TfL taking to improve the reliability of the 465 Fulwell to Dorking bus service which is frequently up to nearly an hour late and on one autumn Saturday was an hour and forty five minutes between buses on a half hourly service.

London Buses are concerned at the performance of this service, which as you say has not been meeting reliability targets. For example, the percentage chance of a bus departing on time in Quarter 3 2003 was 48.2%. This has dropped to 39.5% in Quarter 3 2003. The operator is reviewing the route schedule to determine what changes could be made to the service to improve performance. London Buses is working with the operator to implement a revised schedule, which should about improvements in reliability. London Buses hope to introduce a new schedule in April this year.

121 / 2004 - Youths marauding on South West trains Tony Arbour

What action is the Mayor and British Transport Police taking to deter gangs of particularly youths marauding on South West trains across South West London form Waterloo in the evenings and intimidating passengers?

In August 2002, South West Trains (SWT), in partnership with British Transport Police (BTP), introduced TravelSafe Officers onto the railway. They are unique, within London, as they are employed by SWT but are deployed by BTP. They are remitted to provide a high profile on trains, and number 56 in total. In addition, BTP provide mobile patrols of police officers. The large number of trains running on the suburban network, however, inevitably means that all services cannot be covered. As such, TfL London Rail has agreed to invest £1.5million, with a further £1.5 million from the Strategic Rail Authority to install CCTV on all suburban trains on SWT. TfL London Rail has also agreed to invest nearly £500k on a similar programme on trains operating on Watford and North London routes.

122 / 2004 - Broken Rails Tony Arbour

There appear to have been a series of broken rails on the railway lines in South London and just outside the Greater London Boundary on lines from South London. These breakages disable whole sections of the network for significant periods of time. Could the Mayor bring this problem to the attention of the Strategic Rail Authority and ask that in the interests of safety and efficiency the checking and the replacement of potentially dangerous rails be given?

The responsibility for the management of the rail infrastructure, and the number of broken rails does not lie with the Strategic Rail Authority, but with regulatory bodies and HSE.

The number of broken rails has, in fact, been declining in recent months. All occurances are monitored, on an individual basis, by the Health and Safety Executive (HSE). The Office of the Rail Regulator recently issued a requirement to Network Rail to meet specific targets to reduce the number of broken rails as part of the ORR Interim Review of Access Charges.

123 / 2004 - 235 Bus Route Tony Arbour

What action is being taken to improve the reliability on the 235 Bus route?

In January 2003, a new Quality Incentive Contract was awarded to Tellings Golden Miller to operate this route, which specified increased frequencies at all times. Under this contract, poor performance, within the control of the operator, carries a financial penalty. Good performance is rewarded through a graduated payment scheme. London Buses has continued to monitor the service, and has found it to generally meet the expected performance standards. For example, the average time passengers wait in excess of that timetabled was 1.21 minutes in Quarter 3 2002, and was also 1.21 minutes in Quarter 3 2003. The target waiting time is 1.3 minutes. If there are any specific examples of long waits, however, London Buses Customer Services would be happy to investigate.

54 124 / 2004 - 117 Bus route Tony Arbour

Is more capacity planned for buses on the 117 Bus route, which is frequently full and therefore leaves significant numbers of passengers and particularly school children waiting for the next bus? Has the idea of double decker buses been considered?

There are no plans for frequency enhancements to route 117 at this time. London Buses data does not show any capacity issues, although usage is showing strong growth. London Buses will now look at the route and times and locations of the overcrowding are supplied they will arrange surveys and take action to provide more capacity if this is required.

125 / 2004 - 490 Bus route Tony Arbour

The 490 Bus route has been critised for having few buses at infrequent intervals, what action is being taken to make this a more reliable and more frequent service?

There was a substantial increase in service on route 490 during the summer of 2002, when service levels were increased by over 14%. It is now a high frequency service for much of the day from Monday to Saturday, with buses running every 12 minutes. In the evenings and Sundays the service runs every 20 minutes. Excess Wait Time (the time passengers wait in excess of that timetabled) was 1 minute over the last year. The minimum standard is 1.3 minutes. London Buses monitoring shows it therefore to be neither infrequent nor unreliable. However, if there are any specific complaints London Buses Customer Services would be pleased to investigate.

126 / 2004 - 285 service Tony Arbour

What plans are there to make the 285 service more frequent to meet increasing demand?

London Buses have no plans to enhance route 285. Whilst usage is certainly growing, capacity is generally adequate for the demand. London Buses will continue to monitor the 285, and will take appropriate action should demand exceed capacity. If London Buses is supplied with times and locations of the overcrowding they will arrange surveys and take action to provide more capacity if this is required.

127 / 2004 - 111 bus service Tony Arbour

The 111 bus service is regarded by passengers as unreliable, what action is TfL taking to rectify this problem?

In May 2003 a new Quality Incentive Contact was awarded to London United to operate this route, which specified increased frequencies at all times. Under this contract, poor performance, within the control of the operator, carries a financial penalty. Good performance is rewarded through a graduated payment scheme. London Buses has continued to monitor the service, and has found it to generally meet the expected performance standards. For example, the average time passengers wait in excess of that timetabled was 1.49 minutes in Quarter 3 2002. This dropped to 1.38 minutes in Quarter 3 2003. The target is 1.5 minutes. If there are any specific examples of long waits, however, London Buses Customer Services would be happy to investigate.

128 / 2004 - H25 bus service Tony Arbour

With the expansion of Heathrow Airport what plans are there to improve the capacity of the H25 bus service?

London Buses have no current plans to enhance frequencies on route H25. TfL has regular meetings with BAA, and other agencies involved in Heathrow, to discuss the effect that such things as changes in employee numbers and developments in the airport will have on passenger numbers and travel patterns. This allows TfL, including London Buses, to time improvements in transport provision to cater for known changes in demand.

129 / 2004 - Bus shelters Tony Arbour

What are TfL’s policy and service standards for the repair and maintenance of Bus shelters?

All shelters are cleaned at least fortnightly. Shelters with solid roofs have them deep- cleaned twice a year (clear glazed roofs have theirs cleaned as part of the normal fortnightly cycle). In addition, there is an rapid response for the removal of offensive or extensive graffiti or flyposting. All cleaning materials used are selected so as to minimise any adverse environmental effects.

Routine repairs are carried out within 3 days of damage being reported. Plastic materials are used for glazing only where glass is broken persistently, as plastic is less satisfactory as glazing material, though more durable. Lighting is controlled by photo-cells, thereby restricting electricity use to the times when it is needed. London Buses are rolling out solar-powered lighting to approximately 300 shelters where it is uneconomic or impracticable to install mains power. This is due to be completed by March this year.

Bus stops are designed so that the majority of their parts can be reused / recycled, and shelters that have to be removed are either reused elsewhere or have their parts used for repairs

130 / 2004 - North Sheen Railway Station Tony Arbour

North Sheen Railway Station has suffered from a serious graffiti problem. What is the Mayor doing to persuade the rail companies to improve the prevention and speed of removal of such offensive graffiti?

South West Trains (SWT) has initiated a scheme to improve the visibility of TravelSafe Officers, employed by SWT but deployed by British Transport Police, to take measures to reduce the destruction and defacement of station buildings. In addition, SWT have installed Help Points and CCTV, and have improved lighting, on the route on which North Sheen lies, aided by investment from TfL London Rail. All stations on SWT, within the Greater London area, are now covered by CCTV and monitored, in real time, by a Communications Centre located at Wimbledon. Finally, SWT are about to award a facilities contract to improve the appearance of station buildings. SWT have a graffiti removal programme which requires the current Contractor to remove all offensive graffiti immediately and other graffiti within 7 days.

131 / 2004 - District Line Service to Richmond Tony Arbour

What plans are there for improving the District Line Service to Richmond? From mid 2004 the D-stock trains used to serve Richmond and the rest of the District line are being refurbished to offer customers a much improved travelling environment.

A moderate improvement to the signalling and track will mean peak scheduled service levels from Richmond will improve from 8.5 minutes to 8 minutes by around 2011.

Prior to this, the infraco’s ongoing improvement projects delivered through the PPP contract are forecasted to reduce delays suffered at each of the 3 west-end branches. Metronet SSL has projected asset performance improvements of 30% over the next three years.

132 / 2004 - Crossrail/District Line Tony Arbour

Should Crossrail be given the go ahead, will there be any investment in the District Line to Richmond before the commencement of the project?

The planned improvements to the service on the Richmond branch currently proposed by CLRL are enabled by investment in other areas of the District line. Capacity in the central area is the current pinch-point to operating improved services to any of the branches. As this investment will continue irrespective of the decision on Crossrail, the Richmond branch would continue to benefit.

A moderate improvement to the signalling and track would mean peak scheduled service levels from Richmond would improve from 8.5 minutes to 8 minutes by around 2011.

D-stock trains would certainly be refurbished irrespective of the decision on Crossrail.

133 / 2004 - Turnham Green Station Tony Arbour

Will TfL tell Crossrail that, as part of their plans for Turnham Green Station, they should ensure that all Piccadilly Line trains should stop there?

The facility to enable Piccadilly line trains to stop at Turnham Green, by provision of adequate platforms is in existence today and will be retained. Therefore the decision on stopping the service can be reviewed against the signalling capacity, passenger capacity on the service and demand at the station. The addition of Crossrail at the station will certainly change the demand and a review of the service pattern and infrastructure requirements to enable any changes will be undertaken.

134 / 2004-TfL road network in the London Boroughs of Bexley and Bromley Bob Neill

Will you please list all changes made to the TfL road network in the London Boroughs of Bexley and Bromley since TfL assumed responsibility, with a short description and the cost of each project?

TfL have undertaken some 30 projects on the TLRN in Bexley and Bromley(A2, A20, A21, A232) since July 2000 at a cost of £4.5m. These include carriageway and footway resurfacing, anti-skid and improvements such as the A2 speed reduction measures. I have asked Peter Hendy, Managing Director Surface Transport, to provide you with a detailed breakdown of these as they would be too numerous to list here.

135 / 2004 - Footpath along the A21 Bob Neill

What was the cost of the new footpath along the A21 in the London Borough of Bromley? What surveys were undertaken to establish the demand for this? What monitoring has been undertaken of usage?

A total of 4.4km of footway improvement works have been completed as part of a combined A21 maintenance and improvement scheme when the opportunity was taken to enhance cycling and bridle way provision here. The cost was £656k, which included provisions to avoid disruption to traffic flows, by only working off-peak hours.

The prime motivation for initiating the works was the delivery of the Mayor's Transport Strategy objectives, to encourage more non-car dependant journeys, for which TfL have received praise from local people, cyclists and horseriders. A post scheme survey has demonstrated a considerable usage with 102 cyclists recorded during the period 13:00 on Friday 20 June 2003 to 16:00 Monday 23 June 2003 (plus 225 special event users). Accidents are also expected to reduce as a consequence of the improved pedestrian facilities and segregating cyclists from vehicular traffic.

136 / 2004 - Thames Road Erith Bob Neill

When will the proposal to dual Thames Road Erith be allocted funding? When will work on the project start?

TfL have already allocated some funding to the Thames Road dualling. In early December, TfL increased this by £1million over and above the £250,000 already allocated through the Borough Spending Plan. The Office of the Deputy Prime Minister has also indicated that they are prepared to provide up to £10 million in funding.

I have promised to find the remaining £9.32m required to fully fund the project. TfL officers are working with the borough and ODPM officials to finalise detailed arrangements.

The local authority, LB Bexley, is responsible for implementing the scheme. The plan is to start work in 2005 and open the widened road in 2007.

137 / 2004 - Cleaning and maintainance of the TfL road network Bob Neill

Why will TfL not appoint the relevant London Borough to acts as its agent for routine cleaning and maintainance of the TfL road network?

The duty for cleaning the TfL Road Network (TLRN) already rests with the Boroughs under the provision of the Environmental Protection Act. With regard to the agency for maintenance of the TLRN this was the subject of open competitive tender in 1991 with 5 year contracts being awarded in April 2002. A number of Boroughs took part in this open process and in fact one, Camden, was awarded the North Central Stewardship contract.

138 / 2004 - Road Cleaning and Maintenance costs Bob Neill

What comparisons have TfL made into the cleaning and maintainance costs per kilometer of TfL roads and Borough roads?

TfL is not responsible for cleansing of the Transport for London Road Network (TLRN), as this duty rests with the Boroughs under the Environmental Protection Act. No comparisons can, therefore, be made.

With regard to comparisons of the cost of maintenance the only figures available are in terms of the national Best Value Performance Indicator (BV186). These measure the percentage of the Highway Authority's road network (in the case of TfL this is the TLRN) where major structural treatment is not necessary, divided by the Highway Authority's average expenditure per kilometre on their roads over the past three years. In TfL's case it is a relatively new organisation that inherited a significant backlog of outstanding maintenance problems. These are gradually being cleared and our performance over time, in terms of maintenance cost of dealing with this backlog, is expected to further improve.

139 / 2004 - Bus Stops Bob Neill

Why do London Buses not give residents prior notification and an opportunity to make representations before siting a bus stop outside their home?

The GLA Act requires TfL (through London Buses) to consult on the proposed siting of bus stops.

Locations for new or re-sited bus stops are agreed following consultation with the highway/local authority and police, including a site meeting. Depending upon the borough, some may consult with residents or Ward Councillors before agreeing to a particular site. TfL is not required to notify or consult directly with frontages.

You will know that I have asked London Buses to review how and whom they consult on bus stop locations. I know that work is already underway on this, and London Buses will be contacting stakeholders by the end of the financial year.

140 / 2004 - B11 Bus Bob Neill Will the Mayor, as Chairman of TfL, review the decision of London Buses to re- route the B11 bus along New Road, Abbey Wood, rather than New Road?

I assume you are referring to the decision to route the B11 along New Road rather than Knee Hill.

Peter Hendy has reviewed the decision, and concluded that the New Road routeing should remain in place. This decision was conveyed to all interested parties on 23 October. Knee Hill has no pavements for much of its length whereas New Road does and the present routeing improves access to Bexley College. It also enables same-stop interchange with route 99.

In order to meet requests to assist those with impaired mobility in the Knee Hill area, Mobility Bus 938 will be extended from Abbey Wood to Knee Hill, Federation Road, Bostall Lane and Bostall Hill from 21 February.

141 / 2004 - Bus Routes - Mayor's economic, spatial and environmental strategies? Bob Neill What steps are taken to ensure that changes to bus routes, or proposals for new routes, take account of the Mayor's economic, spatial and environmental strategies?

London Buses’ Service Planners have a full working knowledge of the various Mayoral Strategies and developments to the bus network are designed to complement them. This process is helped by regularly working with other members of the GLA group, including the LDA and PDU.

142 / 2004 - Olympic Games - Transport Bob Neill

Could London's transport system cope with the Olympic games without the East London Line extension? Will it be in place by 2012? What is causing the delay in proceeding with the project?

London has a large and flexible transport system, and the Olympics zone is situated near Stratford which is one of the most accessible places in London. Furthermore much of the travel to the Olympics will be counter-peak, and the Olympics transport strategy will also be seeking to reduce peak commuting flows so as to release capacity for Olympics traffic.

The East London Line extensions would assist in reducing rail congestion in east and south east London, and would therefore make a significant contribution to strengthening the Olympics transport strategy and London’s bid. However, alternative approaches will be developed for the Olympics should the East London Line extension not be in place in time.

The Government approved the Business Case for the East London Line extensions in July 2003. The SRA have allocated funds for the continuing development of the project over the next two years and are ready to publish an OJEU notice that would start the procurement process for a contractor who would design, build and then transfer the new railway to Network Rail. Network Rail in turn would recoup the cost of the railway from track access charges paid by rail operators. This is a novel funding mechanism and the Government need to give it the go-ahead. It is this Government go-ahead on the funding mechanism that is now awaited, and I suggest all London stakeholders press for this to be given as soon as possible.

143 / 2004 - Fare Increases - South Eastern Trains Bob Neill

What steps did the Mayor or TfL take to prevent the recent record fare increases imposed upon passengers of South Eastern Trains?

National Rail fare levels are not controlled by TfL or the Mayor. The Strategic Rail Authority set guidelines for Train Operating company fare decisions, and these have been revised to allow a general increase of 1% above the prevailing rate of inflation. TfL and I will continue to emphasise that such increases at the present time will deter travellers from using rail services unless they are accompanied by appropriate improvements to services. Whilst the fare increases are unsatisfactory, we must all press to ensure that the money they raise is invested in service improvements.

144 / 2004 - 382 bus Brian Coleman Can you tell me when the bespoke survey into the usage of the 382 bus will be carried out, and when I can have access to its findings, in particular those relating to Parkside Gardens and Brookside South?

As London Buses said to you when you recently met on the issue, the survey into the use made of the 382 on the Brookside South and Parkside Gardens section specifically will be carried out shortly, and the results should be available by the end of February. London Buses will provide you with the results when they are available.

London Buses are planning to undertake an in depth origin and destination survey of route 382 before the summer holidays in 2004. This type of survey will give stop by stop information on where passengers board and alight and the data should be available in September 2004. It takes about 6 months to a year for travel patterns to stabilise when a new route is introduced.

145 / 2004 - Level of usage on the 382 route Brian Coleman

What level of usage on the 382 route do you consider to be the minimum for it to be viable?

London Buses estimated that there would be 3,000 trips a day on the route. This was slightly more than necessary to meet the cost benefit criteria used by TfL to justify bus schemes. In the last 4 weeks average loadings have been over 3,200, (but as per my previous answer to 144/2004 we will wait until demand settles down to fully evaluate the route).

146 / 2004 - Bus Services Brian Coleman

Do you agree it is better to concentrate on improving the reliability of existing bus services, rather than introducing more services for which there may be little demand?

My Transport Strategy directs London Buses to improve the network with new and enhanced services. To this end, London Buses has introduced new services to areas previously distant from the network, and takes steps to improve the reliability of existing services when and where this is needed.

I note Brian Coleman’s support for route 603 from Muswell Hill to Swiss Cottage, as an example, of a new route requested by local people on which school demands may only become apparent after the service commences.

147 / 2004 - 268 Bus Service Brian Coleman

Can you give me figures on the reliability of the 268 bus service, and comment on its performance?

The average excess waiting time in quarters 2 and 3 for the financial year 2003/04 was 1.54 minutes and 1.98 minutes respectively. This compares to waiting times of 1.57 minutes and 2.12 minutes for the same quarters in the previous year.

The target for this route is an excess waiting time of 1.3 minutes. Although clearly reliability is improving, London Buses are concerned that the service does not yet operate to target. They are therefore working with Metroline, the operator, to identify what could be done to further improve reliability.

148 / 2004 - Northern Line Brian Coleman

How long do you anticipate it will be before full service, including line crossover, will be restored on the Northern Line?

London Underground is working to restore a full service, including the crossover as soon as is practicable. From 4 January the Northern Line is operating a full 91 train service in the peak which will help improve the service even under the current operating configuration.

149 / 2004 - Road Humps Brian Coleman

Do you now accept the evidence of the MPS and London Ambulance Service, that Road Humps hinder response times and endanger Londoners' lives?

I believe that insufficient evidence is available to substantiate the claims of the London Ambulance Service.

150 / 2004 - Traffic-calming schemes Brian Coleman

Can you supply me with details of how many traffic-calming schemes by London Boroughs TfL has been responsible for funding since May 2000, and how many are planned for the future?

In response to requests from the Boroughs (through the Borough Spending Plan (BSP) process), TfL allocates funding to the London Boroughs to introduce traffic calming schemes under various BSP initiative headings. This includes initiatives such as: Local Safety Schemes, 20 mph zones, Safer Routes to School, and Streets for People.

Measures would be implemented that are appropriate to the specific location, and in some contain elements of traffic calming, whilst others do not.

I will ask TfL to provide you with the details as soon as possible.

63 151 / 2004 - Apex Corner Brian Coleman

Are the works at Apex Corner on the A41 now complete, and if so, are you satisfied that the changes have not added to traffic congestion?

The works at Apex Corner are complete and I am satisfied that they have not added to traffic congestion.

152 / 2004 - "Good Service" on the Underground, Brian Coleman

When was it decided to replace the phrase "normal service" with "good service" on the Underground, and why was this done? Would it not be better to concentrate on improving actual service, rather than the perception?

The Underground decided to use the phrase “Good Service” during October 2003. The Underground has been experimenting with ways to get more useful information into the hands of customers so that they can plan their journeys. For some time LU used hand- written messages on whiteboards to note delays on the system. Often these messages were not relevant to the line on which they were displayed or for any likely connections. Instead, such messages were just a steady drumbeat of bad news obscuring the fact that the rest of the system was running without problems. In order to present balanced and more useful information, LU introduced the line specific boards that characterise service on each line. These boards allow users to quickly locate information about the lines of interest to them.

When using the new boards, staff across the system adopted various terms to describe service equal to the timetable or with only minor variations. The most common phrases were “good service”, ”normal service” and “service running well”. LU chose to adopt “good service” because it is a positive message, but also because some objected that “a normal service is a delayed service”. We chose to avoid this corruption of our message because the point is to communicate when you can rely on the service to get you where you need to go without the stress of long delays.

153 / 2004 - Extension of Congestion Charge Zone. Angie Bray What do you make of the results of the Evening Standard opinion poll which shows that 64% of people are against the expansion of the Congestion Charge zone? Doesn't this show that the majority of people in London do not want your congestion charge scheme in their own back yard?

I would expect the level of opposition for an extended congestion charging scheme to decline over time. This is in line with what happened with the existing scheme.

Indeed the opinion poll quoted in the Evening Standard 22 December 2003 shows support for the existing scheme has increased over time from 46% of Londoners in September 2002 to 57% at the present time.

Since its introduction, there has been growing support for the congestion charging scheme by London residents, with evidence that the scheme is starting to enter the general vernacular of day-to-day living. The poll is in line with other polls which suggest that on average more than 50% of all London residents support or tend to support the scheme and around 30% oppose or tend to oppose it.

My proposal to extend congestion charging to a western extension will be subject to extensive consultation on the principle and details of extending the scheme, which will provide an opportunity to hear and respond to the views of the public and key stakeholders.

154 / 2004 - TfL free travel Eric Ollerenshaw

At the last Mayor's Question Time, the Mayor confirmed for us that TfL give 110,000 free travel passes away each year. 93,000 of these go to non-TfL staff. If all these 93,000 passes were Zone 1-6 Travel cards, the taxpayer could be paying up to £140m a year for such privileges. This was justified on the grounds that such a concept goes back to the 1930's. What justification do you think there is for maintaining such 1930's a practice in the 21st Century, especially when the Mayor is saying there is a £1bn funding gap in the TfL budget from 2005/6 onwards?

TfL runs a balanced budget and will continue to do so through 2005/6. The free travel passes for non-TfL staff do not cost TfL anything remotely like the figure suggested in the question as that assumes every person would buy a zone 1-6 travel card if the free travel pass were withdrawn – which is obviously an absurd assumption. In addition, 80% of the retired staff who have a free travel pass are over 60 years of age and entitled to free travel anyway.

London Transport and now TfL have a long history of providing travel across the London transport network for staff, ex staff and nominees. This benefit is an aid to recruitment and retention of staff and is part of the overall remuneration package.

When London Transport became TfL, all staff who received travel passes continued to receive them. For those staff who subsequently transferred to private companies e.g. bus operating companies, they retained their travel pass as a direct result of Transfer of Undertakings (TUPE) legislation, as passes are a benefit.

Retired staff have to qualify through age and length of service before they are allowed to retain their travel pass. Each member of current staff is allowed one nominee pass. The number of passes in use changes daily with staff turnover and it is not possible to calculate frequency or length of individual journeys.

155 / 2004 - TfL Free travel Eric Ollerenshaw Oral Further to my previous question, the Mayor also justified the awarding of these Answer free passes on the grounds that such a scheme aids recruitment and retention. As he then went on to say that free travel was still allowed for retired employees, how does this scheme encourage staff to remain in employment at TfL instead of retiring early?

156 / 2004 - TfL Budget Eric Ollerenshaw The Mayor's Consultation Budget for 2004/5 was published on 15/12/03. A) Why does the budget show a £210m underspend for 2003/4? B) As you are prediciting a spend of some 8% below budget in 2003/4, what makes you so sure that TfL will be able to spend at a level some 16% above that predicted outturn level in 2004/5? C) Why does the TfL budget differ so sharply from the Business plan presented to the TfL Board only two months earlier?

Of the £210m difference between the 2003/04 Budget and 2003/04 Forecast Outturn £140m has to do with the London Underground because of: 1) Reduced cost of the PPP contracts, including lower than expected access claims due to mitigating actions by LUL and higher performance abatements and 2) The rephasing of committed expenditure on projects and a programme of efficiencies to reduce administration costs.

The remaining £70m difference is because of: 1) Reduced spending on corporate directorates (partially because of savings) and 2) An increase in Bus Revenue (increased ticket sales).

As it is difficult to use any unexpected savings incurred late in one year, on new projects delivered in the same year, TfL is committed to make all the necessary arrangements and ensure that Londoners receive in 2004/05 the maximum benefit from this year’s savings.

TfL has published a comprehensive Business Plan, which outlines in detail London’s Transport needs and how TfL is planning to use all of its available resources to address these needs. For next year, the bulk of TfL’s additional resources will be used to support already running services and projects such as improved Bus services and increased spending on Road maintenance (including Bridges and Tunnels). In addition, LU’s budget is expected to be more robust, as London Underground becomes more experienced in monitoring and enforcing the PPP agreements. As a result it is not expected that TfL will face the same situation in 2004/05.

There are only minor changes between the Business Plan and the Mayor’s Consultation budget. However there is a difference in the format in which the information is presented. In the Business Plan the information is largely presented as gross expenditure, whereas in the Mayor’s Consultation Budget the information is presented as net expenditure.

157 / 2004 - TfL Staff Turnover Eric Ollerenshaw

Could you detail the number of leavers and joiners at TfL each year since the beginning of the financial year 2000/01?

Financial Year New starters during year Leavers during year 01/07/00 – 31/03/2001 (*1) 465 258 01/04/01 – 31/03/02 576 334 01/04/02 – 31/03/03 (*2) 878 318 01/04/03 – 06/12/03 (*3) 1067 (*3) 551 (*3)

*1 – This financial year has started on July 1st 2000 when TfL was formed. *2 – From this financial year onwards, “Dial-a-Ride” staff are included in the TfL figures *3 – LUL officially become part of TfL on 20th July 2003, and is included in these figures