What’s wrong with lane rental: it counts vehicles not people

August 22, 2011

The Department for Transport have today launched a 12-week consultation on a proposed “lane rental” scheme, where utilities companies would charged for digging up the road.

Transport for London will tomorrow begin their consultation on whether we should have this in London.

New design

When lane rental was piloted in Camden and Middlesborough in 2002-04, it was concluded that it had little effect on the amount of time companies spent digging up the roads. 

The scheme currently being proposed by the government is quite different to the previous one. The 2004 pilot applied one charge to all streets at all times. The scheme the government are currently proposing will only charge at times which cause the most disruption.

This, we are told, will provide an incentive for companies to carry out works at less inconvenient times.

Inconvenient for who?

This all sounds somewhat sensible. But where will this actually apply?

The streets where evidence shows that works in the highway cause the highest levels of disruption and thus require the greatest efforts to smooth traffic flow.

DfT Guidance to Local Authorities, p8.

This is a phrase straight out of the Mayor’s Transport Strategy and demonstrates the extent to which TfL have influenced (or written) the national policy here. A google search for “smoothing traffic flow” on TfL’s website produces over 20,000 results:

On the Department for Transport website, three results.

What will lane rental look like?

The DfT guidance tells that “the detailed design of lane rental schemes is best determined at a local level”.

Fortunately for us, TfL have done exactly this. They have produced a map of the “most congested” areas in London.

TfL Network Operating Strategy p46

These Congestion Management Areas are where lane rental will apply – as explained to the Surface Transport Panel in May 2011.

And how is this measured? By counting delays on roads, to motor traffic. Doesn’t include pedestrians. Doesn’t include people on bicycles.

This means that – despite the fact that Blackfriars Bridge is actually a designated Congestion Management Area – the following will still be acceptable:

There are more bikes here than any other vehicle at rush hour - yet delays to bikes aren't counted by the TfL methodology (image from Cyclists in the City)

Closing a footpath rather than a “lane” will be encouraged under lane rental:

Year long works at Henley's Corner

If Transport for London want to prevent delay and disruption to journey times, great.

But once again they continue to define “disruption” and “delay” as only counting when it affects people in motor vehicles. This simply creates an incentive for people to use cars over other forms of transport – which apart from anything else will actually cause more delays.

The fact that TfL has managed to influence the national policy here is all the more concerning.

FOI: Transport for London start to react

August 19, 2011

In his memoirs, Tony Blair laments his government’s introduction of the Freedom of Information Act:

Freedom of Information. Three harmless words. I look at those words as I write them, and feel like shaking my head till it drops off my shoulders. You idiot. You naive, foolish, irresponsible nincompoop. There is really no description of stupidity, no matter how vivid, that is adequate. I quake at the imbecility of it.

While Open Democracy campaigners have reproached Blair’s about-face as a sign he was corrupted by power, there may be some merit to his argument.

The civil service and much of the country was concerned with Blair’s “sofa government” – decisions being made without involving the Cabinet, after consulting with a largely unelected (and to most of the country unknown) inner circle.

It is not far-fetched to suggest that when the Freedom of Information Act came into force in 2005, it provided an incentive to continue with such an approach: discussions are informal, undocumented and unknowable by journos, bloggers and busybodies.

Whatever – it’s not my job to discuss the merits of the Act. On balance, I think it’s probably a good thing, but clearly it can encourage behaviour we might not want our decision-makers to be engaged in.

We can see this in Transport for London. Wading through the minutes of TfL’s Network Management Group from April 2011 (which I received through a Freedom of Information request) I came across this little tidbit:

Any Other Business

Greenwich FOI

Noted that an FOI requesting copies of all correspondence between DR and Greenwich had included NMG minutes.  Agreed that going forward minutes to be brief action points.  Action – SC

It seems Tony’s cronies aren’t the only ones trying to evade the prying eyes of the public.

As ever, you can download the full (dull) minutes here.

Mayor’s office: Boris “not advised” over 20mph report

August 19, 2011

Last Friday, we looked at Boris’ claim that:

“On the 20mph limit zone on the bridges, I’ll look at anything. I’m told, my advice is, from the traffic engineers that this would not be a good way forward.”

Transport for London revealed, in response to a Freedom of Information request, that no one had provided Boris with said advice.

Mayor’s office response

At that point, with a mind to not libelling the man, I was forced to assume that Boris had received this advice from elsewhere. It might not be traditional for the Mayor to keep off-the-books traffic engineers who provide convenient post-hoc justification to his policies, but I couldn’t see any other explanation.

The Mayor’s office has now responded to my Freedom of Information requests. I asked them for:

The job titles of any traffic engineers who advised the Mayor’s office that this report was not the best way forward.

And they have responded:

The Mayor’s office was not advised as to the findings of this report.

I think it is fair to say at this point that what the Mayor said was simply not true.

We know that Boris was given advice that 20mph over Blackfriars Bridge was not the best way forward.

Possibly he thought the Blackfriars Bridge advice referred to all bridges. Or possibly he just lied. Who knows?

Whether you infer confusion or calumny, neither provides an optimistic outlook for Londoners while Boris Johnson remains in charge of London’s transport decisions.

See the full response from the Mayor’s office here.

Lights out: more ways people are being designed out of London’s streets

August 17, 2011

In January 2011 Enrique Peñalosa, the inspiring former Mayor of Bogota, asked at the London School of Economics,

If road space is the most valuable resource in the city, how do we distribute it?  To the many, or for the few?

Designing public space around cars is one answer. Designing space around people is another.

TfL are systemically engaged in the former. One policy which has received some attention is that they are explicitly reducing pedestrian time at existing crossings through Pedestrian Countdown.

But this is just the beginning. They are also removing puffin, pelican and toucan crossings all over London. And they are making changes to thousands of sets of traffic lights without considering the effect on pedestrians at all.

This is all quite explicitly in the name of “smoothing traffic flow” – the Mayor’s policy to design London for the convenience motor vehicles.

What are pedestrians worth?

To see the value attributed to people who walk in London, look no further than a 2009 report commissioned by the Greater London Authority, entitled The Economic Impact of Traffic Signals.

The study calculates the value of time gained by road users at specific junctions if traffic lights were removed.

Palace Road/Norwood Road in Lambeth – One junction examined in the study

The analysis comes up with remarkably precise conclusions, such as: the removal of traffic signals between 10am and 4pm at the above junction would save around £9000 per annum (p37).

It also says quite baldly on page 43:

The results do not include the net economic cost or benefit to pedestrians who are assumed to cross at gaps in traffic or at stand alone pedestrian crossings.

Just to be explicit: If you’re driving a car, your time is considered to be worth £26 an hour. As a taxi passenger, £45. Pedestrians’ time, however, is worth nothing.

In the above image there is one van, two cars and seven pedestrians. Prioritising the motor vehicles over the pedestrians is simply perverse.*

How is this affecting London’s streets?

This stuff is real. Ideas become policy, policy becomes practice and right now that practice is being installed on our streets in metal, concrete and stone.

Other than Pedestrian Countdown, Transport for London is rolling out a number of changes to traffic signals, without any regard to pedestrians. (Warning: this bit is a bit technical.)

  1. SCOOT (Split Cycle Offset Optimisation Technique) – sensors in the road detect when traffic is building up and change traffic lights accordingly. TfL’s are committed to installing SCOOT at 3000 of London’s 6000 traffic signals by March 2012. The effect on pedestrians is not measured – despite the London Assembly calling for it to be (p9).
  2. SASS (System Activated Strategy Selection) – SASS uses “network intelligence” to change signal timings in order to pre-empt traffic problems. It does not measure its effect on pedestrians.
  3. “21st Century Traffic Signals” – This is a new initiative by TfL, which is expected cost £17m. Its first and only public appearance is in their July Finance Policy Committee minutes (p5). It aims to “optimise signal settings between adjacent sets of signals from a central control source.” Does it account for pedestrians? I seriously doubt it – I have put in some FOI requests to find out more.

Lights out

It’s not just light timings. This is not to mention the dozens of puffin, pelican and toucan crossings that Transport for London are removing all over London.

Poland Street/Oxford Street - One junction set for signals removal

In one of their most laughable attempts at spin, TfL have claimed that the removal of pedestrian lights will lead to “fewer obstacles for pedestrians”.

Places for people

My friends have asked me why I keep banging on about traffic lights, when even in the world of street design there must be bigger fish to fry. But these small changes are harmful in so many ways:

Safety: increasing the ease of travelling by car at the expense of everyone else – which is what all this does – is dangerous for the people who are maimed and killed by them.

Accessibility: Reducing pedestrian time makes life harder for mobility impaired people. Removing crossings can kill blind and partially sighted people. Everyone from Guide Dogs to the Equality and Human Rights Commission notes that pedestrian crossings are lifesavers due to being able to hear when it’s safe to cross – but TfL are scrapping them.

Play: Why have we seen such a decline in children playing out? According to childhood experts, the increase of cars over the last generation is a significant factor: streets don’t feel safe anymore. Policies like this which reduce pedestrian time, priority and, basically, presence cause this.

Air quality: Road traffic is responsible for 80% of London’s particulate emissions, which a report commissioned by the Mayor estimates causes the premature death of over 4,000 people a year. The Mayor’s current strategy is to let the emissions into the air and then spend millions of pounds (literally) trying to suppress them. Guess what? Policies which encourage driving will just make this worse.

Cycling: None of these traffic light changes account for cyclists at all – technology could be used to encourage cycling, with all the according benefits. Like in The Netherlands, where traffic lights default to green for bikes.

Environment: Streets designed around cars are just not pleasant. Who wants to sit on a café on the pavement next to a motorway?

Boris Johnson’s justice

In a sense, of course, my friends are right. The changes I’ve mentioned in this post are basically quite small. Each individual change on its own is harmful, but maybe not disastrous for people in London.

But as the GLA study shows, this is not isolated. This is a pattern where people are simply not counted if they’re not in a car. Look at this quote from Boris Johnson about rephasing traffic signals:

There is surely not a single Londoner who has not waited at a red light at two in the morning on a deserted street and wondered why on earth they are being delayed.

To conflate Londoner with driver is an astonishing sleight-of-hand, and betrays Boris’s prejudices. In London, 43% of households do not have access to a car. And many of those of us who do, even if we find the odd 2am red light annoying, will actually still be adversely affected by policies which prioritise road traffic over pedestrians.

Enrique Peñalosa said about planning for cars,

Often, injustice is right before our noses but we are so used to seeing it we don’t even notice it. 

Under Boris Johnson, TfL are incrementally and systemically driving people off London’s streets. Worryingly, for them, it looks like London might be beginning to notice.

*Some of the logical fallacies behind these ridiculous hourly figures are exposed here.

Boris Johnson’s secret traffic engineers

August 12, 2011

Update: The Mayor’s office have confirmed that Boris did not receive advice on this document.

On 13th July 2011, Boris Johnson was grilled during Mayor’s Question Time by Assembly Member Jenny Jones about upcoming changes to Blackfriars Bridge. He said:

“On the 20mph limit zone  on the bridges, I’ll look at anything. I’m told, my advice is, from the traffic engineers that this would not be a good way forward.”

Detail from image taken by the CBI, shared with a Creative Commons license

(This can be seen 2:40 in this video of Boris’s response.)

I put in a number of Freedom of Information requests to both the Mayor’s office and Transport for London about this rather surprising statement – given that TfL’s own report suggests rather strongly that reduced speed over bridges is the best way forward. I asked to be provided with:

The names of any traffic engineers who advised the Mayor’s office that this report was not the best way forward.

The response came back:

No traffic engineer provided advice to the Mayor’s office.

The only conclusion that we can draw from this is that Boris must be getting advice from some secret, bit on the side traffic engineers. You know the type: that’s-right-just-like-that-do-you-think-the-latest-vulnerable-road-user-KSI-stats-demonstrate-a-change-in-direction-of-travel-or-merely-expected-variance-hurry-up-TfL-are-expecting-me-for-dinner.

Off script

This isn’t the only time Boris goes off script during his response. He also rather embarrassingly tries to suggest that the report was produced “under the previous regime, and the previous Mayor did nothing about it” . As Jenny Jones points out, it was published 7 months after Boris became Mayor.

Boris’s crib sheet actually tells him to say that the report was commissioned by the previous Mayor.

We know this because, thanks to another FOI request, TfL has kindly provided his script, which I have made available for download here.

All star cast

The document confirms that the figures right at the top of TfL were intimately involved in the Blackfriars decision making process. Ben Plowden, Director of Better Routes and Places, wasn’t just wheeled out as a figurehead when he defended TfL’s action at Blackfriars. His name sits at the bottom of this internal document, approving the officers’ response.

A draft was also approved by Daniel Moylan, Deputy Chair of TfL, who publicly at least has been notably absent in the Blackfriars Bridge issue. Perhaps he has been “de-cluttering” himself from the scene. Fortunately, we know what Mr Moylan thinks: he is the man responsible for the evidence-defying claim that, “Coercive measures like 20mph limits are the wrong approach to road safety.”

I’ll say one thing for TfL, though. At least they responded to the FOI requests within the statutory time limit. I’ve still heard nothing from the Mayor’s office. I suppose the question asking which traffic engineers Boris might have been referring to are perhaps a teeny bit more difficult for them to answer…

In the interest of transparency, I enclose TfL’s full response to my FOI requests.

TfL to tender out £6m contract to reduce pedestrian times at 220 crossing in London

August 2, 2011

Transport for London’s Pedestrian Countdown scheme reduces crossing time for pedestrians, as part of a strategy to squeeze more road traffic through junctions.

London Assembly Member Val Shawcross has warned it will  make the city “less pedestrian-friendly”, and Green Party member Jenny Jones has raised concerns that it discriminates against “less agile Londoners and people with children”.

Run before you can walk: Pedestrian Countdown at Oxford Circus

The most recent minutes of TfL’s bi-monthly Finance and Policy Committee meeting reveal that they have now been granted authority for the procurement and roll-out of Pedestrian Countdown at Traffic Signals at 220 sites over three years  (p7).  They note:

This will reduce confusion and uncertainty and give pedestrians more confidence to cross before the red man. While (sic) also allowing a standard six second green invitation to be introduced with the remaining time allocated to trafficimproving efficiency and through put, and contributing to the Mayor’s objective of smoothing traffic flow.

The estimated final cost is £6m. The project will now be put out to tender.

Thanks to Boris Watch for highlighting these minutes on twitter.

Pedestrian Countdown: the facts

Some reminders about pedestrian countdown:

1. It takes time away from pedestrians and reallocates it to motor vehicles at some of London’s busiest crossings, including so far Oxford Circus and Holborn.

2. Walking speeds go up at crossings with pedestrian countdown, particularly in people over 60.

3. Transport for London claim that fewer people feel rushed crossing the road during pedestrian countdown. This is based on questionnaire responses, not walking speeds. It is also not true for mobility impaired people.

Is this legal?

Reducing time for pedestrians clearly negatively impacts people with mobility issues, older people, parents with children and pregnant women. Fortunately, public authorities and those who exercise public functions have due regard to eliminate discrimination against at least three of these groups.

Additionally, there is a significant chance that some other legally protected groups are over-represented as pedestrians, and therefore reducing times at crossings would disproportionately negatively affect these groups too.

I have sent Transport for London a Freedom of Information request, asking for any Equalities Impact Assessments relating to pedestrian countdown. They are obliged to respond by 1st September.

Get a grip, Boris

Pedestrian Countdown is an iconic, visible and explicit part of Boris Johnson’s smoothing traffic flow agenda, and it exemplifies the rotten state in which Transport for London operates under his stewardship.

In a swift and unambiguous way, road traffic is prioritised over pedestrians. Insultingly, press releases are then issued which try to sell this as a pro-walking measure. All the while, key documents remain unpublished until obtained through FOI requests.

Being a pedestrian in London is already unpleasant enough. Long waiting times, staggered crossings, pedestrian “cow pens”, noise, air pollution and of course road danger (even on the pavement).

People who walk in London – which, I’m afraid Boris, is almost everyone – aren’t going to put up with this forever.

Pedestrian Countdown: Full Appendices

August 1, 2011

In July, I published an analysis of Transport for London’s pedestrian countdown technology:

Artificial road-user hierarchy imposed by a Conservative mayor: a closer analysis of Pedestrian Countdown

Reports obtained through Freedom of Information requests show in detail how TfL have systemically removed time from pedestrians at junctions under the pretext of the pedestrian countdown trial.

I attached the main report, which contains this information, at the end of the above post. Recently, I have received some requests for the rest of the reports.

These have now been published on the London Transport Data blog.

London Transport Data is young, but growing. Read more about it here.

Blackfriars: Critical Mass 6pm Friday

July 27, 2011

Transport for London have announced that they are gong to ignore the unanimous vote of the democratically elected London Assembly demanding a review of Blackfriars, and start building overnight from Friday.

Cyclists in the City is calling for Critical Mass to loop on Blackfriars this Friday. The London Cycle Campaign has also said that Critical Mass is the vehicle for cyclists to make themselves heard.

No one really needs any more persuading that what TfL is doing is regressive, but I felt compelled to address TfL’s main justification for not providing for cyclists:

Usage by cyclists through this junction [Blackfriars] is predominantly for travelling to and from work and is therefore concentrated during traditional ‘rush hour’ periods

This is true: but it’s true of traffic in general. That’s why it’s the rush hour. Look at 24 hour bike and car flows northbound in 2010:

Are they making the same arguments about cars not being important because they peak at rush hour?

The other point is for three years now, during rush hour bicycles have outnumbered all other modes of travel.

Blackfriars Bridge, north, 7-10am 1988-2010.

As we can see, bikes are also the only mode whose share is increasing. Even if we do nothing, the problems cyclists face at this junction are going to get worse, not better. Actively designing cycling out of this junction is outrageous.

If the campaign on Blackfriars fails, TfL will probably try to impose the same engineering style on all the Thames bridges, and, by extension, all other major road junctions in London under their control.

Come Friday night, I know where I’ll be…

Update 29/7/11: the London Cycle Campaign are calling for people to meet tonight at at the south end of Blackfriars Bridge, for a slow ride to Waterloo to join Critical Mass. Be at this ride first if you possibly can.

Transport for London declares war on the London Assembly. Has Boris Johnson lost control?

July 26, 2011

Last week, the London Assembly passed a unanimous motion against Transport for London’s controversial Blackfriars Bridge plans, which marginalise pedestrians and cyclists in an attempt to cram more motor traffic through the heaving junction.

Conservative Andrew Boff called the plans “too dangerous” and Liberal Democrat Caroline Pidgeon demanded that the Mayor “use the facts”.

The Green Party’s Jenny Jones, who submitted the motion, said it was time for a “fresh think” about Blackfriars Bridge.

The motion, passed with support from all parties, called on Mayor Boris Johnson to “revisit” the plans for the bridge, particularly due to the dangerous junction designs at either end.

Executive power             

Transport for London’s strategy for dealing with scrutiny seems to be to rush things through and hope no one notices.

In 2004, after cyclist Vicki McCreery was killed by a bus on Blackfriars Bridge, they scrapped the cycle lane overnight.

Faced with allowing the Mayor time to asses their plans at Blackfriars, TfL announced on Monday that they will begin work on the junction this Friday – and will work through the night to finish by 5am the following Monday.

The London Assembly may be our democratically elected representatives – but they have no direct power over TfL, whose strategic direction comes from the Mayor.

What are the facts?

Here are some facts to which Lib Dem AM Caroline Pidegon may have been refering:

  1. Transport for London are proposing to add a new traffic lane at the north of end of the bridge, remove a pedestrian crossing and increase the speed limit.
  2. Cyclists make up the enormous majority of traffic over the bridge during peak times, and the number of cyclists is still going up while cars are in decline.

Blackfriars Bridge Northbound Traffic by Mode 2010 - Source: TfL Screenline Counts

Has Boris lost it?

The Mayor of London has responsibility for appointing three functional bodies:

  1. Metropolitan Police Authority
  2. Transport for London Board
  3. London Fire and Emergency Planning Authority

On his third Police Commissioner in as many years, Boris is facing criticism from all directions about his direction of the Met.

Police first: transport next?

The stain of the Met’s activities already has the public suspicious that Boris is either incompetent or iniquitous.

Blackfriars is just the latest in a string of events at Transport for London which suggest that they Mayor can’t quite grasp this brief, either. TfL are currently blocking plans for regeneration at Elephant and Castle because it would “interfere with traffic flow too greatly”. They are also systemically taking time away from pedestrians at London’s busiest crossings, including at Holborn and Oxford Circus.

This latest Blackfriars blunder comes straight off the back of the news that, despite claiming poverty to justify hiking fares last year, TfL’s budget shows a £1.3 billion underspend

Crisis of control

The private motor car is simply not the way that most people get around Central London. The position of Londoners at Blackfriars is clear. Far more people will use the bridge each day as pedestrians and cyclists than they will as drivers.

All London’s political parties, including Boris’s own Conservatives, understand this. They have all explicitly stated they are against TfL’s proposed Blackfriars redesign.

That TfL is still designing streets for cars and not people makes them look increasingly out of touch and out of control. The question now is: is Boris out of his depth?

Justice: City of London style

July 20, 2011

In February 2011, I was stopped by a police officer in the City of London for cycling through a red traffic light. It was the reason that I started this blog. I stated to that officer at the time, and I maintain, that I did not commit this offence and so since then I have been embroiled in the process of appealing it in court.

The Court

After one adjournment from an original court day in May, I received last month a Summons to City of London Magistrates Court for this morning at 10am.

I sat in the court room for 4 hours. During this time, I watched three cases. All of them were people who already had between 6 and 9 points on their driving licenses, and who had subsequently committed a variety of motoring offences. They were:

  1. A man with 9 points on his license, including various speeding convictions, who was caught driving at 48mph through a red traffic light in a 30mph zone.
  2. A man with 9 points on his license, including speeding and driving while using a handheld mobile phone in May 2011, who was caught driving at 30mph in a 20mph zone.
  3. A man with 6 points on his license for driving without insurance who was facing charges after having been caught driving while using a handheld mobile phone, at which point it transpired that he was not insured.

All three pled guilty. In normal course, they would all lose their licenses. However, they all claimed that it would cause “exceptional hardship” if they were to do so.

The magistrate told driver one that he did not accept the exceptional hardship claim, however due to his early guilty plea he would only face a driving ban of six months. Driver two was given three points (bringing him to a total of 12), but his exceptional hardship claim was accepted – he was given no driving ban.

Sadly, I was not around to see the verdict for driver three, as while the magistrate was deciding (4 hours after my arrival at the court), I was told that my case would be adjourned again and I would have to come back in November.

This is half the story.

The Street

After leaving the court, I cycled down Queen Victoria Street towards Blackfriars Bridge:

At this narrow point, I decided to “take the lane”, as I’ve been overtaken by buses here before and it’s a little close for comfort.

A black cab driver behind me became very angry, aggressively revving and trying to squeeze past. At the end of this section (about 15 seconds after the beginning of it), he leaned out his window as he overtook me and said, “Who do you think you are? I’ll slit your fucking throat.”

There was a police car stopped at the next set of traffic lights. I knocked on their window, reported what the taxi driver had said, and one of the two officers within asked both me and the driver to pull over.

The Police

One officer spoke to me and one to the driver. The one who spoke to me (CP 241) was very friendly, said she understood my concerns but also that it’s understandable that taxi drivers get frustrated being on the road all day.

Her colleague, PC Jeffreys (CP 267), spoke to the taxi driver then came over and said that I had been cycling in the middle of the road and this was why the taxi driver had become so aggressive. He said that the taxi driver had admitted that he had sworn at me, but not the threat to kill.

PC Jeffreys then told me that I should not have been cycling in the middle of the road and that both parties were in his view in the wrong. He said that in future if I felt intimidated by a taxi driver behind me, the correct action would be to pull over to the side of the road, dismount my bicycle and wait until I no longer felt at risk.

I could not understand why on earth we were talking about where I had been cycling, when it was clearly not illegal, whereas I had just been the victim of a verbal assault and threat. I said so.

I then tried to take a photograph of the taxi driver using my mobile phone, so there would be no possibility of the man denying that he was driving should I wish to take the issue forward with either to police or the Public Carriage Office. PC Jeffreys physically prevented me from doing this by grabbing my arm and pushing me back to the kerb.

Futility

Honestly at this point, I lost the will to continue. I’d just taken holiday from work to sit in a court room watching drivers who clearly should have been disqualified for a long time managing to avoid it, then to be told that these cases were more important than mine so come back in November, then immediately upon leaving been aggressively bullied by a taxi driver, and then been told by the police that it was my fault.

On the plus side, the London Assembly agreed today to review a 20mph limit on Blackfriars Bridge. Great, right? Speeding is incredibly harmful. (Source: Amy Aeron-Thomas’s Street Talk). (Update: having read this while less frazzled, they’ve actally agreed to “ask the Mayor to instruct TfL” to do a review. So it may not even happen.)

I’d like to pretend to care about the London Assembly vote, but I just can’t. We already have a report saying 20mph on London’s bridges would be safer. Even if the review says it is unambiguously advantageous to move to a 20mph limit (it won’t), and if somehow the London Assembly manages to on this basis pressurise the Mayor into actually implementing such a limit (doubtful), it will make basically no difference.

Unlike Tower Bridge, the road layout at Blackfriars lends itself to driving much faster than 20mph, which people will do. Enforcement of the limit will be rare, and as I saw today, consequences in those cases where it is enforced minimal. We need to stop devoting our energy to tinkering around the edges like this and start campaigning for proper infrastructure – yes segregated cycle lanes, but this as part of a package of properly designed streets, not huge urban motorways.


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