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Movement for Liveable London Street Talks - Tom Barry 8th March 2011
Chapter 1 ‐ Modernity
Ch t 1 M d it
       1944‐1973
Abercrombie
                   Ab      bi
                              1944

0 London Plan 1944 : Radical top‐down reordering
0 R ti t h ti i d t i li ti and sprawl
  Reaction to chaotic industrialisation d         l
0 Belief in the power of central planning by enlightened 
  professionals 
  professionals
0 Four acres of open space per 1000 inhabitants
0 Denser housing + denser traffic frees land for leisure, 
                 g                                      ,
  light, greenery
0 Green Belt halts urban encroachment on the 
  countryside
            id
0 New Towns beyond used for population growth
Utopian London
Ut i L d
     1944
Real London
R lL d
   1945‐1960
GLC
                        1965

0 Set up by the Conservatives to replace the Labour
  dominated inner London LCC with a pan‐London body
  d i t di         L d LCC ith              L d b d
0 No responsibility for public transport until LT added 
  in 1970
  in 1970
0 Transportation department dominated by road 
  engineers
0 Thinking influenced by mid‐20th century US ideas 
0 Conservatives + Labour both committed to a planned
  Conservatives + Labour both committed to a planned, 
  car‐centred future
Ringways
                     Ri
                       1965 ‐ 1973

• Appeared suspiciously fully‐formed as a scheme as soon 
  as the GLC took over in 1965
• Descended from Abercrombie but more a technocratic 
  solution than a human utopia
    l ti th        h        t i
• Based entirely on US ideology of a freeway‐dependent 
  future
• Early use of computers in predicting traffic flow
• Assumption that motor traffic growth synonymous with 
  economic growth
• With modern eyes, glaring faults in methodology, 
  particularly failing to understand induced traffic
  particularly failing to understand induced traffic
Central Planning
                   C t l Pl     i
                          1944‐1979

0 Raze and rebuild
0 Not along Abercrombie lines, with notable exceptions such 
       l    Ab      b l           h     bl                h
    as Barbican
0   Redevelopment on original street pattern while traffic 
    Redevelopment on original street pattern while traffic
    grew led to highly unsatisfactory bodges such as gyratories
0   Streets created by people for people replaced by roads 
                     yp p         p p      p        y
    created by engineers for cars
0   Pedestrians segregated from cars ‘for their safety’
0   Wholesale removal of people from London to New Towns 
    reduced population by a million
Depopulation
              D     l ti
                      1939‐1981
0 War – large areas destroyed
0 Development slum clearance offices replacing
  Development – slum clearance, offices replacing 
  housing, new roads
0 Policy – New Towns outside the Green Belt
  Policy  New Towns outside the Green Belt
Chapter 2 ‐ Humanity
Fightback
                 Fi htb k
                     1970‐1981

0 GLC’s Greater London Development Plan (1969) plus 
  Westway (1970) changed the mood
            (1970) changed the mood
0 Anti‐roads movement – started in suburbs and spread
0 1973 sank the notion of cheap motoring as a panacea
  1973 sank the notion of cheap motoring as a panacea 
  for urban transport
0 Gentrification increased road costs and provided an 
  articulate opposition
0 Environmental awareness grew as a reaction to 
  ‘Thunderbirds’ style technocracy
   Thunderbirds style technocracy
0 Bottom‐up versus top‐down view of the future
First Ken Era
                   Fi t K E
                            1973‐1986

0 1970– ‘Homes Before Roads’ stood directly for election but failed to 
    gain a seat
    gain a seat
0   1973– HBR changed Labour policy to oppose Ringways
0   Ken Livingstone, an anti‐roads campaigner, elected to GLC
0   Remaining Ringway schemes in the city scrapped
0   No longer possible for new road schemes to proceed unopposed:
First Ken Era
                     Fi t K E
                              1973‐1986

0 1981 ‐ Livingstone becomes GLC 
  leader
0 Pro‐public transport policies ‐
  heavily slashed fares 
0 Pro‐cycling policies – 1% of the 
  budget, bicycle planning unit and 
  cyclist consultation committee
   y
0 National backdrop at this stage is 
  a deeply pro‐road DfT under 
  Nicholas Ridley
  Nicholas Ridley
First Ken Era
                 Fi t K E
                         1973‐1986

0 Dave Wetzel in charge of transport
0 Thameslink and DLR have origins in GLC plans
   h    l k d        h               G C l
0 Political battles with central government as well as the 
  economic situation at the time
  economic situation at the time
0 Key legacy: Capitalcard gives one ticket that worked on rail, 
  tube and bus
0 Abolition of GLC marked a victory for the pro‐road/anti‐PT 
  thinkers in Whitehall and elsewhere
0 Studies restarted into urban road building across the 
  capital
The Mood Changes
Th M d Ch
     1986‐2000
Conservatives Change Course
C       ti    Ch     C
                              1990‐1997

0 Cecil Parkinson withdrew from all London road building studies in 
    May 1990 
    May 1990
0   M11 Link Road, Newbury and Twyford Down 
0   Halting of motorway through Oxleas Wood marked a turning point
0   Lack of leadership in London post‐GLC meant progress was still 
    hesitant
0   Crossrail stalled by recession, inquiry delays and politics
              stalled by recession, inquiry delays and politics
0   DLR is expanded from a quick fix into the start of a proper system 
0   Jubilee Line extension to Stratford under Steve Norris
0   Croydon Tramlink is the sole London example of the tram revival 
    that began in Manchester in 1992
Chapter 3 ‐ Mayoralty
0 1999 ‐ GLA Act set up Mayoralty and GLA after referendum 
    passes
0   Executive Mayor of London has powers over both planning 
    and transport
0   Mayoral Strategies produced to guide London’s 
    development
0   About half budget goes on transport
    About half budget goes on transport
0   TfL implements policies across the public sector transport 
    services
0   TfL income from fares and central grant
0   Fares on bus/tube are set by the Mayor each year.
Second Ken Era
S    dK E
   2000‐2008
Transport
                 T       t
                      2000‐2008

0 First Mayoral Transport Strategy published July 2001
0 Cl i d t
  Claimed transport system ‘starved of the investment 
                   t   t    ‘ t    d f th i     t    t
  necessary’ 
0 Sought to tackle both road ‘gridlock’ and ‘serious
  Sought to tackle both road  gridlock and serious 
  problems of unreliability’ on the Tube
0 Overhaul of public transport management under a 
  single Commissioner
0 Aim of 50% increase in rail, 40% increase in bus 
  capacity
0 Dave Wetzel back as Deputy Chairman of TfL
MTS #1 Priorities
                 MTS #1 P i iti
                            2000‐2008

0 Ten key transport priorities:
0 1. Reducing traffic congestion
0 2. Overcoming backlog of investment
0 3. Radically improving the bus system
0 4. Better integration with National Rail – ‘turn up and 
  go’ services
0 5. Increasing capacity through major big‐ticket 
  projects (e.g. Crossrail, Overground, Thames Gateway 
      j t (      C      il O         d Th      G t
  Bridge)
MTS #1 Priorities
                  MTS #1 P i iti
                           2000‐2008

0 6. Improving journey time for car users, particularly in 
  outer London, whilst providing alternatives
     t L d         hil t     idi     lt    ti
0 7. Support local transport initiatives including 
  walking/cycling and road safety improvements
  walking/cycling and road safety improvements
0 8. Making distribution of goods around London more 
  reliable and greener
  reliable and greener
0 9. Improving accessibility (e.g. low floor/wheelchair 
  access on buses)
  access on buses)
0 10. Improving integration including simpler ticketing
Oyster
                       O t
                        2000‐2003

0 Integrated smart card ticketing
0 Pay as you go and Travelcards integrated on a single 
  card
0T k
  Take up encouraged by discounting Oyster fares and 
                      d b di       i O        f      d
  raising cash fares
0 Ease of se b itself makes p blic transport more
  Ease of use by itself makes public transport more 
  attractive
0 Capping of PAYG fares ensures you never had to
  Capping of PAYG fares ensures you never had to 
  decide in advance if a Travelcard would be cheaper
Congestion Charge
                     C     ti Ch
                           2003‐2007

0 Introduced in the teeth of widespread opposition
0 Marked effect on traffic in the centre – reduced by 26% by
  Marked effect on traffic in the centre reduced by 26% by 
    2006
0   Allowed London to grow while reducing traffic, breaking 
    the long‐held view that there is a link
0   Allowed large increase in bus use due to cross subsidy 
    from CC income
    from CC income
0   Allowed roadspace to be reallocated to pedestrians:
0   ‘…the moving­motor­vehicle capacity of the network has 
    been adjusted in favour of the people­moving capacity of the 
    network’
London Overground
               L d O           d
                         2007

0 Long‐cherished plan to integrate the North London 
  Line into the overall London transport network
  Li i t th           ll L d t             t t    k
0 Effectively ‘renationalised’ the Silverlink Metro 
  network
0 Complete replacement of trains with ‘urban’ style high 
  capacity units
  capacity units
0 Integration into tube fare structures and Oyster
0 Rebuilt East London Line extended to meet NLL at
  Rebuilt East London Line extended to meet NLL at 
  Highbury & Islington
Smarter Travel Sutton
               S   t T      l S tt
                              2006‐2009

0   Joint venture between Sutton borough and TfL
0   Area of high car ownership and use
    Area of high car ownership and use
0   Cost only £5m over three years 
0   Reduce car trips 5%+ by promoting alternatives rather 
      educe ca t ps 5% by p o ot g a te at ves at e
    than directly discouraging use
0   All schools to have a Travel Plan
0   15,000 employees to be covered by Travel Plans
    15 000       l        b         db T   l Pl
0   75% increase in cycling by 2010
0   16% increase in bus use by 2010
    16% increase in bus use by 2010
0   Car modal share reduced by 6%
Planning
                         Pl   i
                            2000‐2008

0 Strong emphasis on density, as a reaction to US‐style 
    sprawl
     p
0   Large amount of speculative private flat building, often 
    architecturally indifferent
0   Replacement of outdated 50s‐60s‐70s buildings with more 
    Replacement of outdated 50s‐60s‐70s buildings with more
    sustainable buildings
0   Signature tall buildings such as Shard, Heron Tower
0   Policy of nodal development near transport interchanges; 
    P li     f d ld l           t      t       ti t h
    London Bridge, Dalston, Aldgate, Stratford, Shepherd’s 
    Bush, Shoreditch High St.
0   Attempt to divorce densification from congestion –make 
    Att     t t di      d ifi ti f                ti       k
    developments work without increasing car use
Urban Realm
                 U b R l
                         2000‐2008

0 Plans for Trafalgar Square implemented despite 
  protests from motorists & cab drivers
  protests from motorists & cab drivers
0 Reallocated space on the north side directly from 
              p p
  vehicles to people
0 Similar plans for Parliament Square to remove 
  gyratory and reintegrate the central island into the 
  city
   i
0 Architecture and Urbanism Unit at City Hall
0 Mayor’s 100 Great Spaces scheme started with Gillett
  Mayor s 100 Great Spaces scheme started with Gillett 
  Square, Hackney, in 2006
Verdict: Plus
                  V di t Pl
                       2000‐2008

0 Introduction of the Congestion Charge in 2003 
  allowed growth to decouple from congestion 
  allowed growth to decouple from congestion
0 Cash raised directly fed into expanded bus services
0 As a result of modal shift away from cars roadspace
  As a result of modal shift away from cars, roadspace
  was reallocated towards pedestrians
0 Crossrail funding agreement a model of public/private 
  partnership without the PPP/PFI drawbacks
0 Gyratory removal becomes policy – Shoreditch the 
  first in 2001
  first in 2001
0 Large scale road schemes scrapped on North Circular
Verdict: Plus
                 V di t Pl
                      2000‐2008

0 Oyster reduced the nuisance cost of taking public 
  transport
  t        t
0 Urban realm improvements in London enabled 
  through reducing car use
  through reducing car use
0 London Overground a major success
0 C cling p o er the eight ears
  Cycling up over the eight years
0 Road deaths continued to decline
0SSmarter Travel Sutton showed how a small local 
       t T      l S tt    h    dh       ll l l
  scheme can make a big difference
Verdict: Minus
                    V di t Mi
                           2000‐2008

0 Still echoes of big project thinking rather than grass roots 
    e.g. Thames Gateway Bridge, Bounds Green widening
    e g Thames Gateway Bridge Bounds Green widening
0   Concentration on buses as a quick solution to capacity 
    p ob e s ead g to bus co gest o
    problems leading to bus congestion in areas (Oxford St.)
                                           a eas (O o d St )
0   Failed to get any tram schemes underway due to persistent 
    opposition from the right
0   Tube upgrade less successful due to lunacy of central 
    government imposed PPP
0   Much of the new building is not great quality
    M h f th          b ildi i    t     t     lit
0   Policies dependent on high growth and public funding
The Boris Era
Th B i E
    2008 ‐ ?
The Boris Era
            Th B i E
                     2008 ‐ ?
• Difference in emphasis
• More on co‐operation with the Boroughs than
  More on co operation with the Boroughs than 
  dictation
• Promise to hold a consultation over the Congestion 
                                                g
  Charge Western Extension
• Silly populism about buses
• Had to build team from scratch
• Reality forced a policy of continuity rather than 
  revolution e.g. retaining Peter Hendy as 
  revolution e g retaining Peter Hendy as
  Commissioner
Oyster on National Rail
           O t       N ti   l R il
                               2010

0 Oyster extended January 2010 to most lines in 
  London
0 Oyster Travelcards already valid across NR
0 Oyster PAYG already valid on lines where LU inter‐
  Oyster PAYG already valid on lines where LU inter
  availability was in place
0 Oyster Extension Permits add uncertainty and 
  complexity for Travelcard users
0 Farescale differences imposed by TOCs mean it’s hard 
  to work out cheapest routes
  to work out cheapest routes
0 Good job only half finished
Cycle Hire
C l Hi
   2010
Cycle Hire Plus
                C l Hi Pl
                           2010

0 Large investment in cycling brings benefits of high 
  profile backing 
      fil b ki
0 Raises the image of cycling in London
0VVery cheap – f
         h      free under 30 minutes, low yearly cost
                       d 30 i           l       l
0 Fairly comprehensive in Zone 1
0 Excellent alternative to bus/tube for short journeys in 
  zone 1 where there may not be a direct existing route
Cycle Hire Minus
               C l Hi Mi
                            2010

0 Expensive ‐ original intention to be set up at no cost to 
  the taxpayer quietly forgotten
  th t            i tl f     tt
0 Takes money from small scale outer London cycling 
  improvements
0 Takes money from general environment budget (little 
  known or advertised)  )
0 Concentrates investment and publicity in areas with 
  high cycling rates already
0 Severe early problems with reliability of the technology
Cycle Hire Minus
                 C l Hi Mi
                              2010

0 Operators yet to get to grips with tidal flows, original 
    intention to avoid the post‐rail crowd forgotten 
    intention to avoid the post rail crowd forgotten
0   Despite Boris public statements, no realistic prospect of 
    e cou ag g oda s t away o d v g
    encouraging modal shift away from driving
0   Costs very opaque due to ‘commercial confidentiality’ –
    hard to judge value for money
0   Zone 1 only, when firm evidence exists that best alternative 
    to cars in outer London is often cycling
0   Used mostly by a fairly small demographic (rich, male, 
    U d        tl b f i l       ll d         hi ( i h    l
    young)
Cycle Superhighways
C l S      hi h
        2010
Cycle Superhighways
C l S      hi h
        2010
Superhighways Plus
0 Any high profile investment enhances the image and 
  attractiveness of cycling
   tt ti          f     li
0 Mapping and signage distinctive
0DDraws attention to existing high‐quality cycling 
               i          i i hi h     li     li
  infrastructure (e.g. A13) under a coherent brand
Superhighways Minus
0 Concentrated on moving people on radial routes into town
0 Extremely costly ‐ £140m+ for ten routes serving a small
  Extremely costly  £140m+ for ten routes serving a small 
    area of the city
0   No clear evidence of joined up thinking with policies on 
    development, cycle parking, security, modal transfer, cycle 
    development cycle parking security modal transfer cycle
    hire
0   Very variable in quality, from high quality segregated paths 
    built as part of the A13 upgrade, to tiny blue squares on a 
    built as part of the A13 upgrade to tiny blue squares on a
    pavement
0   Conflicts between motorists and cyclists not really 
    addressed
0   Evidence that TfL’s road people aren’t entirely committed 
    to the principle
Smoothing Traffic Flow
           S   thi T ffi Fl
                              2008 ‐ ?

0 Originally a PR buzzword with little meat on the 
  bones
0 Working group set up
0 Few concrete policy implications thus far other than
  Few concrete policy implications thus far other than 
  traffic signal retiming/removal
0 Temptation for the motoring/road engineer lobby 
  within TfL to use this policy as a cover for regressive 
  actions
0 Leading figures seem to come from road lobby and
  Leading figures seem to come from road lobby and 
  Tory borough councils (LBHF/RBKC)
Traffic Signals
0 Age old Conservative fear that socialists are fiddling with 
    traffic lights
    traffic lights
0   Links into libertarian hatred of technocracy/nanny state
0   Colin Buchanan report conclusion: the denser the traffic 
    the more sense signals make
0   My conclusion therefore ‘if you want to remove traffic 
    lights, first reduce traffic
    lights first reduce traffic’
0   TfL published list of signals they think can be removed. 
    Many subsequently removed from list
0   Pedestrian groups not entirely opposed – zebras highly 
    efficient and good for pedestrians
Shared Space
0 Seen as a panacea for 
    how to meet both 
    motoring and 
          i      d
    environmental needs
0   Examples given often 
    seem irrelevant or 
    seem irrelevant or
    inapplicable to 
    London ‐ Drachten is 
    tiny
0   Best used in small 
    areas with slow traffic
0   Often confused with 
    pedestrianisation
0   Keenest borough is 
    Kensington & Chelsea
Verdict: Plus
0 No great shift back to pre‐1973 or late 80s car culture 
    thinking
0   Gyratory removal schemes going ahead (e.g. Aldgate, Stoke 
    Newington)
0   Cycle enthusiasm genuine and PR benefit can’t be 
    underestimated
0   Commitment to Crossrail and tube upgrade
    Commitment to Crossrail and tube upgrade
0   Open data policies allowing whole new ways of visualising
    London from the bottom up
0   Small scale urban realm policies mostly sensible, such as 
    tree planting and removal of guardrail
Verdict: Minus
0 Lack of understanding of scale – cycle hire is fun for the 
    users, but not a city‐wide revolution
    users but not a city wide revolution
0   Hatred of buses – bendy jihad and New Bus For London 
    bot d ve by outs de t e bus v ewpo t
    both driven by ‘outside the bus’ viewpoint
0   Lack of interest in hands‐on management (#getagripboris)
0   Small talent pool – losing good staff without replacement, 
                 p           gg                     p
    plus political advisors weak on transport
0   Forced to juggle economic reality against supporters’ 
    obsessions – e.g. WEZ
     b     i          WEZ
The Future
0 Continuing squeeze on public sector finance leaves nothing over 
    after Crossrail/tube
    after Crossrail/tube
0   Despite Boris efforts, private money not available without strings 
    or in large enough quantities
0   Therefore cost/benefit dictates small local schemes such as 
    Therefore cost/benefit dictates small local schemes such as
    Smarter Travel Sutton should be blueprint
0   Encouraging outer London cycling a priority
0   Mayor could usefully help spread best practice across the city
0   Most Mayoral priorities only work with further reductions in car 
    use
0   Fuel costs rising will encourage efficient or electric cars which 
    add congestion but are exempt from congestion charging
Credits
0 London Population maps: 
    http://spatialanalysis.co.uk/2011/02/16/mapping‐londons‐population‐
    change‐2011‐2030/
    change 2011 2030/
0   London plan map from:http://www.lewism.org/2009/06/14/county‐of‐
    london‐plan‐1945/
0   Photos – many from my collection, but also @darryl1974, @Helzbels, 
    @swadbus and sections from pictures on the Internet, hopefully under Fair 
    Use…
0   Ringway outline from CBRD: http://www.cbrd.co.uk/histories/ringways/
0   London Plan images from Fin Fahey s Flickr 
    London Plan images from Fin Fahey’s Flickr
    accounthttp://www.flickr.com/photos/albedo/sets/72157601925818054/
    with/1350685543/
0   Roads protester from ALARM UK 
    http://www.roadblock.org.uk/alarmuk/roadblock.html
    http://www roadblock org uk/alarmuk/roadblock html

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Movement for Liveable London Street Talks - Tom Barry 8th March 2011

  • 2. Chapter 1 ‐ Modernity Ch t 1 M d it 1944‐1973
  • 3. Abercrombie Ab bi 1944 0 London Plan 1944 : Radical top‐down reordering 0 R ti t h ti i d t i li ti and sprawl Reaction to chaotic industrialisation d l 0 Belief in the power of central planning by enlightened  professionals  professionals 0 Four acres of open space per 1000 inhabitants 0 Denser housing + denser traffic frees land for leisure,  g , light, greenery 0 Green Belt halts urban encroachment on the  countryside id 0 New Towns beyond used for population growth
  • 5. Real London R lL d 1945‐1960
  • 6. GLC 1965 0 Set up by the Conservatives to replace the Labour dominated inner London LCC with a pan‐London body d i t di L d LCC ith L d b d 0 No responsibility for public transport until LT added  in 1970 in 1970 0 Transportation department dominated by road  engineers 0 Thinking influenced by mid‐20th century US ideas  0 Conservatives + Labour both committed to a planned Conservatives + Labour both committed to a planned,  car‐centred future
  • 7. Ringways Ri 1965 ‐ 1973 • Appeared suspiciously fully‐formed as a scheme as soon  as the GLC took over in 1965 • Descended from Abercrombie but more a technocratic  solution than a human utopia l ti th h t i • Based entirely on US ideology of a freeway‐dependent  future • Early use of computers in predicting traffic flow • Assumption that motor traffic growth synonymous with  economic growth • With modern eyes, glaring faults in methodology,  particularly failing to understand induced traffic particularly failing to understand induced traffic
  • 8. Central Planning C t l Pl i 1944‐1979 0 Raze and rebuild 0 Not along Abercrombie lines, with notable exceptions such  l Ab b l h bl h as Barbican 0 Redevelopment on original street pattern while traffic  Redevelopment on original street pattern while traffic grew led to highly unsatisfactory bodges such as gyratories 0 Streets created by people for people replaced by roads  yp p p p p y created by engineers for cars 0 Pedestrians segregated from cars ‘for their safety’ 0 Wholesale removal of people from London to New Towns  reduced population by a million
  • 9. Depopulation D l ti 1939‐1981 0 War – large areas destroyed 0 Development slum clearance offices replacing Development – slum clearance, offices replacing  housing, new roads 0 Policy – New Towns outside the Green Belt Policy  New Towns outside the Green Belt
  • 11. Fightback Fi htb k 1970‐1981 0 GLC’s Greater London Development Plan (1969) plus  Westway (1970) changed the mood (1970) changed the mood 0 Anti‐roads movement – started in suburbs and spread 0 1973 sank the notion of cheap motoring as a panacea 1973 sank the notion of cheap motoring as a panacea  for urban transport 0 Gentrification increased road costs and provided an  articulate opposition 0 Environmental awareness grew as a reaction to  ‘Thunderbirds’ style technocracy Thunderbirds style technocracy 0 Bottom‐up versus top‐down view of the future
  • 12. First Ken Era Fi t K E 1973‐1986 0 1970– ‘Homes Before Roads’ stood directly for election but failed to  gain a seat gain a seat 0 1973– HBR changed Labour policy to oppose Ringways 0 Ken Livingstone, an anti‐roads campaigner, elected to GLC 0 Remaining Ringway schemes in the city scrapped 0 No longer possible for new road schemes to proceed unopposed:
  • 13. First Ken Era Fi t K E 1973‐1986 0 1981 ‐ Livingstone becomes GLC  leader 0 Pro‐public transport policies ‐ heavily slashed fares  0 Pro‐cycling policies – 1% of the  budget, bicycle planning unit and  cyclist consultation committee y 0 National backdrop at this stage is  a deeply pro‐road DfT under  Nicholas Ridley Nicholas Ridley
  • 14. First Ken Era Fi t K E 1973‐1986 0 Dave Wetzel in charge of transport 0 Thameslink and DLR have origins in GLC plans h l k d h G C l 0 Political battles with central government as well as the  economic situation at the time economic situation at the time 0 Key legacy: Capitalcard gives one ticket that worked on rail,  tube and bus 0 Abolition of GLC marked a victory for the pro‐road/anti‐PT  thinkers in Whitehall and elsewhere 0 Studies restarted into urban road building across the  capital
  • 15. The Mood Changes Th M d Ch 1986‐2000
  • 16. Conservatives Change Course C ti Ch C 1990‐1997 0 Cecil Parkinson withdrew from all London road building studies in  May 1990  May 1990 0 M11 Link Road, Newbury and Twyford Down  0 Halting of motorway through Oxleas Wood marked a turning point 0 Lack of leadership in London post‐GLC meant progress was still  hesitant 0 Crossrail stalled by recession, inquiry delays and politics stalled by recession, inquiry delays and politics 0 DLR is expanded from a quick fix into the start of a proper system  0 Jubilee Line extension to Stratford under Steve Norris 0 Croydon Tramlink is the sole London example of the tram revival  that began in Manchester in 1992
  • 17. Chapter 3 ‐ Mayoralty 0 1999 ‐ GLA Act set up Mayoralty and GLA after referendum  passes 0 Executive Mayor of London has powers over both planning  and transport 0 Mayoral Strategies produced to guide London’s  development 0 About half budget goes on transport About half budget goes on transport 0 TfL implements policies across the public sector transport  services 0 TfL income from fares and central grant 0 Fares on bus/tube are set by the Mayor each year.
  • 18. Second Ken Era S dK E 2000‐2008
  • 19. Transport T t 2000‐2008 0 First Mayoral Transport Strategy published July 2001 0 Cl i d t Claimed transport system ‘starved of the investment  t t ‘ t d f th i t t necessary’  0 Sought to tackle both road ‘gridlock’ and ‘serious Sought to tackle both road  gridlock and serious  problems of unreliability’ on the Tube 0 Overhaul of public transport management under a  single Commissioner 0 Aim of 50% increase in rail, 40% increase in bus  capacity 0 Dave Wetzel back as Deputy Chairman of TfL
  • 20. MTS #1 Priorities MTS #1 P i iti 2000‐2008 0 Ten key transport priorities: 0 1. Reducing traffic congestion 0 2. Overcoming backlog of investment 0 3. Radically improving the bus system 0 4. Better integration with National Rail – ‘turn up and  go’ services 0 5. Increasing capacity through major big‐ticket  projects (e.g. Crossrail, Overground, Thames Gateway  j t ( C il O d Th G t Bridge)
  • 21. MTS #1 Priorities MTS #1 P i iti 2000‐2008 0 6. Improving journey time for car users, particularly in  outer London, whilst providing alternatives t L d hil t idi lt ti 0 7. Support local transport initiatives including  walking/cycling and road safety improvements walking/cycling and road safety improvements 0 8. Making distribution of goods around London more  reliable and greener reliable and greener 0 9. Improving accessibility (e.g. low floor/wheelchair  access on buses) access on buses) 0 10. Improving integration including simpler ticketing
  • 22. Oyster O t 2000‐2003 0 Integrated smart card ticketing 0 Pay as you go and Travelcards integrated on a single  card 0T k Take up encouraged by discounting Oyster fares and  d b di i O f d raising cash fares 0 Ease of se b itself makes p blic transport more Ease of use by itself makes public transport more  attractive 0 Capping of PAYG fares ensures you never had to Capping of PAYG fares ensures you never had to  decide in advance if a Travelcard would be cheaper
  • 23. Congestion Charge C ti Ch 2003‐2007 0 Introduced in the teeth of widespread opposition 0 Marked effect on traffic in the centre – reduced by 26% by Marked effect on traffic in the centre reduced by 26% by  2006 0 Allowed London to grow while reducing traffic, breaking  the long‐held view that there is a link 0 Allowed large increase in bus use due to cross subsidy  from CC income from CC income 0 Allowed roadspace to be reallocated to pedestrians: 0 ‘…the moving­motor­vehicle capacity of the network has  been adjusted in favour of the people­moving capacity of the  network’
  • 24. London Overground L d O d 2007 0 Long‐cherished plan to integrate the North London  Line into the overall London transport network Li i t th ll L d t t t k 0 Effectively ‘renationalised’ the Silverlink Metro  network 0 Complete replacement of trains with ‘urban’ style high  capacity units capacity units 0 Integration into tube fare structures and Oyster 0 Rebuilt East London Line extended to meet NLL at Rebuilt East London Line extended to meet NLL at  Highbury & Islington
  • 25. Smarter Travel Sutton S t T l S tt 2006‐2009 0 Joint venture between Sutton borough and TfL 0 Area of high car ownership and use Area of high car ownership and use 0 Cost only £5m over three years  0 Reduce car trips 5%+ by promoting alternatives rather  educe ca t ps 5% by p o ot g a te at ves at e than directly discouraging use 0 All schools to have a Travel Plan 0 15,000 employees to be covered by Travel Plans 15 000 l b db T l Pl 0 75% increase in cycling by 2010 0 16% increase in bus use by 2010 16% increase in bus use by 2010 0 Car modal share reduced by 6%
  • 26. Planning Pl i 2000‐2008 0 Strong emphasis on density, as a reaction to US‐style  sprawl p 0 Large amount of speculative private flat building, often  architecturally indifferent 0 Replacement of outdated 50s‐60s‐70s buildings with more  Replacement of outdated 50s‐60s‐70s buildings with more sustainable buildings 0 Signature tall buildings such as Shard, Heron Tower 0 Policy of nodal development near transport interchanges;  P li f d ld l t t ti t h London Bridge, Dalston, Aldgate, Stratford, Shepherd’s  Bush, Shoreditch High St. 0 Attempt to divorce densification from congestion –make  Att t t di d ifi ti f ti k developments work without increasing car use
  • 27. Urban Realm U b R l 2000‐2008 0 Plans for Trafalgar Square implemented despite  protests from motorists & cab drivers protests from motorists & cab drivers 0 Reallocated space on the north side directly from  p p vehicles to people 0 Similar plans for Parliament Square to remove  gyratory and reintegrate the central island into the  city i 0 Architecture and Urbanism Unit at City Hall 0 Mayor’s 100 Great Spaces scheme started with Gillett Mayor s 100 Great Spaces scheme started with Gillett  Square, Hackney, in 2006
  • 28. Verdict: Plus V di t Pl 2000‐2008 0 Introduction of the Congestion Charge in 2003  allowed growth to decouple from congestion  allowed growth to decouple from congestion 0 Cash raised directly fed into expanded bus services 0 As a result of modal shift away from cars roadspace As a result of modal shift away from cars, roadspace was reallocated towards pedestrians 0 Crossrail funding agreement a model of public/private  partnership without the PPP/PFI drawbacks 0 Gyratory removal becomes policy – Shoreditch the  first in 2001 first in 2001 0 Large scale road schemes scrapped on North Circular
  • 29. Verdict: Plus V di t Pl 2000‐2008 0 Oyster reduced the nuisance cost of taking public  transport t t 0 Urban realm improvements in London enabled  through reducing car use through reducing car use 0 London Overground a major success 0 C cling p o er the eight ears Cycling up over the eight years 0 Road deaths continued to decline 0SSmarter Travel Sutton showed how a small local  t T l S tt h dh ll l l scheme can make a big difference
  • 30. Verdict: Minus V di t Mi 2000‐2008 0 Still echoes of big project thinking rather than grass roots  e.g. Thames Gateway Bridge, Bounds Green widening e g Thames Gateway Bridge Bounds Green widening 0 Concentration on buses as a quick solution to capacity  p ob e s ead g to bus co gest o problems leading to bus congestion in areas (Oxford St.) a eas (O o d St ) 0 Failed to get any tram schemes underway due to persistent  opposition from the right 0 Tube upgrade less successful due to lunacy of central  government imposed PPP 0 Much of the new building is not great quality M h f th b ildi i t t lit 0 Policies dependent on high growth and public funding
  • 31. The Boris Era Th B i E 2008 ‐ ?
  • 32. The Boris Era Th B i E 2008 ‐ ? • Difference in emphasis • More on co‐operation with the Boroughs than More on co operation with the Boroughs than  dictation • Promise to hold a consultation over the Congestion  g Charge Western Extension • Silly populism about buses • Had to build team from scratch • Reality forced a policy of continuity rather than  revolution e.g. retaining Peter Hendy as  revolution e g retaining Peter Hendy as Commissioner
  • 33. Oyster on National Rail O t N ti l R il 2010 0 Oyster extended January 2010 to most lines in  London 0 Oyster Travelcards already valid across NR 0 Oyster PAYG already valid on lines where LU inter‐ Oyster PAYG already valid on lines where LU inter availability was in place 0 Oyster Extension Permits add uncertainty and  complexity for Travelcard users 0 Farescale differences imposed by TOCs mean it’s hard  to work out cheapest routes to work out cheapest routes 0 Good job only half finished
  • 35. Cycle Hire Plus C l Hi Pl 2010 0 Large investment in cycling brings benefits of high  profile backing  fil b ki 0 Raises the image of cycling in London 0VVery cheap – f h free under 30 minutes, low yearly cost d 30 i l l 0 Fairly comprehensive in Zone 1 0 Excellent alternative to bus/tube for short journeys in  zone 1 where there may not be a direct existing route
  • 36. Cycle Hire Minus C l Hi Mi 2010 0 Expensive ‐ original intention to be set up at no cost to  the taxpayer quietly forgotten th t i tl f tt 0 Takes money from small scale outer London cycling  improvements 0 Takes money from general environment budget (little  known or advertised) ) 0 Concentrates investment and publicity in areas with  high cycling rates already 0 Severe early problems with reliability of the technology
  • 37. Cycle Hire Minus C l Hi Mi 2010 0 Operators yet to get to grips with tidal flows, original  intention to avoid the post‐rail crowd forgotten  intention to avoid the post rail crowd forgotten 0 Despite Boris public statements, no realistic prospect of  e cou ag g oda s t away o d v g encouraging modal shift away from driving 0 Costs very opaque due to ‘commercial confidentiality’ – hard to judge value for money 0 Zone 1 only, when firm evidence exists that best alternative  to cars in outer London is often cycling 0 Used mostly by a fairly small demographic (rich, male,  U d tl b f i l ll d hi ( i h l young)
  • 40. Superhighways Plus 0 Any high profile investment enhances the image and  attractiveness of cycling tt ti f li 0 Mapping and signage distinctive 0DDraws attention to existing high‐quality cycling  i i i hi h li li infrastructure (e.g. A13) under a coherent brand
  • 41. Superhighways Minus 0 Concentrated on moving people on radial routes into town 0 Extremely costly ‐ £140m+ for ten routes serving a small Extremely costly  £140m+ for ten routes serving a small  area of the city 0 No clear evidence of joined up thinking with policies on  development, cycle parking, security, modal transfer, cycle  development cycle parking security modal transfer cycle hire 0 Very variable in quality, from high quality segregated paths  built as part of the A13 upgrade, to tiny blue squares on a  built as part of the A13 upgrade to tiny blue squares on a pavement 0 Conflicts between motorists and cyclists not really  addressed 0 Evidence that TfL’s road people aren’t entirely committed  to the principle
  • 42. Smoothing Traffic Flow S thi T ffi Fl 2008 ‐ ? 0 Originally a PR buzzword with little meat on the  bones 0 Working group set up 0 Few concrete policy implications thus far other than Few concrete policy implications thus far other than  traffic signal retiming/removal 0 Temptation for the motoring/road engineer lobby  within TfL to use this policy as a cover for regressive  actions 0 Leading figures seem to come from road lobby and Leading figures seem to come from road lobby and  Tory borough councils (LBHF/RBKC)
  • 43. Traffic Signals 0 Age old Conservative fear that socialists are fiddling with  traffic lights traffic lights 0 Links into libertarian hatred of technocracy/nanny state 0 Colin Buchanan report conclusion: the denser the traffic  the more sense signals make 0 My conclusion therefore ‘if you want to remove traffic  lights, first reduce traffic lights first reduce traffic’ 0 TfL published list of signals they think can be removed.  Many subsequently removed from list 0 Pedestrian groups not entirely opposed – zebras highly  efficient and good for pedestrians
  • 44. Shared Space 0 Seen as a panacea for  how to meet both  motoring and  i d environmental needs 0 Examples given often  seem irrelevant or  seem irrelevant or inapplicable to  London ‐ Drachten is  tiny 0 Best used in small  areas with slow traffic 0 Often confused with  pedestrianisation 0 Keenest borough is  Kensington & Chelsea
  • 45. Verdict: Plus 0 No great shift back to pre‐1973 or late 80s car culture  thinking 0 Gyratory removal schemes going ahead (e.g. Aldgate, Stoke  Newington) 0 Cycle enthusiasm genuine and PR benefit can’t be  underestimated 0 Commitment to Crossrail and tube upgrade Commitment to Crossrail and tube upgrade 0 Open data policies allowing whole new ways of visualising London from the bottom up 0 Small scale urban realm policies mostly sensible, such as  tree planting and removal of guardrail
  • 46. Verdict: Minus 0 Lack of understanding of scale – cycle hire is fun for the  users, but not a city‐wide revolution users but not a city wide revolution 0 Hatred of buses – bendy jihad and New Bus For London  bot d ve by outs de t e bus v ewpo t both driven by ‘outside the bus’ viewpoint 0 Lack of interest in hands‐on management (#getagripboris) 0 Small talent pool – losing good staff without replacement,  p gg p plus political advisors weak on transport 0 Forced to juggle economic reality against supporters’  obsessions – e.g. WEZ b i WEZ
  • 47. The Future 0 Continuing squeeze on public sector finance leaves nothing over  after Crossrail/tube after Crossrail/tube 0 Despite Boris efforts, private money not available without strings  or in large enough quantities 0 Therefore cost/benefit dictates small local schemes such as  Therefore cost/benefit dictates small local schemes such as Smarter Travel Sutton should be blueprint 0 Encouraging outer London cycling a priority 0 Mayor could usefully help spread best practice across the city 0 Most Mayoral priorities only work with further reductions in car  use 0 Fuel costs rising will encourage efficient or electric cars which  add congestion but are exempt from congestion charging
  • 48. Credits 0 London Population maps:  http://spatialanalysis.co.uk/2011/02/16/mapping‐londons‐population‐ change‐2011‐2030/ change 2011 2030/ 0 London plan map from:http://www.lewism.org/2009/06/14/county‐of‐ london‐plan‐1945/ 0 Photos – many from my collection, but also @darryl1974, @Helzbels,  @swadbus and sections from pictures on the Internet, hopefully under Fair  Use… 0 Ringway outline from CBRD: http://www.cbrd.co.uk/histories/ringways/ 0 London Plan images from Fin Fahey s Flickr  London Plan images from Fin Fahey’s Flickr accounthttp://www.flickr.com/photos/albedo/sets/72157601925818054/ with/1350685543/ 0 Roads protester from ALARM UK  http://www.roadblock.org.uk/alarmuk/roadblock.html http://www roadblock org uk/alarmuk/roadblock html