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A FAIR DEAL FOR THE MOTORIST |
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“YOUR MONEY OR YOUR WAY OF LIFE?” Or why TFL’s latest initiative spells trouble!!! |
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· In July 2013, a long set
of documents was released under the heading Mayor’s Roads Task Force (RTF) reports
(The key document proposing action is the TFL
Response). This page provides a further look at the
main concerns on the management of road space. Watch out for consultations
and lobby your elected reps. |
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· PARKING TFL blandly comment that parking policy
decisions are governed by local priorities, missing the opportunity to
encourage London boroughs to be more driver-friendly. However TFL
wish to extend the time that drivers can park on its TLRN (major routes) to
30 minutes to support stop and shop. After consultation, most boroughs should
see this in 2013. This measure
implies increased time but not necessarily increased parking space, and there
is no guarantee over parking charges. TFL want greater
use of variable message signs (VMS) for more effective and dynamic roadside
driver information by the end of 2018/19, This could save driving around
looking in vain for a parking space, however the only example given is for
coaches in areas of high demand. The other main initiative seems to be
looking at cycle parking standards in new car-lite ’developments. TFL warn
that possible ‘radical’
measures to further manage Londonwide demand might include parking restraint. They urge that
parking policy is fully integrated with ‘intelligent systems’ (ITS), which
could open up a Pandora’s box of charging
opportunities. In theory, ITS could be used to deny some vehicles parking or
even use of the road? |
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· SPEED: MISSING THE POINT TFL will “be open” to a range of speed
limits on main roads in London, including 20mph and variable speed limits. “Targeted” reductions to speed limits are justified
as improving conditions for pedestrians, although the aim of the RTF report
is clearly to make central London a blanket 20mph zone, in spite of evidence
that blanket zones don’t work. A
20mph speed limit could be introduced on almost all residential roads and
high streets in London by 2020, according to the Mayor’s
transport advisor. They will continue to fund the roll-out of
20mph zones by boroughs (At least 19% of London’s roads now have 20mph
limits) and trial 20mph speed limits at specific locations on the TLRN [‘main
roads’], such as the Waterloo Imax roundabout. TFL will update, maintain, and make freely
available a digital speed limit map of all London’s roads, and promote its
use with technology developers and manufacturers, so “enabling a revolution
in intelligent speed technology” – in other words, a longer-term threat of
mandatory intelligent speed adaptation
(ISA). They
will upgrade speed cameras to
digital at 600 locations by the end of 2016 to trap more drivers, and
consider average speed cameras
“depending on casualty history”. They will also engage local communities in
monitoring vehicle speeds in their neighbourhoods, presumably to stir up
demand for similar measures. |
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· THE ENVIRONMENT: A TROJAN HORSE. TFL claim that to meet increasingly
stringent air quality standards and carbon
reduction targets, they might need to restrict both volumes and types of vehicle traffic, particularly
in central London. They are considering introduction of an Ultra Low Emission
Zone and restrictions on vehicle access to central London. Other environmental measures include use of
low-noise road surface materials, promotion of electric vehicles and getting drivers out of their cars. They claim their vision might be of
“world-class streets, fit for the future”, but a clue is given that
“high-quality public realm and ‘place-making’ are considered essential to attract
new development - “Reclaiming the streets for high density housing and
property developers” doesn’t have quite the same ring... The
approach may also contribute towards avoiding EU fines (cf. Marylebone Road)
and the EU long term aspiration to ban conventional cars from city centres. |
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· TOWARDS A BIG BROTHER SOCIETY TFL
seem to love ‘intelligent transport systems’ (ITS). They say they can help to
get more out of the road network – improving customer information, journey
reliability, and targeting priority for ‘more efficient’ transport modes. But, technology can be a two-edged sword.
Journey ‘reliability’ has been an excuse trotted out elsewhere for both speed
restrictions (managed motorways) and pricing vehicles off the road. On
balance, targeted priority looks
like being another anti-car measure. In
Singapore, ITS have been used to impose a variable road user charge. On
the other hand, good real-time information can help drivers avoid roadworks
and snarl-ups, so long as it adds something to what is currently available on
traffic programmes and websites like the AA’s. The SCOOT system
enables TFL to adjust traffic signals in real time. It has been praised for
speeding up traffic, although extending it for pedestrian crossings and
cycling intensity by the end of 2018/19 might lose some of the benefits. One
stated interest is in reducing the impact on emissions. |
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· OTHER ANTI-MOTORIST POSSIBILITIES INCLUDE This is the third of four
pages outlining the proposals. The first
covers:
The second
covers.
For balance, there is also a fourth
page on measures that sound beneficial, but need to be qualified. TFL seem to have practically
accepted the proposals from a task force loaded with vested interests (such
as IBM, promoters of congestion charging and ‘smart cities’, road pricing lobbyists
‘London First’ [sic] and CILT; ‘green’ lobbyists, etc. Drivers were apparently
‘represented’ by David Quarmby of the pro-road pricing RAC Foundation (RACF)
and a former RACF man AA President Edmund King. Where were the objections from
the latter pair?, It is interesting that they are the former and current
Chairmen of the DFT Motorists’
Forum that is supposed to champion drivers’ interests!. |
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· PROPAGANDA WATCH On balance, TFL’s response is of concern, given the persistent anti-car flavour. Their commitment to conduct customer satisfaction and attitude surveys to further improve service sounds rather hollow when related to drivers. During 2013, TFL will be working closely
with boroughs and other stakeholders to run a communications campaign. The
aim is to ensure that their overall approach gains widespread acceptance in
London. TFL hint at “changing the processes by
which decisions are made and how people are involved in these decisions”.
This needs explaining, and could be an opportunity or a threat. |
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MANY THANKS FOR
YOUR SUPPORT |
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