The Transport Committee met to discuss road space, driving, and congestion, with a particular focus on how Transport for London (TfL) manages road space allocation and its strategies for traffic reduction. Key discussions also revolved around the impact of car club withdrawals, the challenges faced by freight operators, and the efficiency of bus services.

Road Space, Driving, and Congestion

The committee heard from Christina Calderato, Director of Transport Strategy and Policy at TfL, and Carl Eddleston, Director of Streets and Network Operations at TfL, regarding the complex task of balancing road space allocation for various modes of transport. TfL uses integrated mapping suites and macro-simulation models to assess the impact of reallocating road space for buses, cycles, and pedestrians against the need for essential vehicle capacity. Decisions are made on a scheme-by-scheme basis, considering factors such as bus route importance, coherent cycle networks, and potential impacts on bus services and overall congestion.

TfL's strategy for traffic reduction is centred on encouraging a shift towards sustainable modes, aiming for 80% of journeys to be made by walking, cycling, or public transport. While acknowledging that 20% of trips will still require private vehicles, TfL is working to ensure attractive alternatives are available for most journeys. The committee discussed the Mayor's commitment to a 27% traffic reduction target by 2030, noting that while pay-per-mile charging is off the table, TfL is exploring alternative pathways to achieve net-zero emissions by 2030 through a holistic approach encompassing EV infrastructure, vehicle regulation, and behavioural change initiatives.

Carl Eddleston detailed TfL's efforts to manage congestion through advanced traffic signal technology, such as the 'Fusion' system, which optimises traffic flow across London's 6,300 traffic signals. This technology aims to improve efficiency, particularly during peak hours, and is being adopted by cities worldwide. TfL is also focusing on improving roadworks coordination through initiatives like lane rental and 'Bus Sense' to minimise disruption.

Car Clubs and the Impact of Zipcar's Withdrawal

The committee expressed significant concern regarding Zipcar's proposed withdrawal from London, which could leave approximately 550,000 members without a car club option. Richard Dilks, Chief Executive of CoMoUK, highlighted that this decision stems from a combination of national economic pressures, rising insurance costs, the expense of electric vehicles, and London-specific issues such as high borough fees and TfL's Congestion Charge changes. Dilks warned that this withdrawal could lead to a significant increase in private car ownership and usage, undermining London's transport and environmental goals.

Seb Dance, Deputy Mayor for Transport, and Christina Calderato, Director of Transport Strategy and Policy at TfL, acknowledged the importance of car clubs and stated their commitment to finding solutions. They are engaging with Zipcar, other operators, boroughs, and London Councils to address barriers and explore ways to maintain car club provision. However, the committee expressed disappointment at the perceived lack of urgency and proactive measures from TfL prior to Zipcar's announcement, noting a divergence in understanding regarding the support provided to car clubs.

Freight and Logistics

Discussions on freight and logistics focused on managing the impact of increasing van traffic and improving the efficiency of goods movement. Christina Calderato noted a rise in van mileage, which is a complex issue due to the varied uses of vans. TfL is working with the freight industry on initiatives such as re-timing deliveries, promoting micro-consolidation, and supporting the uptake of cargo bikes. A new London-wide logistics plan is being developed to take a holistic view of land use and consolidation opportunities.

Regarding road freight corridors, TfL is prioritising investment in renewals and maintenance on strategic routes like the A13 and A40 to ensure the smooth flow of heavy goods vehicles. There is also ongoing work with the industry to encourage overnight deliveries, with successes noted in reducing heavy goods vehicle movements in central London. The London Lorry Control Scheme was discussed, with TfL supporting relaxations of restrictions to enable more overnight deliveries, though decisions on this lie with London Councils.

The committee also explored the safeguarding of industrial land for logistics, with Logistics UK advocating for a 'no net loss of industrial land' policy in the London Plan to counter the trend of logistics operations moving further from the city. TfL is repurposing some of its own land for logistics and reviewing land owned by Places for London.

Bus Services and Journey Times

The committee heard extensive evidence on the challenges facing bus services, including declining speeds, reliability issues, and the impact on driver welfare. Paul Lynch, Managing Director of Stagecoach Bus, highlighted that worsening conditions, including increased roadworks and competition for road space, are making buses less attractive and reliable, leading to reduced patronage. Keven Stagg and Nadine Edwards from Unite the Union detailed the significant impact of these delays on driver fatigue, welfare, and the increasing number of drivers leaving the profession.

TfL's Bus Performance 25 (BP25) programme, with its seven key workstreams (BP7), aims to improve bus speeds and performance. These include initiatives like Fusion (traffic signal technology), Bus Sense (roadworks management), and lane rental. While TfL expressed confidence in these measures, the committee sought more concrete evidence on how these initiatives will translate into tangible improvements in bus journey times and ridership, particularly given the complexity of London's transport network and the ongoing challenges of roadworks and utility upgrades.

The committee also discussed the allocation of bus lanes versus cycle lanes, with TfL explaining that bus lanes require more space and are often pre-established, while cycle lanes can sometimes be implemented with less impact on existing traffic lanes. The challenges of Oxford Street's pedestrianisation and its implications for deliveries were also raised.

Concerns were raised about the impact of reducing road space on motorcycle deaths, with TfL agreeing to provide further data on collisions and black spots. The committee also discussed the effectiveness of bus priority measures, particularly in inner London, and the need for better coordination between TfL and boroughs to ensure that bus priority schemes do not negatively impact other essential services like deliveries.

Finally, the committee addressed the critical issue of bus driver welfare, including fatigue and the lack of adequate toilet facilities at the end of routes. TfL acknowledged that welfare facilities are a priority and that improvements are being made, but admitted that more toilets are needed. The committee requested detailed data on how toilet provision is prioritised and the interim measures in place when facilities are lost.

Actions Agreed

The committee agreed to note the report and the subsequent discussion. Authority was delegated to the Chair, in consultation with party group lead members, to agree any output arising from the meeting. The committee also noted its work programme and meeting dates. Several specific pieces of data and information were requested from TfL and other guests to be provided to the committee.