Some reflections on shopping, the school run, filters, and the possibility of actual and significant traffic evaporation.
Last night I attended the first of the information sessions for the consultation on the Green Lanes Area Transport Study, and I am afraid I was not always patient. While some people become less temperate when sitting alone at a computer keyboard, but I become more so – I am better able to edit myself. So if any of the project staff who were present at the event reads this, please accept the apologies of the tallish middle-aged American bloke who was exasperated that a large study of traffic has almost nothing to say (except on the one case of Wightman Road) about traffic reduction, and limits its analysis with the assumption that the overall number of car trips is fixed.
I am an economist, and, while economists disagree with one another about many things, our fundamental starting point is that people make choices between alternatives. Continue reading →
In my post on the Wood Green regeneration plan, I said: “There should be no private motor vehicles on Green Lanes between Wood Green and Turnpike Lane… Traffic along Hornsey Park Road and other N-S routes should be filtered, to eliminate through traffic”. In reply, Joe asks: Continue reading →
Yesterday I blogged about the severe limitations of the Green Lanes Traffic & Transport consultation. There’s a lot in the consultation, however, much of it pretty good, some of it excellent, and you should answer it. It is long, but comes in several sections (packages), and you only need to answer the ones that interest you. Here are my answers, item by item, with a bit of further explanation.
Package AW: Area-wide improvements
01 Improve streetscape. Support. Mostly simple inoffensive stuff, enforcing rules that already exist. In this spirit, how about also taking out those extra wide new “phone” installations on Green Lanes, which are just Trojan horses for hoardings on busy sections of pavement?
02 Greater provision of car clubs. Strongly support. Makes cars available when needed while discouraging over-use & taking up less space for parking storage. Continue reading →
New Green Lanes area traffic consultation is now available. There are some good elements to it, worth supporting, and there are tweaks that are worth proposing. The consulation documents outline some complicated and contentious issues concerning bikes and parking on Green Lanes, and what to do with Wightman Road. Overall, however, the proposals are timid: they do not contemplate or attempt any substantial reduction in traffic, which is to say that they don’t really set out to solve the problem the plan is meant to address. Haringey surely can do much better. Continue reading →
The Haringey Council has published a set of ‘preferred options’ for Wood Green redevelopment (I’ll call it the Wood Green Plan, or “the plan”). It contains some good ideas but it stumbles badly in two key areas, and is largely silent on a third. The two areas on which it stumbles are open and green space, and road traffic. The area in which it is silent is any for of guarantee for the re-housing of people who would be removed Continue reading →
Sadiq Khan promised during his campaign to pedestrianize Oxford Street. That would mean no buses or taxis (black cabs, which is to say traditional London taxis, not mini-cabs or Uber), which are the vehicles allowed there now.
I’ve been ambivalent about this plan because there are a lot of buses on Oxford Street and it’s not clear how they could be re-routed, yet a pedestrianized Oxford Street would be a terrific improvement for central London.
In November, the first installment of the plan was unveiled in a Transport for London (TFL) consultation. TFL proposed changes to 17 of the bus routes that now use Oxford Street, perhaps this year. They calculate that these changes will require, every weekday, 17,200 riders who now ride through would need to change buses – that is if, with that added inconvenience and delay, those people keep riding buses at all. That represents a serious deterioration in bus service, but it’s not close to taking all the vehicles off Oxford Street, and actual pedestrianization remains a few years off.
One might say, well, baby steps. Yes, you’ve got to start somewhere, but why here? The fact is that a large share of the motor vehicles on Oxford Street are black cabs. Many of these taxis are dead-heading, no passenger, to the City or a train station. As buses thin out on Oxford Street, they are simply replaced by taxis – the road becomes a magnet for ever more taxis, a grand rat run through the West End. And the November consultation is all about reducing the number of buses, saying nothing about taxis. Continue reading →