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Tony et al,
Having been through this and comparing it to the report produced in 2004 I must say that I am (at best) disappointed with the conclusions reached and this is for a number of reasons:
The latest report states that 'most cyclists are against the measure', yet in the previous study respondents clearly identified cars in the bus lane, behaviour of buses and roadworks as considerably more of a perceived problem for cyclists and indeed that actual reported incidents between cyclists and motorcyclists was very low - there seems to be a dramatic difference in the results of this 'market research';
Previous work showed that the use of bus lanes by non-permitted vehicles fell dramatically following the change to allow PTWs, there is no update or reference to this data;
The previous report identified increases in general traffic flow of 13% across all sites, and so has the dramatic reduction reported in the new report occured in the last 18 months? The previous report also had figures for the A41, yet these do not seem to be available for the latest report;
The previous report identified large increases in bus lane use by (now) permitted vehicles on the A13 of around 40% to 2004, yet the latest report shows that there was a decline in traffic using the bus lane between 2002-2004 and only an increase since 2004, there is no reference to the other sites
The conclusion from the 2004 report was that further casualty data was needed in order to make a robust assessment yet indicated that accident rates involving PTWs had not altered following implementation, yet the latest report states that the 'collision rate is too low to obtain statistically significant results', that 'the before and after data that do exist are of limited use in identifying effects of the changes' and that 'analysis of collision data provides generally inconclusive evidence' - yet still the report conclusion is that there are 'possible' negative effects.
As there are no accident rates to compare, just a percentage change in the number of accidents, it is not possible to determine how the reduction by 30% and 45%of two forms of accident compare to the increase by 33% and 40% of other forms of accident - this seems to be a crucial factor in the analysis and conclusions;
It is very disappointing that after 4 years of research and 2 reports there is still the conclusion that an extension of the trial period is required;
The final conclusion that 'the majority do not support the use of bus lanes by PTWs' is wholly unquantified and not supported by any data contained within this or any other report, there is no evidence from TfL buses or operators that this is the case and even the cyclist study of 2004 did not show this to be the case, indeed the complete opposite - only 7% of cyclists stated that removing PTWs would be an improvement.
The report does, however, highlight the FACTS that in the study area the PTW speeds are excessive, that there is a problem with PTWs approaching pedestrian facilities and a problem with right-turning vehicles turning through queues across the bus lane. I would suggest that this should lead to mitigation measures being trialled, such as speed cameras on the approaches to the pedestrian facilities where particular problems are being encountered (these may be justified through accident prevention), and the use of signs to warn drivers on the approach to a junction of the likelihood of oncoming traffic in the bus lane - but also to traffic in the bus lane to warn of the possibility of a right-turning vehicle.
The fault of this last category of incident is clearly that of the right-turning vehicle and would seem to be a problem regardless of permitted traffic. I understand that there is a perception that increasing the number of vehicles in the bus lane increases the likelihood of such an accident, yet I would suggest that increasing the volume of traffic gives greater presence to the bus lane and could increase drivers awareness of the possibility of opposing traffic. There is the problem, of course, that as most bus lanes in London do not permit use by PTWs, a driver may mistakenly believe in these instances that it is unreasonable to look for PTWs.
I am not convinced that the studies demonstrate anything other than that bus lane use by permitted vehicles goes up (at some point) and (without mitigating measures) accident type alters, and I am still concerned with what seems to be a general presumption against the use of bus lanes by PTWs regardless of extensive research resulting in 'inconclusive evidence' and the success of schemes in Bristol, Reading and other sites.
Regards,
Keith
Keith Firth
Associate Director
Colin Buchanan
Newminster House
27-29 Baldwin Street
Bristol
BS1 1LT
Tel 0117 917 0822
Fax 0117 925 1609
Mob 07885 827108
From: ihie_guidelines@yahoogroups.com [mailto:ihie_guidelines@yahoogroups.com] On Behalf Of Tony Sharp
Sent: 03 October 2006 08:40
To: ihie_guidelines@yahoogroups.com
Subject: [ihie_guidelines] TfL publish report on 3 year study of Bus Lane Access
Transport for London has now reported back on their 3-year study
of `experimental' Motorcycle Access by Motorcycles into Bus Lanes.
I've posted the report in the file section
Regards
Tony Sharp
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