Chris Howell

The Case for Low Traffic Neighbourhoods

The government is strongly supportive of cycling and active travel and rightly so – LTNs (Low Traffic Neighbourhoods) are about persuading some people out of their cars and to make more of their shorter journeys, particular in cities, by other modes of transport (so called modal shift) – the traffic doesn’t stay the same and relocate, much of the traffic is able bodied people making short journeys that are much better done by other modes of transport, and the journeys just disappear as people make more sensible choices (https://thecityfix.com/blog/traffic-evaporation-what-really-happens-when-road-space-is-reallocated-from-cars/).

The sudden deep and profound interest of people in disability access problems or the adaptability of small businesses to change is doubtless a good thing, but in reality it is almost always a proxy for ‘Why can’t I drive everywhere I want to as quickly and conveniently as possible with access to almost all of the the highway to the near exclusion of most other road users’.

Why is the government supporting Low Traffic Neighbourhoods? They tackle multiple major public policy problems in a way that is low cost and electorally popular (apart from amongst tiny vocal minorities) so of course they are doing this. They are trying to deal with climate change – not taking 2 tonnes of metal with you when you pop down the shops for a pint of milk or packet of fags is always going to be the easiest of easy wins when there will be much harder more expensive choices coming along to deal with the ever more obvious threat of climate change. We have a public health crisis due to lack of physical activity – diabetes is costing the NHS 10% of its entire budget (https://www.diabetes.co.uk/cost-of-diabetes.html), and in many cases this is a lifestyle disease with inactive lifestyles and obesity the main cause. Commuting to work by bike dramatically reduces someones chance of dying prematurely in middle age (https://www.bmj.com/content/357/bmj.j1456) – if the health benefits of regular cycling could be put into a pill taken daily, it would be the most valuable new pharmaceutical ever discovered. Car dominated highways are one of the main barriers to active travel.

Cars take almost all the space on urban roads – its ludicrous to talk of a war on cars (As Conservative Home does again today) when cars dominate everything almost everywhere – they cause pollution, many thousands of deaths and serious injuries, and a clear majority of people don’t want their neighbourhoods dominated by them. This is not a new idea – changes have been happening for decades in the Netherlands, and in many cases in the UK. There are always a few angry people at first, then acceptance, then no-one would think of suggesting we go back to how things were before. Opposition to lower traffic neighbourhoods by local Conservative campaigns based on vocal minorities is not just a missed opportunity given the great lead being shown by national government – it is also electorally toxic as ultimately the changes are beneficial to communities and therefore electorally popular.

Greenwich Conservatives Lead Calls for Extension of Santander Cycles to South East of London

Once lockdown ends, London’s public transport capacity will be five times less than before the pandemic, due to the challenges posed by creating socially distanced travel, according to TfL. For many of us, this means that our journeys will have to be made by other means.  

It was therefore welcome that the Director of Surface Transport at TfL, Gareth Powell, recently expressed his desire to expand the geographical footprint of Santander Cycles, in line with the introduction of new cycle lanes throughout the capital.  

Greenwich Conservatives have followed up with Mr. Powell, writing to him to request that any future expansion of Santander Cycle coverage includes finally opening the network to South East London.  

The TfL network outside of buses is currently severely limited in South East London with only one underground station. Even with a  proposed Bakerloo line extension to Lewisham, if funding were to be confirmed in 2021 this would not be delivered until the early 2030’s leaving the area underserviced by public transport and unlikely to be able to meet demand post lockdown. 

Prior to the pandemic it was already difficult to board a train at Deptford in rush hour, but it will be even more difficult with 50,000 new homes being built near the Old Kent Road, Greenwich Peninsula, Charlton Riverside and in Deptford itself.  

Therefore, whilst other means of transport are restricted, the barren coverage of Santander Cycles in South East London provides a great opportunity for growth. It could also be coincided with the current regeneration of the Old Kent Road and be up and running within the year.  

By extending Santander Cycles to South East London TfL could provide a healthier, more environmentally friendly and covid-safe alternative to current forms of public transport in South East London allowing more residents to travel post lockdown.  

Extending Santander Cycles to the South East – currently poorly served by other transport options would be a deliverable and good value for money way to improve transport capacity.