London Transport Data

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Data about transport in London!

Casualties from collisions with goods vehicles, by mode

The 2010 London Freight Data Report (pdf), prepared for TfL by a team from the University of Westminster, has a wealth of information about goods vehicle traffic in London, some of it already already analysed over at Cycle of Futility.

The chart below is based on table 4.4 from the report, and shows the number of fatal and serious casualties resulting from collisions in which goods vehicles were involved in London, by mode of travel, for 1994-98 (averaged) and for 2008, the latest year available.

The (relatively) good news is that the number of car/taxi occupants, pedestrians, goods vehicles occupants and bus/coach occupants killed or seriously injured in collisions with goods vehicles has fallen sharply between 1994-98 and 2008. The bad news is that the trend for motorcyclists is almost and the number of cyclists killed or seriously injured (KSI) in collisions with goods vehicles has actually risen over the period, so that cyclists now account for 19% of goods vehicle-related KSIs, up from 8% in the mid 1990s.

Filed under: DfT, Historic, London, Report, Safety

Live traffic speeds from Google Maps

Google Maps includes a ‘live traffic’ feature which apparently exploits crowdsourced data from GPS-enabled phones to estimate traffic speeds on main roads. There’s a screengrab (click to embiggen) of central London below, with the light colours indicating higher speeds. The coverage is a little patchy as it presumably depends on there being enough GPS-enabled phones moving around for it to work.

This isn’t really ‘data’ in the sense that we usually cover on this blog as it is proprietary and, thus far, not reusable. But you can see how the underlying database could be very useful for transport planning or road safety purposes.

Filed under: Commercial, Live, London, Traffic

Cyclist casualties in the City of London

We previously posted about the London-wide trend in cyclist casualties by severity. In this post we look at the trend in the City of London, the ‘Square Mile’ that constitutes London’s financial centre and most built-up area. The first chart below (get the data in csv format here) shows total cyclist casualties in the City split into those who were killed or seriously injured and those who were slightly injured, while the second chart shows just the killed or seriously injured. Note that we only have a total casualties figure for 2010, so the second chart only goes up to 2009.

There has clearly been a large increase in cycling casualties in the City over the last couple of decades, in contrast to the London-wide trend which is broadly steady over the same period. There are certainly more cyclists entering the City in recent years, but as this analysis suggests there is little evidence that the rate of casualties per trip is falling.

Finally (and this goes for any discussion of transport casualties on this blog), the recent death of a cyclist in Clapham reminds us that although we generally try to keep the tone fairly dry and dispassionate here, nobody should forget that every death on the roads is a tragedy and any collision can be highly traumatic, and not just for the victim.

Filed under: Boroughs, Cycling, Data, Historic, Safety, TfL

Parking spaces on the Transport for London Road Network

We were wondering recently how many parking spaces there are in London, and it appears that nobody knows [EDIT: or maybe they do! See update at the bottom of the page], mainly because responsibility for the roads network is split between Transport for London, who run the 580km Transport for London Road Network (TLRN) system of main roads, and the 33 boroughs who run the local roads.

So we made an FOI request to TfL asking how many parking spaces there are on the TLRN. The answer is ‘about 19,210’, including loading/unloading bays. It is approximate because

The parking bays on the TLRN are not marked out as individual spaces and as such the figures provided in the attached spreadsheet are indicative figures only. These are based on a vehicle length of 4.8m and are therefore the maximum number of spaces that could be available on the red routes.

That implies that parking or loading bays take up a total length of around 92km of the TLRN, or about 16% of its total length.

The spreadsheet included with the answer breaks down the total by road and by type of space, with London-wide totals as follows:
Parking & disabled persons’ vehicles: 9,640
Loading/unloading & disabled persons’ vehicles: 5,276
Loading and unloading only: 1,800
Disabled persons’ vehicles only: 422
Borough bays: 4,072

Update: Maybe we spoke too soon. It appears TfL commissioned a ‘London Parking Supply Study’ in 2000, which arrived at an estimate of 6.8 million car parking spaces in London. See this report [.docx format] of a Transport Statistics Users Group seminar in 2001. There was an update carried out in 2005, which we have put in an FOI request to TfL for.

Filed under: 2010/11, Boroughs, Data, London, Parking, TfL

Update on 20mph zones in London

We posted before about data on 20mph zones in London, using numbers from this 2008 TfL report. TfL have now responded to an FOI request with updated data on 20mph zones. You can download the data in .xls format from the TfL response, but we have done a couple of charts summing up the overall London trend and a borough comparison below.

This chart shows that the last two years (2008 to 2010) have seen a particularly large increase in the total length of streets in 20mph. By 2010, nearly 2,800 km of London streets were in 20mph zones, 18% of the total.

This chart shows the proportion of streets/roads in 20mph zones in each London borough in 2008 and 2010. There is huge variation between boroughs, with a general pattern of East London boroughs tending to have more 20mph zones. Nearly every borough has increased their 20mph zone coverage since 2008, with the interesting exceptions of Hackney and Tower Hamlets.

Note: the TfL data gives a zero figure for 20mph in the City of London, but a dash (-) in the cases of Westminster and Kensington and Chelsea. However, as far as we can tell there aren’t any 20mph streets in either of those boroughs, so we’ve put them in as zero for now, with the proviso that it sounds like Exhibition Road (which has stretches in both boroughs) will be 20mph when its refurbishment is complete.

Finally, don’t forget you can see a map of streets in 20mph zones in London here. It would be nice if this were available as an overlay for mapping services like Google Maps and OSM …

Filed under: 2010, Boroughs, London, Speed, TfL

Pedestrian Countdown Trial: Unpublished Appendices

The Pedestrian Countdown trial was conducted in 2010 for Transport for London by consultancy Transport Research Laboratory (TRL).

The “blackout” phase used at pedestrian junctions where neither the green nor red man is showing was replaced by a “countdown” phase, where a timer counts down the seconds that pedestrians have to finish crossing the road.

A number of other changes were also made to signal timings, for both road traffic and pedestrians. The following is a summary:

Pedestrian phases

Increase

Decrease

Green man

X

Blackout/countdown

X

Pedestrian red

X

Total pedestrian time

X

Road traffic phases
Green

X

Red

X

– “Pedestrian red” is the grace period at the end of the pedestrian phase where the red man appears but road traffic signals are still red.

– “Blackout” is the period for pedestrians after the green man where there is no green or red man showing, and is the phase wholly replaced with Countdown.

Changes in time

We have composed the following graphs with data from the TRL Technical Appendices (see below), which show average changes to both pedestrians and road traffic timings across all sites:

Changes to pedestrian time

Changes to road traffic time

N.B. “After” in the pedestrian phase is the “After 1” trial, immediately after PcATS is installed. The appendices do not contain the figures for the tweaked “After 2” trial, three months later, though we are told the green time is the same. We can infer from the decreased green and increased red time that road traffic faces in the After 2 trial (compared to After 1) that either blackout/countdown or pedestrian red time (or both) is slightly increased.

Documents

Transport for London published a summary report following the trial:

Pedestrian Countdown Project Report

It contains several unpublished appendices which we have obtained through Freedom of Information request and publish here for your perusal.

PCaTS Technical Appendices

Appendix A – Site Maps

Appendix B – Questionnaires

Appendix C – Additional Video  and Observation Data

Appendix D – Glossary of Terms

Filed under: 2010, Report, Safety, TfL, Traffic