London Transport Research Articles

Bus passenger injury prevention: Learning from onboard incidents

Objective Bus travel is relatively safe: however there remains a lack of understanding of passenger injury incidents onboard buses. The objective of this study was to understand more about onboard passenger incidents to help inform injury mitigation. Methods The UK national STATS19 data and Transport for London bus incident data (IRIS) were used to determine the size of the problem in Greater London. Other data including onboard incident reports from two bus operators and CCTV footage of 70 incidents were used to understand passenger injury in more depth and identify common themes and challenges. Results The STATS19 and IRIS analysis showed that there was a difference between nationally reported bus incidents compared to locally reported bus incidents. Non-collision incidents are prevalent in the data suggesting there is a large problem to tackle. The CCTV and bus incident data identified braking to be the single largest problem in onboard bus passenger injury incidents. Inconsistent reporting of passenger incidents and injury descriptions make it difficult to identify injury patterns and trends. Areas on the bus appear to contribute to higher injury incidents namely those seats facing and closest to the wheelchair area. Other challenges relating to expected passenger and driver behaviors were noted where blame for the incident and outcome can be attributed to both parties. Conclusions This combined analysis of incident reports and CCTV footage has enabled a better understanding of the events leading to on-board passenger injury incidents. Preventing harsh braking would appear to be the most effective way of reducing passenger injuries. Additionally improved data collection would assist both transport authorities and bus operators to identify and monitor the effect of bus safety improvements.

Public Transport Accessibility Levels for Ahmedabad, India

Public transport plays an important role in a city’s economy and its social equity. It is also instrumental in reducing automobile dependence and traffic congestion. Several factors must come together to achieve well-functioning public transport systems. One major factor is the level of accessibility offered by the public transport system. To better understand and consequentially enhance accessibility, we must be able to measure it and map it, which is the key aim of this paper.The methodology in this study, which was originally developed by the London Borough of Hammersmith and Fulham and later adopted by Transport for London (TfL) has been adapted to the case study city of Ahmedabad, India. A GIS mapping tool was used to generate a visual representation of public transport accessibility levels (PTAL) taking into account average walk speed and time, distances to public transport stops, and peak-hour route frequencies of different public transport modes. The paper concludes with initiation of a discussion on the potential uses of PTAL mapping to enhance planning practice, such as formulating development/master plans with land use–transport integration, prioritizing public transport and supporting investments, formulating parking policies, and developing transit-oriented zoning regulations.

Sensors securing sustainable digital urban logistics—A practitioner’s perspective

The transport of goods, equipment and waste to, from, in and through urban areas (urban logistics) are essential for the economic vitality of the city but at the same time make urban environmental and social targets more difficult to achieve The European Green Deal and the UN Sustainability Goals also challenge the ways of addressing planning and management. At the same time Covid 19 has led to new challenges for urban logistics together with changes in consumer purchasing and travel patterns. Digitalisation offers new ways of collecting data and providing input to planning and modelling of urban logistics that might alleviate these challenges. This article addresses how digitalisation and especially sensors can contribute to new forms of data for analysis and play a role in developing sustainable digital urban logistics measures and plans through data collection and sharing. The research contains empirical insights from a survey and workshop in Norway. The results from the survey show that sensors are the digital solution that practitioners see as most useful for urban transport. This is supported by results from the workshop supporting a sensor scenario. When it comes to the digitalisation process, the practitioners expect that the different levels of government will facilitate digitalisation of urban logistics and most practitioners have the opinion that all levels of government should do more to facilitate new solutions Testing should take place as collaboration between private and public actors. Due to Covid 19 the government level is seen to have an important role for exchange of information and advice, and for giving economic incentives and support, rather than providing law and regulatory changes or the reorganisation of public services. The local level is considered to have an especially important role for digitalisation including data for modelling, planning or public procurement procedures. The article addresses these questions by reference to the partnerships for freight transport in London and Gothenburg. This article adds insights for planning practitioners into how sensors will challenge as well as provide new possibilities, to suggest new paths for planning and modelling urban logistics and an amplified role for freight partnerships.

Lighting Up London's Elizabeth Line with LEDs

Using LEDs to light up the stations, escalator shafts and concourses of the Elizabeth line was a bold move from Transport for London; especially as when they decided on its use back in the late 2000s, LED technology was yet to break into the lighting world. But this did not stop Paul Kerrigan, the lead electrical engineer responsible for Crossrail's line-wide lighting solutions and uninterruptible power supply, and his team, from taking the plunge to make this a reality. In fact, the Elizabeth line is one of the first sub-surface infrastructure projects to be lit entirely by LEDs, and the decision to use the technology was based on industry evidence that its use will help reduce energy consumption and maintenance requirements.

The health, cost and equity impacts of restrictions on the advertisement of high fat, salt and sugar products across the transport for London network: a health economic modelling study

BackgroundPolicies aimed at restricting the marketing of high fat, salt and sugar products have been proposed as one way of improving population diet and reducing obesity. In 2019, Transport for London implemented advertising restrictions on high fat, salt and sugar products. A controlled interrupted time-series analysis comparing London with a north of England control, suggested that the advertising restrictions had resulted in a reduction in household energy purchases. The aim of the study presented here was to estimate the health benefits, cost savings and equity impacts of the Transport for London policy using a health economic modelling approach, from an English National Health Service and personal social services perspective.MethodsA diabetes prevention microsimulation model was modified to incorporate the London population and Transport for London advertising intervention. Conversion of calorie to body mass index reduction was mediated through an approximation of a mathematical model estimating weight loss. Outcomes gathered included incremental obesity, long-term diabetes and cardiovascular disease events, quality-adjusted life years, healthcare costs saved and net monetary benefit. Slope index of inequality was calculated for proportion of people with obesity across socioeconomic groups to assess equity impacts.ResultsThe results show that the Transport for London policy was estimated to have resulted in 94,867 (4.8%) fewer individuals with obesity, and to reduce incidence of diabetes and cardiovascular disease by 2,857 and 1,915 cases respectively within three years post intervention. The policy would produce an estimated 16,394 additional quality-adjusted life-years and save £218 m in NHS and social care costs over the lifetime of the current population. Greater benefits (e.g. a 37% higher gain in quality-adjusted life-years) were expected to accrue to individuals from the most socioeconomically deprived groups compared to the least deprived.ConclusionsThis analysis suggests that there are considerable potential health and economic gains from restricting the advertisement of high fat, salt and sugar products. The population health and economic impacts of the Transport for London advertising restrictions are likely to have reduced health inequalities in London.

Effects of tube service disruptions on the usage of the London Cycle Hire

Urban rail transit and cycle hire are two main public travel modes used in London. However, their relationship, in terms of substitutability and complementarity has not yet been fully studied. This paper investigates the effects of tube service disruptions on the usage of the London Cycle Hire (LCH) using the data for more than one million LCH trips during the period from April 20th to May 22nd, 2019. The tube service status data were collected from Transport for London (TfL) over the same period. Covariates including socio-economic information, built environment characteristics, and weather conditions are also controlled for in the analysis. A buffer-area based panel data regression model is used to estimate the effects of tube service disruptions on the LCH usage. Our results indicate that the closure of tube stations can reduce the number of nearby LCH trips during the peak times, and increase the number of LCH trips during the inter peak times. Severe delays and suspensions can both lead to an increase in LCH departure trips in the morning peak, but the effects are not statistically significant during the evening peak or inter peak times. Moreover, compared to the effects of tube station closures, the effects of severe delays and suspensions are much smaller. This study provides a better understanding of the interdependencies between the urban rail transit and public bicycle share systems.

Book Review: Strategy and managed decline; London Transport 1948–87 by James Fowler

Book Review: <i>Strategy and managed decline; London Transport 1948–87</i> by James Fowler

Cover Feature: Investigation of the Effect of Temperature on Lithium‐Sulfur Cell Cycle Life Performance Using System Identification and X‐Ray Tomography (Batteries &amp; Supercaps 8/2022)

The Cover Feature illustrates a discharge profile of a 19 Ah lithium-sulfur (Li-S) pouch cell subject to the required power on the Millbrook London Transport Bus (MLTB) driving cycle. In this study, cycle life performance of the Li-S cell is investigated at various temperatures using system identification and X-ray tomography methods. More information can be found in the Research Article by A. Fotouhi and co-workers.

Vulnerable Road User Protection from Heavy Goods Vehicles Using Direct and Indirect Vision Aids

In Europe, heavy goods vehicles (HGVs) are disproportionately involved in serious and fatal collisions with vulnerable road users (VRUs). An interrogation of 2019 national crash data for Great Britain (Stats19) suggested that detection of cyclists and pedestrians in the nearside and front blind spots of HGVs is still a significant problem during forward or left-turn manoeuvres of the HGV. To improve detection, Transport for London introduced Direct Vision and Safe System Standards in 2021 for HGVs entering the Greater London area. This research assessed the efficacy of one of the Safe System requirements—the fitment of sensors to detect vulnerable road users on the nearside of the vehicle. A physical testing procedure was developed to determine the performance of a sensor system meeting the Transport for London Safe System requirements. Overall, the Safe System compliant sensor system missed 52% of expected detection nodes on the nearside of the vehicle. A total of 56% of the “stop vehicle” nodes, 45% of the “slow down” and 48% of the “proceed with caution” nodes were not recognised. The most forward sensor did not fully cover the front-left corner blind spot, missing 70% of the desired detection nodes. Nearside sensor systems fitted to Safe System requirements may cover a reasonable area but could still leave many undetected zones to the left and front of the vehicle. Standardising sensor range and location could help to eliminate sensor blind spots. Mandating additional front sensors would help cover the blind spot at the front-left corner of the HGV.

Changes in household food and drink purchases following restrictions on the advertisement of high fat, salt, and sugar products across the Transport for London network: A controlled interrupted time series analysis.

Restricting the advertisement of products with high fat, salt, and sugar (HFSS) content has been recommended as a policy tool to improve diet and tackle obesity, but the impact on HFSS purchasing is unknown. This study aimed to evaluate the impact of HFSS advertising restrictions, implemented across the London (UK) transport network in February 2019, on HFSS purchases. Over 5 million take-home food and drink purchases were recorded by 1,970 households (London [intervention], n = 977; North of England [control], n = 993) randomly selected from the Kantar Fast Moving Consumer Goods panel. The intervention and control samples were similar in household characteristics but had small differences in main food shopper sex, socioeconomic position, and body mass index. Using a controlled interrupted time series design, we estimated average weekly household purchases of energy and nutrients from HFSS products in the post-intervention period (44 weeks) compared to a counterfactual constructed from the control and pre-intervention (36 weeks) series. Energy purchased from HFSS products was 6.7% (1,001.0 kcal, 95% CI 456.0 to 1,546.0) lower among intervention households compared to the counterfactual. Relative reductions in purchases of fat (57.9 g, 95% CI 22.1 to 93.7), saturated fat (26.4 g, 95% CI 12.4 to 40.4), and sugar (80.7 g, 95% CI 41.4 to 120.1) from HFSS products were also observed. Energy from chocolate and confectionery purchases was 19.4% (317.9 kcal, 95% CI 200.0 to 435.8) lower among intervention households than for the counterfactual, with corresponding relative reductions in fat (13.1 g, 95% CI 7.5 to 18.8), saturated fat (8.7 g, 95% CI 5.7 to 11.7), sugar (41.4 g, 95% CI 27.4 to 55.4), and salt (0.2 g, 95% CI 0.1 to 0.2) purchased from chocolate and confectionery. Relative reductions are in the context of secular increases in HFSS purchases in both the intervention and control areas, so the policy was associated with attenuated growth of HFSS purchases rather than absolute reduction in HFSS purchases. Study limitations include the lack of out-of-home purchases in our analyses and not being able to assess the sustainability of observed changes beyond 44 weeks. This study finds an association between the implementation of restrictions on outdoor HFSS advertising and relative reductions in energy, sugar, and fat purchased from HFSS products. These findings provide support for policies that restrict HFSS advertising as a tool to reduce purchases of HFSS products.

Pregnancy and commuting on public transport

IntroductionLimited research has explored the influence of commuting on expectant mother's health and well-being and how expectant mothers can be supported during their commute. The present study aimed to identify the impact of commuting during pregnancy on women's physical and mental health. Further, the effectiveness of Transport for London's baby-on-board badge was explored. MethodThis was a mixed-method study. An online survey of 295 participants over the age of 18 years was conducted to explore their views on commuting and the effectiveness of the baby-on-board badge. A subsample of female participants completed the General Health Questionnaire to assess the impact of commuting while pregnant on women's health. This was followed by a qualitative study in which 15 women who currently or previously commuted to work while pregnant participated in a semi-structured interview about their experience. ResultsCommuting was found to represent a major challenge for some women during pregnancy. It was often a source of stress and anxiety and had detrimental effects on women's health and well-being, especially when they had pre-existing medical conditions. Pregnant women often made adjustments to their commute, such as traveling outside peak times. Although the majority of women commuting into London wore the Baby-on-Board badge during pregnancy, its effectiveness at encouraging commuters to offer their seat or give more space to expectant mothers was mixed. Many women felt the badges were ignored or difficult to see during crowded commutes. ConclusionsThere is limited support for pregnant commuters. The main approach to supporting pregnant commuters is the TfL baby-on-board badge, but the effectiveness of this badge is mixed. A multi-agency approach involving transport agencies, employers, midwives and expectant mothers supporting pregnant commuters may result in a less stressful commute experience and improve women's well-being and productivity at work.

Analysing the causal effect of London cycle superhighways on traffic congestion

Transport operators have a range of intervention options available to improve or enhance their networks. Such interventions are often made in the absence of sound evidence on resulting outcomes. Cycling superhighways were promoted as a sustainable and healthy travel mode, one of the aims of which was to reduce traffic congestion. Estimating the impacts that cycle superhighways have on congestion is complicated due to the non-random assignment of such intervention over the transport network. In this paper, we analyse the causal effect of cycle superhighways utilising pre-intervention and post-intervention information on traffic and road characteristics along with socio-economic factors. We propose a modeling framework based on the propensity score and outcome regression model. The method is also extended to the doubly robust set-up. Simulation results show the superiority of the performance of the proposed method over existing competitors. The method is applied to analyse a real dataset on the London transport network. The methodology proposed can assist in effective decision making to improve network performance.

John Michael (Mike) Haslam 1947–2021

John Michael (Mike) Haslam 1947–2021

Changes in household food and drink purchases following restrictions on the advertisement of high fat, salt, and sugar products across the Transport for London network: a controlled interrupted time series analysis

BackgroundRestricting advertising of products with high fat, salt, and sugar (HFSS) content has been recommended as a tool to tackle obesity, but the impact on purchases is unknown. This study evaluates the impact of outdoor HFSS advertising restrictions, implemented across the London transport network in February, 2019, on HFSS purchases. MethodsTake-home food and drink purchase data (n=5 089 988) from 1970 households (London [intervention] n=977; North of England [control] n=993) from the Kantar Fast Moving Consumer Goods panel were analysed with a controlled interrupted time series design. We estimated average weekly household purchases of energy and nutrients from HFSS products in the postintervention period (Feb 25 to Dec 29, 2019) compared with a counterfactual constructed from the control and preintervention (June 18, 2018, to Feb 24, 2019) series. The London School of Hygiene & Tropical Medicine ethics committee approved the study (16297/RR/11721), and written informed consent was obtained from participants. FindingsAfter adjustment for confounders, average weekly household purchase of energy was reduced by 6·8% (1015·4 kcal, 95% CI 473·6–1557·2) compared with the counterfactual. Reductions in purchases of fat (57·4 g, 95% CI 21·7–93·0), saturated fat (26·4 g, 12·5–40·4) and sugar (85·5 g, 46·7–124·3) from HFSS products were also observed. When stratified by product category, we found a 19·4% reduction in energy purchased from chocolate and confectionery (317·9 kcal, 95% CI 200·0–435·8), along with reductions in fat (13·1 g, 95% CI 7·5–18·8), saturated fat (8·7 g, 5·7–11·7), sugar (41·4 g, 27·4–55·4), and salt (0·2 g, 0·1–0·2) purchased. InterpretationTo our knowledge, this was the first UK study to examine the impact of outdoor HFSS advertising restrictions on food and drink purchases. Our findings provide support for policies that restrict HFSS advertising as a tool to reduce purchases of HFSS products. However, the sustainability of the observed effects is unclear. Confounding due to other events occurring at the same time as the intervention in either the intervention or control group cannot be ruled out. However, observed intervention effects were greater among frequent public transport users, and were specific to the week the advertising restrictions were introduced. FundingNational Institute for Health Research School for Public Health Research (grant number PD-SPH-2015).

Corporate political activity in the context of unhealthy food advertising restrictions across Transport for London: A qualitative case study.

BackgroundDiets with high proportions of foods high in fat, sugar, and/or salt (HFSS) contribute to malnutrition and rising rates of childhood obesity, with effects throughout the life course. Given compelling evidence on the detrimental impact HFSS advertising has on children’s diets, the World Health Organization unequivocally supports the adoption of restrictions on HFSS marketing and advertising. In February 2019, the Greater London Authority introduced novel restrictions on HFSS advertising across Transport for London (TfL), one of the most valuable out-of-home advertising estates. In this study, we examined whether and how commercial actors attempted to influence the development of these advertising restrictions.Methods and findingsUsing requests under the Freedom of Information Act, we obtained industry responses to the London Food Strategy consultation, correspondence between officials and key industry actors, and information on meetings. We used an existing model of corporate political activity, the Policy Dystopia Model, to systematically analyse arguments and activities used to counter the policy. The majority of food and advertising industry consultation respondents opposed the proposed advertising restrictions, many promoting voluntary approaches instead. Industry actors who supported the policy were predominantly smaller businesses. To oppose the policy, industry respondents deployed a range of strategies. They exaggerated potential costs and underplayed potential benefits of the policy, for instance, warning of negative economic consequences and questioning the evidence underlying the proposal. Despite challenging the evidence for the policy, they offered little evidence in support of their own claims. Commercial actors had significant access to the policy process and officials through the consultation and numerous meetings, yet attempted to increase access, for example, in applying to join the London Child Obesity Taskforce and inviting its members to events. They also employed coalition management, engaging directly and through business associations to amplify their arguments. Some advertising industry actors also raised the potential of legal challenges. The key limitation of this study is that our data focused on industry–policymaker interactions; thus, our findings are unable to present a comprehensive picture of political activity.ConclusionsIn this study, we identified substantial opposition from food and advertising industry actors to the TfL advertising restrictions. We mapped arguments and activities used to oppose the policy, which might help other public authorities anticipate industry efforts to prevent similar restrictions in HFSS advertising. Given the potential consequences of commercial influence in these kinds of policy spaces, public bodies should consider how they engage with industry actors.

From the public sector to the gig economy

From the public sector to the gig economy

Understanding the roles of rail stations: Insights from network approaches in the London metropolitan area

In strategic transport planning, rail stations play different roles at different scales, particularly in large cities and metropolitan regions, where movement structure shows polycentric patterns. However, there is a general lack of evidence-based studies investigating the relative network roles of rail stations. Therefore, this paper aims to explore rail stations' roles within and beyond metropolitan communities in London. Drawing on the Transport for London's newly released NUMBAT passenger origin-destination data, we unravel the travel structure and identify the stations' roles through network methods, community detection and Z-P scores. Our research has three results: First, London's passenger movement network can be subdivided into seven communities. The majority of stations within the same communities are geographically localised with few exceptions. Second, stations play distinct roles in handling the patterns of movement at different scales. Typically, there exists a set of stations that are significant for connecting between metropolitan communities, because the disruption of those stations will have a greater impact on overall network efficiency and affect a larger and more diverse group of passengers. Third, a classification of rail stations is developed based on stations' commitment at two scales. This classification allows planners to have a finer level of understanding of the network role of the stations and thus develop and adjust tailored (re)development strategies.

Media representations of opposition to the ‘junk food advertising ban’ on the Transport for London (TfL) network: A thematic content analysis of UK news and trade press

BackgroundAdvertising of less healthy foods and drinks is hypothesised to be associated with obesity in adults and children. In February 2019, Transport for London implemented restrictions on advertisements for foods and beverages high in fat, salt or sugar across its network as part of a city-wide strategy to tackle childhood obesity. The policy was extensively debated in the press. This paper identifies arguments for and against the restrictions. Focusing on arguments against the restrictions, it then goes on to deconstruct the discursive strategies underpinning them. MethodsA qualitative thematic content analysis of media coverage of the restrictions (the ‘ban’) in UK newspapers and trade press was followed by a document analysis of arguments against the ban. A search period of March 1, 2018 to May 31, 2019 covered: (i) the launch of the public consultation on the ban in May 2018; (ii) the announcement of the ban in November 2018; and (iii) its implementation in February 2019. A systematic search of printed and online publications in English distributed in the UK or published on UK-specific websites identified 152 articles. ResultsArguments in favour of the ban focused on inequalities and childhood obesity. Arguments against the ban centred on two claims: that childhood obesity was not the ‘right’ priority; and that an advertising ban was not an effective way to address childhood obesity. These claims were justified via three discursive approaches: (i) claiming more ‘important’ priorities for action; (ii) disputing the science behind the ban; (iii) emphasising potential financial costs of the ban. ConclusionThe discursive tactics used in media sources to argue against the ban draw on frames widely used by unhealthy commodities industries in response to structural public health interventions. Our analyses highlight the need for interventions to be framed in ways that can pre-emptively counter common criticisms.

Scalable object detection pipeline for traffic cameras: Application to Tfl JamCams

With CCTV systems being installed in the transport infrastructures of many cities, there is an abundance of data to be extracted from the footage. This paper explores the application of the YOLOv3 object detection algorithm, trained on the COCO dataset, to the Transport for London’s (TfL) JamCam feed. The result, open-sourced and publicly available, is a series of easy to deploy Docker pipelines to create, store and serve (through a REST API) data on identified objects on that feed. The pipelines can be deployed to any Linux machine with an NVIDIA GPU to support accelerated computation. We studied how different confidence thresholds affect detections of relevant objects (cars, trucks and pedestrians) in London JamCam scenes. By running the system continuously for three weeks, we built a dataset of more than 2200 detection datapoints for each camera (~6 datapoints an hour). We further visualized the detections on an animated geospatial map, showcasing their effectiveness in identifying traffic patterns typical of an urban city like London, portraying the variation on different object population levels throughout the day.

The multiplicity of value in the front-end of projects: The case of London transportation infrastructure

There is growing interest in the ways that value is understood in the context of projects and within project-based settings. Recent studies emphasise the multiplicity of project value in various project settings as perceived by different project actors. Drawing on previous work on project value and project front-end, this study expands on the idea of multiplicity of project value in the early project definition phase. To this end, the study draws from empirical data on infrastructure projects provision, including semi-structured interviews with a set of highly experienced and senior level informants with extensive knowledge and familiarity of infrastructure project planning and front-end decision making. The study is bounded with a focus on London, UK as an example of a complex, highly established global city with a great reliance on its infrastructure and a well-established projects ecology. Through inductive qualitative data analysis the study explores the role of infrastructure projects as solutions to policy problems, the multiple and complex nature of value in project definition and identifies three value levels, which are instrumental for project definition: local value, sector value and user value. The multi-level value framework in the project front-end extends and complements early decision making in planning and setting up of infrastructure projects.