ࡱ> 7 |bjbjUU ;7|7|xlxxxxxxx8fdccccccc$f 0h dx dxx dxxccL#f[xxqb 7Ҙ^Dqbt6d0fd^h$hqbxxxxEaling Friends of the Earth The proposed West London Tram Frequently Asked Questions 1. Why do we need a tram system? Whats wrong with the buses? West Londons population is growing rapidly. By 2016 there will be a projected 45,000 more homes, 86,000 new jobs and many more car owners. This will increase demand for transport. Between now and 2011 road traffic in West London is forecast to increase by 10%, and the demand for public transport along the Uxbridge Road by 20%. With main roads already congested, local roads would bear the brunt of this. Rat running and jams would spread to more roads, for more and more of the day. Many more buses would be needed to cope with the increased demand. These extra vehicles would add to the congestion on the Uxbridge Road, and also allow less time for north-south traffic to cross it, thus increasing congestion on other roads. The Uxbridge Road would be clogged up with buses, and the surrounding streets would be clogged up with cars. So passengers would complain about the delays, and drivers would complain about the congestion! Bus lanes present further problems. To avoid being held up by other traffic, buses need bus lanes. But these are difficult to enforce, even with CCTV, and often controversial. They are unpopular with car and van drivers, who risk fines for driving in them, and with some local residents. Bus lanes are therefore vulnerable to political pressure, and sometimes are removed. Locally, within the last year, Conservative Councillors in Ealing Council have threatened to remove bus lanes in Northolt and Greenford if elected, and Southall Councillors have been lobbied by local businesses to allow parking in the bus lanes on Southall Broadway, which would delay the 207, 607 and other buses. A continuous bus lane along the Uxbridge Road would be unpopular with many, and one physically segregated from the rest of the traffic would be even more difficult taking into account deliveries, emergency vehicles etc. Another difficulty with buses is lack of appeal. Buses are often unreliable, slow, uncomfortable, crowded, noisy, jerky and difficult for the elderly, the disabled and those with small children. So many people dont or cant use buses, which therefore are not very effective in attracting people from their cars. In contrast, research proves that modern trams do attract car drivers. Because buses only have two doors and are rarely level with the pavement, they are slower to load than trams, which have four wide doors and a floor which is level with the stop. Because buses cannot pass each other with the limited clearance that trams running on rails can, buses make less efficient use of road space. For the same reason, trams going in opposite directions can pass each other at speed. Buses cant do this so are by definition slower than trams. Furthermore, because buses do not have rails, raised stops and other permanent infrastructure, they do not demonstrate a permanent commitment to public transport like a tram (or a tube or heavy rail). This means that buses dont achieve the improved image and sense of modernisation associated with modern tram systems, which crucially give businesses confidence about making long term investments in an area. This has been clearly demonstrated with existing tram schemes in England. Finally, the running costs of buses are higher per passenger than trams, so they are a less good use of taxpayers money a concern to many people. Modern trams solve all this by carrying more people in fewer vehicles. The Uxbridge Road tram will carry 44+ million passengers a year (compared with 23 million for buses) and take 4+ million car journeys off the road as drivers, at last, feel able to leave their cars at home in favour of a really good, fast, reliable, clean, modern public transport system. This has been shown to happen in cities which have installed modern tram systems. Consistently, between 15% and 20% of journeys made by car switch to the tram a modal shift of 15%-20%. The Uxbridge Road tram will replace the 207 and 607 buses. Other bus routes will be altered to interchange better with the tram, so the local bus network will be improved, and there will be fewer buses on the Uxbridge Road than now. 2. Wont the tram displace 27,000 cars a day rat-running down residential streets? This is complete fiction. There will be about 3,000 extra cars in residential streets. Sophisticated traffic modelling conducted by the consultants Scott Wilson for Transport for London shows that, with the tram, the number of vehicles still using the Uxbridge Road will be about 19,000 a day, i.e. 8,000 or 30% less than the 27,000 now. This decrease is due to drivers over a wide area knowing that the Uxbridge Road has less road space for traffic and therefore changing their behaviour accordingly. Where will the 8,000 go? It can be estimated that 1,500 (6%) will switch to the tram; 3,000 (11%) will use local roads within 1km either side of the Uxbridge Road; 3,500 (13%) will evaporate, i.e. avoid the area altogether and be dispersed across the wider West London road network (see traffic evaporation below). But this still means 3,000 more cars in local roads, so what will control rat-running? A comprehensive programme of traffic management of the roads in areas predicted to get this increased traffic. This will include things like restricting access, traffic calming and other types of road engineering. Ealing Council will be responsible for this and has already drawn up preliminary plans, which residents will be consulted on. Traffic displacement and rat running will be far worse if the tram does not go ahead. The traffic modelling shows that, without the tram, over 30,000 vehicles a day will be trying to use the Uxbridge Road, i.e. 11% more than now. This increase is due to drivers continuing to treat the Uxbridge Road as a traffic route, so it will be more congested than now. Therefore drivers will seek local shortcuts and rat-runs through residential streets. Thats why the traffic modelling shows more residential streets will get higher levels of traffic without the tram than with it in 2011. For further information on the predicted amount of traffic with and without the tram, see the Traffic projections with and without the tram and Save Ealing's Streets is misunderstanding the Traffic Forecasts pages of the Ealing Friends of the Earth web site ( HYPERLINK "http://www.ealingfoe.org.uk" www.ealingfoe.org.uk) or contact us if you cannot access the information there. Local examples of traffic evaporation include the Hammersmith Bridge closure and the London congestion charge. For further information, see S Cairns, S Atkins and P Goodwin, Disappearing traffic: the story so far, a 2001 research review by University College Londons Transport Studies Unit which examines the effect of roadspace reallocation in over 70 case studies in 11 countries. Its available as a .pdf file on www.cts.ucl.ac.uk/tsu 3. Where will the traffic on the Uxbridge Road go, then? Most of it will stay on the Uxbridge Road! But, because there will be less space on the Uxbridge Road for traffic, it will be less attractive for some journeys. So: most journeys will continue to be made on the Uxbridge Road; some will switch to the A40 or the A4; some will find alternative routes on local distributor roads; some will stay close to the Uxbridge Road but use local residential roads (which will therefore have traffic management schemes in place to control and possibly restrict the flow of traffic); some will transfer to the tram; some will transfer to other modes such as cycling and walking; some will be made at other times of day, and some will cease altogether. With the tram, there will be less traffic in the whole area, so there will less congestion for people who do need to drive their cars. So its a win win situation for public transport and private cars! 4. So the Uxbridge Road wont be closed then? There was never any proposal to close the Uxbridge Road. The suggestion that the Uxbridge Road will be closed is deliberate scaremongering by the anti-tram campaign. For most of its length, the tram will share with all the other traffic. In a few places, TfL is consulting on several different alternatives. Some of these involve diverting traffic other than buses, taxis, bicycles, delivery vehicles and emergency vehicles off the Uxbridge Road, but in each case in London Borough of Ealing bar one there is an alternative which retains all traffic on the Uxbridge Road. Ealing Friends of the Earth opposes the options which involve traffic diversion into residential streets, and supports those which retain all traffic on the Uxbridge Road except in the case of West Ealing, where we think there is much merit in the proposed traffic diversion during the daytime. 5. Wont the tram make it more difficult for local people to get about? On the contrary, it will be easier. The tram will be fast and reliable, it will be easier to get to places, and people wont need to use their cars so much. People will change their travel behaviour, and will take the tram to the places on the tram route, rather than taking their car to places not on the route. A good example of this is in Croydon, the tram has helped more women to take part-time work and still be in time to pick up their children from school. The speed, predictability and reliability of the tram means they know exactly how long it takes to get to and from work, and so can manage the complex demands of work and family commitments which were impossible with unreliable buses. Also: Local bus routes will also be improved when the tram comes, so that they interconnect with it. That means that public transport over the wider area will be better. Because there will be less traffic and congestion in the area with the tram than without it, it will also be easier for car drivers to get around. The tram and the associated road re-engineering will enable some traffic bottlenecks to be redesigned. An example is the Lido Junction in West Ealing, where one of the consultation options is to widen this junction and allow right turning traffic to stay on the main roads, rather than being diverted through residential roads (Alexandria, Felix, Endsleigh, Eccleston) as now. 6. Why are the buses so difficult? Arent you exaggerating all this? People who dont use public transport often dont realise how difficult buses can be. They are difficult to get on and off and drive jerkily. Many people do not use them for these reasons. Below is an extract from some research among older people (60+) in Acton, conducted for Car Free Day in 2003: Accessibility and safety were the two areas of most concern to respondents and where they felt improvements could be made. Most said bus travel was better when there were conductors but realise that they wont spend the money on them and that they were in the hands of the driver some were good but others too much in a hurry to help the elderly. Non-users of public transport gave accessibility and safety as the main reasons for not using it. Problems with safety relate mainly to getting on and off the bus: the bus moving off before they are seated; the driver closing the doors before they are off the bus; drivers have no patience if they are running late, they drive off too early and too fast and stop too fast and we go shooting up the bus or get banged by the door closing on us before we have time to get off; being frightened by other passengers (usually young males); passengers being rude to old people. The tram will be especially good for elderly people, people with reduced mobility, disabled people and people with children in buggies. The tram stops have raised platforms with a ramp up to them so are easy to reach. They are monitored by CCTV and have a screen showing arrival times. The gap between the platform and the vehicle is so small you can roll a billiard ball across it. The tram itself has a level floor and moves smoothly without jerky accelerations and decelerations. All of this means that it is easy for wheelchair users, and anyone else with restricted mobility, to get on, to get off and to move around safely inside the vehicle while it is travelling. Disability groups in Croydon are very enthusiastic about the Croydon Tramlink. After years of being unable to use buses, trains and tubes and having to depend on a car being available, at long last they have public transport that is accessible, reliable, cheap and goes to all the local centres. Heres what Marc Peter, former Chair of Croydon Disability Forum, says about the Tramlink: I have used the Tram System in Croydon since its inception. Being in a wheelchair, prior to the tram, I found it very difficult to get to some places unless I used a taxi. I have found the Tram to be very convenient inasmuch as one does NOT need to use a ramp to board as the platforms are all at the same height as the tram floor. Also, the tram doors are double and slide sideways, making boarding very easy. The room inside the tram is very spacious even when there are a lot of passengers on board. The Wheelchair space can fit two chairs in quite comfortably. Because there is no covered wall behind the driver, he is able to see any wheelchair user at Tram stops and can allow time for the user to disembark the tram. Also, because the tram rides on rails, the journey is reasonably smooth so a wheelchair will not roll about, even when cornering. If any other City or town is looking to have trams in the future, they can do NO better than to have a look at the Croydon Tram System. It is a superb example of how future travel should be. Croydon Trams now use roads that were once overcrowded with cars and commercial vehicles. The Trams have made journey times so much more quicker for the car user and exceptionally faster for tram passengers. A Tram journey can reduce the time one would usually spend on a bus by two thirds and with just as many stops as the conventional bus. 7. The tram wont be any use to me, it doesnt go where I want to go! That may be the case at present, but think to the years ahead. The journeys people make now are influenced by the transport options available now. The journeys people will make in future will be similarly influenced. People will make different travel choices when the tram is available, and they will chose to go to different shops, jobs, schools, leisure and health facilities etc. because they will be easier to get to. Thats why shops and leisure facilities along tram routes see increased business, and why businesses and facilities relocate to tram routes. Its also why house prices rise along tram routes, as people choose to live close to good public transport. And people's life-stages change: what they do now they may not be doing in a few years' time. For example: Most children change school at 11. Many of the high schools in the London Borough of Ealing are oversubscribed. The tram will enable children to travel safely and reliably to a high school which may be some distance away. 8. The tram is anti car. Ill still need to drive my car to work and to do the shopping, and people who support the tram are just trying to stop me doing this! The tram isnt anti-car. On the contrary, because it will reduce the amount of traffic congestion in the area, the tram will make journeys which have to be made by car such as for shopping - easier than they will otherwise be if traffic growth continues unabated. And because it will provide a good public transport alternative to the car, in time car drivers will find that they will make some journeys by tram, as has happened with other tram schemes. 9. How will the tram help to regenerate Acton, Ealing, West Ealing, Hanwell and Southall? There is research to show that this is what happens when trams are introduced. A review of light rail/tram schemes in Europe and North America, conducted by Colin Buchanan & Partners in 2003, states: Mass public transport schemes tend to support strongly centralised (i.e. urban) commercial and retail centres as they allow higher numbers of people to access them than is possible by private transport. In virtually all cases studied, the provision of new light rail schemes helped to maintain or re-establish the city centres retail and commercial position. The centres which benefited most were those switching from road to light rail and where businesses seized the opportunities presented. Similar conclusions were reached by Steer Davies Gleave in their extensive review of the current tram/light rail systems in England (The Benefits of Light Rail, July 2004). Research by Colin Buchanan & Partners on the Croydon Tramlink found that, three years after opening, the Tramlink has had a positive impact on most businesses along its route: Accessibility has greatly improved for customers and staff, and the image of the whole area has been revitalised. New businesses have moved in, and run-down areas have been regenerated. Employers have found they can recruit from a wider area, and the trams reliability enables staff to get to work on time. Feared loss of trade to other shopping centres along the route has not materialised. The tram will bring nearly 300,000 more people within 30 minutes public transport travel time of town centres in Acton, Ealing, West Ealing, Hanwell and Southall. For Acton, thats an extra 53,000, or 10% more than now. For Ealing + West Ealing, an extra 56,000, or 13% more than now. For Southall, an extra 73,000 (24% more) and for Hanwell an extra 104,000 which is a massive 33% more than now! As in other countries, usership studies of the Croydon Tramlink have shown that tram usage reflects the population of the catchment area. This is different from other forms of public transport where usage is skewed: towards younger people on the tube, women and older people on buses, men on trains. This has important implications for businesses along tram routes. We think shops on and close to the Uxbridge Road will stand to gain very considerably from the greater number and much wider range of people who will pass and have access to them when travelling on the tram, and also from demographic changes as commuters are attracted to live within access of the tram route. The Croydon research found that unemployment has gone down, and house prices have gone up more along the Tramlink route than in other parts of the borough, and that professionals are moving in, all because of the improved transport links including connections to central London. It also found that the businesses and centres which had benefited the most were those which had actively marketed themselves in connection with the tram, and taken advantage of being associated with the enhanced, modern image it presents. So the Uxbridge Road tram will offer a very great opportunity for businesses in all the local centres to market themselves and attract new custom. 10. Arent tram tracks dangerous for cyclists? Not if properly designed. There is recent research from The University of Nottingham which shows that best practice design for tram systems and cyclists is achievable see the article Integration of cycling and light rapid transit: realising the potential by Professor Hugh McLintock and Dave Morris, World Transport Policy & Practice, 9 (3), 2003. We and the Ealing group of the London Cycling Campaign have been lobbying TfL to ensure that this is taken into account. 11. How can Friends of the Earth support a scheme which involves 1,000 trees being cut down? The number and age of the trees that will have to be cut down because they will be in the way of the tram route or affected by the construction works is not yet known. However, Transport for London has said that tree loss will be kept to a minimum, that all trees removed will be replaced, and additional ones will be planted, so there will be a net tree gain. This will be better for biodiversity because the new trees will be selected to increase biodiversity. It will also be better for greenhouse gas absorbtion, because in old trees the balance between photosynthesis and respiration is much closer than in younger, growing trees. Thus old trees are not major net absorbers of carbon dioxide and are less effective at helping to reduce greenhouse gases in the atmosphere than younger trees which are actively growing and storing carbon in their timber. The vision of trees being replaced by metal poles is deliberate scaremongering by the anti-tram campaign. The number of trees in peoples front gardens and in residential streets lost though pressure on parking also needs to be fed into the equation. With the tram, there will be less need for people to use their cars as often, and so households may find they need only one car instead of two, or no car at all, with occasional need being met by one of the City Car Clubs now being established in the borough. This should help to reduce pressure for parking spaces and preserve street trees and front gardens. 12. Wouldnt a trolley bus be better and more flexible than a tram? We agree that trolley buses have some superficially attractive features such as the ability to operate on road if necessary. However, trolley buses suffer from many of the problems associated with buses (see Whats wrong with the buses?, above). Compared with trams, trolley buses are less good value for money. The cost-benefit of trolley buses is not as great. Transport for London has calculated that the capital cost of a trolley bus would be 70% of the tram, but would not give the increase in capacity necessary to meet future demand for public transport along the Uxbridge Road and surrounding area. At present, trolley buses are too risky. Modern tram schemes now have an established track record in England: Manchester, Sheffield, Croydon, the new Nottingham scheme which opened in early 2004, and others are under construction. Modern trolley buses do not have any track record (no pun intended!) in England so far. The optical guided technology is new and has not yet been demonstrated to be able to cope with the demanding traffic flows and layout of a road like the Uxbridge Road. Nor have trolley buses demonstrated that they can achieve the modal shift from cars that trams have been proven to do. So, realistically, no politician is going to risk an untried system in London especially with the success of the Croydon Tramlink becoming more and more evident. You have only to think of the political capital that could be made of such a guinea pig scheme to realise the force of this argument. How about Kens off his trolley just for starters? Furthermore, because to be effective a trolley bus would need priority over the other traffic and hence enforceable dedicated space on the Uxbridge Road, just like the tram, it would be equally unpopular with the Save Ealing's Streets campaign. And how enforceable would a trolley bus lane really be? 13. The old tram was far from the kerb and a danger to pedestrians who had to walk out to it and climb up into it. Will the proposed tram be like that? The tram would not necessarily be far from the kerb. Trams may run close to the kerb or in the centre of the road, with pedestrian crossing points at each end of the stop. In either case the tram stop is a sloped, raised platform which enables people to walk easily up to tram floor level. There is no question of climbing up to it. In fact ease of access for the mobility impaired is one of the tram systems great benefits wheelchair access is no problem. The disability group in Croydon is very enthusiastic that Tramlink is providing properly accessible public transport. Likewise it is much better than buses for people with buggies and shopping. 14. If one tram breaks down, would the whole system immediately stop? Could a broken tram be pulled off the road? Could other trams go round it or overtake it? The proposal includes a loop at Southall, and possibly others elsewhere, so that the entire network is not brought down. Modern trams are very reliable, so breakdowns are few. They give the driver early warning of breakdown so that action can be taken to avoid disruption. When they do occur they will be inconvenient, but the overall delay will be much less than continual and worsening delays caused by increasing traffic congestion. 15. How will trams share the road? Wont they hold up other traffic? At the places where the tram shares with other traffic, the tram gets priority over the other traffic. This is done by the tram tripping traffic lights on its approach, and other traffic is held while the tram passes. This is a key factor in making tram schemes fast, reliable and predictable, which is exactly what people want from a public transport system. No more coming along in threes like buses! A similar system is already in place for buses on the Uxbridge Road just west of the Hanwell Bridge. 16. Will deliveries be disrupted? Deliveries should not be disrupted delivery vehicles will be able drive along the Uxbridge Road as now. In addition, in many places rear access will be improved and that will assist many businesses. Transport for London has been studying the access requirements of businesses along the proposed route and is taking these into account in planning. 17. Will those deliveries that require front access block the trams? There will be space for deliveries in loading bays as now. Parked vehicles will not be allowed to block trams. 18. So you think the tram proposal has a lot going for it? Yes, it has. No transport system, public or private, is ideal. But there are many benefits to the proposed Uxbridge Road tram: It will take between 4 and 8 million journeys made by car taken off West Londons roads each year. It will be huge improvement in public transport speed, reliability and capacity: the tram will have up to 70% more capacity than buses, will reduce journey times by about 25%, will bring 100,000 people within 10 minutes walking distance of a tram stop and carry around 50 million passengers a year (compared to 22 million on the present bus services). It will provide a catalyst for regenerating town centres in Acton, Ealing, West Ealing, Hanwell and Southall, by bringing over 300,000 more people within 30 minutes public transport travel time of them, providing better access to shops, jobs and services and a wider pool of potential employees for businesses. Its the only solution to allowing residential development of the old British Gas site in Southall without swamping Southall with an additional 5,000 cars. It will reduce social exclusion and unemployment by providing better access from deprived areas to shops, jobs and services It is guaranteed to be fully accessible to people with mobility difficulties: elderly, disabled, those with small children The roads will be safer because there will be less traffic, the traffic on the Uxbridge Road will be managed, and there will be more pedestrian crossing points. Air pollution will be reduced: trams generate no local emissions and can be powered from renewable sources. 8,500 properties will benefit from reduced air pollution, and 6,500 will benefit from reduced noise pollution 19. What will happen if the tram doesnt go ahead? The Mayor of London has said that if local people dont want the tram, he will spend the money elsewhere. This will be a disaster for West London. Just look at whats happening: Within London Borough of Ealing, population and households have increased steadily in the last decade, and car ownership has increased even more, as shown in the table: Population, households and car/van ownership in London Borough of Ealing 1991 Census2001 Census% increaseTotal population271,461300,94811%Total households108,644118,0239%Total cars/vans in households92,600112,90722%Households with no car/van39,74037,372-6%Households with 1 or more car/van68,90480,65117%Households with 2 or more cars/vans20,61926,39228%Households with 3 or more cars/vans3,0774,63151%Source: Office for National Statistics This trend is set to continue. There are planning applications in or imminent for several key development sites along the Uxbridge Road, in particular in Acton, Ealing Town Centre and the Southall Gas Works site, the largest brownfield site in West London. Most of these are for mixed use but with large amounts of residential, much of which is high density. Ealing Councils Replacement Unitary Development Plan (Statement of Decisions on the Inspectors Report, May 2004) agreed the London Plan total of 9,750 more homes to be added to the boroughs housing stock for the period 2002 2017, and also recognises that future capacity studies may cause this figure to be revised upwards. This is already happening: in September 2004 the Office of the Deputy Prime Minister produced new interim projections for housing which were much higher than previous ones for London and the South East. Nationally, the Government is projecting traffic growth of between 20% and 25% between 2000 and 2010 (Managing our Roads, Department for Transport, August 2004). For suburban and urban/suburban areas, increases of 22-23% are predicted in the 20 years from 2001 and 2021 (Transport Pricing: better for travellers, Independent Transport Commission, June 2003). If opposition to the tram wins the day, there will be: more and more journeys made by car; no attractive public transport alternative; increasing congestion and rat running on the Uxbridge Road and surrounding streets; worse air pollution and ill-health; more parking problems; a deteriorating, unattractive environment in the borough; less regeneration of deprived areas; more unemployed and socially-excluded people. And people who can afford to leave the borough will do so. 20. Where can I find out more? Transport for Londons website, www.tfl.gov.uk, has a lot of information about the West London tram proposals on the Projects pages. A series of technical information sheets can also be downloaded, giving lots of information about the route, the alignment, the various road layouts and how space for other vehicles is accommodated, the construction phase, access for deliveries, health and safety, environmental assessment and much more. Another good website to look at is the Unofficial Croydon Tramlink site www.Croydon-tramlink.co.uk, which tracked the Tramlink all the way through from the early days of construction in 1999 to the present day and has information and many photos about Tramlink. It shows how, since it opened, Tramlink has been a great success with local people and the opposition campaign has simply melted away. 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