Policy Resolutions of the 2014 AGM

Resolution (Motion 3)

Buses and Bicycles

LCC notes:

Policies passed at the 2013 AGM say we need inclusive cycling environments on a dense and direct core cycle network. Policy includes a test for when we think protected space is needed: where speeds are over 20mph, or daily motor traffic volumes over 2,000 Passenger Car Units.

LCC's Policy Forum has been discussing bus-bicycle interaction, triggered by concerns that creating space for cycling will cause problems for buses. This motion is informed by a Policy Forum paper, available at .

LCC resolves:

1. Where the core cycle network coincides with a bus route, usually the 'protected space' test will mean we need to separate bicycles from buses, at route level or at street level.

2. Separation at route level can mean re-routing buses (for example, to create a cycle-only street, as in The Narroway, Hackney), or re-routing the core cycle network. If the second option is chosen, this must maintain network density and directness, and access to key destinations.

3. Where buses and bicycles are separated at street level, we want high quality cycle tracks or protected lanes, which cater for the increases in cycling they will generate. Protected space must continue safely through junctions and past bus stops.

4. We do not believe this stance creates conflict between bus and bike provision. The current situation has put cyclists at risk: buses seriously injure as many cyclists in London as lorries do. Mixing high bus and bicycle flows delays both, although this is not taken into account in modelling.

5. Separating bicycles from buses has important wider benefits. It will create safer, more pleasant cycling environments, encouraging more bus users to cycle some short trips, with big health gains. This can reduce overcrowding on buses and create capacity to shift other trips from car to bus.

6. Planners should not assume creating space for cycling threatens buses. It should be considered an opportunity to prioritise both buses and bicycles over less efficient modes.

Resolution (Motion 4)

Buses and Modal Share in Central London


1. The history of cycling campaigners supporting provision for buses as beneficial for walking and cycling (by reducing demand for private car use).

2. Figures published by the Greater London Authority showing that buses now cause more cycling KSIs per km travelled than HGVs. Reference: "News from Darren Johnson AM: Buses as dangerous as lorries for cyclists, but not as fatal", 11 April 2014, .

3. Figures published by the Greater London Authority in the Mayor's Air Quality Strategy (December 2010) showing that buses are a significant, and growing (as a percentage of total particulates) source of air pollution in Central London.

4. Recent road schemes in Central London, such as Camden's proposed West End Project have sought to justify inadequate provision for cycling on the need to improve or maintain provision for buses and existing bus and cycling modal share.

Defining 'Central London' as the area within the "Inner Ring Road", LCC resolves to:

1. No longer automatically assume that increasing, or even maintaining, provision for buses in Central London is beneficial for walking or cycling. Nor to automatically accept that such provision for buses is a legitimate reason to accept poor provision for cycling.

2. Campaign for TfL and London boroughs, in every Central London road scheme, to actively consider opportunities for modal shift from buses to cycling, through the provision of high quality 'Space for Cycling'. Highway authorities should design cycling provision for the modal share likely when there is high quality provision, not based on current modal share, which is suppressed by poor provision.

3. Seek integration of tube and bus fares (including daily Oyster / Contactless price-capping and Travelcards) with TfL Cycle Hire so as to eliminate the financial incentive that commuters have in choosing to get a bus over hiring a cycle for the final part of their journeys into Central London.