Data from other relevant surveys and reviews

Meetings and workshops

Online survey

Focus groups

Phase 1 – check outcomes & objectives still relevant

Phase 2 – review and refresh proposals

In late 2020 we asked WSP to assess the effects of Covid-19 on the City’s built environment and to consider whether a change in the strategic approach to transport was required. The report concludedthat:

“The existing strategic position and desired outcomes … remain relevant in a postpandemic context. The overarchingapproach to reducingprivatemotorised transport and increasing the prominence of street space for people to walk and cyclecontinues to hold true

Our plans for climateaction and post-Covid recovery call for an acceleration of the delivery of the Transport Strategy

On a scale of 1 to 5, where 1 is not important and 5 is very important, how important or unimportant would you rate each of the following…?

(City Streets Survey 2023, 1000 respondents)

(London Travel Demand Survey combined responses for 2017/18 to 2019/20)

These mode shares are for the main mode of travel for a journey. Many trips by other modes, and especially public transport, start or finish a walk.

500% increase since 1999

60% decrease since 1999

In Autumn 2022, people cycling made up 27% of vehicular traffic, equal to the proportion of vehicles that are cars and private hire vehicles at 26%

The number of people killedand seriouslyinjured in collisions on City streets (2005 – 2021, includes collisions on the Transport for London Road Network)

In 2021, lower traffic levels and fewer people in the City led to the lowest number of fatal and seriousinjuries since records began, with 1 person killed and 39 seriously injured.

Street space is a finite resource and the Transport Strategy recognises the trade offs between competing demands for that space. These trades offs are weighted towards improvements for people walking, and to a lesser extent people cycling, and to enhancing the public realm.

“… delivering priority for people walking may result in delays or reduced capacity for other street users, while seeking to minimise the impact on essential traffic through general traffic reduction.”

“Delivering this Strategy will result in a reallocationof street space from motor vehicles to provide more space for people walking, cycling and spending time on the City’s streets. ….

Proposal 2: Put the needs of people walking first when designing and managing our streets.

Proposal 11: Take a proactiveapproach to reducing motor traffic

Our Transport Strategy aligns with the strategicapproach taken by other cities around the world, for example New York.

“We recognize that our streets … are also places where people work, play, and interact with others. We are dedicated to creating environments that acknowledge these human needs. This is done by creating streets that are pleasant not only for walking through but also experiencing in other ways. In some instances, this means reclaiming road space entirely or limiting access for certain types of vehicles or during certain times of day.”

Our street hierarchy sets out how each street should function in terms of vehicular movement. Its application and the phasing and coordination of project delivery ensures trafficcan move around the City and access parking and properties.

London access streets: Preferred streets for motor vehicles that do not have a destination in, or immediately adjacent to the Square Mile.

City access streets: Preferred streets for motor vehicles travelling around the Square Mile or immediately adjacent destinations. Local access streets: Primarily used for the first or final part of a journey, providing access for vehicles to properties.