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1、Tag Transport for London 2022 All rights reserved.Reproduction permitted for research,private study and internal circulation within an organisation.Extracts may be reproduced provided the source is acknowledged.Disclaimer This publication is intended to provide accurate information.However,Transport
2、 for London(TfL)and the authors accept no liability or responsibility for any errors or omissions or for any damage or loss arising from use of the information provided.5 Travel in London,report 15 Overview.11 1.Introduction and contents.47 1.1 TfLs Travel in London reports.47 1.2 The Mayors Transpo
3、rt Strategy.47 1.3 About Transport for London(TfL).48 Section 1:Overall travel demand and mode shares.51 2.Consolidated estimates of demand and mode shares.53 2.1 Introduction.53 2.2 Travel demand trends on the principal networks during the pandemic and Londons transport recovery.53 2.3 Mode share c
4、hanges during the pandemic.57 2.4 Consolidated estimates of travel demand.58 2.5 Mode share estimates.63 2.6 Londons population.66 2.7 Recent economic trends.67 2.8 International visitors to London.71 2.9 Discerning the future:updating our scenarios.72 3.The travel behaviour of London residents.77 3
5、.1 Introduction.77 3.2 Per person trip rates.77 3.3 Journey purposes.78 3.4 Mode shares for travel by London residents.79 3.5 Active,efficient and sustainable mode shares.81 3.6 Travel and physical activity.82 3.7 Remote and hybrid working.83 3.8 Focus on:switchable trips.85 Section 2:Healthy Street
6、s and healthy people.95 4.Healthy travel.97 4.1 Introduction.97 4.2 Cycling trends in London.97 4.3 Pedestrian activity.105 4.4 Road danger.108 5.Londons air quality and carbon dioxide emissions.115 5.1 Introduction.115 5.2 Focus on:ULEZ expansion to inner London.115 6 Travel in London,report 15 5.3
7、 Poor air quality and inequality.124 5.4 The carbon challenge.128 5.5 Supporting the transition to electric vehicles in London.134 6.Londons road traffic.141 6.1 Introduction.141 6.2 Overall road traffic trends in London.141 6.3 Road traffic trends by vehicle type and area.144 6.4 Freight traffic en
8、tering the Congestion Charge zone in the morning peak.147 6.5 Focus on:fuel prices and traffic volumes.148 6.6 Trends in licensed taxi and private hire vehicles and licences 150 6.7 Focus on:changes to the Congestion Charge scheme in central London.151 6.8 Congestion and delay.157 6.9 TfLs e-scooter
9、 trial.158 6.10 TfLs position on car clubs.159 6.11 The potential for cargo bikes in London.160 Section 3:A good public transport experience.163 7.Trends in public transport demand,service provision and operational performance.165 7.1 Introduction.165 7.2 Demand on public transport:pandemic recovery
10、 in the longer-term context.165 7.3 Demand on public transport:post-pandemic characteristics.174 7.4 Service provision and operational performance on public transport modes.182 8.Customer experience on public transport.193 8.1 Introduction.193 8.2 Customer safety.193 8.3 Crime and antisocial behavio
11、ur.193 8.4 Physical accessibility of the public transport networks.194 8.5 Public transport customer satisfaction and Care.196 8.6 Public transport fares.197 Section 4:Supporting Londons growth.199 9.The Elizabeth line.201 9.1 Introduction.201 9.2 The Elizabeth line:Londons new railway.201 7 Travel
12、in London,report 15 9.3 Summary of key transport impacts so far.203 9.4 Overall demand and emerging travel patterns.204 9.5 Train occupancy.205 9.6 Connectivity and journey times.206 9.7 Trip generation and abstraction.208 9.8 Homes and jobs.213 9.9 Conclusion and next steps.213 10.Other major trans
13、port infrastructure for London.215 10.1 Introduction.215 10.2 The Northern Line Extension one year on.215 10.3 The London Overground extension to Barking Riverside.218 10.4 Silvertown Tunnel:monitoring the impacts.220 11.Supporting Good Growth.231 11.1 Introduction.231 11.2 Londons Opportunity Areas
14、.231 11.3 Monitoring housing delivery in Londons Opportunity Areas.232 11.4 Good access to public transport.233 11.5 People choose to walk and cycle.234 11.6 Monitoring the carbon-free travel Good Growth principle in Opportunity Areas.235 11.7 Focus on:the Olympic Legacy Opportunity Area.236 8 Trave
15、l in London,report 15 9 Travel in London,report 15 Travel in London report 15 10 Travel in London,report 15 Overview 11 Travel in London,report 15 Overview Travel in London report 15 Travel in London is Transport for Londons(TfLs)annual publication that summarises trends and developments relating to
16、 travel and transport in London.Its principal function is to describe how travel is changing and to provide an interpretative overview of progress towards implementing the Mayors Transport Strategy.It also provides an evidence and analysis base for the general use of stakeholders and policymakers.Th
17、is fifteenth report covers trends and developments up to 2021 and into 2022,including the disruption brought about by the coronavirus pandemic from early 2020 and Londons recovery since then.As well as describing overall travel trends,such as patterns of travel demand and mode shares,the report is b
18、roadly structured around the Mayor of Londons key aims for transport,these being:Healthy Streets and healthy people A good public transport experience New homes and jobs Travel in London is recovering from the pandemic,but there are some lasting legacies continuing to affect travel demand The corona
19、virus pandemic brought widespread disruption to daily life and travel during 2020 and 2021,key features of which were described in previous Travel in London reports.This report updates the position with a particular focus on developments that will be of significance as we build on the transport reco
20、very so far.Travel demand and recovery trends on the main transport modes Figure 1 shows the dramatic impacts on aggregate travel demand on key modes in London over the pandemic period,as well as the encouraging progress of Londons travel recovery during 2022.As of October 2022,representative averag
21、e daily demand on the London Underground was about 82 per cent of the pre-pandemic levels.Bus demand was around 84 per cent of the pre-pandemic levels.Traffic on the TfL Road Network was about 94 per cent of the pre-pandemic levels,although it had been close to this level since early 2021.The broad
22、relativities between the modes established during the pandemic appear to have persisted into the recovery,although recent values for the London Underground are suggestive of a stronger recovery into autumn 2022.Overview 12 Travel in London,report 15 Figure 1 Average weekly demand on the main transpo
23、rt networks compared to the equivalent week before the pandemic,Mar 2020-Oct 2022.Source:TfL traffic and service performance data.Note:Public transport trends are calculated as change in average seven-day flow from the equivalent week in 2019,where the averages have been adjusted to account for bank
24、 holidays on a like-for-like basis.The TfL Road Network trend,on the other hand,is an average of the day-to-day change from the equivalent date in 2019 for each of the weeks.In interpreting the later months on figure 1,it should be noted that 2022 has been marked by a series of external,non-pandemic
25、 events that have disrupted activity and travel patterns(such as industrial action,the state funeral of Queen Elizabeth II and extreme weather events),and therefore it is not yet possible to discern clear trends that could be regarded as representing settled post-pandemic levels of demand.The persis
26、ting general upward trend for public transport,together with stable road traffic at slightly below pre-pandemic levels are,however,notable.As yet,there is no direct evidence of an immediate fuel price impact on Londons major road traffic in 2022.For comparison,figure 2 shows representative levels of
27、 demand on other transport modes relative to a pre-pandemic baseline,as of October 2022.All public transport modes continue to show varying degrees of shortfall relative to the pre-pandemic demand,except for TfL Rail and the Elizabeth line,where comparisons are more complex due to the changes to ser
28、vices ahead of the full opening of the central section of the Elizabeth line in May 2022.Cycling,on the other hand,currently exceeds pre-pandemic levels of demand.-100%-90%-80%-70%-60%-50%-40%-30%-20%-10%0%10%Week commencingLondon UndergroundBusesTfL Road NetworkAll TfL public transportOverview 13 T
29、ravel in London,report 15 Figure 2 Indicative average weekly demand on selected transport modes in London,autumn 2022 vs representative pre-pandemic baseline.Source:TfL service performance data,TfL Cycle Hire,and Office of Rail and Road.Note:Data is generally from the latest representative week in a
30、utumn 2022,except for TfL Rail,which shows the level as of May 2022 before the opening of the Elizabeth line;the Elizabeth line itself,which shows a representative level in autumn relative to its first week of operation;and National Rail,where demand reflects the latest available quarterly data.DLR
31、and London Overground are typically seeing about 80 per cent of pre-pandemic demand,comparable to the position on the London Underground.London Trams recovery is slightly lower at just less than 80 per cent of pre-pandemic levels.The TfL Rail/Elizabeth line story is more complex.In the week before t
32、he opening of the central section of the Elizabeth line with services running between Paddington and Abbey Wood in late May 2022,TfL Rail services from Paddington and Liverpool Street were seeing a level of demand on a par with the equivalent pre-pandemic dates,likely reflecting the expansion of ser
33、vices over the last few years in the ramp-up to the Elizabeth line.The Elizabeth line itself,as of October 2022,was also showing an increase in demand of 16 per cent compared to the first week of operation in late May 2022(shown in the graph).The initial impacts of the opening of the central section
34、 of the Elizabeth line are described in more detail in chapter 9 of this report.Demand for National Rail services in London(London and South East franchised operators)is updated quarterly,with the latest available data from April-June 2022 showing that journeys at that time,as the impact of the prol
35、onged industrial action was starting to be felt,were at about 74 per cent of the pre-pandemic levels.By comparison,recovery at the Great Britain level as of October 2022 was at around 85 per cent of the pre-pandemic baseline.Finally,the latest indicative cycling trends from October 2022 from our lim
36、ited sample of continuous automatic counters(mostly in central and inner London)0%20%40%60%80%100%120%140%160%Overview 14 Travel in London,report 15 show weekly demand at some 140 per cent of the pre-pandemic baseline,with Santander Cycles hires at some 111 per cent of the pre-pandemic level as of l
37、ate September 2022,maintaining the pattern seen during the pandemic of significant increases compared to pre-pandemic levels of cycling in London.Key features of pandemic travel demand that have persisted into the recovery These averages conceal important features of interest,many of which have been
38、 previously observed during the pandemic.The following are perhaps the most significant in terms of planning for the next phases of the recovery:Relativities in demand and recovery between different modes:A striking feature of the pandemic has been the uneven pace of recovery among different modes.T
39、hese relativities have tended to persist into the recovery,although data from recent weeks suggest that these gaps are narrowing significantly.Changes in travel demand by day of the week:Another feature is the extent to which the pre-pandemic relativities among days of the week have changed,which is
40、 different across modes.On one hand,there do not seem to be any persisting changes in the distribution of road traffic and bus demand throughout the week either side of the pandemic.However,the opposite is true for rail(particularly London Underground),where recovery has been noticeably faster on we
41、ekends than on weekdays and where differences among the days of the traditional working week have been exacerbated,with central days(Tuesday to Thursday)now showing a relatively higher difference to Mondays and Fridays than before the pandemic(figure 3).This is particularly apparent on Fridays,which
42、 used to be the busiest weekday and are now one of the quietest,while Mondays were always the quietest and are now only slightly more so than before the pandemic.Other features of pandemic travel demand that have largely dissipated On the other hand,there are features of travel demand that changed d
43、ramatically during the pandemic,but which have already largely dissipated.Changes in travel demand by time of day:During the pandemic a noticeable redistribution of travel demand during the day was observed,with more travel in the early morning and in the inter-peak period and much subdued peak trav
44、el.These patterns,however,have progressively faded as the recovery has advanced(likely due to the lifting of restrictions,resumption of activity,return to workplaces and regained confidence to travel in the population,as well as other factors)so that currently the distribution of demand throughout t
45、he day follows again the traditional two peaks for most modes,albeit with some minor residual traces of increased demand in the inter-peak and the shoulders of the morning and evening peaks.Changes in the spatial patterns of travel demand:Similarly,at the beginning of the pandemic there was a dramat
46、ic change in the spatial pattern of travel,with much-reduced demand to and from central London and increased local travel outside the centre.As the recovery progressed,there has been a slow return to the previous pattern.However,the reduction of,in particular,medium-and long-distance commuting into
47、central London due to flexible hybrid and remote working practices is still noticeable during the working week,and there continues to be relatively more travel in local areas than before the pandemic.Overview 15 Travel in London,report 15 Figure 3 London Underground and bus demand recovery,whole day
48、 and morning peak,by day of week,week commencing 17 Oct 2022 vs week commencing 14 Oct 2019.Source:TfL Technology&Data.Hybrid working The imperative to work from home changed with different stages of the pandemic and was one of the most prominent pandemic adaptations affecting Londoners travel behav
49、iour,despite it being an option available only to some.Although Government advice to work from home has not been in place for more than a year,the scale of change and length of time it had to become embedded present obvious challenges for the recovery of pre-pandemic commuter travel,and it is expect
50、ed that higher levels of home working will persist in the medium to long term.Figure 4,based on latest(provisional)data from the London Travel Demand Survey(LTDS)for London residents,relating to the first half of 2022/23,suggests that:Before the pandemic,just less than half of London resident worker
51、s(48 per cent)were able to work from home,although only 21 per cent of workers were encouraged to do so.Just more than half of workers(52 per cent)were not able to work from home,either due to the nature of the work they were doing(35 per cent)or for other reasons(16 per cent).During the pandemic,th
52、e proportion of London resident workers who were encouraged to work from home increased from 21 per cent to 60 per cent,with a further 13 per cent able to work from home,although it was not necessarily encouraged.This was a 24 percentage point increase in the share of workers who were able to work f
53、rom home.The proportion who were not able to work from home decreased from 52 per cent to 28 per cent.0%10%20%30%40%50%60%70%80%90%100%MondayTuesdayWednesdayThursdayFridaySaturdaySundayMondayTuesdayWednesdayThursdayFridaySaturdaySundayLondon UndergroundBusesLondon Underground-whole dayLondon Undergr
54、ound-weekday AM peak(7-10am)Buses-whole dayBuses-weekday AM peak(7-10am)Overview 16 Travel in London,report 15 The latest(provisional)LTDS data(April-September 2022)suggests that the proportion of resident workers who can work from home has returned to similar levels seen before the pandemic.However
55、,the share who say they are encouraged to work from home is notably higher than it was before the pandemic(at 36 per cent compared to 21 per cent).On the other hand,the proportion of workers who say they cannot work from home due to the nature of the work they do has increased compared to before the
56、 pandemic(45 per cent compared to 35 per cent).The share of workers who say they cannot work from home for other reasons has decreased from 16 per cent before the pandemic to eight per cent.Further data is required to understand the extent to which these important trends stabilise as the recovery pr
57、ogresses.Of the people who said they can work from home in the first half of 2022/23(April-September),more than one in four(26 per cent)said their employer expects them to attend their workplace between one and two days per week,18 per cent said three to four days per week,six per cent said five day
58、s per week and 50 per cent said the number of days is flexible.Rates of home working will continue to be monitored as more data becomes available.Figure 4 Ability of London resident workers to work from home,LTDS,2021/22-2022/23.Source:TfL City Planning.0%10%20%30%40%50%60%70%80%90%100%Before the pa
59、ndemicDuring the pandemicQ1-Q2 2022/23(Apr-Sep)No,for another reasonNo due to the nature of the work I doYes but not encouragedYes,and encouragedOverview 17 Travel in London,report 15 Discerning the medium-to long-term future The extent to which the features of demand identified above,catalysed by t
60、he pandemic,will persist into the longer term is not yet clear.It seems likely that Londons recovery has some way yet to run before the pandemic effects are fully eliminated and any post-pandemic legacy impacts fully embedded.There is also evidence of some longer-term changes to Londons population f
61、rom the 2021 Census and,of course,growing concerns over economic stability and the cost of living,both of which are likely to be significant for travel demand over the medium to long term.Londons population and the 2021 Census A decennial Census of Population was conducted across the UK in March 202
62、1 and the population in London is now estimated at 8.8 million.While the timing reflected the later stages of pandemic restrictions,the Census gives the first firm,quantified estimate of Londons population since 2011(figure 5).Figure 5 Long-term trend in Londons resident population,1961-2021.Source:
63、Office for National Statistics.Although the data is still undergoing analysis by the Office for National Statistics,the following are the key emerging conclusions so far:The 2021 Census estimates Londons population as 8.8 million,an increase of 7.7 per cent compared with 2011(8.2 million).In contras
64、t,the growth between 2001 and 2011 was 14 per cent.The 2021 estimate is lower than the mid-year estimate for 2020,which was 9.0 million.0.01.02.03.04.05.06.07.08.09.0112021Population(millions)Overview 18 Travel in London,report 15 Population growth has been highest in east Lond
65、on,with low growth in southwest London and an indicated population decline in central and inner west London,perhaps reflecting temporary living arrangements during the pandemic restrictions that were in place at the time of the Census.Londons population is getting older.The highest growth rates betw
66、een 2011 and 2021 were in people in their 50s,60s and 70s,with the largest in people in their 50s(30 per cent).The number of people in their 20s declined,as did the number of children aged under five.The estimate of Londons population in 2021 was lower than previously predicted and potentially refle
67、cts on the slowing of the rate of growth in demand,particularly for public transport,observed in the immediate pre-pandemic years and identified in previous Travel in London reports.For the future,lower estimated population growth(and changing age profiles)will have implications for travel demand fo
68、recasts,yet to be updated to reflect the 2021 Census,and for our wider planning assumptions.These implications are currently being worked through.Londons economy Previous Travel in London reports identified a prolonged income squeeze,stemming from the banking crisis of 2008,as a significant factor a
69、cting to depress per capita travel demand growth in the latter years of the last decade.The pandemic itself,taking place in the context of the UKs departure from the European Union,has placed a large burden on public finances and had negative impacts across the economy,some of which are still appare
70、nt,for example labour shortages particularly affecting the service and leisure industries.To add to this,there have been a series of emerging economic problems in 2022,all of which add up to a likely very challenging economic environment for travel demand and investment over the next few years.In th
71、e context of international and political instability and potential lingering inequality impacts from the pandemic we are now also seeing rapidly rising inflation,which directly affects peoples ability to afford travel itself and,perhaps more importantly,to partake in those activities which give rise
72、 to travel,such as leisure activities.Although the Bank of England forecasts this to be a relatively short-term issue,inflation is currently circa 10 per cent,well above its target of two per cent,and the medium-term future is subject to considerable uncertainty,with wages not keeping pace.The assoc
73、iated rise in interest rates,from historic record low levels,is also a significant emerging concern and could impact consumer spending and discretionary trip rates in the future,in similar ways to the trends seen as a result of the prolonged squeeze on disposable incomes in the last decade.The pande
74、mic also saw a collapse in international and domestic visitors to London,although airports serving London were back to about 80 per cent of pre-pandemic throughput by summer 2022.More recently,the relative devaluation of the pound sterling may act as an encouragement to international visitors.Overvi
75、ew 19 Travel in London,report 15 Preparing for an uncertain future:TfLs revised scenarios In 2019 TfL adopted a scenario planning approach to dealing with uncertainty to help ensure that our long-term plans are robust and resilient.Scenarios have been used across TfL and applications included the Ca
76、pital Planning work,the Service Level Reviews,and in the development of a Hybrid Forecast of travel demand.Now that London is recovering from the pandemic,our scenarios have been updated once more to build on previous work and reflect new long-term risks,challenges and opportunities.Four new scenari
77、o narratives up to 2041 have been developed to reflect the envelope of uncertainty for our planning.The scenarios are intended to be plausible and internally coherent alternative futures for London,given what is known now,but they are not forecasts or predictions,and many combinations of circumstanc
78、es could give rise to the outcomes illustrated for each of the scenarios.The intention is that the real future will lie somewhere within the envelope bounded by the scenarios.The scenarios will be finalised and used with our two fully modelled forecasts for future planning:A Planning Forecast(former
79、ly known as the Reference Case)for travel demand in London,with a high office return and Londons population reaching 10.8 million by 2041.A Hybrid Forecast drawn from emerging evidence on how London is changing.Forecast definition Both forecasts contain the same portfolio of investment limited to on
80、ly those schemes that are funded and committed.The Planning Forecast includes a modest increase in working from home compared to pre-pandemic forecasts,with levels of online shopping remaining as forecast before the pandemic and London getting back on track for achieving pre-pandemic projections of
81、population growth by 2041.The Hybrid Forecast,however,incorporates evidence on how London is changing:The latest population and employment projections,following a more central trend than the Planning Forecast.More working from home for office workers,particularly for those on high incomes and for th
82、ose working at offices in central London.A greater shift towards online shopping with people making fewer but more local shopping trips.Greater flexibility to undertake leisure trips as part of the working day due to more home working.Slightly higher relative car ownership,largely due to lower house
83、 building and a small minority of the population who are reluctant to return to public transport after the pandemic.The very latest evidence has recently been reviewed as part of the annual update of the forecasts,and will incorporate:The latest population and employment projections,including some s
84、patial redistribution of jobs in London.Overview 20 Travel in London,report 15 An increase in light goods vehicle(LGV)trips across London associated with more home deliveries and private use but with fewer trips to central London;alongside a drop in post-pandemic heavy goods vehicle(HGV)trips due to
85、 reduced activity in some of the main sectors(for example construction,general haulage and retail)and particularly in central London.Updated forecasts of the number of international visitors.Consolidated estimates of travel demand and mode shares Historic and pandemic context The years 2020 and 2021
86、 were notable for the unprecedented variability in travel demand,this reflecting the impacts of the coronavirus pandemic and associated restrictions on many aspects of daily life.Annual averages and totals should thus be seen in this context.They should also be seen against the longer-term pre-pande
87、mic trends of generally consistent year-on-year growth in travel demand in London,and the longer-term trend of increasing use of active,efficient and sustainable modes.Before the pandemic,travel demand in London grew from 25.1 million trips per day in 2010 to 27.0 million in 2019,an increase of 7.6
88、per cent.The share of trips made by active,efficient and sustainable modes(walking,cycling and public transport)increased from 59.6 per cent in 2010 to 63.2 per cent in 2019,an increase of 3.6 percentage points.Figure 6 shows these longer-term trends,alongside the scale of the pandemic-related chang
89、e in 2020 and 2021.Figure 6 Estimated daily average trips by mode,seven-day week,2000-2021.Source:TfL City Planning.051015202530Trips per day(millions)CycleWalkPublic transportPrivate transportOverview 21 Travel in London,report 15 In 2021,it is estimated that 21.6 million trips were made on an aver
90、age day.This is an increase of 7.3 per cent compared to 2020 but is still 20.1 per cent below the pre-pandemic level of 27.0 million in 2019.As previously observed,these mode shares during the pandemic were relative to significantly lower levels of mobility.They also reflect a wholesale change to th
91、e nature of trip-making,for example a marked reduction in daily commuter trips and an increase in local trips by active modes,alongside changes to trip lengths,purposes and origin-destination patterns,as described in previous Travel in London reports.While therefore not generally comparable to pre-p
92、andemic values,they do represent what might be regarded as a relatively resilient performance given the nature of pandemic restrictions,particularly affecting public transport patronage.Total travel and mode shares during the pandemic Figure 7 shows how estimated trips and mode shares varied during
93、the pandemic.Figure 7 Estimated quarterly trips and mode shares by mode,2019-2022.Source:TfL City Planning.During relatively normal years,the overall mode share varies little by quarter.However,the pandemic impact can be seen throughout 2020 and most of 2021.Public transport mode share declined sign
94、ificantly,with a gradual recovery following the lifting of restrictions.Despite the reduction in public transport usage,walking and cycling use remained relatively high as Londoners stayed local to do essential shopping or their permitted daily exercise.The relaxation of all pandemic-related restric
95、tions in early 2022 has led to a gradual increase in overall trips throughout 2022,with an estimated 24.2 million daily trips in 37%38%44%45%43%40%45%42%42%40%42%41%38%38%36%33%8%18%19%22%13%22%25%27%23%27%31%31%27%29%47%38%38%38%42%35%33%32%34%32%31%31%051015202530Whole yearQ1(Jan-Mar)Q2(Apr-Jun)Q3
96、(Jul-Sep)Q4(Oct-Dec)Whole yearQ1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)Q4(Oct-Dec)Whole yearQ1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)20022Trips per day(millions)Walk/cyclePublic transportPrivate transportOverview 22 Travel in London,report 15 the quarter between July and September.This is still 11 per ce
97、nt lower than in 2019 but is the highest estimated travel demand since the pandemic began.Public transport mode shares have increased throughout the year,and are now at 31.2 per cent,with private transport mode shares declining to 37.6 per cent,only slightly higher than in 2019.Walk and cycle mode s
98、hares remain high,although they have been decreasing during 2022 as public transport demand has increased.The overall active,efficient and sustainable mode share for travel in 2021 is estimated at 57.7 per cent,compared to 63.2 per cent in 2019 and 59.9 per cent in 2020.However,the gradual increase
99、in public transport trips in 2022,coupled with high levels of walking and cycling has led to an increase in the active,efficient and sustainable mode share measure,which at 62.4 per cent in the quarter between July and September 2022 is at its highest level since before the pandemic began,only 0.8 p
100、ercentage points lower than in 2019.Active travel and the pandemic In general,changes brought about by the pandemic supported a shift to walking and cycling,modes that were uniquely placed to cater for travel demand during periods of restrictions.Increased local travel at these times also bolstered
101、use of active modes.However,this took place in the context of overall reductions to activity,meaning that although mode shares for these modes were notably higher,absolute trip levels by these modes remained close to pre-pandemic levels.Walking Our analysis of walking is mainly based on data from th
102、e LTDS.This shows that walking accounted for almost 60 per cent of all trips made by London residents(aged 17+)during restriction-affected January-March 2021 and typically more than 40 per cent during other periods of the pandemic,compared to 35 per cent before the pandemic.Most of these walking tri
103、ps were local trips in inner and outer London.The latest available data(April-September 2022)shows that the walking mode share for London residents was 41 per cent,lower than the pandemic average but still higher than representative pre-pandemic values.Figure 8 shows the trend in walking trips per p
104、erson per day throughout the pandemic and suggests that,in general,walking trip rates were higher than the pre-pandemic 2019/20 average of 0.8,ranging between 0.79 and 0.93 throughout 2020/21 and 2021/22.The latest(provisional)data from April-September 2022 shows that the walking trip rate is 0.89,1
105、1 per cent higher than the 2019/20(pre-pandemic)average and seven per cent higher than the value in the quarter between January and March 2022.This corresponds with higher overall rates of travel in the most recent data.Overview 23 Travel in London,report 15 Figure 8 Walking trip rates by quarter,Lo
106、ndon residents aged 17+,LTDS,2018/19-2022/23.Source:TfL City Planning.Figure 9 Average hourly pedestrian flow by quarter,central London,2019-2022.Source:TfL City Planning.0.00.10.20.30.40.50.60.70.80.91.02018/192019/20Q1(Apr-Jun)Q2(Jul-Sep)Q3(Oct-Dec)Q4(Jan-Mar)Q1(Apr-Jun)Q2(Jul-Sep)Q3(Oct-Dec)Q4(Ja
107、n-Mar)Q1-Q2(Apr-Sep)2020/212021/222022/23Walking trips per person per day00500600700800900Q1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)Q4(Oct-Dec)Q1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)Q4(Oct-Dec)Q1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)Q4(Oct-Dec)Q1(Jan-Mar)Q2(Apr-Jun)Q3(Jul-Sep)20022Average hourly flo
108、w per siteOverview 24 Travel in London,report 15 Looking specifically at our quarterly survey of pedestrian populations in central London(figure 9),the scale of the pandemic impact on footfall here is clear.The surveys show a steady increase in pedestrian activity throughout the latter part of 2021
109、and into 2022,but pedestrian activity in July-September 2022 remained 23.8 per cent below pre-pandemic levels.This trend is similar to that seen on the London Underground and reflects upon both the immediate pandemic impacts on commuting and other agglomerative activities as well as a lack of visito
110、rs,and hints at a potential longer-term reduction in footfall in central London.Cycling Looking at cycling and noting that the data is based on a small sample of sites in central and inner London that provided continuous data throughout the pandemic,figure 10 shows how the overall impact of the pand
111、emic was to boost cycling,particularly at weekends.Although weekday commuter cycling was curtailed for lengthy periods in line with working from home restrictions,weekday demand was overall comparable to pre-pandemic levels,in sharp contrast to other modes.This demonstrated the utility and attractiv
112、eness of cycling as a leisure mode during this time.In the latter months of 2022,some of these patterns are persisting with the more general return to normal activities,albeit in the context of fine weather and other factors affecting the wider transport network.Representative weekday demand was som
113、e 20-25 per cent higher than before the pandemic,with weekend demand still typically around 90 per cent higher.Figure 10 Cycle flow at automatic cycle counters,Mar 2020-Oct 2022 vs 2019.Source:TfL traffic data.-60%-30%0%30%60%90%120%150%180%210%240%270%Change from equivalent pre-pandemic weekWeek en
114、dingWeekdayWeekendTotalOverview 25 Travel in London,report 15 Excepting the strict lockdown periods,Santander Cycles(which mostly serves central and some parts of inner London)enjoyed record patronage during the pandemic and continues to see demand above pre-pandemic levels.This was especially remar
115、kable given markedly reduced activity levels in central London throughout the pandemic.Finally,a look at our revised consolidated estimates of cycling across London confirms that post-pandemic cycling levels in spring 2022 were firmly above the pre-pandemic baseline,with weekday cycle kilometres tra
116、velled in London 18 per cent higher in 2022 compared to 2019 and the seven-day average number of trips 14 per cent higher over the same period.The highest growth was seen in central London,followed by inner and outer London.Londons cycle network By 2025,TfL wants the proportion of Londoners living w
117、ithin 400 metres of a high-quality cycle route to increase to 33 per cent.By autumn 2022,this proportion was 21.9 per cent,up from 19.4 per cent in autumn 2021 and 11.5 per cent in 2019 before the pandemic.While much of the recent cycling infrastructure was delivered in 2020 and 2021 on a temporary
118、basis as part of the Streetspace for London programme in response to the pandemic,the focus is now on assessing the performance of experimental schemes to make informed decisions about permanency as well as resuming and progressing work in other pipeline strategic connections.Active travel:physical
119、activity through travel The Mayors active travel target is for all Londoners to achieve at least 20 minutes of active travel(defined as either walking or cycling)per day by 2041.The historic trend prior to the pandemic was relatively flat,with typically about 40 per cent of Londoners achieving this
120、benchmark(figure 11).Although comparable quarterly estimates are available during the pandemic,restrictions on surveys mean that the picture is not complete.Nevertheless,results suggest that the proportion of London residents achieving the target decreased during the pandemic,with quarterly estimate
121、s ranging from 33 to 37 per cent.This reflects a combination of formal pandemic restrictions limiting travel and a range of informal personal responses to the pandemic,reducing individual travel overall,for example the walk journey stages frequently associated with commuting trips.The latest data fo
122、r April-September 2022 shows that the proportion of London residents achieving the target increased to 38.3 per cent,up from 34.4 per cent in January-March 2022 and returning to the pre-pandemic trend.Overview 26 Travel in London,report 15 Figure 11 Proportion of London residents aged 20+who achieve
123、 at least 20 minutes of active travel per day,LTDS,2008/09-2022/23.Source:TfL City Planning.Figure 12 Trip rate,London residents,LTDS,2005/06-2022/23.Source:TfL City Planning.Note:The historic series has been amended to represent those aged 17+for consistency with the adapted data collection during
124、the pandemic.The line shows the trend for those aged 5+(the usual survey methodology).0%10%20%30%40%50%60%70%2008/092009/102010/112011/122012/132013/142014/152015/162016/172017/182018/192019/20Q1(Apr-Jun)Q2(Jul-Sep)Q3(Oct-Dec)Q4(Jan-Mar)Q1(Apr-Jun)Q2(Jul-Sep)Q3(Oct-Dec)Q4(Jan-Mar)Q1-Q2 2022/23(Apr-S
125、ep)2020/212021/220.00.51.01.52.02.53.0Trips per person per dayAged 17+Aged 5+Overview 27 Travel in London,report 15 Per person trip rates Trip rates are a basic indicator of travel,relating to the number of trips undertaken on an average day.The LTDS has tracked a pattern of generally falling trip r
126、ates over its lifetime,this trend accelerating between 2013/14 and 2017/18(figure 12).However,in the two years prior to the pandemic,the number of trips per day made by the average London resident increased slightly,to 2.21 trips by those aged 17+in 2018/19 and 2.29 in 2019/20(thought to be due to i
127、mproving economic conditions).The following are some of the key trends in trip rates during the pandemic:The annual average trip rate was six per cent higher in 2021/22 than in 2020/21,at 1.84 trips per person per day.The latest(provisional)data from the first half of 2022/23(April-September)shows t
128、hat the trip rate has increased to 2.19 trips per person per day,an increase of 19 per cent on 2021/22 and only five per cent below the 2019/20 average.The average distance travelled per person per day in 2019/20 was 9.4km.This reduced by 47 per cent to 5.0km in 2020/21,increasing by 17 per cent to
129、5.9km in 2021/22.The latest provisional data for 2022/23(April-September)shows that the average distance travelled per person is 8.7km(seven per cent below the pre-pandemic average and following the pattern of trip rates).Thus,according to the latest(indicative)LTDS data for London residents in the
130、first half of 2022/23,both trip rates and average trip distances were recovering to pre-pandemic levels;yet there were still significant differences in patterns of demand on the wider transport networks.The LTDS was reinstated to its full pre-pandemic form from April 2022,and a fuller picture of Lon
131、don residents post-pandemic travel will be available in summer 2023.Opportunities to increase active travel and contribute to the Mayors mode share aims:potentially switchable trips TfL has developed an activity-based modelling capability which opens many new avenues for policy appraisal and analysi
132、s.One application is determining the modal switchability of trips currently made by London residents in London,in relation to the Mayors aim for 80 per cent of trips to be made by active,efficient and sustainable modes by 2041.This analysis accounts for the characteristics of trips(distance,origin a
133、nd destination locations and the availability of alternatives),and the characteristics of the people making those trips(for example,age and income).It shows that,considering a 2026 forecast year,some 21 per cent of London residents car trips could be assessed to have a high likelihood,with appropria
134、te incentives,of switching from car to active,efficient and sustainable modes.If this were achieved,it would bring the percentage of trips made by these modes to 73 per cent.Overview 28 Travel in London,report 15 Road traffic in London Previous Travel in London reports have tracked a picture of grad
135、ual change in Londons road traffic over the last decade or so,the key elements of which are:A slow but generally consistent trend of reducing traffic volumes in central and inner London,contrasting with relatively stronger growth on public transport,contributing to a progressive increase in the acti
136、ve,efficient and sustainable mode share.Traffic volumes in outer London have,however,grown over this period.Different trends affecting the different motorised modes,with generally lower car traffic,higher freight and servicing traffic,particularly light goods vehicles(LGVs),and a dramatic increase i
137、n the number of private hire vehicles(PHVs).The introduction of,and responses to,various policies potentially affecting road traffic,notably the central London Congestion Charge and the Ultra Low Emission Zone.A progressive increase in traffic congestion in the pre-pandemic period.Following a review
138、 of its National Road Traffic Statistics,the Department for Transport has further revised its estimates of road traffic volumes in London(see the Road traffic estimates in Great Britain:2021 website).This revision has the effect of increasing the estimated vehicle kilometres driven in London by betw
139、een eight and 10 per cent,depending on the year,compared to the previous estimates.It is important to recognise that the revisions to DfTs estimates are mostly due to methodological improvements in the calculation of benchmark estimates for 2009 and 2019,and not due to a change in observed year-on-y
140、ear trends.Although showing the immediate impacts of the pandemic during 2020 and 2021,TfLs own estimates of road traffic volumes,for example those crossing our strategic monitoring cordons,corroborate this long-term picture,and show significant shifts in the composition of road traffic in the pre-p
141、andemic period,as well as during the pandemic itself.A full assessment of settled post-pandemic traffic composition is not yet possible.Goods vehicles in central London A specific aim of the Mayors Transport Strategy is to reduce the number of light and heavy goods vehicles circulating in the centra
142、l London Congestion Charge zone during the weekday morning peak,by 10 per cent by 2026,from 2016 levels.Before the pandemic,the overall trend was compatible with good progress towards this aim.By early 2021,however,reflecting the pandemic,the reduction in the number of freight vehicles was more than
143、 20 per cent against the 2016 baseline.As this is for the central London Congestion Charge zone only,this does not reflect the increase in home deliveries during this period,given the low numbers of residential properties in this part of London.As restrictions were lifted in 2021 the number of freig
144、ht vehicles started to increase but remained around 16 per cent below 2016 levels in October 2021.During 2022,the number of freight vehicles declined slightly,and by October 2022 was 19 per cent below 2016 levels.Overview 29 Travel in London,report 15 Changes to the Congestion Charge scheme in centr
145、al London Changes to the Congestion Charge scheme Several changes to Londons Congestion Charge scheme have been implemented in recent years to address the transport challenges arising from the pandemic and to support Londons recovery.The initial impacts of the extension of the charging hours on week
146、days and the implementation of charging on weekends was described in Travel in London report 14.Further changes to the scheme were implemented on 21 February 2022,and these included a reduction in the hours of operation of the charge from the temporary hours of 07:00 to 22:00 each day,to between 07:
147、00 and 18:00 Monday to Friday and 12:00 to 18:00 at weekends and on bank holidays.It is important to note that changes to the scheme were implemented alongside changes to travel demand reflecting the latter stages of pandemic restrictions and Londons subsequent recovery.Additionally,a range of furth
148、er external events during 2022 will have affected travel to and from central London.Traffic in the central London Congestion Charge zone At the start of September 2021,average weekly entries to the Congestion Charge zone ranged between 60 and 70 per cent of pre-pandemic levels for all vehicle types(
149、figure 13).Figure 13 Change in weekly entries(camera captures)to the Congestion Charge zone,by mode,Sep 2021-Oct 2022 vs 2019.Source:TfL traffic data.2030405060708090100110Index:2019=100Week commencingCarHGVLGVPHVTaxiCharging hours reduced to 07:00-18:00 on weekdays and 12:00-18:00 on weekends and b
150、ank holidaysOverview 30 Travel in London,report 15 Entries for cars and freight vehicles were around 70 per cent of pre-pandemic levels,with the return of licensed taxis and PHVs slightly lower at 65 per cent and 64 per cent respectively.Vehicle entries were then affected by the Omicron wave into ea
151、rly 2022.In the week that changes to operational hours were implemented(week commencing 21 February 2022),car entries increased by 10 per cent week-on-week.There was also a small increase in freight vehicles,of three per cent and five per cent for HGVs and LGVs respectively.In the week commencing 28
152、 February there was a spike in car and PHV entries due to London Underground industrial action on 1 and 3 March.Entries for all vehicle types returned through May 2022,in line with the more general resumption of activity.However,by September 2022 freight vehicle entries remained at a similar level t
153、o June 2022,while entries for cars,taxis and PHVs had declined slightly.At the start of October 2022,average weekly LGV entries had returned to the greatest extent(91 per cent of 2019,pre-pandemic levels),followed by HGVs(88 per cent)and cars(82 per cent).The return of taxis and PHVs has been slower
154、.At the start of October 2022 licensed taxi entries were 76 per cent of the pre-pandemic levels,and PHVs entries were 71 per cent of the pre-pandemic levels.It is important to consider road traffic trends seen in central London over the last year in the wider context of the pandemic recovery,as well
155、 as many days of industrial action on rail,during the period of analysis.Reflecting on the changes to the scheme over this period,the impact of the introduction of weekend charging on the return of car traffic is most notable.Looking at the later part of 2022:Car entries to the charging zone on week
156、ends remain well below pre-pandemic levels.This is likely as a result of the charge currently operating between 12:00 and 18:00 when a charge did not operate prior to the pandemic.Car entries during this period are 61 per cent of 2019 levels,compared to 70 per cent across the day.Weekend car entries
157、 to the charging zone increased by 21 per cent on the weekend that the charging hours were shortened,and by 42 per cent in the periods that were temporarily charged during the pandemic(07:00 to 12:00 and 18:00 to 22:00).Nonetheless,car entries during these times remain well below pre-pandemic levels
158、,at 75 per cent in October 2022.Changes to traffic as a result of changes to the Congestion Charge are broadly in line with expectation,when also accounting for pandemic-related travel demand changes in central London.Shared and micromobility in London Innovative forms of mobility continue to develo
159、p,and TfL is monitoring these to understand the extent to which they could contribute to the Mayors transport aims.The car club fleet size in London was 3,582 vehicles in 2021.TfL has conducted a review of its policy on car clubs to set out how it will work with car clubs to take the Mayors policy f
160、orward and help deliver the benefits of reduced car ownership.Overview 31 Travel in London,report 15 The result of this review is a set of commitments that TfL,working closely with London Councils,the boroughs,car club operators and the wider sector will take forward.In summary,these commitments are
161、:To work with London Councils,the boroughs and the industry to encourage data sharing and visualisation to help inform strategic planning and policy development.To ensure that car clubs are included in policies and public messages that reference alternatives to car ownership,particularly when target
162、ed at areas with high car ownership.To support operators and provide opportunities to promote third-party offers as part of scrappage schemes to individuals who want to reduce their private car use.To consider the role of car clubs in any potential future form of integrated road user charging.To sup
163、port the electrification of car clubs through the rollout of electric vehicle charging in London and to work with operators to assess the needs of car clubs when implementing charging on TfL/Greater London Authority land.To provide quarterly updates setting out progress with these commitments.London
164、s e-scooter trial launched in June 2021 and has expanded significantly since then,with 10 boroughs,more than 500 designated parking locations and 4,425 e-scooters now involved.In the first year of the trial,1.8 million journeys were made across the three operators taking part in Londons trial:Dott,L
165、ime and TIER.Safety is an important consideration,and the data so far shows that the rate of serious injuries arising from the trial has been falling as the trial matures.Finally,TfL is keen to understand the potential of cargo bikes to support the Mayors aims for transport.To help understand this p
166、otential,a study was recently conducted which showed that areas in central London have the highest potential for cycle freight,given that they also have the highest levels of employment,retail,cycling permeability and other supportive measures.At present,cargo bikes make up less than one per cent of
167、 the cycle flows in London.However,current estimates suggest that,with the right measures,up to two per cent of van kilometres in London could be replaced with cargo bikes by 2025,with varying uptake rates by area(for example in central London it could be between three and nine per cent).Road danger
168、 The Mayors Vision Zero action plan makes it clear that no death or serious injury on Londons roads is acceptable or inevitable.It also sets targets of a 65 per cent reduction in people killed or seriously injured on Londons roads by 2022 and a 70 per cent reduction in people killed or seriously inj
169、ured in or by a bus by 2022,ahead of eliminating all deaths and serious injuries by 2041.Overview 32 Travel in London,report 15 In 2021 there were 23,319 reported collisions in London,resulting in 75 people being tragically killed,3,505 being seriously injured(3,580 killed or seriously injured)and 2
170、3,092 being slightly injured.2021 saw the lowest number of road fatalities on record.There was a 22 per cent reduction in fatalities between 2020 and 2021,and a 44 per cent reduction in people killed or seriously injured from the 2005-09 baseline towards the target of a 65 per cent reduction by 2022
171、.For children aged under 15 there was a 68 per cent reduction.2021 was an unusual year with large changes in the composition of people killed or seriously injured.This was largely due to new travel patterns in the wake of the pandemic.Motorcycling and pedestrian fatalities were significantly lower b
172、y historic standards but cycling fatalities and serious injuries increased.For people killed or seriously injured in or by a bus we have achieved the Mayors interim target for 2022 of a 71 per cent reduction from the 2005-09 baseline for the second year in a row,although in the context of the pandem
173、ic(figure 14).As pandemic disruptions recede,there may be an increased challenge in protecting vulnerable road users from motorised vehicles as more people choose to walk,motorcycle,cycle,and use e-scooters.Figure 14 Progress towards the Mayors Vision Zero target for killed or seriously injured casu
174、alties in road traffic collisions,2005-09 baseline-2022.Source:TfL Safety,Health and Environment.Improving Londons air quality and reducing our CO2 emissions Londons air quality remains a threat to the health of all Londoners,particularly some of the more vulnerable or otherwise disadvantaged.01,000
175、2,0003,0004,0005,0006,0007,0002005-09 baselineActualsTargetOverview 33 Travel in London,report 15 Although significant improvements have been seen in recent years,following the general clean-up of the vehicle fleet,and encouraged by policies such as the Ultra Low Emission Zone(ULEZ),there is still m
176、uch to do,particularly to continue to address levels of nitrogen dioxide(NO2),especially alongside major roads that continue to exceed current UK legal limits(figure 15).In 2021,the World Health Organization(WHO)released evidence showing and recommending the case for more stringent limits on a range
177、 of ambient air pollutants,including NO2(see the WHO global air quality guidelines on the WHO website).These recommendations have yet to be formally adopted by the UK.Nonetheless,the latest WHO recommendations clearly make the case for continued action to address air pollution,from transport and all
178、 other sources,to further benefit the health of Londoners.Figure 15 Average NO2 concentrations in London by area,2010-2030.Source:London Air Quality Network.Expansion of the Ultra Low Emission Zone to inner London On 8 April 2019 the Mayor launched the worlds first 24-hour Ultra Low Emission Zone(UL
179、EZ)in central London.On 25 October 2021 the zone was expanded up to(but not including the North and South Circular Roads).The ULEZ is now 18 times the size of the original area and covers four million people.The expanded ULEZ operates together with the established London-wide Low Emission Zone for l
180、arge and heavy vehicles.The LEZ standards are now the same as the ULEZ standards for most large and heavy vehicles.Six months on from the ULEZ expansion and over a year on from the enforcement of tighter LEZ standards these schemes are having a significant impact on the number 0204060800N
181、O2concentration(gm-3)Actuals-centralActuals-innerActuals-outerIndicative Mayors Transport Strategy trajectory-centralIndicative Mayors Transport Strategy trajectory-innerIndicative Mayors Transport Strategy trajectory-outerOverview 34 Travel in London,report 15 of older,more polluting vehicles drivi
182、ng in London and the levels of harmful pollution that Londoners are exposed to.In spring 2022,nearly 94 per cent of vehicles seen driving on an average day in the expanded zone met the strict ULEZ standards,up from 87 per cent in the weeks immediately before the zone expanded and up from 39 per cent
183、 in 2017 when impacts associated with the ULEZ began.The compliance rate on boundary roads was 90 per cent and the compliance rate in outer London was 85 per cent,demonstrating the wider benefits as cleaner vehicles also operate outside the zone.Initial analysis undertaken six months after the intro
184、duction of the expanded zone demonstrates that the ULEZ,LEZ and other policies have had a transformative impact on reducing NO2 levels in this area.In April-June 2022,the most recent data available,the mean roadside NO2 concentrations measured in central London were 35gm-3 lower than the estimated(e
185、quivalent)without ULEZ scenario,a difference of 44 per cent.In inner London,roadside NO2 concentrations were 8gm-3 lower than the estimated without ULEZ scenario,a difference of 20 per cent.Crucially,the air quality improvements in inner London are being seen over an area that is 18 times the size o
186、f the original central zone,improving air quality directly for the four million people living in this area and those who come into the area for work,study or leisure.Figure 16 also shows the importance of pre-compliance,that is,improvements in air quality as vehicle owners prepared for the introduct
187、ion of the ULEZ in 2019 and its expansion in 2021.Figure 16 Average NO2 concentrations in London by quarter,with and without ULEZ,2010-2022.Source:London Air Quality Network.02040608000002020212022NO2concentration(gm-3)Roadside-central London(with ULEZ)Roa
188、dside-central London(without ULEZ)Roadside-inner London(with ULEZ)Roadside-inner London(without ULEZ)Overview 35 Travel in London,report 15 The air is also cleaner on the boundary.All monitoring sites on the boundary of the expanded zone have seen reductions in NO2 concentrations,with an estimated 1
189、7 to 24 per cent reduction in pollution on the boundary compared to a scenario without the ULEZ,reflecting the general improvement to emissions of vehicles travelling to or from the expanded zone.Air quality,health and inequality The reduction in nitrogen oxides(NOx)emissions from road transport has
190、 not happened equally across London.Road transport NOx emissions in inner London halved between 2013 and 2019.Comparatively,outer London NOx emissions from road transport fell only by 31 per cent over the same period,and in 2019 accounted for 28 per cent of Londons total NOx emissions.Similarly,fine
191、 particulate matter(PM2.5)emissions from road transport fell by almost a quarter in inner London between 2016 and 2019,while in outer London they fell by seven per cent.As a result,outer London now accounts for an increasing proportion of NOx and PM2.5 emissions from road transport and more needs to
192、 be done to ensure improvements in air quality are felt by all Londoners.The differential impacts of poor air quality on Londons deprived communities have been previously documented,and this analysis has been extended by TfL to take account of the interim WHO recommendations.Considering the 30 per c
193、ent most deprived Lower layer Super Output Areas and their intersection with NO2 concentrations above the interim WHO guideline,figure 17 shows their distribution across London.The shaded area accounts for 36.6 per cent of the 2011 London population(2.9 million people).Figure 17 Spatial distribution
194、 of the 30 per cent most deprived areas with the highest NO2 concentrations.Source:TfL City Planning/Greater London Authority.Note:The boundary of the expanded Ultra Low Emission Zone(ULEZ)is overlaid on the graph for reference.Overview 36 Travel in London,report 15 Towards net-zero carbon by 2030 T
195、he Mayors Transport Strategy set a target for London to be a zero carbon city by 2050.However,the Mayor has recently stated his ambition for London to be net-zero carbon by 2030,recognising the urgency of the climate change emergency.Addressing carbon dioxide emissions generated by road transport wi
196、ll be central to meeting the 2030 net-zero target,as road transport is the second largest contributor to Londons carbon dioxide emissions.The Mayors preferred option by which he envisions achieving his net-zero target(the Accelerated Green scenario)would require a 27 per cent reduction in car vehicl
197、e kilometres across London.Recent initiatives to reduce road transport carbon dioxide emissions have included:The introduction of the ULEZ in central London in April 2019,which resulted in an estimated six per cent reduction in CO2 emissions in the central zone.The recent expansion of the ULEZ to in
198、ner London,estimated to reduce CO2 emissions London-wide by 4.6 per cent;the equivalent of taking 60,000 cars off the roads.London has western Europes largest fleet of zero-emission buses,currently 866,alongside strict taxi and private hire licensing regulations for vehicle emissions,with 6,152 zero
199、-emission-capable taxis registered in London as of October 2022.Analysis of Londons road transport carbon dioxide emissions data shows that:Cars and freight vehicles generate the greatest proportion of road transport carbon dioxide emissions,although freight vehicles are more polluting per mile and
200、emissions from LGVs and HGVs have not been falling at the same rate as for other vehicle types.Outer London generates the highest proportion of carbon dioxide emissions from road transport.However,when accounting for size,central and inner London,as well as the strategic radial routes,generate a dis
201、proportionate amount of carbon dioxide emissions.Reductions in road transport carbon dioxide emissions since 2016 have been greater in central and inner London,with most boroughs reducing emissions by more than 10 per cent.In outer London,however,the picture is mixed with some boroughs(Bexley and Ha
202、vering)seeing increases of more than five per cent over the same period(figure 18).Both a reduction in vehicle kilometres and an acceleration of the transition towards cleaner vehicles will be needed to significantly reduce the contribution of road transport to Londons carbon dioxide emissions and m
203、inimise the proportion of emissions which require offsetting.Supporting the transition to electric vehicles As more fully electric cars come into the market with larger batteries and longer ranges to meet consumer demand for zero-emission vehicles,the number of new battery-electric vehicle(BEV)regis
204、trations has started to overtake the number of new plug-in hybrid electric vehicle(PHEV)registrations.Data from the Department for Transport indicates that first-time-registered plug-in electric vehicles(both BEV and PHEV)hit a record high in London with 28,000 Overview 37 Travel in London,report 15
205、 vehicles registered new in 2021,representing 20 per cent(one in five)of all newly registered cars,motorcycles and light goods vehicles;the trend continuing with a further 16,000 plug-in electric vehicles registered in the first half of 2022.This suggests that Londoners are beginning to choose plug-
206、in electric vehicles in larger numbers over traditional internal combustion engine vehicles.Delivery and utilisation of charge points in London continues to build,with more than 11,200 publicly accessible charging units available,of which 820 are rapid chargers.In summer 2022,some 70 per cent of cha
207、rgers saw five or more charging events on an average day.Figure 18 Change in road transport CO2 emissions by borough,2019 vs 2016.Source:London Atmospheric Emissions Inventory.A good public transport experience Long-term trends in public transport demand Aggregate public transport demand in London h
208、as grown strongly over the last couple of decades as a reflection of the economic growth of the Capital as well as the progressive enhancements to service capacity,connectivity and reliability.For example,between 2009/10 and 2019/20,the number of journeys on the principal public transport modes incr
209、eased by 11 per cent and the number of kilometres travelled by 26 per cent,significantly contributing to the historic shift to active,efficient and sustainable modes.More recently,changes to key factors such as population,economic growth and disposable incomes led to a slowdown in growth since the m
210、id-2010s and the coronavirus pandemic had a devastating impact on public transport demand from Overview 38 Travel in London,report 15 March 2020,leading to record lows of patronage and a long and volatile recovery affected by rapidly changing restrictions to economic activity and travel.Since the la
211、st of these restrictions were lifted,public transport demand has entered a period of sustained recovery.Although this is not yet complete,and there is evidence of some pandemic adaptations persisting into the recovery period,the status of the public transport recovery in late autumn 2022 can be rega
212、rded as encouraging.Service provision and operational performance As both a consequence and enabler of Londons growth,public transport service capacity,connectivity and the wider customer experience(reliability,physical accessibility and so on)have been continually improved over the last couple of d
213、ecades.For example,between 2009/10 and 2019/20(before the coronavirus pandemic),the total capacity provided by the main public transport networks in London increased by some 28 per cent.This excludes more recent improvements such as the new Elizabeth line inaugurated in May 2022(which once fully ope
214、rational will by itself add a further 10 per cent to central Londons rail network capacity)or the more recent London Overground extension to Barking Riverside,which opened in July 2022.In terms of operational performance,the last few years have been characterised by maintaining a very high standard
215、of operational performance even through the challenges of increased demand as well as those arising more recently from the coronavirus pandemic.Public transport customer safety With fewer customers travelling due to the pandemic,there was a corresponding fall in the number of customer and workforce
216、injuries on our public transport network.In 2021/22 there were 6,957 injuries of all severities across our public transport network.This compares to 3,389 injuries during 2020/21,which was severely affected by pandemic restrictions.It also compares to representative pre-pandemic figures of more than
217、 9,000 such injuries per year.A rate-based examination suggests,however,that there may be some adverse trends emerging as we recover from the pandemic and as people return to public transport.The customer injury rate has increased substantially this year,up by seven per cent,compared to 2017/18.This
218、 is a worrying trend and suggests that some customer behaviours seen during the pandemic,such as not wanting to hold on to handrails,may be persisting,despite our much-publicised cleaning efforts.TfL will be looking at this closely over the coming year,making sure to evolve our customer marketing ca
219、mpaigns accordingly and to provide advice on travelling safely.Public transport customer satisfaction and Care Care and customer satisfaction are our primary measures for understanding the quality of the customer experience that TfL delivers,from a customer perspective.Overview 39 Travel in London,r
220、eport 15 They are complementary elements in determining how TfL is working for our customers,providing a rounded picture of our performance.TfL cares about its customers is the measure used to understand whether TfL is meeting expectations and making Every Journey Matter for our customers.Care measu
221、res Londoners overall perceptions of TfL and is the best reflection of how TfL meets expectations in every interaction with customers(for example all journeys,interactions with the Contact Centre and communications such as email updates),not just the last journey.A continuing focus on Care helps TfL
222、 understand,in the short term,how TfL works for our customers,and in the longer term,how to encourage greater use of active,efficient and sustainable modes.Our key Care measure has maintained an encouraging trend throughout the pandemic,with quarterly results lying in the range of 55 to 60 per cent
223、of our customers agreeing that TfL cares about its customers.The stability of this measure throughout the pandemic,and at higher values than were typical before,is particularly notable.Public transport fares The average yield per passenger journey for all modes was 1.20 in 2021/22,an increase of 3.2
224、 per cent compared with 2017/18.The average fare paid on public transport differs across all modes.London Underground has the highest yield,at just more than 2.00 per journey.This has increased slightly from 1.98 in 2017/18 to 2.02 in 2021/22,although the latest two years of data are affected by cha
225、nges in travel patterns due to the pandemic.In contrast,the lowest yield is on buses,at 74 pence per journey.The impact of concessionary fares means that the income per journey is lower than the average fare per mode.Physical accessibility of the public transport networks Making travel more accessib
226、le and inclusive for all is one of our top priorities.TfL measures progress against this aim by comparing,for all possible journeys using Londons public transport network,the relative additional journey time that would be incurred on average when using only the step-free network against the time req
227、uired if the whole network was available.In 2021/22,Nine Elms and Battersea Power Station opened with step-free access as part of the Northern Line Extension;and eight other London Underground stations were made step free.Currently 92 of the 272 London Underground stations are step free.Beyond this,
228、TfL has continued to make stations across our rail network more accessible,with half of the stations now step free.The opening of the Elizabeth line provides 41 step-free stations from Reading and Heathrow in the west to Shenfield and Abbey Wood in the east.While some of these have been put in place
229、 over recent years on existing National Rail networks,the opening of the central section to direct services through central London from late 2022 will help to make the heart of the West End accessible and inclusive for more Londoners than ever before.Overview 40 Travel in London,report 15 All these
230、recent improvements to the step-free network will translate to a reduction of about 32 per cent(from 9.5 minutes in 2016/17 to 6.4 minutes in 2022/23)in the average journey time difference using the step-free network compared to the rest of the network.This is in addition to the transformational cha
231、nges in journey times across London brought about by the Elizabeth line.Supporting New Homes and Jobs:new transport infrastructure for London Opening of the central section of the Elizabeth line The central section of the Elizabeth line opened successfully on 24 May 2022.This was a key stage in the
232、realisation of the full Crossrail project,which is transforming journey opportunities to,from and within central London and has facilitated the delivery of 54,725 new homes within one kilometre of its stations between 2008 and 2021.Figure 19 The Elizabeth line.Source:TfL.After five months of operati
233、on,it is already clear that the central section is delivering the expected benefits and that Londoners are taking full advantage of the new journey opportunities it offers.Delivery of the full interconnected railway is expected to be achieved no later than May 2023.Between 24 May and 20 October ther
234、e were around 60 million passenger journeys using the whole Elizabeth line,of which around 30 million used the central section.A typical weekday(Tuesday-Thursday)now sees more than half a million passenger journeys on the whole line,and a quarter of a million on the central section.Demand is broadly
235、 in line with expectations,and at current rates in line with expectations in the business case of between 130 and 170 million passenger journeys a year by 2025/26.Current demand is also well within the capacity provided.Journey times have been transformed.A journey between Liverpool Street and Paddi
236、ngton that took 24 minutes before the opening now takes as little as 18 minutes;and a journey between Paddington and Tottenham Court Road Overview 41 Travel in London,report 15 previously took 21 minutes now takes as little as 11 minutes.Demand has also increased where there have been improvements i
237、n journey times.Connectivity,especially in southeast London,has also dramatically improved.There are 1.4 million more jobs across London and the South East now accessible within 60 minutes of Abbey Wood than before the central section of the Elizabeth line opened.The full impacts of the new railway
238、on patronage on other rail lines will become apparent as the project reaches completion.So far,an estimated 39 per cent of total passenger kilometres on the line come from other London Underground lines and a further 14 per cent from the DLR.However,there are also early indications of the potential
239、of the new line to generate new rail trips.Rail demand from stations in the Canary Wharf area has grown by 25 per cent,and in the Woolwich area by 20 per cent,well above background growth.There is also a large increase in usage at Tottenham Court Road station that is not being offset with(rail)reduc
240、tions elsewhere,suggesting generation of new demand.An extensive programme of monitoring and evaluation of the project has been put in place by TfL and the Department for Transport,as joint sponsors for the line.This will ensure that the full benefits of the new railway are understood and reported i
241、n future years.Northern Line Extension Travel in London report 14 introduced the recently opened Northern Line Extension as an example of Good Growth and of the role of transport infrastructure in enabling development of more than 20,000 new homes and around 25,000 jobs in the Vauxhall Nine Elms Bat
242、tersea Opportunity Area.After a full year of operation,and in the context of continuing development at the site,the latest data shows that typically some 90,000 passengers enter the stations on the extension every week.Battersea Power Station is the busier station,with some 50,000-55,000 passengers
243、per week as of late September 2022,while Nine Elms sees some 35,000 entries per week.As the many developments in this Opportunity Area progressively reach completion,it is expected that demand will continue to grow,as has been seen recently with the opening of the new Battersea Power Station develop
244、ment(which includes residential units,offices,retail and leisure space)in October 2022.London Overground extension to Barking Riverside The Barking Riverside Extension is a four-kilometre extension of the Overground Gospel Oak Barking line and is the first extension to the London Overground since 20
245、15.A new step-free station at Barking Riverside was opened in July 2022,providing a new rail link between Barking Riverside and Barking town centre as well as a step-free entry point to other London Underground,London Overground and National Rail services,reducing travel time by more than 15 minutes
246、.Overview 42 Travel in London,report 15 Together with the developer Barking Riverside Limited,TfL is continuing work on the public areas around the station until 2023.These will form the district centre at the heart of the Barking Riverside development.The opening of the new station unlocks the full
247、 development potential of the largest housing development in east London.The masterplan for the site includes 10,800 new homes(half of which will be affordable),a new school,healthcare,shopping,community and leisure facilities,high-quality public spaces and connections to walking and cycling routes.
248、If public transport did not cater for demand,many trips would be dependent on private car use.Improvements have been made to bus services but this on its own would be unable to accommodate the level of passenger demand generated by 10,800 homes.Coupled with planning conditions to ensure that public
249、transport and housing are coordinated and delivered sustainably,no more than 4,000 homes could be occupied without the delivery of the new London Overground link.Therefore,the extension has unlocked 6,800 homes in dependent development,helping to meet strategic housing targets for London and to acco
250、mmodate future population growth.The Barking Riverside Extension is therefore a catalyst enabling the full build-out of Barking Riverside and currently attracts more than 11,000 trips each week.The Silvertown Tunnel The Silvertown Tunnel will be a 1.4km twin-bore road crossing of the Thames,linking
251、Silvertown in Newham with the Greenwich Peninsula.It is due to open in 2025 and construction is now well underway.This modern tunnel combined with a user charge and improved cross-river bus network will improve public transport connectivity and the reliability and resilience of the wider road networ
252、k,in particular relieving pressure on the Blackwall Tunnel.The tunnel is part of a wider package of improvements,including for walking and cycling,in the areas near the tunnel entrances as part of major regeneration of both sides of the river.Chapter 10 of this report describes the extensive baselin
253、e monitoring that is being put in place to ensure that the impacts of the tunnel can be properly understood,and to allow for any unforeseen impacts to be detected and mitigated.This monitoring covers a wide range of factors related to the usage and operation of the local road network,air quality,and
254、 wider changes to the social and economic conditions in the vicinity of the new tunnel.Supporting New Homes and Jobs:Londons Opportunity Areas Context and monitoring Opportunity Areas are designated through the London Plan as areas with particular development potential.They have an important role in
255、 delivering the 66,000 extra homes per year that London needs.Overview 43 Travel in London,report 15 TfL works closely with the Greater London Authority,London boroughs and other key stakeholders to ensure that Opportunity Areas are delivered in line with the transport principles of Good Growth.Cent
256、ral to this is the requirement to support sustainable and active travel and to avoid car-dependent development.The delivery of homes,jobs and infrastructure in Opportunity Areas should be monitored and action should be taken where necessary to overcome any barriers.TfL monitoring work in Opportunity
257、 Areas seeks to understand the extent to which the Mayors principles of Good Growth are being realised on the ground.Opportunity Areas and increased public transport access Accessibility to public transport is an important measure of Good Growth.The more connected people are to the public transport
258、network,the more likely they are to choose public transport over car travel.Traditionally TfL has measured access to public transport using the Public Transport Access Level(PTAL)metric.However,in our monitoring work this is taken a step further by combining PTAL and population data to report on the
259、 proportion of the Opportunity Areas population that falls within low/medium/high PTAL categories.The Mayors aim is to increase the proportion of people living in areas with high PTAL within Opportunity Areas to 56 per cent by 2030.The 2004,2008 and 2011 Opportunity Area cohorts have all seen an inc
260、rease in the proportion of their respective populations that live in high PTAL areas,and a decrease in the proportion of their populations that live in low PTAL areas between the Opportunity Area designation year and 2022.However,the 2016 cohort(Canada Water and Harrow and Wealdstone)have seen a dec
261、rease in the proportion of their population that live in high PTAL areas.For comparison,since 2005 the proportion of Londons population living in high PTAL areas has increased from 26 per cent to 33 per cent,while the proportion of Londons population living in low PTAL areas has reduced from 27 per
262、cent to 19 per cent.These figures indicate that TfL is making good progress in its spatial planning work towards increasing the PTAL of Londons population.However,a more detailed consideration of the data shows that between 2020 and 2022 there has been a slight reversal in the progress being achieve
263、d against this metric,which is related to public transport changes during the pandemic.TfL will continue to monitor this situation over future years.People choose to walk and cycle in Opportunity Areas There is a clear upward trend in proportion of walking trips in both the Opportunity Area sample a
264、nd the Greater London sample:across a three-year period between 2017/18 and 2019/20 walking trips in Opportunity Areas rose from 26 per cent to 31 per cent,while across Greater London the rise was from 30 per cent to 35 per cent.Opportunity Areas are designed with the principles of Good Growth in mi
265、nd which help to achieve this,for example by using transport to support and direct growth and by creating high-density,mixed-use places where people can walk and cycle to local amenities and use public transport for longer trips.Overview 44 Travel in London,report 15 Housing delivery in Opportunity
266、Areas The capacity for delivery of new housing is a key defining feature of an Opportunity Area.Typically,Opportunity Areas present opportunities for high-density sustainable development on brownfield sites.A total of 28,284 homes have been delivered in adopted Opportunity Areas over a two-year peri
267、od(April 2019-March 2021),which represents nine per cent of the London Plan target for the adopted Opportunity Areas over the 2019-2041 period.Four of the Opportunity Areas received more than 3,000 completed homes between April 2019 and March 2021.These are:Olympic Legacy(3,329),Upper Lee Valley(3,1
268、70),City Fringe/Tech City(3,550)and Wembley(3,903).The Opportunity Area with the highest number of affordable homes delivered over the two years was Wembley with 919 affordable homes,followed by the Olympic Legacy Opportunity Area with 722 affordable homes.Housing on TfL Land TfLs ambitious housing
269、programme continues to progress.Construction is underway on some 1,700 homes on nine sites across London and TfL is on track to start work on more than 2,500 new homes this financial year.Construction is nearly complete on 350 homes at Blackhorse View(Waltham Forest),and the tallest building on its
270、619-home Kidbrooke site(Greenwich)topped out in summer 2022.In 2021/22,467 homes were started across three sites:Wembley Park(454 homes),Aylesbury Street(nine homes)and Albany Road(four homes),and nine homes were completed at Bond Street Oversite Development.Rising construction costs and inflation a
271、re impacting the wider industry and TfL and its partners are working through what this means for their projects.TfL is also aware of the wider capacity issues with the electricity grid in west London.This could potentially delay some schemes,including 460 homes at Southall(Ealing).TfL is working clo
272、sely with its partner Grainger as part of the joint venture,Connected Living London,to mitigate the grid capacity issues and is working on a temporary supply which could still allow construction to start this financial year.Monitoring the legacy of the London 2012 Olympic and Paralympic Games It is
273、now 10 years since the London 2012 Olympic and Paralympic Games.Although acknowledged to have been highly successful as an event,it is timely to examine the extent to which transport-related legacy expectations are being met.Baselines for some of these indicators were set out in Travel in London rep
274、ort 6.In view of the complications to gathering data and assessing trends brought about by the pandemic TfL will continue gathering travel data over the next year,from which a fuller 10-years-on assessment will be possible.In the interim,it is possible to update on development in the Olympic Legacy
275、Opportunity Area.Overview 45 Travel in London,report 15 Development in the Olympic Legacy Opportunity Area The Olympic Legacy Supplementary Planning Guidance(SPG)2012 set out a vision for making the Queen Elizabeth Olympic Park and its surrounding areas a distinctive and well-connected place where p
276、eople can live and work sustainably and which will offer a wide range of new jobs and homes.Since the decision in 2005 to award the 2012 Olympic and Paralympic Games to London,there has been significant investment in public transport and other infrastructure to support the continued regeneration of
277、east London:2006:Lifts providing step-free access to high-level platforms at Stratford station brought into service.2007:TfL took over the North London line(formerly Silverlink),then terminating at Stratford.This was the start of the London Overground.2007:New DLR platform opened at Stratford statio
278、n.2009:High-speed commuter services started operation from Stratford International station.2010:New platform 3a for westbound Central line trains opened in advance of the London 2012 Olympic and Paralympic Games.2011:New mezzanine ticket hall along with extra staircases and lifts opened in advance o
279、f the London 2012 Olympic and Paralympic Games.2011:DLR extension to Stratford International opened,including new DLR stations at Stratford High Street and Abbey Road and making use of previous North London line platforms at Stratford station.2011:Stratford City bus station opened.2011:New ticket ha
280、ll opened with the Westfield Stratford City shopping centre.2013:Improved frequencies on the Central and Jubilee lines.2018:Improvement works at Hackney Wick station completed,improving the connectivity through the area as well as the station capacity.2022:Elizabeth line services started serving Str
281、atford and Maryland stations,allowing people to travel from Stratford to Paddington in just 19 minutes.These and several more local transport developments in Stratford town centre have significantly improved connectivity,as reflected in the proportion of the population that live in areas with high P
282、TAL.This has increased from around one third of the population in 2005 to around one half of the population in 2020,which represents strong progress towards the Mayors aim of 56 per cent of the population of Opportunity Areas living in high PTAL areas by 2030.The Olympic Legacy SPG identified the ca
283、pacity for 32,000 homes in and around the Queen Elizabeth Olympic Park in the 20-year period after the London 2012 Olympic and Paralympic Games.Some 15,500 homes have been delivered in the Opportunity Area,and London is currently on track to achieve this target.Job creation underpinned by sustainabl
284、e and active travel connectivity has always been central to the London 2012 Olympic and Paralympic Games legacy vision for the Queen Elizabeth Olympic Park area.The Mayors London Plan identifies the Olympic Legacy Opportunity Area as having potential for 65,000 new jobs by 2041.This employment visio
285、n is well underway.Overview 46 Travel in London,report 15 On the Stratford station side(eastern side)of the park is the International Quarter London,which hosts the Financial Conduct Authority,Transport for London,UNICEF,Cancer Research UK,the Nursing and Midwifery Council,The Insolvency Service,the
286、 British Council and shared workspace facilities.On the northwestern side of the park,by Hackney Wick station,lies the thriving innovation campus of Here East.Employers at Here East include Loughborough University London,University College London,Staffordshire University and BT Sport.1.Introduction
287、and contents 47 Travel in London,report 15 1.Introduction and contents 1.1 TfLs Travel in London reports Travel in London is TfLs annual publication that summarises trends and developments relating to travel and transport in London.Its principal function is to describe how travel is changing and to
288、provide an interpretative overview of progress towards implementing the Mayors Transport Strategy.It also provides an evidence and analysis base for the general use of stakeholders and policymakers.This fifteenth report covers trends and developments up to 2021 and into 2022,including historical ser
289、ies and,more recently,reflecting the disruption brought about by the coronavirus pandemic from early 2020 and Londons subsequent recovery.The report is broadly structured around the Mayor of Londons key aims for transport in London,providing interpretative feedback about progress towards these aims.
290、As well as describing overall travel trends,such as patterns of travel demand and mode shares,the report provides insight into topics and developments of contemporary concern.For example,this year,the initial impacts of the opening of the central section of the Elizabeth line from May 2022.For more
291、information about any of the items featured in this report,please contact TILEnquiriestfl.gov.uk.1.2 The Mayors Transport Strategy The Mayors Transport Strategy,published in March 2018,outlines the Mayors vision for transport in London.The overarching aim of the transport strategy is to reduce Londo
292、ners dependency on cars and to increase the active,efficient and sustainable(walking,cycling and public transport)mode share of trips in London to an ambitious 80 per cent by 2041.In addition to the overarching mode share aim,the transport strategy is focused on achieving nine outcomes grouped under
293、 three broad themes:Healthy Streets and healthy people Londons streets will be healthy and more Londoners will travel actively Londons streets will be safe and secure Londons streets will be used more efficiently and have less traffic on them Londons streets will be clean and green A good public tra
294、nsport experience The public transport network will meet the needs of a growing London Public transport will be safe,affordable and accessible to all Journeys by public transport will be pleasant,fast and reliable 1.Introduction and contents 48 Travel in London,report 15 New homes and jobs Active,ef
295、ficient and sustainable travel will be the best option in new developments Transport investment will unlock the delivery of new homes and jobs Travel in London report 14 introduced a quantitative framework for tracking progress against these aims,and this framework is reflected in this report.Relate
296、d strategies such as the Mayors London Environment Strategy and the London Plan also have significant implications for transport in the Capital,and aspects relevant to those strategies are also covered.1.3 About Transport for London(TfL)Part of the Greater London Authority family led by Mayor of Lon
297、don Sadiq Khan,we are the integrated transport authority responsible for delivering the Mayors aims for transport.We have a key role in shaping what life is like in London,helping to realise the Mayors vision for a City for All Londoners and helping to create a safer,fairer,greener,healthier and mor
298、e prosperous city.The Mayors Transport Strategy sets a target for 80 per cent of all journeys to be made by walking,cycling or using public transport by 2041.To make this a reality,we prioritise sustainability,health and the quality of peoples experience in everything we do.We run most of Londons pu
299、blic transport services,including London Underground,London Buses,the DLR,London Overground,Elizabeth line,London Trams,London River Services,London Dial-a-Ride,Victoria Coach Station,Santander Cycles and the IFS Cloud Cable Car.The experience,reliability and accessibility of these services is funda
300、mental to Londoners quality of life.We manage the citys red route strategic roads and,through collaboration with the London boroughs,we are helping to shape the character of all Londons streets.These are the places where Londoners travel,work,shop and socialise.Making them places for people to walk,
301、cycle and spend time will reduce car dependency,improve air quality,revitalise town centres,boost businesses and connect communities.As part of this,our expanded Ultra Low Emission Zone scheme and fleet of increasingly environmentally friendly and zero-emission buses are helping to tackle Londons to
302、xic air.During the pandemic we took a huge range of measures to ensure people were safe while travelling.This included extensive cleaning regimes across the public transport network and working with Londons boroughs to introduce the Streetspace for London programme,which provided wider pavements and
303、 cycle lanes for people to walk and cycle safely and maintain social distancing.Londons recovery is vital to the UKs recovery as life returns to normal.We want to ensure London avoids a car-led recovery and we continue to reassure people the Capital and our transport network is safe and ready for th
304、em.We have constructed many of Londons most significant infrastructure projects in recent years,using transport to unlock much needed economic growth.This includes 1.Introduction and contents 49 Travel in London,report 15 major projects like the extension of the Northern line to Battersea Power Stat
305、ion and Nine Elms in south London,as well as our work at Barking Riverside and the Bank station upgrade.Working with the Government,we completed the Elizabeth line in time for Queen Elizabeth IIs Platinum Jubilee.This transformational new railway adds 10 per cent to central Londons rail capacity and
306、 supports the delivery of high-density,mixed-use developments,which are planned around active and sustainable travel to ensure Londons growth is Good Growth.We also use our own land to provide thousands of new affordable homes and our own supply chain creates tens of thousands of jobs and apprentice
307、ships across the country.We are committed to being an employer that is fully representative of the community we serve,where everyone can realise their potential.Our aim is to be a fully inclusive employer,valuing and celebrating the diversity of our workforce to improve services for all Londoners.We
308、 are constantly working to improve the city for everyone.This means using information,data and technology to make services intuitive and easy to use and doing all we can to make streets and transport services accessible to all.We reinvest every penny of our income to continually improve transport ne
309、tworks for the people who use them every day.None of this would be possible without the support of boroughs,communities and other partners who we work with to improve our services.By working together,we can create a better city as Londons recovery from the pandemic continues.1.Introduction and conte
310、nts 50 Travel in London,report 15 51 Travel in London,report 15 Section 1:Overall travel demand and mode shares 52 Travel in London,report 15 2.Consolidated estimates of demand and mode shares 53 Travel in London,report 15 2.Consolidated estimates of demand and mode shares 2.1 Introduction This chap
311、ter summarises trends in total travel in London and the principal factors affecting this over the longer term,including during the pandemic and early transport recovery.Although the pandemic had a major impact on total travel and mode shares during 2020 and 2021,the focus should now return to the lo
312、nger-term context and the trajectory towards the Mayors aim of an 80 per cent mode share for active,efficient and sustainable modes(walking,cycling and public transport)by 2041.2.2 Travel demand trends on the principal networks during the pandemic and Londons transport recovery Travel demand and rec
313、overy trends on the main transport modes Figure 2.1 shows the trajectory for aggregate travel demand on the main transport modes over the pandemic period,including the dramatic impacts of the early stages of the pandemic as well as the encouraging progress into the recovery through 2022.By October 2
314、022,representative average daily demand on the London Underground was at about 82 per cent of the pre-pandemic levels;bus demand was some 84 per cent and traffic on the TfL Road Network of major roads around 94 per cent of the pre-pandemic levels,although it had been close to this level since early
315、2021.The figure for all TfL-operated public transport modes was 85 per cent of the pre-pandemic baseline.The broad relativities between the modes established during the pandemic seem to have persisted for most of the recovery so far,although recent values from autumn 2022 suggest a strong recovery o
316、n the London Underground that is closing the gap with buses and the overall public transport trend.In interpreting the later 2022 months on figure 2.1,however,it should be noted that these have been marked by several external,non-pandemic events that have disrupted activity and travel patterns(such
317、as industrial action,the state funeral of Queen Elizabeth II,and extreme weather events)and it is therefore not yet possible to discern clear trends that could be regarded as representing settled post-pandemic levels of demand.Nevertheless,the persisting general upward trend for public transport,tog
318、ether with stable road traffic at slightly below pre-pandemic levels are notable.As yet there is no direct evidence of an immediate fuel price impact on Londons major road traffic in 2022.For comparison,figure 2.2 shows representative levels of demand on other transport modes as of autumn 2022(where
319、 possible),relative to a pre-pandemic baseline.2.Consolidated estimates of demand and mode shares 54 Travel in London,report 15 Figure 2.1 Average weekly demand on the main transport networks compared to the equivalent week before the pandemic,Mar 2020-Oct 2022.Source:TfL traffic and service perform
320、ance data.Notes:See figure 1 in the Overview.Figure 2.2 Indicative average weekly demand on transport modes in London,autumn 2022 vs representative pre-pandemic baseline.Source:TfL service performance data,TfL Cycle Hire and Office of Rail and Road.-100%-90%-80%-70%-60%-50%-40%-30%-20%-10%0%10%Week
321、commencingLondon UndergroundBusesTfL Road NetworkAll TfL public transport0%20%40%60%80%100%120%140%160%2.Consolidated estimates of demand and mode shares 55 Travel in London,report 15 In general,all public transport modes continue to show varying degrees of shortfall relative to the pre-pandemic dem
322、and,with the exception of cycling,where demand currently exceeds pre-pandemic levels,and TfL Rail and the Elizabeth line,where comparisons are complex due to the changes in services over the last few years culminating with the opening of the central section of the Elizabeth line in May 2022.Looking
323、at figure 2.2 in more detail:DLR and London Overground are typically seeing about 80 per cent of pre-pandemic demand,comparable to the position on the London Underground.London Trams recovery is slightly lower at just less than 80 per cent of pre-pandemic levels.The TfL Rail/Elizabeth line story is,
324、however,more complex.Prior to the opening of the central section of the Elizabeth line with services running between Paddington and Abbey Wood in late May 2022,demand on TfL Rail services from Paddington and Liverpool Street was on a par with equivalent pre-pandemic dates,likely due to the continuou
325、s expansion of services over the last few years due to the ramp-up to the Elizabeth line opening.The Elizabeth line itself,as of October 2022,was also showing a net increase in demand(of 16 per cent),but this is compared to its first week of operation in late May 2022 and not to a pre-pandemic basel
326、ine.Further details about the initial impacts of the central section of the Elizabeth line are described in chapter 9.Patronage on National Rail services in the London area(London and South East franchised operators)is only updated every quarter,and as such figure 2.2 shows the latest available data
327、 from April-June 2022(as opposed to the position in autumn 2022),which suggests that overall journeys on National Rail in London at that point were at around 74 per cent of the pre-pandemic levels,although noting that the impact of the prolonged industrial action was beginning to be felt.Finally,the
328、 latest indicative cycling trends from October 2022 from our limited sample of continuous automatic counters(mostly in central and inner London)show weekly demand at about 140 per cent of the pre-pandemic baseline,with Santander Cycles hires at around 111 per cent of the pre-pandemic level over the
329、same period,thus maintaining the pattern seen during the pandemic of significant increases to pre-pandemic levels of cycling in London.Features of pandemic travel demand persisting into the recovery The above averages conceal important features of interest,many of which have been observed during the
330、 pandemic and are discussed in more detail throughout this report.The most significant for planning the next phases of the recovery are:Relativities in demand and recovery between different modes.A striking feature of the pandemic has been the uneven pace of recovery among different modes.While for
331、instance major road traffic quickly bounced back to levels close to the pre-pandemic baseline,public transport has been slower to recover.And even among public transport modes there are differences between buses/trams and rail modes,the latter showing a slower recovery.These relativities have tended
332、 to persist even without formal restrictions,but there are signs that they may have started to narrow in the latter part of 2022.Active travel modes proved to be more resilient during the pandemic and the most recent data suggests that they have seen net gains since the pandemic.Both cycling and wal
333、king levels decreased less than other modes in relative 2.Consolidated estimates of demand and mode shares 56 Travel in London,report 15 terms during the initial outbreaks(as they were more suited to prevailing conditions)and recovered more quickly,in some cases leading to unprecedented levels of demand much higher than before the pandemic,which in the longer run have translated into a modest but