News round-up September 2025

Featured in the Future Transport London Newsletter September 2025

LTNs work

Research by the University of Westminster and the London School of Hygiene and Tropical Medicine have shown conclusively how Low Traffic Neighbourhoods reduce the risk of injuries. In London between 2015 and 2024 the reduction was 35 per cent for all injuries and 37 per cent for deaths and serious injuries, with smaller reductions in outer as opposed to inner London. This equates with a reduction of 600 injuries including 100 involving death or serious injury. Where LTNs have been removed figures revert back to pre-intervention levels.

It is often said that traffic is diverted to boundary roads and that injuries would therefore increase there, However, the research shows that overall there is no change but the rates for cyclists and pedestrians actually decreased.

The Conservative government commissioned a report on LTNs hoping to show that they were ineffective. Like the present report this showed the contrary and the report was quietly shelved. The Conservative government also alleged that LTNs were unpopular but this is also rebutted by the report.

Silvertown and Blackwall Tunnels

Traffic volumes through the Blackwall and Silvertown Tunnels have fallen from 91,000 to 88,000 vehicles per day since the opening of the new Silvertown Tunnel. As a result, traffic is now flowing more smoothly through both tunnels. Campaigners argue that the introduction of tolls on both routes—rather than the addition of new capacity—is the likely reason for the improvement, suggesting that congestion could have been eased without building a new tunnel.

Meanwhile, traffic has slightly increased through the Rotherhithe Tunnel, and the Woolwich Ferry has seen a 36 per cent rise in usage since tolls were introduced—indicating that rather than disappearing, some traffic is simply being diverted to other crossings.

The shuttle service for cyclists using the Silvertown Tunnel is seeing low usage and may be withdrawn if numbers do not improve. Cyclists argue that the shuttle’s terminal locations are poorly situated. Chris Todd from Transport Action Network commented: ‘The problem with this service is the quality of the cycle infrastructure on either side of the tunnel, which is unattractive and indirect, involving large detours and multiple road crossings.’

Vision Zero Action Plan 2

The GLA issued its Vision Zero Action Plan in 2018. The aim was that no one should be killed or injured by road collisions on London’s streets by 2041. The plan proposed reducing the dominance of motor vehicles and creating streets safe for active travel by lower speeds, creating street layouts which are safer for non-motorised road users and installing safety features on vehicles.

Caroline Russell, Green Greater London Assembly member, has produced a report building on the GLA document. She advocates more pedestrianisation, building on the proposals for Oxford Street, more streets with lower speed limits including the use of 10mph zones, more Liveable Neighbourhoods schemes and parking surcharges for SUV type vehicles. She also praises the installation on street corners of simpler and cheaper zebra crossings without the need for zig-zag lines and flashing lights. Despite the fact that these are not currently approved by the DfT they are being trialled in Manchester and Westminster.

The full report makes 25 recommendations and the hope is that they will be incorporated in an update of the Vision Zero Action Plan.

Holding boroughs to account

Each year Healthy Streets Scorecard records the London boroughs’ performance in six areas (LTNs, 20mph zones, CPZs, protected cycle lanes, school streets and bus priority measures). The scorecard for 2025 was published in July and shows that, slowly, London streets are getting safer and healthier. 

Islington is the overall winner in inner London for progress it has made, and Waltham Forest wins for outer London. Newham is praised for a dramatic increase in its place, rising from 13^th to 8^th. The borough expanded 20 mph limits from 41.0 per cent to 99.0 per cent of borough‑managed roads, putting it alongside a number of other inner London boroughs for which 20 mph covers the entire borough. CPZ coverage in Newham remains effectively total.

This year saw the introduction of 98 new traffic-free school streets across London. Five boroughs increased coverage of 20mph speed limits and six extended the coverage of Controlled Parking Zones.

The City and Hackney are praised for the increase in LTN coverage and Kingston and Brent for 20mph coverage. Although it is not part of the Scorecard’s coverage, TfL is also praised for the extension of 20mph limits on many of their trunk roads.

There are several boroughs on the extreme edge of London which are hardly advancing in the implementation of measures to calm traffic and improve road safety and air quality. Bexley, Bromley, Hillingdon and Havering perform particularly badly on most measures.

Full results can be seen at https://www.healthystreetsscorecard.london/results/.

TfL to Stop SUBBs

The government has announced that it is asking local authorities to pause the rollout of Shared Use Bus Boarders (SUBBs).

There are two types of 'floating bus stops.' The first, bus bypasses, route the cycle lane behind the bus stop, allowing passengers to board and alight without crossing the cycle path. The second type, Shared Use Bus Boarders (SUBBs), place the cycle lane between the bus stop and the bus itself—increasing the risk of collisions between cyclists and passengers getting on or off the bus.

Many disability groups, along with other organisations (including us—see our article in Newsletter No. 51), have long campaigned against SUBBs, and some oppose floating bus stops entirely. However, cycling groups continue to defend their use. Simon Munk, Head of Campaigns and Community Development at the London Cycling Campaign, stated that ‘there is no evidence that visually impaired, other disabled, or elderly people are finding floating bus stops so difficult to navigate that they are avoiding them.’

The challenge of managing safe interaction between cyclists and bus passengers remains unresolved. While designated cycle lanes separated from both pedestrians and vehicles are standard and effective in many places, SUBBs present a unique issue: pedestrians must cross the cycle lane at right angles to board the bus, rather than moving parallel to it.

Some proposed solutions include warning signs for cyclists, mini pedestrian crossings, or even small traffic signals that activate when a bus is present. However, campaigners question whether such rules would be consistently respected in practice

Judgment on West Dulwich LTN scheme

In a much publicised ruling, the High Court ruled that Lambeth Council’s consultation on Experimental Traffic Orders (ETOs) was unfair and had not taken into account all material considerations. This followed a campaign by West Dulwich Action Group (WDAG) who claimed that the proposed scheme would increase pollution and that 67.5 per cent of local residents were opposed to it.

The Pro-LTN group, Better Streets West Dulwich, quoted a study by Imperial College which found quality improved inside LTNs, and that there was no increase on boundary roads. They also questioned the claim that 67.5 percent opposed the scheme pointing out these were the people who felt unhappy with the current situation and which could have included those both for and against the scheme.

The judge has given both sides the opportunity to make ‘further submissions’ on what should happen with the ETOs for the LTN. Better Streets West Dulwich are working on that.