This is Mr Edwards' reply...
By Rob Edwards, Islington Borough Engineer, NC Area, TfL Street Management
Detection associated with pre-signals allows times operation to respond to the proximity of a bus so as to minimise potential delays. This relies on buses being able to reach the point of detection but the presence of other traffic can prejudice this. Thus, from an operational viewpoint, TfL Street Management generally seeks to exclude all motor vehicles except buses from bus lanes that feed a pro-signal facility.
   As you will be aware, the facility at The Angel was introduced by the Traffic Director for London in 1997. The scheme involved the moving of the central reserve in Upper Street to the west to allow the Duncan Street to Liverpool Road part of the bus lane to be widened to double width (keeping the same number of southbound lanes). The scheme also involved the extension of the hours of operation of this bus lane to 24 hours and installed a pre-signal at the end of the bus lane to allow buses to pass through the Liverpool Road / Islington High Street / Upper Street junction in advance of other southbound traffic. This particularly benefits buses turning right into Pentonville Road. In order to achieve the desired bus priority, the scheme required that only buses (and pedal cyclists) could use the bus lane and pre-signal area. Accordingly all other traffic, including taxis, were excluded from the bus lane, bus pre-signal and bus stops.
   Surveys were carried out in 1997 and 1999 to determine the impacts of the scheme.

WHY TAXIS CAN'T USE THE ISLINGTON BUS LANE

Usual sight, hold up for taxis whilst the bus lane is empty

1. The number of taxis illegally using the bus lane and bus gate has contributed to congestion between Liverpool Road and The Angel. This has an adverse impact on bus operations.
2. 80 buses an hour use this bus lane serving three bus stops, which occupy approximately 73 metres of kerb length. The intrusion of other vehicles within this kerb length can prevent buses reaching the kerb or being aligned correctly to permit direct access onto the footway. It is considered that permitting taxi access to drop off or pick up in this area would have a clear adverse impact on bus operations.

3. There is a tendency for pedestrians crossing from west to east to cross during the "bus only" stage when the road is clear. Whilst this behaviour is not encouraged, the risk associated with it is considered to be relatively low taking into account the low speed of buses leaving the stops and their visibility. Where taxis "cut through" the bus lane and pre-signal, this risk to pedestrians is considered to he significantly higher.

In response to the recent representations on this issue, a site meeting was held on Friday 11th of July attended by Peter Brown, the Assistant Director Street Management, Ed Thompson the Director of Taxis and Private Hire and Tom Scullion and John Pace from the Society of Professional Licensed Taxi Drivers. It is recognised that the current layout does cause some difficulty for taxi operation, particularly in terms of pick-up and set-down activity. Accordingly options to enhance facilities upstream and downstream of the 24hour bus lane is being investigated and some alteration to signage has been undertaken to aid clarity. However it is felt that to avoid a significant issue in terms of pedestrian safety and promote the maximum benefit to the large number of buses and bus passengers using this facility, the
exclusion of taxis should remain.
Robert Edwards - TfL Street Management (North Central Area)

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