Effects of Bus Lane suspension/withdrawal/dilution

[Dentonian]

As many in GM will have seen amongst the the latest ideas for cutting congestion is to have HOV lanes (3+ passengers). Of course, as this is reported in the Media details are sketchy and contradictory. Consequently its not known if this is in addition to existing bus lanes (ie on different corridors) or conversion of existing bus lanes as the BBC seem to think (and frankly,so do I). If the latter, its not clear whether it will be an experiment on certain bus lanes (and if so,which) or just straight conversion of all bus lanes in the county. Of course, this has led to calls on Social Media to copy Joe Anderson and simply scrap all bus lanes.

Notwithstanding, taking Liverpool as a single example, I was wondering what has been the effects on journey times - and ultimately, congestion, ridership, service levels and fares where bus lanes have been either diluted to HOV lanes or simply scrapped?
Has there been a different effect in areas where bus loadings had been highest than where they are lower?
And how have HOV lanes been enforced?
I read an article about (iirc) Gloucester area where they simply weren't enforced and therefore the bus lane was effectively removed even if the council claimed it was simply converted to HOV.

As ever, being a non-motorist, I'm just feeling the weight of yet another straw on my back (makes camel type noise)...........

 

[Dentonian]

I'm a little surprised no one can answer any of these points. Maybe its only Liverpool that has done it and no one here has experienced "before and after". One question I forgot to ask was, whether removal of bus lanes also led to more blocking of bus stops on sections where there used to be a Bus lane?

 

[radamfi]

Aside from the possible effect on buses, it is debatable whether HOV lanes significantly reduce congestion, if at all. It relies on a significant amount of people deciding to car share who didn't before. HOV lanes are quite popular in parts of the USA, but are relatively scarce in Europe. In general, they are typically used on major highways, not local roads, so don't affect buses very much.

Aside from Liverpool, I can think of bus lane removals in Birmingham and Welling in SE London (a "borough" road not managed by TfL). Bus lanes in the UK are relatively ineffective compared to elsewhere because they are too narrow, meaning that buses have to drive slowly past cars next to the white line and typically cut out just before the junction to allow left-turners into the lane. In other countries, the bus lane is provided at the junction itself, often with its own traffic signal which turns to green when the bus approaches. (When I say "green", that could also mean a white line, as buses use the same signals as trams do in the UK).

 

[Fawkes Cat]

OK, I'll bite. For perspective, I use buses into Liverpool maybe once a week and that's in the evening, but since no one else has waded in I may be the best available source.

After initial grumbling by the bus companies, everything seems to have settled down. I don't get the impression that ridership has dropped off, or that buses are persistently late against timetable. So although Big Joe may just have been being populist, I don't think he's done any real harm. This may be because as far as I can tell enforcement of all but a very few bus lanes was non-existent, and given Merseysiders' approach to petty regulation (traffic lights, yellow boxes, that sort of thing) is to ignore it, I am not convinced that the bus lanes actually advantaged buses much if at all - they were either being driven in by cars, or used as parking bays. Essentially Joe Anderson was just recognising reality.

 

[Bletchleyite]

Aside from Liverpool, I can think of bus lane removals in Birmingham and Welling in SE London (a "borough" road not managed by TfL). Bus lanes in the UK are relatively ineffective compared to elsewhere because they are too narrow, meaning that buses have to drive slowly past cars next to the white line and typically cut out just before the junction to allow left-turners into the lane. In other countries, the bus lane is provided at the junction itself, often with its own traffic signal which turns to green when the bus approaches. (When I say "green", that could also mean a white line, as buses use the same signals as trams do in the UK).

Agreed. The UK does bus lanes so badly, by and large, that many serve little purpose, and this situation is an example of that. The ones on Midsummer Boulevard in MK are worse than useless (that section of road is never congested) - all they do is cause accidents by cars turning left across the bus lane.

Absolute bus priority and overtakes at junctions and other locations is what speeds up bus journeys, not, by and large, long sections of bus lanes. We are starting to get these in the UK but there are precious few.

 

[Fawkes Cat]

Merseysiders' approach to petty regulation (traffic lights, yellow boxes, that sort of thing) is to ignore it

Actually, I am being a bit unfair here - and it may also be the same elsewhere, so a couple of counter-examples from Liverpool:

- the West Derby Road is maybe three miles of three lane dual carriageway. But everyone sticks to 30 mph. Why? Because there are speed cameras which are frequently loaded. I have never yet had a ticket from it. Why? Because like everyone else, I think the risk is too great. Enforcement means I follow the rules.
- the Mersey road tunnels. The rule is that you don't change lane in the tunnel. As far as I can see, there's no enforcement of the rule. But it's overwhelmingly obeyed, much as the rule to stand on the right is overwhelmingly obeyed on London Underground escalators.

So if you want people to follow a rule, it needs to be enforced. Except sometimes when it doesn't. The clever trick is to identify when is sometimes.

 

[Dentonian]

Actually, I am being a bit unfair here - and it may also be the same elsewhere, so a couple of counter-examples from Liverpool:

- the West Derby Road is maybe three miles of three lane dual carriageway. But everyone sticks to 30 mph. Why? Because there are speed cameras which are frequently loaded. I have never yet had a ticket from it. Why? Because like everyone else, I think the risk is too great. Enforcement means I follow the rules.
- the Mersey road tunnels. The rule is that you don't change lane in the tunnel. As far as I can see, there's no enforcement of the rule. But it's overwhelmingly obeyed, much as the rule to stand on the right is overwhelmingly obeyed on London Underground escalators.

So if you want people to follow a rule, it needs to be enforced. Except sometimes when it doesn't. The clever trick is to identify when is sometimes.

Interesting; bus lane (and of course, bus stop) abuse remains widespread throughout GM even with cameras. M'cr City Council didn't do themselves (or TFGM, Operators or passengers) by waiting 15 months before enforcing the Oxford Road bus lanes, so now the Media has rounded on them for issuing tens of thousands of fines in only a few months! Speeding also remains rife, not least because its been worked out that by driving 34mph in a 30 zone you have a greater chance of hitting a sequence of green lights. Also, lane discipline is completely shot.

 

[Busaholic]

OK, I'll bite. For perspective, I use buses into Liverpool maybe once a week and that's in the evening, but since no one else has waded in I may be the best available source.

After initial grumbling by the bus companies, everything seems to have settled down. I don't get the impression that ridership has dropped off, or that buses are persistently late against timetable. So although Big Joe may just have been being populist, I don't think he's done any real harm. This may be because as far as I can tell enforcement of all but a very few bus lanes was non-existent, and given Merseysiders' approach to petty regulation (traffic lights, yellow boxes, that sort of thing) is to ignore it, I am not convinced that the bus lanes actually advantaged buses much if at all - they were either being driven in by cars, or used as parking bays. Essentially Joe Anderson was just recognising reality.

I remember reading that Arriva in Liverpool had had to increase their pvr as a direct result of the scrapping of bus lanes, based on experience of the result, not as a kneejerk reaction. The figure for extra buses was either seven or nine, I think the latter.

 

[Dentonian]

Aside from Liverpool, I can think of bus lane removals in Birmingham and Welling in SE London (a "borough" road not managed by TfL). Bus lanes in the UK are relatively ineffective compared to elsewhere because they are too narrow, meaning that buses have to drive slowly past cars next to the white line and typically cut out just before the junction to allow left-turners into the lane. In other countries, the bus lane is provided at the junction itself, often with its own traffic signal which turns to green when the bus approaches. (When I say "green", that could also mean a white line, as buses use the same signals as trams do in the UK).

The irony in GM is that the more recent Bus Lanes (1990s) were implemented in a completely opposite way to most LA spending, and its the one context whee its failed. Where most public spending is concentrated on specific areas, bus lanes were spread thinly around the county, resulting in 300 metre stretches here and 400 metres there, and usually narrowing two lanes down to one. A proper bus lane should be continuously unbroken (except for junctions) for long stretches and should start where there is at least three lanes of existing traffic.

That said, you can't just go ripping them up or converting them to HOV (which is just an insidious way of scrapping them) across the board. A test scheme should be undertaken on a corridor where there is least at stake for the travelling public (ie. high car/cycle owning catchment area), to monitor exactly what the effects are in increased running time, increased cost, lost patronage/revenue and ultimately reduced services.

The reason I say HOV is insidious is because it is unenforceable in practice, over and above the fact that LAs have proved they aren't willing to enforce bus priorities except where there is political strength (ie. University corridor). Further, allowing HOVs, especially Private Hire cabs will effectively send out the message; you can now use bus lanes, so you might as well block bus stops in or close to those bus lanes (eg. Undercroft, Piccadilly) with impunity. It really is the thin end of the wedge. I would go the opposite way and make bus lanes and bus stops exactly what they say on the tin. Apart from emergency vehicles (on emergencies), only buses operating registered local services should be allowed in bus lanes/on bus stops. No taxis ("black cabs" or private hire) no security vans, no private hire coaches, no goods vehicles, nothing. Apart from anything else, bus stop blockers should be charged under accessibility legislation.

 

[Dentonian]

I remember reading that Arriva in Liverpool had had to increase their pvr as a direct result of the scrapping of bus lanes, based on experience of the result, not as a kneejerk reaction. The figure for extra buses was either seven or nine, I think the latter.

As I feared! I do remember local Media interviewing bus passengers (a miracle in itself!) on one of the affected routes a few days after and they said it was adding 15 minutes to their journey time, but I wondered if things had settled down since. Seemingly, not.