• Reference: 2024/1770
• Question by: Neil Garratt
• Meeting date: 20 June 2024

Following the 2021 trial into “green person authority” pedestrian crossings trial and their subsequent entry into normal usage, what problems have been identified with this type of crossing? Have any changes been made to their mode of operation?

• Reference: 2024/1769
• Question by: Neil Garratt
• Meeting date: 20 June 2024

For the most recently available 12 month period, how many signal passed at danger (SPAD) incidents were recorded on each element of the TfL network: i) London Underground, ii) London Overground, iii) Docklands Light Railway, iv) TfL Rail, v) Trams, and vi) London buses?

• Reference: 2024/1768
• Question by: Neil Garratt
• Meeting date: 20 June 2024

What is the process to record and investigate a signal passed at danger (SPAD) incident on London Underground?

• Reference: 2024/1767
• Question by: Neil Garratt
• Meeting date: 20 June 2024

What is the process to record and investigate a signal passed at danger (SPAD) incident on London buses?

• Reference: 2024/1766
• Question by: Neil Garratt
• Meeting date: 20 June 2024

What use does TfL make of isochrone or reachability maps when planning services?

• Reference: 2024/1765
• Question by: Neil Garratt
• Meeting date: 20 June 2024

To what extent does TfL prioritise reducing journey times across London or between key origins and destinations? How do you go about this?

• Reference: 2024/1764
• Question by: Neil Garratt
• Meeting date: 20 June 2024

When planning changes to the road network and bus routes, how does TfL measure the expected impact on journey times, and how much weight is this given in decision making?

• Reference: 2024/1763
• Question by: Neil Garratt
• Meeting date: 20 June 2024

When compared to the "Sent to Hospital" data for the same period, the KSI data you provided in your response to question 2024/1536 shows a substantial difference between that data and that found in the CSV files on TfL's website: for the period 2014-2020, TfL's KSI data is about 80 to 85 percent smaller than the "Sent to Hospital" data in the CSV files. Taking into account your response to questions 2024/1579 and 2024/1580— i.e. "data about members of the public’s health is not available to TfL" and "the current health status or conditions of people who have been involved...

• Reference: 2024/1762
• Question by: Neil Garratt
• Meeting date: 20 June 2024

For the period 2014-2020, there appears to be an 80-85 percent discount between TfL's "Sent to Hospital Data" and TfL's published KSI Data. This discount changes markedly in 2021, where TfL's “Serious Injury Data” represents 30 percent of the "Sent to Hospital" tally and 2022, where it's over 40 percent. For 2022 and 2023, what accounts for the surge in lethality of the "Sent to Hospital" bus safety incidents?

• Reference: 2024/1761
• Question by: Neil Garratt
• Meeting date: 20 June 2024

How do you reconcile your statement made in your responses to questions 2024/1579 and 2024/1580 such as "data about members of the public’s health is not available to TfL" and "the current health status or conditions of people who have been involved in bus incidents in the last eight years is not something that TfL can report on" with, in your response to question 2024/0958, your confirmation "that all of the people involved in the incidents leading to serious injuries at bus garages – who were all bus workers – have since made a full recovery"?