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(LBLambeth)wardsfallingintothearearesidentsidentifyasCamberwell,largelycoincidentwiththeSE5postcodearea.SE5postalareaTheareaisexperiencingunprecedenteddevelopment,withnewhomesbeingbuiltatorplannedforCamberwellFields,ElmingtonGreen,TheWing,Peabody(CamberwellRoad),CamberwellontheGreen,TriangleCourt,SultanStreet,RedcarStreet/WyndhamRoad,ComberGrove,there-developedMagistratesCourt,andSouthamptonWay,amongstothers.Typicallythesedevelopmentscontain35-50percentsocialandaffordablehousing.AccordingtotheTrustforLondon3bothLBSouthwarkandLBLambethhavehigherthanLondonaverageratesofpoverty31percentand30percent,respectively(London27percent).20.5percentofworkersinSouthwarkand19.5percentinLambetharelowpaid(0.5percentand1percentlessthantheLondonaverage).Southwark'sunemploymentrateis6.5percent-the4thhighestrateinLondon.InfantmortalityandprematuremortalityinbothboroughsarealsoabovetheLondonaverage. MappingofCamberwellhouseholdsshowshigherthanaveragelevelsofmultipledeprivationthanLBSouthwarkgenerally,alreadyapoorborough.ManyhouseholdsinCamberwellGreenandStGiles(BrunswickPark)wardsfallintothetwomostdeprivedquintiles.TfL'sEqualitiesImpactAssessmentoftheirproposalstakesnoaccountofthesesocio-economicfactors,despiteastudyofTfL'sownmodellingconcluding3https://www.trustforlondon.org.uk/data/boroughs/southwark-poverty-and-inequality-indicators/andhttps://www.trustforlondon.org.uk/data/boroughs/lambeth-poverty-and-inequality-indicators/

"Thelackof`connection'betweensomewherearoundaquarterofthecapital'sresidentsandmanyoftheactivitiesandopportunitiesthatarerequiredtoparticipatefullyinsocietycausesocialexclusioninLondon.Therearemanyreasonswhythis`disconnection'occurs,oneofwhichistheinabilityofpeopletophysicallyaccessopportunitiesbecauseoftraveldifficulties."4 Index of Multiple Deprivation Source: Southwark Demographic Factsheet, May 2015, Southwark Council TfLdoesassessage,disability,ethnicity,religiousandpregnancy/maternityfactorsinitsEqualitiesImpactAssessment,butdoesnotmapthesetoseewhethertheyfallinparticularlocations,norgiveanydetailastohowitquantifiestheimpactbeyondconsideringhow4Church,A.,M.FrostandK.Sullivan,TransportandsocialexclusioninLondon,TransportPolicy7(2000)pp195-205

easyitistoaccesstheconnectingservice,andwhetherbussheltersandseatingareavailable.Thisisasuperficialunderstandingofphysicalimpactsandignoresthepsychologicaleffects.NordoesitconsiderwhetherBAMEresidentsreceiveequaltreatmentcomparedtoWhiterailandTubeusers.CamberwellGreenward,attheheartofCamberwell,hasthefollowingcharacteristicsthatdemonstratetheneedforfullerandmorecarefulanalysisinunderstandingtheimpactofthechangesonvulnerableanddisadvantagedgroups:i. 61percentofthepopulationisBAMEii. 12percentofallworkingageadultsclaimedbenefitsin2016iii. 7percentofthepopulationisover65yearsofage;Southwark-widethisagegroupisprojectedtogrow32percent,twicetherateoftotalpopulationgrowth,by2030Healthiv. malelifeexpectancyof75yearsofage,over5yearsyoungerthanLondonaveragev. femalelifeexpectancyof83yearsofage,over1yearyoungerthanLondonaveragevi. 70percentmorehospitaladmissionsforchronicobstructivepulmonarydiseasethanEnglandvii. 33percenthigherincidenceforlungcancerthanEnglandviii. 27percenthigherincidenceofadmissionsforprostatecancerthanEnglandix. 7percentmorehospitaladmissionsforcoronaryheartdiseasethanEnglandThelocationoftheMaudsleyHospitalinCamberwellmeansahigherthanaverageproportionofpeoplesettlingintheareadosoforeasyaccesstocommunitymentalhealthservices.TfLacknowledgethatpeoplewithmentalhealthconditionsfinditmoredifficulttoaccesspublictransport.Camberwell&Peckhamconstituencycurrentlyhasanunemploymentrateof8.7percent,comparedto5.1percentacrossLondon5,withonlylimitedemploymentopportunitiesinCamberwell.Thismakesaccesstoaffordableandreliablebusservicescrucialtoaccessjobsacrossthecapital.Women,particularlyloneparentsandcarers,finditdifficulttoaccessemploymentwheretransportlinksareunreliableorlongtraveltimesincreasechildcarecosts,especiallythoseonlowwagerates6.Onaverage,maleCamberwell&Peckhamresidentsinworkearn£629.30perweek,13percentlessthantheLondonaverage;andwomen£588.00,6.5percentlessthantheLondonaverage.ThismarginalisationofmanyCamberwellresidents,particularlythoseexperiencingmultipledeprivation,hasundoubtedlycontributedtotherecentriseingangviolencewhichresultedin2tragicdeathsand5otherstabbingsthissummer.Whiletherearecomplexfactorsinvolvedhere,thefeelingofbeing'leftout'andofhavingfewopportunitiesinlifeleadstodisengagementandanti-socialbehaviour,particularlyamongstyoungpeoplewithlittlesocialresilience.5ONSviahttp://www.nomisweb.co.uk/reports/lmp/wpca/1929379926/report.aspx#tabempunemp6https://www4.shu.ac.uk/research/cresr/sites/shu.ac.uk/files/jrf-addressing-transport-barriers.pdf

Researchshowsthatpoverty,employmentandsocialexclusionareintrinsicallylinkedwithaccesstofrequent,reliableanddirecttransportservices:"Thereisalsoevidencethatthosewhoareoutofworkareparticularlyreliantonbusservices.Raikes(2016)citesstudiesshowingthatjobseekersaremorethantwiceaslikelytousebusesasanyoneelse(seealsoPTEG2015).Moreover,poorservicescanconstraintheabilitytofindandsustainwork.Onestudyfoundthatthat19percentofworkershaveturneddownajobbecauseofpoor-qualitybusservices(Mackieetal.2012citedfromRowneyandStraw,2014).Relianceonbusesisevengreaterforcertaingroupssuchaswomen,youngpeopleandthosewithlowerskills(Johnsonetal.,2014).Theirsurveyalsofoundthatathirdofunemployedrespondentsthoughtfindingajobwouldbeeasierifbusserviceswereimproved(intermsoflowerfares,higheraveragespeedsandmoreearlymorning/lateeveningprovision)(ibid.).Whileasmallnumberoflowincomeareasareconnectedtorailortramnetworks,thevastmajorityareservedexclusivelybybuses.Althoughclearlytherewillbemarkedvariationsbetweensuchneighbourhoods,areportbytheSocialExclusionUnit(2003)notedanumberofkeyreservationsconcerningthequalityoftheseservices:•Thefrequencyandtimingofservicesisoftenseentobeinadequatetomeetallneeds,particularlywithregardtoearlymorningandlateeveningdeparturesthatfitwiththegrowingtrendinflexibleworking,whetherthisbestandardshiftpatternsormorechangeablerotas.•Therearemajorconcernsaboutreliability,withcancellationorlaterunningofservicespotentiallycausingarrivalatworkplacesafterthecontractedstarttime,andthepenaltiesthatthismightincur.•Theseproblemsarecompoundedwherethedistancesfromhomestoworkplacesareprolonged,especiallyiftheyentailinterchangebetweendifferentservicesandtheconsequentrelianceonmakingconnectionsasscheduled."7Thisevidencesthatthereductionineasytoaccess,reliableandfrequentbusservicestothemainareasofemploymentincentralLondonwouldbeafurthercripplingblowtoCamberwell'sfragilecommunity,particularlycomingfastbehindthedecisioninSeptember2018refusingthere-openingofCamberwellstation,whichwasTfL'sownsuggestionasanalternativetoanextensionoftheBakerloolinetoCamberwell.TfL'spersistentrefusaltoacknowledgetheneedsofCamberwell,withitshighlevelsofsocialdeprivation,substantialBAMEcommunity,andageingpopulationwithpoorhealthandhighdependencyonaccesstoservice,isaclearfailinginmeetingitsPublicSectorEqualityDuty.SE5Forumobjectsinthestrongesttermstotheseproposalsandcallsforthemtobedropped. SE5ForumforCamberwellwww.se5forum.org.uk8November20187https://www4.shu.ac.uk/research/cresr/sites/shu.ac.uk/files/jrf-addressing-transport-barriers.pdf

AppendixTfL Proposals - excerpt "Blackfriars and London Bridge - Routes 35, 40, 45, 46, 343, 388 and RV1 Routes 35, 40, 45, 388 and RV1, all cross the Thames via either Blackfriars Bridge, Waterloo Bridge or London Bridge: • Route 35, a 24-hour service, runs between Clapham Junction and Shoreditch High Street • Route 40 runs between Dulwich Library and Aldgate • Route 45 runs between King's Cross and Clapham Park • Route RV1 runs between Covent Garden and Tower Gateway Station Through our review we identified excess capacity across routes 17, 45, 46, and 63 at King's Cross, where at the busiest time nine buses per hour are required to meet customer demand, and 18 buses per hour are scheduled. • Routes 45 and 46 provide a southbound link from bus stop D at King's Cross station to Gray's Inn Road/Chancery Lane station. Approximately 335 customers depart from this stop on this corridor in the busiest hour. Our data shows us that an additional journey on route 46 would provide sufficient capacity without route 45. • Approximately 710 customers arrive at King's Cross on routes 17, 45 and 46 from the Chancery Lane/Gray's Inn Road corridor at the busiest hour. Our data shows that the existing frequency on route 46 - of six buses per hour - and on route 17 - of seven buses per hour - would provide sufficient capacity to meet demand if route 45 did not serve this section. • Routes 45 and 63 run in parallel between Elephant & Castle and Charterhouse Street; providing links between this section and King's Cross. Approximately 325 customers arrive, and 470 depart from King's Cross on routes 45 and 63 during the busiest hour. Our data shows that existing frequency on route 63, of eight buses per hour, provides sufficient capacity to meet demand without route 45. In the morning peak hour approximately 670 customers travel northbound on routes 35 and 40 between Walworth Road and Newington Causeway/Borough High Street. In the evening peak hour approximately 620 customers travel southbound. We have identified surplus capacity between Newington Causeway and Borough High Street, where a combined frequency of 33.5 buses per hour is provided by routes 35, 40, 133 and 343 in the busiest hour and a frequency of 18 buses per hour are required to meet demand. Approximately 1,250 customers travel on routes 45, 63 and 388 on the Elephant & Castle to Blackfriars Road in the busiest hour. Our data has shown us that we have surplus capacity currently provided on the Blackfriars Road - Farringdon Street corridor. A maximum of 17 buses per hour during the peak are required, while 22 are currently scheduled across routes 45, 63 and 388. Surplus capacity is currently provided on the Blackfriars Road - Farringdon Street corridor, where a combined frequency of 22 buses per hour is provided on routes 45, 63 and 388 and a frequency of 17 buses per hour is required to meet demand. Surplus capacity is currently provided on the Newington Causeway - Borough High Street corridor, where a combined frequency of 33.5 buses per hour is provided on routes 35, 40, 133 and 343 in the busiest hour and a frequency of 18 buses per hour is required to meet demand."

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