TfL failed to expand protected cycle network on red routes last year, new data reveals

Transport for London (TfL) failed to build any new protected cycle tracks on their own road network last year, new analysis has revealed.

The Transport for London Road Network (TLRN) represents around five per cent of London’s roads by length and carries around 30 per cent of the capital’s traffic, with the rest of the city’s streets controlled by individual boroughs.

Currently, 13.6 per cent of the 1,009km-long TLRN has protected cycle track, which is higher than any London borough or the City of London, according to the annual Healthy Streets Scorecard.

The report, released this month by London’s Healthy Streets Scorecard Coalition (LHSSC), shows that the 137km of dedicated cycle lanes under the network’s control was not added to in the 12 months since March 2025 — though TfL officials pointed to recent cycle lane installations on Lambeth Bridge and current work at Nine Elms Lane and A23 Streatham Hill.

Simon Munk of the London Cycling Campaign, which is part of the LHSSC, told the LDRS: “This year, for the first time, the Healthy Streets Scorecard gave TfL’s ‘TLRN’ red routes a look at specifically.

“The Mayor’s made great strides in delivering the ‘Healthy Streets’ agenda in general, but there are weak points, particularly in TfL’s delivery.

“TfL officers frequently talk about a ‘step change’ needed to ensure London gets truly healthy streets where kids play out, people walk and cycle — but there’s little sign of it that change and far too much ‘business as usual’.”

The scorecard showed that TfL did roll out more 20mph limits, as well as adding 19km of bus priority lanes, including a new 10km bus lane on Bromley Road in Lewisham.

However, the data also showed a 2.4 per cent increase in serious and fatal road casualties, known as KSIs, on the TLRN.

The danger was particularly apparent on high streets and in town centres, with very high numbers of casualties cited in places such as Brixton town centre, Clapham High Street and Whitechapel Road.

The analysis also notes that as many as 7.5 per cent of crossings on the network do not have any ‘pedestrian phases’ where Londoners can safely cross, while almost half have only partial coverage — where one or more of the arms has no pedestrian phases.

“In the last year of data, despite TfL delivering more 20mph limits, collisions have risen, and traffic volumes and rollout of cycle tracks and bus priority measures have essentially flatlined while nearly 60 percent of TfL junctions have missing pedestrian signals,” Munk said.

“London faces crises of climate, road danger, inactivity-related ill health and far more. TfL needs to make that ‘step change’ now, not later.”

An LHSCC spokesperson added: “In the last year, there were increases in 20mph speed limits and bus lanes; but no increase in protected cycle track, no reduction in traffic levels, an alarming number of junctions with no ‘green man’ crossing, and a 2.4 per cent increase in serious and fatal casualties.

“This is the first year we have published scores for the roads that TfL manages and we really hope it will encourage the Mayor to dramatically increase the pace of improvement on London’s arterial routes.”

While the Mayor of London does not control the actions of the capital’s boroughs, his overall transport strategy suggests that he wants 80 per cent of journeys in London to be made by walking, cycling or public transport by 2041, as well as ensuring there are no KSIs on the roads.

Green Party London Assembly Member Caroline Russell told the report launch that City Hall and TfL could still be doing more to tackle the “elephant in the room” — traffic congestion.

“The urgency to reduce the number of cars in London couldn’t be clearer,” she said.

“To do well at this, boroughs need strong political direction. Achieving that cross-party consensus is something that campaigners can really support.

“However, in boroughs where people feel dependent on cars, it can be harder to galvanise that political support and direction.

“We have till 2030 to meet some of the Mayor’s interim targets — TfL and boroughs need a continuous pipeline of schemes, genuine alternatives to private car use and a replacement for ZipCar [car sharing scheme].

“It is understandable that people will have objections to be told to drive less when convenient alternatives are not in place. Public transport is often unreliable in outer parts of London.

“We need to reduce the sense that people feel they need to own a car. TfL need to operate more buses, build more safe cycle routes and allow people safe crossings.”

Helen Cansick, TfL’s head of healthy streets delivery, told the LDRS: “We’re determined to make roads safer, and have worked closely with London’s boroughs over the past year to deliver new infrastructure across the capital — including new Cycleways, with a network that now spans more than 440km, up from 90km in 2016. More than £158mn has been allocated for Healthy Streets this financial year, including £94.8mn for boroughs to deliver the schemes set out in their approved Local Implementation Plans — an increase of more than £7mn compared with 2025/26.

“We have recently completed construction of a cycleway on Lambeth Bridge and a safe cycle crossing on Marylebone Road at the junction with Harewood Avenue, and we are in construction on routes on the A23 at Streatham and Nine Elms Lane — all of which are TfL roads. By investing in safer streets, reliable public transport and high-quality active travel routes, we’re helping ensure every community can benefit from cleaner air, better connections and more sustainable ways to move around our city.”

Healthy Streets Scorecard 2026: TfL Road Network.

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