Traffic Light Sensor
Traffic light sensor on Beechwood Avenue does not detect 6061 T6 aluminium bike frames very well
This section lists issues - problems on the street network and related matters.
Issues always relate to some geographical location, whether very local or perhaps city-wide.
You can create a new issue using the button on the right.
Listed issues, most recent first:
Created by MikeF // 1 thread
Traffic light sensor on Beechwood Avenue does not detect 6061 T6 aluminium bike frames very well
Created by MikeF // 1 thread
Traffic light sensor on Tavistock Road at Derriford roundabout (inbound) is unable to detect cyclist correctly forcing extremely long waits in the early hours until a car comes along to trigger the lights
Created by Tom Chance // 1 thread
Making it safe and convenient to travel from Sydenham Hill onto London Road and then onto Wood Vale would improve the link from this part of Sydenham / Crystal Palace into East Dulwich and onto the LCN 25 and 22 routes north.
Currently one can either dismount at the bottom of the hill, cross Sydenham Hill and then London Road by foot and then take the off-road cycle lane onto Wood Vale; or one can cycle left onto London Road, cross two lanes of traffic, brake into the little cut and cross over the southbound traffic to get onto Wood Vale. The first route is slow and inconvenient, the second is dangerous.
Created by David Earl // 1 thread
According to the Cambridgeshire Road works register, Pembroke Street is going to be closed for a long period starting September 2 by the museum of Zoology. Not clear what, if any, the impact on cycles would be, but the hole will be a dramatic 10m deep, so the works will presumably be quite extensive. Also, Tennis Court Road closed for one day on August 9 to prepare.
http://roadworks.org/?u_se_id=30862209:1&e=545014&n=258186&z=7&t=b
Created by Chris Sandbrook // 1 thread
I have just watched a police car over-run the advanced stop lines twice on Gilbert road, once at the Carlton Way cross roads and then again at the Milton Road T-junction. Both times the police car was approaching an already red light, so they had ample time to stop before the line. The second time they filled at least half of the box. If the police in Cambridge can't be relied on to respect the advanced stop line, how can we expect the general public to do so? Does anyone have similar stories or any suggestions on what to do about it? I didn't get the number plate unfortunately, because I thought turning round and photographing a police car on my phone might be more trouble than it's worth!
Where the quite good segregated cycle lane joins The Ride, DfT advice was certainly NOT followed. As per DfT advice, when cycle lanes are merged with the carriageway, it should be done via a length of dropped kerb that is flush with the carriageway and the cycle lane shouldn't be joined at a 90 degree angle to the road.
Here, the cycle lane runs parallel to the road for a short distance before it loops around a large boulder specifically placed to force cyclists around and then finally joins the road at a 90 degree angle.
The kerb, though dropped, is far from flush and creates a risk for cyclists joining the track from the road.
This junction between the road and the track should be scrapped and redone according to DfT guidelines.
Created by WilliamNB // 0 threads
When cycling from Marsh Mills towards town, the pavement is a bi-directional shared path, albeit of poor quality and far too narrow to be safe. As you approach the junction where the off-ramp for Old Laira Road veers off to the left, cyclists are forced around a barrier to meet the road perpendicularly, where they have to wait until there is a large enough gap in traffic to allow them to cross.
This is one of Plymouth's main cycle routes into and out of the city, while Old Laira Road is not a main arterial route and indeed has a 20mph speed restriction in place further on.
It would be good if the on-footway cycle provision can become a segregated cycle path for a short distance, which may be continued across the slip road veering off to the left, as has been done on Laira Bridge Road recently, as well as on Alma Road, approaching the junction with Outland Road and Milehouse Road.
Clear signage could be erected to show traffic wishing to cross the cycle track that it should yield to cyclists.
The cycle track should be continued past the small traffic island and retain priority over traffic joining from Old Laira Road, before it can merge again with the shared pavement along Embankment Road.
Created by WilliamNB // 0 threads
When cycling north-bound along Tavistock Road, there is a cycle lane in places. Once out from under the Crownhill Road bridge the lane turns sharply left, forcing cyclists to yield to traffic joining Tavistock Road from the left.
The Highway Code states you should yield to traffic from the right and this junction is very dangerous to cyclists. It would be far better to simply continue the cycle lane straight ahead and erect yield signs to traffic joining Tavistock Road
Created by WilliamNB // 0 threads
When Chapel Street was recently renovated and resurfaced, new on-carriageway cycle lanes were painted. Sadly (predictably?) these lanes end just when they are most needed.
The fact that the lane ends, when cycling in a northernly direction, is in itself an annoyance.
The manner in which it ends is stupid beyond belief:
A yield sign has been painted at the end of the lane. This means, to remain perfectly within the law, cyclists riding in the lane must yield to traffic traveling in the same direction and may only proceed when there's no traffic approaching from behind.
It is legally possible to avoid having to yield by leaving the cycle lane before it ends and by riding on the main carriageway.
Created by WilliamNB // 1 thread
When travelling along Billacombe Rd in a westerley direction, there is a dedicated right-turn lane at the junction with The Ride. As is the case with many traffic lights across the city, there is an induction loop system buried in the road.
This seems unable to detect the presence of cyclists waiting to turn right at the lights, thus forcing cyclists to skip a red light.
Martin Lucas-Smith // 1 thread
The Cambridge News reports that new traffic calming is to be installed on Fen Road.
Cyclists' views ought to be included so the opportunity is taken to improve things for cycling rather than make things worse.
http://www.cambridge-news.co.uk/News/150k-project-to-tackle-Fen-Road-racers-20130803060000.htm
Created by DaveE // 0 threads
The dropped kerb is about 5-10m down the pavement from where the cycle-path meets the road. This encourages cyclists to cycle along the pavement and there are no shared use signs to warn pedestrians.
Created by DaveE // 0 threads
The link between the cycle-path and Trent Close is missing. It is expected that cyclists should dismount, negotiate a large number of parked cars, and an un-dropped kerb to go from cycle path to road or vice-versa. This is unreasonable and I can't think of a reason not to have the cycle path join straight into the end of the road with no interruption.
The current situation encourages cyclists to cycle along the pavement for entire length of Trent Close to reach a dropped kerb, causing unecessary delay and potential conflict between cyclists and pedestrians, as the pavement isn't very wide.
Created by DaveE // 0 threads
The road surface on Wimlands Road is quite dangerously poor. There is much gravel on the road, particularly in the centre, and there are numerous small potholes to dodge.
This is leading to a risk of accidents involving cyclists and putting off inexperienced cyclists from cycling to work.
Created by DaveE // 0 threads
The lights seem to always wait until no traffic is coming on the road before changing in favour of cyclists/pedestrians using the cycle route (NCN 20) to cross the road.
The road is very busy and this equates to extended unecessary delays. What is the point in lights that hardly ever stop cars?
This, combined with the terrible surface of the path to the south, is discouraging cyclists from using the cycle route, pushing them onto the very busy road junctions to the east and west, which have little to no cycle provisions.
Another effect is encouraging people to take risks crossing before the ligths have changed, and leaving the lights to (eventually) change when no-one needs to cross any more.
Created by DaveE // 0 threads
The lights seem to always wait until no traffic is coming on the road before changing in favour of cyclists/pedestrians using the cycle route (NCN 20) to cross the road.
The road is very busy and this equates to extended unecessary delays. What is the point in lights that hardly ever stop cars?
This, combined with the terrible surface of the path to the south, is discouraging cyclists from using the cycle route, pushing them onto the very busy road junctions to the east and west, which have little to no cycle provisions.
Another effect is encouraging people to take risks crossing before the ligths have changed, and leaving the lights to (eventually) change when no-one needs to cross any more.
The condition of the cyclepath is so bad that a road bike with narrow tyres cannot be comfortably or safely ridden along the cycle side of the segregared path. There are numerous potholes of more than 25mm depth and quite a bit of loose gravel besides a generally very rough surface. The surface is more pothole than surface in places! It is even bad for mountain bikes and especially bad for small wheeled bicycles such as folding bicycles. This is forcing cyclists to use the pedestrian side of the path, with the potential for safety issues and confrontation. Last seen mid July 2013.
Cycling provision totally inadequate in proposals.
Created by Jon Warbrick // 1 thread
Contractor's safety fencing for some of the work going on adjacent to Addenbrookes has been put up on the adjacent cycle path, presumably because it's easier to to that than put it up in the building site itself. Unfortunately this obstructs about a third of the path.
Whoever did this obviously realised that this was problematic, since they have painted the path side of all the bases yellow. Unfortunately this doesn't help in the dark.
I can't see any obvious contact details for the contractors, apart from 'Tamdown' on an attached 'Danger - Deep Excavation' sign. Anyone any idea how to get this addressed?
Notice is herby given that Southampton city council
proposes to make the following
The City of Southampton(various roads)
(movement restrictions)(amendment no9)order 2013
1. the effect of the order is to remove the contraflow cycle lane on
second avenue between first avenue and the north-westernmost
access to the NXP site, approximately 150metres south-east of allington
road thus reverting this part of second avenue to two way traffic. The
contraflow cycle lane will remain on the part of second avenue between
the north-westernmost access to the NXP site and allington road.
2.Copies of the order, relevant map and statement of reasons for
proposing may be inspected during normal working hours at my enquiry
office. Further information may also be obtained from the Southampton
Highways Partnership (traffic management) on 02380798064
3.Any person wishing to object to the order must write to at the
address given below or email:
Traffic.Orders.legal@southampton.gov.uk stating the grounds for
objection within 21 days of this notice (i.e. by 2 August 2013)
Dated 12 July 2013
Richard Ivory Head Of Legal, HR and Democratic Services,
Created by Sam Saunders // 0 threads
The Brunel Mile is a notional route between Millennium Square and Temple Meads Station. A video (date uncertain) on the Better By Bike website shows the intended journey. http://www.betterbybike.info/video-list/millennium-square-to-bristol-temple-meads-along-brunel-mile
Some of the route shown in the video corresponds with Bristol Cycling Campaign's important orbital freeway: Fo1 Inner Loop Redcliffe Way to Triangle. (see https://maps.google.co.uk/maps/ms?msid=213139683046776952805.0004d820d652973f23c70&msa=0&ll=51.491805,-2.665343&spn=0.025758,0.032959&dg=feature) To enable a network to develop coherently as it grew, Fo1 would be our recommended route.
As it stands (July 2013) there is only one short section of the Brunel Mile that meets a majority of the criteria that would characterise a cycling Freeway, namely the segregated cycle lane across Redcliffe Bridge which fails only on the "continuous" criterion. It seems important that all of it should do, as a priority, given that sections of the Brunel Mile are very heavily used by cyclists and pedestrians, especially at peak times. For many visitors coming by train with cycles or using the Brompton Dock at Temple Meads this will be a first experience of cycling in Bristol. It needs to make sense and to be easy to use first time.
Issues and suggestions, as things stand, are as follows
1. Pero's Bridge already has too much pedestrian and cycle traffic. It is often uncomfortable for pedestrians and for cyclists. Keeping it as part of a major cycle route through the city is unacceptable. Route Fo1 uses Prince Street instead, where a wide segregated cycle lane would be feasible.
2. The Royal Oak Avenue, Queen Square and Bell Avenue sections would benefit from clear segregation of pedestrians and cyclists, along the lines suggested by the de facto segregation that tends to happen at peak times.
3. The pedestrian and cycle crossing at Welsh Back might benefit from an analysis of behaviour at that junction and consideration of standards adopted in other places. Casual observation suggests a great deal of uncertainty among all road users as to what is supposed to happen and who has priority.
4. At the end of Redcliffe Bridge cyclists are faced with uncertainty as to whether to continue along the paved area beside Freshford House or use the pavement alongside Redcliffe Way. Signage at that point (as it is all along the route) is confusing, inconsistent and unspecific.
5. Crossing Redcliffe Street by cycling straight over the zebra crossing and expecting cars to stop seems to be condoned, and practised. This doesn't feel right and matches no standards that I am aware of. A clear decision needs to be made about how cyclists and pedestrians can cross here without arcane knowledge of "Bristol Rules". Many of those using this (as on the other crossings on the Brunel Mile) are visitors to the city on their first mile of city cycling.
6. The following section of Portwall Lane could be made into a fully segregated cycle lane, with a better crossing at Phippen Street. The numbers of pedestrians, cyclists and out-of-office smokers on this section can be very high and leaving the traffic to fend for itself is inimical to a genuine 8-80 environment.
7. At the end of the Portway there is great ambiguity about how to reach Temple Meads on a bike. The Better By Bike video shows the least satisfactory option that ends abruptly on the wrong side of Temple Way with two busy pedestrian crossings and an unsatisfactory cobbled road to negotiate before reaching the front of the station. Most cyclists seem to use one of the more direct routes over light controlled crossings to The Friary, thence to the side entrance of Temple Meads where the presence of the Brompton Docks and the Cycle Hub van give a natural welcome.
8. Development work on the derelict "island" around Portwall Road East should take full account of the existing use of that section as a crossing point for cyclists and pedestrians getting to and from Temple Meads Station.
In conclusion, A cyclist coming off the platforms at Temple Meads should be able to see very clear signs about which exit to use, and which path to use to get to Bristol City Centre. At present there is nothing at all. Once they have made an exit they should be able to see cycling specific signs that are prominent and clear. They should then be able to follow a designated route that is self-evident and waymarked. The current pedestrian signs are elegant and have good maps, but they are no more use to cyclists than they are to motorists.
A cyclist wanting to get to Temple Meads Station from Bristol City Centre should be able to find the Brunel Mile (on Fo1) from wherever they are without too much difficulty, and then follow it confidently all the way to the railway platforms.
Martin Lucas-Smith // 1 thread
Cherry Hinton Road is currently mainly typical 'blue sign on a pavement' provision, despite having the edge-to-edge width in places for proper cycle provision. A longer-term objective should be to upgrade this.
Outside the old, unused entrance to the boatyard there are barriers that needlessly force cyclists to slow right down.
The cycle lane on Billacombe Road is unusable due to car parking in it.
Created by Eric Booth // 1 thread
I need to report a problem with a route in Whitehall. The council made a hoohaa about linking the cycle path to St George Park. They installed a contraflow in Stretford Road, a bike crossing over Whitehall Road and signage between the cycle path and the park. Laudable. I have used this route to take my daughter to Whitehall Primary School on Johnsons Road for the last year. She had her first Bikeability Lesson on Sunday and is now riding to school (aged 6 - v. proud!!). However, where the link goes through a snicket between the Kings Head pub and Packers Field it is being blocked by cars. This is making navigating a blind corner even more dangerous. Links to pictures below.
A lot of money was spent on this link and its being rendered unusable.
This map shows all issues, whether points, routes, or areas:
The most popular issues, based on the number of votes:
Created by Caroline Page // 1 thread
Eastbound cyclists wishing to avoid the double roundabout at this point are routed onto the pavement, across the exit for the Shell garage (often to the surprise of exiting drivers), and then (still across pavement) onto a piece of decommissioned road used as access and double-sided parking for a parade of shops. This road has a separate car entrance from the roundabout.
Its a lethal combination -I have personally once been hit by a car turning fast from the roundabout on the road entrance as I entered it from the bike route. The driver was very angry because it was my fault that she didn't look out for me. You then have to cycle between two sets of parked cars/vans: there are frequent hazards: suddenly opened doors, people reversing/leaving the parking place without looking behind.
At the end, the cyclist is signed again onto pavement heavily used by schoolchildren/old people at the eastbound Heath Road Roundabout bus stop, before being routed back onto the road along the pull-off for the bus itself.
My personal view is that this scheme has been created and signed by a maniac
Henry Lancashire // 1 thread
Info from survey:
"The London Borough of Brent and Sustrans are working together to explore ways in which the Kilburn High Road and surrounding area shown could be improved. Together we want to better meet the needs of the community to make it a more desireable place to walk, cycle and enjoy being in.
...
London Borough of Brent and London Borough of Camden will submit a joint application to Transport for London's Liveable Neighbourhood programme in November 2018, which will incorporate suggestions made by the community."
Brent Cyclists are forming our own response, to be sent by end of October 2018.
Created by jpennycook // 0 threads
The diversion route for Cufaude Lane, installed by Croudace, has a big fence and concrete blocks at the northern end, preventing access to Cufaude Lane.
Created by Andrew Woodward // 1 thread
Create a shared use path (or even better a dedicated cycle track) from the junction of Woodlands Road / Vine Road to Barnes Railway station - this would join LCN37 and providing a quiet route to Barnes Railway station for many residents of Sheen / Mortlake, avoiding the busy A205. This route is currently a footpath.
Pedestrians and cyclists at the toucan crossing where the busway meets Station Road, Histon have to wait a long time for the lights to change even if there is zero bus or road traffic.
This seems inconsistent with Highway Code rule H1 about the hierarchy of road users. Pedestrians should have priority over non-existent buses!
Created by Robin Heydon // 3 threads
There is a need for a link between the A14 Histon interchange with Ring Fort Path in Orchard Park.
Created by Sam Saunders // 1 thread
Cyclists travelling south west along Woodland Road and intending to turn left into Park Row are offered a continuous (advisory) cycle lane that is less then 1.2 metres wide and paved with cobbles for half of its width. It should be removed or else widened and considerable resurfaced.
Created by Phil Lee // 0 threads
What to do about disgraceful decisions like this:
http://www.cambridge-news.co.uk/Driver-ran-Cambridge-cyclist-mistakenly-thinking/story-24555273-detail/story.html ?
Clearly, the magistrate erred seriously in matters of both fact and law - all the prosecution had to prove was that the way he drives falls below what would be expected of a competent and careful driver.
Equally clearly, it did - nobody who could possibly be described as "competent and careful" would run over something the size of a cyclist without even being aware of it. He even admitted that he was talking on the phone at the time.
It staggers the mind to think what on earth the magistrates were thinking - or what with. Maybe they slept through the case, so didn't hear the prosecution, but were woken up for the defence (how there can be any defence for that is beyond me). Maybe they are dangerous drivers themselves, so sympathise with others of the same ilk instead of adequately discharging the responsibilities they are charged with? Mark Tyler also deserves complete contempt for not pleading guilty, and so preventing this gross miscarriage of justice. He should have been thanking his lucky stars that the police and CPS are so incompetent as not to pursue Dangerous driving, which it equally clearly was.
How can we get rid of incompetent idiots like Phil King (the lead magistrate in this case) who asserted that "there were “significant gaps” in the evidence". It is obvious to me that this dangerous idiot is perverting the course of justice by remaining in his position.
Presumably his colleagues on the bench conspired with him in this perversion - they could (and should) have over-ruled him unless they were parties to the conspiracy, surely?
The evidence was all there - there was a cyclist in front of him - whether the cyclist was upright or on the ground is irrelevant. Mark Tyler drove over him. Neither of those facts were in dispute. That is not the action of a competent and careful driver, and it should be beyond question that a person being in front of the vehicle is something which the driver should be expected to be aware of, which means the test in s3ZA of the Road Traffic Act is satisfied, and the accused is guilty.
The evidence also meets the test in s2A (Meaning of dangerous driving) so there is no excuse whatsoever for clearing him of even the lesser offence of careless driving. With driving like that, it is clear, beyond reasonable doubt, that he should not be in possession of a driving license, and the magistrates failed in their duty to relieve him of it.
As long as dangerous criminals like Phil King are allowed on the bench, the roads will never be safe for anyone.
As a footnote, from the report is appears that this dangerous character commutes from Whitchurch, Hampshire to Clifton Way, Cambridge. What length does that make his effective working day?
It's about 120 miles each way, so at least 4 hours driving (considerably more if in the "rush hour") on top of a full workday. It's utterly moronic to make a commute like that - when I worked anywhere near that far away, I commuted weekly. But this happened on a Wednesday.
Created by Roxanne (CEO) // 1 thread
Huawei plans to develop R & D superhub at the 550-acre Spicer's Site in Sawston.
Martin Lucas-Smith // 1 thread
Queen's Road is currently one-way for cycling - it would be good to remove this barrier.
Created by Shaun McDonald // 1 thread
Overview
Transport for London (TfL) is working with interested parties - including cycling and road safety organisations - to review and improve cycling provision at major junctions across London. Please see www.tfl.gov.uk/betterjunctions for more information.
Why We Are Consulting
As part of this work we have developed proposals to improve safety at the Waterloo (IMAX) roundabout at the junctions of Waterloo Road, Stamford Street, York Road and Concert Hall Approach.
What we’re proposing and why
Waterloo roundabout is a key junction for cyclists travelling between central and south London. Counts show that more than 5,500 cyclists use Waterloo roundabout each weekday, representing nearly a quarter of all traffic here.
Our review of the current road layout identified that early improvements can be made to allow cyclists better access to Advanced Stop Lines (ASLs) on the roundabout, reducing the need for them to position themselves amongst fast-moving traffic. We’re proposing the following improvements:
New cycle feeder lanes leading into new longer ASLs will reduce the risk of collisions by helping cyclists to get ahead of other traffic. The new feeder lanes will mean that some sections of the roundabout will have three lanes for all traffic instead of four
Extending footways and traffic islands to reduce traffic speeds and provide more space for pedestrians.
Traffic modelling suggests that these changes would cause some increase in queuing on the roundabout and approaches at busy times, particularly on the approach from Stamford Street.
Proposed 20mph speed limit to follow in 2013
We are also proposing a 20mph speed limit at the roundabout. This would be introduced early in 2013. We will provide more information once these proposals have been developed further.
Please click here to see the map for further information on the proposals.
We are continuing to explore further improvements for cyclists and pedestrians as part of planned longer-term regeneration of the Waterloo area.
We intend to begin work at the roundabout on 21 November 2012. We will write to residents and businesses nearer the time to advise on the timing and impact of construction work.
Have your say
Please give us your views by completing the online consultation form by 14 November 2012.
https://consultations.tfl.gov.uk/betterjunctions/waterloo-roundabout
Created by Charlie Halliday // 1 thread
Proposal by Hampshire County Council to increase the capacity of the roundabout.
Concerns that the carriageway would be even less appealing for cyclists and the shared used paths not an adequate alternative.
Decision to be made on 5 November 2013
Created by carlystevens1989 // 1 thread
There are a number of varying sized pot holes along the Cumberland Road leading up the traffic lights near the Mud Dock Deli, the side of the road with no cycle markings. They are mainly on the edge of the road, the largest being around 12 inches in diameter and are also in succession of each other. I would estimate around 10-15 pot holes in total.
Cars are often less than forthcoming when you have to move into the middle of the road to avoid them and therefore cyclists often cycle on the path in order to avoid them - although this path is wide enough to accommodate a cyclist it is not a shared path.
It would also be useful if this side of the road had cycle markings like the other side.
Created by Jon Warbrick // 1 thread
The County Council have a consultation running on "improvements along Cherry Hinton Road, Cambridge, to make it safer and more attractive for walking and cycling" between Hills road and Perne Road.
The consultation runs until Tuesday 18 June. There are two consultation events at Rock Road Library, 69 Rock Road, Cambridge on Tuesday 21 May and Tuesday 21 May.
Created by Andy Allan // 1 thread
There used to be around 6 covered sheffield stands outside Tulse Hill station, tucked away around the corner from the Station Rise. But they've disappeared recently.
Are they coming back? Are there going to be replacements?
Created by Shaun McDonald // 1 thread
Comment from Cycle Ipswich meeting 10-2014:
"Need dedicated cycle tracks for cycle traffic from new NW Ipswich development".
Anon // 1 thread
Our Healthy Streets: Dulwich
Recent projects and engagement with residents in the Dulwich area have shown a common theme that there is too much traffic in the area, and this is having an adverse effect on local life.
We want to work with residents to address these concerns about traffic volume and its impact on the community.
Phase 1 of 429 April to 7 June
In this first phase we want to hear from you about the issues in this area. We are completely open to your ideas, later phases will look in more detail at possible solutions.
Get involved
Created by Thomas Lancaster // 0 threads
Coming off the Scholars Greenway out of Farnham Park, cyclists currently have to detour along Park Row and the heavily trafficked Castle Street and The Borough to get to The Woolmead, East Street development and South Street to the Station. Bear Lane is wide enough to accept a contraflow to The Woolmead. The Woolmead is currently one way but designated for 2-way traffic as part of the East Street (Brightwells) development.
Created by Dawes Jaguar // 0 threads
There is scope here for creating a short cycle path to complete this proposed route segment: http://www.pushbikes.org.uk/location/bournville-3
Created by Andrew Woodward // 0 threads
This is the approach to Kew Gardens station and is an area with many shops and cafe’s. Enabling this street to become 2-way for cycling will make access to the station and shops more convenient for cyclists and should therefore bring economic benefits to the area. Streetview: http://goo.gl/maps/P4spf
Created by Kevin Ablitt // 1 thread
Having grown up in this area I know it well. Bolton Lane and Christchurch Street could benefit from 20 mph, Cobbold Street and Withipoll Street would be more pedestrian and cyclist friendly if they had filtered permeability. Cobbold Street is extremely busy at school times as parents drop off or collect, make it closed half way to motors and this would cut out through traffic . Likely to be very contentious.
Created by Heather Coleman // 1 thread
As described in the winter 2019 Camcycle magazine there is a group working on getting some improvements to the Trumpington busway. The magazine concentrates on the northern end of the busway but we are also seeking upgrades to the Addenbrookes spur junction and the crossing at Hobson Avenue/Lime Avenue as well as adding pedestrian footpath from the Hills Road Bridge all the way to Drury Avenue.
The group would like to start getting this out to users of the path for input, discussion and help with campaigning. Many Biomedical Campus commuters presumably use this path frequently, even daily. It would be great to get some input.
Created by Dawes Jaguar // 1 thread
This path is supposed to be a shared use path, part of the Merritts Brook Greenway. Unfortunately it is the same width as a bicycle and completely unlit. It emerges at an informal crossing upon which cyclists are instructed to dismount. Cyclists are then expected to pedal along the pavement. It's completely useless and unnecessary, as there is a better route via Charfield Close.
Created by Simon Still // 1 thread
In response to resident requests to reduce vehicle speeds and to provide a continuous low-traffic cycling “Quietway” route between Shepherd’s Bush and Kensington High Street, the Council is proposing some changes on Russell Road and other local streets.
Possible changes and implications
On Russell Road, where our surveys confirm that traffic speeds are high, we propose removing the existing chicanes, as these do not work well. This will mean we can create a small amount of additional resident parking. Instead, to reduce traffic speeds, we propose seven sinusoidal humps along the length of Russell Road. They would be spaced in line with national guidance on the optimum spacing to encourage drivers to keep to a consistent speed, thereby minimising accelerating, braking and associated noise and emissions. Sinusoidal humps are designed so that, when driven over at lower speeds, they are noticeably more comfortable to drive over than traditional humps. We have recently introduced sinusoidal humps in St James’s Gardens and we also use them when we resurface roads that have traditional humps - for example, in Abbotsbury Road near Holland Park.
We also propose to remove the centre line to encourage drivers to slow down and take more care whilst driving. In addition, in response to reports of vehicles cutting the corner at the sharp turn onto Russell Gardens, we propose hatching markings, to encourage drivers to position themselves correctly when making the turn.
Other proposed measures
At Russell Road’s junction with Kensington High Street, a new pavement build-out on the west side and introduction of a raised table across Russell Road to slow turning traffic and provide a shorter crossing distance for pedestrians.
Removal of the island at the north end of Elsham Road to provide more space to exit from the cycling contra-flow lane.
Removal of the cycling feeder lane and introduction of an advanced stop line at the junction of Lower Addison Gardens with Holland Road to improve cycle safety.
Removal of approximately three metres of parking to improve entry into the existing segregated cycling facility on Addison Gardens bridge and to provide a safe waiting space for cyclists wishing to turn into Hansard Mews.
Permit contra-flow cycling through Hansard Mews, providing access to Shepherd’s Bush and Holland Park Avenue.
Alterations to the surface of the inclined section of Hansard Mews (approximately 30 metres) to reduce the slip hazard, especially in wet conditions, while minimising the change in appearance.
Introduction of wayfinding signs and road markings along Russell Road, Russell Gardens, Elsham Road, Lower Addison Gardens and Hansard Mews at points where a change of direction is required. We estimate there would need to be around 15-20 signs and symbols across the area.