Issues

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:

  • Turning right out of Queens Road into Park Road

    Created by Sarah Wood // 0 threads

    Bike users can turn right and cycle contra flow using a very narrow on road cycle path. Motorised traffic cannot do this, Park Road is one way to motorised traffic. Traveling down Queens Road there is no signage to suggest that bike users can turn right. Once into Park
    Road there is awkward raised 'island' to manoeuvre around. Suggest signage saying right turn for bikes only and reconsider design of Island to make it less of an obstacle.

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  • Fleet-Farnborough Cycle Link

    Created by Charlie Halliday // 1 thread

    Proposed off-road cycle path following the A323, Norris Hill Road, to link Fleet with the existing cycle-path from Norris Bridge towards the centre of Farnborough.
    It would enable cyclists to avoid Norris Hill Road, an unlit road with speed limit of 60 mph. Once built it would be possible to cycle from Fleet to Farnborough without cycling on roads.
    This is in the Fleet Town Access Plan ref. PC9

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  • Armley - Headingley

    Created by TMiles // 0 threads

    The route marked between Headingley and Armley is heavily used as an intra-urban connector between north west and south west Leeds. Congestion can be particularly acute because it uses one of the few crossing points over the River Aire and the Leeds and Liverpool canal in the west of the city.

    The addition of cycle lanes in both directions along the length of this route has the potential to encourage a modal shift from cars and make a real impact on congestion. These cycle lanes would help to establish a more comprehensive network outside the radial routes, and would be a useful on-road addition to the Leeds Core Cycle Network (forming itinerary Ar - W). The proposed route offers connections to the improved cycle facilities on Kirkstall Road (A65) and the future CityConnect facilities.

    The addition of cycle lanes would be of particular benefit to uphill cyclists, minimizing their conflict with motorists.

    In addition to the environmental, economic and health benefits, the project would improve car-free mobility between three very different communities in Leeds: Headingley, Hyde Park and Armley.

    The width of the pavements along the northern sector would allow for a widened carriageway in order to accommodate the cycle lanes. The loss of pavement width would be outweighed by the benefits of calmed traffic. The carriageway of the southern sector is already generous and would make the implantation of cycle lanes relatively straight forward.

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  • East Parade

    Created by TMiles // 0 threads

    East Parade forms part of the one-way Leeds city centre loop. On the stretch shown it is three-lanes wide, a layout that encourages cases of excessive speed.

    The addition of a wide hybrid or segregated cycle lane would improve cycle journeys from the railway station and the south of the city towards the Universities, hospital and north of the city.

    Towards the junction with the Headrow the segregated system will end to allow cycles and vehicles to correctly position themselves to turn left or go straight ahead. In this final section the road surface should read, from left to right: (1) cycle lane, turning left (2) standard vehicle lane, turning left (3) cycle lane, straight ahead (4) standard vehicle lane, straight ahead (5 - if space permits) standard vehicle lane, straight ahead. Nevertheless, the layout should allow cycles continuing straight across to adopt their position without conflict from left-turning vehicles. An example of such markings can be seen in Cambridge (Hills Road railway bridge, inbound) or in Nantes (http://www.flickr.com/photos/cyclable/9526360512/).

    Provision for delivery vehicles should also be considered here, as the left hand lane is frequently occupied by vans or lorries under the current system. To avoid conflict with cyclists, it would be most sensible to site such parking to the right of a segregated cycle lane.

    The project would bring additional traffic-calming benefits, with the reduction of the road width to two lanes along much of its length.

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  • Kirkstall Lane

    Created by TMiles // 0 threads

    The width of the road after the traffic lights lures south-west bound cycles into a left position that becomes problematic because of the build-out at the later pedestrian crossing. They either have to stop to let traffic pass through this pinch point or take the risk of readjusting their path to the right in order to join the main stream of vehicles.

    One solution would be to guide cycles into the correct position with cycle lane markings from the traffic lights to the pedestrian crossing.

    The second solution would be to cut a cycle-lane across the build-out, including a mini pedestrian crossing that cyclists would have to respect. This short stretch of lane should be flush with the road surface and must be kept swept regularly in order to be effective.

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  • NCN1: Narrow cycle lanes and pinch points on Stoke Park Drive

    Created by Shaun McDonald // 1 thread

    The cycle lane on NCN1 on Stoke Park Drive are rather narrow, thus you cannot cycle within the cycle lane. Having the cycle lane there means drivers often don't give as much space when overtaking. There are also many traffic island pinch point which make it extremely dangerous, as drivers overtake and cut in just before the island.

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  • South East King's Lynn Expansion (West Winch/North Runcton)

    Created by MJR // 1 thread

    "The adopted Core Strategy designated South East King’s Lynn (this area) as one of the strategic ‘urban expansion’ areas around King’s Lynn. The independent planning inspector who examined the Core Strategy explicitly stated that, compared to the potential alternatives, the expansion areas identified (including South East King’s Lynn) were preferable to the alternatives in meeting the Borough’s need for substantial numbers of additional dwellings over the plan period. It is relatively unconstrained by flood risk and infrastructure problems, etc., and relatively easily accessed and serviced.

    5.2.4 Policy CS09 of the Core Strategy, ‘Housing Distribution’, provides for an allocation here of at least 1600 new homes, with supporting infrastructure. It also identifies this as establishing a direction for future growth beyond the plan period (i.e. beyond 2026). From the sites put forward during the consultation, informed by the work of the Prince’s Foundation for the Built Environment in connection with the Neighbourhood Plan (see below) a total of 3,000 to 3,500 additional dwellings could be accommodated in the fullness of time. This is indicated diagrammatically in figure 7 of the Core Strategy.

    5.2.5 This is likely to be the largest residential development opportunity in the Borough for many years. It provides a once-in-a-generation opportunity to form a thriving and vibrant new community immediately south of King’s Lynn. The intention is to integrate a large number of new homes and associated facilities with an existing village community, generate a range of major improvements in a range of areas, and shape a place that promotes a sense of community among its residents, existing and new." (From the Borough Council KLWN, "Preferred Options for a Detailed Policies and Sites Plan", October 2013)

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  • Stone Lodge Lane unsuitable for 2 way traffic/ filtered peremability

    Created by Kevin Ablitt // 0 threads

    Very narrow and winding. This section of Stone Lodge Lane should be considered for reduced access, one way, filetered permeability or complete closure to motor vehicles.
    http://www.ipswichstar.co.uk/news/ipswich_child_injured_after_collision_on_stone_lodge_lane_1_3211524
    This isnt the first such incident.

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  • Mount Oswald development

    Created by Matthew Phillips // 2 threads

    The Mount Oswald development received outline planning permission a while ago. A full application has already gone in for the first phase, at the southern end of the site. It appears connections will be provided for cyclists and pedestrians to the A167 (car access is from South Road). The greater concern is whether an opportunity is being missed to create a new off-road route parallel to South Road.

    The picture is taken from the Design and Access Statement of the planning application for the first phase. The big unknown is the middle area, where the large self-build houses will be. No plot divisions are shown on the plan. Will there be public access north-south through this area?

    South Road is not shown as a strategic cycle route in the County Durham Plan. The Mill Hill Lane route and the A167 are accorded the status of primary routes, but there is not even a secondary route along the South Road axis, despite it being the obvious route to the University from the south and from all the new housing on Mount Oswald.

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  • Barriers between cycle path and housing estate

    Created by Matthew Phillips // 1 thread

    The cycle path across the top of the golf course has no barriers at either end but does not seem to suffer from abuse by motorcyclists. However at two or three locations along the path there are staggered half-barriers on paths which lead to the housing estate to the north.

    Barriers like this cause problems for longer cycles, such as tandems and recumbent cycles, as well as for families with child trailers or tag-alongs. Such barriers should preferably be removed and we need to seek to ensure that new developments do not introduce further barriers.

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  • Fore Street - traffic calming road humps

    Created by Fraser // 0 threads

    Travelling along Fore Street from the East where it splits with Key Street there are several traffic calming patches and speed bumps that are difficult and dangerous to negotiate on a bike.

    In particular the three sections of cobbles; as the street becomes one way just before Fore Street Pools, just before you cross Star Lane, and just after crossing Star Lane.

    They are so ragged that as a cyclist you have to almost come to a stop, where as other road users can travel over them at ~20mph.

    This makes them extremely dangerous as just after accelerating away from the traffic lights you then need to slow almost to a stop and weave your way through the cobbles while the traffic behind you is expecting to carry on and the street is too narrow for them to safely overtake.

    The section of Fore Street between Star Lane and Eagle Street has better speed humps (still not great, but a dream compared with the above mentioned cobble sections!) with flat section at the sides so that bikes may pass them safely. However the flat sections are occasionally blocked by parked vehicles forcing cyclists over the speed humps.

    The less said about the time it takes to negotiate these three sets of traffic lights the better!

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  • Spring Road traffic jams lead to rat running in Bartholomew Street and Alexandra Rd

    Created by Kevin Ablitt // 0 threads

    When traffic backs up on Spring Road from the Grove Lane lights motor vehicles cut through via Bartholomew Street, Alexandra Rd, Warwick and Lancaster Roads to Palmerston and then onto St Helens.
    They travel fast and a group of five or more motor vehicle drivers copying each other is not unusual, at peak times.
    To protect the residents of these narrow streets, filtered permeability would seem to be the only answer.

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  • Hadleigh Road to Yarmouth Road

    Created by Kevin Ablitt // 0 threads

    The road here is a very busy 2 lane dual carriageway. A shared use facility was created a few years ago. Cycling groups were consulted quite late in the process. the obstacles, BT boxes etc and motor access to petrol station etc were pointed out as flaws in the design. Funding limits meant that a substandard facility was created.

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  • Silent Street contraflow

    Created by Kevin Ablitt // 0 threads

    A new contraflow allows cycling in SW direction on Silent Street. Sadly the final result is a confusing mix and is a dangerous, disjointed facility. It is not easy to use and does not make it clear to motorists etc travelling NE direction to expect contraflow cyclists.

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  • Sandridgebury Lane railway bridge

    Created by Rona471 // 2 threads

    Flooded again! Has been for weeks, although it has been a bad winter for floods throughout the UK.
    Was badly flooded before to depth of three feet and a lot of mud was removed, but clearly more work is needed as this is a recurring problem.
    Today was passable, almost up to bottom bracket though.
    Not readily passable for pedestrians - on 30 December saw a runner actually go up the bank and across the railway line, very dangerous.
    Benefit for bold cyclists - some drivers won't go through, so lane is quieter for us!
    Possible solution - fix the drains. Alternative - provide a boardwalk for pedestrians, cyclists could also use it too.

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  • Consultation on: HS2 Phase 1 environmental statement | Camden Town and HS1 Link

    Created by Jean Dollimore // 1 thread

    HS2 are consulting on a report on the environmental impact caused by the link following the Overground route between HS1 (on York Way near St Pancras station) and where it joins the mainline near to Adelaide Road.
    They will be working for a period of seven years, starting in 2017, altering or rebuilding all the bridges and adding track to the viaducts
    The main depot is on Camley Street at the foot of the Agar-Camley Link, another depot is at junction of Royal College Street and Camden Road.

    See http://assets.dft.gov.uk/hs2-environmental-statement/volume-2/Volume_2_CFA2_Camden_Town_HS1_Link.pdf

    I will put a draft response in a thread related to this issue. Feedback will be welcome. You could also consider replying to:

    HS2PhaseOneBillES@dialoguebydesign.com

    FREEPOST RTEC-AJUT-GGHH
    HS2 Phase One Bill Environmental Statement
    PO Box 70178
    London
    WC1A 9HS.

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