On-street Parking in Cambridge City
Issues surrounding the effect on-street car-parking has on road space, pinch points, car-dooring, interruption of cycle lanes etc.
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 Hester Wells // 5 threads
Issues surrounding the effect on-street car-parking has on road space, pinch points, car-dooring, interruption of cycle lanes etc.
New potholes have opened up around the drain covers on the eastbound A1214. They are on the "Straight On Lane" at the roundabout with Ropes Drive.
Created by Alistair // 0 threads
When exiting the cyclepath to join Anson Road you need to see the roundabout clearly (especially to see southbound A14 traffic turning left to join Anson Road. A large tree has overhanging branches which block the view. It's worse when it has leaves.
Created by Kevin Ablitt // 0 threads
To carry on towards Colchester Road or bear right into Belvedere Road is OK but if you are approaching the junction from Belvedere Road and wish to turn into Cemetery Lane northbound you must come right up to a blind corner and make a sharp turn into a narrow kerb edged cycle facility. This is quite a dangerous manouevre to carry out. It would have been better to have a lane entering the wide oad marked with stop lines and no-entry as it is further back from the blind turn. In fact some people may be tempted to do this, but it is both dangerous and illegal. Both the danger and the temptation to carry out an illegal manouevre could have been excluded at the design stage.
Created by MikeH // 0 threads
The contraflow on Museum St is not my favourite bit of cycle route, but given that it xcan be a busy and tricky bit, the white lines where it crosses Westgate St should at least be in good order, but they're not. An easily fixed problem you would think?
Created by Matthew Phillips // 1 thread
The main routes into the Arnison Centre are understandably pretty busy with cars and involve negotiating roundabouts. The quietest route in for bikes is via Abbey Road, the entrance in the middle of the south of the site, as used by the buses. However, the road is currently one-way. It would be good if it could be made an official entrance and exit for bikes. It lands you closest to the large rank of cycle racks outside Sainsbury's. There is sufficient width on Abbey Road to allow for cycle lanes to help connect with Newton Hall and Pity Me.
The County Durham Plan envisages another large supermarket and car-park being built immediately to the north of the Arnison Centre, across the other side of the main road, as part of the large housing development proposed. DBUG has objected to this as part of our response to the plan, as providing more local shops would encourage walking and cycling whereas these proposals will just further entrench shopping by car. The proposals appeared to include cycle access to the new housing site via an upgraded path to the west of the Arnison Centre (shown as a footpath currently) but failed to address access to the shops by bike.
The Arnison Centre could do with more cycle racks dispersed round the site, outside each of the shops. At present there is a very large number of racks, but they are all outside Sainsbury's.
Created by Matthew Phillips // 1 thread
The Durham City Integrated Transport Approach document, part of the proposed new County Durham Plan, states that it is the Council's intention to relocate the bus station in Durham and to remove the A690 roundabout by the railway station, converting it to an ordinary junction with lights.
The document can be viewed at http://durhamccconsult.
limehouse.co.uk/file/2679025 and the relevant sections are 3.49 onwards. The document mentions improving the area for pedestrians but neglects to consider the potential for cycling infrastructure improvements in the area.
The DBUG response to the County Plan (available at http://community.dur.ac.uk/m.e.phillips/cycling/DBUGResponse.pdf ) devotes a section to this matter (see pages 21 to 23).
Opportunities for better cycling infrastructure include:
* restricting vehicle access to North Road and allowing two-way cycling
* linking the station to neighbouring cycle lanes
* better connection to Framwellgate Peth and the north of the city
* remodelling the Milburngate roundabout also
* removing through traffic from the portion of North Road beyond the viaduct
We need to lobby not just for immediate cycling needs to be taken into account in the design for the new road layout, but also for future possibilities by bringing forward design of strategic cycle routes through the city, otherwise we risk losing a very rare opportunity to transform provision at a key city-centre junction.
According to the document, construction will commence in the 2014/15 financial year, with a timescale of 18 months. This means the plans must already be fairly fully developed.
Created by John Shead // 1 thread
When busy, crossing this junction is hazardous when negotiating with northbound vehicles at speeds of up to 40mph.
No indication is provided to motorists that there will be conflict.
A speed table with dragons teeth markings needs to be installed.
Created by Alex Oldman // 1 thread
Disused railway tracks on St Peters Dock provide short section of road surface that is dangerous to traverse from East to West by bike.
If you are avoiding crossing the tracks then you are forced into oncoming traffic.
If you cross the tracks, you are then potentially trapped between parked cars and the railway tracks, which can be dangerous.
The tracks are very slippery when wet or icy, and sections are often hidden underwater because there is poor drainage after heavy rain.
Ideally the tracks are totally removed, or the surface covered with concrete or tarmac.
Created by Andrea Bredel // 1 thread
this is one of many cycle lanes here in Ipswich that go on and off the road several times. This is very awkward for cyclists as they need to be very careful when getting back onto the road and most probably confuses drivers as well.
Created by Ned Harrison // 1 thread
Holywells Park has a section of cycle route 51 running through it, linking South East Ipswich to the centre with a pleasant and safe route down to the waterfront.
During Winter, the park is closed at dusk, sometimes as early as 4, meaning that just when the roads are most dangerous (dark and wet) cyclists are forced onto steep and busy routes either along Cliff Lane or up Bishops Hill.
The closures are largely at the request of the Park Friends group. I've spoken to them, and their concerns seem to be largely about what might go on after dark. It's not clear that there is any evidence for this, nor that the current situation of locking the main gates but leaving others would do anything to deter misbehaviour.
Keeping it open as a cycle route would ensure a legitimate presence in the park, and help provide less confident cyclists in the area with a safe route to and from town.
I'd propose either locking later, or for a trial period leaving the park unlocked.
Created by MJR // 1 thread
Discovered that this junction is "due for upgrade in the 2014/15 financial year. The budget for the traffic signal upgrade programme is essentially aimed at a like for like replacement scheme with new equipment. However we try to accommodate low cost improvements that can be implemented at the same time. ... There is scope to implement an advanced cycle stop line on Hospital Walk, although there would not be sufficient carriageway width for a lead in lane."
This is one possible way to improve westbound connectivity from the Walks and Chase through Millfleet to the town centre and southbound Route 1. The increased distance (compared to Broad Walk) is offset by light traffic, a 20mph zone and a potentially easier crossing - but at the moment, the lights make bikes exiting Hospital Walk wait a long time and then it lets hardly any out before turning red again.
Created by Shaun McDonald // 0 threads
Considering that this is very close to the National Cycle Route 51, I'm wondering why it's basically impossible to get to, on a bicycle without going on a major trunk road roundabout?
Cyclists may not be their target market, however service stations can be useful on longer cycle rides for food supplies. Also hotels can prove useful if a longer journey, touring, or realise your too tired on an overnight ride, such as the nearby Dunwich Dynamo.
Created by Matthew Phillips // 1 thread
Coming out of Durham down Shincliffe Peth on the A167, there is a pedestrian refuge at the foot of the hill, by the turning to the cycle-track which skirts the bottom of Maiden Castle hill-fort. You are expected to negotiate a 180 degree turn to access this track, at the same time as avoiding speeding cars and the pinch-point of a refuge. In the other direction, cyclists have to be cautious of using the refuge as the width of it is not sufficient to accommodate a tandem or a cycle with trailer or child tag-along attachment. Visibility is poor when crossing the road from north to south.
Improvements might include moving the 30mph limit to the foot of the hill, introducing speed cushions or a raised junction table. If the speed were reduced, the central refuge would not be needed and some of the difficulties might be avoided, but that may not be the best solution at this site.
Speed of the traffic is the main issue here, both for cyclists and the pedestrians who use the popular footpaths.
Created by Matthew Phillips // 0 threads
From the bottom of Shincliffe Peth, past Houghall College, there is a shared use pavement on the south-west side of the A177, as can be seen from the map. However, if you are proceeding south-east towards Shincliffe, it is unclear what you are supposed to do at the point shown in the photograph. It is easy enough for cyclists coming the other way to leave the road as indicated, but going south-east should you cross to the other side of the road, or continue along the increasingly narrow footway, which is not really wide enough for pedestrians and cyclists to share? There is certainly no signage further along the path to suggest that cyclists are supposed to be there.
Created by Matthew Phillips // 0 threads
On the north-east side of the A177 there is a short stretch of pavement cycle route which ends abruptly as shown in the photograph, with no dropped kerb back onto the road.
The purpose of the sign and the route are unclear. From Google Streetview you can see that there is a path leading into the sports grounds: http://goo.gl/maps/ELHci -- if that is the destination of the cycle path then why does it have an "End of cycle route" sign, if the user is intended to continue into the grounds?
Even if that's the intention, a dropped kerb would be handy as cyclists may have taken to the pavement not realising that the route was going to finish again so soon.
Created by Matthew Phillips // 0 threads
The picture shows Framwellgate Waterside, part of the national cycle network route through Durham which also connects with a major route to Newton Hall and the riverbank paths. Yet as a car driver you could be completely unaware that this is a major cycle route as there is no obvious cycling provision. Cyclists can be unsure whether they are meant to be on the road or on the footway by the river.
At the far end of the shot, the road disappears under the Gates shopping centre, where are located two car parks with a capacity of over 450 places. Despite this we have on-road car parking all along this stretch of road. Providing a fully-segregated bi-directional cycle path of decent width instead would send a much stronger signal that cycling is being taken seriously as a mode of transport. If the parking really is required, then when the passport office site is redeveloped the road should be shifted across to make more room for dedicated cycle infrastructure.
Created by Matthew Phillips // 0 threads
In the area round Crossgate, the older section of Durham City to the west of Framwellgate Bridge, there are a number of one-way streets which make cycling inconvenient. In most cases the streets have been made one-way primarily to make it easier to provide car parking on narrow residential streets or to reduce through car traffic.
These streets should be reassessed, and where possible opened up to bicycles in both directions.
Some restrictions are particularly pointless, such as the one in the photograph. In theory, if a cyclist descends South Street, the only lawful option is to turn left and pedal up Crossgate. Just beyond the no-entry sign pictured is a two-way stretch of North Road that leads from Framwellgate Bridge to Milburngate, from which cyclists could access the National Cycle Network routes to Pennyferry Bridge and local routes beyond to Newton Hall.
Created by Matthew Phillips // 0 threads
This section of NCN 70 from Claypath down to the side of Leazes Bowl roundabout has cyclists and pedestrians on separate halves of the path, rather than shared-use. This has the advantage that cyclists are more likely to be able to freewheel quickly down the hill without upsetting pedestrians. However, the cycle portion of the path is higher than the pedestrian side, with a kerb. As the path is not particularly wide, if you meet a cyclist coming the other way it is quite tricky to pass safely.
Created by Matthew Phillips // 0 threads
This stretch of footpath / cyclepath by the foot of Maiden Castle hill-fort is narrow and tends to be very muddy. It's an extremely difficult site as the river banks had to be reinforced here recently. Whether any improvement is possible is hard to assess. In the meantime, it offers the full off-road biking experience on your way to work, should you so wish! There is a case for creating a through route on the other side of the river to avoid this stretch. See http://durhamuniversity.cyclescape.org/issues/897-improvong-route-from-university-to-belmont
Created by Matthew Phillips // 0 threads
Like the roundabout at the bottom of Potters Bank, the roundabout at Whinney Hill, the approach to Durham City from the south-east, is designed for high speeds and has no provision for cyclists. The new cycle lane up Shincliffe Peth ceases when it reaches the roundabout.
From the photograph, taken in the autumn, you can see from the leaves on the road how little of the width of the roundabout is actually required by cars and lorries. This would seem a great opportunity to try a Dutch-style urban roundabout, with a wide cycle lane all round the outside and cutting the entering traffic down to a single lane. The curves could be tightened to reduce speeds and to give pedestrians more direct crossings of the roads.
Created by Matthew Phillips // 0 threads
Yes, most of the vehicles in the photograph are parked! Despite appearances they are not blocking a dedicated red-tarmac cycle path: there is in fact no particular cycling provision on Front Street. The width of the road, however, would lend itself to a wide bi-directional route being provided, segregated from the road and pavement and with priority over side-roads, with car parking spaces being retained in most cases. This would give an excellent direct route for cycle commuters from Pity Me and Framwellgate Moor, to the proposed Aykley Heads business park, the railway station, and the city centre. There may be parts of the route, such as by the Front Street shops, where this might not be possible, but on-road lanes could be provided. Currently much of the middle of the road is given over to white hatching and right-turn lanes. Some cycle parking by the Front Street shops would be good: there's plenty of car parking on-road but nowhere to lock up a bike.
Created by Matthew Phillips // 0 threads
Where the on-pavement cycle lane comes to an end, the road markings which continue the NCN 14 and 70 on-road are worn out and patchy. The design of the lane to take you southbound onto the pavement is poor, because the adjacent parking means that the traffic is usually driving straight over the top of the dedicated cycle lane in the middle of the road.
Created by Matthew Phillips // 0 threads
The exit from this retail park car park has two lanes. There are no road markings warning drivers to expect cyclists on the shared-use pavement which is part of NCN 14 & 70. This section of pavement was recently rebuilt. Why could we not have a raised table at the exit, giving priority to cyclists and pedestrians here? Why does the through-route for cyclists have to give way to the car park exit? While the shared use pavement is welcome, the lack of priority is what tends to lead to experienced cyclists taking to the road instead, as it can actually be safer as well as quicker. If cycling infrastructure is more dangerous or slower than the road alternative, it is not worth installing.
Created by Matthew Phillips // 0 threads
By the Tesco superstore off Dragon Lane, the road junction was recently rebuilt. On the west side of Dragon Lane is a shared-use pavement which forms part of NCN 14/70. While cars travelling north on Dragon Lane can go straight across on a single phase, cyclists are expected to dismount, and cross with pedestrians at a two-stage crossing. The object is to maximise the flow in and out of the Tesco superstore car park, which is the only purpose of this junction. Designing the junction to give greater priority and convenience to cyclists and pedestrians would help shift the balance back to sustainable living.
This map shows all issues, whether points, routes, or areas:
The most popular issues, based on the number of votes:
Barriers, so many barriers, most of which should be removed.
Created by Fran Graham // 3 threads
TfL say:
We want your views on proposals to transform roads in Bermondsey, Rotherhithe, Deptford and Greenwich to make cycling and walking easier, safer and more appealing.
Cycle Superhighway 4 (CS4) would provide a continuous segregated cycle route between Tower Bridge and Greenwich, along with new pedestrian crossings, improved public spaces and a host of other improvements aimed at creating a more attractive environment for all users and accommodating the area’s future growth. This consultation does not include proposals for Lower Road, which will be consulted on at a later date (find out more).
CS4 would form part of London’s expanding network of Cycle Superhighways, an important part of the Mayor’s draft Transport Strategy and Healthy Streets Approach, which aim to encourage walking, cycling and public transport, making London greener, healthier and more pleasant.
Summary of proposed changes
Our proposals for CS4 include:
Two-way segregated cycle track on Tooley Street, Jamaica Road, Evelyn Street and Creek Road, providing a dedicated space for people who want to cycle
Five new signal-controlled pedestrian crossings and upgrades to over 20 existing pedestrian crossings, making it easier and safer to cross the road
Building on the recent short-term improvements at Rotherhithe Roundabout by redesigning the roundabout to improve safety as part of our Safer Junctions programme.
Installing a new eastbound bus gate on the Jamaica Road approach to Rotherhithe Roundabout, giving buses priority at the roundabout and improving bus access to Lower Road
New and improved public spaces at Deptford High Street and Rotherhithe Roundabout, including new paving and trees
New traffic restrictions, including banned turns on some side roads along Jamaica Road and at Deptford High Street
Changes to some bus stop layouts and locations, including new bus stop bypasses for cyclists (find out more about bus stop bypasses)
Why are we proposing CS4?
Around 3,500 trips are already being made daily by people cycling along the A200. In addition, this route has some of the highest numbers of pedestrian numbers in London. CS4 is designed to help us meet the target set out in the Mayor’s draft Transport Strategy of changing the way people choose to travel so that, by 2041, 80 per cent of all trips in London are made by walking, cycling or public transport, up from 64 per cent today.
Improving safety
Safety is one of the main barriers to cycling in London. Between September 2013 and August 2016, there were 93 recorded collisions involving cyclists and 49 recorded collisions involving pedestrians along this section of the A200. Our research shows that, were the route safer, more journeys could be made on foot or by cycle.
CS4 would separate cyclists from motor traffic by providing kerbed cycle tracks along its length. At major junctions, cycles would be separated from motor traffic using cycling-specific traffic light phases to reduce the risk of collisions. Our proposals also include major safety improvements at Rotherhithe Roundabout, which was identified as a priority for changes as part of our Safer Junctions programme.
Encouraging active travel in south-east London
Cycling is now a major mode of transport in London. There are more than 670,000 cycle trips a day in the capital, an increase of over 130 per cent since 2000. The introduction of the East-West and North-South Cycle Superhighways has seen a significant increase in cycling as a mode of transport along those routes.
An emerging network of Cycle Superhighways exists in north, south and east London, but none yet in south-east London. Our proposals would bring a high-quality cycle facility to south-east London, encouraging more people to start cycling. Our analysis shows that sections of Tooley Street and Jamaica Road are among the top one per cent of areas for cycle demand in London, while the entire CS4 route is in the top five per cent.
Improving facilities for cycling and walking along the proposed CS4 route would not only benefit those who currently walk and cycle, but could also have a positive effect on public health by increasing the levels of physical activity in the area. Our research shows that sections of the proposed route are in the top one per cent of London’s road network for its potential to switch from vehicles to cycling as a means of transport. The majority of the route is in the top five per cent. There is also great potential to encourage people to switch from making short vehicle trips to walking.
These proposals form part of the Mayor of London’s plan for Healthy Streets. This is a long-term vision to encourage more Londoners to walk and cycle by making London’s streets healthier, safer and more welcoming. Currently, only 34% of Londoners take 20 minutes of physical activity on any given day. The new cycle facilities and pedestrian improvements are designed to help encourage more people to use active and sustainable modes of transport.
Improving places
Our proposals would help connect Bermondsey, Rotherhithe, Deptford and Greenwich, linking important amenities and facilities, making them more pleasant places to live, work, shop and spend time. We would install new seating areas and cycle parking to provide space for people to rest and spend time in these town centres, along with other improvements such as new plants and trees. Our proposals aim to create more welcoming and inclusive streets for individuals and communities to enjoy.
Joined-up improvements to accommodate growth
London is growing and changing, with the city's population forecast to rise from 9 million people today to 10.5 million in 2041. We must find new ways to plan London's growth, including proposals like CS4 to encourage healthy and sustainable transport. CS4 is part of a package of planned and proposed improvements aimed at helping this part of south-east London accommodate expected growth, including the regeneration of Canada Water, recent improvements made to ease congestion at Rotherhithe Roundabout, and the proposed Rotherhithe to Canary Wharf river crossing.
Where would CS4 go?
The proposed route would run along Tooley Street, Jamaica Road, Evelyn Street and Creek Road, linking Bermondsey, Rotherhithe, Deptford and Greenwich.
Lower Road
This consultation does not include proposals for Lower Road, which will be consulted on at a later date. Lower Road is adjacent to Canada Water, an area that will see major regeneration and development in the next few years. To understand how these developments and future transport schemes would affect the existing road network, we have jointly commissioned a Strategic Transport Study with the London Borough of Southwark. When completed, this study will inform the design for Lower Road, ensuring that it meets the future needs of the community.
What is proposed for CS4?
Improvements for cycling
New two-way segregated cycle track on the north side of Tooley Street, Jamaica Road, Evelyn Street and Creek Road replaces some bus and general traffic lanes
Cycle track switches to the south side at the junction with Southwark Park Road to bypass Rotherhithe Roundabout
Proposals for the Lower Road section to be consulted on at a later date
Cyclists bypass traffic light controlled junctions at Abbey Street and Deptford Church Street
Cyclists are separately controlled by signals at all other junctions
Connection to proposed cycling Quietway 14 at Tanner Street (find out more about Tanner Street)
Road design and layout
Some general traffic lane replaced by new two-way segregated cycle track Redesigned and improved geometry of Rotherhithe Roundabout to encourage better lane discipline and assist all through movements
Left turn lane on Jamaica Road extended to reduce queueing time for buses and local traffic trying to access Brunel Road
Removal of some central reservation on Jamaica Road to accommodate new cycling facilities
Mini-roundabout replaces signalised junction at Oxestalls Road
Removal of centre line markings on some sections of Evelyn Street to improve road safety
Making Shad Thames one-way northbound to improve the performance of the junction and reduce pedestrian wait times
Banning the left turn from Jamaica Road into Bevington Street to provide a continuous eastbound bus lane and improve bus journeys
Making Cathy Street one-way northbound to remove through-traffic from residential roads, while allowing a new right turn into Cathay Street from Jamaica Road to improve local access
Making Marigold Street exit-only on to Jamaica Road to improve safety for all road users
Banning the right turn into Evelyn Street from Watergate Street and Deptford High Street, and banning the right turn into Deptford High Street from Evelyn Street
Change to buses
Some bus lane replaced by new two-way segregated cycle track on Jamaica Road, Evelyn Street and Creek Road
New eastbound bus gate on the Jamaica Road approach to Rotherhithe Roundabout to prioritise bus access to Lower Road
Changes to bus stop locations along Evelyn Street
Changes to some bus stop layouts, including new bus stop bypasses for cyclists (find out more about bus stop bypasses)
Improvements for walking
Five new signal-controlled pedestrian crossings, including three along Jamaica Road
Upgrades to existing pedestrian crossings including simpler 8-metre wide crossing outside Bermondsey Station
6-metre wide toucan crossing (for pedestrians and cyclists) outside Deptford Park Primary school
6-metre wide pedestrian crossing on desire line opposite Deptford High Street
Pedestrian crossing on the eastern arm of the Norway Street / Creek Road junction moved to the western arm and widened to 6 metres.
Pedestrian crossing time saving of over 1 minute expected outside Bermondsey Station and at the Jamaica Road junction with Tanner Street
Predicted impacts of our proposals
We are proposing major changes to the road layout to make cycling and walking easier, safer and more appealing. We have considered all road users throughout the design process so as not to have a disproportionate impact on any one group. This section summarises the impacts we predict our proposals to have on different road users.
General traffic and bus journey times
The reallocation of road space is expected to change some journey times and traffic movements. We have carried out traffic modelling to predict how the proposals might affect journey times and traffic movement through the area affected by the scheme. A summary of this analysis is available below:
We would actively monitor and manage traffic conditions following delivery of the scheme. We are investing in advanced traffic signal technology to allow us to better manage traffic depending on differing conditions at any given time, and we are working to improve road user information so people can make informed journey choices before they travel.
Parking and loading
Our proposals for CS4 include changes to the layouts of some of the parking and loading bays along the route. Double yellow lines (no parking at any time) would also replace single yellow lines along some sections of Evelyn Street and Creek Road.
During the consultation period, we will contact premises we think could be affected by these changes. If you think the proposals could affect you or your business, please contact us to let us know (contact details are at the bottom of this page). We encourage you to discuss these proposals with your suppliers.
Environment
Our proposals aim to improve the quality of life in the area by:
Reducing the dominance of motor traffic, allowing people to better enjoy the area
Improving pedestrian crossings and cycle facilities, to encourage more people to walk and cycle through the area
Protecting bus journey times to safeguard public transport as a mode of choice
Although not a traffic-generating scheme, our proposals would change how traffic moves around the area, which may result in some associated and localised changes in air quality and noise levels. Environmental surveys and modelling would take place as part of our ongoing evaluation of these proposals.
Air pollution is one of the most significant challenges facing London, affecting the health of all Londoners. As part of the plans for new measures to tackle London’s current poor air quality, we are consulting on proposals to bring forward the introduction of the London Ultra Low Emission Zone (ULEZ).
A number of other schemes to improve London’s air quality are planned, including taking steps to reduce air pollution from our bus fleet, reducing emissions from taxis and private hire vehicles, setting up five Low Emission Neighbourhoods, and expanding the electric vehicle charging network and making it simpler to use.
We are investing to make London’s streets healthy, safe and attractive places to walk and cycle. Enabling more journeys to be made on foot or by bike can help reduce private vehicle use and associated emissions. Read more about how we are creating Healthy Streets
Equalities
How we fulfil our obligations under the Equality Act 2010
We are subject to the general public sector equality duty set out in Section 149 of the Equality Act 2010, which requires us to have due regard to the need to eliminate discrimination, advance equality of opportunity and foster good relations by reference to people with protected characteristics. The protected characteristics are: age, disability, gender reassignment, marriage and civil partnership, pregnancy and maternity, race, religion or belief, sex and sexual orientation. As part of our decision-making process on the proposals for Cycle Superhighways, we have had due regard to any impacts on those with protected characteristics and the need to ensure that their interests are taken into account.
In considering the design of our streets, we closely consider the needs of all users throughout the design process. On significant infrastructure projects, such as Cycle Superhighways, we:
Complete Equality Impact Assessments (EQIAs) at the outset of the project, to review potential impacts on equality target groups, including disabled people
Carry out public consultations, including targeted engagement with specific users such as (among many others): Royal National Institute of Blind People, Guide Dogs, Age UK, Transport for All, and National Autistic Society
Ensure we comply with established guidance – such as the Design Manual for Roads and Bridges – which includes detailed requirements for disabled people
The EQIA completed for CS4 shows positive impacts for black and ethnic minority groups, females, disabled cyclists, and cyclists under 25 and over 65 years of age. Positive impacts have also been identified for disabled pedestrians, as the scheme involves a number of improvements to pedestrian facilities, including wider footways and new and improved crossings. Some negative impacts have been identified where footways are cut back or shared-use footway is introduced. However, the minimum 2-metre standard for footway widths has been maintained to allow two wheelchair users to pass safely. Kerb-protected cycle facilities, which lead to positive impacts for people with protected characteristics when they are cycling, work most effectively when they feature bus stop bypasses. Bus stop bypasses and their impacts are described below.
Bus stop bypasses
At bus stop bypasses, the cycle track continues behind the bus stop at carriageway level, providing continuous segregation from motor traffic for people cycling. Bus passengers access a waiting area by crossing the cycle track using a raised, marked crossing point. The waiting area would be at least 2.5 metres wide. Pedestrians would cross the cycle track at raised, marked crossing points to continue their journey.
Our research has found that bus stop bypasses are safe for all road users, including bus passengers. Routing cycle traffic away from the road is an effective way to create safe, attractive cycling facilities along bus routes. The risk of conflict between cycles and pedestrians has been found to be very low, while providing a dedicated crossing point for bus passengers and design features that encourage slower cycling help to make the bus stop area more comfortable for everyone to use.
Bus stop bypasses are used across Europe and there are a number of examples in operation or planned across the UK, including in Brighton, Cambridge and Manchester, as well as in London. We introduced some bus stop bypasses on the Cycle Superhighway 2 (CS2) extension between Bow and Stratford in Autumn 2013 and across other Cycle Superhighways in 2015-16.
We are continuing to engage with accessibility and cycling groups and carry out additional research into the type and layout of pedestrian crossings at bus stop bypasses. We have a dedicated working group overseeing on-street trialling of the use of zebra crossings over cycle tracks at bus stop bypasses. This group includes representatives from Transport for All, the Royal National Institute of Blind People, Guide Dogs, Age UK London, London TravelWatch, Cycling Embassy of Great Britain, Living Streets, the London Cycling Campaign and Cycling UK. We will incorporate findings of these further investigations, including the outcomes of discussions about the trial with the working group, into final proposals for CS4.
Find out more about bus stop bypasses
Tactile paving
We would use tactile paving on all crossings and traffic islands throughout CS4. Along the route, tactile paving would be designed according to Department for Transport guidance. Local standards would apply in the London Borough of Lewisham and the Royal Borough of Greenwich.
Accessibility for cyclists with disabilities
CS4 would be suitable for use by disabled cyclists using adapted cycles, such as hand cycles and tricycles. The designs adhere to the principles for inclusive cycling set out in our London Cycling Design Standards. Cycle tracks on CS4 would be as wide as possible and a smooth riding surface would be provided, with the entire cycle route to be resurfaced.
Next steps
We will analyse and consider all of the responses received to the consultation, and expect to publish our response early in 2018.
For the Lower Road section, we have jointly commissioned a Strategic Transport Study with the London Borough of Southwark to understand how developments and future transport schemes would affect the existing road network. When completed, this study will inform the design for Lower Road, ensuring that it meets the future needs of the community. Consultation on proposals for Lower Road will take place at a later date
Subject to the outcome of consultation and agreeing proposals with partner boroughs, we would aim to commence construction on CS4 in late 2018. We would plan construction carefully to minimise disruption to those who live, work and travel through the areas.
As part of this planning, we would coordinate closely with other construction works in the area, and consider alternative ways of working including advance works, weekends and evenings. We would also carry out an extensive communications and engagement campaign to ensure residents, businesses and others travelling through the works areas have the information they need to plan ahead and adapt their travel arrangements where necessary, reducing any impact on their journeys during the construction period.
Created by Sam Saunders // 1 thread
Vauxhall Bridge between Coronation Road and Cumberland Road has a channel provided for wheeling bicycles on one side of its stepped sections. The channel is so narrow and so close to the railings that a bike can only be wheeled along it at a severe tilt. In addition only one side has a channel so wheeling the bike in the opposite direction has to be done from the wrong side of the bike, making it even more awkward.
Created by mike1727 // 0 threads
Route to link the Northern end of the converted foothpath running from Sandridge to No-Mans's land via Heartwood to Wheathampstead.
This is on the Hertfordshire County Council's rights of way improvement scheme.
The timing of the signals at the Ferniehill Road junction could also be changed. Currently, you need to use three separate pelican crossings to get from one side of the road to the other, and this can take several minutes.
Created by North Devon Cycling Forum // 0 threads
Removal of difficult barrier on cycle path NCN3 ending on Rose Lane; hardly possible to pass by bike, let alone trikes/tandems/mobility vehicles,
note this is NCN!
Created by Dawes Jaguar // 0 threads
This crossing is a problem for all road users, and it's quite common to hear blaring horns and screeching tyres. Pedestrians have a Puffin crossing, but for cyclists there is nothing. There is good reason for cyclists to cross Linden Road here, as it connects the bulk of the Bournville housing with the Worcester and Birmingham canal and the Rea Valley cycle route, and the motor traffic levels on Mary Vale Road are tolerable. Linden Road, on the other hand, is busy with motor traffic, including trucks. So the crossing needs to be improved, especially for cyclists heading along Mary Vale Road. Helpful to cyclists would be changing the priority in favour of Mary Vale Road. This would also encourage motorists to slow down on Linden Road. Unravelling routes in this way (so that cyclists cross main roads at a right angle and giving the cycling route priority) is one of the ways the Dutch encourage people to cycle rather than drive. Other possibilities are traffic lights or a mini-roundabout.
Created by Alex Jenkins // 1 thread
The consultation page states "A review of the Cheshire Street North 20mph zone has been undertaken and a number of improvements have been suggested making the roads safer and encouraging more walking and cycling in the area. The proposals include new cycle facilities, a one-way system on Wood Close, road closures and new crossings, as well as planting new trees in the area."
Link here: https://www.pclconsult.co.uk/projects/cheshire-street/
Created by Finlay KM // 1 thread
Cambridge Biomedical Campus (CBC) is currently in the process of developing a new wayfinding system for the communal, external spaces within the campus. This system will include new maps and signage to improve navigation in public spaces for staff, patients and visitors to the site and help to reduce stress when visiting the campus. In order to fully understand how the campus is currently used and the key issues, we would like to gain your invaluable input.
Note that the new wayfinding system will be focussing on the public space rather than the internal space of individual buildings, please limit your feedback to your experience of finding your way through the external public space on campus. Thank you in advance.
Created by Alex Jenkins // 1 thread
Our Liveable Streets programme will improve the look and feel of public spaces in your neighbourhood. By creating a better environment, we can make it more convenient to get around by foot, bike and public transport.
From creating new green spaces to rethinking how our streets work, we want your creative ideas, thoughts and feedback.
Tell us what matters to you by completing our online survey towards the bottom of this page. You can also plot your ideas on the interactive map below.
Please talk to your neighbours, friends and family and encourage them to take part.
Created by Shaun McDonald // 1 thread
http://www.travelipswich.co.uk/what-is-happening-and-where/orchard-street-area/
What’s Proposed:
January 2014
* New cycle facilities to allow cyclists to travel northbound on Orchard Street.
* A 'No Entry except for cyles' sign to be placed on the St Helen's Street/Orchard Street junction.
Created by Roxanne (CEO) // 1 thread
A children's hospital is planned for the Biomedical Campus (Addenbrookes) and is planned to open in 2025.
Anon // 0 threads
The cycle parking on Parliament Street is great even though there isn't enough of it on a weekend, but when events are on such as the Christmas Market or Food Fairs it's a nightmare to get your bike down Parliament Street past the crowds of people to only find all but one row of racks is blocked by tents. It would be much better if all the racks were moved down to the Pavement end of Parliament Street.
Created by MikeC // 1 thread
As part of the highways 'improvements' associated with the proposed New Monks Farm development in Lancing, the existing minor road N-S crossing of the A27 by the Sussex Pad (Coombes Road to Old Shoreham Road) is to be closed and replaced by a large multi-lane light controlled roundabout some 400m west of the existing crossing. The only assistance for vulnerable road users will be several Toucan crossings as part of the roundabout light controls.
Net result will be an additional 1km diversion for anyone going south into Shoreham, plus additional time waiting at Toucans. An underpass on the existing crossing alignment would be the preferred solution, as recommended in IAN195.
Created by Kevin Ablitt // 1 thread
Twice in the past week I have been cycling up St Johns to make a rh turn onto Cauldwell Hall and nearly been taken out by a driver taking the corner too fast as they travel north bound along Cauldwell Hall and turn down St Johns Rd.
The problems are too fast traffic on Cauldwell Hall and poor design at that junction , need an island to separate traffic.
Created by Heather Coleman // 1 thread
I've just sent a sharp email to the Council. It reads as below. If the council can't do joined up information on their own websites, how do they expect people to make these modal shifts in transport that they are so keen on?
"Dear Parking services,
I've just done a google search on this.
http://www.google.co.uk/search?client=safari&rls=en&q=park+st+car+park+ca
mbridge&ie=UTF-8&oe=UTF-8&redir_esc=&ei=eZdMT-vbLsnu8QPw7pHXAg
first item says "multi-story car park with cycle parking and pushchairs
for loan".
However, when you then go to the Park St car park page, it says nothing
about either cycle parking being available, nor about the pushchair loan
scheme. How about a link to
http://www.cambridge.gov.uk/ccm/content/transport-and-streets/cycling-and
-walking/cycle-parks.en
on the website, so we don't have to do a separate search, so that when
people go to the Park St website, they can get all of its features? They
may even then decide to cycle into town rather than drive.
I was looking for this information as I was just emailing a friend who
lives in Chesterton and has a nine month old child, who I wasn't sure
would be aware of this scheme, which she may find useful. However, if we
have to spend five minutes doing exactly the correct google searches, it
counts as a "secret facility" apart from those in the know.
I wasn't aware, for example, that you could also get pushchairs at the
Grand Arcade one. This information needs better dissemination, and
linking from within the car park and other public transport pages, so
that people can make a properly informed decision about their transport
choices when visiting the city. This, surely, is the way to get modal
shifts in people's transport choices?"
Created by LeedsCyclists // 1 thread
Central Leeds is badly lacking cycle parking. Many locations have no cycle parking at all, or only a few token stands, which are often full. At the recent Cycle Consultation Forum, the Council asked for suggestions of locations that need cycle parking: send your suggestions to Mark Robinson at Leeds City Council.
Created by Jean Dollimore // 3 threads
From time to time, we receive consultations on Play Streets and rather debating each one as it comes in, I think it could be helpful to have a policy as to whether CCC want to respond as a group and the position we should take.
Play Streets are achieved by the occasional closures of a stretch of road to enable children to play (e.g. twice a month for a couple of hours).
The road closures are usually operated by local residents using ‘road closed’ signs, advanced warning signs and barriers.
Play Streets are not directly connected to cycling. But, as they may give people an idea that it would improve the area to have longer term road closures, I would like to support such schemes.
Hamish F // 1 thread
Quoting from the proposal: "This short section will provide an initial link from the A105 major scheme to the Salmons Brook cycle route." Part of Quietway 18.
The main feature is an improved junction at Bury Street West and Church Street, with a 2.5m wide two-way cycle track to take cyclists from that junction to Blakesware Gardens (and onto the Salmons Brook cycle route).
Also some rain gardens and other improvements.
What's not to like, comments please ...
Created by George Coulouris // 7 threads
This issue is intended to act a repository for material that can be used to back-up the LCC's 2014 Local Election Campaign 'Asks'. There are 6 'asks' that were finalised and agreed at the LCC's AGM on 19 October 2013:
1. Safe routes to schools
2. Areas without through motor traffic (AWTTs)
3. Protected space on main roads/major junctions
4. Safe cycle routes via parks and canals (Greenways)
5. 20mph speed limits
6. Liveable town centres
so we'll have 6 threads under this Cyclescape issue where we can collect explanations, discussions and most importantly concrete illustrations of what is meant by each ask.
Created by cpax // 2 threads
This ancient right of way is used by cyclists ,horse riders and walkers and is becoming un approachable with no drop kerbs and
with new roads being built that ignore the existence of this route and lack of clear signage , we are in danger of losing this
important route .
Created by Chris Peck // 1 thread
With the welcome completion of the cycle path linking Marshall Road to Bridge Road, the weaknesses of links on either side of the route become more apparent.
Bridge Road is a busy, narrow main road. Traffic mostly has to wait behind cyclists, creating uncomfortable conditions for all but the brave. Both roundabouts (at the Chalk Road/Meadrow and the Bridge Street/Wharf Street junctions) are difficult for cyclists (and pedestrians).
An alternative route, either running parallel to the road (a widened shared use footway?) or a raised boardwalk across the Lammas Lands, are alternatives, but both are expensive, challenging options, which require new or wider bridges over Hell Ditch and the River Wey.
Created by David Butler // 3 threads
The Bridgewater Way aims to provide a high quality route for walkers and cyclists over the complete 65km length of the Bridgewater Canalbetween Runcorn, Leigh and Manchester City Centre. The cornerstone of the project is a major upgrade to the canal towpath, which as well as greatly improving conditions for pedestrians, will make it easier for cyclists to use the tow path.
The Deansgate / Whitworth Street West Street junction is also proposed to be revised to provide toucan crossing points and easier access to the canal from Whitworth Street West withsignal controlled cycle movements running past Deansgate station. The proposed works at the
junction are also intended to provide improved “on street” facilities to assist cyclists travelling towards and away from Manchester city centre.
Created by Martin Wheatley // 1 thread
People cycling being abused by drivers for not using cyclepaths, even where they are sub-standard or useless.
Kate Ravilious // 1 thread
Car parking obstructs cyclists travelling uphill, forcing them to stop and start on a steep uphill section, or move into the path of oncoming traffic travelling downhill.
It would be safer to have car parking on the other side of the road.