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 Chris Neston // 2 threads
This section of the A540 is Dual carriageway North of the Welsh Road (A550) towards Hoylake ( 60 mph) and single carriageway south of it towards Chester ( 50mph). It is used by hundreds of cyclists every week, yet is extremely dangerous to them and there have been numerous collisions and several cyclists have died along here. It provides a vital link between the lanes of Wirral and those of Chester and North Wales. It also houses the world famous Eureka cyclists cafe.
Ideally the whole of the A540 from Chester to Hoylake needs a cycle path, but to provide one over the relatively short section between Mudhouse Lane and Woodbank Lane would make an incredible difference for a small outlay. North of the A550 there is plenty of room alongside the existing road. South is more difficult but not insurmountable.
Martin Lucas-Smith // 1 thread
The Eastern Gate proposals are a strategic attempt by the City Council to rework the Newmarket Road roundabout area towards a standard crossing, and create a welcoming entrance into this very run-down looking part of the city.
It is supposed to be being paid for by Section 106 moneys from developments, yet proposal after proposal is coming forward but nothing is happening.
Created by James Avery // 0 threads
As freeholders of the site, Tesco have applied for planning permission for two new restaurants between the roundabout shown and the railway tracks / A444 (above the dual carriageway).
Two core issues:
1) This is an extremely dangerous, uncontrolled crossing - traffic leaves the A444 at 50mph, and is still 30 as it reaches the roundabout. As the map shows, there are Belisha crossings both north and south of this roundabout, so why not to the west, where traffic is still fast and undivided?
2) Cycle parking on the rest of the site is still grossly inadequate. 18 cycle parking spaces are proposed with the restaurant - the same number as the rest of the site combined - although these are actually all in one place at the south of the site.
Created by Mr Andrew Woodhouse // 1 thread
When trying to turn right up Regent Street to join the orbital route from Lawrence Street cyclists have to use the main traffic straight on lane indicating right and stopping at the junction, with no safe marked or protected bay to direct traffic from either direction around them. Making the cyclist exposed and also confusing and frustrating drivers.
Coming up Lawrence street I often feel intimidated by drivers as I indicate right and pull into the straight on lane, I guess as they don't understand that cyclists can turn right and cars can't, there is no indication to the traffic that this is possible, with either road markings approaching or at the junction. Also when turning right the cyclist is faced with oncoming traffic itself trying to turn right, not understanding why the cyclist is positioned where they are in the road, and maybe also taking up the possibly safe space that the cyclist needs to use to get out of the traffic.
This junction has often been suggested a prime site where a continental-style 'all green phase' signalling scheme could be tried.
Created by Matt Turner // 0 threads
Any cyclist using this cycle lane is at risk from vehicles using the narrow main carriageway as they move into the cycle lane to make it around the corner.
This junction is newly designed and was installed in Summer 2012.
The cycle lane on Billacombe Road is unusable due to car parking in it.
Created by George Lund // 2 threads
Transport for London are "proposing improvements for pedestrians and cyclists by providing signalised shared ‘Toucan’ crossings for pedestrians and cyclists on all four arms of Charlie Brown’s Roundabout. Presently there are no signalised crossings at the roundabout. Pedestrians and cyclists using the existing un-signalised informal crossing points need to wait for a safe gap in the traffic to cross, which can be difficult at times and make them feel unsafe."
Created by christhebull // 1 thread
This section of road is surprisingly hostile to cycle along on account of the restricted width, parked vehicles and high traffic speeds. I have had drivers behind me screech to a halt when they realised that they are likely to collide with me or an oncoming vehicle, and moving out to pass parked vehicles is needlessly stressful.
There is a vehicle activated "30 mph" light-up sign along this road but it is hopelessly inadequate, and more substantial methods of reducing traffic speed are going to be necessary.
Note also that the option of using Snowdon Road and then Fishponds Road is not only longer and steeper, but still involves awkward pinch points northbound along Fishponds Road. This is an important route linking the Hollies (halls of residence) and UWE Glenside with the centre of Fishponds and thus ought to be a priority within this area.
Created by Andrew Woodward // 2 threads
There is currently a cycle track to the David Lloyd sports centre from the Staines Rd; which turns into a muddy track, blocked at the exit to Uxbridge Road by a difficult and narrow gate.
Upgrading this short section of path with decent surfacing, streetlighting and removal of obstacles would provide a good link from the cycling facilities on the A316 and the Staines Road onto the schools in Hampton.
Created by Andrew Woodward // 1 thread
There is room on this pavement for a properly segregated cyclepath that would feed up to Christ's school and continue up as a quiet route up to near the top of Richmond Hill as an alternative to the busy and unpleasant Queen's Road.
RL // 1 thread
Drop kerb removed from Tanners Moat-Rougier Street pavement as part of Lendal gyratory works Feb-Mar 2018. Makes movement from Tanners Moat to Rougier St pavement difficult, hazardous, unattractive, painful for people with buggies, wheeled luggage, in mobility buggies, in wheelchairs or pushing same, people on bikes and all variants including heavy electro-assist models, laden with luggage (part of NCM65 avoiding pedestrian-only Scarborough bridge), with children, with trailers, and everyone who experiences pain from lifting/bumping a bike or anything else up a kerb.
Brings people on bikes and variants turning off Lendal bridge into Tanners Moat into conflict with those using the cycle cut-through as a dropped kerb. (The turn is already tricky.)
Council said it didn't do counts of who uses or the type of user on Tanners Moat before removing the drop kerb.
Undermines Government aim for most short journeys to be made on foot or on bike by 2040.
Does not support York's ageing population.
Undermines the tourism offer.
Created by jpennycook // 0 threads
Drivers are unaware/don't care/don't see cyclists in the cycle lane, so pull out of Lidl an Old Worting Road turning left, or turn right from Worting Road to Old Worting Road leading to very near misses. The cycle lane should be replaced with access to Old Worting Road near the bus stop, and improved access to Lidl provided.
Kate Ravilious // 0 threads
The padlocked barrier at the end of Hospital Fields Road is inaccessible for non-standard cycles, and difficult to pass through for anyone except the most able-bodied cyclists.
Created by Jon_B // 1 thread
Warwick Road is marked as an "Advisory Cycle Route" on the Suffolk County Council cycle map.
However, in morning rush hour it is frequently backed up a considerable distance heading south towards the traffic-light controlled 4 way junction with St Helens Street / Spring Road / Grove Lane.
There is an ASL on these lights, but in practice the carriageway is too narrow to allow cycles to pass the stopped traffic on the left hand side - particularly as the route is used by buses which occupy the space right up to the kerb.
Overtaking on the right is not a safe option where there is queue of stopped traffic as this is a two-way road with the added complication of traffic pulling out from Lancaster Road.
Given that the motorised traffic flow seems to be mainly south bound it would seem appropriate to make this a one-way street with a proper cycle lane including changing the phasing of the lights to allow cycles an advance phase to make the turn into Spring Road / St Helens Street.
One-way flow up another of the cross streets (probably Palmerston Road ) in the Northbound direction would complete the "loop" for cars and also ease traffic flow on that road which is currently difficult for cars or bikes to negotiate in a northbound direction in rush hour.
Created by Sam Saunders // 1 thread
Northumberland Road (part of Concord Way at this point) has been deliberately narrowed to allow pedestrians to cross between the footbridge and the Sports Centre and a cycle lane marking has been placed to one side of the narrow gap. The gap, however, is not wide enough to allow a car and a bicycle to go safely through the pinch point at the same time. A cyclist needs to take the centre of the lane, or pull over and wait for vehicles to pass.
Either the carriageway should be re-widened (preferred) or the cycle lane indicator should be removed.
Created by Stephan Matthiesen // 0 threads
Need proper bicycle racks in front of Margiotta (there are a few wheelbenders in a corner)
Created by John Chamberlain // 1 thread
For the last year Torrington Place and Tavistock Place have had segregated cycle tracks on both sides of the street. This consultation is about making the current trial arrangement permanent. The current lightly segregated tracks would mostly become stepped tracks and there would be other improvements to junctions as well as increased space for pedestrians. There is a lot of local support but also significant opposition, mostly from residents of Judd and other streets where motor traffic volumes have increased. We think this can be corrected by the (separate) proposed changes to Judd Street and at Brunswick Square.
It's important that all cyclists and others in favour respond using the website below. Otherwise we are in danger of losing this flagship facility. You don't have to live in Camden but you do need to provide an address and postcode.
Martin Lucas-Smith // 2 threads
Demolition of ancillary buildings and removal of 1930's facade at the grade II listed Cambridge Union Society. Construction of replacement facade, reinstatement and refurbishment of historic features and internal and external access and refurbishment works including enlargement of existing cafe (use class A3) and re-opening of 'footlight's' entertainment space (sui generis). Demolition of squash courts and un-listed 3-5 Round Church Street in the conservation area. Construction of new link building for access and ancillary uses for the Union Society. Construction of adjacent new building with ground floor restaurant (use class A3) with 41 room post-graduate student accommodation above (use class C2) together with basement storage and services.
Cambridge Union Society 9A Bridge Street Cambridge Cambridgeshire CB2 1UB
Application reference : 16/0673/FUL
Also a Listing Building Consent application: 16/0674/LBC Demolition of ancillary buildings and removal of 1930's facade at the grade II listed Cambridge Union Society
Created by Jack Thurston // 0 threads
The four-way junction at Cross Street / Monk Street is dangerous for cyclists, with large vehicles making the turn, crossing onto the other side of the road. It is even more dangerous for pedestrians. There are no pedestrian crossings provided at this crossing requiring pedestrians to walk a very long way around to get from one side of Cross Street to the other, or to take a chance by crossing through the motor traffic.
Created by Adam Edwards // 1 thread
Map shows the route which Hertfordshire are upgrading as part of the Hatfield to Rail Station link footpath works. The plan is just for enhanced lighting, when what really should be done is to make this shared use.
Cyclists would then use the exisiting route from the station up French Horn Lane, push accross the Puffin crossing (or cycle on road), use the stub road to the phone exchange and then go shared us to the Toucan crossing to the Market Place. That is the start of the on and off road cycle route to the University and De Havilland Village, the Alban Way and beyond.
Without this link cyclists have to use Queensway and turn at the large fast two lanes wide roundabout at the junction with Wellfield Road. This is a major deterrnet to use.
Other than two sheffield stands in the train station there is no secure cycle parking available in Buxton. This is discouraging people from travelling to this tourist hotspot by bike.
Created by Andy Allan // 0 threads
Heading southbound from New Malden along Malden Road, there is a segregated bike path for most of the route between the Fountain Roundabout and the A3. Unfortunately it ends around 100m before the A3 junction, and bikes are forced back onto the busy A2043.
It would be a good idea to link the bike path along the A2043 to paths around the roundabout, to make a joined up route.
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.
Created by cobweb // 43 threads
"The Greater Cambridge City Deal was signed by Central Government, Council leaders, businesses and the University of Cambridge and aims to secure hundreds of millions of pounds for the areas of Cambridge City and South Cambridgeshire.
The Greater Cambridge City Deal aims to ensure that the success of the area continues by investing in the transport infrastructure, housing and skills needed to see future economic growth.
The first £100m of funding will be made available for transport improvements in the five years from April 2015."