QW10 - Blackstock Road to Amwell St
Part of Quietway 10 - Bowes Park–Farringdon Quietway. Also referred to by ICAG as 'the Islington Quietway'.
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 John Ackers // 2 threads
Part of Quietway 10 - Bowes Park–Farringdon Quietway. Also referred to by ICAG as 'the Islington Quietway'.
Created by Space Pootler // 2 threads
1. Relocation of the existing zebra crossing on Little Ealing Lane closer to Weymouth Avenue The crossing will be installed on a raised table which will help to slow down traffic. Existing parking spaces directly outside Little Ealing Primary School will be relocated which will improve visibility for drivers exiting Weymouth Avenue.
2. Installation of a new shared zebra crossing outside Mount Carmel Primary School. This will help parents and pupils of this school to cross the road safely, and make it easier for cyclists to turn right from Radbourne Avenue into Little Ealing Lane. The new zebra will be also raised which will help to further reduce speeds of vehicles. This will result in removal of existing School Keep Clear markings.
3. Cycle track adjacent to footway to separate cyclists form motor traffic on the section of the road where they are at the most risk. The track will also provide a safer link between Radbourne Avenue and Weymouth Avenue, which is part of a proposed ‘Quietway’ cycle route linking Brentford and Ealing. This will also result in removal of existing School Keep Clear markings which will be replaced by double yellow lines.
Created by Simon Munk // 1 thread
TfL Overview:
We would like your views on proposals to improve safety, journey time reliability and the urban realm on Commercial Road between New Road and Jubilee Street in the London Borough of Tower Hamlets.
We have identified a higher rate of collisions along this stretch of road compared to similar roads in London, particularly involving pedestrians, cyclists and motorcyclists. Therefore, we are proposing a scheme that is designed to reduce the number of collisions involving these vulnerable road users.
The area also suffers from vehicle congestion, particularly at peak times. Parked vehicles prevent buses from using the eastbound bus lane at busy times, which causes delays to bus passengers.
What are we proposing?
We are proposing to implement a number of changes to improve conditions for bus passengers and vulnerable road users. These include:
Pedestrians
- Raised carriageway with coloured surfacing on Commercial Road between Turner Street and Sidney Street to help lower traffic speeds and reduce collisions. There would still be a detectable kerb height between the road and the footway
- Converting the pedestrian crossing outside Watney Market to a wider straight crossing and relocating it closer to the market. This would mean pedestrians crossing in one stage rather than waiting on a central island. Pedestrian “Countdown” at the crossing would also be provided.
- Providing a wider crossing point for schoolchildren outside Mulberry School for Girls and installing electronic signs to make drivers more aware of schoolchildren crossing
- Raising the level of all side road entrances and providing kerb build outs to reduce traffic speeds, making it easier for pedestrians to cross
- Providing a continuous footway across the following side roads to give priority to pedestrians and a smoother crossing surface: Richard Street; Jane Street; Anthony Street; Fenton Street; Buross Street; Hungerford Street; Bromehead Street
- Reducing kerb heights, particularly around Watney Market, to help pedestrians
- Installing low level central islands to help pedestrians cross the road informally
- Upgrading pavements where damaged or uneven
Other Road Users
- Re-surfacing sections of the road to provide a smoother surface for cyclists and motorcyclists and to reduce noise
- Making Turner Street “no entry” to motor traffic (except cycles) from Commercial Road in order to improve safety outside Mulberry School for Girls and to prevent vehicles queuing back onto Commercial Road at busy times. Access would still be possible using other routes, and motorists would be able to exit Turner Street onto Commercial Road as they do now
- Widening bus lanes to 4.5 metres to allow cyclists and motorcyclists to pass buses more safely. We would create space for this by changing the hours of operation of the parking bays on the North side of Commercial Road
- Converting some existing parking bays into two new loading bays.
- Changing parking controls where necessary on the north side of Commercial Road by converting existing ‘all day’ parking (Mon-Sat 7am-7pm) to off-peak times (Mon-Sat 10am-4pm). This would allow the bus lane to operate at peak times (Mon-Sat 7-10am and 4-7pm)
- Providing Advanced Stop Lines for cyclists at junctions to let them wait ahead of other traffic
Urban Realm Improvements
- New tree planting where conditions allow.
- Improving the urban realm – reducing clutter, better paving and a more pleasant environment particularly around Watney Market
Created by Hugh McClintock // 1 thread
Comments welcome please on this consultation about barriers on rights of way.
Pedals believes that any kind of barriers should be avoided as far as possible, especially those of the A-frame design. If access controls really are needed they should take the form of bollards (or staggered bollards) rather than barrier.
Message of 22 Feb 2016 from John Lee, Nottm City Council
Morning all
Some of you will recall taking part in its preparation.
We are in the process of reviewing the attached Policy. The policy was in response to complaints about the design of barriers the council have used on rights of way to deal with motorcycles and users safety. Although barriers help deter illegal use some designs were causing problems for disabled citizens, mobility scooters, double buggies and cyclists. When deciding whether a barrier is the best solution for a particular problem/location, the policy has helped provide a consistent approach.
As part of the review do you have any comments on the policy, for example is there anything else the policy should include so the rights of way network is kept free from unnecessary obstructions and is accessible by all? Please forward onto any contacts who may have an interest.
Please could I have your comments by Monday 21st March.
Regards
John Lee
Public Rights of Way
Traffic and Safety
Development and Growth
Nottingham City Council
Loxley House
Station Street
Nottingham
NG2 3NG
Tele: 0115 8765246
Mobile: 07976 794880
www.nottinghamcity.gov.uk/rightsofway
Created by WildNorthlands // 0 threads
Highcliffe Rd is used as a rat-run between Fulwood and Bents Green/Ecclesall. It's a difficult road for cyclists as it starts off very steeply and is quite narrow, with cars parked on the uphill side. There is an alternative route through the woods - a bridleway that if brought up to standard would provide a very pleasant alternative for cyclists heading to/from Bents Green, with a direct link to NCN6.
Created by WildNorthlands // 1 thread
Redevelopment of the former Norton College site.
Created by M Stanley // 1 thread
Linton Bridge has been closed since the Dec 2015 floods.
Created by M Stanley // 1 thread
Created by T Harris // 1 thread
Hounslow Cycling has been asking for a Quietway on Essex Place as a way of getting to Belmont Primary School.
Lendlease currently have a planning application to redevelop the area
Created by Ben Brierton // 1 thread
The new road layout here means that eastbound cyclists travelling straight-on find themselves in the left-turn lane, stopped by a Red light, and blocking traffic turning left into the Park and Ride who have a Green left turn filter.
The road markings seem to expect cyclists in this lane to go straight ahead, even though it's the left turn lane, because it is guided into the onward eastbound cycle lane. Just feels wrong and leaves cyclists vulnerable to the left turning traffic.
There should be a 'redmac' cycle lane between the left turn lane and the right hand lane. The road markings should guide cyclists from this lane into the eastbound cycle lane instead of from the left turn lane.
Created by Ben Brierton // 1 thread
The new road layout on the westbound approach to M11 turning on Madingley Road has poor provision for cyclists.
Cyclists going westbound now have to take the second lane for a few hundred metres with traffic passing at speed on both sides. Traffic passing in the left lane will be taking the slip road onto the M11 and traffic in the second lane will be going straight on.
Created by Shaun McDonald // 1 thread
The cycle lane on Norwich Road is exceptionally narrow and not fit for purpose. Can't even fit a bike in it.
Created by Roxanne (CEO) // 1 thread
What is the Draft Transport Strategy for East Cambridgeshire?
We have drafted a transport strategy to tackle the current and future transport pressures in and around the district, and to help support growth in East Cambridgeshire. The purpose of this strategy is to:
Provide a detailed policy framework and Action Plan of potential transport improvements for the area, addressing current problems and consistent with the policies of the third Cambridgeshire Local Transport Plan 2011-2031 (LTP3).
Support the East Cambridgeshire Local Plan, and take account of the committed and predicted levels of growth, detailing the transport infrastructure and services necessary to deliver this growth.
The strategy contains details of the schemes proposed in the short and medium term as well as the longer term schemes as proposed in the Long Term Transport Strategy.
We want the views of anyone who lives, works, visits or travels through East Cambridgeshire in order to improve this draft transport strategy. Let us know your views on the strategy objectives, policies and the action plan of proposed transport improvements for the area by answering the questionnaire before the 8th April 2016.
View the TSEC consultation leaflet (pdf, 1MB) for a summary of the information we are consulting on and answer the questionnaire. Alternatively, hard copies of the consultation leaflet and questionnaire are available at libraries and doctors surgeries around East Cambridgeshire or by request via the contact details below.
Come to talk to us and fill in a questionnaire at one of the public exhibitions below:
Created by dpattinson // 1 thread
Although cycle lanes are marked in parts along Chapeltown Rd going out of town, it is quite dangerous, especially where there is parking for the shops along the west side of Chapeltown Rd. A particular concern is just after the pedestrian crossing lights past Mexborough St, opposite Costcutters. The vehicle lane narrows for the pedestrian island in the middle of the road, but straight after it are car parking spaces which protrude out into the road, creating a bottleneck so cyclists have to go into the middle of the vehicle lane to get around cars parked there. I've had a few close calls there as impatient vehicles try to push past where there is no room.
It is almost normal during peak hour to have to negotiate cars parked on double yellow lines across the cycle lane.
Created by Robin Heydon // 1 thread
A simple tool for assessing the cycling environment, at the moment only for lengths of streets. This is not for a whole root assessment or for junction assessments.
Created by Dexter Johnstone // 1 thread
Blackstock Road widening from on the approach to Gleadless Road from Bankwood Road to Gleadless Road junction.
Created by T Harris // 1 thread
New cycle parking in Staines Road, Cavendish parade, Beavers Road, Martindale Road, Barrak Road, Laurel Gardens, Bath Road, St Paul's Close
Martin Lucas-Smith // 1 thread
Cambridge City Council is consulting on an update to its Historic Core Conservation Area Appraisal.
The Historic Core Conservation Area Appraisal covers 70+ streets in the city centre which are defined according to their significance. This significance can be their historical, architectural or social impact on the character and appearance of Cambridge.
The original appraisal, which was published in 2006, has been reviewed to ensure that it is up to date with any new developments within the city centre, and that any new pressures on the historic heart of Cambridge are recognised. This revised document is now out to public consultation.
Created by M Stanley // 1 thread
Large piece of concrete partially blocking access. If this was put here to stop motorbikes, then it is obviously ineffective due to eroded bank on right hand side.
Reported to Leeds City Council via online reporting system 26/02/2016
Created by T Harris // 2 threads
‘Segregated cycleway’ planned for western side of Gunnersbury Avenue (next to park and cemetery)
Transport for London are proposing widening the cycleway on the western side of Gunnersbury Avenue, next to the cemetery and park.
‘Shared pavement’ planned for eastern side of Gunnersbury Avenue
TfL are proposing to make a 5m wide ‘shared use area for pedestrians and cyclists’ on the eastern side.
Created by Simon Munk // 1 thread
TfL overview
We are proposing a number of changes at Hammersmith gyratory, King Street, Beadon Road and Hammersmith Road as part of our Road Modernisation Plan, in partnership with Hammersmith & Fulham Council (H&F Council).The proposals aim to deliver a safer and more direct east-west cycle route through Hammersmith town centre.
What are we proposing?
We are proposing to create a direct, kerb-segregated two-way route for cyclists across the northern side of the gyratory, with separate cycle signals to protect them from traffic. This would remove the need to cycle round the gyratory, mixing with fast-moving traffic, and break a key barrier to cycling in west London.
To improve conditions and safety for cyclists we would:
- Provide a segregated two-way cycle track on the north side of Hammersmith gyratory. Cyclists would be physically separated from traffic by a kerb. We would make room for the cycle track by reallocating space from some sections of the wide pavement on the south side of the road
- Separate cyclist and motor vehicle movements at junctions; cyclists would have their own traffic signals which would be green at different times to those for motor traffic
- Extend the eastbound contraflow cycle track on King Street to allow cyclists to reach the gyratory from Hammersmith Town Hall without having to follow Studland Street, Glenthorne Road and Beadon Road. The cycle track would be ‘stepped’, meaning it would be at a height between the road and footway, and become physically separated with a kerb east of Lyric Square. We would make room for the cycle track by reallocating some space from the pavement on the south side of King Street
- Provide a short two-way section of cycle track on Queen Caroline Street to allow access to Black’s Road and Hammersmith Bridge Road
- Enable cyclists to pass through the island at the junction of Hammersmith Broadway and Butterwick, and increase the size of the island to accommodate cyclists and pedestrians
We would also make the following changes in the area:
- Provide a new bus lane on Beadon Road, between Glenthorne Road and Hammersmith Broadway
- Remove the pedestrian crossing between the south side of Hammersmith Broadway and Shepherd’s Bush Road to allow for provision of the segregated cycle track
- Install pedestrian countdown signals at the crossings of King Street, Beadon Road, Shepherd’s Bush Road, Queen Caroline Street, Hammersmith Broadway and Butterwick
- Widen the footway on King Street where possible to provide more space for pedestrians in this busy area
- Raise the carriageway to footway level on King Street opposite Lyric Square to make crossing more convenient for pedestrians and encourage slower motor vehicle speed
- De-clutter pavements by rationalising locations of street furniture
- Increased cycle parking
- Relocate one loading bay and two disabled parking bays on Black’s Road to provide space for additional taxi rank spaces
Why are we proposing this?
TfL is investing £4bn in the Capital’s vital road network to ensure London’s roads are able to meet the needs of a growing population. As part of this plan, we are reviewing junctions and gyratories across London to make them safer for all road users, including cyclists, and to make journey times more reliable. Hammersmith gyratory is used by many cyclists each day, and can be an intimidating place to cycle. Hammersmith is one of the Mayor of London’s 33 priority “Better Junctions”.
H&F Council’s cycling strategy sets out an ambitious plan to increase the number of people cycling in the borough to reach eight per cent of all journeys. Part of this plan is to deliver a segregated cycle route along the A315 corridor, a key commuter route for cyclists. Hammersmith gyratory lies on this route.
We are proposing to give cyclists dedicated space and separate cycle signals at junctions on the northern side of the gyratory. This would offer cyclists a more comfortable and direct route between King Street and Hammersmith Road, bridging the gap in the proposed A315 cycling route that the gyratory currently creates.
Removal of the pedestrian crossing
To ensure cyclists have adequate space to wait for a green signal on the island at the south of Shepherd’s Bush Road, we would need to remove the existing pedestrian crossing that connects this island to the south side of Hammersmith Broadway.
Although the crossing is less well-used than others in the area, its removal would mean pedestrians would have to find alternative routes. Those walking between the south side of Hammersmith Broadway and the west side of Shepherd’s Bush Road would need to cross Queen Caroline Street and Beadon Road. Those walking between the south side of Hammersmith Broadway and the east side of Shepherd’s Bush Road would have a choice between crossing Queen Caroline Street, Beadon Road and Shepherd’s Bush Road or crossing Hammersmith Broadway at its junction with Butterwick.
The vast majority of pedestrians crossing Hammersmith Broadway from outside the Piccadilly Line tube station use the most western of the two crossings.
Impact on buses
Beadon Road is narrow and carries a high volume of buses and general traffic. To reduce delays currently experienced by buses approaching the gyratory, we would provide a new bus lane on Beadon Road between Glenthorne Road and Hammersmith Broadway, replacing one of the two general traffic lanes.
We also would need to relocate bus stop Z5 on the gyratory, which is currently used for emergency purposes only, to Butterwick.
How would bus and traffic journey times be affected?
Our proposals would affect some journey times through the area. In the main these changes would not be significant, with some bus and general traffic journeys getting shorter and some getting longer. The most notable increases in journey times will be for traffic approaching Hammersmith gyratory from Fulham Palace Road in the morning and evening peaks.
Impact on other road users
We propose to relocate the position of one loading bay on Shepherd’s Bush Road, with the existing dimensions remaining, in order to allow for an increase in the size of the existing taxi rank.
How does this fit in with the wider plans for Hammersmith town centre?
TfL and H&F Council are working together on ambitious plans for a long-term transformation of Hammersmith town centre.
We are proposing shorter-term improvements to improve safety and connectivity for existing cyclists and support the Council’s cycling strategy to increase the number of new cyclists in the area. This plan is separate to, and does not affect longer term proposals for the area, however these proposals would be integrated with any future schemes.
Delivery of the wider A315 cycling improvements
TfL and H&F Council are also working together on plans for an east-west cycling route along the A315. Plans for this route either side of Hammersmith gyratory are currently being developed, with public consultation planned to take place later this year.
Created by Goalie911 // 2 threads
I have noticed that cyclists use both sides of the one way street (The Common, Hatfield).I was just wondering if there's a two way cycling system in use?
Created by Simon Munk // 1 thread
TfL Overview
We are proposing to make changes on A205 Stanstead Road at two locations. One proposal includes improving the pedestrian crossing facilities at the junction of Brockley Rise and A205 Stanstead Road. The second proposal includes removing a loading bay from A205 Stanstead Road to Ravensbourne Road.
What are we proposing?
Brockley Rise
We propose to install a new signal-controlled ‘staggered’ crossing on Brockley Rise. To achieve this, we propose to create a safer pedestrian waiting area by widening the central reservation, while maintaining the two lane approaches to the junction heading south along Brockley Rise. We propose to improve the footway layout by providing a suitable gradient at the crossing for all users, particularly pushchairs and wheelchairs users.
We also propose to modify the loading and parking bays to allow for traffic to turn into Brockely Rise. The bay would be slightly shortened by 2.5m and moved north by 2.5m.
Cranston Road
Similar to Brockley Rise, we propose to install a new signal-controlled ‘staggered’ pedestrian crossing on Cranston Road. We would create a safer pedestrian waiting area by enlarging the central island. We would also improve the footway by providing a suitable gradient at the crossing for all users, particularly pushchairs and wheelchairs users.
Created by Simon Munk // 1 thread
TfL Overview
In partnership with the London Borough of Southwark, we have developed proposals to improve the provision for cyclists and other road users around Tower Bridge Road/Tanner Street junction, and we would like to hear your views.
What are we proposing?
The proposals are part of the Central London Grid – a network of cycle routes in Zone 1. The route passes along Tanner Street, Southwark Council consulted on proposals on the rest of the route in autumn 2015, including proposals for the one-way operation of Tanner Street. Our proposals aim to improve safety and create more space for cyclists, and have been coordinated with Southwark Council’s designs.
Our proposals also include changes to traffic and bus lanes, as well as new traffic restrictions and improved pedestrian crossings.
The enclosed consultation drawing shows the proposals for this junction. The numbered descriptions below correspond with the numbered labels on the drawing.
1 Carriageway to be widened by 0.5 metres to improve traffic flow. There will still be sufficient width maintained on the footway.
2 Centre lines to be altered to provide two northbound general traffic lanes further back from the junction with Druid Street
3 New one-way westbound on Tanner Street between Tower Bridge Road and Archie Street to create space for a segregated two-way cycle track
4 New one-way eastbound on Tanner Street between Tower Bridge Road and Pope Street to allow for contraflow cycle provision
5 Segregated bi- directional cycle track to allow cyclists to approach and exit the junction with substantially reduced risk of conflict with motor vehicles
6 New segregated contraflow cycle track to parallel crossing to allow for safer approach for cyclists, and to decrease potential conflict between modes of traffic. This would require the relocation of a loading bay (see 9 and 10)
7 New parallel cycle/pedestrian crossing to connect the cycle route on Tanner Street and allow cyclists to conveniently cross Tower Bridge Road separately from pedestrians
8 Cycle stands to be relocated to allow for widened traffic lanes on the approach to the junction, and to prevent conflict between traffic modes
9 Loading bay relocated from Tanner Street to Tower Bridge Road to create space for the contraflow cycle track (see 6). The same operating hours will apply
10 New position of relocated loading bay from Tanner Street (see 9)
11 Loading bay relocated 12m south to provide enough space for traffic to merge. Operating hours will remain the same.
12 New bus lane (Hours of operation: Mon –Sat, 7am-10am, 4pm-7pm) to make journeys faster and more reliable for bus passengers. We would create space by moving the centre line on this section of Tower Bridge Road.
Created by Simon Munk // 5 threads
Full route of Quietway 7 Elephant & Castle to Crystal Palace
This map shows all issues, whether points, routes, or areas:
The most popular issues, based on the number of votes:
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.
Created by Gingineer // 1 thread
I work near the station and the area out the front of the new building has short term cycle spaces for the shops there. These spaces are specifically for the retail units (ratios of this is in the planning application I understand). so the racks have to be installed and wont be policed by the retail units (such as the ones by Microsoft which are for employees) yet they fill with commuters who should be using the cycle park.
I have been thinking that Cambridge CC needs to agree a system (bye law?) to create short term racks. The colour should be different and signage provided but for racks that need controlling like this it is essential to stop antisocial cyclists piling up bikes.
Of course its difficult to police, and a heavy handed approach should be avoided but I see a growing issue across the city where racks for specific short term purposes are created but then filled with long term cyclists who should accept if they are parked all day that the extra 2 minutes walk for them to a proper cycle park is reasonable to expect. Otherwise this puts people off cycling the short distances as they fear they wont get a rack or will spend a lot of time scrambling for a spot.
Cyclists could be stickered and if caught again then fined. Or clamped to the rack with a fee to unlock (yes I know that sounds like it defeats the object but it should work after a while).