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 (Cycling Campaign Officer) // 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 Andy Allan // 0 threads
There's no bike parking outside of the parade of shops at the top end of Leigham Vale. The only options are the railings on the railway side of the road, or the handrail outside the post office.
There's plenty of space outside the front of the shops, and it would be good to have some near the garden centre.
Created by Jose Ferraro // 0 threads
Coombe Lane West heading towards Raynes Park: There is a long downhill slope which has new potholes appearing frequently which after a long while are filled with blobs of tarmac creating equally dangerous lumps. Grit fallen from HGVs and parked cars narrowing the lane make this a very risky road to cycle along at speed. A cyclist needs to slow down to be prepared to manoeuvre these hazards which puts them into conflict with motorised traffic behind them who wish to pass but lack the room. This is especially true when cycling uphill over the flyover (in either direction).
There is a short piece of cycle lane only at the base of the hill which does not continue over the flyover and leaves slower cyclists to mix in with the much faster flow of motorised traffic.
The result is frequent close passes unless you cycle in a primary position which invites further conflict (tailgating and intimidation) from impatient motorists.
Created by David Wilcox // 1 thread
Bristol City Council are changing the waiting restrictions across the whole of Clifton in Bristol. The number of places that you can legally park in are being decreased.
Cycle Parking is being removed on Victoria Street.
Created by Rohan Wilson // 1 thread
Planning application here. Access issues need checking.
At the bottom of South Avenue, the road turns into a short cycle track. There is no dropped kerb.
Created by Gregory Williams // 1 thread
The Oyster Bay Trail phase 2 will close a gap in the cycle network between the existing Oyster Bay Trail at Swalecliffe, Herne Bay and Reculver, the Viking Coastal Trail around Thanet, and the Crab & Winkle Way between Whitstable and Canterbury.
Created by Chris Whitehouse // 1 thread
A contraflow on The Commons would connect the Wellfield Road cycle path, Lister House surgery, the Town Centre, ASDA, and if St Peters Close could be made a cycle path it could join with the cycle path along the north side of Cavendish Way.
The section from Wellfield Road to the first bend is already plenty wide enough and the area around Lister House is double yellow - though people do park there and people, particularly elderly or disabled should have access.
St Peters Close has plenty of room.
The section from the first bend to Lemsford Road needs a bit more care but looks doable.
I think this would be a great addition to our cycle path network.
From member R.A.G.
There used to be two very useful cycle boxes (ASLs) in either direction at the junction traffic lights where ARR crosses SR. However, they have relayed the junction, and also repainted, but these two ASLs have disappeared.
While I actually think that a lot of ASLs are not that necessary (when the only option is to go straight on or turn left, and the volume of cyclists is always very low) as I'm sure you are more than aware, ASLs in positions such as these ones, are actually very important. If you are turning left from ARR onto SR the it is not an issue, however if you are continuing on ARR across the junction, then it is. ARR crosses SR with a slight left right shimmy, so you have to turn left first, then be in the right hand lane on SR, before you turn right to continue onto ARR, which is almost impossible/very dangerous without taking up the centre of the ARR single lane, before temporarily turning left onto the SR right hand lane of two.
I would like to think that they will be painted back in time, but it would seem that all other painting has been completed, and the workmen have moved on, so it doesn't look likely.
It is mildly ironic, while supposedly increasing cycling safety down SR, they have in turn decreased it on an adjoining roads such as ARR, and perhaps numerous others.
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.
Created by FrenchyF // 1 thread
Just south of Little France Road, the southbound bike lane on Old Dalkeith Road is appalling. It's alongside a parking bay, but the parking bay isn't wide enough for cars to fit into it without them sticking into the bike lane. Even if it was, "dooring" would still be a significant hazard.
Even away from the parking bay, the bike lane is too narrow.
The bike lane really needs to be wider and further away from parked cars. If this isn't possible, I think it would be better to have no cycle lane at all.
Created by Paul L // 1 thread
Despite having put in a cycle track from Richmond along the S side of Lower Richmond Road TFL claim that that it is impossible to link to the shared foot-way on Clifford avenue.
Created by Cycling Dumfries // 0 threads
There is now a nice cycle path that takes you from the river away from Devorgilla bridge, but there is no easy way to go from there to the College Street cycle track or Terregles Street as both Market Square and Howgate Street are one-way going the other way. Adding an 'except cycles' sign and allowing contraflow cycling along Market Square (which is not a fast or busy road), combined with a crossing across Buccleuch St on the east side of the street would provide an alternative route through town when the Whitesands is closed (or the Loreburn Bridge). At the moment, to get across Buccleuch street you have to cross in three cycles of the light and there are railings preventing pedestrian and bike access to College Street. This would also benefit pedestrians.
Created by Harry Wood // 1 thread
I cycle southwards down Sussex Way each morning, and the logical thing to do is continue down Hornsey Road. Even better would be if this could somehow join onto the nicely cycle provisioned route down Arnette Road. Would make a logical route southwards, but short of bulldozing some shops, I'm not sure how it could be made to join up better.
So anyway I go down Hornsey Road, but the weird thing is I'm not allowed to turn right from Severn Sisters Rd to Horsey Road. It's weird because there's a little strip of cycle lane on Severn Sisters Road leading into this junction, which would very much imply that the highway planners are expecting cyclists to do this. Maybe there should be a blue 'except cyclists' sign there.... except that cyclists need to avoid running over the pedestrians who are crossing at that time in the traffic light sequence.
I'm actually not sure what can be done to improve this. Maybe someone else can think of something.
Created by Roxanne (Cycling Campaign Officer) // 24 threads
Camcycle is launching the first ever 'Cambridge Festival of Cycling' which we plan to grow into a recurring festival in September each year.
Along with a range of events, we also plan to conduct a month long Cambridge Cycling Survey.
The aims of the festival:
- Increase awareness of Camcycle leading to more members, volunteers and influence, particularly among new audiences
- Encourage more, better and safer cycling, for all ages and abilities
- Increase our income thorough sponsorship opportunities
- Increase engagement with our campaigning activities
- Create relationships with other community groups who can partner with us on festival events.
Created by North Devon Cycling Forum // 0 threads
Removal of barrier bars on cycle path ending on Hollowtree Rd; barrier alongside kerb of road is doing the job already!
Created by Gregory Williams // 0 threads
More cycle parking is needed in the Clocktower Square area of Canterbury city centre. The photo shows that the existing cycle parking is completely full.
Created by Richard Alderson // 0 threads
Near Cob Kiln Lane commuter route to Urmston Rail Station Cyclists and pedestrians are supposed to use this kissing gate. The dwell space is far too small and very muddy. There is a horse stile as well which is equally muddy - this is a major access route to the Trans-Pennine Trail
Created by Chris Neston // 1 thread
The NCN 5 route over Frodsham Marshes is very badly surfaced such that can only be used by proficient cyclists with MTBs. As a result most people use the unpleasant main road alternative on the A56.
An opportunity exists to get funding to surface this as a result of community funding from the Marshes Windfarm development. Closing date Feb 28.
Created by Simon Munk // 1 thread
TfL says:
In close consultation with our partners the London Borough of Hounslow and the London Borough of Hammersmith and Fulham, we are seeking your views on proposals to transform roads in west Kensington, Hammersmith, Chiswick and Brentford town centre to make cycling and walking easier, safer, and more appealing.
Cycle Superhighway 9 (CS9) would provide improvements for all road users and communities on the alignment, offering a clearer and safer route for people to cycle in west London, making it easier to cross busy roads and removing through traffic on some residential roads. Changing the layout of many of the roads along the CS9 route would create a more appealing environment for everyone to enjoy.
CS9 would form part of an emerging network of Cycle Superhighways. These are an important part of the Mayor's draft Transport Strategy and Healthy Streets Approach, which aim to encourage walking, cycling and using public transport, and make London greener, healthier and more pleasant.
Transforming road layouts is not without impacts, and there are difficult choices to be made in determining the layout for roads on the alignment. For example, our proposed changes would affect travel times through the area for many people.
We want to hear your views on these proposals during this public consultation. We are actively reviewing ways in which we could change the design and optimise the way roads would operate, and we will consider views submitted during the consultation period.
The proposed changes between Kensington Olympia and Brentford town centre include:
Two-way segregated cycle track on Hammersmith Road, King Street and Chiswick High Road
Five new signal-controlled pedestrian crossings and over 20 upgraded pedestrian crossings
Reducing through traffic and rat-running in residential roads by restricting access to the South Circular from Wellesley Road and Stile Hall Gardens for motor vehicles, making these streets more appealing places to walk and cycle
Stepped cycle tracks (at a lower height than the footway) in each direction on Brentford High Street; eastbound stepped track on Kew Bridge Road, westbound cycle path through Waterman’s Park
Changes to bus stop locations and layouts, including new bus stop bypasses for cyclists
Changes to parking and loading bays and hours of operation
Where would Cycle Superhighway 9 go?
This section of CS9 would provide a continuous, largely-segregated route between Kensington Olympia and Brentford town centre, via Hammersmith and Chiswick.
High volumes of cyclists currently use eastern sections of the proposed CS9 route where there are no protected facilities for them, and many journeys currently made in the area via less active modes could be made by foot or by bike.
The route would connect with Russell Road at the eastern extent, where a Quietway cycle route may be installed in future. It would also connect to a proposed Quietway cycle route off King Street in the vicinity of St Peter’s Garden, providing upgraded walking and cycling connections between Hammersmith and Twickenham along the A316. Consultation on these proposals would take place next year. Click here for more information on Quietways. At the western extent, the current proposals would facilitate safe access for cyclists back into the carriageway before the junction with Dock Road.
We are working closely with the London Borough of Hounslow to develop proposals to extend CS9 further west through Brentford and towards Hounslow. We expect to hold a public consultation on this section in late 2018.
Why are we proposing this?
Cycle Superhighway 9 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 80% of all London trips are made by foot, bicycle or public transport by 2041, up from 64% today.
Over 3000 trips are already being made daily by people who cycle on some of the streets where improvements are proposed. In addition, areas of this route in Chiswick, Hammersmith and Kensington Olympia have some of the highest concentration of pedestrians in the city. Along the A205 South Circular section of CS9 by Kew Bridge Station, cycling is up nearly six fold and all motor traffic is down by over 20% since 2000. Across London, there are now more than 670,000 cycle trips a day, an increase of over 130 per cent since 2000, making cycling a major mode of transport in the capital.
Improving safety for people who want to walk and cycle
CS9 would provide a clearer and safer route for cycling in west London, largely separated from other vehicles. This alignment provides a direct route in the heart of town centres in west London, with good connectivity to other local roads.
Roads on the alignment are currently dominated by motor traffic and can be intimidating and unpleasant places to walk and cycle. Walking and cycling are the healthiest and most sustainable ways to travel, either for whole trips or as part of longer journeys on public transport.
By giving people space and time to cycle through the area more easily, and by providing improved crossing facilities for pedestrians, we can encourage more people to use these healthy and sustainable forms of transport while keeping other traffic moving. These improvements would help to make these streets work better for walking, cycling and public transport, so both individuals and the community as a whole can benefit.
Facilitating and encouraging active travel in west London
We want to make it easier for people in west London to use sustainable travel and lead active lifestyles. We also want to make the streets on the CS9 alignment healthier, safer and more welcoming places for everyone. The proposals form part of the Mayor of London’s plan for Healthy Streets 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 would help to encourage people to use active modes of transport, which could achieve significant health benefits. The proposals aim to encourage people who would like to cycle, but currently feel unable to do so.
A network of Cycle Superhighways exists in north, south and east London, but none in west London. Our proposals would bring a high-quality cycle facility to west London, linking town centres in Hammersmith, Chiswick and Brentford. Data from existing Cycle Superhighways suggest the new route would also draw cyclists away from other routes that are less suitable for them. The introduction of the East-West and North-South Cycle Superhighways in central London has seen significant increases in cycling as a mode of transport
Connecting and improving town centres
Our proposals would help connect town centres from Kensington Olympia through Hammersmith, Chiswick and Brentford, linking important amenities and facilities in the heart of these town centres, and making them more pleasant places to live, work, shop and spend time.
To make it easier to cross busy roads here, we would install five new pedestrian crossings and upgrade over 20 others. We would also install new seating areas to provide space for people to stop, rest and spend time in these town centres. This would be supported by other improvements to the street environment, including new trees. As well as enabling more Londoners to walk and cycle more often, these proposals would help to create more welcoming and inclusive streets.
When would we build Cycle Superhighway 9?
Subject to the outcome of this consultation, any subsequent follow-up consultations and approvals from partner boroughs, we intend to commence construction on Cycle Superhighway 9 from Kensington Olympia to Brentford town centre in late 2018, and carry out further consultation on the detailed proposals from Brentford to Hounslow 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 and operations during the construction period.
How would Cycle Superhighway 9 affect journey times?
We have carried out detailed traffic modelling on the proposals for Cycle Superhighway 9, to understand how our proposals might affect journey times for general traffic, buses, cyclists and pedestrians.
Despite the sophistication of our traffic models, all traffic modelling is only ever indicative; it is intended to give an idea of where the impacts of changes in journeys are most likely to be felt. It assumes that drivers have perfect knowledge of the network and will always choose the quickest route available.
Traffic modelling has been carried out to study the traffic impacts of the scheme at the busiest times of the day, and results are presented for both the morning and evening peak hours. TfL would actively monitor and manage the road network following implementation to ensure impacts were balanced.
To understand the impacts, we have assessed how London's roads would operate in 2021, considering population growth, committed developments and other road improvements including the scheme at Hammersmith Gyratory as consulted (details of this scheme are available here). We then test how London's roads would operate in 2021 with the changes proposed as part of the scheme. This allows us to isolate the predicted impacts of CS9 from other changes which are not part of this consultation.
Changes to parking and loading
Our proposals include changes to parking and loading bays and their hours of operation across the proposed route. We will contact premises which we think could be affected during the consultation period. If you think the proposals could affect you or your business, please contact us to let us know. We encourage you to discuss these proposals with your suppliers.
Environmental impacts
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 to air quality and noise levels. Environmental surveys and modelling would take place as part of our ongoing evaluation of these proposals.
Our proposals aim to improve the quality of life in the area by:
Reducing the dominance of traffic, allowing people to better enjoy the area
Improving pedestrian crossings and cycle facilities, to encourage people to walk and cycle through the area
Protecting bus journey times, to encourage people to use public transport
We will be carrying-out environmental evaluation and environmental modelling to help our evaluation of the 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, 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. See here for more information on how we are creating Healthy Streets.
Equalities
How TfL fulfils its 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 CS9 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 enhanced crossing facilities, increased footway widths and new pedestrian 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, or up to 3 metre footway widths in areas of shared use footway. 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.
Crossing cycle tracks on Cycle Superhighway 9 - a guide for disabled users
How do I cross cycle tracks?
All crossings of cycle tracks would be on one level, with step-free access from one footway to another and clearly marked out with tactile paving.
At road junctions with traffic lights
Some junctions would have a “formal” signalised crossing point across both road and cycle track - marked with contrasting blister tactile paving that extends in a ‘tail’ to the back of the footway. Here:
cyclists are held at a red light
pedestrians cross both road and cycle track at the same time as there would typically be no waiting area between road and cycle track
this crossing would be marked using contrasting blister tactile paving with a tactile tail extending to the back of the footway and dropped kerbs
audible signals and a pedestrian countdown would be used where feasible, and
all push button units would have a tactile rotating cone.
Other junctions would have an “informal” crossing point – where the road crossing may be signalised but the cycle track is not. Here:
the signalised road crossing would be marked with red tactile paving and a tactile ‘tail’ extending to the back of the footway
the cycle track crossing would be marked by contrasting blister tactile paving without a ‘tail’
there would be a waiting area to between the cycle track and the road at least 2.5m wide and free of intrusive street furniture to ensure space for a wheelchair to turn.
At signalised (green man) road crossings
All proposed crossings would be fully signal-controlled - with a green man. All existing zebra crossings of the main road would be converted to signal-controlled crossings.
Some junctions would have a signalised crossing point across both road and cycle track - marked using red tactile paving with a tactile ‘tail’ extending to the back of the footway. Here
cyclists are held at a red light
pedestrians cross both road and cycle track at the same time as there would typically be no waiting area between road and cycle track
At other junctions, there would be an “informal” crossing point – where the main road crossing is signalised but the cycle track crossing is not. Here:
the main road crossing would be marked with red tactile paving and a tactile ‘tail’ extending to the back of the footway
the cycle track crossing would be marked by yellow tactile paving with no ‘tail’
there would be a waiting area between the cycle track and the road at least 2.4m wide
At road crossings that are not signal-controlled
Most crossings without signals would be removed or converted to signal-controlled.
Where an un-signalised crossing remains (e.g. on King Street by Ravenscourt Park), the cycle track crossing point would not be signalised either. It would be marked with contrasting blister tactile paving with no ‘tail’ and a waiting area of at least 2.5m would be provided between road and cycle track.
How do I get in or out of a car/taxi?
In a marked bay next to the cycle track
Marked parking bays would be provided next to the cycle track. A buffer of at least 0.5 metres between the bay and the track will run flush along the length of the bay. Vehicles with side ramps could deploy them into the cycle track. Same level-access would be provided between the cycle track and footway. Disabled users would be permitted to park in loading bays in:
London Borough of Hounslow
London Borough of Hammersmith & Fulham
on the Transport for London Road Network.
Not in a marked bay next to the cycle track
Marked bays would be the best places to stop and get in or out of a vehicle in safety and comfort along Cycle Superhighway 9. Space for general traffic would be reduced to a single lane in each direction in some places and all single yellow lines would be replaced with “no waiting or loading at any time” restrictions. Also the kerbed islands between the cycle track and the road, varying in width from 0.5 metres to 2.5 metres, are generally not wide enough for vehicles to deploy ramps onto the island itself.
How do I get on and off a bus at a stop next to the cycle track?
“Bus stop bypasses” would be provided. Here, 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. The footway also continues behind the cycle track.
The bus stop flag would be situated at the left of the crossing point to make the stop easier to find. Kerbs would be high enough (125-140millimetres) to ensure TfL buses can deploy ramps onto the island.
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, Manchester and Cambridge, 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 monitor the entire Cycle Superhighway network to ensure it is operating safely and effectively. This includes more than 50 bus stop bypasses across the capital. We are satisfied bus stop bypasses are safe for all road users.
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.
At five bus stops on Brentford High Street where space is limited and expected cycle flows are lower, the footway and waiting area would be combined and all pedestrians would cross the cycle track at raised, marked crossing points at each end of the island to continue their journey via the waiting area island. The combined footway and waiting area would be a minimum of 2.5 metres wide, to ensure bus stop accessibility is maintained.
Tactile paving
We would use tactile paving on all crossings and traffic islands along the CS9 route. Tactile paving would be designed according to Department for Transport guidance. We would apply local standards used by our partner boroughs.
Accessibility for cyclists with disabilities
CS9 would be suitable for use by disabled cyclists using adapted bicycles, such as hand cycles and tricycles. The designs adhere as closely as possible to the principles for inclusive cycling set out in our London Cycling Design Standards. Cycle tracks on CS9 would be as wide as possible and a smooth riding surface would be provided, with the entire cycle route to be resurfaced.
How do previous proposals relate to Cycle Superhighway 9?
Previous consultations on measures to improve some of these streets have already taken place.
Hammersmith Gyratory
In January 2017, TfL approved proposals to create dedicated space for cyclists on the northern side of Hammersmith gyratory with the support of Hammersmith & Fulham Council. For more information on the Hammersmith gyratory consultation that took place in spring 2016, please click here.
Our proposals for CS9 would enhance the benefits provided by this scheme by extending the two-way cycle track on King Street to ensure cyclists do not have to mix with general traffic when travelling westbound through the area.
We have listened to residents’ concerns over the reduction in capacity for general traffic on Beadon Road. We have updated our proposal here to ensure traffic can flow more freely through the junction with Hammersmith Grove. We would do this by signalising the junction of Beadon Road and Hammersmith Grove. Currently, vehicles exiting Hammersmith Grove and pedestrians crossing Beadon Road are uncontrolled. This can constrain the amount of traffic on Beadon Road that can flow into Hammersmith Gyratory. Controlling these movements with traffic signals would increase capacity for general traffic on Beadon Road which is the principal route for through traffic here.
This revised design would also allow us to provide a new signal-controlled pedestrian crossing over Beadon Road on the western arm of the junction, which would accommodate growth from surrounding developments. This would also provide enough time for vehicles making local trips to exit Hammersmith Grove and join Beadon Road.
In addition, no new bus lane is proposed on Beadon Road in this design. This means more space for general traffic is retained for approximately 170 metres where bus lane had previously been proposed, but results in longer journeys for people travelling by bus. We will continue to look for ways to minimise or remove increases to bus journey times as much as possible. Click [here] for detailed traffic impacts of the proposals, including a comparison with the consulted scheme at Hammersmith Gyratory.
We remain committed to delivering improvements at Hammersmith Gyratory. Subject to the outcome of this consultation, we would look to deliver these improvements as part of CS9. We intend to start construction of all improvements in Hammersmith Gyratory in late 2018, subject to the outcome of this consultation, any subsequent follow-up consultations and agreeing proposals with partner boroughs.
Wellesley Road (traffic reduction)
In summer 2016, the London Borough of Hounslow carried out a survey on traffic issues with residents and businesses in the Wellesley Road and Stile Hall Gardens area. The responses received indicated high levels of concern at the volume of through traffic – 73% responded that there is too much non-residential traffic in the area - and the impact of this on several issues including road safety, attractiveness of the road for walking and cycling and pollution.
In late 2016, LB Hounslow consulted on proposals to reduce through traffic in the area. The majority of respondents (55%) were in favour of a closure/no entry to restrict access, and closing access to the South Circular from Wellesley Road and Stile Hall Gardens was the favoured change option (48%, or 87% of all responses in favour of change).
These measures would reduce traffic on roads through the area, including Wellesley Road, Stile Hall Gardens and Heathfield Terrace. According to surveys carried out in summer 2016, up to 75% of vehicles travelling through this residential area is non-residential through traffic. Reducing traffic volumes on these roads would reduce congestion at peak periods, improve access for residents, make it easier for pedestrians to cross these roads and significantly improve conditions for cyclists using them.
A3320 Warwick Road Safety Scheme
In 2016, TfL consulted on proposals to improve pedestrian and cycling facilities around the junction of Kensington High Street with Warwick Road and Addison Road. These improvements are unaffected by CS9 proposals, and we intend to implement them early next year.
Created by christhebull // 2 threads
A short section of Lower Redland Road adjoining Whiteladies Road is eastbound only, hindering cycling in this area. A simple remedial measure would be to allow legal contraflow cycling in the westbound direction on this road. Although no longer required for contraflows, a small traffic island exists at the exit of this one way street which could either removed, or utilised as the entrance to the contraflow. This would be relatively simple to implement as there are no intermediate junctions or traffic lights, only signs to be altered at either end and various formalities to go through.
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 Jonathan Keenan // 1 thread
Large housing development near to Trafford centre, Manchester Ship Canal and Bridgewater Canal. There is potential for huge increase in traffic and the plans have very little/no cycle infrastructure planned in.
The plans show 5 lane roads and roundabouts with a simple ASL and no other infrastructure. This is an opportunity for the developers to connect the new estate into a wider cycle network, particularly the cycle path on Barton Dock Road (which needs improvement). The Bridgewater Canal will not have enough capacity in the future and is not suitable for year round commuting.
Urgent attention needs to be given to the main roads surrounding the site and the development used as a catalyst to improve the below standard infrastructure already in place nearby.
Created by Shaun McDonald // 1 thread
This section of the flagship National Cycle Network Route 1 on entering Ipswich is of particularly poor quality. There are nettles, brambles and other bushes overgrowning the very rough and narrow path. Is this really the quality of cycling that we want to show to Dutch cyclists coming over from the Netherlands who would have expected there to be a tarmaced cycle path that's a couple of metres wide. There is space to here to place a good surface.
Created by Hounslow Cycling Campaign // 1 thread
https://consultations.tfl.gov.uk/roads/kew-duke/
Overview
We consulted on our proposals for Cycle Superhighway 9 in autumn 2017. The route is an important part of the Mayor’s Healthy Streets Approach, which aims to make London greener, healthier and more pleasant through encouraging walking, cycling and the use of public transport.
We have published an analysis of the responses and our response to the issues raised here. The feedback we received was valuable in helping us to further improve the scheme.
In response to feedback received through the consultation, we are now carrying out a further consultation on two parts of the route:
We would like to hear your views on these further proposals. A map of the areas where we are carrying out further consultation can be found below.
Kew Bridge and Duke Road overview map (PDF 989KB)
Other than the two sections identified for further consultation, we will be progressing our plans for the route as outlined in the Response to Issues Raised report. No further consultation is planned on the proposals for the route except for the two parts of the route above. We will carry out local engagement on the rest of our proposals later in the process. We are intending to proceed with our proposals subject to formal approvals.
Following feedback from respondents and the Mayor’s announcement of a new brand for London’s growing network of high-quality cycle routes in the Mayor’s Transport Strategy, this route will no longer be called a Cycle Superhighway. We will work closely with our borough partners on the most appropriate wayfinding for this scheme.
Kew Bridge and Kew Bridge Road (High Street Brentford to Wellesley Road)
The main change we are proposing is to provide a segregated two-way cycle track on the south side of Kew Bridge Road and South Circular Road. Previously we proposed with-flow segregated cycle tracks and a bus lane on Kew Bridge Road, the South Circular and also between Wellesley Road and High Street Brentford (including Kew Bridge junction).
This change provides full segregation for cyclists throughout this section and removes the requirement for two bus stop bypasses we proposed on the north side of Kew Bridge Road. The change also addresses concerns raised about cycle safety at Kew Bridge junction, Green Dragon Lane and Lionel Road South.
We are also proposing a second southbound traffic lane on Kew Bridge to make the junction operate more effectively and to maintain bus journey times in the area.
In summary, our proposals for this section of the route include:
A map of the proposals for Kew Bridge and Kew Bridge Road to Wellesley Road can be found below.
Kew Bridge and Kew Bridge Road proposals map (PDF 2.35MB)
Appendix A - detailed information on these proposals (PDF 237KB)
The original proposals for this section can be found here
Duke Road and Duke’s Avenue’s junction with Chiswick High Road
The main change we are proposing is to ban the right turn out of Duke Road onto Chiswick High Road for all traffic (except cyclists) in response to safety concerns. Traffic would be able to use Annandale Road to exit east onto Chiswick High Road instead. We previously proposed to reduce Annandale Road from two lanes to one at its junction with Chiswick High Road. We are now proposing to keep two lanes on exit at this junction to facilitate traffic that may be redirected from Duke Road.
We are also proposing to maximise pavement space outside Our Lady of Grace and St Edward Church, in response to local concerns. This will require the reduction of eastbound traffic lanes on Chiswick High Road from two to one.
We proposed four additional pay and display bays on the west side of Duke’s Avenue. Following feedback from the consultation and our discussions with Our Lady of Grace and St Edward Church we are no longer proposing these bays and will instead retain the existing single yellow line as this will provide more opportunity for parking for Church services. Additionally, one proposed space on the eastern side of Duke Road opposite Bourne Place has been removed to ensure vehicles can exit this junction.
In summary, our proposals for this section of the route include:
The segregated two-way cycle track on the southern side of Chiswick High Road has been retained.
A map of the proposals for Duke Road and Duke’s Avenue junction with Chiswick High Road can be found below.
Duke Road and Duke's Avenue proposals map (PDF 968 KB)
Appendix B - detailed information on these proposals (PDF 241KB)
The original proposals for this section can be found here
How would the proposals affect journey times?
We have carried out detailed traffic modelling on the proposals to understand how our proposals might affect journey times for general traffic, buses, cyclists and pedestrians.
Despite the sophistication of our traffic models, all traffic modelling is only ever indicative; it is intended to give an idea of where the impacts of changes in journeys are most likely to be felt. It assumes that drivers have perfect knowledge of the network and will always choose the quickest route available
We have undertaken traffic modelling on the proposed changes to the scheme, which has indicated the following:
Kew Bridge section
This section has undergone extensive design changes following feedback from the previous consultation, including concerns about the impact on journey times through the junction. The new design changes the ‘with flow’ cycle track into a bi-directional cycle track and provides additional capacity north and southbound on Kew Bridge. As a result, three approaches to the junction will have either an increase in green signal time or an increase in lane capacity, which leads to improved journey times on bus routes 237 and 391 in both directions and bus route 65 east bound compared to the previous designs. One approach to the junction will see a reduction in green signal time which as a consequence, has a minor negative impact on journey times for the 65 westbound bus route.
Duke’s Avenue section
The design changes at this location have been made to protect trees and retain footway space outside Our Lady of Grace and St Edward Church. There is no longer a right turn lane, but there is space in front of the stop line for up to two right turning vehicles without blocking vehicles travelling east, including buses. As the predicted traffic volumes are low, this junction is expected to operate effectively and the design change is predicted to have minimal impact on overall bus and traffic journey times.
Detailed results of our traffic modelling can be found below.
Traffic modelling results AM (PDF 186KB)
Traffic modelling results PM (PDF 185KB)
Equalities
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.
Our autumn 2017 consultation set out how we had due regard to the duty and can be found here.
We have updated our Equality Impact Assessment (EqIA) for the proposed changes. The EQIA completed for this scheme 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 proposes a number of improvements to pedestrian facilities including enhanced crossing facilities, increased pavement widths and new pedestrian crossings.
Some negative impacts have been identified where pavements are proposed to be cut back or shared use is proposed, however we have ensured that they are appropriate for number of pedestrians in the area and that they allow two wheelchair users to pass safely. Shared use areas would be provided only where there is sufficient space for pedestrian and cyclists. Some negative impacts have also been identified where we are proposing to install bus stop bypasses. We recently agreed therefore to include zebra crossings at all bus stop bypasses. The crossings would have tactile paving and would be raised to footway level to create a flush surface.
Public drop-in events and have your say
We will be holding public drop-in events at which staff involved in the project will be available to answer your questions:
You can let us know your views on these proposals by taking part in our online survey below.
Have your say
We would like to know what you think about our proposals.
Please give us your views by completing the online survey below by Tuesday 26 February 2019.
Alternatively, you can:
You can also request paper copies of all the consultation materials and a response form by emailing consultations@tfl.gov.uk, or writing to FREEPOST TFL CONSULTATIONS.
Have your say
Created by SallyEva // 2 threads
Mina Road would be no entry, apart from cyclists, from the junction with Ivy Church Lane. This will prevent northbound traffic entering from Mina Road onto B203 Dunton Road, to prevent stopping on the hatch markings at the junction with the A2 Old Kent Road. This movement can cause congestion and a road safety risk to all users.
Motor vehicles would not be able to use Bagshot Street and Mina Road for access onto the A2 Old Kent Road. The scheme would improve conditions and safety for local residents and cyclists. The reduced amount of traffic will create a safer environment.
Road users who normally would use Mina Road to access the A2 Old Kent Road would need to use Bagshot Street, Albany Road and Shorncliffe Road. The parking and loading bays on the northern side section of Mina Road would remain unchanged.