From the Whitesands all the crossings around Nith Place are toucan crossings. However, the current set up doesn't make it comfortable for pedestrians or cyclists for someone cycling to the High Street.
Listed issues, most recent first:
From the Whitesands all the crossings around Nith Place are toucan crossings. However, the current set up doesn't make it comfortable for pedestrians or cyclists for someone cycling to the High Street.
These streets are pedestrianised and should allow free movement of people on bikes too.
There is no clear route through the housing here to join the shared use path on Park Road.
This is a 20mph zone. A main cycling route rejoins the road here. A build out would discourage people parking cars on the dropped kerb here, which happens on a daily basis. A protected joining bit similar to that on Newton Road would be great.
This is a 20mph zone. A main walking route crosses the road here. Visibility isn't good particularity when crossing from West to East - a build out would help pedestrians have a better view and discourage people parking cars on the dropped kerbs.
"The Council is committed to making Hackney’s roads safer for everyone living, working
and visiting the borough. These changes aim to create an environment that will encourage
more walking and cycling, improve air quality and reduce emissions within the local area.
Our Transport Strategy includes a Liveable Neighbourhoods Plan, which recognises that local
streets are not just places to park vehicles or drive, walk and cycle on. They are places where
we socialise and live our lives. An aspiration is to reclaim Hackney’s streets from motor
traffic congestion and transform them into the most attractive and liveable neighbourhoods
One key objective for this proposal is to create a safer, more pleasant environment for
cycling on the CS1 route through the De Beauvoir area.
Back in autumn 2015 Transport for London (TfL) in partnership with Hackney Council
consulted on a motor traffic reduction scheme in the De Beauvoir area that assists users
of the CS1 route. These proposed modal filters have now been introduced.
One of the proposals that was not taken forward at that time was a zebra crossing on
Englefield Road near the junction of Culford Road. From continued feedback from residents,
and users of the CS1 route through this area, the Council has now reviewed the design and
location which provides a safe crossing point for cyclists, as well as pedestrians, crossing
Englefield Road. Please see the drawing attached for more detail.
Introducing this duel crossing point on Englefield Road at Culford Road will also allow the
relocation of two of the existing modal filters to be moved to this new crossing point. Modal
filters are closures to motorised traffic that still allow access for pedestrians and cyclists. "
The council is undertaking a public consultation on its draft third Local Implementation Plan (LIP). This is a statutory document that outlines how Sutton will contribute to meeting the outcomes and objectives in the new Mayor of London’s Transport Strategy, published earlier this year. It also outlines key proposals for transport schemes in the borough for the next three years (to 2021) and longer term ambitions to 2041.
Created by Daniel Dignam // 1 thread
Maybe it because I ride a bike with narrow tyres, or am over cautious, but ....
The new LED lighting they've installed has effectively made the path narrower (and it's already too narrow). I don't want to ride over slippery glass, and in a few places they've actually installed them on the bend (Shelford end on the inside of the bend, which was already tricky because of the manhole cover), and at the Addenbrooke's end when joining after coming under the bridge.
Why didn't they install them between the white lines like the old ones.
Am I worrying too much (I cycle 400+ miles a week, so like to think I'm relatively good at looking out for dangers) ?
The A111 Chase Side is a useful and direct commuting and leisure route for cyclists, linking Southgate and Cockfosters. Safety improvements are needed for cyclists using the road, particularly at central refuges forming pinch points where close passes are a frequent risk.
More extensive infrastructure, utilising wide verges, service roads and semi-segrated lanes, could provide a safe route to increase levels of cycling to local schools, shops and sports facilities.
Convert the footway along the A111 Cockfosters Road to shared use between the entrance to Trent Park and Waggon Road. This would link with the existing segregated cycle track from Cockfosters tube station to Trent Park and to Sustrans Route NCN 12 and Hadley Wood train station. It would allow residents in new developments along Cockfosters Road and the large planned development within Trent Park to cycle to both stations and beyond.
The A111 is narrow and busy, with insufficient room to overtake a cyclist safely if there is oncoming traffic. Motorists can be aggressive and pass cyclists very closely, so only the bravest cyclists use this road. During morning and evening commutes there are long queues of traffic, making it difficult and unpleasant to use the road on a bicycle.
The footway on the west side of the road has very few pedestrians and is wide enough to allow dual use or be upgraded to segregated use. It also has dropped kerbs to allow cyclists to cross side roads.
An 80 metre length of Chalk Lane is one-way northbound, preventing use by southbound cyclists wanting to avoid the busy A111 between Hadley Woods bridleway and Cockfosters Station, where there is a safe Pelican crossing onto the cycle track linking to Oakwood and beyond.
An 80 metre long contraflow for cyclists would fix the missing link and provide a safe and mostly off road cycle route all the way from Enfield to High Barnet.
London Cycle Design Standards state: "Unless there are over-riding reasons not to, there should be a presumption that contraflow cycling should be provided for in any one-way street." (4.3.9 Two-way cycling in one-way streets).
Chalk Lane used to be two-way until a new housing estate was built in Verwood Drive, when it was made one-way to stop too many cars emerging onto the A111 next to the tube and bus station. However, there is no reason to stop cyclists.
Camden is consulting on:
The direction of motor traffic flow i.e.
– should it remain as it is now (eastbound between Gower Street and Judd Street and westbound between Gower Street and Tottenham Court Road)
– or change to westbound through the entire stretch between Judd Street and Tottenham Court Road
They also ask support for further improvements (including stepped tracks and widened footways) subject to funding being available
Quite a few improvements to junctions, change to the flow of one way, improvements and extension of 20mph zone and removal of speed cushions
Details of Proposed Improvements
The proposed improvements include the following main features, as detailed on the attached Plan Overview:
A. Width restrictions with priority give-ways to replace existing refuge islands, and speed cushions. (refer to details 3,4,11 &12)
There have been several complaints regarding noise and vibration associated with vehicles (especially buses and large vehicles) driving at speed over the cushions. Parents have expressed a sense of vulnerability while crossing at the refuge islands. The existing carriageway width do not allow widening of the refuge islands, which would be the ideal solution, and therefore width restrictions are proposed. This will provide more footway space for pedestrians and a shorter distance to cross. In addition, the safety risks of vehicles driving on the wrong side of the refuge island observed on site can be avoided.There have been several complaints regarding noise and vibration associated with vehicles (especially buses and large vehicles) driving at speed over the cushions. Parents have expressed a sense of vulnerability while crossing at the refuge islands. The existing carriageway width do not allow widening of the refuge islands, which would be the ideal solution, and therefore width restrictions are proposed. This will provide more footway space for pedestrians and a shorter distance to cross. In addition, the safety risks of vehicles driving on the wrong side of the refuge island observed on site can be avoided.
B. Reversal of one-way on Anton Crescent. (refer to details, 4, 7, 8, & 9)
The current direction of one-way on Anton Crescent results in regular congestion outside the school during drop-off and pick up times which at times impacts the flow of traffic on Collingwood Road. Reversing the direction will provide more queuing space for school traffic on Anton Crescent thus minimise impact on Collingwood Road.
C. Raised junction entry treatment. (refer to details, 4, 5 & 10)
The raised entry treatments will provide a level surface for pedestrians when crossing side roads and will help to slow down the in and out movement of traffic.
D. Improvement to walking routes leading to school. (refer to details, 3, 7, 8 & 9)
The area adjacent to the school entrance will be raised. It is proposed to surface the existing grass verge on Anton Crescent adjacent to No. 298 Collingwood Road and widen the footway from the entrance to the Wetlands access leading up to the school entrance to improve walking routes.
E. Signage and road markings.
School warning signs, elderly crossing, weight restriction, bridge height and speed limit signs will be reviewed and adjusted or new ones provided where necessary. 20mph roundels will be refreshed and more added to emphasize the speed limit in the area.
Pelican zebra but also parking bays added to North side and double yellows on the other.
Not much info on link, but the proposal is here https://sutton.citizenspace.com/environment/talbotroad/user_uploads/rotherfield-rd---talbot-rd---improvement-plan.pdf
Changes around All Saints Carshalton Primary school
"proposals to improve the flow of traffic and improve the environment for residents, traders, pedestrians, cyclists and users of public transport. The aim of the scheme is to encourage more people to walk, cycle or use public transport and reduce the number of local car trips. Funding for this scheme is available from Transport for London."
How is this going to achieve this by creating a few parking bays and a new sign for a car park?
It has been reported to me by several cyclists that the north east bound approach to Pownall Rd / Fore Hamlet junction is dangerous and in at least one case has involved cyclist injuries. From personal experience i can say it is a dangerous junction. Motorist frustration occurs because of long tailbacks and the temptation is to use the bus lane
Created by Dominic Fee // 1 thread
"As part of the Marylebone Low Emission Neighbourhood (LEN), Westminster City Council is proposing to introduce a number of new measures around Marylebone High Street and Paddington Street. These interventions will sit alongside the behaviour change measures already undertaken as part of the LEN programme."
Details of these proposals are set out below, showing the existing and proposed arrangements, as well as information on the rationale. Once implemented, these proposals will be the first of their kind in Westminster. If you would like to comment on the proposals or have any questions, please email email@example.com by 11.59pm on 5th December 2018. Responses will be considered before proceeding with the next stages of design and implementation."
North of Scarborough Bridge in York, there is an excellent off-road cycle track (part of Route 65 to Beningborough Hall) which is very well-used. Unfortunately there is very little lighting on this track, except for where there are adjacent houses, so it is extremely difficult to use after dark. As it is much more hazardous to ride in traffic after dark in winter, it is doubly annoying that the track is in effect out of bounds at night. People in dark clothing, dogs, other unlit cyclists ( :( ) and in some places, cows, make it far too hazardous to use without lights. A quick and cheap improvement which would go some way towards making it useable without disturbing the local wildlife with bright lights, would be lining both sides of the track with solar 'runway' lights. Once they are in, the only maintenance required for these is to keep the grass cut back so they aren't obscured.
Created by Roxanne (Cycling Campaign Officer) // 1 thread
How could we make Chesterton Road better and safer for cycling and walking?
'Cycle parking has been designed above the Council’s current standards- Cycle Parking in Residential Developments (2010). The flats are provided with a covered and secure cycle store integrated into the footprint of the proposed new building and accommodating 17No. Cycles and 1No. Cargo bay. The store will be fitted with steel Sheffield cycle stands spaced in accordance with Diagram 3 of the above guide. Access gates/doors are to be a minimum of 1m width where required. A further 10No. cycle spaces are proposed to the front of the development for visitors and 9No. Spaces provided in a separate store for the commercial units.'
Initial investigation of the ground floor plan reveals this seems to be true.
They have also claimed to reserve a 2.0m strip of land along the highway boundary for future Eastern Gate related improvements.
No issues detected.
Mixed use development for ground floor commercial space (Use Classes A1, A2, B1 and D1) with 13 residential units (including 25% affordable) above comprising of 3 x 2bed flats and 10 x 1bed flats along with car and cycle parking following demolition of the existing buildings on site.
212-214 Newmarket Road Cambridge CB5 8JL
Application reference : 18/1679/FUL
Proposes 32 cycle parking spaces for residential + office use split into two areas of 22 and 10. They seem to be well-dimensioned. The only outstanding question is security: there does not appear to be any access control.
Extension and alterations to No.25-27 High Street, erection of new buildings to provide a total of nine new residential units and associated infrastructure and works (following part demolition on all three floors).
25-27 High Street Chesterton Cambridge CB4 1NQ
Application reference : 18/1703/FUL
Northstowe Phase 2 strategic engineering elements including cycleways.
See 'Town General Plans'
Interesting that they plan significant stretches of protected & segregated bidirectional cycleway including protected & segregated junctions. Although in some sections these mysteriously turn into shared-use pavements, and it's not clear why, since there's plenty of space...
Cycleway / footway kerb is a 45-degree type, better than 90-degree but still steeper than a forgiving kerb.
There's also a link from Dry Drayton Road included & also an overpass of that road for some reason (part of A14 works?).
Reserved Matters for landscaping and layout for Strategic Engineering Elements in relation to Phase 2 following outline planning permission S/2011/14/OL. An Environmental Impact Assessment was required at the time of the Outline submission and an Environmental Statement was submitted at that time.
Land South Of, Longstanton Road, Oakington, Cambs, CB24 3AB
Application reference : S/4208/18/RM
Westminster City Council is consulting on its City Plan for the period 2019-2040. This is the Council's local plan, which sets out local planning policies and identifies how land is used, determining what will be built where.
Westminster City Council is consulting on its Local Implementation Plan 3 (LIP3) Delivery Plan, through which the Council applies to TfL for funding for the period 2019/20 to 2021/22 to implement transport improvements that accord with the Mayor's Transport Strategy.
This map shows all issues, whether points, routes, or areas:
The most popular issues, based on the number of votes:
The current layout of the pedestrian crossing at the junction of Winchester road and Vermont close forces cyclists out of the cycle lane and into the flow of traffic. This is a risky maneuver and relies on the patience of the car driver behind the cyclist. A possible solution would be to be extend the cycle lane through the chicane, with give way markings so that pedestrians have right of way.
Southampton Cycling Campaign has received many reports of local cyclists having accidents on the cycle path outside the Dominos Pizza outlet at the southern end of The Avenue.
A recent incident was reported in the Southampton Echo, http://www.dailyecho.co.uk/news/10475081.Cyclist_hurt_in_road_crash/
There is a loading bay in the cycle contraflow cycle lane, which means that the cycle lane is blocked for cyclists as soon as a vehicle is parked there. This means that cyclists have to pull out into the path of oncoming buses, thus making the NCN route unsuitable to young children or inexperienced cyclists.
Disused railway tracks on St Peters Dock provide short section of road surface that is dangerous to traverse from East to West by bike.
If you are avoiding crossing the tracks then you are forced into oncoming traffic.
If you cross the tracks, you are then potentially trapped between parked cars and the railway tracks, which can be dangerous.
The tracks are very slippery when wet or icy, and sections are often hidden underwater because there is poor drainage after heavy rain.
Ideally the tracks are totally removed, or the surface covered with concrete or tarmac.
Redesign of Grey Street to remove the danger of cars reversing (blind) out parking bays into middle of the road.
Here is an ambitious plan for a Bicycle Boulevard from Shoreditch to Fitzrovia, along Old Street, Clerkenwell Road and Theobalds Road, open only to bicycles, buses and motor traffic for local access only.
a. It is now the most cycled route in London, showing that it is the desired EW route.
b. It is of variable width, therefore trying to accommodate bikes, buses, and through traffic in a consistent and safe way is impossible. In other words, a compromise will be a botch job.
c. There will not be mixing of buses and bicycles: bicycles will have a dedicated two way cycle lane on the South side of the street.
d. The Boulevard stops being a mega- EW-rat-run. Motor traffic will have to use Pentonville/City Road.
We have a tandem which fits in all the spaces on trains in Scotland (as far as I know), but we are prohibited from taking it on any except the East Coast line trains. I've been writing to various officials - elected and otherwise - and contributed to the recent review of the Scotrail franchise, but am not getting much joy. No one seems to think it is a big deal. But, for my family, with 2 kids aged 5 and 1, and no car, if we don't go by tandem and train, we can't go anywhere much. The tandem is not a luxury but a practical transport solution. Does anyone else want to join in and make this more than a one-woman issue?
(another related issue: even once the kids can ride their own bikes, we won't be able to use trains much since most only allow 2 reservations).
Created by Gregory Williams // 1 thread
The A2 is a hostile environment for cycling. Cyclists should be directed away from using the A2 towards existing safe alternatives (e.g. RCR16) and the current A2 cycle signs should be removed.
Proposed route along the rail corridor through Cambridge, part of which is in the Cambridge Local Plan.
I've visited Riverside to Waterbeach with William Rayner of county cycling team. He's revising signage here and providing it along the St Ives corridor, with the old NCN 51 being renamed Regional Route 24 (blue patch). We've decided finally to continue to sign NCN 11 from Riverside Bridge to Waterbeach Station, and he's looking at suitable (hopefully temporary) wording to advise to follow NCN 51 to Bottisham for destinations beyond Waterbeach, which will hopefully eliminate misrouting those from outside the area.
Our inspection of existing signs showed that only one new signboard was provided on completion 5 years ago of Riverside Bridge. Signboards still send people via Green Dragon. Sustrans considers signage is an important part of any route project.
The intention is to sign Milton Country Park as a destination, not as part of the route, removing route signs within the park, and probably retaining Coles Road as the signed route through the village, though it would be much preferable to have improvements past the shops and the village green, pubs etc.
Retaining the route to Waterbeach as NCN will help keep the gap in people's awareness.
I am planning to contact again the landowner of the missing link between Bottisham Lock and Fen Road, Lode with a suggestion for a low-level route, southeast side of the Bottisham Lode floodbank which is the route of the public footpath, where signs forbid cycling. It might be considered more visually acceptable. All parish councils are for the route, including the one of which he is a member.
Surface, drainage and width issues.
Planned for upgrade as part of CEC 'family network'
Was an issue 5 years ago (and before)
Six inch high ridge near left side of north bound lane on the south side of the bridge forces cyclists too close to the kerb or into the path of motor vehicles. Issue reported via CTC pothole reporting site. Resurfacing required.
While some painted "cycle lane" does exist northbound, there is woefully little provision for cyclists considering the huge number that use this section of road each day, a large number of whom are those who work at the General Hospital and other nearby health centres. Southbound cyclists have no real provision of space at all, save a graduated stopline, where cars turning right often try to pass right-turning cycles on the inside. Dale road itself is extremely narrow by winchester road, with almost no pavement space for pedestrians.
Cyclists heading northbound on Winchester road must beat traffic off the line at Dale road to get to the painted centre of Winchester road. North of the traffic light at The Range, the cycle lane is almost non-existent, placing cyclists between 2 lanes of heavy traffic, and cyclists have to stop and wait in this dangerous area in order to turn right onto Wilton road. Furthermore, the road surface, especially at this part of Winchester road, is currently deplorable.
There is a campaign for a cycle route between Bar Hill and Cambridge, also connecting Dry Drayton, Madingley and Coton to North-West Cambridge.
Currently cycle provision for these villages is poor. Bar Hill has lower rates of cycling than other villages that are closer to Cambridge.
The campaign site is: http://www.bhddmadcycle.com/
Garratt Lane at Earlsfield station sucks massively for cyclists, and is a jarring interruption to the Wandle Trail (Sustrans route 20). It would be great to extend the riverside path underneath the railway to avoid this dangerous stretch of road.
Is this really the best that Edinburgh can do for the flagship national cycle network route 1 to get it to cross Clerk Street? You have to go through a pile of bins, on to the pavement to get round a barrier and then try and judge it right to cross the road, or use the nearby pedestrian crossing.
Motorised vehicles currently use the rat run through Milner Street to avoid the fraffic lights at Grove Lane/ St Helens St.
This is part of NCN 41 , any extra traffic passing through here detracts from the cycling experience and is negative for residents.
Cyclist comments are needed now !
Created by Andy Allan // 2 threads
The Fountain Roundabout is a major barrier to cycling around New Malden. It's a large, multi-lane roundabout with no cycling facilities (and poor pedestrian crossing provision too). Lying just to the south of New Malden High Street it's key to unlocking short journeys by bike to the town centre.
The surface of this path is awful. It is very pot-holed, and it creates issues for cycles and pushchairs. And for people with visual impairments, it creates hazards as well.
It also needs the white lines changing/removing to avoid further serious injury - Someone has told me that they saw someone slip on the line and break their hip. The white lines are raised and have been repainted - they are slippy for cycle wheels. There is also concern that the white lines would be slippy for pedestrians when wet.
This contraflow infrastructure is hazardous for several reasons: the path is very narrow - realistically around 0.5m wide, the cyclists is riding in the gutter, at risk of being doored and catching wing mirrors. What caught me out was a vehicle travelling North and turned right to access an entrance. Our sight lines were blocked by parked vehicles in parking bays to the right of the cycle path. Until this situation is addressed cyclists will continue to be vulnerable along this section of the road.
The A14 is a very hostile, dangerous road for cycling.
Improvements to it, as well as broader changes to the national framework for cyclist crossings of major roads, are needed.
The cycle path crosses the soutbound exit from the M53 at Cheshire Oaks. The exit is light controlled for traffic as they enter the roundabout. This provides a safe time for cyclists to ride across the sliproad. However the lights are not visible to cyclist on the path and there is no light provided to advise cyclists when they can cross.
This makes it very difficult and dangerous for cyclists to know when they can safely cross. This would require no physical change to the road layout simply a new light to show cyclists when to cross.
Created by Rosie Downes // 5 threads
Transport for London's public consultation on Cycle Superhighway 1 is open from 16 February to 29 March. The LCC office has set up this thread to facilitate discussion of the proposals.
I have serious concerns about the safety of this portion of the bike path; arising from its recent re-design. Recently my 10 year old son was in a very close “near-miss” with a car turning off the A316 into Bicester Road; and I believe many more similar incidents are likely occurring. Eventually someone will be seriously hurt or killed on it.
However, the improvement in the track leads cyclists to feel more confident in using it – giving a false sense of security.
• The segregated track makes it particularly appealing for inexperienced and more vulnerable cyclists (such as kids).
• This track design leads to an increase in the cyclists speed.
• The smooth/quick nature of the track leads inexperienced cyclists to believe that THEY HAVE RIGHT OF WAY across side roads.
• There are no markings on the roads to tell drivers coming in or out of side roads that cyclists could be on the track crossing their path.
• There is a particular challenge for EASTBOUND cyclists.
To avoid stopping at every side road, when on the track travelling Eastbound (as per red arrow on photo) approaching roads such as Bicester road, the cyclist has to simultaneously
(a) check to their FRONT/LEFT side to see if a car is exiting the side road
(b) check BEHIND them on their REAR/ RIGHT hand side to see if a car is about to swing off the A316 into the side road (usually at speed) - (as per orange arrow on photo).
This is a hard combination to perform – looking 180 degrees opposite directions at the same time. If you are an inexperienced cyclist, on an apparently safe track, it is very likely that you will not realise you have to be this vigilant and not check adequately for cars.
Hence, my boy rode across Bicester road from the east and was very nearly hit by a car turning off the A316.
(Note that travelling from the west is somewhat easier as both the vehicles turning in from the A316 and those turning out from the side roads are in your front field of vision).
My suggestions for improving this situation are:
(1) Clearly mark the bike track across the side roads so cars are aware there are cyclists approaching from the side.
(2) Ideally, give cyclists priority across the side roads; so making cars slow to a halt and making it more intuitive for cyclists.
(3) To facilitate this, would require some stopping space for traffic coming on/off the A316 to after the bike track crossing
At roads such as Bicester road the bike track could be curved to the south by about 2m before crossing the side road – this curve in the track would
(a) naturally slow cyclists down as they approach the side road
(b) would provide vehicles moving onto the A316 a decent gap so they can separate the concerns of first negotiating the bike track then focus on getting on the A316;
(c) for vehicles coming off the A316 the additional space would give them space to stop and give way to cyclists.
To investigate options to provide a safe, continuous route from St James Barton Roundabout to the top of Park Street.
Marlborough Street/Upper Maudlin Street/Perry Road/Park Row (known as the Scope Route) is the most desirable route for cyclists from the east of the city to the University, the Triangle, Clifton etc but is heavily trafficked with little cycle provision.
Research has identified three key perceptions that deter people from taking up cycling: lack of personal safety; inconvenience; poor image. Experience from countries in northern Europe shows conclusively that in order for cycling to become a mass activity attracting all ages and abilities these perceptions have to be tackled and potential cyclists must believe they will feel safe, valued and normal. Facilities are needed that form a coherent network, separate cyclists from fast, high volume traffic and offer them a high degree of priority and convenience both on main routes and local roads. The purpose of Bristol's 'Design Cycling' work programme is to create a network and that is convenient, safe and provides speedy access all over the city. A network which a 12 year old would feel comfortable using.
Part of the 2013 Bristol City Council LSTF proposals.