Things tagged 'consultation'

571 issues found for 'consultation':

  • Two consultations essential for Delancey-Pratt

    Created by Jean Dollimore // 1 thread

    Camden consultation: Proposed walking & cycling improvements on Bayham Street and Greenland Street

    TfL consultation: Proposed changes to bus route 31

    Way back in 2015, after consultation, Camden approved a proposal for an east-west segregated cycle route across Camden Town along Delancey Street and Pratt Street (generally referred to as ‘Delancey-Pratt’). See the original discussion on CycleScape.

    https://www.cyclescape.org/issues/1863-consultation-on-delancey-pratt-august-2015

    The proposals include the banning of the right turn from Pratt Street into Camden High Street in order to provide a safe two-way cycle crossing over Camden High Street. Unfortunately this turn is part of the route for buses 31, N31 and N28.

    The current consultations deal with a minor modification to the Bus Route so that it uses Greenland Street instead of Pratt Street.

    Camden’s consultation deals with the details of modifications to the roads, signals and relocation of bus stops:

    https://consultations.wearecamden.org/supporting-communities/bayham-greenland/

    TfL’s consultation is concerned with the re-routing and the exact locations of the bus stops:

    https://consultations.tfl.gov.uk/buses/route-31/

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  • 'School street' consultation for Tile Kiln Lane N13

    Created by Clare Rogers // 0 threads

    Enfield council are consulting on this proposal to ban traffic at school run hours on Tile Kiln Lane to benefit those attending Oakthorpe primary school. A zebra crossing on Chequers Way is also proposed.

    As campaigners we are delighted that one of our Better Streets for Enfield 'asks' has been heard. There was a petition by a parent at this school some months ago asking for safer crossings so that has clearly been taken into account.

    We would like to hear from people who know the area well.

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  • Cycle Superhighway CS9 Kensington Olympia to Brentford town centre

    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.

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  • Brixton Hill (Dumbarton Road/Upper Tulse Hill)

    Created by Simon Still // 1 thread

    proposed road safety changes on Brixton Hill at the junctions with Dumbarton Road and Upper Tulse Hill.

    A safety study of a section of the A23 (Brixton Hill) has identified issues with turning vehicles, pedal cycles, powered two wheelers and buses between Dumbarton Road and Upper Tulse Hill.

    Our proposals to address this are:

    · Introducing extended ‘KEEP CLEAR’ markings to improve visibility when the far side lane is busy or queuing
    · Allowing left turning vehicles into the bus lanes on the approaches to the junctions to give left turning vehicles more time to move over prior to turning into the side road
    Adding cycle logos over the side roads to help raise awareness to drivers that cyclists will be travelling in the bus lane
    Removing kerb build-outs at the junctions. The current arrangement causes a pinch point leading to vehicles to overhang back into the A23, which reduces visibility and increases the risk of collisions. Removing the build outs will also ease congestion and reduce the likelihood of turning vehicles mounting the footway
    Raising the road surface at the entry to Dumbarton Road and Upper Tulse Hill to benefit pedestrians by providing a continuous level surface. Tactile paving would indicate the side road to visually impaired pedestrians

    Please see the attached map which shows all of the above proposed changes. We plan to introduce the changes in early 2018.

    You can write to us with any comments or questions about our plans by:
    • Emailing us at consultations@tfl.gov.uk
    • Writing to us at FREEPOST TFL CONSULTATIONS

    Please let us know your views by Friday 13 October 2017.

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  • St Leonards Streatham Consulation

    Created by Simon Still // 2 threads

    For pedestrians

    Relocate the crossing at the junction. At the moment pedestrians on the eastern side of Streatham High Road cannot see oncoming traffic around the bend and vehicles cannot see people crossing. By relocating the crossing that is currently north of the junction on Streatham High Road to where demand is higher and making it a straight-across signal-controlled crossing we can make it safer for all road users. This relocated crossing would replace the existing unsignalised crossing on the southern arm of the junction where there is significantly lower demand
    Create a raised imprint block-paved effect crossing on Gleneldon Road indicating to drivers that pedestrians are likely to be crossing making it easier and safer for people approaching the relocated crossing.

    For cyclists

    Cycling would be permitted in the proposed bus lane on Tooting Bec Gardens (see below).

    For bus passengers

    Introduce a bus lane on Tooting Bec Gardens approaching the junction by removing some parking. 15 high-frequency bus routes pass through the junction. Delays resulting from the new crossing would be mitigated by a new 170 metre bus lane on Tooting Bec Gardens approaching the junction. There are often gaps in the parking so the proposal minimises the overall loss of parking spaces and makes more efficient use of the space (see the drawing for the location)
    Ban the right-turn into and out of Shrubbery Road on Streatham High Road. Northbound buses are currently delayed by vehicles turning right into Shrubbery Road, approximately 150 metres north of the junction, because of a short right-turn pocket in the road. We therefore propose to ban the right-turn from Streatham High Road into Shrubbery Road for all traffic. There would also be a longer right-turn pocket to allow vehicles to queue without blocking traffic when turning into Sunnyhill Road. Vehicles turning right out of Shrubbery Road can also delay southbound traffic including buses so it is proposed that is banned too. Before we make the banned turns permanent we would monitor congestion and bus delays to confirm if it is necessary to mitigate the impact of the relocated crossing and making it controlled and will publish our findings
    We would need to extend the right-turn ban from Mitcham Lane into Streatham High Road southbound to include buses. This wont have an impact on bus passengers as this turn is only used by buses 'not in service'. By fully banning the turn we reduce the traffic impact of the relocated crossing and making it controlled.

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  • Placemaking at Clerkenwell Green

    Created by John Ackers // 1 thread

    Islington Council wants to 'transform Clerkenwell Green into a high-quality public space. To do this we plan to provide more space for people to meet and gather by reducing road space and removing parking'.

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  • Volunters needed for Community Active Travel Street Audit - Castle Douglas

    Created by Transport Planning and Engineering // 2 threads

    We are Transport Planning and Engineering, the social enterprise sustainable transportation consultancy.

    Dumfries and Galloway Council have asked us to run a Community Active Travel Street Audit in Castle Douglas as part of the Scottish Government’s Smarter Choices Smarter Places initiative.

    The council want to assist the public to do more active travel such as walking and cycling and they would like your help to identify the physical barriers to active travel and suggest measures to encourage it as well.

    The aim is to find and prioritise projects that could be undertaken to remove the barriers to active travel across the region.

    Transport Planning and Engineering (TP&E) were set up as a social enterprise by Cycling Scotland, the national cycling charity promoting active travel and everyday cycle use, and arranging a Community Active Travel Street Audit is one of the things that we do!

    Would you like to walk or cycle in Castle Douglas more than you do now? Do you have a child in a pushchair or use a wheelchair to get around? Would you like to help make the streets of Castle Douglas more pedestrian and cycle friendly?

    We are looking for a range of volunteers who can spare 2 to 3 hours to help us with street surveys to record where improvements are needed to the pavement, roads, crossings and street furniture to remove barriers to getting around the area on foot and by bike.

    Surveys will take place in late September / early October. There will be a short training session and then the survey which will take a couple of hours and can be arranged for an evening, weekend or during the day to suit your schedule.

    The people who use the facilities are best placed to provide insight into the direct and the wider issues affecting active travel in their own area.

    If you would like to help please let us know by emailing info@tpande.org or calling 0141 229 5448. If you can think of anyone else who might like to be involved, please pass on the details or ask them how we can get in touch and let us know.

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  • Active Travel Street Audits - Newton Stewart

    Created by Transport Planning and Engineering // 1 thread

    We are Transport Planning and Engineering, the social enterprise sustainable transportation consultancy.

    Dumfries and Galloway Council have asked us to undertake Active Travel Street Audits in five areas of Dumfries and Galloway as part of the Scottish Government’s Smarter Choices Smarter Places initiative. One of the areas we are looking at is Newton Stewart.

    The council wants to assist the public to do more active travel such as walking and cycling and the purpose of the audit is to identify the local physical barriers to active travel and suggest measures to encourage it as well. The project will aim to find and prioritise projects that could be undertaken to remove the barriers to active travel across the region.

    Transport Planning and Engineering (TP&E) were set up as a social enterprise by Cycling Scotland, the national cycling charity promoting active travel and everyday cycle use.
    Should you have any matters you would like to bring to our attention for consideration in the audit, please email info@tpande.org

    Upon completion of the audit, we will be seeking consultation on the suggested measures.

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  • Active Travel Street Audits - Sanquhar & Kelloholm

    Created by Transport Planning and Engineering // 1 thread

    We are Transport Planning and Engineering, the social enterprise sustainable transportation consultancy.

    Dumfries and Galloway Council have asked us to undertake Active Travel Street Audits in five areas of Dumfries and Galloway as part of the Scottish Government’s Smarter Choices Smarter Places initiative. One of the areas we are looking at is Sanquhar and Kelloholm.

    The council wants to assist the public to do more active travel such as walking and cycling and the purpose of the audit is to identify the local physical barriers to active travel and suggest measures to encourage it as well. The project will aim to find and prioritise projects that could be undertaken to remove the barriers to active travel across the region.
    Transport Planning and Engineering (TP&E) were set up as a social enterprise by Cycling Scotland, the national cycling charity promoting active travel and everyday cycle use.
    Should you have any matters you would like to bring to our attention for consideration in the audit, please email info@tpande.org
    Upon completion of the audit, we will be seeking consultation on the suggested measures.

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  • Active Travel Street Audits - Lockerbie

    Created by Transport Planning and Engineering // 1 thread

    We are Transport Planning and Engineering, the social enterprise sustainable transportation consultancy.

    Dumfries and Galloway Council have asked us to undertake Active Travel Street Audits in five areas of Dumfries and Galloway as part of the Scottish Government’s Smarter Choices Smarter Places initiative. One of the areas we are looking at is Lockerbie.

    The council wants to assist the public to do more active travel such as walking and cycling and the purpose of the audit is to identify the local physical barriers to active travel and suggest measures to encourage it as well. The project will aim to find and prioritise projects that could be undertaken to remove the barriers to active travel across the region.

    Transport Planning and Engineering (TP&E) were set up as a social enterprise by Cycling Scotland, the national cycling charity promoting active travel and everyday cycle use.

    Should you have any matters you would like to bring to our attention for consideration in the audit, please email info@tpande.org

    Upon completion of the audit, we will be seeking consultation on the suggested measures.

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  • Active Travel Street Audits - Annan

    Created by Transport Planning and Engineering // 1 thread

    We are Transport Planning and Engineering, the social enterprise sustainable transportation consultancy.

    Dumfries and Galloway Council have asked us to undertake Active Travel Street Audits in five areas of Dumfries and Galloway as part of the Scottish Government’s Smarter Choices Smarter Places initiative. One of the areas we are looking at is Annan.

    The council wants to assist the public to do more active travel such as walking and cycling and the purpose of the audit is to identify the local physical barriers to active travel and suggest measures to encourage it as well. The project will aim to find and prioritise projects that could be undertaken to remove the barriers to active travel across the region.

    Transport Planning and Engineering (TP&E) were set up as a social enterprise by Cycling Scotland, the national cycling charity promoting active travel and everyday cycle use.

    Should you have any matters you would like to bring to our attention for consideration in the audit, please email info@tpande.org

    Upon completion of the audit, we will be seeking consultation on the suggested measures.

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  • TfL consultation: A406 crossing at Palmerston Road N13

    Created by Clare Rogers // 1 thread

    The proposed changes by TfL are on their website here: https://consultations.tfl.gov.uk/roads/bowes-road-palmerston-road/

    Some initial thoughts are:

    1) The staggered crossing already makes crossing by bike or on foot slow and unpleasant, with a long wait on the island where air quality is bad. A one-stage crossing would be far preferable. This is a route used by families on their way to school.

    On this point, I've noticed that when there is a green light to cross the A406 eastbound, westbound traffic seems to be held at the A105 lights - so it is sometimes possible to cross the whole road if you ignore the red signal on the westbound side. Surely therefore this could be converted to a green signal all the way across without delaying traffic?

    2) A modal filter where Palmerston Road meets the A406 would make that section of the route much safer and more attractive for walking and cycling.

    3) A wider point worth making: If Palmerston Road is part of Quietway 10, then surely more than one filter is necessary along its length to make it low-traffic and low-speed. Currently cycling on it is stressful, as a narrow road where drivers may be impatient at being behind a bike. Filtering would improve it both as a cycling route and for residents. This is especially important given that there are no plans to provide safe space for cycling on Green Lanes south of Palmerston Crescent, so filtering Palmerston Road could create a safe route for commuter cycling which currently doesn't exist.

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  • TfL's proposals for Grosvenor Place

    Created by Dominic Fee // 1 thread

    Details of TfL’s proposals for Grosvenor Place can be found on the following webpage: https://consultations.tfl.gov.uk/roads/grosvenor-place/consult_view/
    "We are proposing road safety improvements on Grosvenor Place between Duke of Wellington Place and Wilton Street. Our proposals include new pedestrian crossings at the top of Grosvenor Place and measures designed to reduce collisions involving turning vehicles."

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  • Junction of A602 and A119: Planning Application PL\0851\17

    Created by JonC // 1 thread

    The proposals are to enlarge the existing A119/A602 roundabout, to incorporate two-lane entries on all four arms and to provide a segregated left-turn lane on the approach from the north. The circulatory carriageway is also widened to two lanes. The footway along the A119 will remain in place. The footpath from the roundabout towards Watton-at-Stone will be reinstated and extended as part of the works to create a new link. It will be extended approximately 250m along Ware Road to connect with the existing footway into Watton-at-Stone. An uncontrolled pedestrian crossing will be provided at the A119 traffic island.

    You can view the planning applications by visiting the Herts CC planning portal https://cloud1.atriumsoft.com/HCCePlanningOPS/searchPageLoad.do and searching using the reference number PL\0851\17 (for A119)

    The planning case officer is Sharon Threlfall. Comments can be sent to cschighways@hertfordshire.gov.uk

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  • Barnet Green Infrastructure Supplementary Planning Document consultation

    Created by JonC // 1 thread

    The council is consulting on a Draft Green Infrastructure Supplementary Planning Document (SPD).The term Green Infrastructure refers to all the green and blue spaces around our towns and cities. Green spaces are hedgerows, woodlands areas, orchards and natural grasslands. Blue areas link to water related environmental spaces. Once adopted, this document will be used to give guidance when deciding planning applications. It will also be used to inform the Green Infrastructure policies included within the Barnet Local Plan.

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  • Quietway7 Update – What’s Next?

    Created by Gipsy Hill // 2 threads

    Introduction:
    Quietway7 links a cycle route from Elephant & Castle (E&C) with Crystal Palace, and was routed by TfL to be via Dulwich Village, West Norwood (Thurlow Park Road), Gipsy Hill and then Crystal Palace (via Farquhar Road).

    The route from E&C southbound is in Southwark (to Dulwich) then is in Lambeth (Turney Road, Rosendale Road/Thurlow Park Road, Hamilton Road, to Gipsy Hill), then goes back into Southwark (from Gipsy Hill to Crystal Palace). Southwark had their part of the quietway consultation approved.

    Lambeth delayed their decision to June 2017, and was then subsequently “called in” as there was widespread concerns from both the local community and cycling groups for parts of the route. Cycling groups unanimously objected to the proposed design along Gipsy Hill by: Southwark Cyclists, Lambeth Cyclists and Wheels for Wellbeing. 70% of respondents objected to the the design on Gipsy Hill. Gipsy Hill is a busy Local Distributor Road and bus route. Gipsy Hill has “insufficient road width” for a segregated track. The original proposed design meant motor vehicles “will encroach on the advisory cycle lane” to allow oncoming motor vehicles to pass.

    Gipsy Hill Options:
    There are alterative options to avoid Gipsy Hill. Southwark Cyclists have supported the design option to follow LCN23 downhill all the way along Dulwich Wood Avenue and then using the other side of Long Meadow (so not using Gipsy Hill), with a new track behind the bus stop.

    See navy dashed line on sketch attached (mauve was the proposed Q7 design, red is LCN23)

    This design is quieter and safer than using Gipsy Hill, and avoids the proposed dangerous junction Gipsy Hill/ Dulwich Wood Avenue, near the rail station. This integrated design also allows greatest cycle access to local amenities, schools, shops, and parks in Dulwich, West Dulwich and West Norwood. There is interest and outline support from Southwark to explore this option.

    Next Steps:
    Lambeth are now actively progressing engagement and revised designs for their part of the route, with a new consultation process due in September. There is potential for an improved option at Gipsy Hill, but this is likely to need new additional funding from TfL.

    Suggested, to let local Gipsy Hill Ward Cllrs (Lambeth) and College Ward Cllrs (Southwark) and local cycling groups know your views.

    Background:

    Lambeth proposal that was called-in, see reports:
    - Quietway 7 - Elephand Castle to Crystal Palace - Decision Report – 12 June 2017
    - Appendix B - Quietway 7 - details designs (Gipsy Hill pages: 23, 46-49)
    http://www.cpneighbours.org/gipsyhillquietway/

    Thurlow Park Ward Cllr updates:
    http://thurlowparklabour.org/post/162548844962/quietways-engagement-next-steps

    TfL Quietway 7 Programme (Elephant & Castle to Crystal Palace) - Proposed changes in Lambeth - West Dulwich area
    https://consultations.tfl.gov.uk/cycling/lambeth-q7-wd/

    LCN23 Map:
    https://www.openstreetmap.org/relation/2707#map=17/51.42643/-0.08336

    What are Quietway?
    London Cycling Design Standards, Chapter 1 (page 15):
    Quietways “..are aimed at new cyclists who want a safe, unthreatening experience.” The key principles for Quietways include:
    o Routes should be on the quietest available roads consistent with directness;
    o Routes should be as straight and direct as possible;
    o where they have to join busier roads, or pass through busy, complicated junctions, segregation must be provided;
    http://content.tfl.gov.uk/lcds-chapter1-designrequirements.pdf

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  • Planning application Morrisons Superstore & Camden Goods Yard Chalk Farm

    Created by George Coulouris // 1 thread

    We are somewhat late in spotting this so the deadline for comments is close. This is the detailed Planning Application for the very large redevelopment project in Chalk Farm Goods Yard - AKA the Morrisons Supermarket site. The full details on Camden's website are available at the URL shown.

    We have already responded to the 'Framework Proposa'l demanding a through cycle route from Oval Road (Gilbey's Yard), to Chalk Farm Road.

    The list of documents for this detailed application is huge and we have only looked at a fraction of them but we did find this paragraph in document D0 Environmental Statement Non-Technical Summary (http://camdocs.camden.gov.uk/HPRMWebDrawer/Record/6695061/file/document?inline):
    "4.23 Cyclists would access the proposed development on the MS parcel using a segregated cycle path from Chalk Farm Road, following the same route a vehicles along Stephenson Street. As the centre of the proposed development would be pedestrian only, cyclists would be required to dismount before continuing on the proposed development. The cycle route would also provide connectivity through to Gilbeys Yard following Engine House Way and Winding Vaults Way."

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  • Camberwell Green junction

    Created by Elizabeth E. // 1 thread

    TfL are making changes to junction because of safety issues.

    For Cyclists:

    Two-stage right turns at the junction in the west to south and east to north directions
    An early release at the traffic lights on all four arms of the junction
    Deeper Advanced Stop Lines (ASLs)
    Mandatory cycle lane on Camberwell Church Street westbound approach to operate at all times
    St Giles bus stop moved further west from the Vicarage Grove junction to improve safety of left turning cyclists on the LCN 23 cycle route
    Resurfacing throughout the junction.
    Retention of the 20mph speed limit at the junction and on all the approaches.

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  • Arbour Square, Senrab Street and Head Street

    Created by Alex Jenkins // 1 thread

    CONSULTATION RUBRIC:

    We have reviewed the original design based on feedback from residents, for example:

    You told us the proposed road closure on Senrab Street will lead to a loss of residential parking, so we have moved the road closure to the eastern end of Antill Terrace, which will still reduce the potential for antisocial driving but with less impact on parking.
    You asked for more traffic calming measures on East and West Arbour Streets to prevent antisocial driving, so we propose to introduce flat-topped humps along both these roads and narrow both ends of East Arbour Street.
    Forty one per cent of residents disagreed with the one-way changes so we will not be going ahead with this on Head Street and Senrab Street.
    You said that the proposal for angular parking would lead to antisocial behaviour and visibility issues so we will keep the existing parking arrangement.

    https://www.pclconsult.co.uk/projects/arbour-square-senrab-street-and-head-street/
    Deadline: 17 July 2017

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  • Salmon Street Road Closure

    Created by Alex Jenkins // 1 thread

    In order to make the road safer for children attending Sir William Burrough School, we propose to:

    Close off Salmon Street to vehicles
    Introduce a zebra crossing to make crossing the road safer
    Design Salmon Street as a public space with raised surface
    Extend the raised table at the Salmon Street / Salmon Lane junction to encourage vehicles to slow down
    Provide a part-time loading bay space for business and school use.

    https://www.pclconsult.co.uk/projects/salmon-street-road-closure/
    Deadline: 30 July 2017

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  • Smithy Street

    Created by Alex Jenkins // 1 thread

    We have reviewed the original design based on feedback from residents, for example:

    You told us pedestrian safety outside Smithy Street School is a priority, so we are proposing to implement a one-way system, narrowing part of the road, on Smithy Street which will make it easier to cross the road.
    You said there is congestion and parking issues at school drop-off times on Smithy Street. The proposed one-way system will prevent vehicles from turning round and blocking the road, so traffic should flow much better.
    You told us reckless driving is an issue in the area, the one-way system and narrowing part of the road aims to reduce vehicle speed at all times.
    You asked us to improve cycle facilities in the Redman’s Road area, as part of this we are allowing contra-flow cycling on Smithy Street.

    https://www.pclconsult.co.uk/projects/smithy-street/
    Deadline: 23 July 2017

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  • Antill Road area

    Created by Alex Jenkins // 1 thread

    Tower Hamlets Council is consulting people in the Antill Road area on proposed speed-reducing measures to support the 20mph scheme.

    The proposal supports the London Mayor’s “Safe Streets for London” strategy, and the Council’s commitment to reduce the number of collisions and injuries on London’s roads, as well as make the streets better places to walk and cycle.

    https://www.pclconsult.co.uk/projects/antill-road-area/
    Deadline: 23 July 2017

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  • Ben Jonson Road / Harford Street / Aston Street junction

    Created by Alex Jenkins // 1 thread

    CONSULTATION RUBRIC:

    Three collisions have occurred at the Ben Jonson/Harford Street/Aston Street junction over a three year period resulting in three slight collisions including a pedestrian hit on the zebra crossing.

    Improving road user behaviour is key to reducing collisions and although changes in layout can’t fully resolve this, redesign of our streets can help.

    The Ben Jonson/Harford Street/Aston Street junction is currently being invested in to improve the safety of the junction and the environment you live in.

    We propose to:

    Introduce traffic lights at the existing give-way junction to make it safer for pedestrians to cross.
    Implement a pedestrian only stage at the junction – this means all traffic lights will be held on red to road users to allow pedestrians to cross the junction safely.
    Remove the zebra crossing as the new traffic lights will provide a safer crossing facility.

    https://www.pclconsult.co.uk/projects/stepney-way-and-sidney-street-junction-2/

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