Things tagged 'consultations'

65 issues found for 'consultations':

  • Pembridge Square to Meanwhile Gardens Cycle Route

    Created by Simon Still // 1 thread

    Pembridge Square to Meanwhile Gardens Cycle Route Consultation

    The Council wants to create high quality cycle routes for people who have considered cycling, but been put off by the idea of sharing busy roads with lorries and buses. We hope that many existing cyclists will also appreciate being able to use clear, direct routes along quiet side streets.

    We are consulting on a new cycle route, linking the existing cycle route known as Quietway 2 in Notting Hill to the route along the Grand Union Canal. It begins at Pembridge Square, crosses Pembridge Villas/Pembridge Road and runs along Pembridge Crescent, Denbigh Road, Colville Road, Colville Gardens, Clydesdale Road, All Saints Rd, Tavistock Crescent, passes under the Westway then along Acklam Road, St Ervan’s Road, Golborne Road and in to Meanwhile Gardens where cyclists can connect to the existing cycle route along the canal towpath. In general, the measures that we are proposing are designed to slow down traffic, or to reduce the risk of conflict at junctions.

    Complete the survey

    We are asking what you think of our proposals regarding the new cycle route. Please read the following information carefully before filling in the survey no later than 29 March 2019. For further information, please contact cycling@rbkc.gov.uk or call 020 7361 3766.

    Proposed changes

    On the southern section of Pembridge Square, we are proposing three sinusoidal humps to reduce traffic speeds. Sinusoidal humps are designed so that when driving or cycling over them at lower speeds, they are more comfortable to drive over than traditional humps, but if travelling at an inappropriate speed, they cause a notable ‘bump’, encouraging slower speeds. We know that some people are concerned that road humps contribute to poor air quality, when they lead to drivers braking and accelerating hard. We have designed the proposals in line with government guidance on the correct spacing between the humps to avoid hard braking and acceleration. We have recently introduced sinusoidal humps in St James’s Gardens and we also use them when we resurface roads with traditional humps – for example, in Abbotsbury Road near Holland Park.  

    To the western end of Pembridge Square, where there is a very large expanse of asphalt, we are proposing a new island with planting, and clearer road markings to clarify how vehicles should navigate this section of the square.

    To allow less confident cyclists to cross Pembridge Villas/Pembridge Road, we are proposing to convert the existing pedestrian crossing to a parallel crossing. Parallel crossings combine a pedestrian zebra with a crossing for people travelling by bicycle, so that people attempting to cross on bikes enjoy the same priority as pedestrians. We have installed similar crossings with success on North Pole Road and King’s Road.

    The proposed design also includes widening the pavements on either side of this proposed crossing to provide more space for pedestrians and cyclists, as well as reducing the crossing distance. Raising the level of the carriageway on the two side roads to pavement level at the junction with Pembridge Road, Pembridge Square and Pembridge Crescent would also help to discourage high speeds and provide a more comfortable crossing for pedestrians. 

    On Westbourne Grove, we propose moving the bus stop road markings slightly further away from the junction with Denbigh Road. This will involve the loss of one parking space, but would allow greater visibility of oncoming traffic for all road users exiting Denbigh Road. Introducing double yellow lines around this junction would further increase visibility for all road users by discouraging inappropriate parking. We also propose to re-work the pedestrian crossing so that it better aligns with the carriageway of Colville Road.  

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  • Redbridge LIP

    Created by Simon Still // 1 thread

    The Local Implementation Plan (LIP) sits underneath the Local Plan and sets out our commitments to make the changes outlined in the Local Plan a reality.

    This LIP also identifies how the London Borough of Redbridge will work with Transport for London (TfL) towards achieving the Mayor's Transport Strategy goals of:

    • Healthy Streets and healthy people
    • A good public transport experience
    • New homes and jobs

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  • Demand Responsive Bus Trial

    Created by Marcus Howarth // 1 thread

    Two phases firstly to the West of Manor Road / London (Wallington), the second to the East.

    see https://consultations.tfl.gov.uk/buses/demand-responsive-bus-trial/user_uploads/demand-responsive-bus-trial-map.pdf

    It looks like an Uber fleet of 14 economical buses.

    Following consultation:

    We will then report on the outcome ahead of the launch of the 12 month trial.

    It should be noted that as a research trial, collecting feedback from users as well as other groups to understand feedback from non-users too will continue throughout the 12 month trial.  

     Check the TFL site for more

    Key points:

    What are we proposing?

    This is a trial service that does not have a fixed route or schedule, but ‘responds’ to the request to be picked up by the customer. It can be booked at the desired time of travel, primarily through an app, and provide real time updates to customers of vehicle arrival time and guarantees a seat for confirmed bookings.  

    Vehicles      

    The service will run using up to eight Mercedes Cityline Low floor Sprinter 14 seater vehicles. The vehicles will be Euro VI compliant bringing them in line with the Ultra Low Emission Zone vehicle standards, and will be fully wheelchair accessible.

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  • Sutton's Parking Consultation Stage 1

    Created by Marcus Howarth // 1 thread

    From the council page (Note says this is South of Sutton, map not that clear so don't trust the area used here on cyclescape)

    With the fourth highest car ownership levels in London, and residents telling us that parking is a major and growing concern, our Parking Strategy aims to improve local parking and traffic situations across the borough.

    Our parking consultation will be rolled out in three phases, with each phase covering different locations across the borough. This Stage 1 Parking Consultation kicks off the second phase, where we'll be consulting with some residents in the Sutton South, Cheam & Belmont and Carshalton & Clockhouse Local Committee areas, as shown in the map below.

    Responses to this Parking Survey will help us understand about parking on your street. Whether you have parking problems or not, we’d like to hear from you as all feedback will be fed into parking and traffic management proposals being made for your street.

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  • Brixton Town Centre Bus lane changes

    Created by Simon Still // 1 thread

    Brixton Road is a busy road served by 16 bus routes during the day and seven bus routes at night. Customers using our bus services either visit Brixton Town Centre, or interchange with other local services including Tube, train and cycle hire.

    We recognise the importance that buses play in the town centre. We are proposing improvements to the road layout which will speed up journey times of southbound bus services, and subsequently improve bus reliability.

    What are we proposing?

    Our proposals include:

    Rationalising bus stopping arrangements for southbound services in Brixton Town centre. We will reduce the number of bus stops from three to two which will better match destinations and improve interchange between bus services. One bus stop will serve routes to Herne Hill and Tulse Hill etc and the other will serve routes to Brixton Hill and beyond.
    Creating a double bus lane on Brixton Road (southbound only). This will reduce the number of general traffic lanes to one.
    Starting the southbound bus lane on the A23, south of the junction Acre Lane, Coldharbour Lane and Effra Road earlier
    Relocating and slightly increasing the length of a loading bay in the southbound bus lane
    Providing signage and line markings which will make it clear which lanes vehicles should use at the Acre Lane/Coldharbour Lane and Effra Road junction. This will improve safety.
    Please refer to the plans below for further details.

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  • Blackheath Hill - Proposed new pedestrian crossing at Blackheath Hill’s junction

    Created by Simon Still // 1 thread

    These are the improvements we are proposing:

    Installing a new staggered pedestrian crossing on Blackheath Hill, at its junction with Greenwich South Street, Lewisham Road and Blackheath Road. The crossing, which will feature a countdown timer and rotating cones (vibrating aids to assist visually impaired and blind people cross the road), will allow pedestrians to cross Blackheath Hill in two stages, linking the footway near the George & Dragon public house with the triangular traffic island leading to Greenwich South Street, as shown in the drawing below. The crossing will include upgraded paving to help visually impaired and blind people, improving conditions for vulnerable users. People will have between 6 to 23 seconds to cross the road (depending on which half of the staggered crossing they are using), followed by an additional eight seconds from when the green man disappears until the traffic is given a green light. There will also be Pedestrian Countdown to tell people how long they have to start to cross.
    Raising the carriageway floor to slow turning motor traffic on the left turn slip from Greenwich Street to Blackheath Hill, making crossing easier for pedestrians. As currently, there would be an informal crossing between this traffic island and the footway outside Geepharm Chemists.
    Making the loading bays in the area representative of their actual usage which has been carefully monitored by us, by:
    Extending the loading bay on Blackheath Road towards Deptford, in front of Wickes, from 15m to 28 meters. This loading bay will be all inset, taking no road space and therefore, not impacting traffic.
    Removing three loading bays from Blackheath Road, in front of Wickes, towards Greenwich, to improve traffic capacity on the stretch between Egerton Drive and the junction. The change will free up both lanes for traffic at all times, including during the waiting time for the lights ahead. This will improve the traffic flow and bus journey time reliability as well reducing the conflict between two wheeled vehicles and parked vehicles. The new extended bay bears the same current enforcement controls: loading for twenty minutes or 3 hours for disabled parking.
    Relocating bus stop N, Egerton Drive, to prior to the pedestrian crossing on Blackheath Road towards Deptford, around 150m away from the junction - near Wickes - to improve traffic flow towards Deptford. This bus stop will be partially inset, improving traffic flow towards Deptford as buses will not use the road when picking up passengers.

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  • Duncan Street - School Street Scheme

    Created by Simon Still // 1 thread

    Islington Council is planning to introduce a School Street Scheme to improve air quality around St John Evangelist Catholic School. The Council would like to hear your thoughts on the proposal.

    Air quality refers to the air around us, how clean it is and how many pollutants (harmful chemicals or substances) it contains. The more pollutants the air contains the more air pollution there is and the worse the air quality is. Children are one of the groups particularly vulnerable to the impacts of air pollution.

    The Council is working on a number of projects to improve air quality in Islington. One of these is to implement a School Street Scheme across the borough. A School Street Scheme is where a road with a school temporarily closes to become a pedestrian and cycle only zone during the school’s opening and closing times. By temporarily closing roads outside schools this will help to reduce congestion and pollution at the school gates as well as make it easier and safer for children to get to and from school.

    The proposal is to trial a temporary road closure on Duncan Street, between Islington High Street and Duncan Terrace, between 8.30am - 9.30am and 3pm - 4pm during school term time. Vehicles will not be able to enter the street between these times unless they have been given an exemption.

    The consultation document is available to download at the bottom of this page.

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  • King's Road - Edith Grove and Ashburnham Road junctions

    Created by Simon Munk // 1 thread

    TfL says:
    We are planning improvements to the pedestrian and cycling facilities around the King’s Road junctions with Edith Grove and Ashburnham Road (turning into Gunter Grove northbound).
    Both junctions are currently used heavily by people who walk and cycle. Our planned changes are designed to make it easier and safer to walk and cycle, whilst improving the public space around the junctions.

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  • New London Plan 2017

    Created by Simon Munk // 1 thread

    London.gov.uk says:

    What is the new London Plan?
    The London Plan is one of the most important documents for this city.
    It's a strategic plan which shapes how London evolves and develops. All planning decisions should follow London Plan policies, and it sets a policy framework for local plans across London.
    The current 2016 consolidation Plan is still the adopted Development Plan. However the Draft London Plan is a material consideration in planning decisions. It gains more weight as it moves through the process to adoption, however the weight given to it is a matter for the decision maker.

    Consultation on the draft London Plan
    Consultation on this plan is open. Comments will be publicly available. After the consultation, comments are reviewed by an inspector and you may be called in to discuss comments at the Examination in Public.

    What is an Examination in Public?
    At the end of the consultation period your comments will be reviewed by the independent Planning Inspector appointed by the Secretary of State to carry out the Examination in Public for the London Plan.
    You may be invited to discuss your comments at the Examination in Public. All comments will be made available to the public at the end of the consultation period. The legal provisions for the London Plan are in Part VIII of the Greater London Authority (GLA) Act 1999 (as amended) in sections 334 to 341. The Examination in Public is covered in Section 338.

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  • Heavy Goods Vehicles Safety Standard Permit /Direct Vision Standard

    Created by Simon Munk // 1 thread

    Tfl says:

    We have undertaken research that shows that in 2015, Heavy Goods Vehicles (HGVs) were involved in disproportionately high numbers of fatal collisions with cyclists (78 per cent) and pedestrians (20 per cent) on London’s streets, despite only making up four per cent of the overall miles driven in the Capital. The Direct Vision Standard (DVS) forms part of The Mayor, Sadiq Khan and TfL’s Vision Zero approach to reducing road danger. The DVS categorises HGVs on the level of the driver’s direct vision from the cab.

    We consulted earlier this year on the principles of a new DVS. Listening to the feedback from this consultation and working closely with industry and stakeholders we have now further developed this scheme. The Consultation report and Responses to Issues Raised document from this first phase of consultation are available to view in from the links at the bottom of this text. The responses showed that, in general, there is support for the principle of a Direct Vision Standard.

    We are now seeking your views on proposals to introduce a new Safety Standard Permit Scheme as part of DVS which widens our approach beyond direct vision and includes a safe system approach to allow us to address a broader range of road danger risks.

    The proposed scheme would require all HGVs over 12 tonnes to hold a Safety Permit to operate in Greater London from 2020. HGVs will be given a rating between ‘zero-star’ (lowest) and ‘five-star’ (highest). Only those vehicles rated ‘one star’ and above would be allowed to enter of operate in London from 2020. Zero rated vehicles would only be allowed if they can prove compliance through safe system measures. By 2024 only ‘three-star’ rated HGVs and above would automatically be given a Safety Permit. HGVs rated two star and below would need to demonstrate increased safety through progressive safe system measures.

    The safe system could include specific industry recognised measures such as sensors, visual warnings and comprehensive driver training. The Safety Standard Permit scheme would evolve over time, taking into account advances in technology.

    Detailed information about the scheme and the approach in which we have arrived at our current proposals are set out in the consultation document. A full Integrated Impact Assessment is also included.

    The consultation approach
    We are undertaking a phased consultation approach at key stages of the development of the consultation proposals to implement the Direct Vision Standard:

    Phase 1 (24 January to 18 April 2017) – we set out the case for HGV driver direct vision and consulted on the Mayor of London’s outline proposals to introduce a Direct Vision Standard for HGVs in London and the principles of the Standard itself. The responses showed that, in general, there is support for the principle of a Direct Vision Standard.

    Phase 2a – policy consultation (this consultation) – this current phase of consultation seeks views and feedback on the scheme proposals as outlined above and within the supporting consultation document which includes supporting technical reports including the full Integrated Impact Assessment. Feedback from this phase of consultation will be used to develop a second IIA and finalise the scheme proposals to be included in phase 2b of the consultation.

    Phase 2b - Final scheme proposals and statutory consultation (Spring/Summer 2018) – this final phase will consult on the final proposals for the HGV Safety Standard Permit Scheme, including statutory consultation on the appropriate regulatory measure to ban or restrict HGVs in London under the scheme, subject to UK Government and European Commission support and notification.

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  • London Assembly cycling infrastructure investigation

    Created by Simon Munk // 1 thread

    London Assembly says:

    Our investigation
    Over recent years, TfL policy has increasingly focused on the construction of physical cycling infrastructure on London’s roads. A change in direction towards more segregated infrastructure followed our report in 2012 recommending this approach.

    Our investigation will cover the full range of cycling infrastructure in London, with a particular focus on:

    Cycle Superhighways: a form of cycle lane, designed to make cycling safer by helping keep cyclists away from general traffic, and offer direct and continuous cycling on major routes.

    Quietways: a network of cycle routes that link key destinations, improving safety and convenience through small-scale interventions.

    Mini-Hollands: TfL schemes to invest neighbourhood-level improvements in walking and cycling, involving a range of interventions in each area.

    Cycle parking: provision of parking spaces on-street, at stations or in dedicated parking facilities.

    It is important that TfL is able to establish the effectiveness of the infrastructure it installs on London’s roads. We are concerned that to date there has been no comprehensive study of the new infrastructure’s impact on cycling safety, modal share and other road users.

    Questions to answer:

    1. What progress on new cycling infrastructure has been made under Sadiq Khan, and what are his long-term plans?
    2. Has TfL resolved the problems that delayed some cycling schemes under the previous Mayor?
    3. Has segregation delivered the anticipated benefits on the Cycle Superhighways? How many cyclists are using these routes?
    4. To what extent has segregation had negative consequences for other road users and, if necessary, how can this be mitigated?
    5. Have Quietways delivered their anticipated benefits? How many cyclists are using them?
    6. What are the differences in infrastructure between inner and outer London? How can TfL ensure infrastructure in different areas is sufficient and appropriate to the location?
    7. How will TfL’s new ‘Strategic Cycling Analysis’ help determine where and how to invest in infrastructure?
    8. How appropriate is the 400-metre target set in the draft Transport Strategy? Can we equate proximity with access?
    9. Is TfL’s approach to public engagement working effectively to improve scheme designs and meet stakeholder needs?
    10. Are Londoners sufficiently aware of the cycling infrastructure available to them, and how can awareness be increased?
    11. How is TfL using infrastructure to attract a more diverse range of people to cycle in London?
    12. Is there sufficient cycle parking in London, and is it in the right locations?
    13. How are the lessons of the Mini-Hollands and other previous cycling schemes being applied elsewhere?
    14. Should cycling infrastructure be oriented toward longer-distance commuting journeys, or more localised trips?

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  • Kingsbury Town Centre Proposed Public Realm Improvement Scheme

    Henry Lancashire // 1 thread

    Brent Cyclists are preparing a response to this consultation and are seeking comments.

    Brent Council State:
    "In March 2017 Brent Council consulted on Kingsbury Town Centre improvement scheme. Although the proposed improvements were supported, during the consultation period we have received a number of comments and suggestions from local businesses, residents, Ward Councillors, as well as other stakeholders such as London Buses and Brent Cyclists. Based on these comments and suggestions I am pleased to inform you that we have managed to secure additional funding to develop an alternative scheme which addresses these comments and concerns. We are therefore consulting again on the below revised proposals. These proposals align with the aspirations of the Imagine Kingsbury study which set out the community’s vision for improving Kingsbury Town Centre over the next 5 -15 years."

    Previous Consultation on CycleScape: https://www.cyclescape.org/issues/2518-kingsbury-road-proposed-public-realm-improvements-scheme

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  • North Finchley Town Centre Framework Consultation

    Created by JonC // 2 threads

    The Town Centre Framework aims to (amongst other things):

    o create a plan that maximises existing and future movement opportunities including links to nearby stations (Woodside Park and West Finchley), the bus network and pedestrian and cycle connections;

    o achieve well designed, high quality streets, spaces, public realm and buildings, which deliver an appropriate degree of local distinctiveness;

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  • Quieter Neighbourhoods Consultation - Fernleigh Road Area

    Hamish F // 1 thread

    Enfield Council are consulting on these Quieter Neighbourhood treatments for the Fernleigh Road area. They include a 20mph zone supported by road narrowing and road humps, together with other measures to discourage rat-runs: no-left-turns, one way streets and point no entry.

    This residential area is currently affected by through-traffic seeking to avoid sets of traffic lights at Green Lanes/Bourne Hill and Green Lanes/Station Road.

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  • London Assembly investigation: Walking & Cycling at Outer London Junctions

    Created by Simon Munk // 1 thread

    London Assembly says:

    Our investigation
    What different approaches could TfL and London boroughs take to improve junctions and increase walking and cycling in Outer London?

    Small pockets of improvement don’t change the fact that most London streets are dominated by traffic and noise. They are hostile places even to step out into for a pint of milk.

    On behalf of the London Assembly Transport Committee, Caroline Russell AM is investigating how our streets and junctions can become more people-friendly.

    Get involved
    There are a number of specific questions the Committee is seeking to answer. Please address any questions where you have relevant views and information to share, and feel free to cover any other issues you would like the Committee to consider.

    Are there lessons to be learned from previous junction improvements?

    How can we enable more people to walk and cycle?

    How can we make our streets and junctions less hostile to people getting around by bike and on foot?

    How do you get all road users on board?

    Please email transportcommittee@london.gov.uk by August 11 and share the investigation on Twitter using #OuterLondonJunctions

    Key Facts
    The Mayor and TfL are promoting walking and cycling as a form of active travel and a way to reduce health inequalities - however, currently, over 40 percent of Londoners fall short of the recommended 150 minutes of activity per week.

    TfL research has found that people who live in Outer London tend to walk less than those who live in Inner London. Public transport coverage is lower and car ownership is higher in Outer London, with cars making up a larger share of journeys. In particular, people who live in Outer London are less likely to walk children to school, walk to see friends or relatives, and walk to pubs, restaurants and cinemas.

    In 2015:
    53 percent of Inner Londoners walked at least five journeys a week, compared to 35 percent of Outer Londoners
    47 percent of Inner Londoners walked as part of longer journeys on other forms of transport at least five times a week, compared to 41 percent of Outer Londoners

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  • Mayor's Transport Strategy

    Created by Simon Munk // 1 thread

    Draft Mayor's Transport Strategy 2017
    On June 21 Mayor of London, Sadiq Khan, published a draft of the Mayor's Transport Strategy. The document sets out the Mayor’s policies and proposals to reshape transport in London over the next 25 years.

    About the strategy

    Transport has the potential to shape London, from the streets Londoners live, work and spend time on, to the Tube, rail and bus services they use every day.

    By using the Healthy Streets Approach to prioritise human health and experience in planning the city, the Mayor wants to change London’s transport mix so the city works better for everyone.

    Three key themes are at the heart of the strategy.

    1. Healthy Streets and healthy people
    Creating streets and street networks that encourage walking, cycling and public transport use will reduce car dependency and the health problems it creates.

    2. A good public transport experience
    Public transport is the most efficient way for people to travel over distances that are too long to walk or cycle, and a shift from private car to public transport could dramatically reduce the number of vehicles on London’s streets.

    3. New homes and jobs
    More people than ever want to live and work in London. Planning the city around walking, cycling and public transport use will unlock growth in new areas and ensure that London grows in a way that benefits everyone.

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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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  • 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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  • Nine Elms Lane and Battersea Park Road

    Created by Simon Munk // 1 thread

    TfL says:
    We are seeking your view on our proposals for Nine Elms Lane and Battersea Park Road; developed through dialogue with the Nine Elms Vauxhall Partnership.
    We propose to transform the 2.5km stretch of road from the Vauxhall Gyratory, along Nine Elms Lane and Battersea Park Road to Macduff Road, connecting to Cycle Superhighway 8 (CS8). Our proposed changes would act as a backbone to the major developments taking place in the area, improving conditions for pedestrians, cyclists, and bus passengers, as well creating a more pleasant and characterful street environment and a sense of destination to the area.
    Our proposals are being funded through contributions from developers administered by London Borough of Wandsworth.
    Ahead of these proposals and in response to the ongoing levels of construction in the area, we will implement a small scale, interim scheme during summer 2017 which looks to increase safety in the area and enhance the urban realm. More information on this scheme can be found here.

    What are we proposing?
    We are proposing a complete redesign of the road layout on Nine Elms Lane and the eastern part of Battersea Park Road to deliver improvements for pedestrians, cyclists and bus users and accommodate future growth of the area. Proposals include:
    New, wide footways
    23 new and improved signalised crossing points
    A new cycle route on the south of the Thames from CS8 at Macduff Road to Vauxhall Gyratory, featuring:
    ‘Stepped’ cycle tracks in both directions (see below) from Vauxhall Gyratory to the new Battersea Power Station London Underground entrance
    Dedicated segregation and allocated time for cyclists at some junctions
    Bus stop bypasses provided in some locations
    Stepped cycle tracks are vertically separated from the footway and main carriageway.
    Increase in bus lanes to provide reliable journey times to bus passengers
    Improved junctions by upgrading signals at 5 junctions and providing 3 new signalised junctions
    Improvements to the street environment, which would see high quality finishes, repaving and new trees planted where possible
    We would ensure all design and construction is closely coordinated with our plans to transform Vauxhall gyratory.

    Why are we proposing this?
    As part of the Mayor’s Opportunity Area Planning Framework, Vauxhall, Nine Elms and Battersea has been identified as an area for major redevelopment. Nine Elms Lane and the eastern part of Battersea Park Road is a major gateway and transport artery for the area.
    Development is well underway and will be continuing in the coming years, which includes over 40 major developments with new residential and office units, two new town centres at Battersea Power Station and Vauxhall and two new London Underground stations on a new Northern Line Extension, at Nine Elms and Battersea. 20,000 new homes are being built, creating 22,000 construction jobs and a further 25,000 new jobs between now and 2027. Significant improvements are also being made to the public realm, which will include a new 11-acre Nine Elms Park linking Battersea Power Station to Vauxhall Cross.
    In response to these levels of development and the change in land use, we have been presented with an opportunity to enhance the highway, creating a backbone to the development and a destination where customers are encouraged to walk, cycle and use public transport.
    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. We are proposing substantial improvements for pedestrians, cyclists and bus passengers in the area to help encourage more people to use these healthy and sustainable forms of transport.

    Summary of the proposed changes

    Cycling facilities
    New segregated cycle lanes in both directions along most sections of the route. We would make space for these by reallocating space from general traffic and realigning traffic lanes
    Improvements to safety for cyclists provided through early starts at certain junctions, a cycle only stage at certain junctions, bus stop bypasses and two-stage right turn facilities
    New signalised junctions at Savona Street and Battersea Park Road, Thessaly Road and Battersea Park Road, and Cringle Street and Nine Elms Lane
    Ponton Road would see a redesigned junction providing cyclists travelling westbound with a cycle only green stage at the traffic light. Cyclists travelling eastbound, straight across the junction, continuing on Nine Elms Lane would be provided with a bypass lane
    Cycle only stages would be provided at Kirtling Street and Ponton Road.

    Road design and layout
    New signalised junction at Savona Street to incorporate the opening of the new road opposite called Prospect Way
    New signalised junction at Thessaly Road, subject to outcome of the P5 Bus extension consultation
    New signalised junction at Cringle Street to manage traffic in and out of the new side road, provide an early start for cyclists and new pedestrian crossing points
    Banned left turn from Battersea Park Road into Cringle Street for all traffic due to the tight turn
    Bus facilities
    Widened bus lanes, where possible to provide passing space for cyclists around buses waiting at stops
    Around 2km of bus lanes between Vauxhall Gyratory and Prince of Wales Drive, created by removing central islands and realigning traffic lanes
    Changes to bus lane hours of operation to provide reliable journey times to bus passengers through the area
    We are separately consulting on a proposed extension to bus route P5 to Battersea Power Station. Please see consultation here. This proposal will be assessed and taken forward separately to the proposed changes for Nine Elms Lane and Battersea Park Road
    Pedestrian facilities and crossings
    Where space allows, junctions would have footway buildouts to reduce pedestrian crossing widths and provide additional space for pedestrians
    The new signalised junction at Savona Street would provide signalised pedestrian facilities on the north, south and west arms of the junction
    The Kirtling Street junction would see a new signalised pedestrian crossing on the western arm
    The new Cringle Street junction would see new signalised pedestrian crossings on all arms of the junction
    A new signalised staggered pedestrian crossing would be provided outside Riverside Court
    We have used computer analysis to help us ensure our proposals are fit for future growth in pedestrian numbers

    Journey times for motorists and bus passengers
    We have carried out traffic modelling analysis to predict how the proposals might affect journey times through the scheme area. A summary of this analysis is available

    Parking and loading
    The disabled parking bay outside The Battersea Medical Centre would be extended to 12 metres long to provide 2 parking spaces. It would also be relocated onto the footway
    All on-street parking bays would have consistent hours of operating, allowing off peak peaking and/or loading

    Deliveries and servicing
    We continue to work with businesses and freight operators to minimise the impact of these proposals on their operations. If your home or workplace is on or near the proposed route, please let us know if the proposals could affect your deliveries, collections and servicing. We would encourage you to discuss the proposals with companies undertaking these operations.

    Environment
    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
    Increasing provision for active modes - walking and cycling
    Exploring opportunities and working with developers to achieve more greening
    Creating a sense of place with the proposed new urban realm high quality finishes which would look to include Sustainable Urban Drainage solutions in our proposals
    Although we do not expect an increase to the number of motor vehicles in the area, our proposals may change how traffic moves around some roads, 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.

    Equalities
    In considering the design of our streets, we closely consider the needs of all users throughout the design process. On significant infrastructure projects, we:
    Complete Equality Impact Assessments (EIA) 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 (amongst many others): Royal National Institute of Blind People, Guide Dogs for the Blind, Age Concern, Transport for All, and the 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 EIA for Nine Elms Lane and Battersea Park Road will continue to be developed following the outcome of this public consultation, incorporating feedback received.

    Next steps
    We will analyse and consider all of the responses received to the consultation, and publish our response later this year. Construction of the scheme would be subject to the outcome of this consultation, and further approvals. Should we decide to go ahead, we would aim to start construction in 2020/2021.

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  • Waterloo roundabout

    Created by Simon Munk // 1 thread

    We want your views on proposals to help inform our LCC response.

    TfL says:

    Overview:
    We want your views on our proposals to create a better Waterloo. We’ve developed these proposals over the past 10 years by working with local stakeholders and the community. The original vision can be found here. Our proposals aim to create a healthier and safer environment for people to walk and cycle and use public transport as well as support the regeneration and growth of Waterloo. These proposals aim to improve the quality of life in the area by:
    Reducing the dominance of traffic, allowing people to better enjoy the area
    Creating a healthier and safer environment
    Planting more trees to replace the removal of trees which will have the potential to benefit biodiversity, landscaping and wildlife
    Creating a sense of place with the proposed new public square
    Creating a focal point for Waterloo, helping build on it as a cultural destination and support the regeneration and growth of Waterloo
    Keeping buses and traffic moving through the area.
    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 and use public transport by making London’s streets healthier, safer and more welcoming.

    What we are proposing

    Our proposals would:
    Create a new tree-filled public square supporting civic and cultural life of the area by moving the existing bus stops from Tenison Way to an improved bus station on Waterloo Road, closing the south-west arm of the roundabout and changing the remaining carriageway to two-way traffic
    Introduce segregated cycle lanes making cycling around Waterloo roundabout safer
    Create new pedestrian routes and permanently remove some subways (but keep others) to help create more direct walking routes towards the river Thames. The subways can be unpleasant and divisive, inaccessible to large sections of the community
    Widen the footways on Waterloo Road to give more space to pedestrians and waiting bus passengers by narrowing the carriageway through removing a section of bus lane
    Relocate northbound and southbound bus stops to keep traffic moving on Waterloo Road
    Ban the right turns from Waterloo Road into Stamford Street and from Concert Hall Approach (except for buses) to keep traffic moving.

    Why We Are Consulting

    Encourage more walking and cycling and use of buses by
    Making it easier, safer and more pleasant
    Keeping buses and traffic moving through the area
    Provide a sense of place and improve the environment by
    Creating a new, high-quality, traffic-free, green public space to become a focal point for Waterloo supporting the civic and cultural life of the area
    Support the regeneration and growth of Waterloo
    Currently the area is overcrowded and difficult to navigate for pedestrians, bus passengers and cyclists. This is exacerbated by street clutter and level differences that make it confusing and harder for people to get to where they want to go.
    It will get even busier because of major planned developments, including increasing capacity at Waterloo station. The roundabout is dominated by motor traffic and can be intimidating and unpleasant to walk and cycle.
    By giving cyclists more space and time to pass through the area more easily, and by providing new signalised crossings, a new public space and wider footways for pedestrians and waiting bus passengers, we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving.
    Waterloo is a very important transport hub with Europe’s busiest rail station, a strategic bus interchange, and large numbers of cyclists and some key cycle routes passing through it.
    It is also home to international visitor and cultural attractions, workplaces, residents and academic institutions.
    Our proposals are designed to improve safety for vulnerable road users by introducing dedicated facilities, such as signalised pedestrian crossings, new cycle lanes and separate cycle signals. Waterloo roundabout is one of 33 locations across London we are prioritising as part of our Safer Junctions programme.
    Overall, these proposals are designed to make it easier, safer and more attractive to walk, cycle and use public transport in the area, and to prepare for and stimulate further growth and regeneration.

    Potential effects of our proposals

    Journey times
    We expect the proposals would result in changes, both positive and negative, to journey times for motorists, bus passengers and cyclists once complete. Click here for the information (PDF) that explains the impacts we expect our proposals to have on journey times and is accompanied by a more detailed table of data.

    Walking
    We want to make walking more convenient and attractive. There are a number of places where overcrowding is common such as Tenison Way and Waterloo Road:
    The proposed new public space would provide lots more room for pedestrians and create a key focal point in the local area with crossings relocated to where people want to cross
    Wider and clearer footways would reduce overcrowding on Waterloo Road
    Walking routes would be opened up, improving way finding and permeability.

    Cycling
    Taken from survey data in 2013 cyclists make-up 40% of traffic around Waterloo roundabout in the AM peak.
    We want to make cycling in Waterloo easier, safer and more attractive. Our proposals provide dedicated time and space for cyclists and aim to reduce road casualties by addressing the patterns of past collisions:
    Segregated cycle lanes around the new peninsula. The impact of this is balanced with bus and general traffic movements by making some strutural changes to the roundabout
    Separate cycle signals on traffic lights would reduce the number of conflicts with general traffic
    Existing cycle parking stands would be relocated
    The cycle hire docking station outside Kings College would be relocated
    We are working with other teams delivering projects that would provide better and safer connections to existing and planned cycle routes.

    Bus passengers
    Waterloo is a strategic part of the London bus network, with some of its busiest routes serving the area, used by 20,000 passengers a day. Our proposals aim to encourage more people onto buses and keep all traffic moving:
    An improved bus station and new public square would provide a much improved interchange and waiting environment for bus passengers
    Wider footways on Waterloo Road would provide a larger and safer area for waiting bus passengers and accommodate future growth in numbers
    Bus stops would be relocated from Tenison Way to the improved bus station on Waterloo Road and the northbound and southbound bus stops on Waterloo Road would be consolidated.
    A short section of bus lane on Waterloo Road would be removed to keep traffic moving.

    General traffic
    We want to reduce the dominance of traffic around Waterloo by creating an environment which encourages people to walk, cycle or use public transport. As a result:
    There would be some changes to general traffic journey times as a result of these proposals. We would remove the south-western side of the roundabout to create the new public space. Traffic would flow two-way around the new peninsula
    The section of northbound bus lane on Waterloo Road from the junction with The Cut would be removed to provide more space for pedestrians. Buses would share the general traffic lane and pull-in to the relocated bus stops allowing traffic to pass
    The right turn from Waterloo Road into Stamford Street and the right turn from Concert Hall Approach (except for buses) would be banned to keep traffic moving through the area.
    We do not develop proposals to introduce traffic restrictions without carefully considering the potential impacts and exploring alternative solutions. The restrictions are proposed to either address a safety issue, or help the signalised junction operate more efficiently and minimise potential journey time delays to road users.

    Deliveries and servicing
    Some changes to existing servicing arrangements may be required. If your home or workplace is on or near the proposed changes, please let us know if the proposals could affect your deliveries, collections and servicing. We would encourage you to discuss the proposals with companies undertaking these operations.

    Taxis
    The main taxi rank is on Station Approach and is not affected by these proposals.

    Rail and London Underground users
    Network Rail has a programme of works to increase capacity at Waterloo Station and London Underground has plans to increase Bakerloo and Northern Line services, increasing the numbers of people using Waterloo to interchange. Our proposals would make it easier and more attractive for passengers to continue their journeys on foot, cycle or bus.

    Environment
    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 have been 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, as well as 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. Click here for more information on how we are creating Healthy Streets and click here for the draft Mayor's Transport Strategy. 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
    Exploring opportunities to achieve more greening
    Creating a sense of place with the proposed new public square and providing additional seating.
    As our proposals for Waterloo would change how traffic moves around the area, we expect there would be some associated and localised changes to air quality and noise levels. We will be carrying-out environmental surveys and environmental modelling to help our design development.

    Security barriers on Waterloo Bridge
    The Metropolitan Police Service has installed barriers to increase security on London’s busiest bridges. Our proposals will aim to ensure that the security of all road users is maintained in the future.

    Working with the local community
    TfL has been working with Lambeth Council and engaging with businesses, local stakeholders and the Mayor to develop these proposals over the years. These are the planning documents and guidance consulted on with the local community that have helped us develop these proposals:
    A local college, Morley College, has produced a photo record to capture the sense of place and character of the area that these proposals will build on. These photos will be on show at the public events and around Waterloo.
    There is a public art poem by the poet Sue Hubbard called “Eurydice” on the wall of one the subways we propose to remove. The poem was written as part of the renovation of the South Bank especially for the underpass that leads from Victory Arch at Waterloo Station to the BFI IMAX cinema. We will work with local stakeholders to investigate how we can include the poem in the new public space.

    Next steps
    Subject to the outcome of this consultation, should we proceed with these proposals, we would look to start construction in late 2019 for a period of up to 18 months.
    We are aware that there is a lot of construction occurring in the Waterloo area and these changes are likely to cause further disruption. We would work with the local community, Lambeth Council, SBEG, WeAreWaterloo and surrounding developers to coordinate works and deliveries to minimise this impact as far as possible.

    Previous consultations
    As part of the Mayor’s Better Junctions Review we made improvements at the roundabout to reduce accidents by providing more priority and road space for cyclists, particularly at the junctions with Stamford Street and Waterloo Road.
    Later the speed limit was reduced to 20mph and will be retained under these proposals.

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  • Lambeth Bridge North & South

    Created by Simon Munk // 1 thread

    TfL says:

    Overview:
    We have developed proposals to transform the road layout at the northern and southern roundabouts at Lambeth Bridge to create a safer environment for cycling and walking. We would also make changes to some approach roads and to the bridge itself.
    Focussing on road safety, our proposals are designed to keep traffic moving along these key routes, whilst providing a better balance to the way that space on the road is allocated.
    Our proposals would require changes to the way general traffic moves through the area, including new left or right turn traffic restrictions on some roads at each end of the bridge.

    What are we proposing?
    We propose to convert both the northern and the southern roundabouts of Lambeth Bridge into crossroad junctions, with traffic signals and signalised pedestrian crossings. At each junction, dedicated space would be given for cyclists and new pedestrian areas would be created.
    To support these transformational plans, changes to the road layout are also proposed on Lambeth Bridge itself, at the Millbank north junction with Great Peter Street and along Lambeth Palace Road. These layout changes include two general traffic lanes at each exit from the bridge, the introduction of a signalised pedestrian crossing at the Millbank north junction with Great Peter Street, and the extension of the southbound bus lane on Lambeth Palace Road.
    We have also developed public realm improvements, sensitive to the heritage of the area. These designs propose to further enhance the look and feel of the area so that we can promote a real sense of place to Lambeth Bridge and its surrounds.
    The Metropolitan Police Service has installed barriers to increase security on London’s busiest bridges. Our proposals will aim to ensure that the security of all road users is maintained in the future.

    We are also seeking views on:
    Longer-term plans for the pedestrian underpass at Albert Embankment
    A potential new location for the palm tree at Lambeth Bridge north
    The current traffic speed at Lambeth Bridge north and south

    Why are we proposing it?

    Safety
    Our proposals are designed to improve safety at both northern and southern roundabouts by introducing dedicated facilities for vulnerable road users, such as signalised pedestrian crossings, new cycle lanes and separate cycle signals. The northern roundabout in particular has a high proportion of collisions involving cyclists, and is one of 33 locations across London we are prioritising as part of our Safer Junctions programme.

    Healthy Streets to encourage walking and cycling
    The proposals form part of the Mayor of London’s long-term vision to encourage more Londoners to walk and cycle by making London’s streets healthier, safer and more welcoming. Both roundabouts and Lambeth Bridge are currently dominated by motor traffic and can be intimidating and unpleasant places to walk and cycle. By giving cyclists space and time to pass through the junction more easily, and by providing new signalised crossings and clearer footways for pedestrians, we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving.

    Building a local cycle network
    Lambeth Bridge and its roundabouts lie on busy cycle commuter routes. Making the area safer and more welcoming for cyclists would help build connections to existing infrastructure, such as Cycle Superhighway Route 8 on Millbank, and planned improvements, such as Westminster Bridge and Central London Grid routes. The following map shows how our proposals would build on cycling connectivity in the area.

    The impacts of our proposals

    Journey times
    Our proposals have been designed to not have a disproportionate impact on other road users. However we expect there would be changes, both positive and negative, to journey times for motorists, bus passengers and cyclists.
    More detailed information on the traffic impacts of the Lambeth Bridge proposals, including tables of the likely journey time impacts, can be found here https://consultations.tfl.gov.uk/roads/lambeth-bridge/user_uploads/traffic-impacts-and-data-table.pdf
    Should these proposals go ahead, we would take a number of steps to ensure that the changes made along the route are balanced. We are investing in advanced traffic signal technology to allow us to better manage traffic depending on differing conditions at any given time.

    Turning restrictions
    Our proposals include a number of restrictions to turning movements:

    ‘Straight-ahead only’ for traffic exiting Millbank north
    A time-of-day banned right-turn from Millbank south onto Lambeth Bridge during the evening peak
    A banned left-turn for northbound traffic from Millbank south into Horseferry Road
    ‘Straight-ahead only’ for traffic exiting Horseferry Road
    A banned left-turn from Lambeth Palace Road onto Lambeth Road.
    A banned right-turn from Lambeth Road onto Lambeth Palace Road.
    We do not develop proposals to introduce traffic restrictions without carefully considering the potential impacts and exploring alternative solutions. The restrictions are proposed either to address a safety issue or to help the signalised junction operate more efficiently, minimising potential journey time delays to road users.

    The environment

    Air and noise
    Although the designs for Lambeth Bridge north and south are not expected to increase the number of motor vehicles in the area, our proposals may change how traffic moves around some roads, 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.

    Tree removal
    Our proposals require the removal or relocation of a number of trees in order to accommodate the new road layout:
    The iconic phoenix palm tree at the centre of the roundabout on the northern side of Lambeth Bridge would look to be relocated
    Seven trees at the centre of the roundabout on the southern side of Lambeth Bridge would need to be removed
    One tree at the junction of Millbank and Great Peter Street would need to be removed
    New trees will be planted at Lambeth Bridge north and south as part of proposed urban realm improvements. Subject to the outcome of consultation, tree species would be determined during detailed design.

    Visual environment
    Our proposed urban realm improvements aim to improve the look and feel of the area, as shown in our artists’ impressions.

    Features include:
    Reducing the dominance of traffic, allowing pedestrians and cyclists to better enjoy the area
    Increasing the surface area of the public realm by approximately 1,370 square metres at Lambeth Bridge north and approximately 1,790 square metres at Lambeth Bridge south
    Attracting more visitors to the area and local attractions such as Victoria Tower Gardens
    Planting new trees bringing overall benefits for the area’s biodiversity and landscape
    Providing new seating
    New footway materials to improve the look of the streets along Albert Embankment, Lambeth Palace Road, Millbank and Lambeth Bridge
    The removal of unnecessary and duplicate poles, signs and other street furniture
    Upgrades where necessary to existing lighting and drainage
    Provision of more cycle parking
    An opportunity to provide additional Cycle Hire stations
    Upgraded wayfinding for example to Newport Street Gallery
    Equalities
    In considering the design of our streets, we closely consider the needs of all users throughout the design process. On significant infrastructure projects, we:

    Complete Equality Impact Assessments (EqIA), to review potential impacts on equality target groups, including disabled people
    Carry out public consultations, including targeted engagement with specific users such as (amongst many others): Royal National Institute of Blind People, Guide Dogs for the Blind, Age Concern, Transport for All, and the 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 for Lambeth Bridge north and south will continue to be developed following the outcome of this public consultation, incorporating feedback received.

    Other options considered but not taken forward
    We considered a number of alternative designs before taking forward our current proposals.
    At Lambeth Bridge south, we considered retaining the roundabout, but this provided minimal benefits for cyclists. We also considered ‘hold the left’ turn facilities on Lambeth Road and Lambeth Bridge, which separate cyclists from other traffic with separate traffic signals. However this scenario would have caused significant traffic queueing due to the extra signal phase required and was difficult to accommodate due to the structure of the bridge.
    We also considered a number of designs at Lambeth Bridge north including a signalised junction and a ‘Dutch style’ roundabout with a physically separated cycle track around the edge of the roundabout. However, our modelling indicated that this would have had significant impact on journey times for other road users in the area, including thousands of bus passengers.
    Having considered a number of designs, we believe the current proposals would achieve the best balance for all road users.

    Related schemes
    Lambeth north interim scheme
    During March 2017, we delivered interim safety improvements at Lambeth Bridge northern roundabout.
    The changes were timed to bring improvements whilst we continued with plans to re-work the junction's layout for the long-term.

    Next steps
    Subject to the outcome of this consultation, should we proceed with these proposals, we would look to start construction in late 2018.
    Although construction would cause some disruption, we would take steps to minimise this as far as possible.
    Building in late 2018 would allow us to coordinate with major planned maintenance work on Lambeth Bridge, and with work currently taking place at Westminster Bridge South.

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  • Peckham Rye to Dulwich Quietway

    Created by Luce // 1 thread

    New QW in preconsultation phase - possible changes:

    * Raised table at jct/ of Friern and Goodrich Rd. ;
    * Sinusoidal humps completed all along Friern rd.;
    * 'Greening' of modal filters at Peckham Rye/ Friern & Upland/ Friern;
    * Potential for either a segregated bidirectional cycle lane from Etherow st. & across the junction of Barry rd. (helping cyclists to turn right down Woodwarde) or the signalisation of the junction of Etherow and Barry rd. (the former would require the relocation of the bus stand at the top of Barry rd.);
    * Tightening up of the jct. of Eynella and Woodewarde rd. (build out);
    * Build out of of western corner of Beauval rd./ Woodwarde rd. - potential for pocket park;
    * (Dependent on TFL modelling) removal of traffic islands on jct. of Lordship ln. and Barry rd./ Eyenella - de-cluttering of jct. - question of what turns are allowed and needed & the regulation of these.

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