Things tagged 'tfl_consultation'

63 issues found for 'tfl_consultation':

  • Proposed changes to the road layout on A21 Tweedy Road, Bromley North

    Created by John H Wood // 1 thread

    TfL are planning changes to the road layout on the A21 Tweedy Road at the junctions of Sherman Road, East Street and Mitchell Way in Bromley North, and are consulting.

    Their plans 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.

    By making these changes TfL aim to:

    • Create a safer and more pleasant environment for cyclists and pedestrians with new, direct crossings and new traffic signals for cyclists
    • Provide more space for buses leaving the bus stands at Bromley North so they can access bus stops more safely and easily, which would improve their reliability
    • Update the street environment with resurfacing, new signage and refreshed road markings, to complement the public realm style of Bromley North village

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  • Balls Pond Road Cycle Superhighway 1

    Created by Simon Munk // 1 thread

    Hackney council says:

    Hackney Council is working with Islington
    Council and Transport for London (TfL) to make
    improvements to the Cycle Superhighway Route
    1 (CS1) on Balls Pond Road.

    In February 2015 TfL in partnership with
    Hackney Council consulted on the CS1 route
    which included two options for Balls Pond Road:
    an option for advisory cycle lanes on each
    side of the road and an option for a two-way
    segregated cycle track. A positive response to
    the consultation was received showing overall
    support for the segregated two-way cycle track
    along Balls Pond Road.

    In autumn 2015 a second consultation was
    held by TfL in partnership with Hackney Council
    on a motor traffic reduction scheme in the De
    Beauvoir area to assist users of the CS1 route.
    We are now seeking your views on measures
    required to implement the segregated two-way
    cycle track along Balls Pond Road between the
    junctions of Culford Road and Kingsbury Road.
    These measures would complete the route, safely
    connecting the two halves of the CS1.

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  • Duke Hill St/Tooley St

    Created by SallyEva // 1 thread

    Proposals include:

    Introducing a 20mph speed limit along entire length of Duke Street Hill/Tooley Street (between Borough High Street and Tower Bridge Road)
    Introducing a 2 metre wide mandatory cycle lane westbound, on Duke Street Hill/Tooley Street, running between Borough High Street and Bermondsey Street junctions, separated from traffic with wands on the Duke Street Hill section
    Introducing a protected right turn ‘pocket’ for cyclists waiting to turn right into Bermondsey Street from Tooley Street
    Making Duke Street Hill no entry, apart from cyclists and buses, from the junction with A3 Borough High Street. This will mean that eastbound traffic along Duke Street Hill and Tooley Street as far as the junction with Bermondsey Street is restricted to buses and cycles only.
    Restricting access from side roads onto Tooley Street to westbound travel only. Any motorized vehicle turning onto Tooley Street from the following roads will not be able to turn onto and travel eastbound towards Bermondsey Street:
    Tooley Street onto Duke Hill Street
    Bridge Yard onto Tooley Street
    Cottons Lane onto Tooley Street
    Hay’s Lane onto Tooley Street
    Battlebridge Lane onto Tooley Street
    Westbound traffic will continue to be able to travel along this section of highway as it does at present (i.e. accessing via Bermondsey Street or from roads further east) which lead onto Tooley Street.

    This will be an interim scheme, reducing traffic in the short term. We are working on a more transformational scheme for Tooley Street, to extend the high-quality cycling provision proposed as part of Cycle Superhighway 4 towards London Bridge.

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  • Hounslow Draft Local Implementation Plan Consultation

    Created by Hounslow Cycling Campaign // 3 threads

    Local Implementation Plan released for consultation by London Borough of Hounslow.

    a. CS9 is referenced many times in the document (such as p.31 "The implementation of CS9 would create opportunities for new orbital routes into neighbouring residential areas and transport hubs").however it is also sometimes qualified by "if approved" and proposals will have dependencies upon CS9 going ahead.
    b. We get a mention on p.31 "Local groups such as the Hounslow Cycling Campaign can provide important knowledge on local demand and suggestions for improvements." Yey!
    c. Section 3.1.4 and Appendix D reference Propensity to Cycle tool results for the borough.
    d. Section 3.1.5 references cycle routes to Heathrow. While Heathrow airport isn't within Hounslow, it is the largest employer of borough residents. Our guess is that additional funding from TfL and Heathrow will be required to address Heathrow cycle access.
    e. Section 3.1.6 references a cycle network for the borough. This is the first time we have seen reference to a "Hounslow Priority Cycle Network" as previously, projects have been disconnected individual projects. CS9 provides the "spine" for this network.
    f. There is reference to 2 Liveable Neighbourhoods bids for Feltham and Dukes Meadows. We have heard that "Dukes Meadows" will actually be called "Chiswick South" in the bid. The details of these bids are not within the LIP but we have heard the "Chiswick South" bid has a mixture of public realm improvement, school streets and creation of filtered permeability cells in the Grove Park area of Chiswick.

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  • TfL's proposed changes to junctions along Edgware Road

    Created by Dominic Fee // 1 thread

    From TfL webpage https://consultations.tfl.gov.uk/roads/edgware-road/ :
    "We are proposing changes to junctions along Edgware Road, between the Marylebone Flyover and Marble Arch, which will improve safety for pedestrians, and other road users.

    Our proposals include:

    - Creating new pedestrian crossings, with green and red man signals
    - Adding count down timers to new and existing crossings
    - Creating more space for pedestrians on the pavement
    - Limiting speed for vehicles to 20 miles per hour
    - Providing new Advanced Stop Lines (cycle boxes) for cyclists"

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  • Sutton Tram Link

    Created by Marcus Howarth // 1 thread

    see https://consultations.tfl.gov.uk/trams/sutton-link/?cid=sutton-link

    Here's the overview from TFL:

    Overview
    We are consulting on proposals for a new, direct and quicker transport link between Sutton and Merton. We have called this the Sutton Link.

    The Sutton Link would create a high-capacity route for people travelling between Sutton town centre and Merton using zero-emission vehicles. It would connect with other major transport services into central London and across south London, including National Rail, London Underground, existing tram and bus services. It would make journeys by public transport quicker and more attractive, and reduce the need for trips by private car.

    Many of the neighbourhoods along the proposed routes have limited public transport options. The Sutton Link would support new homes being built and would improve access to jobs, services, major transport hubs and leisure opportunities across both boroughs and beyond.

    Our work is at a stage where we would like to know your views about three potential routes. We are considering a tram or ‘bus rapid transit’ (BRT) for the Sutton Link and would also like to know your views on this.

    BRT is similar to a tram but runs on road segregated from traffic where possible, not on rails, and carries fewer people in each vehicle. A full explanation is included below in the section titled ‘About trams and bus rapid transit’.

    From LCC -

    general principles would be ensure this doesn’t negatively impact cycle routes, that there are good routes to the stations/stops, that any places where cyclists will be crossing tracks are designed carefully with latest materials to avoid tramlining incidents, that the space comes from private car lanes.

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  • Tooting Town Centre consultation

    Created by jon_events // 1 thread

    TfL have published this consultation for Tooting Town Centre.

    The brief was a pedestrian improvement scheme, so don't be too surprised that there is lots of room for improvement. I'll add further comments when I've got a bit more time.

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  • A3220 Cheyne Walk with Lots Road junction

    Created by Simon Munk // 1 thread

    TfL says:
    The A3220 Cheyne Walk runs east-west along the northern Thames embankment. Its junction with Lots Road is used moderately by cars, cyclists and buses and the footways are busy with pedestrians. Cycle flows at the junction are relatively high.
    We are proposing improvements that will make it easier and safer for people to walk and cycle across Cheyne Walk, while also making it easier for turning HGVs by increasing the road space and improving sight lines.

    What are we proposing?
    Installing a new signal-controlled toucan crossing to replace the existing zebra crossing. The crossing will feature a Countdown unit, and will be configured to reduce pedestrian wait times, making it easier and safer for people to walk and cycle across Cheyne Walk
    Enhance the existing shared-use footway on the southern side of Cheyne Walk to provide more space for pedestrians, as well as an enhanced cycling connection to Lots Road
    Upgrading paving throughout the area to help visually impaired and blind people, improving conditions for vulnerable users
    Providing a new ramped inlet on the northern side of Cheyne Walk to provide safe and easy access to the toucan crossing
    Re-landscaping the pedestrian island on Lots Road to make vehicle movements easier and safer for all road users
    Subject to the outcome of this consultation, we plan to implement these changes in 2019.

    Will these changes affect your journey?
    These changes are designed to ensure that pedestrians and vulnerable people have a safe way to cross Cheyne Walk, while improving the movement of traffic throughout the area.
    Our modelling shows that the junctions will continue to operate efficiently and the changes will have little impact on journey times through the area. We will monitor the completed scheme to ensure it is operating as expected and make adjustments as required.

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  • Stoke Newington Gyratory

    Created by Simon Still // 1 thread

    We have worked with Hackney Council on proposals for how Stoke Newington would look and operate after the gyratory is removed. Our plans would provide a new northbound cycle track on the A10 and a new bus and cycle lane enabling people to cycle southbound on Stoke Newington High Street.

    This would remove a significant barrier to cycling in the area and provide new traffic-free public spaces to meet, shop, play and relax and a host of other improvements aimed at creating a more attractive and less traffic-dominated environment for people.

    Our plans will accommodate the area’s future growth and encourage active travel, with more people choosing to walk, cycle and use public transport and less people travelling by car.

    These proposals aim to improve the quality of life in the area by:

    Transforming the town centre by creating a single unified retail location with an enhanced environment for pedestrians and cyclists
    Improving the public transport interchange, achieved through two-way bus operation, reducing congestion, and simplifying bus stops
    Improving cycling facilities and access through the A10
    Encouraging more journeys by walking, cycling or public transport to/from the High Street
    Reducing rat-running in residential streets

    Our proposals would:

    Introduce a new northbound cycle track with bus stop bypasses on Stoke Newington High Street providing a dedicated space for people to cycle
    Introduce a new southbound bus and cycle lane along Stoke Newington High Street. Most buses and bikes will no longer travel the longer route along Northwold, Rectory and Manse Road when heading towards the City. This will provide better access to High Street facilities
    Introduce two-way traffic operation along Rectory, Manse and Evering Roads
    New modal filters at the junctions of Tyssen, Hollar and Batley Roads at their junction with the High Street. These closures are designed to reduce rat-running through residential streets
    Create three new ‘pocket parks’ where these roads are closed to traffic, creating a more welcoming retail environment and encouraging people to spend more time in the town centre. There could be new seating areas, trees, local community gardens, entertainment, and cycling parking spaces
    Restrict vehicular access eastbound to Evering Road from Manse Road and to Northwold Road from Rectory Road
    Introduce a new type of pavement treatment at side road junctions called a ‘continuous footway’. Introducing continuous footways in Stoke Newington High Street intends to emphasise that pedestrians have priority
    Introduce three new pedestrian crossings, all with pedestrian countdown, making streets in the area easier and safer to cross
    Introduce a new 20mph speed limit and raised junctions and crossings to slow traffic speeds and reduce road danger
    Formalise parking and loading bays, including hours of operation
    High Street south of Brooke Road: Monday - Sunday from 07:00 - 19:00 , 20 minutes loading and one hour parking only
    High Street between Brooke Road and Stoke Newington Church Street: Monday - Sunday from 07:00 - 10:00, 20 minutes loading only

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  • ASLs at Dulwich Common/Lordship Lane junction, nowt else

    Created by SallyEva // 1 thread

    This is a junction on the south circular by the (now closed) Harvester pub.

    Notoriously frightful it had no pedestrian crossings whatsoever -- just scurry across folks -- and naturally cyclists were expected to take their lumps.

    Proposal is to give pedestrians on two arms green man crossing and cyclists on all three arms ASLs. Nothing else.

    No re-configuration for cyclists, no advance release lights. For a mayor committed to clean air and active travel it is pathetic. Real un-reconstructed token-gesture TfL traffic engineering.

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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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  • closing Mina Road access to Old Kent Road

    Created by SallyEva // 2 threads

    Mina Road would be no entry, apart from cyclists, from the junction with Ivy Church Lane. This will prevent northbound traffic entering from Mina Road onto B203 Dunton Road, to prevent stopping on the hatch markings at the junction with the A2 Old Kent Road. This movement can cause congestion and a road safety risk to all users.

    Motor vehicles would not be able to use Bagshot Street and Mina Road for access onto the A2 Old Kent Road. The scheme would improve conditions and safety for local residents and cyclists. The reduced amount of traffic will create a safer environment.

    Road users who normally would use Mina Road to access the A2 Old Kent Road would need to use Bagshot Street, Albany Road and Shorncliffe Road. The parking and loading bays on the northern side section of Mina Road would remain unchanged.

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  • Changes to A107 Clapton Common Road Safety Improvements

    Created by Simon Munk // 1 thread

    Part of the Wetlands 2 Wetlands route.

    TfL says:
    We are proposing improvements to the pedestrian and cycling facilities with A107 Clapton Common junctions with Craven Walk and Portland Avenue.

    A107 Clapton Common
    We would like to improve the way cyclists and pedestrians cross. We are proposing to relocate the pedestrian crossing south of Portland Avenue and install a new parallel pedestrian and cycle crossing at the junction Clapton Common junctions with Craven Walk and Portland Avenue. This new crossing for pedestrians and cyclists would make crossing easier for all users.

    Craven Walk would become one-way only (northbound) between the A107 Clapton Common Road and Belz Terrace, except for cycles.

    We also propose to remove a section of the bus lane at bus stop (CU) south of Portland Avenue on the A107 and convert this into a wider pedestrian footway to create better visibility.

    Improved Vehicular Access

    We propose to improve vehicular access on Castlewood Road, Ravensdale Road and Lingwood Road. To achieve this we would need to remove a small section of parking on either side of the carriageway. We would implement single yellow line parking restrictions, to create better visibility and accommodate turning movements.

    We also propose to implement the parking restriction times from 8.30am to 6.30pm Monday to Saturday.

    Traffic impacts

    We predict no significant impact on general traffic times.

    Cars previously turning out of Craven Walk onto A107 Clapton Common may have a slightly longer journey, although by no more than a few minutes. Bus journeys would not be impacted.

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  • St. Thomas Street, London Bridge reopening one-way access only

    Created by Simon Munk // 1 thread

    TfL says:

    What we plan to do
    Since the street was closed there has been more emphasis on the environment and reducing pollution, creating healthier places. So we are proposing to reopen the street one-way – westbound – for access only. Access only includes private vehicles, deliveries to the premises along the street, taxis picking-up and dropping-off at The Shard (note that the station taxi drop-off and pick-up is on London Bridge St by the News building) and residents. This will keep traffic to a minimum and make the place better for people walking and people cycling.

    For people walking
    Relocate the crossing and create a coloured, raised imprint area of road surface between Weston Street and The Shard indicating to drivers and people cycling that people walking are likely to be crossing making it easier and safer for people approaching the relocated crossing
    Introduce a 10mph speed limit. By making the street 10mph we will make it safer for people walking and people cycling and improve the local environment as traffic slows, reducing noise and air pollution

    For people cycling
    Cycling would be permitted along the full length of the street with the direction of traffic

    For people using buses or coaches
    The one way nature of the street allows for the reintroducton of coaches and buses, without congestion

    For people using taxis
    • We will provide for taxis to pick-up and drop-off visitors to The Shard

    The main changes people will notice apart from the reopening and resurfacing by Network Rail will be new signs (No motor vehicles except for access) and lines marked on the street (indicating taxi ranks etc). We are keeping the works to a minimum as plans develop to meet the local aspirations for the street which will avoid any disruptive and unnecessary works.

    As a result of these proposals general traffic will no longer be able to drive onto St Thomas St eastbound from Borough High Street. Since the closure this has mainly been taxis, private hire and deliveries but there is often congestion and risks from turning vehicles. By making it one-way we can remove the delays and hold-ups caused by turning vehicles, the extra pollution they cause, and reduce the risk of vehicles colliding with people walking and cycling.

    Private vehicles, taxis, private hire, delivery and servicing vehicles, people cycling and disabled blue badge holders will be able to access St Thomas St westbound from its junction with Crucifix Lane and Bermondsey St. to access The Shard and other businesses along St Thomas St.

    Our plans form part of the Mayor of London’s plan for Healthy Streets - a long-term vision to encourage more people to walk, cycle and use public transport by making London’s streets healthier, safer and more welcoming. By providing more high quality spaces we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving. These improvements will contribute to Healthy Streets by:

    Encouraging more people to walk and, with the next phase that this is facilitating, to cycle
    Improving the public realm and contributing to the wider regeneration of the area
    We will monitor the impacts of the one-way access-only arrangements and will continue to work with Southwark Council and the local community to meet the aspirations for St. Thomas St.

    We will aim to complete the new traffic management scheme by May 2018.

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  • Quietway 83 (Bermondsey to Catford) Section 1

    Created by Luce // 1 thread

    First section of this QW to be consulted on, which will, in the main, mirror LCN22. One of the main reasons for this alignment is to encourage cyclists away from the Canal Path, which is at saturation at peak times, with no safe (24/7) alternative.

    Southwark's account of the changes:

    'This Quietway is planned to run from Bermondsey down to Peckham Road, running along Glengall Road, Trafalgar Avenue and Sumner Road. We hope it will provide a safe alternative cycling route to the Surrey Canal Path, as we know this can sometimes become crowded with pedestrians and cyclists.

    Changes along the proposed new Quietway include:

    widening the east-west section of the Surrey Linear Canal Path into a shared path
    installing a new two-way cycle path along Trafalgar Avenue
    changes to the junction of Sumner Road and Commercial Way
    new pedestrian and cycle crossings
    new raised tables and raised junctions
    improving or replacing many of the existing speed humps
    double yellow lines at some junctions to improve visibility and pedestrian accessibility.'

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  • Brompton Road junction with Beauchamp Place

    Created by Simon Munk // 1 thread

    TfL says: Brompton Road connects London’s museums to the shops and offices of Knightsbridge, and is heavily used by pedestrians, cycles and vehicles. Our planned changes would provide a pedestrian crossing at the junction with Beauchamp Place and improve the junction for cyclists and vehicles.

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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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  • Oxford Street Transformation - 2nd consultation

    Created by Simon Munk // 1 thread

    TfL says...

    Overview
    In our last consultation in April 2017, we explained that our vision is to transform Oxford Street into the world’s best outdoor shopping experience and an unrivalled place to live, work and visit. We received nearly 12,000 responses. There was support, as well as some understandable concerns, and many respondents indicated the key issues they felt we should consider. We have listened very carefully to the issues raised and in the months since then we have discussed our vision with a large number of local residents groups, businesses and others to help us understand such issues in more detail. As a result, we have developed a set of detailed proposals for the transformation of the street and the entire surrounding district. We genuinely believe these proposals respond positively to the concerns raised by some and would enable us to deliver a significantly improved Oxford Street and the wider Oxford Street area for everyone.

    Our vision is not simply to transform Oxford Street: the proposals we have developed are for the entire district. They would:
    Make it much easier to walk throughout the area
    Create beautiful, safe, accessible and inspiring public spaces full of life and spectacle to address some of the very serious and pressing issues of poor road safety and air quality in the Oxford Street area
    Support businesses to grow and respond to the district as it transforms and create new jobs
    Equally protect and enhance the quality of life for residents in the area
    Support the introduction of the Elizabeth line to the area
    Our proposals represent one of the most significant investments in central London for many years. This is a once in a generation opportunity to transform a key area in central London.

    For the first time ever we are substantially reducing the number of buses in the area. This has allowed us to bring forward these proposals.

    Doing nothing to transform the Oxford Street district would mean that traffic and pedestrian congestion on Oxford Street and in the surrounding area would worsen. Transformation gives us an opportunity to address the very poor air quality in the area, and reduce the number of collisions on Oxford Street in which people are hurt. It would give us the opportunity to create a network of truly world-class and inspiring public spaces, in which businesses could thrive and grow. It would deliver investment for transformational improvements to the entire area.

    Our proposals set out how we would improve the look and feel of the Oxford Street West district, and changes to how people could access and use the space. All of the proposals are intended to transform the way that the West End feels and functions for everybody. We have made no decisions on whether to proceed and we will not do so until you have had your say and we have had chance to consider the points you raise.
    Cllr Robert Davis MBE DL, Deputy Leader, Westminster City Council
    Valerie Shawcross CBE, Deputy Mayor for Transport
    Mike Brown MVO, Commissioner, Transport for London

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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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  • A4 cycleway

    Created by T Harris // 1 thread

    Dear Stakeholder

    I’m writing to let you know about our plans to change parts of the cycle track and footway along the A4 Great West Road (A4) between Syon Lane and Boston Manor Road to:
    :
    • Reduce the risk of collisions with motor vehicles for pedestrians and cyclists
    • Make cycling a safer, more appealing travel option for local residents and for people employed locally.

    The changes are 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.

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  • London Assembly Transport Committee Bus network design, safety

    Created by Simon Munk // 1 thread

    London Assembly said:
    "Buses are the busiest form of public transport in London. The city has 675 bus routes, with around 9,000 buses in operation and over 19,000 bus stops. Approximately 2.5 billion bus passenger trips are made every year, around double the number made on London Underground.
    "TfL commissions private operators to run bus services in London, awarding seven-year contracts to operate bus routes. Although bus safety (in terms of casualty numbers) has improved over recent years, there was a spike in bus collision fatalities in 2015.
    "The London Assembly Transport Committee is investigating two aspects of bus services in London: Network Design and Safety."

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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 Route 4 from Tower Bridge to Greenwich

    Created by Fran Graham // 3 threads

    TfL say:

    We want your views on proposals to transform roads in Bermondsey, Rotherhithe, Deptford and Greenwich to make cycling and walking easier, safer and more appealing.

    Cycle Superhighway 4 (CS4) would provide a continuous segregated cycle route between Tower Bridge and Greenwich, along with new pedestrian crossings, improved public spaces and a host of other improvements aimed at creating a more attractive environment for all users and accommodating the area’s future growth. This consultation does not include proposals for Lower Road, which will be consulted on at a later date (find out more).

    CS4 would form part of London’s expanding network of Cycle Superhighways, an important part of the Mayor’s draft Transport Strategy and Healthy Streets Approach, which aim to encourage walking, cycling and public transport, making London greener, healthier and more pleasant.

    Summary of proposed changes

    Our proposals for CS4 include:

    Two-way segregated cycle track on Tooley Street, Jamaica Road, Evelyn Street and Creek Road, providing a dedicated space for people who want to cycle
    Five new signal-controlled pedestrian crossings and upgrades to over 20 existing pedestrian crossings, making it easier and safer to cross the road
    Building on the recent short-term improvements at Rotherhithe Roundabout by redesigning the roundabout to improve safety as part of our Safer Junctions programme.
    Installing a new eastbound bus gate on the Jamaica Road approach to Rotherhithe Roundabout, giving buses priority at the roundabout and improving bus access to Lower Road
    New and improved public spaces at Deptford High Street and Rotherhithe Roundabout, including new paving and trees
    New traffic restrictions, including banned turns on some side roads along Jamaica Road and at Deptford High Street
    Changes to some bus stop layouts and locations, including new bus stop bypasses for cyclists (find out more about bus stop bypasses)

    Why are we proposing CS4?

    Around 3,500 trips are already being made daily by people cycling along the A200. In addition, this route has some of the highest numbers of pedestrian numbers in London. CS4 is designed to help us meet the target set out in the Mayor’s draft Transport Strategy of changing the way people choose to travel so that, by 2041, 80 per cent of all trips in London are made by walking, cycling or public transport, up from 64 per cent today.

    Improving safety

    Safety is one of the main barriers to cycling in London. Between September 2013 and August 2016, there were 93 recorded collisions involving cyclists and 49 recorded collisions involving pedestrians along this section of the A200. Our research shows that, were the route safer, more journeys could be made on foot or by cycle.

    CS4 would separate cyclists from motor traffic by providing kerbed cycle tracks along its length. At major junctions, cycles would be separated from motor traffic using cycling-specific traffic light phases to reduce the risk of collisions. Our proposals also include major safety improvements at Rotherhithe Roundabout, which was identified as a priority for changes as part of our Safer Junctions programme.

    Encouraging active travel in south-east London

    Cycling is now a major mode of transport in London. There are more than 670,000 cycle trips a day in the capital, an increase of over 130 per cent since 2000. The introduction of the East-West and North-South Cycle Superhighways has seen a significant increase in cycling as a mode of transport along those routes.

    An emerging network of Cycle Superhighways exists in north, south and east London, but none yet in south-east London. Our proposals would bring a high-quality cycle facility to south-east London, encouraging more people to start cycling. Our analysis shows that sections of Tooley Street and Jamaica Road are among the top one per cent of areas for cycle demand in London, while the entire CS4 route is in the top five per cent.

    Improving facilities for cycling and walking along the proposed CS4 route would not only benefit those who currently walk and cycle, but could also have a positive effect on public health by increasing the levels of physical activity in the area. Our research shows that sections of the proposed route are in the top one per cent of London’s road network for its potential to switch from vehicles to cycling as a means of transport. The majority of the route is in the top five per cent. There is also great potential to encourage people to switch from making short vehicle trips to walking.

    These proposals form part of the Mayor of London’s plan for Healthy Streets. This is a long-term vision to encourage more Londoners to walk and cycle by making London’s streets healthier, safer and more welcoming. Currently, only 34% of Londoners take 20 minutes of physical activity on any given day. The new cycle facilities and pedestrian improvements are designed to help encourage more people to use active and sustainable modes of transport.

    Improving places

    Our proposals would help connect Bermondsey, Rotherhithe, Deptford and Greenwich, linking important amenities and facilities, making them more pleasant places to live, work, shop and spend time. We would install new seating areas and cycle parking to provide space for people to rest and spend time in these town centres, along with other improvements such as new plants and trees. Our proposals aim to create more welcoming and inclusive streets for individuals and communities to enjoy.

    Joined-up improvements to accommodate growth

    London is growing and changing, with the city's population forecast to rise from 9 million people today to 10.5 million in 2041. We must find new ways to plan London's growth, including proposals like CS4 to encourage healthy and sustainable transport. CS4 is part of a package of planned and proposed improvements aimed at helping this part of south-east London accommodate expected growth, including the regeneration of Canada Water, recent improvements made to ease congestion at Rotherhithe Roundabout, and the proposed Rotherhithe to Canary Wharf river crossing.

    Where would CS4 go?

    The proposed route would run along Tooley Street, Jamaica Road, Evelyn Street and Creek Road, linking Bermondsey, Rotherhithe, Deptford and Greenwich.

    Lower Road

    This consultation does not include proposals for Lower Road, which will be consulted on at a later date. Lower Road is adjacent to Canada Water, an area that will see major regeneration and development in the next few years. To understand how these developments and future transport schemes would affect the existing road network, we have jointly commissioned a Strategic Transport Study with the London Borough of Southwark. When completed, this study will inform the design for Lower Road, ensuring that it meets the future needs of the community.

    What is proposed for CS4?

    Improvements for cycling

    New two-way segregated cycle track on the north side of Tooley Street, Jamaica Road, Evelyn Street and Creek Road replaces some bus and general traffic lanes
    Cycle track switches to the south side at the junction with Southwark Park Road to bypass Rotherhithe Roundabout
    Proposals for the Lower Road section to be consulted on at a later date
    Cyclists bypass traffic light controlled junctions at Abbey Street and Deptford Church Street
    Cyclists are separately controlled by signals at all other junctions
    Connection to proposed cycling Quietway 14 at Tanner Street (find out more about Tanner Street)
    Road design and layout

    Some general traffic lane replaced by new two-way segregated cycle track Redesigned and improved geometry of Rotherhithe Roundabout to encourage better lane discipline and assist all through movements
    Left turn lane on Jamaica Road extended to reduce queueing time for buses and local traffic trying to access Brunel Road
    Removal of some central reservation on Jamaica Road to accommodate new cycling facilities
    Mini-roundabout replaces signalised junction at Oxestalls Road
    Removal of centre line markings on some sections of Evelyn Street to improve road safety
    Making Shad Thames one-way northbound to improve the performance of the junction and reduce pedestrian wait times
    Banning the left turn from Jamaica Road into Bevington Street to provide a continuous eastbound bus lane and improve bus journeys
    Making Cathy Street one-way northbound to remove through-traffic from residential roads, while allowing a new right turn into Cathay Street from Jamaica Road to improve local access
    Making Marigold Street exit-only on to Jamaica Road to improve safety for all road users
    Banning the right turn into Evelyn Street from Watergate Street and Deptford High Street, and banning the right turn into Deptford High Street from Evelyn Street
    Change to buses

    Some bus lane replaced by new two-way segregated cycle track on Jamaica Road, Evelyn Street and Creek Road
    New eastbound bus gate on the Jamaica Road approach to Rotherhithe Roundabout to prioritise bus access to Lower Road
    Changes to bus stop locations along Evelyn Street
    Changes to some bus stop layouts, including new bus stop bypasses for cyclists (find out more about bus stop bypasses)
    Improvements for walking

    Five new signal-controlled pedestrian crossings, including three along Jamaica Road
    Upgrades to existing pedestrian crossings including simpler 8-metre wide crossing outside Bermondsey Station
    6-metre wide toucan crossing (for pedestrians and cyclists) outside Deptford Park Primary school
    6-metre wide pedestrian crossing on desire line opposite Deptford High Street
    Pedestrian crossing on the eastern arm of the Norway Street / Creek Road junction moved to the western arm and widened to 6 metres.
    Pedestrian crossing time saving of over 1 minute expected outside Bermondsey Station and at the Jamaica Road junction with Tanner Street

    Predicted impacts of our proposals

    We are proposing major changes to the road layout to make cycling and walking easier, safer and more appealing. We have considered all road users throughout the design process so as not to have a disproportionate impact on any one group. This section summarises the impacts we predict our proposals to have on different road users.

    General traffic and bus journey times
    The reallocation of road space is expected to change some journey times and traffic movements. We have carried out traffic modelling to predict how the proposals might affect journey times and traffic movement through the area affected by the scheme. A summary of this analysis is available below:

    We would actively monitor and manage traffic conditions following delivery of the scheme. We are investing in advanced traffic signal technology to allow us to better manage traffic depending on differing conditions at any given time, and we are working to improve road user information so people can make informed journey choices before they travel.

    Parking and loading
    Our proposals for CS4 include changes to the layouts of some of the parking and loading bays along the route. Double yellow lines (no parking at any time) would also replace single yellow lines along some sections of Evelyn Street and Creek Road.

    During the consultation period, we will contact premises we think could be affected by these changes. If you think the proposals could affect you or your business, please contact us to let us know (contact details are at the bottom of this page). We encourage you to discuss these proposals with your suppliers.

    Environment
    Our proposals aim to improve the quality of life in the area by:

    Reducing the dominance of motor traffic, allowing people to better enjoy the area
    Improving pedestrian crossings and cycle facilities, to encourage more people to walk and cycle through the area
    Protecting bus journey times to safeguard public transport as a mode of choice
    Although not a traffic-generating scheme, our proposals would change how traffic moves around the area, which may result in some associated and localised changes in air quality and noise levels. Environmental surveys and modelling would take place as part of our ongoing evaluation of these proposals.

    Air pollution is one of the most significant challenges facing London, affecting the health of all Londoners. As part of the plans for new measures to tackle London’s current poor air quality, we are consulting on proposals to bring forward the introduction of the London Ultra Low Emission Zone (ULEZ).

    A number of other schemes to improve London’s air quality are planned, including taking steps to reduce air pollution from our bus fleet, reducing emissions from taxis and private hire vehicles, setting up five Low Emission Neighbourhoods, and expanding the electric vehicle charging network and making it simpler to use.

    We are investing to make London’s streets healthy, safe and attractive places to walk and cycle. Enabling more journeys to be made on foot or by bike can help reduce private vehicle use and associated emissions. Read more about how we are creating Healthy Streets

    Equalities

    How we fulfil our obligations under the Equality Act 2010
    We are subject to the general public sector equality duty set out in Section 149 of the Equality Act 2010, which requires us to have due regard to the need to eliminate discrimination, advance equality of opportunity and foster good relations by reference to people with protected characteristics. The protected characteristics are: age, disability, gender reassignment, marriage and civil partnership, pregnancy and maternity, race, religion or belief, sex and sexual orientation. As part of our decision-making process on the proposals for Cycle Superhighways, we have had due regard to any impacts on those with protected characteristics and the need to ensure that their interests are taken into account.

    In considering the design of our streets, we closely consider the needs of all users throughout the design process. On significant infrastructure projects, such as Cycle Superhighways, we:

    Complete Equality Impact Assessments (EQIAs) at the outset of the project, to review potential impacts on equality target groups, including disabled people
    Carry out public consultations, including targeted engagement with specific users such as (among many others): Royal National Institute of Blind People, Guide Dogs, Age UK, Transport for All, and National Autistic Society
    Ensure we comply with established guidance – such as the Design Manual for Roads and Bridges – which includes detailed requirements for disabled people
    The EQIA completed for CS4 shows positive impacts for black and ethnic minority groups, females, disabled cyclists, and cyclists under 25 and over 65 years of age. Positive impacts have also been identified for disabled pedestrians, as the scheme involves a number of improvements to pedestrian facilities, including wider footways and new and improved crossings. Some negative impacts have been identified where footways are cut back or shared-use footway is introduced. However, the minimum 2-metre standard for footway widths has been maintained to allow two wheelchair users to pass safely. Kerb-protected cycle facilities, which lead to positive impacts for people with protected characteristics when they are cycling, work most effectively when they feature bus stop bypasses. Bus stop bypasses and their impacts are described below.

    Bus stop bypasses
    At bus stop bypasses, the cycle track continues behind the bus stop at carriageway level, providing continuous segregation from motor traffic for people cycling. Bus passengers access a waiting area by crossing the cycle track using a raised, marked crossing point. The waiting area would be at least 2.5 metres wide. Pedestrians would cross the cycle track at raised, marked crossing points to continue their journey.

    Our research has found that bus stop bypasses are safe for all road users, including bus passengers. Routing cycle traffic away from the road is an effective way to create safe, attractive cycling facilities along bus routes. The risk of conflict between cycles and pedestrians has been found to be very low, while providing a dedicated crossing point for bus passengers and design features that encourage slower cycling help to make the bus stop area more comfortable for everyone to use.

    Bus stop bypasses are used across Europe and there are a number of examples in operation or planned across the UK, including in Brighton, Cambridge and Manchester, as well as in London. We introduced some bus stop bypasses on the Cycle Superhighway 2 (CS2) extension between Bow and Stratford in Autumn 2013 and across other Cycle Superhighways in 2015-16.

    We are continuing to engage with accessibility and cycling groups and carry out additional research into the type and layout of pedestrian crossings at bus stop bypasses. We have a dedicated working group overseeing on-street trialling of the use of zebra crossings over cycle tracks at bus stop bypasses. This group includes representatives from Transport for All, the Royal National Institute of Blind People, Guide Dogs, Age UK London, London TravelWatch, Cycling Embassy of Great Britain, Living Streets, the London Cycling Campaign and Cycling UK. We will incorporate findings of these further investigations, including the outcomes of discussions about the trial with the working group, into final proposals for CS4.

    Find out more about bus stop bypasses

    Tactile paving
    We would use tactile paving on all crossings and traffic islands throughout CS4. Along the route, tactile paving would be designed according to Department for Transport guidance. Local standards would apply in the London Borough of Lewisham and the Royal Borough of Greenwich.

    Accessibility for cyclists with disabilities
    CS4 would be suitable for use by disabled cyclists using adapted cycles, such as hand cycles and tricycles. The designs adhere to the principles for inclusive cycling set out in our London Cycling Design Standards. Cycle tracks on CS4 would be as wide as possible and a smooth riding surface would be provided, with the entire cycle route to be resurfaced.

    Next steps

    We will analyse and consider all of the responses received to the consultation, and expect to publish our response early in 2018.

    For the Lower Road section, we have jointly commissioned a Strategic Transport Study with the London Borough of Southwark to understand how developments and future transport schemes would affect the existing road network. When completed, this study will inform the design for Lower Road, ensuring that it meets the future needs of the community. Consultation on proposals for Lower Road will take place at a later date

    Subject to the outcome of consultation and agreeing proposals with partner boroughs, we would aim to commence construction on CS4 in late 2018. We would plan construction carefully to minimise disruption to those who live, work and travel through the areas.

    As part of this planning, we would coordinate closely with other construction works in the area, and consider alternative ways of working including advance works, weekends and evenings. We would also carry out an extensive communications and engagement campaign to ensure residents, businesses and others travelling through the works areas have the information they need to plan ahead and adapt their travel arrangements where necessary, reducing any impact on their journeys during the construction period.

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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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