A205 Mortlake Rd - segregation needed
Despite the mandatory cyclelanes there are few cyclists who use them, probably due to the high volumes of traffic. The street is wide enough for proper segregation; and is a main route to Kew Riverside school.
This section lists issues - problems on the street network and related matters.
Issues always relate to some geographical location, whether very local or perhaps city-wide.
You can create a new issue using the button on the right.
Listed issues, most recent first, limited to the area of Cyclenation:
Created by Andrew Woodward // 1 thread
Despite the mandatory cyclelanes there are few cyclists who use them, probably due to the high volumes of traffic. The street is wide enough for proper segregation; and is a main route to Kew Riverside school.
Created by Andrew Woodward // 0 threads
Cyclists crossing the junction on the road (not the pavement) going north are frequently squeezed by the pinch point created by the central pedestrian crossing refuge at the mouth of the A205 and junction with A316
Created by Andrew Woodward // 1 thread
This stretch of Clifford Ave joins LCN37 to the A316 cycle track and to LCN 33 up to Kew.
However, it is usually very congested, there are often large trucks; and there is no form of protection for cyclists on this stretch of road.
Created by Andrew Woodward // 1 thread
South Worple Way is signposted as part of LCN 37; but the western end of it is blocked off with this obstruction; which leaves only a very narrow gap for bikes to get through. Could you get a cargo bike or a trailer through there?
Created by Andrew Woodward // 0 threads
Doing the school run on bikes - with hiviz, helmets and cycling on the pavement. Queens Road, Richmond, northbound. Cyclists feel vulnerable due to high traffic volumes. There is a wide pavement and wide road here; with enough space to create a dedicated cyclepath.
Created by Andrew Woodward // 1 thread
This dad with kids in a trailer clearly doesn't feel safe enough to use the bike lane so he cycles on the pavement. Probably because he's on the way to one of the 7 schools or nurseries near to this route; and the cars are doing 40mph on that nice wide road. This is a regular sight on this route.
Created by Andrew Woodward // 0 threads
Despite the cycle lanes being mandatory along this stretch the road layout is such that vehicles frequently intrude into the cyclelane - as this bus did.
White paint does not work on this stretch and some other segregation method is needed -eg a kerb; vertical posts or similar.
Created by Andrew Woodward // 0 threads
The A316 is interrupted at Manor Circus; requiring a dismount to walk around the roundabout before you can continue again East-West.
Created by Andrew Woodward // 0 threads
Street signage causes unacceptably narrowing of the cyclepath at this point.
Created by Andrew Woodward // 1 thread
I have serious concerns about the safety of this portion of the bike path; arising from its recent re-design. Recently my 10 year old son was in a very close “near-miss” with a car turning off the A316 into Bicester Road; and I believe many more similar incidents are likely occurring. Eventually someone will be seriously hurt or killed on it.
However, the improvement in the track leads cyclists to feel more confident in using it – giving a false sense of security.
In particular:
• The segregated track makes it particularly appealing for inexperienced and more vulnerable cyclists (such as kids).
• This track design leads to an increase in the cyclists speed.
• The smooth/quick nature of the track leads inexperienced cyclists to believe that THEY HAVE RIGHT OF WAY across side roads.
• There are no markings on the roads to tell drivers coming in or out of side roads that cyclists could be on the track crossing their path.
• There is a particular challenge for EASTBOUND cyclists.
To avoid stopping at every side road, when on the track travelling Eastbound (as per red arrow on photo) approaching roads such as Bicester road, the cyclist has to simultaneously
(a) check to their FRONT/LEFT side to see if a car is exiting the side road
(b) check BEHIND them on their REAR/ RIGHT hand side to see if a car is about to swing off the A316 into the side road (usually at speed) - (as per orange arrow on photo).
This is a hard combination to perform – looking 180 degrees opposite directions at the same time. If you are an inexperienced cyclist, on an apparently safe track, it is very likely that you will not realise you have to be this vigilant and not check adequately for cars.
Hence, my boy rode across Bicester road from the east and was very nearly hit by a car turning off the A316.
(Note that travelling from the west is somewhat easier as both the vehicles turning in from the A316 and those turning out from the side roads are in your front field of vision).
My suggestions for improving this situation are:
(1) Clearly mark the bike track across the side roads so cars are aware there are cyclists approaching from the side.
(2) Ideally, give cyclists priority across the side roads; so making cars slow to a halt and making it more intuitive for cyclists.
(3) To facilitate this, would require some stopping space for traffic coming on/off the A316 to after the bike track crossing
At roads such as Bicester road the bike track could be curved to the south by about 2m before crossing the side road – this curve in the track would
(a) naturally slow cyclists down as they approach the side road
(b) would provide vehicles moving onto the A316 a decent gap so they can separate the concerns of first negotiating the bike track then focus on getting on the A316;
(c) for vehicles coming off the A316 the additional space would give them space to stop and give way to cyclists.
Created by Mark A // 1 thread
A dropped kerb at this point would improve the route that people can take to cycle between Bear Flat and the city centre - making it easier to use Calton Gardens to avoid the section of footpath on the alternative via Holloway and St Marks Church.
Created by Andrew Woodward // 0 threads
There's plenty of shops on White Hart Lane but the only bike parking is right at the northern end. There is room for more bike stands near the shops at the southern end opposite Westfields Avenue.
Created by DavidT // 2 threads
The current layout of the pedestrian crossing at the junction of Winchester road and Vermont close forces cyclists out of the cycle lane and into the flow of traffic. This is a risky maneuver and relies on the patience of the car driver behind the cyclist. A possible solution would be to be extend the cycle lane through the chicane, with give way markings so that pedestrians have right of way.
Martin Lucas-Smith // 1 thread
Anglia Ruskin are developing their new Faculty of Health, Social Care and Education here. They are required to undertake amendments to the junction here. Can this be improved for cycling?
Created by Sam Saunders // 1 thread
Busy Ashton Road (a 20 mph road from the A3029) bends eastward into the commercial area of North Street, close to a well-used park. On the bend, immediately adjacent to a park entrance, Frayne Street brings one-way traffic from the north west, and allows cycles to travel in the opposite direction towards Cumberland Basin. Coronation Road has two way traffic on the north east side.
A recently installed calming measure has narrowed the road on the bend, as shown in the picture. The irregular shape of the road that results has made the turn into Coronation Road awkward for cyclists and, as can be seen from the lower half of the picture, some cyclists take ad hoc routes to avoid the complication. Buses and large lorries also use the route into North Street and most vehicles take the bend at about 30 mph, despite the speed restriction.
As a route for cyclists, there could be a continuous segregated lane alongside the park (perhaps shaving a metre from the park itself, crossing Frayne Road with priority and following Coronation Road eastbound. A large number of school children use the route along the park every day but only a very few use a bicycle.
Created by Eric Booth // 2 threads
Prince St bridge is an anarchic pigs ear. I like pigs and fond of a bit of anarchy but it's getting beyond a joke. Of course it will all be sorted out properly in due course but we could live with this for years. Here's a quick fix:
SOUTH
1. Move south vehicle stop line back 10m behind tramlines
2. Remove all bollards unless one or two kept in line with centre of bridge with arrows right for cars
3. Widen cycle lane from bridge to Festival way turn so suitable for 2-way cycling.
4. Put in Give Way painted line at an angle running from enlarged cycle lane to centre line so southbound cyclists alerted to need to filter across traffic.
NORTH
1. Remove all bollards
2. Widen cycle lane for 2 way cycling all the way up to the traffic lights with The Grove.
3. Remove 5 bollards on each side of north bound traffic light along with the two set back
4. Paint cycle lane passing behind light and then back onto carriageway making it nice and clear that it's an option for cyclists when lights red or they can carry on (as most will, no worse than now but at least it will be clear that they can treat these as 'give way')
5. There will need to be 'give way' paint to make clear that pedestrians have right of way on the by-pass.
Yes it's muddled but less so than now and makes the desire lines easier. It's also a cheap paint based fix pending the proper job.
Created by Sam Saunders // 1 thread
Cycling North along Westbury Road (A4018) on a shared-use pathway beside the main carriageway there is a sign to "Westbury Park Shops". It is about 50 yards before the Parry's Lane roundabout and indicates a right turn ahead for cyclists and pedestrians. It has been added to a larger sign that reads "New Road Layout".
In practice, on arrival at the roundabout there is no indication before, on or after the roundabout as to where cyclists should go next. A zebra crossing before the roundabout offers a dismounted route to the other side of the road, but there is no indication of which direction to take thereafter. There are 4 roads to chose from, Westbury Park, Etloe Road, North View and Downs Park West but none of them seem to offer shops. There are two ambiguous cycle lane markings on the entrance to Westbury Park and "NO CYCLING" is painted on one footpath.
The problem, in a nutshell, is one that recurs all over Bristol: if you don't already know the way a first encouraging sign gives expectations that are not followed through. A route that had been indicated as a cycle route (with the cycle symbol) at its origin is left to chance and guesswork. The effect on cycling is to increase uncertainty and unpredictability. Each cyclist is obliged to make guesses about how to use a junction or follow a route. An association of cycling with expert and arcane knowledge is reinforced. Many routes (including this one) could be improved with a few additional signs or road markings and their use by casual or less well-informed cyclists could be encouraged.
Hamlet, Auckland and Lancaster roads are used as a rat run by traffic avoiding jams on the Crystal Palace Triangle. Several schools along here and no real need for through motor traffic to be allowed - there are two "A" roads on parallel routes (Church Road / S Norwood Hill, and Croydon Road) within a short distance.
Use of this road as a rat run also creates extra through traffic on Fox Hill, Sylvan Hill, Southern Avenue and other roads that access it. It's not particularly dangerous by usual London standards (apart from getting beeped by impatient van drivers - no space to overtake along a lot of it) but could be made a lot safer so that the kids at the Harris Academies can cycle to school.
Created by MB // 0 threads
Being able to cycle down this road (westwards) to cross Roehamton Lane into Danebury Avenue would be a much safer option than the current one where cyclists have to spend some scary minutes converting from an 'on the pavement' cycle path that is invisible to pedestrians, onto a shared Toucan crossing & then immediately into 4 lanes of fast, heavy & impatient traffic before turning left into the comparative sanctuary of Danebury Avenue.
Alternativley, after the Toucan crossing, an on-the-pavement cycle path could be continued, along the wide pavement (on the south side of Roehampton Lane), & allow a safe left turn into Danebury Avenue.
Martin Lucas-Smith // 2 threads
Proposed demolition of two existing dwelling houses and construction of 12no.flats including land for parking of vehicles in association with the adjacent commercial use at 184 Histon Road | 186-188 Histon Road Cambridge Cambridgeshire CB4 3JP
[Previously reported by Michael Cahn]
Created by Paul L // 0 threads
longer than Kew Rd and any traffic can be obstructive in narrow roads.
Toucan crossings of A316, Kew Road and Mortlake Rd.
Is rat running a problem ?
Created by Paul L // 0 threads
Riverside path - scenic.
Richmond bridge is NOT quiet.
The path is narrow in places and surface sometimes poor. On a Sunday it can be congested with pedestrians. How to signpost - recommended except when fine ?
Created by Paul L // 0 threads
A highly enjoyable if hilly route.
Teddington High St is busy and a 20mph limit would send a good message.
The two level crossings in Vine Rd cause delays
Barnes centre also needs 20 mph .
Created by Paul L // 0 threads
Links the Twickenham - Hampton Wick route with Hampton (Schools)
Toucan crossing of Waldegrave Rd and cycle-able (but marked cyclists dismount) bridge over the railway. A toucan across Wellington Rd was intended but only a pelican installed.
Burtons Rd is a notorious rat-run - needs permiable closure.
New crossing of Uxbridge Rd barely adaquate.
No Cycling on bridge over Longford River.
Created by Paul L // 0 threads
For most of this we have an ideal greenway. There is a busy section of Hampton Hill high street. Possibly use the crossings at Uxbridge Rd for bi-directional track on East side. A section of Park Rd is one way. No facilities in Hampton Wick.
This map shows all issues, whether points, routes, or areas:
The most popular issues, based on the number of votes:
Kate Ravilious // 1 thread
Car parking obstructs cyclists travelling uphill, forcing them to stop and start on a steep uphill section, or move into the path of oncoming traffic travelling downhill.
It would be safer to have car parking on the other side of the road.
Kate Ravilious // 0 threads
The padlocked barrier at the end of Hospital Fields Road is inaccessible for non-standard cycles, and difficult to pass through for anyone except the most able-bodied cyclists.
Kate Ravilious // 2 threads
The Fishergate Gyratory is a complete nightmare for all cyclists and very dangerous. Crossing the lanes of the busy dual carriage-way is dangerous and drivers show little awareness or patience with cyclists. The entire junction needs rethinking.
Kate Ravilious // 0 threads
Like Fossgate, High Petergate needs to be made two-way for cyclists. Otherwise cyclists travelling north are forced to either get off and walk (not an option for disabled cyclists) or join the busy St Leonard's place via a difficult junction.
Hungate Bridge at the Navigation Road end is heavily bollarded on one end people on bikes and variants and people on foot are forced into a narrowed corridor by bollards. Yet, the width of he route is not restricted on either side.
It is unnatural and unnecessary. It brings people on bikes and variants into contact with each other and with people on foot or in wheelchairs, etc. It seems to be 'traffic-calming'. To my mind this undermines active travel messages and initiatives by making movement more complicated and fraught for all users.
Created by Mr Andrew Woodhouse // 1 thread
When trying to turn right up Regent Street to join the orbital route from Lawrence Street cyclists have to use the main traffic straight on lane indicating right and stopping at the junction, with no safe marked or protected bay to direct traffic from either direction around them. Making the cyclist exposed and also confusing and frustrating drivers.
Coming up Lawrence street I often feel intimidated by drivers as I indicate right and pull into the straight on lane, I guess as they don't understand that cyclists can turn right and cars can't, there is no indication to the traffic that this is possible, with either road markings approaching or at the junction. Also when turning right the cyclist is faced with oncoming traffic itself trying to turn right, not understanding why the cyclist is positioned where they are in the road, and maybe also taking up the possibly safe space that the cyclist needs to use to get out of the traffic.
Created by Clare Rogers // 17 threads
Enfield Council through Cycle Enfield are seeking views from the public on a number of ideas for the area shown in the map. In their words:
"We have a number of ideas that will not only help more people to walk and cycle but will also enhance community spaces, making Haselbury Neighbourhood a better place to live. Help shape our designs before we carry out a consultation later in the year. You have until Sunday 1 July to share your views."
***Note that there are separate threads below for each of the 13 drawings***
THESE DESIGNS ARE NOW REVISED FOR THE STATUTORY CONSULTATION
Anon // 1 thread
The main HWRC depot which is out of bounds unless you turn up in a car offers a wide range of recycling opportunities. The pedestrian/cycle area directly of Hazel Court offers none of this other than the main recycling types that are available through household waste collections, and tin foil.
Its hardly acceptable to think that just because you're arriving by bike/foot you won't be able bring other items. All that happens is things either get wrongly sorted or left on the floor causing the area to become a state.
Created by Roxanne (CEO) // 25 threads
Camcycle is launching the first ever 'Cambridge Festival of Cycling' which we plan to grow into a recurring festival in September each year.
Along with a range of events, we also plan to conduct a month long Cambridge Cycling Survey.
The aims of the festival:
- Increase awareness of Camcycle leading to more members, volunteers and influence, particularly among new audiences
- Encourage more, better and safer cycling, for all ages and abilities
- Increase our income thorough sponsorship opportunities
- Increase engagement with our campaigning activities
- Create relationships with other community groups who can partner with us on festival events.
Created by Mike Comerford // 1 thread
Those of us living in the area marked have no safe access to the cycle network in order to cycle in and out of Dumfries. There are many keen cyclists in this area (as evidenced by the Toirthorwald Cycle Sportive for example).
I live with my family in a cluster of houses close to the A75 (Mouswald Banks) end of Linns Road. There are a number of cyclists at this location and we wish to cycle to Dumfries for work and for social / leisure reasons.
Our Options are:
- the A75 - definitely not safe
- to Torthorwald then along the A709 - narrow, full of heavy trucks, no pavement and very unsafe
- through Torthorwald, across the A709, onwards to Tinwald and then onto the A701 towards Dumfries until able to join the Caledonian Cycleway at Locharbriiggs. This stretch of the A701 is narrow and full of heavy trucks. Where there is a pavement it is too narrow to cycle along it. This is also a long way round to get to Dumfries.
The best solution would be to create a cycle path from Torthorwald along the A709 and through Heathhall woods to connect with the cycle network. This would serve Torthowald, Collin and surrounding hamlets. There is land along the side of the A709 to allow space to make a cycle path.
The shortest in terms of building new infrastructure, would be to make a cycle path along the A701 from the Tinwald road end to Locharbriggs. However space at the roadside along the A701 is very limited, and the route is a long way round for the communities from Torthorwald and Collin.
Building a cycle path along the A75 is an unlikely and unattractive proposition and would cause disruption along a major Trunk road.
Active travel is a priority for the Scottish Government to increase physical activity and reduce traffic emissions. Funding is available through Sustrans.
'Sustrans Scotland's Community Links programme provides funding for the creation of infrastructure that makes it easier for people to walk and cycle for everyday journeys. The programme is funded by Transport Scotland and has funded hundreds of projects across Scotland since 2010.
Through the Scottish Government's Programme for Government 2017-18, the active travel budget has been doubled to £80 million per year, from 2018-19. Community Links will help deliver a key action from this by supporting projects that make our towns and cities friendlier and safer places for people to walk and cycle.'
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.
Created by GG // 1 thread
For a long time I have wondered about a crowd-sourced cycleability map.
In this, people cycle along a link (accepting the first question of how to define the beginning and end of this) then give it a thumbs up or down. After enough people do this, then others can see how popular it is.
Some people wonder about subjectivity but I think this should be less of a problem with more voters.
The reason I am asking is because this method could apply to a potential commercial project for a Council which wants to drive around 100km of rural roads and use a panel of 4 experts to grade meaningful segments on a 1 to 7 scale according to their suitability for HGV movements.
Any views on whether this is already done within an app I am not aware of, or could be it done by anyone as an add-on to something else, or is it something CamCycle could offer as a commercial package (there may well be more than one local authority looking for this sort of thing)
RL // 1 thread
Drop kerb removed from Tanners Moat-Rougier Street pavement as part of Lendal gyratory works Feb-Mar 2018. Makes movement from Tanners Moat to Rougier St pavement difficult, hazardous, unattractive, painful for people with buggies, wheeled luggage, in mobility buggies, in wheelchairs or pushing same, people on bikes and all variants including heavy electro-assist models, laden with luggage (part of NCM65 avoiding pedestrian-only Scarborough bridge), with children, with trailers, and everyone who experiences pain from lifting/bumping a bike or anything else up a kerb.
Brings people on bikes and variants turning off Lendal bridge into Tanners Moat into conflict with those using the cycle cut-through as a dropped kerb. (The turn is already tricky.)
Council said it didn't do counts of who uses or the type of user on Tanners Moat before removing the drop kerb.
Undermines Government aim for most short journeys to be made on foot or on bike by 2040.
Does not support York's ageing population.
Undermines the tourism offer.
Created by Jean Dollimore // 1 thread
Hawley Road (+ southern end of Castlehaven Road) runs one way eastbound and is on the north side of a small clockwise gyratory on Kentish Town Road, Hawley Crescent and Camden High Street. Hawley Road is just to the north of Regents’ Canal.
The Camden Lock area has recently been redeveloped to provide a new school for Hawley Primary as well as housing. During this development the southern footway and adjacent parking places were closed.
The scheme under consultation tidies up and widens the southern footway and permanently removes the former parking places.
Created by Simon Still // 1 thread
In response to resident requests to reduce vehicle speeds and to provide a continuous low-traffic cycling “Quietway” route between Shepherd’s Bush and Kensington High Street, the Council is proposing some changes on Russell Road and other local streets.
Possible changes and implications
On Russell Road, where our surveys confirm that traffic speeds are high, we propose removing the existing chicanes, as these do not work well. This will mean we can create a small amount of additional resident parking. Instead, to reduce traffic speeds, we propose seven sinusoidal humps along the length of Russell Road. They would be spaced in line with national guidance on the optimum spacing to encourage drivers to keep to a consistent speed, thereby minimising accelerating, braking and associated noise and emissions. Sinusoidal humps are designed so that, when driven over at lower speeds, they are noticeably more comfortable to drive over than traditional humps. We have recently introduced sinusoidal humps in St James’s Gardens and we also use them when we resurface roads that have traditional humps - for example, in Abbotsbury Road near Holland Park.
We also propose to remove the centre line to encourage drivers to slow down and take more care whilst driving. In addition, in response to reports of vehicles cutting the corner at the sharp turn onto Russell Gardens, we propose hatching markings, to encourage drivers to position themselves correctly when making the turn.
Other proposed measures
At Russell Road’s junction with Kensington High Street, a new pavement build-out on the west side and introduction of a raised table across Russell Road to slow turning traffic and provide a shorter crossing distance for pedestrians.
Removal of the island at the north end of Elsham Road to provide more space to exit from the cycling contra-flow lane.
Removal of the cycling feeder lane and introduction of an advanced stop line at the junction of Lower Addison Gardens with Holland Road to improve cycle safety.
Removal of approximately three metres of parking to improve entry into the existing segregated cycling facility on Addison Gardens bridge and to provide a safe waiting space for cyclists wishing to turn into Hansard Mews.
Permit contra-flow cycling through Hansard Mews, providing access to Shepherd’s Bush and Holland Park Avenue.
Alterations to the surface of the inclined section of Hansard Mews (approximately 30 metres) to reduce the slip hazard, especially in wet conditions, while minimising the change in appearance.
Introduction of wayfinding signs and road markings along Russell Road, Russell Gardens, Elsham Road, Lower Addison Gardens and Hansard Mews at points where a change of direction is required. We estimate there would need to be around 15-20 signs and symbols across the area.
Henry Lancashire // 1 thread
Info from survey:
"The London Borough of Brent and Sustrans are working together to explore ways in which the Kilburn High Road and surrounding area shown could be improved. Together we want to better meet the needs of the community to make it a more desireable place to walk, cycle and enjoy being in.
...
London Borough of Brent and London Borough of Camden will submit a joint application to Transport for London's Liveable Neighbourhood programme in November 2018, which will incorporate suggestions made by the community."
Brent Cyclists are forming our own response, to be sent by end of October 2018.
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.
Created by Jean Dollimore // 1 thread
Camden is consulting on: The direction of motor traffic flow i.e. – should it remain as it is now (eastbound between Gower Street and Judd Street and westbound between Gower Street and Tottenham Court Road) – or change to westbound through the entire stretch between Judd Street and Tottenham Court Road They also ask support for further improvements (including stepped tracks and widened footways) subject to funding being available.
[Deadline extended by Camden Council to 6 January 2019.]
Kate Ravilious // 1 thread
no cyclist ever uses this junction as the engineers intended. It doesn't function well and is dangerous. Needs reviewing.
Created by linus // 1 thread
Westminster council are doing two important things at the moment. There is a consultation on "Oxford Street District" here: https://osd.london
The other thing WCC are doing is going to close Riding House Street with the Camden boundary at the junction of Cleveland Street by installing bollards across the road. The street has already been closed for over a year and it has had no negative impact. Camden have already done this at Fitzroy Square and Warren Street and it has been very positive. We need to do more of the same.
The issue of through traffic -- including Torrington Place -- needs to be dealt with as a matter of urgency. All areas of Fitzrovia are above the legal limit for NO2, except for Crabtree Fields open space. (Sample readings: 55 µg/m3 - legal limit is 40 µg/m3. NO2 pollution on Oxford Street east is 66 µg/m3 & on Euston Road it is 84 µg/m3.)
Camden has so far refused to entertain the two road closures I have suggested - Torrington Place and Goodge Place.
I am now going to suggest the following road closures to Camden and Westminster to make Fitzrovia "access only".
Close Goodge Street at Westminster boundary at junction with Goodge Place; close New Cavendish Street at the junction with Cleveland Street, and finally close Clipstone Street at the junction with Cleveland Street (this would also require Cleveland Street to be one-way north bound).
I believe it will not impact on access to all streets by motor vehicles for deliveries and drop-offs, etc. But it will eliminate entirely motor through traffic across the Camden/Westminster border and mitigate the effect of Gower Street northbound traffic turning into Torrington Place. This would also cut down on traffic along Grafton Way which also a victim of WEP.
Created by Jean Dollimore // 1 thread
Camden is consulting on improving safety for pedestrians in the vicinity of Hampstead School in Westbere Road.
See StreetView from Lichfield Road (Barnet) towards Westbere Road Camden showing Hampstead School on the left and the 20 mph sign
Created by Lewisham Cyclists // 1 thread
Overview
The Mayor of London’s aim for 2041 is for 80% of all trips in London to be made on foot, by cycle or using public transport.
LB Lewisham is working on initiatives to help reach this target by gearing towards a “Healthy Streets” approach as set out in the Mayor’s Transport Strategy (2017) which encourage people to use their car less. This will help reduce the amount of dirty air in London, encourage active travel and tackle congestion on our already clogged up roads.
(for more information on the Mayor’s Transport Strategy and the Healthy streets approach follow the link below)
Mayor of London's Transport Strategy
As part of the Healthy Streets approach the borough is working on building a comprehensive “Quietway Network” so residents can choose cycling and walking as a convenient transport choice.
This consultation is seeking comment on proposals to upgrade the existing cycle route that runs through Blackheath Common as part of the TfL funded Quietway programme to encourage more people to walk and cycle. The proposals include three new crossings over:
All feedback from the consultation will be used to inform the final proposals ahead of construction works in Spring 2019. These improvements will form part of an extension of Quietway Route 1 which currently connects Waterloo and Greenwich
Created by Charles Martin // 1 thread
Created by Hounslow Cycling Campaign // 1 thread
https://consultations.tfl.gov.uk/roads/kew-duke/
Overview
We consulted on our proposals for Cycle Superhighway 9 in autumn 2017. The route is an important part of the Mayor’s Healthy Streets Approach, which aims to make London greener, healthier and more pleasant through encouraging walking, cycling and the use of public transport.
We have published an analysis of the responses and our response to the issues raised here. The feedback we received was valuable in helping us to further improve the scheme.
In response to feedback received through the consultation, we are now carrying out a further consultation on two parts of the route:
We would like to hear your views on these further proposals. A map of the areas where we are carrying out further consultation can be found below.
Kew Bridge and Duke Road overview map (PDF 989KB)
Other than the two sections identified for further consultation, we will be progressing our plans for the route as outlined in the Response to Issues Raised report. No further consultation is planned on the proposals for the route except for the two parts of the route above. We will carry out local engagement on the rest of our proposals later in the process. We are intending to proceed with our proposals subject to formal approvals.
Following feedback from respondents and the Mayor’s announcement of a new brand for London’s growing network of high-quality cycle routes in the Mayor’s Transport Strategy, this route will no longer be called a Cycle Superhighway. We will work closely with our borough partners on the most appropriate wayfinding for this scheme.
Kew Bridge and Kew Bridge Road (High Street Brentford to Wellesley Road)
The main change we are proposing is to provide a segregated two-way cycle track on the south side of Kew Bridge Road and South Circular Road. Previously we proposed with-flow segregated cycle tracks and a bus lane on Kew Bridge Road, the South Circular and also between Wellesley Road and High Street Brentford (including Kew Bridge junction).
This change provides full segregation for cyclists throughout this section and removes the requirement for two bus stop bypasses we proposed on the north side of Kew Bridge Road. The change also addresses concerns raised about cycle safety at Kew Bridge junction, Green Dragon Lane and Lionel Road South.
We are also proposing a second southbound traffic lane on Kew Bridge to make the junction operate more effectively and to maintain bus journey times in the area.
In summary, our proposals for this section of the route include:
A map of the proposals for Kew Bridge and Kew Bridge Road to Wellesley Road can be found below.
Kew Bridge and Kew Bridge Road proposals map (PDF 2.35MB)
Appendix A - detailed information on these proposals (PDF 237KB)
The original proposals for this section can be found here
Duke Road and Duke’s Avenue’s junction with Chiswick High Road
The main change we are proposing is to ban the right turn out of Duke Road onto Chiswick High Road for all traffic (except cyclists) in response to safety concerns. Traffic would be able to use Annandale Road to exit east onto Chiswick High Road instead. We previously proposed to reduce Annandale Road from two lanes to one at its junction with Chiswick High Road. We are now proposing to keep two lanes on exit at this junction to facilitate traffic that may be redirected from Duke Road.
We are also proposing to maximise pavement space outside Our Lady of Grace and St Edward Church, in response to local concerns. This will require the reduction of eastbound traffic lanes on Chiswick High Road from two to one.
We proposed four additional pay and display bays on the west side of Duke’s Avenue. Following feedback from the consultation and our discussions with Our Lady of Grace and St Edward Church we are no longer proposing these bays and will instead retain the existing single yellow line as this will provide more opportunity for parking for Church services. Additionally, one proposed space on the eastern side of Duke Road opposite Bourne Place has been removed to ensure vehicles can exit this junction.
In summary, our proposals for this section of the route include:
The segregated two-way cycle track on the southern side of Chiswick High Road has been retained.
A map of the proposals for Duke Road and Duke’s Avenue junction with Chiswick High Road can be found below.
Duke Road and Duke's Avenue proposals map (PDF 968 KB)
Appendix B - detailed information on these proposals (PDF 241KB)
The original proposals for this section can be found here
How would the proposals affect journey times?
We have carried out detailed traffic modelling on the proposals to understand how our proposals might affect journey times for general traffic, buses, cyclists and pedestrians.
Despite the sophistication of our traffic models, all traffic modelling is only ever indicative; it is intended to give an idea of where the impacts of changes in journeys are most likely to be felt. It assumes that drivers have perfect knowledge of the network and will always choose the quickest route available
We have undertaken traffic modelling on the proposed changes to the scheme, which has indicated the following:
Kew Bridge section
This section has undergone extensive design changes following feedback from the previous consultation, including concerns about the impact on journey times through the junction. The new design changes the ‘with flow’ cycle track into a bi-directional cycle track and provides additional capacity north and southbound on Kew Bridge. As a result, three approaches to the junction will have either an increase in green signal time or an increase in lane capacity, which leads to improved journey times on bus routes 237 and 391 in both directions and bus route 65 east bound compared to the previous designs. One approach to the junction will see a reduction in green signal time which as a consequence, has a minor negative impact on journey times for the 65 westbound bus route.
Duke’s Avenue section
The design changes at this location have been made to protect trees and retain footway space outside Our Lady of Grace and St Edward Church. There is no longer a right turn lane, but there is space in front of the stop line for up to two right turning vehicles without blocking vehicles travelling east, including buses. As the predicted traffic volumes are low, this junction is expected to operate effectively and the design change is predicted to have minimal impact on overall bus and traffic journey times.
Detailed results of our traffic modelling can be found below.
Traffic modelling results AM (PDF 186KB)
Traffic modelling results PM (PDF 185KB)
Equalities
We are subject to the general public sector equality duty set out in section 149 of the Equality Act 2010, which requires us to have due regard to the need to eliminate discrimination, advance equality of opportunity and foster good relations by reference to people with protected characteristics.
Our autumn 2017 consultation set out how we had due regard to the duty and can be found here.
We have updated our Equality Impact Assessment (EqIA) for the proposed changes. The EQIA completed for this scheme shows positive impacts for black and ethnic minority groups, females, disabled cyclists, and cyclists under 25 and over 65 years of age. Positive impacts have also been identified for disabled pedestrians, as the scheme proposes a number of improvements to pedestrian facilities including enhanced crossing facilities, increased pavement widths and new pedestrian crossings.
Some negative impacts have been identified where pavements are proposed to be cut back or shared use is proposed, however we have ensured that they are appropriate for number of pedestrians in the area and that they allow two wheelchair users to pass safely. Shared use areas would be provided only where there is sufficient space for pedestrian and cyclists. Some negative impacts have also been identified where we are proposing to install bus stop bypasses. We recently agreed therefore to include zebra crossings at all bus stop bypasses. The crossings would have tactile paving and would be raised to footway level to create a flush surface.
Public drop-in events and have your say
We will be holding public drop-in events at which staff involved in the project will be available to answer your questions:
You can let us know your views on these proposals by taking part in our online survey below.
Have your say
We would like to know what you think about our proposals.
Please give us your views by completing the online survey below by Tuesday 26 February 2019.
Alternatively, you can:
You can also request paper copies of all the consultation materials and a response form by emailing consultations@tfl.gov.uk, or writing to FREEPOST TFL CONSULTATIONS.
Have your say
Created by Simon Munk // 2 threads
This 7.5km route would stretch from Hackney to the Isle of Dogs via Westferry, Mile End and Victoria Park. It would connect with the cycle routes between Stratford and Aldgate and Barking to Tower Hill, as well as the proposed Rotherhithe to Canary Wharf crossing. There are currently two options in Hackney we want your views on.