Traffic Management Schemes

proposed by Camden Council, and Camden Cycling Campaign's responses

Last updated 20/6/2004

Summary of Camden Traffic Management Proposals

For the year 2002.

As we get as many as 5 traffic management proposals or traffic orders each week, we have only listed those which we consider to be particularly notable; we have omitted minor schemes such as the provision of disabled parking bays, or the conversion of a residential parking bay to a pay and display, unless we believe it to be particularly contentious. Two dates preceed each proposal listed here: the first is the date it was dispatched by Camden Council or their consultants, and the second is the deadline by which responses should be received.

The first section of this page covers a summary of the traffic management proposals. Our detailed consultation response for the more significant of these schemes follows further down this page. Unless entitled with another organisation (eg 'JMP Consultants'), these are consultations undertaken directly by Camden Council. If you want a map of an area below, try the UK Street Map web site.

1. 20/12/02 & 31/1/03: West End Lane Pedestrian Improvements

   We have been consulted on some minor changes to West End Lane in the vicinity if the Silverlink station, to be implemented after the bridge strengthening work has been done, as part of the same works.

   CCC's response was:

   "Camden Cycling Campaign supports the proposals. The pavement widening is much needed as the pavements are currently very inadequate. Increased numbers of people using the pavements for interchanging between the stations in the future make this essential, especially as it now looks unlikely that the money will be found for any major re-development of the stations, which was proposed to have included sub-surface links.

   Currently, the carriageway is seriously obstructed by parked cars on this stretch most of the time. The reduced width, combined with the "at any time" waiting and loading restrictions, will hopefully stop this, and improve conditions for cycling as well, despite the reduced carriageway width.

   We would like to suggest one change to the plan as drawn. This is the addition of an Advanced Stop Line for cyclists on the southbound carriageway of West End Lane, as well as the lane shown, and the other two ASLs. The purpose of this would be to help cyclists turning right into Iverson Road, allowing them to position themselves in front of straight-on traffic when the signals are red."

2. 20/11/02 & 20/1/03: Holborn Local Streets & Transport Plan

   As with the Gospel Oak scheme below, the council is also trying the new area-wide approach to delivering improvements to 'traffic, highways and the streetscape' for the Holborn area bounded approximately by Guilford St, Farringdon Road, High Holborn, and Southampton Row.

   • There is an extensive questionnaire - some of the key questions include:
   • Do any streets have problems with too much traffic or too high speeds?
   • Where do we want more cycle parking stands?
   • Where do you want to see cycle lane markings (ie painted lanes)?
   • What other cycle facilities do you want?
   • Where are new pedestrian crossings needed?
   • Locations for more trees?
   • Locations which would be a good spot for social/recreation areas - sitting, chatting, enjoying the sunshine?

   Our response is here.

3. 20/11/02 & 20/12/02: Gospel Oak Neighbourhood - Local Streets & Transport Plan

   The council is trying a new area-wide approach to delivering improvements to 'traffic, highways and the streetscape' for the Gospel Oak area bounded approximately by Chalk Farm Rd, Haverstock Hill, Agincourt Rd, Mansfield Rd, Grafton Road Price of Wales Rd, Kentish Town Road, and Camden Town tube station.

   What is this consultation about?

   "Camden is intending to develop a new approach to spending on transport and streets in the borough. We are looking at particular areas, including yours, as shown on the map on the front cover. This has been generally named the 'Gospel Oak Neighbourhood Management Area'. We want to put together a programme delivering real improvements across the area. We need to know from you what your priorities are for the area. We will analyse all the responses and look at how we can achieve what local residents and businesses want.

   The information gathered from this consultation will be used to put together a programme of schemes for the area. However, each scheme will then have its own consultation process, taking place when funding has been secured."

   There is an extensive questionnaire - some of the key questions include:

   • Do any streets have problems with too much traffic or too high speeds?
   • Where are new pedestrian crossings needed?
   • Locations for more trees?
   • Locations which would be a good spot for social/recreation areas - sitting, chatting, enjoying the sunshine?

   CCC is the only organisation mentioned in the questionnaire - it states that the council wants to work with CCC to develop better cycle routes and parking, and asks:

   • Where do we want more cycle parking stands?
   • Where do you want to see cycle lane markings (ie painted lanes)?
   • What other cycle facilities do you want?

   Our response is here.

4. 13/12/02 & 13/01/03: Camden Square Area Traffic Management

   Anticipating additional traffic pressures in the Camden Square area once the Congestion Charging Scheme starts in February, the council is consulting on measures to restrict through motor traffic.

   The proposals are fairly complex but in essence involve one of two options:

   Option 1:

   • Permit the currently banned left turn from Camden Park Road into Camden Road, and put a diagonal road closure (with cycle gaps) across the Murray Street/Camden Square junction.
   • Reverse one way flow in South Villas
   • 'Open up restricted access' at Murray St/Agar Grove junction (this presumably means removing the width restriction)
   • Road closure (with cycle gaps) in Camden Terrace
   • Ban right turn from Camden Road into Murray Street.

   Option 2:

   • As for option 1 the banned left turn from Camden Park Road into Camden Road, and diagonal road closure in Murray Street.
   • Physical measures to enforce existing banned left turn from Camden Park Road into South Villas
   • Ban all right turns at Agar Grove/Murray Street junction (ie from Agar Grove into Murray Street, and from Murray St into Agar Grove)
   • Reverse one way traffic in Cliff Road & the north eastern end of Camden Mews

   A plan of these proposals can be seen here.

   CCC will probably support option 1 as it has an additional road closure (Camden Terrace) which is the ultimate measure to reduce through traffic.

   Option 2 is worrying due to its reliance on motorists respecting the banned right turn at the Murray St/Agar Grove junction. The proposal to reverse the one way in Cliff Road would also increase hazards for cyclists as the existing contraflow cycle lane would be moved to the other side of the road, thus creating conflict with vehicles turning to/from Cliff Villas.

5. 7/1/03: Brecknock Road bus boarder

   Car parking on yellow lines is hindering buses stopping and passenger access. The proposal is for a 13 metre long bus stop and bus boarder outside 119 Brecknock Road (on the west side of the street); the plan indicates that the bus border pavement buildout will be around 1 metre wide.

   CCC neither supported nor objected to the proposals. We did however express concern that

   • motorists may not anticipate cyclists pulling out into their path to avoid the buildout, or
   • cyclists might get pinched by motorists pulling in at the end of the bus boarder to avoid the central refuge outside number 127 Brecknock Rd.

   We asked for the council to assess the scale of this risk at this location and whether any remedial action might be possible to maintain safety for cyclists. We suggested that a boarder width a little narrower than a parked car/parking bay would be best to ensure that cyclists did not have to pull out into the middle of the road any further than they do at present.

6. 9/12/02 & 6/1/03: Eton Avenue (Finchley Rd end) - "cyclists dismount"

   This consultation looked innocuous as it was primarily about the details for car parking in the vicinity of the market at the western end of Eton Avenue (ie at the Finchley Road end).

   The market area will be delineated by a line of bollards across the road (opposite the entrance to the School of Speech & Drama); it will operate on 2 weekdays (30 pitches) and at weekends (40 pitches). Traders vehicles will be allowed in the area to load/unload.

   However the following sentence appears in the consultation "Essential service vehicles such as emergency vehicles, refuse vehicles and deliveries would also be permitted to enter [the market area], as would pedestrians & pedal cycles, the owners of which would be advised to dismount in the area."

   Those of you who use the area will be aware that there is a cycle track across the pavement providing access to Finchley Road/Fitzjohns Avenue. CCC has been in a long running dialogue with the council in order to maintain cycle access through the market; so far there has been no suggestion that cyclists would be adversely affected.

   CCC is not impressed that this is the first we have heard of this proposal, and that the council has no better proposals for this popular & important cycle route.

   CCC's response was to formally object to the 'cyclists dismount' aspect of the consultation, and ask for the council to consider routing the cycle link past the edge of the market rather than through the middle.

7. 16/11/02 & 16/12/02: Motorcycle Parking Strategy

   Following a request by Transport for London, Camden Council is consulting on a new strategy for motor cycle parking which includes

   • increasing the amount of cycle parking for motorcycles, and
   • providing secure parking for motorcyclists, initially as trial schemes in Hatton Garden & Fitzrovia.

   The justification for increasing cycle parking seems to hinge around 2 factors:

   • "The Mayor of London has stated that where there is high demand, more motorcycle parking should be provided."
   • "Motorcycles will not pay a charge in the Mayor of London's congestion charging scheme and so demand for parking space in the congestion charging area in the south of the borough is likely to increase significantly."

   Our response was as follows:

   In our view the strategy is seriously flawed and should be abandoned. Our reasons are as follows.

   • This strategy seeks to improve motor cycle parking facilities, and will hence result in a rise in the number of motorcycles in London; this will lead to an increase in noise and air pollution, and road danger for all road users.
   • Casualty figures for built-up areas in Great Britain indicate that motorcycles kill four times as many pedestrians, per vehicle mile, as cars do. Hence any strategy which encourages a shift from car to motorcycle use (as the motor cycle parking strategy in conjunction with the congestion charge exemption does) will badly impact the most vulnerable road user group, and the one which Camden Council regards as being its highest priority transport mode.
   • Stephen Plowden's calculations suggest that up to 50 extra deaths and 500 extra serious casualties each year will result from exempting motorcycles from the congestion charge. These forecast casualties will make it far more difficult for Camden Council and the Mayor for London to achieve their respective targets for a 40% reduction in road casualties.

      

8. 14/11/02 & 8/12/02: West Euston 20mph zone

   The latest 20 mph zone proposal is for the area between Euston Station, Euston Road and Hampstead Road. Its justification is the introduction of the congestion charging zone and the need to 'mitigate the adverse impact of any displaced traffic'.

   Two options are presented:

   Option 1:

   • Raised junction speed tables in Drummond Street at its junction with North Gower Street, Coburg Street & Melton Street.
   • Speed tables in the southern half of Cardington Street.

   Option 2: As for option 1 but with

   • the section of Drummond Street between North Gower St & Coburg Street becoming one way westbound.
   • the middle of Drummond Street above having a pinch point (pavement buildout) and speed table.

   Our formal response is here.

9. 12/11/02 & 4/12/02: Maitland Park 20mph zone

   Camden Council is planning to create a new 20mph zone in the area bounded by (but not including) Prince of Wales Road, Malden Road and Maitland Park Villas (but Maitland Park Villas will be within the zone).

   Speed humps are planned for Queen's Crescent, Herbert Street & most of Maitland Park Villas, and an 'entry treatment' (ie a raised speed table) for Herbert Street at its junction with Malden Road.

   Unfortunately the council intend to put speed cushions along

   • Marsden Street
   • Grafton Terrace
   • the western end of Maitland Park Villas and the eastern part of Southampton Road (both are a London Cycle Network route)

   Comment:

   I presume that the speed cushions are at the request of the police who often speed along these roads with their woo-woos blaring. Our usual arguments against speed cushions can be found here:

   I propose that we:

   • reiterate the above cushion issues and ask to be consulted over the detailed cushion positioning to try to ameliorate the impact on cyclists.
   • make a case for the cushions to be replaced with humps in Southampton Road, as cushions will be of limited benefit to the police.
   • ask for an 'entry treatment' at the Southampton Road junction. Physical speed reducing measures to remind motorists they are entering a 20mph zone are essential, and this is the only road into the zone without a table. It would also deliver a substantial improvement for pedestrians at this awkward crossing point.

      

10. 2/11/02 & 30/11/02: Parkway/Arlington Road - zebra to signalled pedestrian crossings

    Camden Council is proposing to replace the zebra crossing of Parkway next to the junction with Arlington Road with a signalled pedestrian crossing for 3 of the 4 arms of this junction. See map of proposals

    CCC"s response was as follows:

    Cyclist 'advance stop lines' should be incorporated to the proposed traffic signals. (New TfL / TCSU rules require that all new lights should have an ASL on every arm unless there is an engineers 'exception' report explaining why).

    The consultation leaflet text suggests 'more priority should be given to pedestrians', but this proposal will instead deliver greater restrictions on when pedestrians are officially encouraged to cross. We therefore propose

    • speed tables for both Arlington Road arms of the junction so that pedestrians cross on a raised pavement-level surface.
    • that the crossing points be realigned sop they follow pedestrian desire lines (ie not perpendicular to kerb line)

    The best solution for pedestrians would be zebra crossings on all 4 arms of the junction - this is the only only option which will genuinely deliver improved priority and accessibility for pedestrians.

11. October 2002 & 30/11/02: Kings Cross Central

    Kings Cross Central developers Argent St George have a highly informative web site dedicated to this massive development (one of the largest regeneration schemes in Europe) located just to the north of Kings Cross rail station: http://www.argentstgeorge.co.uk/

    You can download many documents including the current 3rd consultation entitled 'A Framework for Regeneration'; the site also allows you to submit consultation responses electronically.

    CCC's response will include:

    • a maximum 5mph speed limit (and perhaps aim to become the first city centre 'home zone').
    • only having a single access point to the site for motor vehicles (and having no through roads).
    • having multiple access points into and across the site for pedestrians & cyclists.
    • as far as possible a car free development (with minimal car parking provision).
    • provision of sufficient secure and indoor cycle parking to allow 100% of residents to own a bicycle.
    • provision of sufficient secure and indoor cycle parking to allow 50% of employees to cycle to work.
    • provision of sufficient on-street cycle parking to support 50% of journeys made by bicycle.
    • design of site & amenities such that it draws people from the immediate locality on foot and by bike, rather than generating longer distance trips via the Kings Cross interchange.

    In terms of specific links, we want:

    • a pedestrian/cycle link constructed between Agar Grove and Camley Street
    • east/west pedestrian and cycle access into and across the site (ie to encourage through pedestrian and cycle traffic)
    • north/south pedestrian & cycle access from Goods Way to York Way
    • high quality pedestrian and cycle crossing points of Goods Way & York Way

       

12. July 2002 & 22/11/02: UDP Chapter 13: Kings Cross

    CCC's response to the 'Planning for the Future of Kings Cross' (Chapter 13) of the Unitary Development Plan is here.

13. 30/10/02 & 22/11/02: Regents Park Road/Crogsland Road & Haverstock Hill/Prince of Wales Road/Maitland Park Villas pedestrian & cycle facilities

    Haverstock Hill/Prince of Wales Road/Maitland Park Villas pedestrian & cycle facilities

    As part of a Safer Routes to School scheme for Haverstock School, the council is consulting over proposals to allow cyclists to travel through the road closure in Maitland Park Villas into Haverstock Hill.

    See a plan here:

    It is proposed to:

    • Install a cycle route link to Maitland Park Villas. This would involve replanting two (fairly recently planted) trees to ensure there is enough width for the cycleway with the fire gate beside it. The cycleway would be marked with green tarmac.
    • Provide a pedestrian crossing phase in the traffic signals. This would allow people to press a button to stop all the traffic and cross the road safely when the 'green man light shows. The inclusion of this phase would slightly increase the waiting time and queue lengths at the lights for traffic, but would not exceed the road capacity. Red tactile paving to assist visually impaired people would also be included.
    • Make the crossings on two of the arms of the junction (to the East and South) 'toucan crossings', which allow cyclists to cross with pedestrians. The measures would include widening of the existing crossings, additional sections of cycleway on the pavement and special buff-coloured tactile paving, to indicate the edges of the area of pavement that would be shared by cyclists and pedestrians.
    • Alter the road layout on all the approaches to the junction to allow for two full width traffic lanes as well as a 1 m wide cycle lane, which would provide access for cyclists to the advance stop line areas.

    Regents Park Road/Crogsland Road cycle facilities

    As part of a Safer Routes to School scheme for Haverstock School, the council is consulting over proposals to allow cyclists to travel in both directions along Regents Park Road (the section to the east of the rail bridge, near Chalk Farm tube station) and Crogsland Road.

    It is proposed to:

    • Install a cycle crossing with traffic lights between Crogsland Road and Regent's Park Road, with push buttons to activate the crossing. The crossing would turn green at the same time as the existing pelican crossing and would not increase waiting time at the lights for traffic on any arm of the junction.
    • Provide a contra-flow cycle lane on Regent's Park Road and Bridge Approach. This would allow cyclists to access the new cycle crossing from the cycleway on the railway bridge, against the one-way motor traffic. This would require moving some of the resident's parking bays onto the opposite side of the road, but there would be no loss in the total parking space available in Regent's Park Road and Bridge Approach.
    • Widen the pavement either side of the new cycle crossing to enable cyclists to be off the road whilst waiting for the crossing to activate.
    • Widen the pavement at the junction of Bridge Approach with Adelaide Road. This would allow cyclists to join the contra-flow cycle lane without coming into conflict with other traffic.

    See CCC's consultation response to both of these schemes here.

14. 19/10/02 & 19/11/02: Delancey Street Pelican Crossing

    The council is planning to install a Pelican crossing in Delancey Street, just to the east of the Arlington Road junction. The reason for this is the high volumes of traffic and excessive speeding.

    The plan is to link the lights on the crossing to traffic lights at Camden High Street, 'thereby not causing extra congestion'.

    CCC reluctantly supported this scheme as it will improve the ability of pedestrians cross the road. We pointed out that the best option for pedestrians was a zebra crossing. We criticised the planned linkage of the Pelican signals to the lights in Camden High Street as a pedestrian pressing the button at the wrong part of the light phase will have to wait until their crossing is less inconvenient to the motorists racing through. We presumed that the crossing type and phasing linkage was as a result of Transport for London requirements; but if it was not we suggested that the council should review its design and adopt a more pedestrian-friendly solution.

15. 23/10/02 & 15/11/02: Bus Route 16: Cricklewood to Victoria

    Camden, Brent & Westminster councils are consulting on changes to Maida Vale between the Cambridge Avenue and St Johns Wood Road junctions.

    Key features of the scheme are:

    • Bus lanes operational between 7am & 7pm on both sides of the road for most of the length of Maida Vale.
    • Signalled pedestrian crossing for all arms of the Maida Vale junctions with Abercorn Place/Elgin Avenue and Carlton Hill/Carlton Vale.
    • A ban on all vehicles turning left from Maida Vale (northbound) into Cambridge Avenue.

    CCC supported these measures, but asked for cycles to be exempt from the banned left turn from Maida Vale in Cambridge Avenue (this latter road is marked as an advisory cycle route on TfL's Londonwide maps).

16. 11/10/02 & 1/11/02: Hunter St/Handel St Vulnerable Road User Scheme : New Zebra Crossing

    The council plans to install a zebra crossing in Hunter Street, just to the south of the Handel Street junction (just up the road from the Brunswick Centre).

    The main changes are:

    • Zebra crossing located where the existing pedestrian refuge is.
    • Removal of advisory cycle lane in vicinity of crossing.
    • Removal of 2 parking bays, and relocation of 3rd bay 2-3 metres southwards.

    See our response here.

17. 8/10/02 & 4/11/02: Extension to St Andrews 20mph Zone

    The council is planning to enlarge the existing St Andrews 20 Mph Zone (just to the east of Grays Inn Road) so that it extends all the way down to (but does not include) Roseberry Avenue.

    The new roads to be in the zone are Coley St, Phoenix Place, Gough St, Elm St, Laystall St, and Mount Pleasant (excluding the section to the north east of the Phoenix Place junction).

    The proposed measures include

    • raised speed tables at all entry points to the zone
    • 5 speed humps along Phoenix Place, and one in each of Mount Pleasant and Laystall St.
    • speed tables across the following junctions: Mount Pleasant/Phoenix Place, Gough St/Coley St.
    • a new speed table across the Fredrick St/Cubitt St jucntion (at the north end of the existing zone).

    CCC strongly supported this scheme. We suggested a post implementation review of the 20 mph zone extension to see if speeding and rat running had been sucessfully tackled. If not, then road closures need to be considered, as well as an attempt to reach agreement with the Post Office to reduce the overuse of these local roads by their vans.

18. 8/10/02 & 4/11/02: Fairfax Roundabout

    Fairfax Roundabout is located just to the west of the Swiss Cottage gyratory, at the 6 armed junction of Belsize Road, Fairfax Road, Hillgrove Road, Loudoun Road, & Fairhazel Gardens

    The main components of this scheme, which is 'to reduce accidents & to provide a safer and more pleasant residential environment', are:

    • new or bigger pedestrian 'refuge' islands at most of the roads into the roundabout.
    • pavement buildout in Hillgrove road, plus a realigned zebra crossing.
    • pavement buildout on the south western arm of Belsize Road, and a realigned zebra crossing.
    • anti-skid surfacing on the approach to the zebras.

    See CCC's response here.

19. 28/9/02 & 25/10/02: Safer Routes to School - Frognal/Fitzjohns Ave/Arkwright Rd

    The council is consulting on a Safer Routes to School scheme for University College School & Devonshire House Preparatory School. The proposed measures are:

    Fitzjohn's Avenue

    • Kerb buildouts (pavement extensions) at Ellerdale Road & Prince Arthur Road at their junctions with Fitzjohn's Avenue.
    • Pedestrian refuge (island in the middle of the road) in Fitzjohn's Av to the north of the Netherhall Gardens junction.

    Frognal

    • Raised zebra crossing north of junction with Arkwright Road.
    • Road hump midway between junctions with Arkwright Road & Frognal Lane.
    • Kerb buildout in Frognal Way at its junction with Frognal.
    • Pedestrian refuge in Church Row at its junction with Frognal.

    Arkwright Road

    • Road hump to west of junction with Fitzjohn's Avenue.
    • Zebra crossing just east of junction with Frognal.
    • Raised entry treatment (speed table) in Lindfield Gardens at its junction with Arkwright Road.

    See our consultation response here:

20. 28/9/02 & 25/10/02: Safer Routes to School- Netley Primary School area

    This latest Safer Routes to School scheme is for the area on either side of Hampstead Road as you approach the Euston Road (from the north). The proposed measures are :

    William Road

    • Raise the carriageway and widen the footway (pavement) of William Road at junction with Stanhope Street. This is to slow vehicles down and make crossing the road easier.
    • Provide a road hump on William Road to keep traffic speeds low
    • Put bollards on the footway outside the school to prevent vehicles being parked on the footway (pavement).

    Junctions with Stanhope Street

    • Widen the footway (pavement) by the traffic lights at the junction of Robert Street with Stanhope Street. This is to make crossing the road easier and to provide more room for pedestrians waiting to cross.
    • Widen the footway (pavement) at the junction of Mackworth Street with Stanhope Street. This is to make crossing the road easier and help children see past parked cars.

    Junction of North Gower Street with Drummond Street

    • Install a zebra crossing on a new road hump on North Gower Street. Approximately five on street pay and display parking spaces would be removed to make way for the zebra crossing.
    • Widen the footway (pavement) at the corners of the junction. This is to make crossing the road easier.

    Robert Street

    • Provide additional signs on the approach to the zebra crossing by Albany Street warning of the presence of children.

    CCC fully supported these proposals, but suggested that some cycle parking stands outside the school entrance( (for parents or visitors) would not go amiss.

21. 12/9/02 & 10/10/02: Proposed traffic lights at Willesden Lane/Kilburn High Road junction.

    Camden & Brent councils are consulting on changes in the vicinity of the Willesden Lane/Kilburn High Road junction.

    The main changes for the scheme are:

    • Removal of the advance stop line in Willesden Lane in order to 'provide enough room for a two lane approach' (just in case this has escaped you they are considering motorists' needs here).
    • Lengthening of the existing feeder lanes into the advance stop lines in Kilburn High Road at its junction with Brondesbury Road.
    • Pedestrian green man crossing phases for all 4 arms of the junction.
    • Moving the existing pedestrian crossing point of Kilburn High Road 5 metres north of the junction.

    CCC's formal response is here.

22. 12/9/02 & 10/10/02: Proposed traffic lights at Brondesbury Road/Kilburn High Road junction.

    Camden & Brent councils are consulting on changes in the vicinity of the Kilburn High Road/Brondesbury Road junction.

    The main changes are:

    • New traffic lights Kilburn High Road/Brondesbury Road junction (it is currently unsignalled)
    • Advance stop lines with feeder cycle lanes on all 3 arms of the above.
    • An all green pedestrian crossing phase for the junction.
    • New pedestrian refuges (traffic islands with a gap where pedestrians can wait in the middle of the road) on either side of the junction in Kilburn High Road.
    • Double yellow lines around the junction.
    • Removal of the pelican crossing of Kilburn High Road just to the north of Brondesbury Road.
    • Raising the carriageway to the same level as the pavement in
      • Birchington Road at its junction with Kilburn High Road
      • West End Lane at its junction with Kilburn High Road

    For a plan showing all the proposed changes see here.

    CCC supported this scheme, but queried the removal of the pelican crossing as pedestrians need as much protection as possible in crossing Kilburn High Road. This removal will leave quite a long stretch of Kilburn High Road, from the new crossing point to the Quex Road junction, with no crossing facilities at all (not even central refuges). We recommended that the pelican crossing be retained, and is perhaps relocated closer to Birchington Road if this helps justify its continued existence.

23. 2/9/02 & 27/9/02: Cantelowes Road cycle gap

    The council is consulting the public on implementing a cycle gap through the road closure in Cantelowes Road at its junction with Agar Grove.

    The facility will comprise:

    • a 2 metre wide cycle track between the trees through the closure
    • a short section of 1.5 metre wide advisory cycle lane in Agar Grove in the vicinity of the track junction
    • a painted 'refuge' in the middle of the road (adjacent to the existing pedestrian refuge) for cyclists turning right from Agar Grove into the track.

    We strongly supported this proposal, but made the following detailed design comments

    • The track heads straight towards, but stops short of, the existing pedestrian drop kerb in Cantelowes Road. This we presume to be due the council policy of only designing shared cyclist/pedestrian use as a last resort. We suggest that a separate dropped kerb be constructed, with the cycle track connecting upto this dropped kerb. Or, if the council does not believe that it is cost/effective to create a separate drop kerb for the cycle track, we propose that rather than introducing ambiguity into the design, the cycle track be extended to the existing dropped kerb.
    • We see no reason for the advisory cycle lane to be broken at the point pedestrians cross the road, and recommend that it be continued, as discontinuous cycle facilities are considerably less effective.
    • We suggest that double yellow lines be applied for a few metres each side of the track junction for each of Cantelowes Road & Agar Grove.

       

24. 2/9/02 & 30/9/02: St Pancras Way - two way cycle track

    Camden Council is now formally consulting over the design for a 2 way physically segregated cycle track in St Pancras Way between Agar Grove & Georgiana Street.

    This scheme will complete an important link between the Royal College Street cycle track and the cycle route which runs from the Agar Grove/Stratford Villas junction via Camden Square through to Holloway Islington.

    A plan of the proposed facility can be found here:

    The principle features of the design are:

    • A two way cycle track with a segregating island running along on the west side of St Pancras Way from the Agar Grove junction to the Georgiana Street junction. [The existing short section of mandatory lane will be removed.]
    • A raised speed table across Baynes Street which will also encompass the track; ie motorists travelling down St Pancras Way will hit the speed table ramp before they reach the cycle track.
    • Although the consultation does not make this clear, we understand that there will be a separate traffic light phase at Agar Grove to cater for cyclists crossing between the track and Agar Grove, and pedestrians.

    Our response is here.

25. 2/9/02 & 4/10/02: Home Zone in Lupton St, Raveley St & part of Ospringe Road

    An historic event is taking place... Camden Council is consulting on the borough's first Home Zone in the streets just south of Tufnell Park tube station.

    The general idea of a "Home Zone" is to make changes to a group of streets so that pedestrians & cyclists have more priority than motorists, with the following specific aims:

    • Reduce motor traffic flows and speeds, casualties from road crashes & air pollution
    • Improve the environment for people walking & cycling
    • Provide a safe place for children to play
    • Create a sense of community
    • Improve community safety

    The zone will encompass the whole of Lupton St & Raveley St , and part of western half of Ospringe Road, and the main proposals entail:

    • Removing the fire gate at the junction of Lupton Street and Raveley Street.
    • Closing part of Raveley Street outside the entrance to Eleanor Palmer nursery school to all vehicles except emergency services and cyclists.
    • Closing part of Lupton Street close to the entrance to the primary school to all vehicles except emergency services and cyclists.
    • Raising the road to the level of the pavement on parts of Lupton Street and Raveley Street.
    • Extending the church garden on Ospringe Road.
    • Widening the pavement at the entrances to the Home Zone on Raveley Street, Lupton Street and Ospringe Road.
    • Improving lighting throughout the area.

    The expected benefits of the proposals are:

    • The amount and speed of motor traffic through the area would be reduced.
    • The rat-run between Fortess Road and Brecknock Road would be removed.
    • Space would be provided for social uses such as sitting, talking and playing.
    • The area would be more attractive.
    • The area would be more pleasant for people walking and cycling.

    The expected 'drawbacks' of the proposals are:

    • By trying to stop people rat-running through the area, access for residents travelling by car would be reduced.
    • Some parking space would be lost.

    Traffic options

    If the Home Zone went ahead, Lupton Street and Raveley Street would continue to be two-way. However as residents are concerned that a rat-run would develop from Lady Margaret Road towards Brecknock Road the council would measure the traffic flows for three months after the road closures were implemented. After this time, if residents felt that there was a rat run, there would be three traffic options for trying to prevent this.

    All of the traffic options would aim to stop any new rat run between Lady Margaret Road and Brecknock Road. The proposed no entry traffic options (2 and 3) would allow cyclists to travel in both directions but traffic would be more likely to ignore these than a whole length of a one way street (traffic option 1).

    • Option 1: Lupton Street becomes one way southbound between Brecknock Road & Raveley Street.
    • Option 2: Lupton Street & Raveley Street remain 2 way, but there is a no entry (except for cyclists) in Lupton St northbound at its junction with Raveley Street (ie traffic cannot enter Lupton St heading towards Brecknock Road)
    • Option 3: Lupton Street & Raveley Street remain 2 way, but there is a no entry (except for cyclists) in Raveley Street at its junction with Lady Margaret Road.

    An exhibition of the proposals can be seen at Eleanor Palmer Primary School (Lupton St) Weds 11th Sep 6-9pm & Sat 14th Sep 1-4pm; large scale plans are also on display at Kentish Town Library until 4th October.

    Our initial views on this scheme are:

    • We should enthusiastically welcome this initiative in principle.
    • We should seek further vulnerable road user improvements. For example there is no mention of reduced speed limits - whilst this will introduce a lot of signs on posts, wouldn't it be worth setting a 10 mph limit for the zone?
    • We should object to the pavement widening at the 5 entrances to the zone (as this could result in cyclists being pinched by motorists), and ask that this be replaced by speed tables.
    • 8 new pay & display spaces are planned for Fortess Road, but these haven't been mentioned in the main text of the proposal. I can't for the life of me see any reasonable grounds to link this in with a Home Zone scheme, and I think we should object as it will make Fortess Road even more dangerous for cyclists than it already is.
    • Should second phase anti-rat running measures be viewed as necessary, we should vigorously object to making Lupton Street one way (option 1). However the other 2 options (no entry exemption for cyclists) will each result in the loss of 4 residents parking spaces, which is likely to go down like a lead balloon with residents (they are already losing around 24 residents bays).

     

26. 2/9/02 & 30/9/02: Bartholomew Road Area 20 mph Zone

    This proposed 20 mph zone will be bounded by, but not include, the following roads: Camden Road, Torriano Avenue, Leighton Road, Kentish Town Road & Bartholomew Road (this last road will be within the zone).

    The measures planned include:

    • Speed humps in the few remaining streets which don't already have them: namely Bartholomew Road (north of Caversham Road & west of Bartholomew Villas), Hammond Street, Patshull Place, Bartholomew Villas.
    • Raised speed tables across the following side roads: Busby Place at its junction Torriano Avenue, Bartholomew Road at its junction with Kentish Town Road.

    . CCC's response can be found here.

27. 2/9/02 & 30/9/02: Fordwych Road Area 20mph Zone

    This proposed 20 mph zone will comprise the following roads to the north east of Kilburn High Road & north of Mill Lane: Richborough Road, Ebbsfleet Road, Skardu Road, Rondu Road, Manstone Road, Minster Road (to the west of Westbere Road), and Fordwych Road (from the Mill Lane junction northwards).

    The measures planned include:

    • Speed humps within the 20 mph zone for all the above streets
    • Raised speed tables across the following side roads at their junction with Kilburn High Road: Richborough Road, Ebbsfleet Road, Skardu Road, Rondu Road, Manstone Road,
    • Raised speed table in Fordwych Road at its northern junction arm with Mill Lane.

    CCC strongly supported these plans, but queried why raised tables (which should be at all entry points into a 20 mph zone) were not being planned for Minster Road at its junction with Westbere Road, or Richborough Road at its junction with Oak Grove. It is important to present motorists with consistently designed 'gateways' to 20 mph zones with physical speed restriction measures. The tables also add visual amenity, and most importantly make it much easier for pedestrians to cross the road (particularly for those who are less mobile). We also suggested a post implementation review of rat running (ie through motor traffic) along Fordwych Road, with consideration of a 2nd phase road closure in Fordwych Road if neccessary.

28. 4/9/02 & 27/9/02: North/South LCN route 6: Tavistock Place to Great Queen Street

    The council is consulting on the following routing options for a part of the north/south cycle route 'LCN 6' between Tavistock Place & Great Queen Street (the whole route 6 runs from Elephant & Castle via the existing Somers Town route right up to Barnet.)

    • Option 1: Tavistock Place, Malet Street, Montague Place, Russell Square, Montague Street, Great Russell Street, Bury Place, High Holborn, Newton Street, Great Queen Street.
    • Option 2: Tavistock Place, Herbrand Street, Bernard Street, Guilford Street, Russell Square, Montague Street, Great Russell Street, Bury Place, High Holborn, Newton Street, Great Queen Street
    • Option 3: Tavistock Place, Malet Street, Montague Place, Russell Square, Montague Street, Great Russell Street, Bloomsbury Square, Southampton Place, High Holborn, Newton Street, Great Queen Street

    The measures planned would be as follows:

    • Montague Place: The existing westbound segregated facilities along Montague Place would become a two-way segregated cycle lane by widening the existing cycle lane.
    • Russell Square (South corner): The western footway of Montague Street along Russell Square would be widened from Montague Place to the beginning of Montague Street in order to add a two-way cycle facility at footway level.
    • Bury Place: Since Bury Place is a one-way southbound, a segregated cycle lane would be built along the eastern side of the street to provide contra-flow cycle facilities for northbound cyclist along Route 6. This measure would mean that the existing parking along the eastern side of the street would be relocated, where possible
    • High Holborn: The northern footway along High Holborn between Bury Place and Newton Street will be extended to increase the footway area and accommodate a two-way cycle lane on footway level. These changes would utilise vacant space without infringing upon the existing carriageway and parking bays. These changes will also provide a new pedestrian and cycle crossing facility on High Holborn in the form of a Toucan crossing between its junctions with Southampton Place and Newton Street
    • Newton Street: Newton Street would have a southbound one-way segregated contra-flow cycle lane along its eastern side from High Holborn to Great Queen Street.
    • Great Queen Street: To ease southbound cycle access to the end of Great Queen Street there would be an advisory cycle lane from Great Queen Street at junction with Wild Street to the junction with Drury Lane. To do so, the Motor Cycle Parking at the south side of Great Queen Street at junction with Drury Lane would be relocated to the hatched area before the central island at the end of Great Queen Street.
    • Southampton Place: If Option 2 is implemented, Southampton Place would have a southbound contra-flow segregated cycle lane all along its west side.

    We supported option 1: our full response is here.

29. 26/8/02 & 20/9/02: Seven Stations Cycle Link - Eastern Section

    Camden Council is now consulting the public on the long awaited 2nd half of the Seven Stations Link (SSL) between Gordon Square and Grays Inn Road, using an attractively design brochure which point out the benefits of the scheme, which as well as the obvious ones, include improvements for pedestrians & streetscape enhancements.

    The consultation proposes reverting back to CCC's original routing of the 2 way cycle track via Tavistock Place and Sidmouth Street, and puts forward 2 options (listed in greater detail below)

    • Option 1: Two way motor traffic flow (as at present),
    • Option 2: One way traffic westbound between Grays Inn Road & Woburn Place.

    We would have expected that option 2 (one way for motor traffic) would free up road space either for existing car parking or a wider cycle track & pavement; however the consultation says nothing about the differences between each option. And the plans we have suggests that if option 2 is adopted then there will be 2 lanes of westbound one way traffic... not something that CCC is likely to be very comfortable about endorsing.

    Another potential issue the plan shows is the track along the Tavistock Square section running along at pavement height. We do not yet know why this is proposed, but this appears at best unwise given the ongoing furore about cyclists on pavements, and the possibility that this design will lead to cyclists straying onto the section of pavement intended for sole pedestrian use.

    CCC's response was to strongly support these proposals, but raise the following issues.

    Our preference is for option 1. This is based mainly on the desire that one way systems for motor vehicles should be avoided wherever possible. This is due to their tendency to deliver higher speed motor vehicle flows, and the generally adverse impact one way systems have on sustainable transport modes.

    However we must point out that we will be unable to support the scheme if the proposed cycle track widths are less than 2.5 metres. Thus if option 1 is unable to deliver a 2.5 metre wide track, and option 2 can, our preference would then be for option 2.

    We also wish to use this opportunity to raise a couple of matters which strictly speaking fall outside of the remit of this consultation.

    1. We understand that it is envisaged that the track will be raised up to pavement height just prior to some of the signalled junctions, in order that a Toucan crossing can be used. In view of the potential conflict between cyclists & pedestrians (especially as cyclists will be moving frequently between dedicated and shared space), we look forward to seeing an example design for one these junctions as soon as possible.

    2. We are confused by the reply to our query on why two lanes for motor vehicles is planned for the one way option 2.. The response included the following: "The one-way option has two traffic lanes at the approach to the junctions to manage traffic flows/turns. If there were only one lane on approach to junctions the resulting queues would cause disruption along the whole corridor." We wish to point out that most of the existing junctions currently only have a single lane on approach to the junction, and thus any 'disruption' will be no worse than at present. We would be concerned should the Seven Stations Link implementation deliver an increase injunction capacity for motor vehicles.

     

30. 15/8/02 & 16/9/02: Safer Routes to School Holborn (St George the Martyr C of E & Christopher Hatton Primary Schools)

    Camden Council is consulting on a Safer Routes to School scheme for 2 schools in Holborn: St George the Martyr C of E Primary School & Christopher Hatton Primary School.

    The proposals include the following measures:

    • Speed table across Great Ormond Street just to the east of the Lambs Conduit Street junction
    • New zebra crossing in John Street (just north of Northington St junction)
    • Pavement buildouts at
      • John Street/Doughty Streetjunction
      • John Street/Northington Street
      • 2 locations in Millman Street

    For John Street at its junction with Theobalds Road, two options are proposed:

    • Option 1: a speed table across John Street
    • Option 2: a road closure of John Street with cycle gaps

    CCC supported all these proposals, and strongly supported the road closure (option 2) for the John Street/Theobalds Road junction. We did also indicate that we supported option 1, although we felt that this would be a considerably less effective scheme.

    We made the following additional comments.

    1. Lambs Conduit Street &endash; motor vehicle use. This street is supposed to be 'for access only' for motor vehicles. However there are many through journeys made by cars, lorries and (non-emergency) police vehicles; some of these vehicles travel at considerable speed. As many children attending St George's travel from the other side of Lambs Conduit Street, we are surprised to see no measures to enforce this 'for access only'. We would therefore strongly recommend consideration of a road closure (with cycle gaps) in Lambs Conduit Street at its junction with Rugby Street.

    2. Lambs Conduit Street &endash; cycle use. Whilst this street is northbound only for motor vehicles, cyclists are permitted to use the street southbound as well. However the street is poorly designed for southbound cycle use, and oncoming motorists are not aware that cyclists are permitted to use it in this direction. The unsatisfactory nature of Lambs Conduit Street is one of the biggest causes of complaints from cyclists to the Camden Cycling Campaign; even the police tell cyclists they are not allowed to cycle southbound! We would be very pleased to discuss potential remedial solutions with the council.

    3. Northington Street. We note that many vehicles (especially taxi cabs) use Northington Street to reach John Street. We therefore recommend that flows along Northington Street be monitored if John Street is closed, as it is likely that a substantial rat run could develop, in which case speed humps or even a closure may become necessary.

     

31. 12/8/02 & 6/9/02: Beckford Primary School

    The council is consulting on plans for a Safer Routes to School area around Beckford Primary School in West Hampstead. The proposals include:

    • a 20mph zone for Ravenshaw Street, Broomsleigh Street, Dornfell Street & Glastonbury Street.
    • Raised speed tables across the junctions of the above roads with double yellow lines around the corners.
    • Raised speed tables across the following side roads at their junction with Mill Lane (ie the tables will not be across Mill Lane itself): Gondar Gardens, Hillfield Road, Ravenshaw Street, Broomsleigh Street.
    • Removal of pavement buildouts at each end of Dornfell St [This is to allow coach access to the school!]
    • Conversion of zebra crossing in Mill Lane (near Ravenshaw St) to Pelican crossing.

    CCC supported most of these proposals but:

    • we queried the pavement buildout removal. Our grounds is that this is an important measure for increasing pedestrian safety when crossing the junction and thus it appears counter productive to remove a pedestrian measure (particularly for a safer routes to school scheme). We sugested that the possibility of the children walking to a suitable coach pick up/drop off point which could surely be provided within a 100 metres or so of the school gates.
    • we requested that the council think hard about the issues behind the proposed zebra to pelican conversion, as what might be gained in 'safety' could be more than outweighed by a loss of convenience. A crossing which might offer marginal safety benerfits (for the research statistics are, we understand, far from conclusive) but which introduces a delay for the pedestrian before they cross will probably lead to a decrease in the number of people walking in the area.

       

32. 9/8/02 & 20/9/02: Warren Street one way reversal

    Warren Street is presently one-way west bound all the way along, from Tottenham Court Road to Cleveland Street. The basic idea is to reverse the direction of flow for most of the length of the road (from either Conway Street or Fitzroy Street), so that traffic is going east-bound, to Tottenham Court Road. This should reduce traffic flows, as west-bound motorists coming up the Tottenham Court Road will then no longer be able to cut through and bypass part of the Euston Road.

    The council is also suggesting that a contra-flow west-bound cycle lane could be put in alongside the south side of Warren Street for the length of the east-bound one-way stretch, removing up to 17 parking bays (nearly all pay and display) to achieve this.

    There are therefore five options before us:

    1. Do nothing.

    2. Reverse the direction of the one-way flow between Fitzroy St and Tottenham Court Rd, with a contra-flow west bound cycle lane;

    2a. As 2 but with no contra-flow cycle lane;

    3. Reverse the direction of the one-way flow between Conway St and Tottenham Court Rd, with a contra-flow west bound cycle lane;

    3a. As 3 but with no contra-flow cycle lane.

    In CCC's view Warren Street is definitely too narrow for there to be a contra-flow cycle lane without the removal of the parking bays, so this proposal may fall if there is a lot of pressure to retain them. A bigger problem will be the inevitable illegal parking by delivery vans which will block any unsegregated cycle lane (again, yesterday, there were three such vans parked illegally on the south side). The answer would be to ask for segregation, but this would obviously be expensive and we would need to be sure that this was a facility we really wanted. It seems to be quite easy to by-pass the proposed new one-way by using Grafton Way/Fitzroy Square instead.

    The Council also intends to put in a speed table at the junction with Tottenham Court Road, which, with the changed direction of traffic, will make for much safer conditions for pedestrians. We will need to ensure that the contra-flow lane, if installed, runs over the table and not alongside it in a gulley, as the diagram seems to indicate.

     

33. 9/8/02 & 6/9/02: Kingsgate 20mph zone

    Camden Council is consulting over the introduction of a 20 mph 'Streets for People' zone in the Kingsgate area of Kilburn. The affected area is that enclosed by Kilburn High Road (west), Quex Road (south), West End Lane (east) and Netherwood Street/Sherrif Road (north). In addition to the introduction of the lower speed limit, various traffic calming measures are proposed, in particular 'speed tables' at the entrances to the area and speed humps along those roads which currently don't have them. T

    In our response we supported the general principle of the scheme, and made the following specific points.

    Comments on the proposed measures

    • The consultation papers claim that the plans take into account the recent 'Safer Routes to School' proposals, however, the new speed tables recommended as part of the latter scheme for the Kingsgate Road/Messina Avenue junction do not appear on the diagram. We strongly recommend that these be installed.
    • In order to achieve 'a safer and more pleasant residential environment' motor traffic rat-running through the area has to be curbed, especially 'rush-hour' north-south using Kingsgate Road. We therefore recommend that serious consideration be given to the use of road-closures (as, for example, works very well in the Brent half of Kilburn, in particular to the south of Willesden Lane) to reduce through-traffic in the area.

    Suggestions for improvements to the street environment

    • Kingsgate Road. The carriageway of the section between Messina and Gascony Avenues is cobbled at both ends. This surface is very uneven in places and is awkward for people with narrow-wheeled vehicles (push-chairs, bicycles etc). We recommend re-doing these raised entries (not shown on your diagram). The paving is in very poor condition at the southern end of this stretch of Kingsgate Road (i.e., toward Gascony), indeed is quite hazardous. We further recommend that the southern entry to this section be made 'No Entry' to motor vehicles to cut down on through traffic
    • The Kingsgate Road/Gascony Avenue junction presents quite a few problems for pedestrians. A. there is no dropped kerb on the SW corner of Kingsgate Road. B. the carriageway on the SW junction cuts in very sharply into the pavement, in order, it seems, to create space for two lanes for traffic coming down Gascony Avenue. However, the traffic can almost never form two lanes due to the build-out just along to the left. The width of the carriageway, combined with the fact that Gascony Avenue bends to the left looking up toward Kilburn High Road, can make it troublesome for pedestrians to cross. Solution: continue the build-out toward the junction with only one lane.
    • Messina Avenue (west). Most people coming to Grange Park from the south walk along the south side of Messina Avenue and then cross directly by the park entrance (i.e., they don't use the build-outs to the west). This de facto crossing point should be facililated by either a raised table across the road or a pavement build out on the south side (instead of one of the parking bays).

     

34. 30/7/02 & 23/8/02: Safer Routes to School - St Albans C of E Primary.

    Camden's Safer Routes to School propoals for a school in a Baldwins Gardens (off Grays Inn Road) are as follows:

    • A raised speed table across each of the following roads at their junction with Grays Inn Road: Baldwins Gardens, Verulam St, Portpool Lane.
    • Pavement buildouts in Baldins Gardens opposite the school's entrance.

    In our response we strongly supported the scheme in intention and almost all of the execution, except that we did not like the pavement buildouts adjacent to the school. We felt that these would be dangerous for cyclists, and incompatible with Safer Routes to School for children who might want to cycle. We suggested a table across the same area, and if there was a problem with parking then bollards and a partial narrowing.

35. 30/7/02 & 23/8/02: Safer Routes to School - Kentish Town C of E Primary.

    The consultation proposal for this scheme includes the following measures:

    • pavement buildout on southern side of Islip St between Kentish Town Road & Wolsey Mews
    • contraflow cycle lane (through the above buildout) from Islip Road into Kentish Town Road (motor traffic will not be able to drive into Kentish Town Road),
    • extension in length of pavement buildout outside primary school entrance.

    CCC supported these proposals but asked for a proper segregated cycle track solution for the Islip St contraflow - see our final response here.

36. 30/7/02 & 23/8/02: Rochester Terrace Area: Vulnerable Road User Scheme

    The council is consulting on plans for:

    • a speed table across Wilmot Place at its junction with Rochester Road
    • pavement widening along the north west side of Wilmot Place between the Rochester Terrace and Rochester Road junctions
    • kerb buildout at the Wilmot Place/Rochester Road junction

    Up to 4 parking bays will be lost in Wilmot Place.

    We supported this scheme, but suggested that cycle parking stands could be provided on kerb buildout at Rochester Road/Wilmot St junction.

37. 30/7/02 & 23/8/02: Vulnerable Road Users: Theobalds Road/Lambs Conduit St junction

    The consultation proposal for this scheme includes the following measures for the Theobalds Road/Lambs Conduit Street junction:

    • Addition of green man pedestrian crossing phases for all arms of the junction
    • advance stop lines for the Theobalds Road arms of the junction.

    CCC supported these proposals, but strongly recommended that advance stop lines are also added to the other 2 arms of the junction (ie Lambs Conduit St & Red Lion St).

38. 30/7/02 & 23/8/02: BusPlus Eversholt Street

    As part of the BusPlus improvement programme, changes are planned for Eversholt Street outside Euston Station (the section between Euston Square and Phoenix Road).

    The main components are:

    • a southbound bus lane (which I assume to be available for cyclists) with hours of operation Mon - Fr 07:00 - 10:00, 16:00 - 19:00.
    • right turn bus only lane for southbound buses into Euston Square.
    • double yellow lines along the northbound kerb.
    • swapping the positions of the southbound bus stop & pelican crossing

    CCC generally supported this scheme as it will improve conditions for cyclists due to the bus lane and tougher vehicle parking restrictions.

    However we expressed strong reservations about the right turn bus only lane due to the lane swapping required which we suspect may make the road much more hazardous for cyclists. Non-bus motor traffic will have to move from the right hand lane (outside the bus lane) to the left hand lane (inside the bus only right turn) in the space of around 20 metres; this will lead to cyclists being pinched by motor traffic.

    On behalf of Camden's pedestrians we formally objected to moving the pedestrian crossing away north from its current position opposite the steps into the station, as it makes pedestrian access to the station less convenient.

39. 25/7/02 & 15/8/02: Cressy Road/Agincourt Road pedestrian crossing

    Camden Council is consulting on changes for the Cressy Road/Agincourt Rd junction (just to the south of South End Green). The main proposals are to add traffic signals at the junction, with a pedestrian crossing phase for 3 of the 4 junction arms, and to remove the 168 bus stand from South End Green to Cressy Road.

    Agincourt Road is one of the borough's nastier streets for cyclists due to its narrowness, and high traffic volumes & speeds, so slowing traffic down with a new set of lights is likely to improve conditions for cyclists. CCC supported this scheme but asked for an advance stop line to be incorporated into the southbound arm of the Agincourt Road junction.

40. 12/7/02 & 16/8/02: 20mph zones for Lymington Road & Birchington Road Areas

    The council is consulting separately over the introduction of 2 separate 20 mph zones for

    • Lymington Road area encompasses the following streets: Fawley Road, Honeybourne Road, Crediton Hill, Alvanley Gardens & Lymington Road.
    • Birchington Road area: Priory Terrace, Priory Road, Abbots Place, West End Lane (southern part only), Mutrix Road, Birchington Road.

    The council is finally planning to deploy raised speed tables at the zone boundaries (which we have been consistently pushing for with the last few such zones), and speed humps on all the roads within the zone. The latter measure is a welcome change from recent 20mph zones where speed cushions have often been deployed (which we have always opposed as a cycle-unfriendly measure).

    CCC formally objected to the aspect of the proposal for making the section of Lymington Road between Crediton Hill & West End Lane one way unless a cycle contraflow lane (or some other mechanism to permit 2 way cycle flow) is provided. We also strongly recommended that 2 way for motor vehicle access is maintained, and that if necessary parking bays be removed to permit this.

    CCC fully supported the Birchington Road proposal, and stressed the need for raised tables at the zone boundary (ie that this aspect of the proposal must not be watered down).

     

41. 20/6/02 & 8/7/02: In Town Without My Car Day 22nd Sep 2002

    The council is consulting on the area to be closed off for a car-free 'In Town Without My Car' day on Sun 22nd Sep. There are 2 options which involve streets in Bloomsbury.

    • Option 1: Around 10 streets in the area between Endsleigh Gardens (north) and Montague St (south), and Malet St/Gordon St (west) and Russell Sq/Woburn Place (east). See map here: http://www.greengas.u-net.com/CFD2002Option1.JPG
    • Option 2: Around 20 streets, with the area above extended southwards as far as Bloomsbury Way/Southampton Row. See map here: http://www.greengas.u-net.com/CFD2002Option2.JPG

    In our formal response to the council we expressed 'strongly support' for the principle of In Town Without My Car day, and whilst we supported both options above, expressed strong support for the larger option 2 area.

     

42. 15/5/02 & 10/6/02: Eton Avenue Roundabout Consultation

    You've all heard of the Swiss Cottage gyratory, and probably most of you try to avoid it. However Camden Council is now proposing creating a new roundabout in Eton Avenue (at the Winchester Road/Adamson Road junction) as part of the relocation of Swiss Cottage market to the western end of Eton Avenue.

    This is bad news for cyclists as its located on the popular Eton Avenue cycle route (used by many cyclists to avoid the Swiss Cottage gyratory). Even worse in this case is the council's proposals to make traffic go round in an anti-clockwise direction, thus complicating this junction and increasing hazards.

    This proposal appears to be as totally out of place for an area which will feature large numbers of pedestrians (and quite a lot of cyclists), and a wasteful use of space. Roundabouts are usually introduced to improve matters for motorists and increase junction throughput speeds - competent transport professionals will know that roundabouts and cyclists do not mix very successfully, as well as being aware that roundabouts are generally bad news for pedestrians (they have to detour around the roundabout to cross the junction).

    We think there is a good case for getting rid of the roundabout, and reclaiming either the north or south side of the junction as a paved pedestrian area.

    See our consultation response here.

43. 23/4/02 & 17/5/02: Chalk Farm Road banned right turn consultation

    Camden Council is formally consulting on whether to retain the banned right turn for motor vehicles from Chalk Farm Road into Castlehaven Road; the scheme also features a cycle track to allow cyclists to turn right..

    There has been much opposition to the banned motor vehicle turn from retailers in the area who claim to have seen a substantial drop in trade, and from residents groups who have seen an increase in motor traffic and dangers in streets such as Hawley Street, Hartland Road & Harmood Street.

    The scheme was implemented last September following a risk assessment of the area which identified the need to minimise or eliminate motor traffic from northern section of Camden High Street (next to the market) so that pedestrian capacity could be increased.

    Some local councillors are calling for the scheme to be scrapped (see local press below), and CCC suspects that without more public displays of support for this scheme (eg via the local press letters pages - see David Arditti's recent letter on the subject) there is a very real likelihood of this happening.

    CCC's view so far has been that the no right turn ban should remain, and that the council should develop more traffic measures which lead to further reductions in motor vehicle flows in this road.

    See our consultation response here.

44. 27/3/02 & 17/4/02: Regis Road Pedestrian/Cycle Link

    As part of a revised planning application for a 3-4 story office block at the site between 58 & 74 Holmes Road (this is where the pedestrian route through to Regis Road used to go), the council is 'considering improving links for pedestrians & cyclists between West Kentish Town and the tube station and shops in Kentish Town Road'.

    The possible options are :

    a) pedestrian and cycle route through 76 Regis Road linking Regis Road with Holmes Road (ie where the pedestrian route originally was), or

    b) pedestrian and cycle route between warehouse buildings linking the railway arch at Arctic Street with Regis Road opposite the Interchange business units.

    A number of us have been lobbying on route b) for several years, but it has been bedevilled with legal problems and lost paperwork, so it is heartening to see that something finally seems to have started moving on this.

    But I wonder why we can't have both options... its not as if pedestrians & cyclists are overwhelmed with measures in the area encouraging more use of sustainable transport modes.

    Our response to the council is here.

45. 18/3/02 & 12/4/02: Spaniards Road Pedestrian Crossing

    A pedestrian crossing of Spaniards Road is planned, in between the 2 bus stops (ie approximately half way between Spaniards Inn & Whitestone Pond); the aim is to help reunite the 2 halves of Hampstead Heath which are currently severed by fast flowing motor traffic.

    The options proposed are:

    1. A pelican crossing (ie push button with signals)
    2. Zebra crossing with speed cushions located on either side of the crossing.
    3. Zebra crossing with rumble strips located on either side of the crossing.

    I guess most pedestrians would prefer a zebra (you don't have to wait to cross), and cyclists would prefer option 3, as long as the rumble strips stop with a 1 metre gap next to the kerb.

    Bizarrely the pelican crossing option lists amongst its advantages 'increased safety for cyclists'! Anyone got any insight as to why this might be?

    Most alarmingly, surveys of traffic speeds list the average weekday speed at 41mph, and weekend speed at 45mph for this 30mph road. There's surely a good case for regular speed tables along this stretch, although the budget for this scheme is very limited; perhaps the police could help with a few speed enforcement sessions.

    See our final response here.

     

46. 20/3/02 & 27/4/02: Canfield Gardens/Finchley Road Public Space

    Transport for London & the council are planning to make substantial improvements to the area around Habitat, Waitrose & the tube station in Finchley Road.

    The existing service road outside Waitrose will be pedestrianised, and improvements will be made to a number of pedestrian crossing points in the vicinity; the taxi rank will be moved to Canfield Gardens next to the tube station.

    However in an incomprehensible step away from the integration of transport modes, the bus stop will be moved away from the tube station by a further 40 metres north up Finchley Road.

    Committee member David Arditti suggests our response should be to welcome the plan as far as it goes, particularly the pedestrianisation of the taxi road, but asking them to go further, by :

    • closing the end of Canfield Gdns,
    • changing the currently very dangerous arrangement of the junction of Goldhurst Terr and Finchley Road,
    • and making the adjacent sections of Goldhurst Terr and Broadhurst Gdns two way (there is adequate width), and
    • doing away with the gyratory round Waitrose, and
    • creating a completely pedestrianised "piazza" in front of the tube station, for bus interchange.

    Our response to the council is here.

47. 10/3/02 & 9/4/02: Safer Routes to Schools - St Eugene de Mazenod, St Mary's & Kingsgate schools

    The Council is proposing the following traffic calming measures and improvement proposals for the area taking in St Eugene de Mazenod Primary School, St Mary's Primary School and Kingsgate Junior and Infant Primary School (Mazenod Avenue, Quex Road and Kingsgate Road). NB: Quex Road and West End Lane north of the junction with Quex Road are proposed London Cycle Network routes.

    The proposals

    1. speed table along top of Mutrix Road where it meets Quex Road;
    2. raised table by existing zebra crossing on West End Lane;
    3. speed table along West End Lane (where it meets Abbey Road);
    4. pedestrian refuge and speed cushions on Abbey Road (near to Quex Rd junction);
    5. enlarged pedestrian refuge and speed cushions on Abbey Road (by church);
    6. two speed tables at Kingsgate Road/Messina Avenue junction;
    7. raised table/zebra crossing on Netherwood Avenue (close to junction with Kilburn High Road).

    Our response to the council is here.

48. Feb 02 & 16/3/02: Great Ormond Street one way

    Development work related to Gt Ormond Street Hospital have lead to the proposal to make Great Ormond Street one way westbound.

    CCC objected to these proposals, and we now understand that the scheme is unlikely to see the light of day.

49. 19/2/02 & 23/3/02: Malden Road pedestrian refuges/no waiting restrictions

    As part of the Malden Road traffic calming scheme the council has removed a number of pedestrian refuges (islands in the middle of the road); some local people have now pointed out that despite new speed tables, it is more difficult for pedestrians to cross the road. The reason given by the council for the removal of the refuges was to make room for advisory cycle lanes along Malden Road (which is on a London Cycle Network route).

    The council is now consulting on putting the refuges back in Malden Road:

    • on the northern side of the Grafton Terrace junction speed table (about 100m north of Simpson's Cycles)
    • on the northern side of the Queen's Crescent junction speed table (10 metres south of Simpson's Cycles)
    • just south of the Rhyl Street junction.

    If these refuges are restored, the council is proposing to remove the planned advisory cycle lanes for around 3 metres on either side of the refuge.

    To give you an idea of the impact, the proposed Grafton Terrace junction design is on our web site

    See our full response here.

50. Feb 2002 & May 2002: Air Quality Management Action Plan

    The council's monitoring of air quality shows that NO2 & PM10 (fine particle) exceed government health standards in parts of the borough, so the council is required to draw up an action plan in order to reduce pollutants.

    Whilst the council has some worthy proposals, CCC suggests that far more needs to be done :

    • CO2 is not currently covered by the plan - targets for CO2 should be added due to the need for Camden to play its part in slowing climate change.
    • the proposals for 'cleaner vehicles' all focus on improved engine technologies - what about the council using and promoting the use of human powered delivery machines?
    • the council has many staff categorised as 'essential car users' (the figure is believed to be in the hundreds) - the council must dramatically reduce this figure, and increase the number of essential cycle users from the current 40.
    • many people in Camden don't cycle because they have nowhere at home to put a bike - council housing stock could be upgraded with secure cycle parking for residents.

     

51. 21/1/02 & 15/2/02: Camden Cycle Plan Review

    The Cycling Plan with its 48 targets is arguably the best local authority strategy there is the UK for achieving on the ground improvements and thus increase the number of people who cycle.

    Whilst in some instances the council is proposing to lower targets are being lowered or extend timelines for achieving them, in other cases the targets are being substantially strengthened. To paraphrase one officer, Camden Council wants to set challenging but achievable targets, and it is important that we do not aim so high that the council is unable to get attain the majority of these targets.

    What is very clear that we are fortunate to have very high calibre officers working on the Plan's evolution, and our feedback is being taken very seriously.

    To give you a flavour of the changes being considered...

    • Target 2: Council will seek to acheive a 5% modal share for cycle use by 2002: proposed change to 7% by 2007. The reason for this proposed change is that there are no reliable figures for the proportion of journeys in Camden by cycle; CCC is in discussions on how this information can be acquired.
    • Target 13: No of adults receiving cycle training increasing by 10% per year to acheive total of 70 per year by 2005. Proposed change: to 200 adults per year by 2005. This change is due to Camden's training programme having been far more successful than originally expected. Note that 258 young people were trained last year.
    • Target 15: Repairing all dangerous damage on roads within 24 hours, and report back weekly to CCC on items raised on CCC web based snagging list. Proposed change is to drop the weekly report back to CCC as the council's own web based logging system makes CCC's redundant. CCC is worried as this change makes it impossible for us to track progress on potholes etc; however it believes that road surfaces have generally improved and that the new council procedures and much higher proportion of street inspections may be an adequate repolacement. We'd like to review this issue next year.
    • Target 32: Audit of all cycle route signage by Dec 2001 (now complete). Proposed new target: programme of signage upgrades to be complete by April 2004. CCC has also requested that a further audit be conducted in 2005 as much of the cycle network has yet to be completed in Camden.
    • Target 38: The council will work with police & others to reduce recorded thefts by 5% per year. See news item below.
    • Target 45: The council will provide sufficient cycle parking, lockers, showers and drying racks for 10% of council staff at main buildings by 2002. Proposed change of date to 2003. The council has provided a programme of changes which have been implemented or are planned at 9 their biggest sites; given the scale of work to be done, a 1 year slip does not seem unreasonable.

     

52. 18/1/02 & 14/2/01: Arlington Road/Delancey Street Safer Routes to School

    Camden Council is consulting on a Safer Routes to School s Scheme centred around Cavendish Primary School in Arlington Road, Camden Town.

    The proposals are:

    • Arlington Road : 3 sets of speed tables with kerb buildouts
    • Delancey Street: 2 sets of speed cushions (one to the east of the Arlington Road junction, and one to the west), plus a kerb buildout on the north west corner of the junction with Albert Street.
    • Repaint the road markings in Parkway at its junction with Camden High Street.

    There is no mention of cyclists in the consultation literature. As all of these roads are on official cycle routes it is important that CCC members give us their views of these proposals.

    Likely to be of greatest concern is the proposal for speed cushions Delancey St; this street is one way westbound, and the council are proposing to have 2 traffic lanes with speed cushions in each lane. Surely if the council wanted to introduce major reductions in road danger they would use speed tables instead of cushions (cushions are much less effective at slowing motor traffic), reduce the road to one lane of motor traffic, and with the space left add a cycle lane (or even a 2 way segregated cycle track).

    See our full response here.

53. 8/1/02: Illegal & Inappropriate Road Traffic Speed: House of Commons Select Committee

    The Transport, Local Government and the Regions Committee has decided to undertake an inquiry into the nature and effects of illegal and inappropriate road traffic speed in the UK. The Committee will wish to consider:

    The role of illegal and inappropriate speed in respect of:
    • causing crashes, and the severity of accidents;
    • reducing the quality of life in urban areas;
    • and the consequences of illegal and inappropriate speed for urban design

    The availability and reliability of research on the consequences of, and reasons for, illegal and inappropriate speed, and in particular, the reasons for the very high pedestrian casualty rate;

    The extent to which the problems associated with speed should be tackled by:

    • better enforcement;
    • road re-design and traffic calming;
    • road re-classification;
    • physical measures to separate pedestrians and cars (e.g. barriers);
    • technology (e.g. through Intelligent Speed Adaptation and car designs which promote pedestrian protection);
    • education to improve drivers' and motor cyclists' behaviour and pedestrian and cyclist awareness;
    • changes to speed limits;
    • and what specific policies should be implemented.

    The extent to which relevant bodies are taking the right actions

    • Whether local authorities, DTLR, the Highways Agency, the police and Home Office are providing a co-ordinated approach to speed management, and what they should do
    • Whether the sentences imposed by magistrates and judges on those convicted of speeding offences have in all cases been appropriate and what other approaches ought to be considered
    • Whether motor manufacturers, the national press, TV programmes about motoring and advertisers have shown an appropriate attitude to speed, and how they should change

    The role of speed management strategies

    Witnesses are invited to submit memoranda to the Committee before Tuesday January 8. Memoranda should consist of up to six A4 pages on computer disk in either ASCII, Word or Word Perfect 8 with a single additional hard copy.

    David Harrison, Committee Clerk, Transport, Local Government and the Regions Committee, House of Commons, 7 Millbank, London SW1P 3JA. Telephone: 020-7219 3266 ; Fax: 020-7219 6101 ; E-mail: tlrcom@parliament.uk

    In the event CCC was unable to find the time to submit evidence.

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    Campaign Responses to Consultations since 2000

    • West Euston 20mph zone: 7/12/02
    • Hunter St/Handel St New Zebra Crossing: 30/11/02
    • Fairfax Roundabout: 1/11/02
    • Safer Routes to School: University College & Devonshire House Prep Schools: 24/10/02
    • Willesden Lane/Kilburn High Road Traffic Lights: addition of pedestrian phase: 7/10/02
    • Bartholomew Road Area 20mph Zone: 28/9/02
    • North/South LCN Route 6: 26/9/02
    • St Pancras Way: Two Way Segregated Cycle Track: 25/9/02
    • Safer Routes to School - Kentish Town C of E Primary: 20/8/02
    • Eton Avenue NW3 Proposed Changes: 10/6/02
    • Chalk Farm Road/Castlehaven Road: Retention of Banned Right Turn: 17/5/02
    • Design Proposals for Canfield Gardens: 15/4/02
    • Kilburn Safer Routes to Schools (West End Lane Area): 9/4/02
    • Pedestrian & Cycling Links for West Kentish Town/Regis Road/Kentish Town Road: 17/4/02
    • Spaniards Road Pedestrian Crossing: 14/4/02
    • Malden Road Consultation on Island Refuges & Waiting Restrictions: 23/3/02
    • Safer Routes to Schools for Cavendish Primary School, Arlington Road: 14/2/02

      

      West Euston 20mph zone

      7/12/02

      Questionnaire responses

      We support the introduction of traffic calming measures in Cardington Street.

      We support option One: YES (but not option two).

      We support the introduction of a 20 mph zone.

      Further comments

      We strongly support Option One. However, we are disappointed that no entry treatments are planned for roads leading into the zone. We strongly recommend that Cardington Street and Drummond Street both have entry treatments at their junctions with Hampstead Road. We would point out that cyclists going north up Melton/Cardington Street often encounter motorists coming out from Drummond Street in an aggressive and dangerous manner, and hope that the proposed raised junction designs out such behaviour.

      We are not happy with Option Two. We are in general opposed to the introduction of one-way systems *. We therefore formally object to the proposal to make the central stretch of Drummond Street one way unless a cycle contraflow along all one way sections of Drummond Street is implemented.

      The proposal to make the central stretch of Drummond Street one-way east bound seems particularly unwise, as this will only encourage motor traffic to treat it as a rat-run to avoid the Euston Road. At least at present, the intermittent west-bound traffic along that stretch obliges east-bound vehicles to proceed less recklessly than they are otherwise prone to. <