Traffic Management Schemes

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

Summary of Camden Traffic Management Proposals

For Januray - March 2003.

The first section of this page covers asummary 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.

Paul Gasson, Camden Cycling Campaign Coordinator.

1. 14/3/03 & 21/3/03: Kilburn - Local Streets & Transport Plan

   The council's new area-wide approach to delivering improvements to 'traffic, highways and the streetscape' is this time focussed on Kilburn. For the purposes of this programme the area is bounded by Richborough Road, Shoot Up Hill, Kilburn High Road, Greville Place, Boundary Road, Finchley Road, Hilgrove Road, Belsize Road, Abbey Road, West End Lane, and the rail line running to the south of Sumatra Road/Westbere Road.

   There is an extensive questionnaire which includes:

   • 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?
   • Do any streets have problems with too much traffic or too high speeds?
   • Where are new pedestrian crossings needed?

   The boundary chosen for this scheme seems less than ideal for area wide treatment. Unfortunately we only received this consultation a week before the deadline.

   Our response is here.

2. 8/2/03 & 4/3/03: Castlehaven Road Traffic Calming

   The council is planning to implement the following traffic calming measures in Castlehaven Road (which runs south from Prince of Wales Road to Hawley Road):

   • speed tables across full junction for the following side roads: Clarence Way, Lewis Street & Castle Road.
   • flat topped hump just to the south of Kelly St junction.
   • new zebra crossing next on speed table just to north of Clarence Way junction.
   • removal of existing traffic islands (pedestrian refuges) around Castle Road junction.
   • new stop signs on Castle Road arms of junction (to 'prevent motorists from over shooting junction').
   • some minor parking bay changes.

   CCC's response:

   The Camden Cycling Campaign (CCC) is pleased to be consulted about these proposals which we anticipate will have a net beneficial impact for vulnerable road users such as pedestrians & cyclists due to the speed reduction of motor traffic.

   CCC strongly recommends that as part of this scheme a cycle gap be introduced at the point Kelly Street meets Castlehaven Road. The Kelly Street road closure is one of the few left in the borough which the council's 2002 road closure/cycle gap audit reported as having no gaps for cycles (contact Natasha Brown for more details); the council is committed in principle to improving access for cycles. We recommend that in order to minimise the impact on pedestrians, the footway should have a dropped kerb for cycles (ie cyclists effectively have a flat topped hump to negotiate across the footway), rather than lowering the pavement for pedestrians.

   The consultation letter text implies that the council will take this opportunity to remove what (at around 6 foot long) is possibly the UK's shortest segregated cycle track in Castlehaven Road (just to the south of the Castle Road junction). CCC strongly supports the removal of this facility which we regard as detrimental to cyclists safety (and which a national cycling magazine lampooned some years ago).

   We asked Aaron Banfield for details of which pedestrian refuges were to be removed at the Castle Road junction, but at the time of writing had yet to receive a response. However irrespective of which are to go, we question the justification for the removal of any refuges, as the removal of any will increase dangers and reduce convenience for pedestrians who wish to cross roads at this junction.

   Finally, CCC regrets that the council has not decided to take this opportunity to improve the unsatisfactory junction with Hawley Road, which is difficult to negotiate for some cycle manoeuvres involving access between the main carriageway and the cycle track, and which is very inconvenient for pedestrians.

    

3. 7/2/03 & 19/2/03: Grays Inn Road - new pedestrian refuges & pavement buildouts

   Work will be starting in 'mid February' on the following changes to Grays Inn Road between its junctions with Acton St & Theobalds Rd/Clerkenwell Rd, 'to reduce the high numbers of speed related accidents involving pedestrians, motorcycles, pedal cycles and overtaking vehicles'.

   Measures include:

   • A new pedestrian refuge island outside 171 Grays Inn Road
   • A new pedestrian refuge island outside 157 to 163 Grays Inn Road
   • A new pedestrian refuge island outside 200 Grays Inn Road
   • Entry treatment at the junction of Coley Street and Grays Inn Road
   • Relocation of zebra crossing outside 65/67 to outside 65/63 to avoid the tree adjacent to 65/67
   • Entry treatment at the junction of Northington Street and Grays Inn Road

   A phase II of the scheme involving pavement buildouts at unspecified locations is planned for 2003/4. No plans were sent out as part of this consultation.

   CCC's response:

   The Camden Cycling Campaign (CCC) is very concerned about the Grays Inn Road local safety scheme proposals.

   Whilst we appreciate that the central pedestrian refuge measures should improve safety for pedestrians, we disagree with the assertion made in the consultation text that accidents will be reduced for cyclists. This is a highly unlikely outcome unless cyclists are put off using this road & displaced onto other streets.

   We believe that the new road narrowings (past the refuges) will lead to 'pinching' of cyclists by motor vehicles trying to overtake cyclists on the approach to or at these new refuges. Our concerns are heightened by the increased traffic speeds within the new congestion charging zone, and the consequential increase in risks to cyclists.

   A cycle audit should have been undertaken (we understand that this is a requirement in Camden for all new proposals). What were the conclusions of this audit?

   We requested a set of plans so that we could review carriageway widths, and the impact of parked cars, but these have failed to arrive. We are therefore unable to be more specific about our concerns or offer any suggested measures which would help offset our worries about cyclist safety.

   We are also concerned about the 'fast track' consulation process being deployed for this scheme. The lack of detailed information (eg what were the casualty statistics by mode for this stretch of road) and short consultation/implementation timescales means that there is a much higher risk that this safety scheme could actually deliver an increased rate of casualties.

   We therefore have little option but to formally object to these proposals on the grounds that on the information we currently have this scheme will increase cycle casualties.

   We are sorry that CCC is unable to be more constructive at this point, but welcome any further information on this scheme so that we can reply with more supportive suggestions.

    

4. 31/1/03 & 28/2/03: Albany Street puffin crossing & bus lane

   The scheme includes the following measures in Albany Street

   • conversion of existing zebra crossing to a Puffin* crossing next to the Chester Gate junction
   • a southbound bus lane (7am - 7pm) for part of Albany Street
   • several pavement buildouts on the eastern side of the road
   • a new island mid way between Chester Gate & Robert Street to split the right turn lanes.

   *Puffin crossing: a push button signalled crossing with a detector which stops the lights going green for vehicles until all pedestrians are off the road.

   Albany Street is a London Cycle Network route, so I am keen to see the cycle audit which should be conducted on these proposals.

   CCC's response:

   We do not support the zebra to puffin conversion. We do support the Bus lane and waiting and loading changes.

   The bus lane will be of benefit for southbound cyclists, but reduces road width for northbound traffic. Furthermore the pavement buildouts & the island to split the right turn lanes further reduce carriageway width. Depending on the road widths left from the above measures, there may be greater hazards for cyclists. Please advise what measures have been taken to audit the impact of this scheme on cyclists?

   We are further concerned about the protection & allocation of road space to the right turn into Chester Gate, as this may serve to facilitate post-congestion charging rat running.

   Finally, as you know the Campaign's membership has developed an interest in pedestrian issues, and therefore wishes to make the following points on behalf of those on foot.

   The decision to convert the zebra to a Puffin crossing is likely to be much less convenient for most pedestrian users as they have to wait to cross. Such a measure is appropriate only if children, elderly people and people with disabilities represent an exceptionally high proportion of all pedestrian users.

   The use of staggered pedestrian crossing with guardrailing is not a pedestrian friendly measure, as it requires to pedestrians to wait in metal 'cage' in the middle of the road for a second set of signals to change in their favour.

5. 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.

6. 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.

   

   Campaign Responses to Consultations since 2000

   • Kilburn Local Streets & Transport Plan: 24/3/03
   • Holborn Local Streets & Transport Plan: 19/1/03
   • Gospel Oak Local Area Streets & Transport Plan: 4/1/03

   

   Kilburn Local Streets & Transport Plan

   24/3/03

   B2. Streets with too much or too fast traffic.

   • Maygrove Road
   • Iverson Road
   • Broadhurst Gardens (humps not frequent enough).
   • Belsize Road (perceived by cyclists as very hazardous so many avoid it)

   D1 Cycle parking

   More cycle parking locations are required here:

   • Cycle parking outside Sainsburys in Kilburn High Road as the guard railings have recently been removed. Note that there is plenty of pavement space for further cycle parking on the Brent side of the road opposite.
   • Minimum of 2 parking stands for each block of Kilburn High Road with shops.
   • Minimum of 2 parking stands for each block of West End Lane with shops.

   D2. Cycle lane markings in the area

   Markings should be applied for all cycle routes through the area (as marked on the council's cycle map publication) which do not have any specific measures, cycle logos are marked on the road surface.

   Note that cycle logos must NOT be placed abutting to motor vehicle parking bays (as it encourages cyclists to pass too close to parked car doors); instead they should be placed with no less than a 1m gap between the bay marking and the inside edge of the cycle logo.

   CCC can provide a list of roads fitting above criteria if required.

   D3. Other measures to encourage cycling.

   1. Allow cyclists to turn right from Compayne Gardens to West End Lane.

   2. Allow cyclists to turn right from Belsize Road to Kilburn High Road

   3. There are two narrow roads with parking on both sides where cars get stuck behind cyclists a lot of the time - Broadhurst Gardens and Belsize Road. How about signs explaining to motorists that cyclists are in the middle of the road to avoid being hit by car doors?

   4. Consider cycle contraflow lane or two way segregated facility to allow cyclists to travel from Hillgrove Road to Adelaide Road without going all the way round the Swiss Cottage gyratory. See

   5. Provide cycle contraflows in the one way sections of Priory Road, or make Priory Road between Belsize Road and Abbey Road two way with a plug to prevent through motor traffic.

   6. Provide cycle link from Belsize Road into Finchley Road (alongside the quiet blocked-off section by the tube station entrance); this would greatly enhance the value of the Finchley Road/Eton Avenue cycle track.

   Other ideas

   How to encourage more walking & cycling?

   Please review the cycle and pedestrian audits for road closures, signalled junctions and one way streets for each street in the Kilburn area (this exercise was managed by Natasha Brown and completed Jan 2002). There are many very good ideas here.

    

   Paul Gasson, Camden Cycling Campaign Coordinator

   

   Holborn Local Streets & Transport Plan

   19/1/03

   Key elements of Camden Cycling Campaign response to questionnaire

   B2. Streets with too much or too fast traffic.

   • Lambs Conduit Street: too much traffic, and almost all of it (illegal) through traffic.
   • Guilford St: too much traffic, which at off peak times often travels too fast for conditions

   D1 Cycle parking

   More cycle parking locations are required here:

   • Minimum of 2 parking stands for each block of Theobalds with shops. The section of Theobalds Road between Drake St and Lamb's Conduit St is particularly in need of cycle parking.
   • Minimum of 2 parking stands for each block of Clerkenwell Road with shops.
   • Minimum of 2 parking stands for each block of High Holborn with shops.
   • Bikefix, 48 Lambs Conduit Street, WC1.
   • Red Lion Square outside Conway Hall.

    

   D2: Cycle lane markings in the area:

   Markings should be applied for all cycle routes through the area (as marked on the council's cycle map publication) which do not have any specific measures, cycle logos are marked on the road surface.

   Note that cycle logos must NOT be placed abutting to motor vehicle parking bays (as it encourages cyclists to pass too close to parked car doors); instead they should be placed with no less than a 0.75m gap between the bay marking and the inside edge of the cycle logo.

   CCC can provide a list of roads fitting above criteria if required.

    

   D3. Other measures to encourage cycling.

   1. Cycle route connecting passage between Queen Square & Guilford St - at present used by cyclists illegally or pushing their bikes. This would allow connecting from Lambs Conduit via Gt Ormond St. If the one way on Herbrand St was changed to include a northbound cycle route that could provide a nice East-West up to 7 stations route at Tavistock Place.

   2. Segregated pedestrian/cycle track along Great Turnstile (this is marked as an LCN route on Camden Council's cycle route map). Currently cyclists are instructed to "dismount", yet a number of judges frequently cycle down this alleyway. This route should be signposted from Lincolns Inn Fields, High Holborn & Red Lion Street.

   3. Cyclists travelling eastwards along Guilford Street (LCN route) experience difficulties turning right into Lambs Conduit Street. We suggest that green surfacing, cycle logos and advisory cycle lane markings could be used on the carriageway on the left hand side, with a shallow (ie 5-10 degree) diagonal cycle lane marked across the carriageway to an advisory or mandatory cycle lane in the centre of Guilford Street on the approach to the right turn into Lambs Conduit Street. This centre of the road lane would ideally terminate opposite Lambs Conduit Street with a traffic island and bollard.

   4. Cyclists travelling westwards along Guilford Street (LCN route) also experience difficulties turning right into Lansdowne Terrace (where there are many near misses with cyclists). We suggest a similar solution to the Lambs Conduit Street turn above, although it is likely to be necessary to remove a few parking bays in Guilford Street just to the west of the junction to retain sufficient carriageway space. Ideally this junction would be signalled, with an advance stop line.

   5. Partly due to the encouragement of cycling by the National Hospital in Queen's Square, there is clear demand for a cycle route which link Queen's Square to Guilford Street (via the wide pedestrian link between the 2 roads), and on to Hunter Street. An eastbound contraflow cycle lane would then be required in Guilford Street as far as the Greville Street junction, followed by a northbound contraflow in Greville Street. Bother of these contraflows would require the removal of some parking bays to free up road width and reduce the risk of cyclists running into opening cars doors. Consideration also needs to be given to facilities for cycling between Queen's Square and Theobalds Road.

   6. Enforce widely flouted 'except for access' restrictions in Lambs Conduit Street as cyclists are at risk from motorists speeding through; also improve cycle facilities which make it tricky for cyclists to travel along the street in safety if vehicles are using it. The best option would be a physical closure either at one end, or in the middle; then much of the obstructive street furniture could be removed.

   7. Procter Street WC1 - there are lanes on each side signposted for buses, taxis and cycles but on the road the markings are for buses only. It is commonplace to be hustled by bus drivers coming up close behind. There should be cycle markings on the lanes to conform with the signposts.

   8. The cycling contra-flow on Lambs Conduit Street is heavily trafficked by cyclists, but few seem to use the entry points as designed (because they're awkward for one thing, but large bits of rubbish are also frequently placed there). We understand that their purpose may be to discourage motorbikes from entering the street, but they are difficult to negotiate and all they really do is funnel cyclists into the oncoming path of cars. We recommend a review of this aspect of the scheme to see how they can be made more cycle-friendly. Signage needs to be improved to ensure that oncoming motorists understand that contraflow cycling is allowed; motorists (and even police officers) have told cyclists that they are not permitted to travel south along the street.

   9. The illegal through use of Lambs Conduit St by large numbers of northbound motor vehicles (including the police when not on emergency calls) is a substantial deterrent to use by cyclists of this strategically important cycle route. We recommend clearer signage so that all motor vehicle users understand that they are not permitted to use this as a through route Note: Local police do not appear to appreciate that they are not supposed to drive through unless on emergency calls &endash; if they disobey the restrictions why should other motorists heed them?

   10. Improve Southampton Row/Theobalds Road junction to permit northbound cyclists in Southampton Row to turn right into Theobalds Road. Reason is that current route via Southampton Place & Vernon Place is circuitous and dangerous for cyclists (due to need to cross heavy & often aggressive traffic streams).

   11. Liaise with Islington Council to get junction of Clerkenwell Rd with Farringdon Rd made more cycle friendly (there have been 2 cyclist deaths here in recent years). In particular complete cycle track through junction and across bridge (bridge section currently closed). Current temporary arrangement is dangerous as guardrailing blocks eastbound junction exit opposite cycle track and cyclists unfamiliar with area collide with this barrier.

   12. Improve Queen's Square area permeability for cyclists via a shared pavement scheme along Cosmo Place (between Queens Square & Southampton Row); consider incorporation of a cycle crossing at/adjacent mto the current pedestrian crossing in Southampton Row.

   13. The Theobalds Road/Grays Inn Road/Roseberry Avenue junction is dangerous for eastbound cyclists crossing the junction to travel along Clerkenwell Road. The problem is eastbound motor traffic in the outside lane cutting across cyclists' path in order to turn left into Roseberry Avenue. This hazard is exacerbated by the bus lane as it causes motorists to be positioned in the lane to the right of cyclists. This junction must be reviewed for potential cycle-friendly improvements.

    

   E Walking & 'Living Streets': potential for more social/recreational areas?

   • Red Lion Square
   • Lambs Conduit St (traffic calmed section)
   • Lambs Conduit St/Guilford St junction. Potential for road space on southern side of junction to be returned to pavement area, especially if one arm of junction was closed to motor traffic.
   • John Street - carriageway is unnecessarily wide so there is potential to return some of it to pedestrian use.

    

   Other suggestions

   How to encourage more walking & cycling?

   Please review the cycle and pedestrian audits for road closures, signalled junctions and one way streets for each street in the Holborn area (this exercise was managed by Natasha Brown and completed Jan 2002). There are many very good ideas here.

   Paul Gasson, Camden Cycling Campaign Coordinator

   

   Gospel Oak Local Area Streets & Transport Plan

   4/1/03

   Key elements of Camden Cycling Campaign response to questionnaire

   B2. Streets with too much or too fast traffic.

   The following have inappropriately high traffic speeds: Prince of Wales Road, Parkhill Road, Mansfield Road, Grafton Road (speed cushions are ineffective), Fleet Road, Agincourt Road, Harmood Street, Clarence Way, Hawley Road, Castlehaven Road (between Hawley Road & Prince of Wales Road), Castlehaven Road/Hawley Road (ie the whole section between Chalk Farm Road & Kentish Town Road), Queens Crescent (particularly hazardous between Malden Road & Grafton Road junctions), Grafton Terrace (plans for cushions as part of 20mph zone scheme will not slow traffic adequately).

   C4d. How to make local bus services better - 'other issues'

   • Enforce new bus lane which is being widely flouted in Haverstock Hill (southbound lane, just north of Adelaide Road junction).
   • Improved training for drivers so that they treat passengers like customers, and don't try to drive their vehicles like formula one racing cars (hard braking/acceleration).
   • Provide suitable support for those drivers who are experiencing serious frustration/anger with difficult passengers or road conditions.
   • Review pressures on drivers caused by inappropriate performance requirements from privatised bus companies; do not award bus service contracts to companies which have a poor record in this respect.
   • Introduce scheme with regular monitoring of driver behaviour, with a '3 counts and you are out' system applied to those who fail to improve.

   D1b. More cycle parking

   • Outside the following cycle shops
     • Camden Bikes: 3 Camden Road, NW1.
     • Chamberlines: 71 Kentish Town Rd, NW1.
     • Simpsons Cycles: 116 Malden Road, NW5.
     • Cycle Surgery Camden: 44 Chalk Farm Rd, NW1.
   • Queens Crescent Market at the western end of the market (near to Malden Road junction).
   • Kentish Town Swimming Pool, adjacent to Grafton Road entrance. More cycle parking is required than is currently present. Should also convert existing 'butterfly' design (which only hold front wheel so are very insecure) to standard sheffield rack design.
   • In Chalk Farm Road in vicinity of Camden Lock Market (eg near the optician's on the corner of Hawley Road) and Stables Market. The complete absence of cycle parking provision for visitors to the market is a major issue.
   • At the Royal Free Hospital - the absence of any facilities should be a major embarrassment for the Council and Health Authority.
   • Malden Road pavement buildout to south of St Dominics bus stop
   • Outside Belsize Park Underground station on Housing's side road adjacent to Russell's Nurseries (as suggested by Cllr. Harrison in 1999).
   • On the opposite side of the road to the Stags Head, Hawley Road (as suggested by Cllr. Harrison in 1999).

   D2. Cycle lane markings in the area

   All cycle routes through the area (as marked on the council's cycle map publication) which do not have any specific measures, cycle logos are marked on the road surface.

   Note that cycle logos must NOT be placed abutting to motor vehicle parking bays (as it encourages cyclists to pass too close to parked car doors); instead they should be placed with no less than a 0.75m gap between the bay marking and the inside edge of the cycle logo.

   CCC can provide a list of roads fitting above criteria if required.

   D3. Other measures to encourage cycling.

   • The absence of any cycle route through the Lismore Circus area was a major oversight during the refurbishment of the area. We propose a cycle route from Haverstock Road passing the end of Wellesley Road through to the east side of the Circus by the hairdressers, joining up to the nameless road which runs between Lamble St and the Mansfield Rd pedestrian crossing.
   • Introduce cycle gaps in the following road closures:
     • Kelly Street/Castlehaven Road
     • Wilkin Street
   • Add cycle contraflow lane or no-entry plug to short one way section of Inkerman Road (at Grafton Road) junction. This would give a good east/west route through from Prince of Wales Road/Queens Crescent via Wilkin Street.
   • Cycle logos required on south side of the useful cycle gap for the Hadley St/Castle Road road closure (to deter vehicles from parking & blocking the gap). Cobbles on south side of closure present a 1.5" edge which cyclists have to 'bunny hop' over onto an uneven surface; these should be lowered to max. 0.5" lip. Cyclists regularly use the dropped kerb 30 metres to the east & cycle along the pavement to reach this gap, rather than risk breaking spokes negotiating this kerb.
   • Malden Road (St. Dominics/Shaw Corner) width restriction with cycle bypasses. Motor traffic is slowed by around 20% to 30 mph by the width restriction, but the 1% of cyclists who use the bypass are slowed by at least 50% to around 5 mph due to the tight turns required upon entry and egress. The solution is simple: cut the kerb buildouts back by around a metre, and reduce the kerbline angles. Work to realign kerbline for the cycle bypass entrance and exits to the width restriction still only 30% complete, despite many site visits and the involvement of Cllr. Gerry Harrison since CCC first raised issue in March 1997. CCC can provide further background detail and clear design requirements if necessary.
   • Hawley Road. St Pancras bollard required at eastern end of segregating island in Hawley Road at is junction with Kentish Town Road, as delivery vehicles for the pub reverse back across the junction and park over the island, thus blocking the segregated cycle track. This is neither safe for cyclists who are forced on to the main carriageway, nor pedestrians who encounter the reversing lorry. Cycle logos are also required on track surface.
   • Complete the shared pedestrian/cycle path between Regis Road & Spring place which has been half completed for 2 years, and has recently been closed off by a locked gate. The work required includes completing legal negotiations between the various land-owning parties, and installing street lighting and surfacing.
   • Many people don't cycle as they have nowhere secure to store a bike, either due to small flat, or being unable to carry the bike up one or more flights of stairs. We suggest that Camden pilots an innovative scheme for free or low-cost bike parking, perhaps using one of the Housing Department's many unused underground garages.
   • Housing Department has no policy on cycle parking; in fact it has had a programme of clearing communal stairwells of bicycles. This means that few council tenants will be able to use a bicycle to travel around Camden, yet the Housing Dept provides garages for car parking.
   • We propose that Camden end this inter-departmental policy anomaly by introducing secure cycle parking facilities for all of its blocks. Initially this would be easiest to achieve where the council currently has garages one or more of which could be converted to secure cycle parking. The Gospel Oak area is ideal for such a pilot scheme.
   • High profile advertising campaign for Camden Council's excellent cycle training programme.

   E2. New pedestrian crossings

   Zebra crossings required:

   • Prince of Wales Road somewhere between the Crogsland Road & Queens Crescent junctions (need to establish where highest pedestrian desire line is).
   • Parkhill Road adjacent to the Tasker Road junction

   E5. Signage required for pedestrians?

   • Talacre Park & sports centre
   • Queens Crescent market (eg from Southampton Road via Lismore Circus)
   • Regis Road recycling centre (via Spring Place route)

   E8. Potential social/recreational areas.

   • Outside St Dominics church in vicinity of bus stop at Malden Road / Southampton Road jct.
   • Ashdown Crescent at either of its junctions with Queens Crescent. Could put a road closure somewhere along Ashdown Crescent as through vehicle access seems to be unnecessary.
   • Queens Crescent at its junction with Prince of Wales Road.
   • Wilkin Street in vicinity of Talacre Park entrance.
   • Rhyl St (as already being investigated by council).

   Other ideas

   How to encourage more walking & cycling

   • Please review the cycle and pedestrian audits for road closures, signalled junctions and one way streets for each street in the Gospel Oak area (this exercise was managed by Natasha Brown and completed Jan 2002). There are many very good ideas here.

   How to encourage more walking.

   • Gilden Crescent. This street has two crossovers (opposite one another) without dropped kerbs (How did this happen as pavements were recently relaid and I thought that dropped kerbs were automatically provided now?). The southern crossover is no longer required, so it should be removed.
   • Gilden Crescent. The southern section of pavement next to the 'fire access' zig-zag markings is parked on by vans and 4WD vehicles. One bollard in the middle of the widened section of pavements should be sufficient to put a stop to this practice.
   • Malden Road/Malden Place road closure. Road surface from Malden Road into closure is badly pitted leading to trip hazard for pedestrians. Despite double yellow lines drivers visiting off licence and Indian takeaway often park nose into closure thus forcing pedestrians to walk in the carriageway.
   • This section of 'dead' carriageway should be turned into standard raised footway (with a fairly steep ramp from pavement to road to discourage pavement parking),
   • Progress proposals (championed by Cllr. Gerry Harrison) for a new cycle/walking link between Lismore Circus and Kentish Town, alongside the railway.

   Paul Gasson, Camden Cycling Campaign Coordinator