Cycle Enfield Consultion is now underway
The final designs for the Cycle Enfield/Mini Holland cycle superhighway were unveiled at the Fox Pub, (July 16th - July 18th) to build a continuous segregated cycle route along Green Lanes, from Enfield Town to Broomfield Lane, in Palmers Green. The consultation on whether this project should go ahead runs until October 9th 2015.
The plans run to seventeen pages, they are difficult to interpret, but a guide to each section of the route will be compiled by an expert traffic engineer to help you to understand the proposals. Here is the 'unofficial' guide to what is proposed.
Click on the image to read it and also to participate in the consultation on either one or more sections of the proposed route.
Firstly the timeline
Public Consultation July 17th – October 9th Oct 2015 (12 weeks)
Enfield Scheme Approval – December 2015
TfL Scheme Approval – March 2016
Detailed Design December 2015 to May 2016
Scheme Build – May 2016 to October 2016
In the guide, you will see each section of the proposed route, plus an analysis of the changes that are being proposed.
Here are some of the problems that the Cycle Enfield consultation is NOT going to tell you about.
Significant loss of parking
* Under these plans there would be massive loss of parking along the route, for households and businesses, from Palmers Green to Enfield.
* Very little residential parking on London Road, Park Avenue, Village Road and Ridge Avenue.
* Completely changing the nature of the service roads on London Road, between Roseneath Walk and Lincoln Road, and on Ridge Avenue (at Avenue Parade) plus the removal of parking on Bush Hill Road.
* No parking on the west side of Winchmore Hill Broadway between Compton Road and Station Road.
* The removal of the Compton Road triangular island, the small roundabout and both roads slip roads at the junction with Station Road and Ford Grove.
* Removal of parking on the east side of Green Lanes between Hazelwood Lane and Lodge Drive in the Palmers Green shopping centre.
* Removal or relocation of the iconic local landmark The Triangle at the Green Lanes /Aldermans Hill junction in Palmers Green and its possible replacement with a characterless "Dutch style shared space roundabout".
* Removal of service road on Avenue Parade (Ridge Avenue) and removal of parking on Bush Hill Road.
This would make it very difficult for businesses and residents who reside in these properties, as well as for visitors, deliveries, rubbish collections, tradesmen, skips etc.
In some instances new parking spaces are "relocated to side roads". However, most of these side roads are already widely used for parking.
There is no guidance provided on how any new parking bays in side roads could be reserved for the use of residents, business owners and visitors who would previously have parked on the A105. This could only be achieved by creating one or more Controlled Parking Zones (CPZs) but there is no mention of any plans to do this.
The parking figures provided on the drawings do not always relate to the area being shown on the map and no indication has been provided on the methodology used to provide data on 'average' number of cars parked. Many people who live and work in the area who have looked at his analysis believe that it is a gross under-estimate of kerbside parking usage.
Economic risk assessment
Cycle Enfield has provided no assessment of the economic risks to businesses that could arise from:
* Reducing the on-street parking
* Making it harder for people to cross roads
* Restricting the flow of traffic in the locality
A number of traffic islands would be removed, and zebra crossings moved.
* Most of these existing crossings are located at points where the maximum number of people would want to cross – close to bus stops, adjoining roads, shopping parades and other destinations such as churches, theatres, shopping parades and health clinics.
* Removing or relocating would not only inconvenience pedestrians but would also be likely to encourage more people to risk crossing the road at locations where there is no crossing.
There are literally hundreds of dropped kerbs on this route, where residents and business owners/visitors will have to cross/reverse in or out across the cycle lane to park on or exit from their property.
Whilst Enfield Council currently has had a policy of refusing planning permission for new footway crossovers (for environmental reasons), it is understood that new applications to allow off-street parking to take place will be looked on favourably to compensate for the lost of on-street parking.
* If continuous cycle lanes were to be installed on both sides of the A105 route there would be increased congestion for other road users. This is because most of the road would then not be wide enough for more than two lanes of traffic.
* It is proposed that the northbound bus lane on London Road approaching Enfield Town would be removed as would part of the southbound bus lane on Green Lanes approaching the junction with North Circular Road.
* If a bus or another vehicle is stopping or a vehicle is turning right, following traffic would be unable to pass. For example this would be the case at the junction with Barrowell Green. Enfield's only waste recycling centre is located in this road.
* As stationery traffic is a major pollutant, air quality in the area would suffer.
It is proposed that most of the bus stop yellow road markings would be located in the main carriageway, so that a stationary bus would cause an obstruction to following traffic. This would occur at 28 (82%) of the 34 proposed bus stops on A105 between Cecil Road and Palmerston Crescent.
* At 26 (76%) of these proposed bus stops bus passengers would have to cross a cycle lane to board and alight from a bus. This is obviously a potential safety risk, especially for people travelling with young children and the elderly.
* Some bus stops would be moved and even removed, including stops which are currently widely used by school children and elderly residents. TfL guidelines regarding bus stops state that "generally they should be situated near places of particular need, such as local shops, libraries, clubs, health facilities and sheltered housing". They also state that "an ideal spacing for bus stops is approximately 400m, although a closer spacing in town centres and residential areas may be necessary to meet passenger requirements".
Also, "an ideal spacing for bus stops is approximately 400m, although a closer spacing in town centres and residential areas may be necessary to meet passenger requirements".It is proposed that the bus stands at the left turn slip roads from Green Lanes into Fords Grove and into Hedge Lanes would be removed. This would mean that buses would no longer be able to turn around those two locations. No proposals for of any alterative turning arrangements have been agreed because with TfL and the bus operating companies.
What will the new cycle lanes look like?
The town centre designs ie Palmers Green and The Broadway will use shared space principles, with the cycle lane and footway adjacent to each other at the same height with different materials to indicate separation, reduced kerb heights are also used between the parking and traffic lanes. Here is the design that was presented.
The problem in Winchmore Hill is that our 'town centre 'is a pinch point. The Broadway dates back to the 1900s, when a shopping parade was built along the tramway.This means that the place where street parking is most important, under the current designs 11 of the 41 parking spaces (25%) are set to disappear. There will be no on-street parking on the west side of the Broadway from Compton Road to Station Road. Sorry you won't be able to drop off your charity donations to the North London Hospice shop any longer. Broadway Butchers will have to wheel carcasses of beef across the road; the lovely guys from Autostore won't be able to help customers with small jobs for their cars as they do now. They sell bikes but they are definitely not keen on what is being proposed.
The design team say that overall, the parking close to The Broadway will actually increase. The Fords Grove car park will become pay & display – so that it will be available for short stay use rather than filled up with commuters cars – something Broadway businesses have been asking for for years,
Perhaps the Fords Grove parking will help to compensate for the loss of on-street parking. The businesses what rely on casual impulse shopping (especially goods & services that can easily be bought down the road at Sainsburys) are most at risk.
However even at this late stage there was an admission at the Partnership Board meeting that there has been no economic risk assessment to the businesses.
- What if some of the lose 10% of their turnover, 20%, when will the tipping point come when they will just shut up shop?
- There are already several empty premises from the cormer opposite the Green Dragon and along the Broadway, will the proposed cycle lanes encourage or discourage business owners to invest in setting up new businesses along Green Lanes?
- What about the local ladies who are the main customers for most of the businesses along The Broadway? Can they be persuaded out of their cars? Persuaded to park at Fords Grove or Sainsburys car parks and still use the Broadway?
- Could the route be send round the back of Queen Anne's Drive rather than along the Broadway?
- Will there be any compensation for loss of income?
- Will businesses receive any reduction of business rates?
- If the project goes ahead and is a white elephant – what remedial steps would be taken?
These are all questions residents and business owners will need to consider when consultation starts shorly.
"Low level of parking in residential area" (apparently)
During the presentation we were told about the low level parking during the day. Yet nobody seems to have taken into account the churches, doctors surgeries, dental surgeries and other health practitioners, libraries and other premises attracting short stay parking requirements,along much of the residential sections of Green Lanes.
The planning team reported that in the residential areas:
- "the maximum occupancy on the A105 corridor is 57% of the available space, with an average of 34%
- Formal spaces have been provided for 71% of the average
- The remainder would be relocated to spare occupancy on the side roads, which is approximately 30 vehicles on average
Only 30 cars displaced along the whole length of Green Lanes? These findings do not tally with the detailed parking surveys undertaken by retired traffic engineer Robert Taylor.
You an read his parking analysis in Why parking is important for Green Lanes businesses
Scaremongering? No, a traffic engineer who actually has an indepth knowledge of the local area and really cares for his community.
- Have you tried to find a parking space in a side road in close promximity of Green Lanes recently?
- What are residents going to think about the additional pressure on their limited parking space?
- How will this parking displacement fit with the proposed 'Quieter Neighbourhood' proposals?
The 'real' debate on the Green Lanes cycle lanes is about to begin