Awaiting the results of the 'Experiment'


14.9z1

This Week in N21

If you don't have a plan, you become part of somebody else's plan - your guide to the Local Plan

 

READ HERE

 

"I love this newsletter,

I read it as soon as it pops into my inbox!"


"thanks for reminding me that we are

so lucky to live in this great place"


SUBSCRIBE HERE


TAKING A SUMMER BREAK NEWSLETTER WILL RESUME IN SEPTEMBER

 

If you have a story about life in or around

Grange Park and Winchmore Hill,

or wish to communicate with people in the local area 

please email This email address is being protected from spambots. You need JavaScript enabled to view it. 

 

Community hub or crematorium:

Enfield Council must decide


FRIENDS OF FIRS FARM

Response to the Local Plan

x MARKS THE SPOT-page-0

 

 


 

6.7z2 

 

6.7z4


The Fox Lane LTN consultion has closed.

Enfield Council was given an undertalking that

the LTN trial will be evaluated based on:

* Residents' views on how the benefits of the project compare against the disbenefits

 

* Data on the volume of motor vehicle movements in the area

 

* Data on the speed of motor vehicles in the area

 

* Impacts on the primary roads surrounding the area

 

* Bus journey time considerations through discussion with Transport for London

 

* Outcomes of ongoing dialogue with the emergency services.

 

Cllr Maria Alexandrou:

The chaos caused by the LTN scheme

 

Winchmore Hill councillor Dinah Barry

explains that LTNs are:

 "a bit more complicated than blocking off a few roads"

 

 

Stop The LTNs - Fox Lane & Enfield

Fundraising page


14.6z1

https://gofund.me/0bdf5099

 

https://stopfoxlaneltn.org/

 


 

Concerns over 26-storey tower block

plans for Enfield Town

 

 27.3z4

Read the results of the Civic Voice survey

 


 

12.1x1

 


  

3.9z3

Download the September issue

  


 

Check out who is building what near you


15.6x2


2021 planning applications


2020 planning applications

 


 

Local Residents Associations 


Bush Hill Park Residents Association

Enfield Town Residents Association

Fox Lane & District Residents Association

Grange Park Residents Association

Grovelands Residents Association

Western Enfield Residents Association

Winchmore Hill Residents Association

 


 

Gardening & green spaces

 18.1g1

The Friends of Grovelands Park

more details here


Become a Friend of Firs Farm

find out how to join here


Gardening Friends

more details here


Grange Park Horticultural Society

more details here


North London Organic Gardeners

more details here

 

Woodcroft Wildspace

more details here

 


 

COMMUNITY GROUPS

 

Winchmore Hill Community Care

29.12b7

more details here  


 
Winchmore Hill Book Club
 


Grange Park N21
Facebook Group

Grovelands Park
Facebook Group
 
Winchmore Hill & Palmers Green Memories 
Facebook Group
 
Winchmore Hill Families 
Facebook Group
 

 

 

 

 

 


 

 

 
 

 
 
breathe image
 
 Please, I can't breathe
 

10.5z3

Southgate Green a Friday afternoon, but it could be any afternoon – same congested traffic, kids playing oblivious of the fumes, traffic crawling from Waterfall Road, Cannon Hill, and the Green, all the way to Southgate Circus


How can this be acceptable?

 
11.5x2
 
1.2ltn
 
 "Is the lack of consultation part of the problem?"

asks Bambos Charalambous in Parliament?"

  

"Has not that been caused by the Government's insistence that the schemes be implemented straightaway within an eight-week period, not allowing any consultation with communities or very limited consultation at best?"

 Hansard

 

GRANT

 

"this is the road my son walks to school along"


5.11m2

watch the video


"does this look like better, safer streets to you?"

 

This ambulance could not get through to Fox Lane


 5.11m4

watch the video



 

28.9z4

 

 


 

Council 


14.5g1


Consultation on outdoor dining

on Winchmore Hill Green

 

Green

 

Help ensure this open space remains open

and enables people to continue to meet on the Green

  

https://letstalk.enfield.gov.uk/covid-19-streetspace-plan/survey_tools/thegreen-eto

 

Bush Hill Park councillors 

Grange councillors 

Winchmore Hill councillors 

 

https://new.enfield.gov.uk/


 


6.7z3

 


 

Police

 

Winchmore Hill Police

https://www.police.uk/metropolitan/E05000213/


Winchmore Hill Safer Neighbourhood newsletter

September 2021


Grange Safer Neighbourhood newsletter

September 2021

 


 

10.5b2

 

Are you thinking of starting a business?

 

Are you unemployed?


www.enterpriseenfield.org

 

 


  

 12.7z3

Connecting the residents of Grange Park,
Winchmore Hill
& Highlands Village
 

 

facebook logo

 

twitter logo

 

 



 

 

 


Can you help your local community?

 

  

10.5z2

 

WINCHMORE HILL AS ONE OF THE BEST PLACES TO LIVE IN LONDON

(THE TIMES)

read the article

 


 

 

 10.9z1

 


 

EVENTS

 

 13.9q1

 


 

 13.9q2

 

13.9q3

 


 

17.8x2

 

https://www.encaf.org/climatefestival

 


 

PETITIONS


Stop our neighbourhood becoming a dump


14.6z2


SIGN THE PETITION

 

 

PROTECT the Green Belt

and Open Spaces in Enfield

 

4.6z10

 

 https://www.change.org/p/enfield-local-authority-protect-the-green-belt-and-open-spaces-in-enfield?signed=true

 

  


 

TfL's Guiding Standards on the Design of Cycle Lanes and how they have been applied to the A105

on Friday, 08 December 2017. Posted in N21 Community

Tfl London Cycling Design Standard: The Six Guiding Design Principles & How They Are Applied on the A105 has been prepared by retired civil engineer Peter Johns, who has used his experience to point out scores of failings to the scheme; including the flooding risks on Winchmore Hill Broadway and opposite the Waitrose/former Green Dragon. 


13.12g1


Introduction


The Tfl London Cycle Design Standards is comprised of eight chapters. In addition Tfl have also published other guidance such as Pedestrian Comfort, Bus Stops and Kerbside Loading but LBE do not refer to these in answering a Freedom of Information request to name design guidance used on the A105 project. In fact quite the opposite. In the case of kerbside loading. Not only are Tfl recommendations not followed, but legal requirements have been circumvented by claiming that the whole project has "experimental status" and LBE is not therefore required to follow legal procedures when making changes to delivery bays.

 

CHAPTER 1 Design requirements 

CHAPTER 2 Tools and techniques   

CHAPTER 3 Cycle-friendly streets and spaces    

CHAPTER 4 Cycle lanes and tracks      

CHAPTER 5 Junctions and crossings

CHAPTER 6 Signs and markings

CHAPTER 7 Construction

CHAPTER 8 Cycle parking

 

 

Clause 1.1.5 in Chapter 1 establishes six desirable design outcomes. These are the guiding principles:

 

Safety

It is stated that "Good infrastructure should help to make cycling safer and address negative perceptions about safety, particularly when it comes to moving through junctions."


There are problems at junctions. Give way lines for vehicles are set too far back making it impossible to ensure, from the give way line, that it is safe to enter the junction. Moving forward to a point where sight lines are good makes the vehicle block the cycle track/lane. Priority at junctions is not clear as there is no signage. The recommendation that a cycle lane/track be set back from the main carriageway at a junction to ensure that the above does not happen has been found to be impossible because of lack of space.

 

Pedestrians are also more at risk with the removal of centre road refuges plus the increase in number of lanes. Instead of the previous one lane at a time, pedestrians must now often cross a four lane highway in a single movement. This manoeuvre has also been made more dangerous by granite setts and orcas being installed in such a way as to provide trip hazards. See section on attractiveness below for more details.

 

Low level kerbs without bollards also constitute a hazard to all road users. These will be especially dangerous at night and in bad weather where poor visibility makes these obstructions almost invisible and after heavy snowfall they may be completely hidden, as shown here, after the first snowfall of the winter on 10 December 2017.

 

 12.12g6

SPOT THE ORCAS

 

It is also stated "Space for cycling is important but a narrow advisory cycle lane next to a narrow general traffic lane and guard-rail at a busy junction is not an acceptable offer for cyclists". Throughout the route, due to lack of space, vehicle lanes are made 400mm narrower than the recommended minimum and cycle tracks/lanes are also narrower than the recommended minimum of 2m. And in some places is as narrow as 1.2m.

 

Moreover, in many places the width of remaining footway has been severely reduced below recommended levels in order to make space for the cycle tracks/lanes. Pedestrian safety in crossing the road has become seriously compromised by the removal of central road refuges. Before these works the pedestrian could cross a two lane road one lane at a time. Now the pedestrian must cross four traffic lanes in one go.

 

The safety of movement of the blind has also been severely impaired by the removal of raised kerbing. Not only is this unsafe, it is, we believe, illegal.

 

In the Tfl Road Safety Audit Stage 1 for this project 75% of road safety concerns identified by the auditor have been rejected by LBE and its designers. The frequency of accidents on the A105 has increased as a result.

 

Directness

It is stated that "Routes must be logical and continuous, without obstacles, delays and diversions, and planned holistically as part of a network".

 

This has not been achieved. Although it is recognised that the A105 project is one early part in establishing the network, there are too many convoluted routes especially at major jjunctions. There are too many routes for both pedestrians and cyclists that it is very unlikely that they will be followed. See figs 9 & 10 in the coherence section below.

 

 12.12g4

 Fig. 1. Showing the pedestrian route to and from the Bus Stop as set out in tactile paving (solid red)

and the Desire Line for pedestrians to and from The Broadway (dotted red).

 

At the other end of The Broadway directness is similarly lacking. Pedestrians walking north along the western side of Green Lanes must turn right and cross the cycle track whilst looking behind themselves to check that there is not a cyclist coming. They walk about 20m. And then must turn left to cross the cycle track again in order to reach Station Road. Cyclists also must suffer a detour in order to approach this road junction.

 

On the eastern side of The Broadway a pedestrian walking north with a push chair or a disabled person in a wheel chair or on a mobility scooter has problems because there is no dropped kerb to allow the crossing of Fords Grove. Neither is there a pedestrian phase at the traffic lights even though one has been provided for cyclists. It is also stated that "Cyclists often choose to stay on carriageway rather than take fragmented routes with built-in delay".

 

We agree but now this is less safe because of the extremely narrow vehicle lanes. Also the ill thought out phasing of traffic lights, such as the one at the Sainsburys junction, results in cyclists leaving the cycle lane and joining the vehicle lane to avoid unnecessary hold up.

 

12.12g5

  Fig. 2. The Traffic Lights at the Sainsburys Junction at Traffic Lane at Green but with the adjacent Cycle Lane Held at Stop.

 

Comfort

It is stated that "Riding surfaces for cycling, and transitions from one area to another, should be fit for purpose, smooth, well constructed and well maintained."


This has often not been achieved especially at the entry and exit to raised bus boarders Workmanship standards are, most politely described as, 'variable' with manhole covers and drainage gully gratings often set in at the incorrect level making the ride in the cycle lane far from smooth. See Figs 3, 4, 5, 6 & 8

 

 12.12g7

 

For poor maintenance see the section on attractiveness below.

 

It also stated that "Uncomfortable transitions between on-and off carriageway facilities are best avoided, particularly at locations where conflict with other road users is more likely."


At many raised bus boarders, poor workmanship has resulted in this recommendation not being achieved. See Figs 7, 9 & 10 above show examples of badly constructed ramps.

 

Coherence

It is stated that "Infrastructure should be legible, intuitive, consistent, joined-up and inclusive. It should be usable and understandable by all users."


Evidence is that this is not happening on the A105. Cyclists ride both ways down one way cycle track/lanes, pedestrians ignore the tactile paving and follow desire lines and the blind complain that the absence of raised kerbs makes mobility difficult are just three examples of this.

 

Even for able bodied pedestrians, cyclists and motorists the desire to reduce street clutter to a minimum but this has been taken to the point where the total lack of signs results in much confusion existing as to who or what has priority or right of way where the various groups come into conflict.

 

Tactile paving is both not understood and lacking the force of law. Traffic policing is at an all time low and because of fiscal stringency is facing further cuts. Many cyclists are now using this to their advantage by their anarchic approach and lock of consideration to other road users.

 

 12.12g8

Fig. 11. A cyclist riding the wrong way along a cycle lane.

 

It is also stated that "Neither cyclists nor pedestrians benefit from unintuitive arrangements that put cyclists in unexpected places away from the carriageway".

We agree.

 

Attractiveness

It is stated that "Infrastructure should not be ugly or add unnecessarily to street clutter. Well designed cycling infrastructure should enhance the urban realm. Sometimes well-intentioned signs and markings for cycling are not only difficult and uncomfortable to use, but are also unattractive additions to the streetscape."

We agree. However the lack of signage is causing cyclists to ride the wrong way along cycle tracks/lanes and causing confusion and conflict at road junctions and the raised bus boarders.

 

Maintenance

Items such as street cleaning have become much more complicated and therefore more expensive as a result. mechanical street cleaning is almost impossible where kerbing suddenly changes direction. Cycle lanes are also often not swept resulting in broken glass causing punctures and many cyclists, as a result choosing to continue to use the now narrower vehicle lanes.

 

The granite sett borders to cycle track have often been laid with the sett protruding more than 20mm above the surrounding pointing. This results in cigarette ends and other debris collecting between the setts and being almost impossible to clean by traditional sweeping. These raised setts also constitute trip hazard

 

12.12g9

Figure 12 is taken from a catalogue and shows how granite setts should be laid.

The other figures are of photos of the cycle track buffer strips taken along the A105.

Figure 13 shows the setts laid well.

Figures 14 & 15 show setts laid to a variable standard

Figures 16, 17 & 18 are from areas where the setts have been laid to an unacceptable standard.

 

As laid, these setts constitute trip hazards as defined in LoHAC contract conditions. The very uneven surface also harbours rubbish and Figure 19 was from an area where this has happened.

 

Adaptability

It is stated that "Cycling infrastructure should be designed to accommodate users of all types of cycle, and an increasing numbers of users over time."

 

Because of the extreme narrowness of cycle lanes/tracks in many places this is now impossible. It is also stated that "Where streets have been engineered primarily for use by motor vehicles, it is difficult to make infrastructure for cycling that is legible and adaptable."


We agree, and the lamentable efforts of LBE and its designers and contractors bears witness to this statement. Instead of abandoning the A105 for this type of modification and looked for alternative routes, political ideology has rode roughshod over good engineering practice.

 

In conclusion


The result is a road that no longer is safe, attractive or easily understood. The desirable design outcomes, as set out in the London Cycling Design Standards are sensible standards necessary for the safe and comfortable functioning of the A105. The failure by the designers, the contractor and ultimately the London Borough of Enfield to adhere to these standards is a direct result of the wrong route being chosen on which to attempt to build cycle lanes. Major corrections need to be urgently made to bring Green Lanes back to an acceptable standard.

 

 LINK TO TfL REPORT


The Author of this analysis Peter Johns is is a former Chartered Engineer, Member of the Institution of Civil Engineers and Member of the Institution of Structural Engineers. He has a BSc Degree in Civil Engineering from the University of Birmingham.

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