TfL draft cycling strategy for nine elms

8/14/2019 TfL draft cycling strategy for nine elms

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D R A F T

Nine Elmson the

South Bank

Designing forCycling


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Designing for Cycling in Vauxhall, October 20132

D R A F T

Introduction

ContextCycling Policy and EvidenceArea ContextThe need for a Cycling Strategy in Nine Elms on the South Bank

Existing and Planned ProvisionRoads in NESBExisting RoutesPlanned RoutesCycle AccessCycle ParkingSummary

StrategyAimNetwork densi cationMain roadsQuietways: side roadsGreenways: off-road tracksTreatments common to all route types

Treatments to avoid

NetworkThe cycle network in NESBRoute-by-route treatmentsComplete Network

Summary and Conclusion

Contents1

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Introduction1

Cycling levels inLondon are steadily

increasing

Nine Elms on theSouth Bank occupies

195 hectares ofinner South London

Nine Elms on the South Bank (NESB) is a 195 hectareOpportunity Area (OA). It is scheduled to transform from aperipheral, inner city area to a new district of Londons CentralActivities Zone (CAZ), with 16,000 new homes and 20,000 25,000 jobs.

Another transformation currently underway in London is two -wheeled. Cycling in the capital has been increasing rapidly since2000. Barclays Cycle Hire, launched in 2010, has increasedthe accessibility of the bicycle in London. Accordingly, cyclinghas risen up the political agenda, with the Mayor of Londonpledging to Go Dutch prior to the 201 2 election. This hasbeen followed by the publication in March 2013 of the MayorsVision for Cycling in London, which aims to normalise cycling,increasing its modal share and making it a part of everyday life.

The Mayors Cycling Vision follows on from a 2012 pledge tocreate a agship cycle scheme at Vauxhall Cross. This re ects awider consensus that it is possible and desirable to design urbanareas to have a high cycle mode share.

The impending transformation of NESB and the ambition of theMayors Cycling Vision means that it is important to integratecycling into the emerging public realm, complementing theareas increasing walkabiity. This will mean that Vauxhall isuniquely placed to emerge as a liveable area of central Londonin which cycling is uniformly comfortable, convenient andaccessible to anyone.

This strategy sets the scene by outlining existing and futuredevelopment in NESB with respect to cycling. It examines therelationship between design and cycle mode share and identi eshow a cycle friendly urban area should be delivered, lookingboth at the design components and the nature of the deliveryand making recommendations for its implementation.


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D R A F T

2.1 Cycling Policy and Evidence2The Mayors Cycling Vision for London

Following the appointment of Cycling Commissioner AndrewGilligan in January 2013, the Mayors Cycling Vision waslaunched in March. It is backed by over 90 0m in TfLs BusinessPlan and has the following four aims:

1) A Tube network for the bike - direct, joined up, highcapacity routes, including more mandatory lanes, fully-segregated lanes, and direct quietways, with segregation and

junction improvements. This will remove common barriers tocycling by making it easier, more comfortable and safer.

2) Safer Streets for the bike - 85% of cycling casualtiesoccur at junctions. Action will be taken to reduce con ictbetween cyclists and other road users, via improved streetdesigns, junction recon guration and training. London streetsand spaces will be places where cyclists feel they belong

3) More people travelling by bike - cycling will benormalised, to make it feel comfortable, safe, easy, quick andpleasant way to get about the Capital by all types of Londoners,across all boroughs, with convenient facilities available tomatch.

4) Better places for everyone - cycling will transform Londoninto a more liveable city. It will free up space on public transportand make town centres more accessible, strengthening localeconomies. A better cycling environment will lead to betterstreetscapes, safer roads, better health and higher quality of life.

The Vision aims to achieve a 400% increase in cycling between2001 and 2026. There is a strong emphasis running through thedocument that mass cycling cannot simply be encouraged - ithas to be designed in to the transport system.

Analysis of Cycling Potential (TfL)

TfLs Analysis of Cycling Potential (2011) calculates thefuture potential of cycling, based upon trips that are cyclable(unconstrained by distance, disability, luggage, etc).

In inner and central London (which includes LB Lambeth andLB Wandsworth), only 10% of cyclable trips are actually takenby bike. This implies that cycling has the potential to multiplyhugely in importance (by a factor of nine) if barriers to cyclingare removed. In total, around 4.3m journeys in London per daycould be cycled. This is indicative of signi cant latent demandfor cycling and a high potential for mode shift.

Cycling has moved markedly up the policy agenda in recent years. It is crucial that the transformation of the NESB area accommodates the bicycle as amainstream mode of transport. This section summarises recent cycling policy in London and how it can deliver a successful cycling environment.

The Mayors Cycling Vision envisages a number of differenttypes of cycle routes. The following are particularly relevant toNESB:

Better Barclays Cycle Superhighways - deliveredto much higher standards [than previously], closer tointernational best practice.Quietways - these will be created on low-traf c backstreets and other routes. They will be well connected, wellsignposted and designed as complete routes.

Removing the Barriers to Cycling

While many people would like to walk and cycle for transportpurposes, few do so; traf c is a major deterrent for all butthe most committed cyclists. This in uences everyday traveldecisions. Fear of injury is the main reason why Londoners donot cycle. The Vision will deliver better routes and junctionsthat will reduce accident rates and lead to a cycling environmentthat feels safe.

London Cycling Design Standards (LCDS)

First developed in 2005, this document is currently beingre-written. LCDS2 is due for publication in late 2013. Inaccordance with the Mayors Vision for Cycling, it will be asigni cant upgrade of the existing standards. LCDS2 will drawupon international best practice for the design of cycle routesand the surrounding environment. New developments shouldbe designed to anticipate the signi cant increase in quality ofprovision that will accompany LCDS2.


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Characteristics of successful cycle routes

These characteristics are taken from the Netherlands CROWManual (2006). The London Cycle Design Standards (LCDS)update will build on these to support the Mayors Vision.

1) Cohesion: Every home, workplace and amenity and travelmode must be accessible by bicycle and cyclists must be ableto choose from various routes.

2) Directness: Cycletracks must deviate as little as possibleform the crow- y route and must permit unimpeded cycling.

3) Safety: Each encounter with motor traf c is a potentialcon ict. Cyclists and motor vehicles have different mass,velocity and other traits . Routes and junctions need to minimiseor avoid these differences

From: Route Infrastructure and the Risk of Injuries toBicyclists: A Case-Crossover Study (Teschke et al, 2012)

Safest route type

Most preferred route type

Least preferred route types

4) Comfort : Nuisances to cycling such as repeated stoppingand starting, bottlenecks, dif culty of way nding and poorsurfacing need to be minimised.

5) Attractiveness: Cycle infrastructure should make cyclingmore attractive by removing the physical and psychologicalobstacles to cycling.

Route Types and Preferences

The chart below plots peoples preferences for 14 differenttypes of cycle routes, compared with their levels of safety.

Lower levels of risk are associated with quiet streets and cycle-speci c infrastructure on main roads. This also correlates withpeoples preferences and can be used to inform the choice oftreatments on different route types.


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D R A F T

Land use strategy

The land use strategy for the area is based upon two mainconsiderations: Firstly, much of NESB is located in LondonsCentral Activities Zone (CAZ), as per the London Plan. Secondly,the central part of the area is no longer designated as StrategicIndustrial Land (SIL).

Together, these considerations support the transformation ofthe area from low-density industrial to high density commercialand residential, accompanied by a step change in the provisionof public transport and quality of urban realm. By building ahigh quality cycle network in the area, accessibility levels can beimproved, maximising the value of public space.

Intensi cation

Intensi cation of almost all land uses will occur throughoutNESB, with the exception of existing residential areas to thesouth of Nine Elms Lane. Around 200,000m 2. of mixed usedevelopment is proposed for the OA, plus 60,000m 2 of retail,160,000m 2 of new of ce and 80,000m 2 of other employment-related uses at Battersea Power Station.

The Vauxhall Nine Elms Battersea Opportunity Area PlanningFramework (VNEB OAPF) sets out a vision for area of highdensity mixed use development. This comprises 16,000 newhomes and 20-25,000 jobs; such intensi cation will make NESBmore similar to Londons Central Activities Zone (CAZ).

The intended travel mode share in NESB is as follows: 50%public transport; 30% walking and cycling; 20% car. Residentialcar parking allowances are accordingly low; for developmentsthat have received planning permission so far, the ratio isgenerally between 0.3 and 0.4 spaces per unit.

People will tend to walk, cycle or use public transport for day-to-day travel. Vauxhalls central location can provide a strongincentive for people to cycle if levels of provision are good. Thiswill be aided by increased Barclays Cycle Hire provision.

Cycle demand - existingAt present, cycling accounts for around 12% of all surfacevehicle movements through NESB over a 24 hour period. Thisequates to around 6,600 cycle trips per weekday in the area.Cycle demand is signi cantly higher in peak periods, when upto 50% of road traf c can be cyclists (South Lambeth Roadsouthbound, 18:30 - 18:45).

Cycle demand - future

The delivery of new homes in NESB will lead to a majorincrease in the areas population. The GLA assumes an averagehousehold size in NESB of 2.34, which equates to a populationincrease of around 37,500; almost six times the current level.

The increases in new homes and jobs in NESB to 2030 will beaccompanied by a rise in Londons overall cycle mode sharefrom 2% to 5% - this is likely to be higher in central London. LBWandsworth is seeking 7%, LB Lambeth is aiming for 8 %.

Assuming a 7.5% cycle mode share, new jobs in NESB willgenerate 2,550 - 3,200 work-related cycle trips per weekday.

This will be complemented by around 6,000 residential cycletrips arising from the new developments. Further cycle trips willbe generated by other land uses, as well as social infrastructuresuch as schools. A consistently high standard of cycleinfrastructure in the area will be a contributing factor here.

Based upon these gures, NESB is likely to see at least 20,000cycle trips per day generated by employees, residents andincreases in background ows. This represents a tripling ofexisting cycle numbers and does not include trip generationarising form other land uses such as hotels, retail and studentaccommodation.

Vauxhall: Mayors Cycling Flagship

In May 2012, the Mayor of London named Vauxhall as oneof two locations likely to bene t from a transformation intoagship walking and cycling projects. This re ects the fact thatthe cycling environment is generally hostile and unpleasant andthat the area is due to r eceive signi cant, sustained investmentin the coming decades.

2.2 Area Context

Land use strategy for Nine Elms on the South Bank

Vauxhall Station

Battersea Power Station


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2.3 The need for a Cycling Strategy in Nine Elms on the South Bank

SummaryAs an area of inner London facing major intensi cation of landuses, Nine Elms on the South Bank has very high potential forcycling. The demand for cycle trips in the Opportunity Area islikely to increase substantially in the coming decade.

In the context of increasing political support for cycling, theredevelopment of NESB provides a unique opportunity todesign-in a high cycling mode share. This will require thedevelopment of a cycle network that appeals to potentialcyclists, as well as people who already ride bicycles.

The design of cycle infrastructure in NESB should re ect theMayors Vision for Cycling, as well as the updated LCDS andwell-informed research on infrastructure design and peoplestravel preferences. This strategy will set out how to overcomethe barriers to cycling in NESB and create an attractiveaccessible cycle network.

Structure of NESB Cycling Strategy

Chapter 3 examines the existing and proposed cycleinfrastructure in NESB, identifying where it works, whereit falls short and what is required to procure a wholly

accessible cycling environmentChapter 4 develops these observations into a strategy,setting out the overall aim and what it will consist of atground level, including potential routes, treatments for eachroute type and associated measures required for a bicycleaccessible urban areaChapter 5 provides route-by-route recommendations for thesixteen cycle routes identi ed in NESBChapter 6 concludes.


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3.1 Roads in NESB

2) Secondary Roads

These are typically residential, with some industrial access.Steps have been deliberately taken to restrict through-traf cand driving speeds are low. Many of these routes haves on-street car parking. Motor vehicle access is required for residents,deliveries, refuse collections, and similar uses.

When suitably direct, the secondary roads are well used bycyclists. Obstacles to cycling along secondary roads includequality of surfacing and a lack of continuity; their function aslocal access roads does not necessarily correspond to the needsof two-wheeled through-traf c. NESBs role as an industrialarea means that some secondary roads provide local access forHGVs.

3) Off-Road Routes

The main off-road cycle route in NESB is the Thames River Path;at present it is not continuous. When complete it will provide ariver-side link between Chelsea, Vauxhall and Lambeth Br idges.

Surface treatment along the Thames River Path is variablebecause much of it has been created as part of larger riversidedevelopments. This route is shared with pedestrians; cyclingcapacity is limited by sharp corners, pinch points and thediscontinuous nature of the trail.

Existing and Planned Provision3

Battersea Park Road

Nine Elms Lane

Albert Embankment

Vauxhall Bridge Vauxhall Gyratory

Lambeth South Road

Stewarts Road

Thessaly Road Miles Street

Initial observations

The diagram opposite shows the main roads, secondary roadsand off-road routes in NESB.

Issues

The route network is very coarse; in many cases there is nosubstitute routeThe route network is not well connected; many elements areseparate from each other

Nine Elms Lane provides the only west-facing access to the Opportunity AreaThere are large gaps in the network, particularly the west halfof the Thames River PathThe majority of the continuous routes in the area are mainroads with little or no cycle provision.

Opportunities

Join disparate links to build a route networkProvide a choice of cycle routes through areaEnable local journeys to shops, schools and local services tobe made by bicycleImprove consistency of materials and surface treatmentsOvercome severance and poor levels of connectivityDevelop links to surrounding areas and networks.

The next section examines the standard of cycle provision onthese routes

Thames River Path

Cringle/Kirtling Streets

There are three main types of road in NESB, plus a small

number of off-road cycle routes.

1) Main Roads

These are the most direct routes through the area and arenormally A-roads. They support bus routes and carry largeamounts of through-traf c, including construction vehicles(particularly Nine Elms Lane). Some of these have cycleprovision, including on-carriageway lanes (advisory andmandatory), shared use foot/cycle ways and advanced stoplines.

Cycle provision on main roads is generally inconsistent and lowquality; this means that it is often under-used. While main roadsprovide the quickest, clearest and most direct routes, they arenot pleasant or safe for cycling. Almost all the main roads inNESB converge at Vauxhall Gyratory.

TfL-controlled main roads:

Borough-controlled main roads:

Chelsea Bridge Road Lambeth Road

Queenstown Road Silverthorne Road

Wandsworth Road


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Barclays Cycle Superhighways

CS8 runs adjacent to the western boundary of NESB alongChelsea Bridge Road, via Queens Circus.

CS7 passes further to the south, along Clapham Road.

London Cycle Network and LCN+

LCN Route 3 uses secondary roads to link Clapham andWaterloo and provide local access.

LCN route 37 is signposted along the A3205 (Nine ElmsLane/Battersea Park Road). This is one of the busiest roadsin NESB, carrying 1,100pcu/hour in the AM peak, with ahigh proportion of goods vehicles (1 4%). It features a lowquality shared-use foot/cycleway, plus some advance stoplines (ASLs) in the carriageway.

LCN Route 5 follows the western boundary of NESBalong Chelsea Bridge Road. Some off-carriageway provisionexists, but it is not consistent or particularly high quality.

An unnumbered LCN route runs north-south fromLambeth Roundabout to South Lambeth Road, via VauxhallGyratory. This is almost entirely on-carriageway. Thereare some cycle lanes provided on the footway at VauxhallGyratory but their low quality means they are under-used.

Thessaly Road is a LCN route on a secondary road. Itprovides a cycle route between Battersea Park Road andWandsworth Road. Motor vehicles cannot access ThessalyRoad from Nine Elms Lane. This eliminates through-traf c.

3.2 Routes - existing

LCN 5 (footway)CS 8 (carriageway) and

A number of signed cycle routes pass through NESB or adjacent to it. Most are located on main roads and are low quality.

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Other non-marked cycle routes

Wandsworth Road (A3036) is a major traf c routewith some cycle provision. Between Vauxhall Gyratoryand Lansdowne Way there is an on-carriageway cycle lanesouthbound, with a bus lane heading northbound that isused by cyclists. This provision does not continue furthersouth, though there are some ASLs.

Stewarts Road is parallel to Thessaly Road. It alsoprovides north-south connections for cyclists betweenBattersea Park Road and Wandsworth Road. This is wellused by bikes, though the northern access is restricted. Italso provides access between Wandsworth Road and theStewarts Road Industrial Area.

The Thames River Path is used as a cycle route, thoughit is not currently designated as one. It is currently severedby construction works. It also has sharp corners, pinchpoints and variable surface quality. Its northern endprovides a continuous route to the South Bank. The otherend links to the cycle route through Battersea Park.

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LCN 37 uses half of the footway alongside Nine Elms Lane 4

Filtered permeability along LCN 33


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Thames River Path, interrupted by constructionRaised table in Thessaly Road

Under-used footway cycle paths at Vauxhall Gyratory

Stewarts Road is closed to through-traf c at its north end

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Cyclist in Wandsworth Road8

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Diagram to show existing cycle routes in NESB


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3.3 Routes - planned

Barclays Cycle Superhighway 5

This will run from Victoria Station to New Cross,following the A202. It passes through NESB atthe Vauxhall Gyratory. This will increase bicyclethrough-traf c in the area and improve cycle accessto the Albert Embankment. Construction will startlater in 2013.

The layout of CS5 through Vauxhall Gyratory is notyet con rmed, owing to a wider plan to redesignthe gyratory. This may delay the completion of thissection of CS5.

Central London Cycle Grid

Announced in the Mayors Cycling Vision, thisencompasses the northernmost part of NESB. It isaimed at improving the cycling coherence of centralLondon.

Thames River Path - completion

The Thames River Path will be completed betweenBattersea Park and Vauxhall Bridge. This haspotential to be an excellent leisure cycling route.

New or improved cycle routes are planned as part of the redevelopment of NESB; many of these are roads withrestricted access to motor traf c. Other routes t into strategic links across London

Nine Elms Lane

Nine Elms Lane is scheduled to be rebuilt with highquality materials as part of the regeneration of thearea, changing its nature from an industrial through-route to a civilised boulevard. Options have beenconsidered with varying levels of cycling provision.Nine Elms Lane will form the spine of developmentin NESB and will connect a number of separatesecondary networks. It is essential that it can providean accessible cycling route.

Quietways (Green Links)

A series of north-south routes between WandsworthRoad and the Thames will be developed. Theseare referred to in the Opportunity Area PlanningFramework as the Green Links. They will create newconnections under the railway viaduct, which actsas a major barrier in the area. The routes will havesections that are accessible to all traf c; however,the through routes in many cases will be limited topedestrians and cyclists.

Quietways (Mayors Cycling Vision)

In addition to the planned cycle routes shown on thismap, further links may be developed as part of theMayors Vision for Cycling.

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Existing and Planned

At present, NESB is not particularly accessible by bicycle. Thearea is blighted by large physical infrastructure, in particular theviaduct which severs the area. Levels of permeability are low.

The forecast increase in cycle mode share is likely, whencoupled with the expected population growth, to lead to amajor increase in cycle demand in the area.

Vauxhall Cross - a multi modal interchange

Vauxhall is very well connected by public transport and its roadsprovide a vital traf c movement function. Vauxhall is one of

Londons busiest bus stations, providing access to much ofsouth and west London via 10 routes. Vauxhall Railway Stationis on the South Western Main Line and serves around 16 millionpassengers per year. Even busier is Vauxhall Underground on theVictoria Line, used by 18 mi llion passengers annually.

Vauxhall Cross has very high strategic importance on Londonsroad network. It marks the southernmost boundary of theLondon Congestion Charging zone. Six major traf c routesconverge on Vauxhall Gyratory, including the London InnerRing Road (IRR). The importance of Vauxhall as a multi-modalinterchange will increase further with the completion of CS5 andother developments throughout NESB.

Barclays Cycle Hire - scheme expansion

There are currently ve docking stations in NESB; all are locatedat, or north of, Vauxhall Gyratory. Barclays Cycle Hire is plannedto expand south west; this will encompass NESB and thesurrounding area. A total of 18 docking stations are proposedfor NESB, The majority of these are adjacent to Nine ElmsLane, with others proposed for Thessaly Road and Chelsea

3.4 Cycle Access

Bridge Road. Along the southern boundary of the OA, BCHstands are being installed in Wandsworth Road.

Highway obstacles

The many railway lines cause huge severance; moreoverthrough-routes in NESB are sometimes compromised by poordesign features. Stewarts Road, for example, is a well-usednorth-south cycle route but it ends abruptly at Battersea ParkRoad - cyclists have either to carry their bicycles up a ightof stairs or negotiate parked cars and a set of barriers. Thisweakens the accessibility and strength of the existing network.

Obstacles such as this must be overcome through good design.

Potential

For cycling to be accessible in Vauxhall, the use of bicycles willneed to be as seamless and effortless as possible.

Cycling has potential as a mainstream means of transport whenevery journey in and around the area can be made by bike. Thisrequires a route network that links all origins and destinationsand is as safe, direct, consistent and well-connected aspossible.

The cycle network must be complemented by plentiful cycleparking that is designed in such a way as to be aestheticallypleasing, well-located and easy to use. This is discussed in the

next section.

Bicycles need to be carried where StewartsRoad meets Battersea Park Road

Thessaly Road is marked as a cycle route, but itterminates abruptly at Battersea Park Road

Stressful cycling environment reduces accessibility

Barclays Cycle Hire at VauxhallStation is well used

At-grade access restrictedby barriers and car parking


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3.5 Cycle Parking

Requirements

In addition to a coherent network of cycle routes, cyclists needto be able to park their bicycles tidily, easily and safely.

Any land use that generates a cycle trip will require someform of bicycle parking. Residential parking needs to be easilyaccessible, yet secure. Stations and transport interchangesbene t from high quality cycle parking as this makes it easier toincorporate a cycle trip into a rail/Underground journey.

Existing

Cycle parking in NESB is concentrated around Vauxhall Gyratory,where there is a large number of Shef eld stands, particularlyaround Vauxhall Bridge. Cycle stands are also found at variouslocations along Wandsworth Road. There is a single set ofstands in Nine Elms Lane and some residential cycle parking atChelsea Bridge Wharf.

Proposed

Cycle parking provision is a condition attached to developmentsin NESB. The following numbers of spaces have been secured: Market Towers - 653

New Covent Garden Market - 3,025 Embassy Gardens Phase 1 - 757

Embassy Gardens Phase 2 - 1,585 RMG - 2,414 Riverlight - 952 Marco Polo House - 607

The spaces listed above total 9,993. The majority of thisparking is residential. Many of the residents cycle parkingspaces are located in basements, with visitors parking their

bicycles at grade. There is also parking for commercial and retaildevelopments.

Further developments of smaller sites in NESB will yield1,500 - 2,000 further residential units, with between one andtwo spaces per unit. Additional cycle parking will be providedas a result of NESB-related developments taking place in LBLambeth. Planning conditions do not specify the quality ofprovision that will be made and it is important that the manyspaces provided are actually usable.

PotentialIn addition to further provision of on-street cycle parking, thepotential exists for a cycle hub at Vauxhall Station. This wouldprovide a bicycle maintenance workshop, a large amount ofsecure undercover cycle parking, a shop and a cafe. Elsewherein NESB, secure cycle parking could be developed in railwayarches, providing a further source of covered parking.

Right: Underground cycle parking in StrasbourgMiddle: Cycle parking must be easy to accessLeft: Cycle hub in Leeds

This is, at present, relatively limited. When all permitted developments are complete, there will be in excess of 10,000 new cycle parking spaces in NESB.


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3.6 Summary

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Network development

The diagram opposite combines the gures from pages 11 and 13 toshow how the new cycle routes will complement the existing ones. Whilethey will improve the physical environment, they will not make up acomprehensive cycle network due to the following issues:

1) Low cycle capacity and poor safety at Vauxhall Gyratory causesseverance where many of the main routes converge

2) Lack of connections between Thames River Path and surrounding areain westernmost portion of OA

3) No cycle route parallel to Nine Elms Lane

4) Quietways/Green Links not connected at midpoints - very large block

sizes5) Low standards of provision on Queenstown Road/Battersea Park Road

6) Lack of consistent connections between routes, impeding networkdevelopment

Requirements

As set out in chapter 2.1, a cycle network needs to be cohesive, with acomplete set of connections between origin and destination points, andto the wider area. Different design features will be needed for differenttypes of routes. They will all need to increase subjective safety and ensure

that cycling for transport NESB is comfortable, attractive, direct andstress-free.

The next chapter develops these r equirements further, producing astrategy for the area to deliver the aim of an exemplary, universallyaccessible cycling environments in Nine Elms on the South Bank.


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Strategy 4 4.1 AimAn exemplary cycling network

The overall aim of this strategy is to develop a cycle networkthat provides access to all areas of Nine Elms on the SouthBank, is sympathetic to the walking environment and isaccessible to anyone with a bicycle.

Routes + Connections = Network

A cycling network is a collection of routes plus connections . Asuccessful network will allow people to cycle between pointsof origin and destination via as direct a route as possible. Anetworks strength is reduced if elements of it are substandardor unusable. The entire network must function coherently andbe accessible to all users. It must be built to the high standardsenvisaged for LCDS2.

Sub-aims

These are taken from the Mayors Vision for Cycling in London

1) Better cycle routes along main roads, to be delivered tointernational standards of best practice,2) A network of hig h quality Quietways on low traf c back

routes,3) New off-road greenway routes through parks and alongwaterways,4) Routes to link together and be easy to understand,5) Many more people cycling for everyday transport in NESB;and,6) Widespread recognition of NESB as an exemplary cyclingenvironment.

Objectives

In order to deliver these aims, the following objectives willbe used for the design of the cycling environment in NESB.These are based on guidance from the Netherlands and willunderpin LCDS2.

Build a coherent network: Every home, workplace andamenity and travel mode must be accessible by bicycle andcyclists must be able to choose from various routes.

Ensure direct routes Cycletracks must deviate as littleas possible from the crow- y route and must permit

unimpeded cycling.

Maximise safety (perceived and actual) Each encounterwith motor traf c is a potential con ict. Cyclists and motorvehicles have different mass, velocity and other traits.Routes and junctions need to minimise or avoid thesedifferences.

Provide a comfortable cycling environment: Nuisancesto cycling such as repeated stopping and starting,bottlenecks, dif culty of way nding and poor surfacingneed to be minimised.

Provide an attractive cycling environment: Cycleinfrastructure must remove the physical and psychologicalobstacles to cycling, making it more attractive.

Allow for high levels of adaptability : Cycle networksshould meet present and future needs and be able to growover time.

Delivery of Objectives

These ve objectives will apply to all routes through NESB. Thewill be delivered by different organisations depending upon thenature of the route. All will contribute to the delivery of NESBas an exemplary, fully accessible cycling environment.

Densi cation and Treatments

In order to deliver the aim of an exemplary cycling network,additional routes will be required to provide a suf cient density.These are shown overleaf.

Different route types will require dif ferent treatments to providea coherent network overall and satisfy the six objectives listed in4.1.

A high cycle mode share is designed into new developments in Malm, as shownhere. A similar approach should be used in NESB.


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D R A F T

4.2 Network densi cationThe existing and proposed cycle network in NESB will need tobe augmented by extra links. Potential options are shown here:

1) Viaduct Road

This series of secondary roads will provide local access to thedevelopments adjacent to the railway line. It can potentiallybe adapted into a cycle route, improving local connectivity bylinking secondary roads, bridging the CGMA access road and

joining Thessaly Road to Wandsworth Road.

2) Linear Park

This is proposed as a new public space for NESB, runningroughly parallel to the railway lines. This provides theopportunity for a further east-west Quietway. Provision alongNine Elms Lane, the Viaduct Road and the Thames River Pathwill create complementary routes.

3) Vauxhall Gyratory

The existing cycle provision at Vauxhall Gyratory is inadequateand dif cult to use. Given the level of expected cyclemovements through the gyratory, a transformation of the qualityand quantity of cycling provision is essential. This is beingdesigned separately.

4) Battersea Power Station (BPS) paths

These will connect the developments around BPS with NineElms Lane and the Thames River Path. They will also provide alink to the proposed London Underground station at Battersea.These paths will also provide access to shops, ats, parks andof ces around Battersea Power Station and it is essential thatthey can accommodate bicycles, in order to ensure completecycle routes in the area.

5) New Thames Crossings Two possible locations are under discussion.

New pedestrian and cycle track at Grosvenor Bridge

This, if delivered in conjunction with the Stewarts RoadExtension (see below) would provide a continuous and largelytraf c-free route from Chelsea to Wandsworth Road.

Nine Elms - Pimlico pedestrian and cycle bridge

This would provide a link between St Georges Square inPimlico and Nine Elms Lane. It would also lead directly into the

pedestrian/cycle route between the future US Embassy and theproposed Nine Elms Underground station.

6) Northward extension of Stewarts Road

A continuous, dedicated foot-and-cycle track could be builtbetween Grosvenor Bridge and Battersea Park Road. Runningparallel to the railway lines, this would cross under BatterseaPark Road, connecting to Stewarts Road and Wandsworth Road.This requires expansion of the existing (closed) foot tunnelbeneath Battersea Park Road.

+ =

5

6 42 1

35


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D R A F T

4.3 Main roads

Characteristics

Strategic traf c routes - particularly TLRNHeavy traf c ows - particularly at junctionsUsed by buses, with associated infrastructureWell-connected to other main roads in areaImportant crossings of railways and river Thames.

Functions in NESB Cycle Network

Direct, point-to-point routesConnections between secondary routesContinuous route through NESB, connecting shorter links.

TreatmentTLRN

Continuous segregated cycle tracks provided along mainroads, separated from traf c and pedestrians. Suf cientovertaking space. Turning movements to be separated at

junctions, via traf c light timings, for example.

Borough roadsSegregation essential where borough roads provide a cruciallinking function, as at the north end of Wandsworth Road.Segregation desirable, where possible, along remainder of

borough roads, particularly at junctionsBus stop bypasses and other measures designed to reducecon ict with motor traf c.

BothHigh quality attractive materials to be usedCycle routes continued through junctions and over side roadsSeamless, safe connections with intersecting cycle routesUse of toucan crossings, with suf cient space for cyclistsSurfacing, signage and kerb treatments as per 4.6.

Main roads, particularly Nine Elms Lane provide the most direct routes through NESB. They will need to provide dedicated space forcyclists, particularly in the case of TLRN roads. They will also need to link seamlessly with all other cycle routes in the area.

Delivering the Objectives

Coherence: By providing cycle route infrastructure alongthe main roads in the area, the NESB cycle network willlink up with existing car, public transport and pedestriannetworks.

Directness: Main roads generally follow desire lines andre ect existing travel patterns. Detours and delays arereduced compared to minor routes, particularly with well-designed connections.

Safety: Main roads in NESB can carry very heavy traf cloads. Segregation of bicycle and motor traf c will reducethe need for different traf c types to interact, reducingthe risk of accidents and increasing peoples sense ofsafety. This will increase the appeal of cycling in the area.

Comfort: Cyclists need to be able to use the networkwithout dif culty - this necessitates high qualityconnections between main road cycle routes and othercycle route types.

Attractiveness: Main road routes need to be enjoyableto use and aesthetically pleasing, with high qualitymaterials.

Adaptability: As the principal connectors in NESB, mainroads must be able to allow the rest of the cycle networkto develop over time.

Main roads in NESB

Note:

Many of the photographs of high-quality cycle routes aresurfaced in red-coloured asphalt. This is standard practice in theNetherlands; it does not mean that red surfacing is advised forNESB.


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D R A F T

Floating bus stops reduce con ict between cyclists, busesand motor traf c and help maintain a continuous route

Cycle lanes segregated from traf c via kerbs and planting

Clear, safe route provided at major road junctions

Seamless junctions with off-road cycle paths

Split-level kerbs provide light segregation

Segregated cycle tracks - different systems

Split level segregation with high quality materials(Copenhagen)

Kerb segregation provides high levels of subjectivesafety and is widely used in the Netherlands

Planters and rubber studs are used to provide lightsegregation

Junctions

Bus stops

Route continuity

Separation of bus and cycle routes reduces stress for cyclistsand bus drivers

Cycle tracks segregated through roundabouts (undergoing trials) Cycle tracks continuous through side roads - turning traf c gives way


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D R A F T

4.4 Quietways: Side roadsSide roads in NESB mostly run in a NW-SE direction. The majority of these routes are ideal for use as Quietways, providing strategic links between the Thames and Wandsworth Road. They will alsoconnect to the cycle routes on the main roads and provide local access in the area. They do not form a complete secondary network on their own; connections must be made via main roads.

Secondary roads canterminate abruptly.Quietways will deliveredas a whole route andwill not give up at thedif cult places.x


Coherence: The Quietways will increase the meshdensity of the NESB cycle routes, providing a higherquality network and facilitating local access to routes.

Directness: The high mesh network density providedby the Quietways will allow for direct point-to-point

journeys by bicycle. Filtered permeability will ensurethat this is quicker than driving.

Safety: By ensuring that traf c on the Quietways is lowin volume and speed, the routes will feel safe to use.

Comfort: By delivering the Quietways to a highstandard, the vast majority of people in NESB will beable to use the cycle network comfortably.

Attractiveness: The Quietways should be madeattractive, via a well-chosen materials palette, plantingand detailing.

Adaptability: Quietways may be delivered in sections;it is essential that each section is able to contribute to acomplete route and a coherent network.

Characteristics

Mostly unclassi ed roads, with low levels of through-traf cRelatively well connected to one another, but not capable offunctioning as a standalone network


Form the ribs of the cycle network in the areaProvide access to local homes, businesses and amenitiesImportant through-routes from Thames to WandsworthRoad, linking NESB to surrounding areas (e.g. Clapham)Parallel route to complement Nine Elms LaneConnections across South West Main Line

Treatment

20mph speed limit. Through-traf c restricted to local access( ltered permeability)High quality connections with intersecting cycle routesTrafc calming measures to be used at junctions andcrossings to reduce traf c speeds in the areaSegregation generally not necessary, but may be required oncertain stretches shared with heavy vehiclesSurfacing, signage and kerb treatments as per 4.6

xCycle connections

on secondary roadscan be obstructive.Quietways provide

continuousthrough-routes

Existing, proposed and potential secondary roads in NESB


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D R A F T

Safety and accessibility

20mph zone complementstraf c calming measuresSegregation used on short stretches shared with heavy vehicles

Pedestrian crossing with wide island accommodates bicyclesRaised tables reduce traf c speeds at junctions and can use attractive materials

Filtered permeability Traf c calming

Traf c calming incorporating parking and high quality surfacingExemptions from one wayrestrictions

Filtered permeability allows cycling through-routes and is simple to implement

Refuge lanes at junctions with main roads


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D R A F T

4.5 Greenways: Off-road tracksLondons Greenway network will include off-road routes through parks and along waterways. In NESB this potentially includes the complete Thames River Path and the route through the proposedLinear Park. An exemplary pedestrian environment is not necessarily suited to cycling, and the same applies in reverse. Nonetheless, careful design can to allow both user groups to coexist.

Characteristics

Dedicated routes for cyclists and pedestriansCoherent paths that are not linked to each otherPaths contribute to cycle network density


Provide local access, particularly around Battersea PowerStationParallel routes to much of Nine Elms LaneConnect NESB to Pimlico and ChelseaLink Thames-side parks to one anotherPotential leisure/recreation routes

Connect secondary roads to one another

Treatment

Delivery of off-road tracks as continuous routes, suitableboth for utility and leisure cyclingDesigned to be cyclable, with no steps, sharp bends, or blindcornersSuitable for pedestrians and cyclists - design must fullyaccommodate needs of both user groupsHigh quality connections to all intersecting cycle routesSafe crossings with main and side roads

Suf ciently wide to be useful - delineated between pedestrians and cyclists if necessarySurfacing, signage and kerb treatments as per 4.6

Existing, proposed and potential secondary off-road tracks in NE SB

Characteristics

Dedicated routes for cyclists and pedestriansCoherent paths that are not linked to each otherPaths contribute to cycle network density


Provide local access, particularly around Battersea PowerStationParallel routes to much of Nine Elms LaneConnect NESB to Pimlico and ChelseaLink Thames-side parks to one anotherPotential leisure/recreation routes

Connect secondary roads to one another

Treatment

Delivery of off-road tracks as continuous routes, suitableboth for utility and leisure cyclingDesigned to be cyclable, with no steps, sharp bends, or blindcornersSuitable for pedestrians and cyclists - design must fullyaccommodate needs of both user groupsHigh quality connections to all intersecting cycle routesSafe crossings with main and side roads

Suf ciently wide to be useful - delineated between pedestrians and cyclists if necessarySurfacing, signage and kerb treatments as per 4.6


Coherence: These routes will contribute to thenetwork and further increase the choice of cycle routesavailable, complementing parallel tracks in Nine ElmsLane.

Directness: By connecting with almost all of theon-road routes, the Greenways will increase networkdensity and reduce the need to take detours.

Safety: Being fully off-road, these routes willbe subjectively and objectively extremely safe.Interactions with traf c will be few in number and high

in predictability.Comfort: The location away from road traf c andconnections to the other cycle routes in NESB willmake the tracks particularly comfortable to use. Gooddesign will minimise con icts with pedestrians.

Attractiveness: Being adjacent to water and/orparks, the routes are likely to be pleasant to use andparticularly attractive to leisure cyclists.

Adaptability: The Greenways will need toaccommodate a variety of users and cater both forleisure and utility cycling.


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D R A F TWide path allows shared use without con ict

Continuous cycle route leading into a park

Successful sharing of space on the South Bank

Route treatments Usability Continuous and connected

Lighting allows the tracks to be used 24 hours a day

Cycle routes cross the main roads cohesively

Clear connections to main roads and on-road Quietways

Continuous route with high quality surfacing. Rendering of proposed bridge

Pedestrian and cycle bridges overcome barriers of water and rail

Overcoming barriers

Light ttings should be high quality and attractive

Clear connections to other foot and cycle paths


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D R A F T

4.6 Treatments - common to all routesEach route type has a different set of requirements for route treatments. Some of these correspond to all three. These are shown here.

Surfacing needs to be smooth and high quality to ensure a comfortable ride

Well-lit paths enhance safetyAll cycle routes in the area need to be well signposted. Signs should be attractive and readable while on the move

Where kerb-segregated cycle tracks are built, chamfered 45 kerbs should be used. These are more forgiving than square kerbs and increase the effective width of the track. Choice of materials shoulddepend on the location


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D R A F T

4.7 Treatments to avoid

Lack of priority at side turnings

Unsafe, highly obstructed off-carriageway provision Unsafe on-carriageway provision Infrastructure that does not cater for the needs of all cyclists

Confusing signs

Hostile management regimes

Insuf cient protection from HGVsAbrupt, inconsistent lane treatments


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D R A F T

5

LCN5/CS8

Consistent cycle route provision required,segregated from traf c

Consistent cycle route provision required, plusrationalisation of off-carriageway provision

Grosvenor cycle bridge (potential)

Thessaly Road

Vauxhall GyratoryWill need to accommodate heavyows of cyclists, plus cycle parkingrequirements. Also must minimisecon icts with pedestrians and otherroad users

Linear Park

Any cycle route through the Linear Parkmust be continuous and well connectedto all intersecting cycle routes

Pascal StreetPotentially very heavy pedestrian ows -user con ict must be avoided

Thames River PathNeeds to be continuous and wellconnected to surrounding paths

This needs to offer equally high qualityprovision for pedestrians and cyclists

Provides cycle link parallel to railway

lines - must be safe and coherent

This needs to offer equally high qualityprovision for pedestrians and cyclists

This diagram provides an introduction to the NESB cycling routes. These are examined in detail in this chapter

Needs to avoid over-dominance bymotor traf c and be continuous

5.1 The Cycle Network in NESB

Viaduct Road

Needs to avoid over-dominance bymotor traf c and be continuous

Stewarts Road

Nine Elms Lane A3205/LCN 37

New Thames Bridge (potential)


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D R A F TChelsea - Wandsworth Road BPS - Thessaly Road Nine Elms Pier - Wandsworth Road Thames Path - Nine Elms Underground Pimlico - Wandsworth Road and South Lambeth Road

Market Towers - Miles Street Thames Riverside Path Linear Park Cringle St, Kirtling St and New Road

Nine Elms Lane Vauxhall Gyratory Cycle Superhighway 5 Albert Embankment Battersea Park Road - Queenstown Road- Silverthorne Road

Wandsworth Road

Viaduct Route

This strategy examines16 interlinked routes. Each will require a slightly different approach to build a cohesive cycle network.


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D R A F T

Cycle track adjacent to railway lines

Route DescriptionLength1800m

FunctionDirect cycle route between Chelsea and Wandsworth,providing strategic link between NESB and surrounding areas.

Route typeCombination of off-road cycle track and residential streets.Directness and connectivity would be enhanced by provisionof new Thames crossing.

5.2 Route-by-Route TreatmentsGrosvenor Bridge and Stewarts Road

Cycle path continues under road bridge

S t e w a r t s R o a d

Street design prevents over-dominance by motor traf c

RequirementsCoherent pedestrian and cycle track between Thames RiverPath and Battersea Park Road railway bridgeExpansion of existing closed underpass (highlighted) beneathBattersea Park Road railway bridge to accommodatepedestrians and cyclistsConnections to Battersea Park Road cycle tracks.Aesthetically pleasing traf c calming in Stewarts Road20mph speed limitCycle protection measures at junctions along Stewarts Roadincluding refuge lanes and raised tables.Continuation of route into Pimlico, if new Thames crossing isdelivered.


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Battersea Power Station and Thessaly Road

Route Description

Length1100m (BPS to Wandsworth Road)

FunctionLink between Thames River Path, Battersea Park Road andWandsworth Road. Local access to residences, workplaces, andschools, plus connections to wider area.

Route typeCombination of pedestrian/cycle only routes and residentialstreets.

Traf c-calmed street in residential area is pleasant for cyclingImproved entry treatment to Thessaly Road

xT h e s s a l y R

o a d

Requirements

Routes around BPS need to avoid con icts with pedestrians. BPS routes must be continuous, provide local access andwell connected to other cycle routes in areaClear, safe crossing of Battersea Park Road, with suf cientspace for large numbers of cyclistsCycle friendly entry treatment at north end of Thessaly RoadTraf c calming and 20mph speed lim it along Thessaly RoadEntry treatment at junction with Wandsworth Road, toindicate slow speeds and ped/cycle priority.


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D R A F T

Nine Elms Pier - Wandsworth Road

Filtered permeability and on-carriageway cycle lanes provide a safe and attractive through-route for cyclists

H e n m a n s S t

Route DescriptionLength

650m

FunctionLink speci ed in OAPF between Nine Elms Pier and WandsworthRoad. Provides local traf c access and a cycling through-route.Will need to align with proposals for Covent Garden MarketHeart.

Route typeMostly secondary roads, with limited off-road sections.

RequirementsCohesive through-route that uses measures such as traf ccalming, safe crossings, ltered permeability and entrytreatments to create a suitable cycling environmentSeamless links with all intersecting cycle routes20mph speed limitRoute must address the height differences between northand south sides of South West Main Line.


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D R A F T

Nine Elms Lane - Pascal Street

Filtered permeability enhances the streetscapeRefuge lanes at junction with main road

P a s c a l S t


FunctionConnection between Thames River Path and proposed NineElms Underground, speci ed in OAPF. Local access to newdevelopments, including US Embassy. High pedestrian footfalllikely.

Route typeMostly secondary roads, with limited off-road sections.

Requirements

Secondary road able to accommodate high pedestrian ows between Nine Elms Underground and Nine Elms LaneHigh quality materials to re ect importance of routeSeamless connections with Linear Park cycle path andViaduct RouteHigh capacity ltered permeability20mph speed limitCycle parking to be provided at Underground Station

Attractive streetscape with traf c calming


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D R A F T

Pimlico to Wandsworth Road and South Lambeth Road

Coherent, safe crossing at Nine Elms Lane, connections with intersecting routes and clear signage.

W y v i l Rd


FunctionNew crossing of Thames, plus onward connections to LinearPark, Viaduct Route, Wandsworth Road, Wyvil Road and SouthLambeth Road. Local access to new developments, including USEmbassy. High pedestrian and cycle ows expected (9,000 and10,000 per day, respectively)

Route typePedestrian and cycle bridge, secondary roads.

RequirementsRamped access to/from bridgeClear, direct crossing of Nine Elms LaneComplete connections with all intersecting routesFiltered permeability at junction with Linear ParkSuf cient space provided in on-road sections to allow spacesharing with other road users20mph speed limitConnection to cycle infrastructure in Wandsworth Road


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D R A F T

Thames River Path - Vauxhall Gardens

Coherent, high capacity cycle junction with Linear Park andWandsworth Road

Enhanced lightingwhere Miles

Street crossesunder the SouthWest Main Line

High qualitylteredpermeability

F e n t i m a n R d


FunctionConnector linking Thames Riverside Path, Nine Elms Lane, MilesStreet, Linear Park, Wandsworth Road, Lambeth Road Southand Fentiman Road. This is one of NESBs shorter routes buthas wider strategic importance because of i ts connection toFentiman Road, which links Vauxhall and Clapham.

Route typeSecondary roads, with frequent crossings of main roads.

Requirements

Seamless connection with cycle infrastructure in Linear Parkand Wandsworth Road - this junction (highlighted) will needto accommodate high ows of cyclistsFiltered permeability to exclude motorised through-traf cCrossings with main roads provide route continuity andprotection from turning traf c20mph speed limit.


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D R A F T

Thames River Path

The Thames River Path has the potential to be a coherent and attractive off-road cycle route.

N e w T h a m

e s B r i d g e ( p r o p o s e d )

La m b e t h Br i d g e

V a u x h a l l B r i d g e N

ew

T h am e s B r i d

g e ( pr o

p o s e d )

C

h e l s e a B r i d g e

Nine Elms Pier


FunctionRiverside route linking Battersea Park, Bat terseaPower Station, Vauxhall Bridge and Lambeth Bridge.Connects numerous Quietways leading into NESBand passes under Chelsea, Grosvenor, Vauxhall andLambeth Bridges. Potential for utility and leisure uses.

Route typeIntermittent path of varying quality, delivered instages as part of residential developments. Cyclingdoes occur but is not currently permitted. Proposalexists for re-paving, widening and adoption by localauthorities. Section between Battersea Power Stationand Nine Elms Pier will not be connected until 2023,when Thames Tideway Tunnel works are complete.

RequirementsCycle Track Order to be applied to routeWhole-route approach to be taken, withconsistent materials and provision for walking andcycling along entire routeWidth suf cient to accommodate all usersMaterials to be high quality, attractive, and smoothConnections with other cycle tracks to be welldetailed and designed to very high standardsExisting obstructions and impediments to cycling(e.g. ights of steps) to be removed/mitigatedImproved connection with Albert Embankmentand Lambeth RoundaboutIncomplete sections to be bypassed with suit ablyhigh-quality, well-signed diversionsHigh standards of signage and way nding.


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D R A F T

Cringle Street, Kirtling Street and New Road

Segregated cycle lanes in new road

C r i n g l e S t r e e t

K i r t l i n g S t r e e t

Coherent connection with Cycle Tracks in Nine Elms LaneTraf c calming and ltered permeability to be used in Kirtling Street

N e w R o a d

Route DescriptionLength800m total

FunctionAccess between Nine Elms Lane, Thames River Path, BatterseaPower Station, Cemex site, civic amenity site, existing industryand other future developments. Addresses the severance ofthe Thames Tideway Tunnel works, providing a bypass whileconstruction works block the Thames Riverside Path.

Cringle Street currently permits on-street car parking and is usedby a particularly high proportion of HGVs.

The new road will be the main route from Battersea PowerStation to Nine Elms Lane and will be used by delivery andconstruction vehicles, as well as residents cars, cyclists andpedestrians.

Route typeExisting secondary roads with relatively narrow (7.5m wide)carriageways. New road dimensions unknown.

RequirementsNew road to provide safe, convenient access betweenBattersea Power Station and Nine Elms Lane - separation ofroad users may be bene cial hereHigh quality connection between Thames River Path andNine Elms LaneContinuous, protected links to Nine Elms Lane cycle tracksSurface treatment in north east corner of Kirtling Streetto emphasise connection to Thames path via choice ofmaterialsKirtling Street to use traf c calming and smooth surfacing,with possibility of restrictions to through-traf c20mph speed limits.


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Linear Park

The Linear Park provides green space and local access to surrounding developments

The parks width varies, with a maximum of 50m. This route has signi cant potential for leisure use, as well as providing local access


FunctionPedestrian and cycle route through new park. Links Greenwaystogether and connects Nine Elms Lane to Wandsworth Road.Clean-sheet approach allows route to be built to a consistentlyhigh standard. Delivery of the Linear Park requires continuedcooperation on the part of all developers - it cannot open untilall adjacent developments have been completed.

Route typeOff-road track.

RequirementsHigh quality connections to all adjoining cycle routes,particularly where Linear Park meets Wandsworth RoadMust be designed to provide for utility and leisure tripsThe path must provide a direct route through the Linear Parkand be unimpeded and continuousFiltered permeability to reduce number of secondary roadscrossing Linear Park, minimising encounters with crossingtraf c and reducing accident risk (perceived and actual)Path to be well-lit and open 24 hours a day.


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Viaduct Cycle Route

T h e s s a l y R d

Shops in railway arches along busy routes bene t from passing trade

Route is traf c-calmed and has priority over side roads at junctions

S t e w a r t s R

d

Bridge over New CoventGarden access road


FunctionRunning parallel to the South West Main Line is a seriesof secondary roads that provide access to many of thedevelopments to the south of the Linear Park. If linkedtogether, this could form a continuous pedestrian and cycleroute. This would connect the Quietways together and providea link between Stewarts Road and Wandsworth Road. Motortraf c would be access-only and limited to residents.

Route typeSecondary roads, with possible short sections of off-road track.

Requirements

Whole-route treatment, with smooth, high quality surfacingCoherent, direct connections with perpendicular QuietwaysHeight changes (e.g. bridge over New Covent Garden accessroad) to be accomplished using gentle (


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D R A F T

Battersea Park Road/Nine Elms Lane (A3205)

3. 4 1

B

C

NOTE: JUNCTIONLAYOUT CURRENTLYBASEDONTHE VNEB PUBLICREALMAND

I Y LLI Y.

D

C

Draft plan for full-length segregated cycle tracks along Nine Elms Lane (Burns + Nice) High quality materials and tree planting make for an attractive avenue


FunctionArterial route. This is the only A-road to be contained entirelywithin NESB and its most direct route. It functions as a spineto the OA and to the NESB cycle network, linking in withsurrounding areas. It is one of the busiest roads in NESB with ahigh proportion (14%) of HGVs. Will be substantially rebuilt as apart of the OAPF, transforming the quality of place.

Route typeTLRN A-road, generally with two traf c lanes and two bus lanes,with some variation at junctions.

RequirementsMinimisation of con ict with motor traf cContinuous, fully segregated cycle tracks along entire routeConsistent, high quality materials used throughoutCycle tracks continuous through junctionsCycle track unimpeded by bus stopsSeamless connections to intersecting routesContinuation of roads overall ability to accommodate buses.


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Vauxhall Gyratory

Continuous high-quality segregated two-way cycle tracks, protected from multi-lane arterial road.Vauxhall Gyratory may require wider lanes than these.

Cycle hub facilitates multi-modal transport

Route DescriptionLength850m circumference, plus internal roads

FunctionGyratory system. Convergence point of six main roads.Southernmost boundary of the London Congestion Charge zoneand a strategically important node on the Inner Ring Road. Alsoprovides access to London Underground, National Rail and busstations.

Major convergent point for local and city-wide cycleroutes, despite low quality of existing infrastructure. CycleSuperhighway 5 is due to pass through the nor thern area of thegyratory. LB Lambeth is seeking to convert Vauxhall Gyratory totwo way working.

Route typeTLRN One-way main road, with between four and six traf c andbus lanes. Multiple connections with other main roads.

RequirementsComplete system of protected high-capacity cycle tracksthat are able to accommodate large ows of cyclists andconnect seamlessly to all adjoining routesCycle tracks must be separate from carriageways, protectedfrom bus stops and coherent throughout

Cycle tracks must be as quick as cycling in the carriageway,while being safer and more pleasant to useMinimum impediments to cycle ows through area; routesare continuousSuf cient width of cycle tracks, to allow for anticipated owsCycle Hub at station to facilitate modal interchange.


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D R A F T

Floating/bypass bus stop ensures cycleroute continuity and is more comfortablethan overtaking buses in main carriageway

Wandsworth Road (A3036)

Cycle tracks to be located adjacent to northernmost stretch of Wandsworth Road, connectingViaduct Cycle Route and Linear Park to Vauxhall Gyratory.


FunctionWandsworth Road connects Clapham with Vauxhall and marksthe southern boundary of NESB. It is a major high street inthe area and is served by six bus routes, plus the proposedNorthern Line extension. Connects to most Quietways, plusLinear Park. Managed by LB Lambeth.

The northernmost section of Wandsworth Road (highlighted) isthe only direct link between the Viaduct Route, the Linear Parkand Vauxhall Gyratory.

Route typeMain road, with many side turnings and crossings.

Requirements

Highlighted section to have high capacity segregated cycletracks to connect Vauxhall Gyratory with Linear Park, ViaductRoad and Wandsworth RoadSegregated cycle tracks at northern end of Wandsworth Roadto feed into segregated cycle tracks at Vauxhall Gyratory andconnect to onward routesElsewhere in Wandsworth Road, junctions with Quietwayswill need to provide adequately for cycle movements and becoherent and safe.Light segregation and separation of cycle and motor vehicletraf c would add a great deal of coherence to the route andmake it more pleasant to use.


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Albert Embankment A202/CS5 (proposed)

This route links Westminster to New Cross Gate and the A2,via Camberwell and Peckham. CS5 is proposed for completionby late 2013. The existing proposal sees a two-way segregatedcycle track on the northern edge of Vauxhall Gyratory, linking

Vauxhall Bridge and Kennington Road.

CS5 must link in coherently with all future cycle routes in NESB,to ensure that it contributes fully to the network.

CS5 will contribute to Londons network of Barclays Cycle SuperhighwaysContinuous route, with coherent links to side roadsKerb provides protection from HGVs at junctions


FunctionConnector between Lambeth Roundabout and VauxhallGyratory. Major bus route, with bus lane provision along muchof the road. Potential for some rebuilding at southern end, aspart of redevelopment of river-side buildings.

Route typeA-road, managed by LB Lambeth.

RequirementsConnection to segregated cycle tracks around LambethRoundaboutConnection to segregated cycle tracks at Vauxhall GyratoryLinks to Thames Riverside Path to be improvedDesign proposal should explore how best to protect cyclistsfrom motor traf c along route.


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Queenstown Road/Chelsea Bridge Road (A3216) and Silverthorne Road

x

Segregated cycle tracks around Queens Circus


FunctionThis forms the western boundary of NESB, connectingWandsworth Road and Battersea Park Road with Chelsea Bridge.It has two cycle route designations (LCN and BCS) and very highlevels of cycle traf c in am peak, particularly over Chelsea Bridge

Route typeCombination of A and B roads, with varying levels of cycleprovision. The A roads on this route are TLRN.

RequirementsChelsea Bridge Road

Replacement of inconsistent cycle lanes north of QueensCircus with a high quality tracks.Separation of cycle routes and bus stopsSegregated cycle lanes around Queens Circus.

Queenstown RoadImprovement of cycling environment between QueensCircus and Silverthorne Road, within constraints of levelchanges, railway bridge abutments and tight corners.20 mph limit and surface treatments to be explored.

Silverthorne RoadImproved signageRedesign of carriageway to provide more attractive surfacewhile maintaining low speeds for vehicles.

Existing inconsistent cycle lanes replaced by continuous segregated tracks


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D R A F T

The completion of the routes described in this document will result inthe delivery of a complete, area-wide cycle network.

The success of this network will depend on the cohesion of the

routes and the quality of the connections between them. It mustbe considered as a single entity, worth more than the sum of itscomponent parts. Consistent input will be required to ensure that thenetwork is delivered to a suit ably high standard.

Complete cyclenetwork built fromdifferent route typesin NESB

The routes ful l avariety of functions;

all are equallyaccessible by bicycle

C S 8

C S 5

L a n e

N i n e

E l m s

V i a d u c

t R o u t e

R o a d

S t e w a r t s

T h e s s a l y

R o a d

W a n

d s w o

r t h R o

a d

N e w

b r i d g e

N e w b r i d g e

A l b

e r t E m b a n k m

e n t

R o a d

L a m

b e t

h

S o u t

h

5.3 Complete Network


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6 Summary and Conclusion

Summary: delivering the sub-aims

The overall aim of this development-based cycling strategy isto develop a cycle network that provides access to all areas of

Nine Elms on the South Bank and is accessible to anyone. Thisis manifested in a number of sub-aims which are taken from theMayors Vision for Cycling. They will be addressed as follows:

1) Better cycle routes along main roads, to be delivered tointernational standards of best practiceThese will be continuous, safe, and suitable for all types ofcyclists, connecting to secondary roads and off-road tracks andproviding direct cycle routes through NESB.

2) A network of high quality Quietways on low traf c backroutesThese roads will make up the majority of the NESB cycle routenetwork. They will provide complementary routes to the mainroads and also facilitate local access.

3) New off-road Greenway routes through parks and alongwaterwaysBy providing this extra set of links in NESB, the route networkdensity will be further increased. As well as displaying thedirectness and coherence of the other route types, these havethe potential to be particularly attractive to new users.

4) Routes to link together and be easy to understandConnectivity has, throughout this document, been emphasised

as a necessity for the cycle network. Logical routes, clearway nding and minimisation of obstacles will ensure that thecycle links in NESB are able to function as a complete network.

5) Many more people cycling for everyday transport in NESBBy providing a coherent, direct and safe cycle network, cyclingwill become much more accessible as a means of transport inNESB. The cycling environment will appeal to existing cyclistsand, crucially, to the much larger number of potential cyclists.This will greatly increase the number of journeys in NESB thatcan be made by bicycle.

6) Widespread recognition of NESB as an exemplary cyclingenvironmentThe recommendations contained herein are based uponwell-established design principles and underlying research. Iffollowed, they will deliver a cycling environment of exceptionallyhigh quality.

Conclusion

This document has set out the aim for Nine Elms on the SouthBank to be transformed into an area of London where cycling

can have an unprecedentedly high mode share. This requiresthe development of a cohesive network of direct cycle routesthat are comfortable for all people to use and link into widernetworks beyond the NESB boundary.

Route treatments have been informed by the Mayor of LondonsCycling Vision, the London Cycling Design Standards, the DutchDesign Manual for Bicycle Traf c and existing research into thecharacteristics of successful cycling environments.

The routes recommended in the strategy are useful point-to-point links; however, their utility will be limited if they areconstructed in isolation, or to varying degrees of quality. Thedevelopment of NESB as an exemplary cycling environment isa once-in-a-generation opportunity to achieve a step-change inthe quality of life in this new area of London.


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D R A F T

Phasing and Delivery

This strategy is about embedding cycling provision in an area that is beingtransformed. This will take many years to complete and it i s recognised that the

detailed implementation of various parts of the proposed network will need tobe clearly linked to development phases. High quality cycle routes will need tobe connected to developments as soon as they are complete.

The delivery of the strategy will need to tie in with construction phases andupcoming developments and recognise the importance of utility provision in thearea. There may be an opportunity to provide utility upgrades and cycle routeimprovements as part of the same workstream. Similarly, disruption to the cyclenetwork in the event of utilities being replaced/upgraded must be avoided androutes must be maintained.

Construction traf c will need to be carefully managed in r elation to the cycleprovision and use in the area. This aspect will quite rightfully be considered indetail in a separate document. Nine Elms Lane and its cycle tracks will only befully delivered when all the schemes along the route are complete. There will,however be an interim condition will some parts are implemented and othersnot. The detail of cycle provision on such a key route will need to be carefullyconsidered in order to avoid creating points of con ict and ensure that thecycling environment is delivered to a consistently high standard.


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TfL draft cycling strategy for nine elms

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Transcript of TfL draft cycling strategy for nine elms