Responding to Cycle Enfield’s consultation on Hertford Road (A1010 North)

Screen Shot 2016-08-19 at 12.32.01

If you haven’t done so already, please respond to Cycle Enfield’s plans for the northern stretch of the Hertford Road (from the Southbury Road junction northwards). The deadline is 23 September, and you can respond here. Even if you’re not a resident in that part of the borough, please support it! There is real potential for the scheme to regenerate this more deprived area of Enfield, giving greater mobility to households without cars and improving health and air quality for everyone by making active travel easier. 

For a quick response, you can just fill in three pages of this form: who you are, whether you support it overall, and a separate final page on whether you support the junction with Southbury Road (we hope you do – it looks great). Feel free to either copy our response below, or preferably put it into your own words, if you agree.

It’s then optional to comment on each page of the design, and we’ve also provided our responses below.

Scheme overall

Support: Yes

Enfield Cycling Campaign welcomes this design as a significant opportunity to make cycling a viable transport option for many more people in Edmonton. It could be transformational, increasing mobility for households without access to a car, and reducing the need for car journeys for commuting, shopping and the school run.

However, for a significant modal shift to happen, we think that more attention needs to be given to linking the A1010 with important east-west routes across the borough. There needs to be easier and safer turns for cycles into junctions such as with Green Street, Carterhatch Lane, Turkey Street, Ordnance Road and Unity Road. Also:

Better train-bike links: safe direct cycle routes needed to Enfield Lock and Turkey Street stations and sufficient cycle parking.

Track width: 1.8m should be the minimum, except where passing bus stops to slow cyclists – here minimum can be just over 1.2m for accessible cycling. We are also not clear on whether the width of the track refers to the distance between the kerb and the inner edge of the orcas, i.e. whether it is all useable width.

Crossings: We would like to see more crossings for cycles alongside pedestrian crossings.

Side roads: Many have no entry treatment – we recognise the budget restraints but would like this addressed with follow-up funding where possible.

Bus stops: The default should be bus stop bypasses, not bus boarders, where space allows – especially where there is high pedestrian footfall.

How important to you are the inclusion of the below ideas in the overall scheme?

We gave ‘5’ to all with the exception of ‘convenient car parking’, at ‘2’.

Feedback on the consultation process

We put ‘Agree’ for all three statements.

Page 1. Southbury Road to Broadlands Avenue

Support: Partially

  • The cycle track is narrow – down to 1.5m in places.
  • Side roads Durant, Brecon, The Ride, Broadlands have no entry treatment. Broadlands entry also needs a tighter radius.

Page 2. Broadlands Avenue to Tyberry Road

Support: Partially

  • Cycle track narrow.
  • A bus bypass not boarder would be better southbound. This is a busy area at certain times of day with students leaving / arriving at the college.
  • Tighter radii needed at Broadlands Avenue and Wickham Close
  • From Tyberry Road, not clear how cycles will access the cycle crossing in order to turn south or use the greenway eastbound. However, we welcome the raised table at this junction.

Page 3. Tyberry Road to Cedar Avenue

Support: Partially

  • Cycle track narrow
  • Will priority for people cycling be apparent at the raised table area at Brick Lane?

Green Street:

  • We liked the fact that cyclists can safely pass the Green Street junction north-south
  • How do cycles turn right from the northbound lane into Green Street? Is there a gap in the kerb (where the dropped kerb is shown) to pass through? Perhaps allow cyclists a traffic light and waiting area here.
  • It does not look easy to turn left into Green Street. Perhaps allow cycles a free left turn into Green Street with a give way at the road.
  • How will cycles safely turn right from Green Street to A1010? This movement looks hostile.

Page 4. Cedar Avenue to Palmers Lane

Support: Partially

  • The Carterhatch Lane junction has high traffic volumes in all directions and we felt it was not suitable for a roundabout, especially for facilitating east-west cycling. This junction would probably be better if signalised. There is only one cycle crossing in this design – another parallel crossing to the south would enable crossing to/from Cedar Ave. The lanes have sharping turning angles for cyclists, giving a poor line of sight when approaching from the left, i.e. cars will be behind them. so it would be difficult for cyclists to anticipate when a driver does not obey priority. Multiple approach lanes create more risk for cyclists as well.
  • A bus bypass southbound would be preferable.
  • More entry treatments for side roads welcome when funding allows.
  • Zebra crossing near Palmers Road/Addison Road could be changed to tiger crossings to enable cyclists to access these side roads.
  • We welcome the exit-only at Carterhatch Road in reducing hook risk for cycles and pedestrians crossing the side road.

Page 5. Palmers Lane to East Road

Support: Partially

  • Cycle track narrows to 1.7m in places
  • Could Pitfield Way be filtered to allow ease of access by bike? Radius needs tightening.
  • Has cycle access to Durants School (and bike parking) been considered?
  • Zebra near Albany Park Avenue could be a tiger crossing
  • We would prefer a bus bypass rather than a boarder (northbound), as the space seems to be sufficient. The service road option forces northbound cyclists to take a detour and give way twice, and may well be ignored.
  • How will right turns for cycles into/out of Hoe Lane and East Road be made safe? Could there be a cycle crossing?

Page 6. East Road to Elmhurst Road

Support: Partially

  • We welcome the cycle path across the entrance of Eastfield Road. Will the track be demarcated from the rest of the road by colour or material?
  • The zebras near Eastfield Road and Grove Road West/Albany Road could be tiger crossings. Eastfield Road gives access to Oasis Academy and needs to allow a safe right turn for students cycling.
  • Cycling between two rows of parked cars looks a little intimidating on the service road.

Page 7. Elmhurst Road to Totteridge Road

Support: Partially

  • Cycle track narrow – down to 1.5/1.6m in places
  • The Turkey Street junction does not look safe for cycles to turn right into or out of. This is an important east-west link as well as access for commuters to Turkey Street station. More thought needs to be given to this junction.
  • Left hook risk Amhurst Close – the radius needs tightening. Cycle parking at superstore?

Ordnance Road junction looks hostile for cycling. This is another important east-west route, and leads to Enfield Lock station. More thought is needed here:

  • Could northbound cyclists be free to continue at all times, except giving way to the pedestrian crossing (rather than the early release)?
  • Right turn into or out of Ordnance Road does not look safe for cycles
  • Large width and multiple lanes increases risk for cyclists
  • Unity Road junction also looks hostile:
  • Right turn into or out of Unity Road does not look safe for bikes
  • Large width and multiple lanes increases risk for cyclists
  • We did not understand the ‘Ahead only movement for cyclists’

Page 8. Totteridge Road to Holly Road

Support: Partially

  • Cycle lane narrow at 1.7m
  • Could zebra near Aylands Road be a tiger crossing?

Page 9. Holly Road to Bullsmoor Lane

Support: Partially

  • Cycle lane narrow at 1.7m
  • The Bullsmoor/Mollison Ave junction looks promising

Page 10. A110 / A1010 junction

Support: Yes

This junction looks very promising and close to a Dutch-style simultaneous green for cycles. We were impressed with this design for making cycling much safer at such a busy and difficult junction.