The glorious thing about defending the concept of a Low Traffic Neighbourhood, is that it forces supporters to consider ever more aspects of human life in the city. So it was inevitable that philosophy should raise its head at some stage. So we have to thank Helen on our Facebook platform for pointing out the dangers of dogma, though I’m not sure she meant the dogma that cars and the city are somehow inevitably entwined.
We’re publishing these key tests as discussions around an amended design to the Crystal Palace LTN begin to emerge.
Other suggestions for key requirements are welcome – please leave them in the comments section below. Any scheme that can meet these tests while minimising disruption for residents and essential services is one that should be given serious consideration.
1) Remove 100% of “through”-traffic cutting between Church Road, Anerley Hill, South Norwood Hill and Goat House Bridge via the LB Croydon-controlled back streets. This is fundamental to the operation of a low traffic neighbourhood.
3) Bromley given free democratic rein and accountability to solve anything specific to its own roads (e.g. Cintra Park / Milestone Road cut-through), without prejudicing Croydon’s solution – and vice versa.
4) Minimise traffic speed/volume on all sections of Lancaster Road, Southern Avenue, Auckland Road, and Belvedere Road (Bromley) to meet the London Cycle Design Standards for a fully shared road. This means 2000 vehicle movements per day or less on any given segment of road. In some cases this means increasing, not reducing, residents’ access to and from the nearest main road.
5) Maintain doorstep access to Auckland Surgery to in-zone and out-of-zone residents from all sides of the network, in order to provide convenient and equitable access for people suffering from illness and those with disabilities.
6) Maintain satisfactory access for emergency services.
One measure of the effectiveness of traffic alterations relies on surveys of traffic, before and after the change. If one looks at the major study (S. Cairns, S. Atkins and P. Goodwin) into ‘traffic evaporation’, we find that traffic is analysed both on the road itself, but also the boundary roads where one might expect traffic to divert to. The effectiveness of traffic evaporation is calculated from the ‘before’ and ‘after’ results of these combined figures.
Traditional thinking has tended to view the limitations on disabled people’s choices and life experiences purely as a consequence of the differences in their physical capabilities. The answer to those limitations would be to fix their physical limitations, which is, often, of course impossible, or to accept that they have to put up with more limited choices and quality of life than others. In recent years, however, disability advocates and government have favoured a different way of thinking, called the “social model of disability.” The social model holds that disabled people are held back, not by their bodies, but by the choices society makes about the physical environment, the world of work, social interaction and so on. Giving them more choice and opportunity requires fixing those problematic features of society.
There are now over 2,100 signatures to the petition which, while being supportive of the LTN, calls for the bus gate to be opened for access to local residents only.
Our proposal for a better way of controlling traffic within the LTN makes it clear that the bus gate is essential to defending a safe route for walkers and cyclists, but we haven’t addressed why residents shouldn’t be allowed through or whether certain categories of people/vehicles should be given an exemption.
Here’s the view of local resident Martin Wheatley posted on Facebook
There’s been a lot on here [Facebook ] recently about Croydon Council’s existing and planned changes to Auckland Road and nearby streets – of which I am a resident. With no disrespect to the views which have been expressed, and for the sake of balance, let me offer a different take.
I live near the Auckland Rd Cypress Hill junction.
The road block was fantastic – we saw our non cyclist teenagers both cycling down the streets learning the dangers in a safe way and they now want to cycle to school or walk. The whole road was jogging, chatting in front gardens, cycling, playing outside and dog walking while remaining distanced. It’s been amazing.
This is what Croydon Council Highway Improvements Team say:
The road closures and other measures across the borough have been installed at speed in response to covid-19 pandemic with the aim of reallocating road space to cyclists and pedestrians enabling safe, socially distanced active travel and form part of the Council’s Streetspace Improvement Programme (CSIP). The central government imposed lockdown has resulted in a substantial reduction in motor traffic, creating less polluted, quieter streets across our borough. Many people have opted to cycle or walk instead of using their own vehicles or public transport, in some areas there has been a 70% increase in the number of people using bicycles for exercise, safe and socially distanced travel.