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This is Ealing
Cycling Campaign's response to Transport for London's plans for
a Light Rail Transit (Tram) along the Uxbridge Road through Ealing.
It consists of three sections:
A.
General issues affecting cyclists
B.
Detailed survey of route
C. Appendix
i)
Lane Widths
ii)
Permability Survey
A.
Issues Affecting Cyclists
Our
general concerns are:
1. Priority along the route
2. Continuity across the route
3. Width of cycle and other lanes
4. Angle of crossing tram tracks
5. Getting around tram stops
6. Carriage of bikes on trams
7. Parking at tram stops
8. Obstacles within cycle lanes
1. Separate
cycle path versus retaining priority
In some places (e.g. between Southall and West Ealing) there may
be a choice: a) to build a cycle path separate from the main road
on which cyclists would be expected to give way at side roads, or
b) to put a cycle lane on the main road, on which cyclists will
retain the priority of the main Uxbridge Road and have right of
way over side junctions. Most cyclists we asked preferred option
b. The Uxbridge Road is a major commuter artery for cyclists and
deviation away from the direct route will entail extra time and
distance. A quoted guideline is that an increase of more than ten
percent in journey time or distance will deter cyclists from using
a route (CTC, 1998). Having to stop and give way at junctions increases
the time taken quite dramatically, and also introduces hazards with
priority and direction changes. We feel strongly that the cycle
lane should retain the main road’s priority to the greatest
extent possible.
2. Continuity of cycle routes across the tram route (i.e.
generally North-South orientation).
In places,
traffic management in the form of no right turns, no entry signs,
and one-way streets will cause diversions to cyclists who need to
cross or access the Uxbridge Road. From the plans, it appears that
tram route - in its present form - will prevent cyclists making
53 turns that are currently permitted. This would reduce the ‘permeability’
of the route from 83% to 77%.
These restrictions appear to conflict with Ealing’s Unitary
Development Plan (UDP) which states that more road space should
be given to cyclists. It is also worth noting that Ealing Council
are currently working to open up more one-way streets to two-way
cycle traffic. We would like to see road closures replaced by cycle-only
entry plug treatments. We suggest that the route can be made more
permeable for cyclists, and that a minimum achievable level is 90%.
•
See appendix 1: Permeability survey.
3. Cycle lane and carriageway width.
The proposed
cycle lane width is 1.3 metres. (This may be quoted on a different
basis to that used by TfL. HMRI state the width as measured from
kerb face to inside edge of white line, and demand a 0.3m wide white
line. We understand that TfL practice is to quote the width as measured
from kerb face to centre of white line. On this basis the HMRI 1.3
metre lane is 1.45 metres.) Correspondence from Rose Ades of the
Cycling Centre of Excellence earlier this year indicated that a
dimension of 1.5 metres is to be used; corresponding to the minimum
for an LCN+ route. We would appreciate confirmation of the intended
width.
In places cyclists will share a traffic lane which is proposed to
be 4 metres wide. For safety, we would like the cycle lanes to be
at least 1.8 metres wide, and traffic lanes at least 4.35 metres
wide
• See appendix 2: Evidence against 4m-wide traffic lanes.
4. Angle
of approach when crossing the tram tracks.
The safest way for cyclists to cross tram tracks is at 90 degrees
to the rails. For safety, at least 60 degrees is recommended. (We
were told at a conference in 2003 that the HMRI guidelines were
being revised and would be published in 2004 with this recommendation.)
There are several places on the route where cyclists will have to
cross the tracks at narrower angles than this, and we would like
to see safer options provided. Note that almost all the cycling
casualties in Croydon’s scheme have involved skidding on the
tracks, not, as frequently supposed, getting wheels stuck in the
track flangeway.
5. Arrangement
around tram stops. How does a cyclist pass them?
There are two principal means of passing tram stops. In some places
the cycle route runs around the back of the stop, while in other
places cyclists will have to cycle out of the cycle lane and between
the rails. In this latter case cyclists may have to wait behind
the tram. Trams are likely to be stopped for times of between 15
seconds and 1 minute. Where tram boarding times are likely to be
long, it is important that cyclists have a way of getting past trams
without having to wait. In any event it is important that cyclists
do not come upon the stop buildout suddenly but have time to position
themselves correctly.
6. Carriage
of bikes on trams.
This was not considered a high priority by the cyclists we surveyed.
However we feel it is important that folded bikes are allowed, as
in Croydon. It would also be helpful if bikes - especially those
with punctures - could be carried off-peak.
7. Provision
of cycle parking at tram stops.
This was not considered a high priority by the cyclists we surveyed.
However some provision would be useful and greatly extend the useful
catchment area of the tram service.
8. Freedom
of cycle lane from obstacles eg drain and service duct covers.
To provide a solid track bed for the tram to run on, drains and
service ducts for utilities are likely to be moved out of the way
of the tram. We think it is important that these aren’t put
in the cycle lane.
The graph
below is based on a survey of Ealing Cyclists showing which of the
above issues they regard as the most important.
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