The Challenge of Change in Vauxhall

Last night, at the invitation of a vocal Harleyford Road resident, I attended a meeting between a handful of residents and Transport for London about Cycling Superhighway 5 between New Cross Gate and Victoria via Vauxhall Bridge.

TfL proposes to turn one of the three lanes of one-way motor traffic on Harleyford Road, between the Vauxhall end of the cricket ground and the Royal Vauxhall Tavern, into a two-way cycling track. A number of properties face onto the road and some residents have concerns about the proposed track.

The meeting was for Transport for London to present their current plans following a previous meeting about a year ago. Members of the Cycling Superhighway design and consultation team were there, and, lest there be any doubt that TfL are taking this seriously, Andrew Gilligan, the Mayor’s Cycling Commissioner, and Nigel Hardy, TfL’s Head of Capital Development came to meet the half-dozen residents.

For those who don’t know the area, Harleyford Road is a TfL controlled strategic ‘red-route’ that runs up from the Oval towards Vauxhall Bridge. As this map, from this great resource, of 1831 shows, it has been a major road carrying people and goods between south and north London since the first Vauxhall Bridge was built in 1812.

In Victorian times I imagine it was frequently congested; noisy due to the clatter of horse shoes and rumble of wagon wheels; liberally splattered in horse poo and pee. The coming of the motor vehicle, which could do in one trip what it previously too six horses and carts to do, may have seemed a huge relief to the residents at that time.

As time went by however motor vehicle numbers and trips soared resulting in the noisy, polluted, race track that is Vauxhall as we know it today.

At first glance one may doubt the sanity of anyone who chooses to live on such a motorway, but the traffic will presumably have altered to a degree over the years (e.g. I believe the red-route controls were implemented in 1998), and the large houses are centrally located, well connected to public transport, and cheaper than ones facing onto a quieter street. And there are off-peak times

The meeting was shouty and jumped around from topic to topic quite erratically, but I will try to capture the points that were discussed and some comments and suggestions I have. It’s pertinent to note that all the residents present seemed to live on the side of the road on which the cycle track is proposed to be placed (the right hand lane in the photo above, heading towards Vauxhall). One stated that she is a fair-weather cyclist.

Loading and Unloading – At present the red-route status means that, according to a resident, you cannot load/unload between 7am and 7pm Monday to Saturday. The concern is access to hearses, ambulances, refuse trucks, fire engines, supermarket delivery vehicles, cars used by the infirm and removal lorries during those hours if one of three motor traffic lanes has been replaced by a two-way cycle lane.

TfL pointed out that the existing loading bays that have been provided for most loading/unloading in Durham Street would remain. I pointed out even if vehicles stopped in one lane that would still leave a motor traffic lane available going in the same direction for motor vehicles to use. I also suggested that an off-peak loading bay on Harleyford Road would be worthy of consideration by TfL, which they took on board as a proposal.  I took this photo in the early afternoon today and you can see that there is no shortage of space despite a broken down car.

A further concern was the ability of people to cross a low barrier between the road and cycle lane that will prevent drivers from parking on the cycle lane. I suggested some wheelchair width gaps – insufficient to get a vehicle into – would permit this. TfL seemed happy to explore this.

An additional issue was that people loading/unloading on this road (rather than in the Durham Street bay provided) would have to cross a two-way cycle lane to reach the vehicle. Apparently cyclists travel at 30mph (and presumably are impervious to injury in a collision as well as being beyond Olympic racing status) so that would present great difficulties. A TfL observation that the peak hour tidal flow tended to be in one-direction appeared to be lost in the general hubbub.

The problems that would arise in the future from two-way cycling in the future were felt likely to be the same as the current ones, where people ride their cycles against the traffic on the pavement, the difference being that  they would be riding on a separate track instead of the pavement.

Pedestrian/Cyclist Interaction – Some people are rushing from A to C, through B where some locals are pootling around. Regardless of form of transport there can be conflict in this circumstance and excellent design plays a massive role in reducing this.

The underlying issue in Vauxhall is how to successfully balance the needs of a transport ‘corridor’ with a place where people live. We must not end up with barren streets as exemplified a little further down Harleyford Road by the sullen wall along the Oval cricket ground. TfL’s urban designers have done good work in producing the draft Nine Elms cycling strategy, but there was no indication in the plans presented last night of place-making being considered here.  For example, could trees be used at places to mark the divide between the road and the cycle lane, and could a more harmonious colour than blue be used for the lane. Ultimately, can the movement of goods and people be so improved that Harleyford Road can become a quiet, pleasant, safe and spacious boulevard through which thousands of people move?

Inconsiderate road users, regardless of their transport mode, need to be encouraged to behave differently. Design plays a huge part in this, but so does education.  I hope that local primary schools St Anne’s and Wyvil will be offering cycle training, which addresses this, to their pupils this year in preparation for the gradual introduction of their new routes to school.

Access to Driveways – There are a handful of permitted driveways and residents are concerned about accessing or leaving them given a segregated cycle lane to cross. TfL said that access would be maintained.

Some residents felt it was most unlikely that there would be a gap in the flow of people riding bicycles sufficient to allow them to turn into or out of their drive and asked for proof in the form of an existing example. TfL cited Cable Street which has had such a cycle lane for over a decade.

Putting out Rubbish – I don’t know where residents are currently required to put their bins out for collection. I presume on the pavement. The pavement will remain in place, albeit with fewer people riding bikes on it. Anyway, it’s a concern that TfL and Lambeth will need to ensure is checked out.

Air Pollution – It was argued that providing dedicated space for people to ride bikes may increase air pollution because where there were three lanes of motor traffic there will now be only two. TfL said that traffic light phasing would be used to manage this. No benefits of more people cycling rather than driving or being driven and the knock on reduction in air pollution were raised.

Banned right turn from Harleyford Road to Kennington Lane – a small number of drivers currently make this right turn. To facilitate the efficient, direct and safe passage of the existing and forecast number of people riding bicycles, TfL propose that the few motorists make this small part of their journey around the existing gyratory. I think that it was to do with this point that a resident suggested it would be a better idea here to maintain the right turn for the few and a good idea if the thousands of people riding bikes dismounted and walked their bikes across the road.

My Conclusion

Residents last night didn’t cite any potential benefits such as cleaner air; the motor traffic being further away from their front door reducing noise and serious collision danger; a fitter population reducing their NHS liability; or enhanced mobility options for adults and children in the houses thanks to a child-usable cycle lane outside the front door. It seemed unlikely that any of the owners expect a cycle lane replacing a lane of motor traffic will increase the value of the houses.

Change can be threatening and it is easy to anticipate real or imaginary problems and focus on these. 

This is not to say that the matters that residents raised were trivial and of no matter. Some are real concerns and, especially at this early stage of London ‘going Dutch’, they need to be heard and responded to. A particular concern of mine is that cycle lanes do not become loading bays like the one outside Tesco on the gyratory, and so sensible loading/unloading provision needs to be designed in from the outset. 

Change is achieved incrementally – a cycling superhighway here is likely to be a step towards a much better future both for residents and for those who pass through. I am gratified that the residents are questioning the process and that Transport for London at a senior level are engaging with them.

I look forward to seeing pensioners and primary school children riding through Vauxhall alongside the ladies and gentlemen who commute to work.

Is Nine Elms en-route to being more cycle friendly than Amsterdam?

Exciting stuff - the Barclays Hire Bike docking station has gone in opposite Battersea Power Station

Doubtless Wandsworth or TfL will soon put in a dropped kerb so you can comfortably cycle directly to Nine Elms Lane

The new blocks of expensive flats, some with an element of affordable housing, are going up. You can see Riverlight taking shape behind this sign, advertising imminent traffic delays

Embassy Gardens building work is taking place on the other side of Nine Elms Lane

and advice is offered to cyclists, so they're aware of turning lorries even if the drivers can't see them

I dropped into the Embassy Gardens Marketing Suite, taking my bicycle with me as there is no cycle parking outside

There's also none inside the grounds, but the sales clerk kindly invited me to bring the bike into the building

Having ascertained that all available flats had been sold, I continued up Nine Elms Lane towards Vauxhall, mingling with other proponents of active travel

towards The Tower

which planning conditions dictate has loads of cycle parking, plus a few car parking spaces. You get into the Cycle and Car Park here:

There are no guest Sheffield Stands for St George's Wharf Tower but there's much better than that - the gatekeeper assured me the concierge would arrange for the valet to look after your bicycle (don't ask how much the service charge is, if you can afford a flat here it's loose change)

Continuing to the top of Nine Elms Lane I tested my bike control skills around all the signs relating to the St George's development to take the segregated cycle path past Lassco

and when the van had gone I made my way back to Kennington

Across the river there's lots of discussion about the planned pedestrian and cycle bridge across the Thames http://www.warwicksquarepimlico.co.uk/1050/troubled-bridge-over-waters-nine-elms-bridge/

So, I think we can see that everyone's pulling their weight to ensure that Vauxhall, Nine Elms, Battersea is well on its way to being 'Better than Amsterdam' for cyclists as Boris Johnson promised.

Temporary steps towards a cycle friendly Vauxhall, Nine Elms, Battersea

Sainsburys Nine Elms Vauxhall has a large noticeboard in its entrance lobby about the imminent temporary store that will replace the big one while it is being rebuilt.

I can't help but doubt that Sainsburys shares the aspiration of Lambeth and the Mayor of London that this area will be super cycling friendly - in fact 'Better than Amsterdam - from that sketch and the accompanying Access information:

21 car parking spaces is way fewer than the existing store's several hundred spaces, plus the petrol station is closing, so this is presents a classic opportunity for Sainsburys to give a nudge to those currently shopping by car to switch to shopping by bike instead of losing these customers to a competing supermarket with a big car park.

The first thing to do is to ensure some cycle parking will be provided and tell people about it. But that's just a start. Don't show images like that above, but instead add lots of images of people shopping by bike; put panniers on sale by the tills, or whole shopping bikes ready equipped with rack, panniers, dynamo lighting and locks; give vouchers with the till receipts and petrol receipts offering a deal at local bike stores; and another voucher promoting Lambeth Council's free cycle training; run a Dr Bike in the existing car park and encourage drivers to bring their bikes to get them sorted ready for the big switch.

It's a real shame that the developers holding such sway here aren't pulling out every stop to nurture cycling as an everyday, efficient and less polluting means of transport in this area, right from the outset.

UPDATE
Sainsburys have replied to my tweet asking if they would amend the sign to give details about access by bicycle:

1. Sainsbury's ‏@sainsburys18 Oct

   @KenningtonPOB ...throughout the build and that this will take a number of different forms including in store displays. Thanks, Mark 2/2

    View conversation
2. Sainsbury's ‏@sainsburys18 Oct

   @KenningtonPOB Hi there, just to let you know that we will be keeping the community fully appraised of all aspects of the development...1/2

Transport Assessments feedback from Lambeth and Wandsworth

My recent posts on the numbers projected not to cycle to planned new Vauxhall and Battersea schools have attracted informative responses from Lambeth and Wandsworth, the respective boroughs.

The responses were kindly obtained, and sent to me today, by Nine Elms Vauxhall Partnership (@NineElmsTeam) who introduce themselves as follows.

It might be useful to explain in the first instance who we are and what is our mandate. As the Nine Elms Vauxhall Partnership we are the informal partnership for the Nine Elms Vauxhall Battersea Opportunity Area (or VNEB, now known as Nine Elms on the South Bank), working with Wandsworth and Lambeth Councils, TfL, the GLA and the various large developers and landowners in the area. Our role in the Partnership Delivery Team is strategic, in that we aim to create cohesion across all partners and to bring all their plans together; our partners are delivering the regeneration of the area.

I reproduce the replies from each borough in full below. My interpretation of these replies (without re-reading the Transport Assessments)  is that the Assessments predicts what form of transport will be used for the new building, based on similar existing buildings in places with similar transport infrastructure to that which currently exists, but don't make a second prediction incorporating the planned infrastructure developments such as the new tube line or 'better than Amsterdam' cycling facilities, based on a location where such infrastructure already exists. It seems to me that the absence of this second assessment can lead to flawed decision making.

Lambeth Council replied as follows:

All large developments are required to submit a Transport Assessment (TA) as part of their planning application. The purpose of this document is to set out the existing baseline transport and traffic conditions of the surrounding area; to make a robust prediction on the number and type of trips to be generated by the proposed development and then to assess the impact that those new trips would have on the highway and public transport network.

Therefore the figures quoted in the Waterman Boreham TA for Keybridge House stating the number of people cycling to and from the new school are predictions based on existing levels of cycling at other schools in similar locations. It is important to note that they are definitely not intended to be a target and are certainly not an aspiration. Lambeth Council works with all its schools to develop bespoke Travel Plans that seek to increase levels of cycling and walking. This includes providing cycle training for anyone who lives, works or studies in the borough. Lambeth Council have recently adopted an ambitious Cycling Strategy and are actively working with TfL to deliver major improvements to cycling routes through the borough in the near future.

All developments within the VNEB Opportunity Area are required to make financial contributions to overarching public realm improvements across the wider area. Better provision for cycling will be at the very centre of these improvements with proposals for improved cycle routes as set out in the Lambeth Cycling Strategy, major infrastructure projects such as a new pedestrian and cycle bridge across the river from Nine Elms to Pimlico, and a requirement for cycle parking as part of all new developments.

In addition to this developments are also required to fund improvements to the public highway directly related to their site and this will be the same for Keybridge House with the likelihood of contributions towards public realm improvements on both Wyvil Road and Miles Street, including improved cycling infrastructure.

Options are currently being investigated to remove Vauxhall Gyratory and return the streets to two-way operation. This would lead to improvements for cycling and walking at Vauxhall and to reduce traffic dominance. This is in accordance with the Vauxhall SPD and the council's aim to develop a district centre at Vauxhall with significantly improved public realm and permeability.

For the 415 new homes proposed within Keybridge House only 115 car parking spaces will be provided which equates to less than 1 space for every 3 homes; conversely every home will have at least 1 cycle parking space with more provided for the larger units. The car parking ratio has been negotiated down by around 50% from the developer's original proposals. The application has yet to be determined but the council will work with the developer to ensure that a comprehensive package of sustainable transport measures are delivered.

 Wandsworth Council said:

The point of the TA is to use known data as a proxy for what might happen. TAs have to apply a methodology compliant with TfL's Best Practice Guidance

It is not for the TA to make aspirational assumptions about future cycle use as this could then underestimate the likely impact on the bus and highway network.

However, we expect schools to develop more cycling as a result of planning and transport policies (cycle parking/travel plan etc), investment in cycling and schools cycling, and the cultural/demographic shift to cycling. We are statutory required to increase cycling mode share in the Borough from 2.7% of all journeys in 2008/09 to 7% in 2031 and are well on course for that (currently 4.2%). Have a look at Paper 13-526, including Appendix 3.

Not planning for a cycling revolution in Vauxhall, Nine Elms, Battersea

Last week I wrote about a planning proposal for a new primary school, at the Vauxhall Gyratory end of the Vauxhall, Nine Elms, Battersea (VNEB) Opportunity Area, to which no children are expected to cycle, despite Boris Johnson's statement that this area will be more cycle friendly than Amsterdam.

Bordering the other end of the Opportunity Area, Wandsworth have just granted planning permission for the St John Bosco College for 11-18 year olds to move into the former Salesian College site by Battersea Park .

The exact location is shown in red below, in the vicinity of the Royal Academy of Dancing, Health Centre, College, Sports Centre, and two other schools. The map also shows suggested cycle routes, one of which is Cycling Superhighway 8. This flat area must clearly be an incredibly splendid cycling location, and, yes, you can cycle through Battersea Park, away from the traffic, though it isn't shown as a cycle route for some reason.

Let's look at the planning application's Travel Assessment to see the projected number of cycle trips resulting from the 1300 pupil secondary school and 110 staff, and the occupants of 104 new homes, the majority having two bedrooms and presumably children living there:.

On weekdays just 30 out of 1500+ people, the vast majority too young to have a driving licence, are expected to cycle, with no-one cycling on Saturdays. I agree 'it is likely these possible figures could be higher for the Saturday results.' as they couldn't possibly go any lower than none.

Maybe a time-lapse sequence of photos could be taken over a few years of the 141 cycle parking spaces for the school and 116 cycle parking space for the 104 homes that are required to comply with regulations. 

The map below shows bus routes and red boxes according to how many pupils come from where. Over the near future the number travelling from the existing site near Putney will decline and the red boxes nearer the new site will increase.

How are the 11-18 year old school pupils expected to move around? 2% are expected to cycle, the same percentage as arrive by car..

68% however are expected to use one of the 110 buses per hour that run in the vicinity of the school.

For secondary schools with similar public transport provision in Wandsworth the picture is similar:

Perhaps a clue to the low number cycling is within this statement,

'Information of cycling will be provided on the school website and notice boards. This will include the free cycle training offered for those over 16 years old who live, work or study in the borough.'

Maybe if you're under 16 you're considered too young to cycle to school?

They're almost certainly right if the pupils are expected to share a cycling superhighway with the best part of 110 buses an hour. Could the cycling infrastructure be at fault?

The Travel Assessment does makes some recommendations for potential improvements that could be provided as part of the development:- providing contributions towards the improvement of local peak hour bus services and better pedestrian crossing facilities to improve pedestrian safety to and from the local bus stop. There are no recommendations for contributions to cycling.

And there you have it - at one end of the 'more cycle friendly than Amsterdam' VNEB Opportunity Area a primary school is being planned with the expectation that no pupils will cycle to it; at the other end a secondary school is being planned with 25 out of 1300 pupils expected to cycle.

Long live the cycling revolution.

Vauxhall 'More cycle friendly than Amsterdam'?

Boris Johnson tweeted me earlier this year promising that Vauxhall, Nine Elms, Battersea (VNEB) would be more cycle friendly than Amsterdam, and Lambeth Council, long pro-cycling, has adopted a Cycle Strategy stating that::
"Lambeth will be the most cycle-friendly borough in London, where 8 – 80 year olds feel safe enough to cycle."

Lambeth's Cycle Strategy includes:
"Aim 7: Increase the number of children cycling and make cycling to school the norm."

In Vauxhall BT and its development partner Telereal Trillium have submitted plans (type Keybridge in key word box) to replace the Keybridge House building on South Lambeth Road, opposite Fentiman Road, with 415 homes, a 420 pupil primary school, and a number of shops and commercial premises.

The Transport Assessment (August 2013 by Waterman Transport and Development Limited) supporting the planning application for the new development makes profoundly depressing reading.

The 415 homes,  420 pupil primary school,  and shops etc. on the site are expected to result in 1170 trips in the AM peak hour of which just 13 are anticipated to be by bicycle.

Looking only at the school in 2021, 65 pupils are expected to be dropped off by car; 91 to arrive by bus; and none to cycle.

The developers will install the 610 cycle parking spaces required of them to fulfil planning obligations for the 420 pupils, 1000+ residents, and 100 plus business users and, positively, some is on the ground floor. Most however is alongside the 115 car parking spaces and lorry drop off area in the basement, with a narrow cycle access ramp (adjacent to a lorry ramp) that leads to a narrow pavement on Wyvil Street, a rat-run without a segregated cycle path..

Miles Street, the other side of the site, is intended by Lambeth to be the quiet child-friendly link with the Linear Park, yet 55 motor vehicles an hour are expected to exit the development onto Miles Street.during the AM peak hour

 In addition, 'Child-friendly' Miles Street also houses the entrance to the service vehicle yard, which is capable of accommodating 10.7m articulated lorries. The completed development is expected to be serviced by 13 light good vehicles and 3 HGVs per day. The plan also anticipates service vehicles using Pay and Display bays and Resident Parking bays along Wyvil Street and Miles Street.

As for the homes (many two or three bedroom), this car-lite development forecasts that twice as many residents will drive out in the morning as cycle (18 vs 7), while 156 are expected to take the underground or bus when, surely by 2021, there will be better cycling conditions than Amsterdam. Given such good cycling conditions and the central location, why would so many people choose to pay money for a slower journey on a crowded bus or tube when it will be cheaper, quicker and comfortable to cycle?.

The crazy thing about this is that there are obviously tens of millions of pounds available to spend on making this highly populated area supremely cycle friendly, given the huge political will, Community Infrastructure Levy, and that there's no problem in splurging £1.2 billion on a two station underground extension.

However I haven't seen a single image that conveys the Vauxhall, Nine Elms, Battersea area as sensationally cycle friendly, and I'm willing to bet the developer, architects and transport assessment writers haven't either.

The result is that transport assessment writers don't anticipate cycling; architects don't go all out to design cycling friendliness into the building; kids won't cycle to school; the home occupiers will find it more convenient to walk to the bus than dig out their bike, and the chance to achieve a transport revolution will have been lost.

It's time that all the bodies involved in the VNEB area pulled together together to ensure that children, like the ones pictured above, have got a space to cycle in that is better than Amsterdam, and also portray it as such.

Alternatively, as this planning application proposes, the children will grow up in a noisy, polluted area, failing to develop the fitness to give them a long life or the mobility to be able to cycle independently to school or visit friends at an early age.

(The photographs from Amsterdam, Assen and Grongingen were snapped on a recent visit to the Netherlands for a cycling infrastructure Study Tour organised by David Hembrow. I highly recommend his blog and his Study Tour).

Check out the Vauxhall Missing Link Competition Exhibition

It's worth having a ride or a stroll between the Garden Museum (and its cafe) and Vauxhall Pleasure Gardens (and Tea House Theatre cafe) over the coming week to check out the image boards showing submissions to the RIBA / Vauxhall One Missing Link Competition, looking at ideas for extending the linear park planned  from Battersea up to the South Bank. There are displays, not all the same, in the Garden Museum, in the various parks and railway arches, and in the Pleasure Gardens.

There are bold ideas, such as taking a chunk out of the gyratory to create a new square that links to Vauxhall Pleasure Gardens:

 and ideas on clawing back the Albert Embankment from its current motor dominated state:

There are some large-scale engineering solutions to remove the traffic :

while Kennington Lane is also reimagined

 Along the way there's the opportunity to check out some work that Lambeth have already done, for example the way that Pedlars Park breaches Salamanca Street:

The exhibition boards can be seen on park railings and in the railway arches.- they're worth a look if you're in the area.