Things tagged 'cap-additional'

limited to the area of Epping Forest Transport Action Group:

8 issues found for 'cap-additional':

  • A121 Goldings Hill to Wake Arms

    Created by George Lund // 0 threads

    The A121 is a fast road and the network currently proposed by the CAP lacks a connection from Loughton to the various forest route proposals that meet at the Wake Arms roundabout.

    There is an existing footway on the west side of the A121 but it is entirely inadequate even for pedestrians, being at the level of the main carriageway and in a poor state of repair.

    A properly made unsegregated shared use path would be appropriate for the low levels of pedestrian traffic on the route. This proposal would open up access to the forest to many potential cyclists from Loughton, as it would also connect to the Epping Forest (Corporation of London) trails at Furze Ground.

    At Baldwins Hill, cyclists coming from the Wake Arms toward Loughton can join that road and either cross Goldings Hill and continue into Loughton, or join the existing quiet route to Buckhurst Hill.

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  • Buckhurst Hill (from Loughton)

    Created by George Lund // 1 thread

    Approaching Buckhurst Hill along the High Road A121 from Loughton is a significant hill. Being on a fast (40 mph) road, this is a major barrier to potential cyclists - the speed differential is approximately 40mph and close passes are not uncommon. Recent accidents have led to the painting of "cycle" signs on the main carriageway: this is a useful reminder for motorists regarding cyclists descending the hill, but is of little benefit for cyclists trying to go uphill.

    My suggestion is that the footway on the SE side of the road could quite easily be converted to Shared Use, and cyclists heading SW would be encouraged to use this. There is in fact plenty of width available to provide a wider footway, and narrowing the carriageway would help to keep general traffic to the 40mph speed limit.

    Through Buckhurst Hill itself there's room for on-carriageway cycle lanes in both directions, if the centre hatchings are removed. Existing pedestrian crossing points could be converted to zebra crossings in order to allow cycle lanes to continue uninterrupted.

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  • Colebrook Lane (CAP 11.3-C)

    Created by George Lund // 0 threads

    A route from Colebrook Path to Willingale Road via Hereward Primary School. The purpose would be safe routes to schools, and to the playpark on the green; the route would link houses on Colbrook Lane with the rest of the proposed network.

    This road is quite steep, has many parked cars, and motor traffic frequently travels in excess of 30mph.

    From Colebrook Path (see discussion of an alternative route for CAP 11.3) the footway alongside Colebrook Lane would be significantly widened, to become shared use (preferably segregated). Parking on the west side of the road would be formalised (providing a barrier from fast-moving vehicles for cyclists going uphill) but parking on the Jessel Green side would be likely need to be prohibited.

    There should be a large speed table and recommended 10mph speed limit opposite the playpark on Jessel Green.

    Cyclists travelling southbound could use this speed table to access the shared-use path if desired.

    At the junction with Castell Road / Jessel Drive, the shared-use path would cross the road, perhaps via informal crossings over speed tables.

    Colebrook Lane between Willingale Road and Jessel Drive would be significantly narrowed, and become one-way southbound (i.e. complementing the existing one-way system along Castell Road). This makes room for a cycle track on the eastern side allowing two-way access for cyclists to the school and up to Willingale Road.

    The one way system and road narrowing would discourage school drop-offs by car, and provide much-needed extra space for pedestrians outside the school frontage.

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  • Grosvenor Drive to Hereward School (CAP 11.3-B)

    Created by George Lund // 0 threads

    This route would connect Grosvenor Drive to Hereward Primary School, a journey which is currently not possible for cyclists except via Willingale Road, which far too heavily trafficked to be easily accessible to primary school children.

    From Grosvenor Drive, a link cycle track (or shared use path) along Grosvenor Path connecting to Chester Road.

    Going north along the western side of Chester Road, a shared use (but preferably segregated) footway brings cyclists to opposite the private parking area at the back of Hereward Green. There is a significant pavement parking problem along Chester Road that would have to be mitigated with bollards, however the effect of doing this on the speed of traffic along Chester Road would be beneficial.

    A parallel zebra/cycle crossing takes cyclists across the road and into the Hereward Green estate, presumably by arrangement with the landowner although there is probably already a right of way here for pedestrians that could be extended.

    The route continues on-road through Hereward Green to opposite the primary school on Colebrook Lane, and connects with CAP 11.3-C.

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  • Clays Lane: Goldings Hill to Debden (Grosvenor Drive) (CAP 5.1-A)

    Created by George Lund // 0 threads

    Additional proposal expanding on an idea mentioned in CAP 15.1.

    This is a route from Goldings Hill into the Debden estate and linking with schemes 12.2 and 11.3 etc.

    Clays Lane should be a 20mph lane, and it might be possible to designate the section from the last house at the top of the hill to the golf club as a "Quiet Lane" (see ).

    A cycles-only connection through the Cleland Path roadblock would make a convenient way to connect residents of Englands Lane and the western section of Cleland Path into Debden and the rest of the proposed network.

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  • B1393 Wake Arms to Epping

    Created by George Lund // 1 thread

    Per discussion at this is a major route for cyclists heading through the forest toward Epping, and potentially connects to scheme 15.2 (etc). It currently has no cycling facilities at all and is a fast (40mph) road. The Crown Hill junction is particularly dangerous.

    We might propose widening the existing pavement that runs on the west side of the B1393 and converting it to shared use.

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  • North Loughton to Loughton Town Centre (Church Hill)

    Created by George Lund // 0 threads

    The CAP currently lacks any good connection for cyclists between North Loughton / Debden, and Loughton Town Centre.

    I think there is the potential for improvements on Church Hill (for example, Hybrid Cycle Tracks on the uphill section in each direction) that could fill this gap.

    Other routes (e.g. Stony Path / Baldwin’s Hill / York Hill, or Wellfields / Traps Hill) are simply too steep in comparison to Church Hill (or too indirect) to be of value for utility cycling such as to/from shops.

    A major feature of this scheme would need to be adjustment of the corner geometry at the Church Lane junction, which currently encourages excess speed (pedestrians find it unnecessarily hard to cross Church Lane, and I've frequently seen cyclists travelling southbound cut up by left-turning cars).

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  • Rectory Lane to Debden Station via Brickclamps Path

    Created by George Lund // 0 threads

    (This is proposal for a route that I'd potentially like to include in along with our response to the Epping Forest Cycling Action Plan. I use this route myself, but it currently includes sections where cycling may not currently be allowed.)

    Purpose: this signed "Quietway" route is intended to allow access to the shops at Debden (Loughton Broadway) and to the Tube station, without having to use the Rectory Lane / Broadway junction itself, which is not at all cycling-friendly. It would reduce traffic on the Broadway by providing clear encouragement that cycling to these shops is an easy option, bringing highly-visible cycling infrastructure right into the heart of the shopping area.

    * From the Rectory Lane / Westall Road junction, a signed route to Debden Station and the Broadway Shopping area would lead down Ibbetson Path (which is actually a highway leading to Barrington Road);

    * the entire area including Ibbetson Path, Barrington Green, Barrington Road and Doubleday Road is residential, including sheltered accomodation, and should have a 20mph speed limit;

    * from Barrington Road, the route would turn onto Brickclamps Path which would be a Segregated Shared Use path. There is plenty of width so conflict between cyclists and pedestrians seems extremely unlikely, indeed the existing central barrier suggests that at some point explicit cycle/pedestrian segregation was intended but never signed;

    * the railings at the junction of Brickclamps Path with Vere Road are an obstruction to both cyclists and pedestrians and should be replaced with bollards, which would be perfectly adequate to prevent cars using the path;

    * the area around the cycle parking where Brickclamps Path meets the Broadway should probably be shared space for cycling and pedestrians: very low speeds would be expected here;

    * turns across the central reservation would be permitted for cyclists, so that the route could continue south-west along the Broadway;

    * an unsegragated shared-use footway alongside Torrington Drive would allow cyclists a direct route to the station from the Broadway (and vice-versa). Pedestrian volumes next to the former post office are not high, and the main carriageway is not wide enough for two-way cycling because of the bus stop;

    * where Torrington Drive becomes two-way after it meets Burton Road, cyclists would rejoin the carriageway;

    * access for cyclists from Torrington Drive to the station would be made easier by installing drop kerbs and clear route signs;

    * the railings where the footpath meets Station Approach would (by agreement with Transport for London) be modified or removed - they are already a serious obstruction to pedestrian flows at peak times (e.g. students arriving in the morning for Epping Forest College). A single railing or bollard would be sufficient to discourage motor vehicles.

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