Showing posts with label Clapton. Show all posts
Showing posts with label Clapton. Show all posts

Thursday, 20 July 2017

A trip along Quietway 2 in Hackney

Quietway 2 is one of Transport For Londons flagship new "quietway" routes, running from Bloomsbury to Walthamstow.

"Quietways are routes that will overcome barriers to cycling, targeting less confident cyclists who want to use quieter, low-traffic routes whilst also providing an environment for existing cyclists who want to travel at a more gentle pace. Each Quietway will provide a continuous route for cyclists, linking key destinations following backstreet routes, through parks, along waterways or tree-lined streets." 

Part of Quietway 2 runs through Hackney and is nearing completion and so I cycled along it this week to have a look.

It begins at the border of Islington where Northchurch Road meets Southgate Road and no changes were made here due to the road already having a filter in place restricting through motor traffic



It is disappointing that no plans were considered to redesign this junction and remove the mini roundabout at this junction. Southgate Road is a busy road and I've had vehicles fail to give way to me here on a few occasions, not realising this is a four arm junction if you're on a bike.

I'm not anti-roundabouts, far from it, but if this route is truly meant to be a high quality cycle route, specifically targeting less confident cyclists, then bicycles should have priority over motor traffic on Southgate Road and a much safer crossing.

A cycle route I used recently in Zoetermeer, the Netherlands; a similarly filtered road to Northchurch Road which has priority over the main road, with a cycle track on the main road as well. See this junction here on google street view 
The route continues on through De Beauvoir Town, again no changes were made here as these roads are accessible for motor traffic only by local residents or those visiting, the entire area having been closed to through motor traffic back in 1974, which I've written about previously.

Filtered residential roads which make them safe enough for children to use. Picture courtesy of the Hackney cycling campaign 
The same location where the children are cycling above, before the road closures went in place
Some minor changes have occurred outside St. Peters of De Beauvoir church where the filter has been rearranged allowing cyclists through the middle, rater than at the edge along a narrow strip. I'm unsure if this is part of Q2 or CS1 as these changes were made at the same time as the changes to De Beauvoir Road as part of the CS1 works, but I guess it all comes from the same "vision for cycling" budget at TFL and is carried out by the same contractors




Once through De Beauvoir Square the quietness abruptly ends as the route continues into Middleton Road, a road that is far too busy with motor traffic for it to be classed as a quietway. I've only cycled here once with my daughter and I don't think I will do so again. The only time that I've seen any children cycling here was when they on the pavement



This area was due to be filtered, in  similar way to De Beauvoir Town on the other side of the A10 but after a consultation Hackney Council decided to only install width restrictions to keep out larger vehicles instead



It was a really terrible decision as this road is far too busy with through motor traffic that simply should not be here and a shame an 18 month trial to actually be able to monitor traffic and air quality impact was not carried out, as is now happening in the northern half of De Beauvoir Town. The route continues into London Fields along one of the East to West paths though the park. This path used to have a painted cycle lane on it but was removed several years ago when it was resurfaced; I wish they would repaint it to avoid pedestrian / cyclist conflicts, just as they have done recently on the main North to South path through the park.



Q2 turns left to use the painted cycle lane on the main path through the park and onto Martello Street. At the Pub on the Park the vast majority of cyclists continue straight on towards Hackney Central, which is the quickest and shortest route to cycle north through Hackney towards Walthamstow and also where most of the main shops and other amenities lie. However Q2 turns right here down London Lane to the junction of Mare Street where this section of Quietway 2 was consulted on earlier this year. The original preferred proposal here was to close London Lane to all traffic except cyclists and in the consultation questionnaire 63% of respondents supported this road closure, the majority of whom were local residents. The council confirmed on 6th February that the closure of London Lane would go ahead due to the greater level of support and assured those residents on Ellingfort Road who had opposed the closure, due to displaced traffic using their road instead, that the closure and traffic impact would be monitored. Less than two months later the Council changed their mind and stated that after consultation with residents of Ellingfort Road and from developers constructing new developments in the area that they would amend the scheme and instead introduce a "point of no entry" on London Lane and a right turn ban on traffic exiting London Lane instead



This means that London Lane will continue to be a heavily used rat run as motor traffic uses Mentmore Terrace to avoid the sets of traffic lights on Mare Street (especially those coming from Westgate Street). If anything London Lane is now even more attractive rat run as it now has no oncoming traffic, except for people cycling. Meanwhile forcing construction traffic to run left onto Mare Street is surely dangerous when the intention of this scheme is for cyclists to continue straight on to use the refuge island in the middle of Mare Street. Surely the correct thing to do here would be to propose to close the road once construction work is completed and then filter Triangle Road (where a huge amount of traffic on Westgate Street uses it to by pass the Mare Street traffic lights) and then filter Mentmore Terrace outside London Field train station. This would ensure the entire area bounded by Westgate Street, London Fields, Richmond Road and Mare Street would be as quiet as the streets of De Beauvoir Town and benefit all local residents.

The original proposal for the central refuge island was, for some bizarre reason, to plant a tree right in the middle of it, making most of it unusable and forcing cyclists to use the bus stop or bus lane on Mare street before crossing over to the refuge


Thankfully these plans were amended and no 'CS1 Apex Crossing' style obstructions were placed in it

A wide central refuge, four wide lanes for motor traffic and wide pavements remain. It is quite clear to see how there is easily the space for protected cycle tracks along both sides of Mare Street
The total amount given to Hackney Council by TFL from the vision for cycling budget for construction of this crossing of Mare Street was £255,000.

The route turns right into Loddiges Road and then down down Lyme Grove, which then becomes a shared alleyway and brings us to the junction of Brenthouse Road where this junction has been completely remodelled


If you're travelling towards London Fields it isn't really clear that you're meant to turn left down this alleyway, that bike sign painted on the road is the only indicator. I can see anyone unfamiliar with this area and trying to follow Q2 ending up cycling to the end of Brenthouse Road and having to use the bus lane where I was within centimetres of being hit by one of "London's finest" around a decade ago. At the end of the alleyway there are some high rumble strips intended to slow cycles down before the shared pavement but these are real bone shakers, even for myself on a large Dutch bike.



I think they would be too high and difficult for my five year old daughter to cycle over and possibly a real disadvantage for disabled cyclists. Perhaps a clear cycle path, distinctive from the pavement, would have been a better solution here. This area is currently too busy with motor traffic to be classed as a quietway which is why I'm delighted to see this current proposal from Hackney Council to reduce traffic in the area. Please do respond positively to the consultation.

Q2 continues along Chatham Place, which remains two way for all traffic and can be a tight squeeze if all car parking is in use.



Let's hope that further traffic reduction schemes are planned for this area and through traffic can also be removed on roads such as Chatham Place and Mead Place.

At the junction with Morning Lane a new tiger crossing  was consulted on this year allowing people cycling to cross safely into Churchwell Path. This was just an ordinary two-way side road junction before the quietway but now traffic cannot enter from Morning Lane and traffic exiting Morning Lane can only turn right. I must say I'm rather disappointed in how this has turned out.



Firstly notice how there is a "SLOW" sign for people cycling entering the junction but no slow signs for anyone driving. The ramp is also very steep whereas motorists get a longer ramp with a much smoother gradient up to the junction. Finally cyclists are on a "shared pavement" as they approach the crossing but on the road alongside for motor traffic the tarmac continues, giving the impression that motorists have priority over pedestrians. I am a big fan of continuous pavements and think they should be installed at every side road to make it clear that pedestrians have priority

An example of a continuous pavement in Amsterdam
Either have a continuous pavement all the way across the junction or have the cycle lane continue after the tiger crossing and relocate the cycle stand, rather than having one approach for cars and another for bikes. Initially the layout was even worse with a bollard in the middle of the narrow ramp, rendering it useless for many wide cargo bikes.

Image courtesy of @bikesandbabies, the bollard was removed days after this photo appeared on twitter 

The total amount given to Hackney Council by TFL from the vision for cycling budget for construction of this crossing of Morning Lane was £130,000.

On Churchwell Path the painted cycle lane has been removed, making it shared space



Again in my view this is a mistake and may lead to conflict between people cycling and walking. Saying that the path narrows down considerably alongside the church and so the cycle lane would have to end to become a shared path there. The path is well used by pedestrians, especially during the morning rush, so perhaps this was not the correct location for a new major cycle route. At the end of the path there is a fiddly manoeuvre on a shared pavement past "street clutter" as I believe it is called.



Doesn't seem like it would have been a huge job to remove the pointless short wall and relocate the telephone box to create a clear path to the tiger crossing? This crossing was consulted on exactly a year ago and is probably the best section of the entire route with the closure of the South East entrance to Clapton Square (with bendy bollards so emergency vehicles can still access) resulting in an almost traffic free route up the side of the square



The total amount given to Hackney Council by TFL from the vision for cycling budget for construction of this crossing of Morning Lane was £180,000.

More rumble strips have been added to Clapton Passage (although you can cycle directly down the centre of the path to avoid these) before coming to Lower Clapton Road, a very busy road which carries around 14,000 motor vehicles per day. However I find it astonishing that the Quietway hasn't been used to create a crossing here. There is a zebra crossing just north of the junction (which some cyclists do use) but this means cycling on the pavement for a short distance and, according to the local police, drivers would "effectively be right" not to stop for young children on bikes and run them over instead.

For those cycling west along Powerscroft Road to cross over Lower Clapton Road the contraflow cycle lane leads onto the pavement (assuming it isn't blocked)



where there is no assistance to help you cross into Clapton Passage across this very busy road. Hardly targeting less confident cyclists! No changes have been made to Powerscroft Road with a contraflow cycle lane in the door zone and mixing it with lorries and double decker buses in the other direction.



Riding in the contraflow cycle lane can feel pretty scary as vehicles will often move into it to avoid the speed cushions or overtake cyclists coming the other way, leaving inches to spare. Clearly not suitable for many people to cycle here, especially children.

Could a narrowing of Powerscroft Road have been possible to allow space for safer cycling? Perhaps with a tiger crossing over Lower Clapton Road to Clapton Passage achieved by narrowing the large junction outside the Church opposite
Powerscroft Road then becomes two way again as it heads downhill to Chatsworth Road




traffic speeds seem high here, despite the 20mph limit, and vehicles will often drive down the middle of the road to avoid the speed cushions

an uncomfortable situation if you're cycling the other way and the car parking is full either side. Hardly a way to "overcome barriers to cycling and attract less confident cyclists"
And then we get to the crossing of Chatsworth Road, which was consulted on at the end of last year. Here you are meant to cycle onto a terrible "cycle lane" on the pavement



The cycle lane is really difficult to make out as it is exactly the same oddly paved pattern as the pavement, I don't think I would have even noticed it was there had I not taken a copy of the consultation map along with me.



This is a really poor layout both for people cycling and those walking as it pushes cyclists into an area where many pedestrians won't even realise they are crossing a cycle track and could be angry about people "cycling on the pavement"



On concerns that there would be an increase in cycling within this "shared area" in the consultation the council officers response was that they are

"working to introduce measures to promote considerate cycling, especially at shared spaces. This proposal will allow confident cyclists to remain on the road whilst less confident cyclists would use the shared space." 

 With no explanation as to how these less confident cyclists too terrified to cycle round the corner on a road are likely to end up here having been expected to cycle down Chatsworth Road with buses and lorries. A much better solution is to stop building this two-tier crap and build something that works for everyone instead
A cycle track through a pedestrian area in Zoetermeer, the Netherlands. Quite clear where people walk and where they cycle, leading to less confusion and conflict
Paragon Road in Hackney, built back when Hackney Council actually used to provide fairly good cycle infrastructure, what happened? They've spent a fortune in recent years ripping out cycle track across the borough so this one is bound to be gone soon
Before the quietway came along there was a zebra crossing here and I was surprised that a signalled crossing has been installed rather than a tiger crossing, which would have given cyclists and pedestrians priority to cross into Millfields Park South. As I stood here taking photos two women with pushchairs pushed the button and waited... and waited.. and waited for what seemed like a couple of minutes. These roadworks are still underway so hopefully this is a temporary traffic light phase and this wait is quickened up. I was intrigued to read the council officers response to concerns about delays to buses:

"Bus journey times will be improved. London buses are very supportive of the proposal a the current junction layout leads to continuous bus journey times. This is because the east-west link is not wide enough to allow two medium sized vehicles to comfortably pass. The traffic signal method of control will run the east and west flows on separate signal phases."

So it seems the removal of the zebra crossing here, paid for from the "Vision for cycling" fund, was carried out to improve bus times in this area.

The total amount given to Hackney Council by TFL from the vision for cycling budget for construction of this crossing of Chatsworth Road was £350,000.

Once into Millfields Park South the cycle lane has been removed



and replaced by shared space symbols.



I rarely use this park so I'm not sure what the pedestrian / cycling levels are like but this seems like a backwards step to me and the cycle lane should have been retained. At the border of Waltham Forest Q2 finishes its journey through the borough via a pub car park, which just about sums it all up

An that is Quietway 2 in Hackney, mostly not very good with a couple of half decent bits. The four junctions that were consulted on cost a grand total of £915,000 from the cycling budget but the whole route would have cost more than that. Certainly the remodelled junctions on Brenthouse Road would have costs a fair bit, never mind the tin of paint used for those all important signs

Back in the early planning stages of this quietway there were proposals to put it via the route it should have taken, to the end of the cycle path from London Fields leading to the Town Hall and then onto Mare Street up to the narroway (which is currently closed for a year to repave it and make it access only for pedestrian and cyclists)

One of the options for Mare Street, a segregated cycle track on the Southbound carriageway (with bus stop bypass) and a stepped cycle track on the Northbound side of the road. Another option was to run a bidirectional cycle track on the northbound side up to the Narrow way 
This plan would have resulted in a much more direct and useful route for most people whilst also providing safe cycling conditions for anyone aged 8 to 80 on Mare Street in Hackney Central which is one of the worst collision hotspots for cyclists in the borough

Hackney Council promised to tackle this road and make it safer for cycling in their ten year cycling plan as it was a section of road with a particular bad collision record for cycling. Yet they had the funding to do this but chose not too. Here is what the local councillor for this area, Vincent Stops, had to say on these plans
Despite the claims from the council the reality is that buses and cars must come first in Hackney, above the safety of people cycling
As well as preventing cyclists from being killed or seriously injured here this could have been the beginning of a scheme to install cycle tracks the full length of Mare Street and on to Cambridge Heath Road to link up with Cycle Superhighway 2, described as a "Top potential connection" in TFLs recent strategic cycling analysis.

The current conditions for people cycling on Mare Street
Instead we're left with a poor, indirect and, in places, unsafe Quietway which is unlikely to attract new cyclists and terrible conditions on Mare Street, which remains one of the unsafest routes for people on bikes in Hackney.
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Thursday, 17 March 2016

Stamford Hill

Transport for London are currently consulting on the A10 Stamford Hill junction at Clapton Common with proposals that "aim to make it safer for all road users" as it "has one of the highest collision rates in all of Hackney".

 On approach to the junction from the west the left turn slip lane is to be closed and replaced by a larger pavement.

The pavement here is already very large so not sure why this isn't being replaced by safe space for people cycling instead.

 This would keep people cycling safe from left turning lorries
An example of how to provide safer conditions for people cycling at a crossroads in Rotterdam

 For people turning right from Amhurst Park onto the A10 southbound you are expected to cross over several lanes of traffic and then sit in the middle of the junction waiting to cross three lanes of traffic coming towards you, a maneuver which is not for the faint-hearted.

There is also a continuous footway planned just north of the junction which isn't actually a continuous footway at all
Approaching this junction from the north and the road stays very wide with six lanes retained, although one of these will become a bus lane, which is an improvement for bus users but provides nothing for anyone cycling along here.

A new central reservation is planned so the pedestrian crossing becomes staggered meaning people have to cross in two stages rather than the single direct crossing that is here at present, despite the consultation claiming that the changes "make it quicker and easier for pedestrians to cross the road"

There is nothing at all planned here for people cycling, except for some ASLs.
Still four lanes of traffic to navigate through on a bike

 Again the left turn slip is to be replaced by a widened pavement at the point where a segregated cycle track should go
An example of how to provide safer conditions for people cycling at a crossroads in Amsterdam

 Approaching from the west multiple lanes remain for traffic as well as a left turn slip road

and all people cycling get is a picture of a bike on the road showing exactly where segregated cycle tracks should go.
An example of how to provide safer conditions for people cycling at a crossroads in Utrecht

 A new central island and car parking are other "improvements" planned here
You'll be expected to take the lane right in front of this lorry if you want to turn right onto the A10

 Approaching from the South barely any changes planned at all, with the carriageway remaining an astonishing eight lanes wide

With the pavement also remaining very wide on approach to the junction

Whilst is it always preferable to take space form motor traffic to create cycle tracks there is no reason for the pavement to be as wide as this here, it is ridiculous. It would be very simple to create safe cycle tracks along here that would not cause much disruption to motor traffic during construction. The footway remains very wide from here all the way down to Stoke Newington train station.
A more sensible use of space; cycle track and floating bus stop, from the Cycling Embassy of Great Britain

 The A10 is the worst road by far for cycling casualties within Hackney with 28% of all serious injuries sustained in a cycling collision in the last ten years occurring on it, along with 50% of all cycling fatalities also occurring on the A10 within this period. Hackney council stated in their 2014 cycling plan that they "will continue to lobby TfL and work with them to resolve the cyclist accident problems along the A10 corridor in Hackney" and that "it is inevitable that cyclists will continue to use our busy high streets and strategic roads that carry high volumes of vehicular traffic because often they are the most direct and quickest routes."

 This planned scheme is totally unacceptable and it should be illegal to propose a road layout like this in somewhere like Hackney in 2016. This junction is used by tens of thousands of motor vehicles a day, including nearly a thousand lorries and nearly two thousand buses. There have been several serious collisions here since the consultation opened last month, including one pedestrian fatality with a cyclist also killed here almost exactly a decade ago. 
The proposed layout is totally unsuitable for people to cycle through here "no matter what their age, background or ethnicity". Can you seriously imagine young children using this road waiting in ASLs among multiple lanes of motor traffic? Of course not, there'll be on the pavement, where there is plenty of room for them. This is a huge junction and there is easily the space to fit well designed dedicated cycle infrastructure that would protect people cycling rather than this unambitious and disgraceful proposal which protects the prioritisation of private motor vehicle flow instead.  
An example of how to provide safer conditions for people cycling at a crossroads in Amsterdam

 This consultation is only open for around another 24 hours so please respond and ask TFL not to go ahead with this dangerous plan but instead propose safe cycle tracks, just as they are on their other road junctions nearby and help reduce cycling casualties on the most dangerous road for people on bikes in Hackney.
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Thursday, 10 March 2016

Lower Clapton Road

Transport for London are consulting on changes to the Lower Clapton Road / Urswick Road junction in Hackney with the proposal to remove all traffic signals and replace the junction with an 'informal roundabout' and 'informal pedestrian crossings' along with some fancy paving. TFL state that the reason they are making these changes is due to a higher rate of collisions at this junction compared to similar roads, especially among pedestrians, and also due to congestion to motor traffic.

The proposed layout looks very similar to the recently redeveloped "shared space" Frideswide Square in Oxford, directly outside the main railway station. Despite the large amount of space available here the local council seem to have gone down the same route as Hackney Council have in recent schemes and created mammoth pavements with people cycling on the road having to do so in primary position, acting as a traffic calming measure on a narrow carriageway.

Frideswide Square in Oxford
I just happened to have a meeting in Oxford a few days after the square had officially reopened shortly before Christmas and spent a few minutes stood there observing the traffic. I'd asked the minicab driver to drop me off near the square rather than at the railway station itself for this very reason and asked him what he thought of the scheme. He claimed it was "wonderful" as before you could be stuck at the traffic lights for ages but now it was possible to drive straight through the junction without being delayed. He then proceeded to beep his horn at a cyclist using the informal roundabout right in front of us confirming my suspicions that travel time was higher on his agenda than road safety.

It was an early afternoon when I stood at Frideswide Square and I was not there for very long but it really did not impress me at all


Some traffic did slow down, however some cars and trucks blasted through at fairly high speed. Either way I found myself darting across the informal pedestrian crossings quicker than I would at a zebra crossing and it did not look like a comfortable place to be on the bike. Cycling through here is probably fine for many young adults who are willing to mix it with traffic on busy main roads either side of this square but this layout is totally unsuitable for the vast majority of the population and I would be surprised to see any young children or elderly people cycling here, at any time of the day.

"I’ve lost count of the number of times I’ve nearly knocked off somebody on a pushbike"
 As a rough guess I would say about 20% of the people cycling through the junction whilst I was there were using the pavement, rather than cycling on the carriageway

A lady cycling on the pavement, not wanting to informally cross this tankers path 
Two people cycling on the enormous pavement giving a good visual guide of exactly where segregated cycle tracks should have been built in Frideswide Square as part of this £6m redevelopment
I was intrigued by some of the quotes in this article on the Oxford Pedestrians Association's study of Frideswide Square. They found that whilst every single bus driver slowed down for pedestrians to cross the road only a third of drivers did with most driving straight past people waiting to cross, including a gentleman in a wheelchair. Even if traffic was very slow or stationary drivers would still block the pedestrian crossings rather than wait and allow people to cross. The group also witnessed three taxi drivers blasting their horns at cyclists in front of them on the roundabout, just as my own taxi driver did. This is something local councillor Colin Cook has also experienced whilst cycling here and so he thinks that "that there is still room for drivers to show more courtesy and respect for other road users". Or perhaps the council should have built zebra crossings and some cycle tracks in the vast space here, rather than a gigantic underused pavement and mixing bicycles with large motor vehicles on a narrow, busy carriageway?

I was only here for a few minutes so have not seen what this area is like during the rush hour and also haven't used the junction on a bicycle (and wouldn't particularly want to) but there are some strong similarities to the proposal at Lower Clapton Road.

One major difference between the Oxford scheme and the proposal in Clapton is that at Frideswide Square the carriageway has been reduced to one lane on approach to the junction but on Lower Clapton Road the proposal is to keep it to two lanes on two of the three entries to the roundabout


I have my reservations on vulnerable pedestrians using the informal crossings at Frideswide Square but here they are expected to use the informal crossings to cross over up to four lanes of traffic. It is almost exactly five years to the day since an elderly woman was killed at this junction after being run over twice on signalled crossings. I'm not sure how this scheme helps reduce injuries to vulnerable pedestrians, bar forcing them to cross the road somewhere else due to feeling too intimidated.

Having two lanes on approach to this junction southbound is seriously flawed as it means traffic travelling from Lower Clapton Road into Urswick Road will have little incentive to slow down, a potentially dangerous scenario for anyone cycling East to South across the junction. Although as I said on twitter the visualisation of children happily cycling through here side by side to get to school is preposterous
I wasn't quite sure why the mistake had been made in the other visualisations of someone cycling along the central reservation until I read that this was, astonishingly, part of the design.



"The flush central reservation strip on the north side would also allow cyclists to use the middle of the road if they so choose, something which they are currently doing."

Or perhaps people cycle along the centre of the road because the southbound carriageway of Lower Clapton Road is clogged up with motor traffic all day long wanting to turn right and this is the only way you'll get to the front of the queue on a bike

Lower Clapton Road, taken from Google maps street view
The junction under consultation is a very busy bus route with nine different bus services operating through it, including bus route 38 which is the most frequent bus service in London with 59 buses an hour at peak times (although around half of these services start and terminate at Hackney Central rather than at Clapton Pond, presumably due to the congestion at this very junction). I've had a look through the bus timetables of these nine services and a rough calculation concludes that on a weekday morning between 07:00 and 08:00 a total of 166 buses are scheduled to travel through this junction. Obviously that is a rough estimate and will change day to day based on road conditions in the area but 150-200 buses per hour or roughly three buses per minute sounds about right.

Live departures on a bus stop in one direction on Lower Clapton Road during this evenings rush hour
As for the total number of all motor vehicles using this route the Department for Transport traffic flow data reveals that over the five year period from 2010-2014 in excess of 12,000 motor vehicles travelled through this junction in an average 24 hour period, although that is down from the 16,000 from ten years earlier in the year 2000. In each of those five year traffic counts between 7 and 8% of vehicles travelling through this junction per day were bicycles, roughly in line with mode share of trips by bicycle in Hackney of 7%. Transport for London released the modelling results with this consultation which shows journey times being quickened up by 40 to 50% for "general traffic" through the junction post implementation of this scheme. This will surely only make the route more attractive to private motorists and help push the figures back up to millennial levels of 16,000 motor vehicles travelling through here in no time.

Despite the claims from TFL I see little benefit for people cycling or walking here at all. This scheme is all about increasing the amount of traffic using the junction whilst completely ignoring the needs of the 7% of people who currently cycle through here and the many more who might well like to but don't feel it is safe enough. The only people who would benefit are motorists and those who enjoy playing table tennis alongside main roads.

If TFL were serious about improving safety for pedestrians and people cycling they would instead propose something like this, safe cycle tracks and formal pedestrian crossings
This scheme is likely to be expensive to implement and expensive to maintain

The "Dutch Inspired" Shared Space Leonard Circus in Hackney now looking very sorry for itself after every single tree cage has been crashed into, all replaced within the last few weeks. Will the "Gateway Features" be replaced with the same design when they are crashed into or can we expect traffic cones instead?
An informal crossing in Poynton crumbling under the weight of thousands of motor vehicles using it per day (picture via Mark Treasure) 

A pedestrian crossing installed outside a nursery in Farringdon intended to reduce traffic speed. Now patched up and mostly replaced with tarmac after numerous daily visits from the lorries serving Smithfield Market and Crossrail

This consultation deadline has been extended and now closes on Sunday 20th March, please respond before then and ask TFL to instead provide a scheme which provides better conditions for people walking and cycling.
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