Questions & Answers (V2 July 2020)
1. What is the Levenshulme Bee Network The Levenshulme Bee Network is the overarching name of the collective of people from the community, the council and expert support from partner organisations working towards making the ‘Our Active Neighbourhood’ vision a reality. It’s focus is releasing an ambitious plan to develop Levenshulme and parts of Burnage into Greater Manchester’s first fully filtered, active neighbourhood. A flagship scheme for Manchester.
2.What is ‘Our Active Neighbourhood’?
The 'Our Active Neighbourhood' project is the bigger picture. It is the ambition of a neighbourhood that is easy and safe to get around for everyone and it recognises that getting around our community requires a lot more than modal filters, which is only one of the current project areas.
To make our streets easy to move about we need to help deliver drop kerbs, introduce cycle parking, safe footpaths and crossings over busy roads even if we can also calm them. We are paying particular attention to specific journeys like the school trips that generate so many local trips that impact on air quality and quality of life and so have been working with schools to develop School Streets.
Even after all of that, we need to increase opportunities for people to have a go on bikes, scooters and do more walking about locally with funding to support events; access to walking groups, bikes or activities to encourage people to get stuck in is also a key part of Our Active Neighbourhood.
This is how we will encourage and activate more people to use our 'now' safer streets and keep on using them as we keep on helping to improve them.
In the early sessions the group talked about 'starting with the crossings' and Manchester City Council have already scoped out some possible new crossings that have been identified by local people on Commonplace and shown in the vision map. When these are combined with other improvement works on the busy streets this would form a project element of the Active Neighbourhood.
Over the coming months, the other elements of the Active Neighbourhood will be fleshed out using co-design events in readiness for the business case. TfGM really liked our bid and have encouraged us to go for the full Active Neighbourhood, the full package, including all the above will form the full business case to access the funding to go some way to realising the vision of safer, greener and healthier streets for all.
3. What are project aims of the Levenshulme Bee Network?
The the overall aims are: ● The creation of an active neighbourhood based around a ten minute walk at its heart ● Reduction of car use for shorter trips and a modal shift to more sustainable and active travel ● Safer journeys to and from schools ● An increase in active modes of transport like walking and cycling ● a reduction in the impacts of significant severance of the A6 and railway
The project aims align with the recommendations of the Made To Move report published by Transport for Greater Manchester, particularly that the design standard should provide the following:
Walking A double buggy should be able to pass. Walking routes must: ● Link across difficult junctions ● Connect to local schools, shops and amenities ● Be well signposted with walking times (not distance) ● Improve links to transport interchanges ● Improve public spaces – pavements, side road crossings and places to rest
Cycling: Should be safe for a competent 12 year old (Bikeability Level 2) Cycling routes should be a mixture of the following: ● Wide segregated cycle lanes on main roads ● Local cycling routes through communities ● Green routes that encourage slow cycling through residential streets
4. What is the Bee Network?
The Bee Network is a vision for Greater Manchester to become the very first city region in the UK to have a fully joined up cycling and walking network; the most comprehensive in Britain covering 1,800 miles. It is
Read more about the Bee Network (previously called Beelines), Greater Manchester’s Walking and Cycling Infrastructure proposal here. 5.How did it start?
Our local councillors from Levenshulme and Burnage (spearheaded by Councillor Dzidra Noor) held a public meeting with Martin Key from Transport For Greater Manchester (TfGM) at Arcadia Library in October 2018 looking at opportunities to engage with the Bee Network (then called Beelines) and develop the first version of a mapped network of routes using local knowledge. This was the original map prior to local people’s feedback.
From that start it was agreed that a volunteer working group would meet regularly and that we would also work towards developing an active neighbourhood scheme to present to TfGM.
Public meetings were held at Arcadia in November 2018, December 2018 and January 2019 (with over 100 people at those sessions). At those meetings the initial ideas were developed and the original Bee Network mapping for the area supplied by TfGM was revised using local knowledge. Ideas that helped inform the bid are available to view here
Using the skills around the table, the group put together a bid to the Greater Manchester Mayor’s Challenge Fund. The proposal subsequently gained successful programme entry and kick started the development of community-led proposals across Greater Manchester.
The Filtered Neighbourhood Trial
6.What is a modal filter?
A modal filter is a traffic management measure that stops vehicles passing but allows people travelling on foot and by bicycle through.
Modal filters can be designed in many different ways from a simple row of bollards to more complex designs including seating, planting and play equipment. Here is a good example:
7. What is a filtered neighbourhood?
A filtered neighbourhood describes an approach that creates low traffic, low speed neighbourhoods. On roads that aren’t the main roads, it creates barriers to cars whilst still allowing people walking or cycling to benefit from direct access.
The aim is to remove traffic that is ‘rat-running’ through communities and to make short journeys attractive by other means rather than the car. People will still be able to get to their front doors, businesses or any key location in the area in the car but they may have to travel further than before. It aims to make a neighbourhood have increasingly low levels of motorised traffic as less people choose to travel through the area.
These filters can often be attractive too, with tree planting and space to sit or play or they might just be a series of bollards.
8. What is meant by the “trial” of the filtered neighbourhood?
The trial of the Levenshulme Filtered Neighbourhood design will involve the installation of a network of temporary modal filters across the scheme area and will be in place for a minimum of 6 months while the impact of the trial is monitored and evaluated. This will allow us (for a relatively low cost) to ‘test’ the design to see how it works in ‘real life’ and it also allows us to make changes to’ the design if required as all the interventions during the trial phase will be relatively easy to move.
The public can comment on the interventions during the 6 month trial, any comment received will be taken to be responses to the consultation of the scheme. Issues which become apparent during the trial can be quickly resolved, with filters being moved, amended, or removed if necessary.
The trial will be undertaken using an experimental traffic regulation order which means that we can make changes following your feedback and monitor the impact for the first 6 months before Manchester City Council decides if the filters will be implemented on a permanent basis.
If significant changes are required during the 6 month period, a revised design would be submitted and have an additional 6 month ETRO period, which would be the legal consultation on the updated design.
All feedback from residents and monitoring of traffic, pedestrian and cycling levels as well as air quality levels will be considered before any of the filters are installed permanently.
9. Can I still access my house by car?
Yes, all properties will still be accessible by car.
10. What is a bus friendly modal filter or bus gate? Why do we need them?
It is like a normal modal filter but is also designed to let buses through. Other motor traffic isn’t allowed and can’t use the road to cut through the area. All addresses in the area are still accessible by car, you just can’t drive straight through the area as easily as you used to be able to. For an example of what it could look like, see below
The bus friendly filters proposed in Levenshulme are key design features. They will reduce local levels of motor traffic, improving road safety, air quality and bus journey times.
The bus friendly modal filter would operate 24/7 as with the other modal filters.
There are a number of examples across the country of these filters being used in residential areas. Here is a list of examples in other residential areas:
● https://rtstreets.commonplace.is/about ● Orford Road, Waltham Forest – google streetview ● Wapping High Street, Tower Hamlets ● Bedford Road, Aberdeen – google streetview and a nice picture ● Dubford Road, Aberdeen ● Gunson Gate, Chelmsford – google streetview. ● Basildon1, Basildon 2 and Basildon 3 ● Nyland Road, Colchester
11. What will the modal filters look like in the filtered neighbourhood trial? Stage 1 At the very first stage of the trial we will use temporary traffic management equipment to form the filters. This will allow us to make small changes to filters if needed before the main trial filters are installed. They are easier to move and amend to respond to issues that become apparent early on in the trial.
Stage 2 The trial modal filters will take the form of a number of large wooden planters with either trees or plants in them, these will be placed on the carriageway either side of a drop down bollard. This design is simple and adaptable allowing the filters to be used in many different locations and road widths. Stage 3 At the end of the trial period, depending on the evaluation of their location and performance, a permanent design for each modal filter will be produced. These will in the majority of cases have some form of tree pit to replace the planters and the bollard will remain. There may be specific locations where a more complex permanent filter is provided, which will be designed using feedback received from the local community.
An example of what a temporary modal filter would look like on Mayford Road
12. Why do we need a filtered neighbourhood?
In Greater Manchester 30% of trips under 1km are done by car. This is because we make travel by car the easiest method, with the most direct routes and parking a priority. We accept that people will take shortcuts in cars at speed through our streets.
In response to the postal survey and Commonplace online map survey, 70% of responses highlighted traffic speed or volume or rat running as issues. Some of the most vulnerable people in the community suffer the most from the negative impacts of the traffic and the design for the filtered neighbourhood trial aims to reduce those impacts.
The filtered neighbourhood approach in Waltham Forest has been found to have removed 44% of traffic from these residential streets. The number of journeys as a total reduced as people chose alternate routes and switched from car use to walking and cycling. The evidence found that people were walking 30 mins more a week on average and 10 mins more a week cycling.
Filtered neighbourhoods aren’t the whole story but they are an important step to making the streets where we live better, safer and more enjoyable to use on foot, bike, buggy or other wheels for everyday journeys.
13. Would the restrictions be 24hrs a day 7 days a week?
Once implemented the majority of restrictions including modal filters and bus friendly modal filters (bus gates) will be 24hrs a day 7 days a week.
14. Why do the traffic restrictions have to be 24hrs a day?
A key aim of the Levenshulme Filtered Neighbourhood scheme is to remove rat running traffic from an area to enable residents and businesses to enjoy low traffic environments. While areas may be most affected by through traffic during rush hour there is still a need to reduce traffic at other parts of the day.
There are also issues around the effectiveness of modal filters that only operate during certain times of the day. Firstly these filters would need to be designed in an ‘open state’ and would require drivers to obey signs in not passing through them. Evidence shows that compliance with these types of modal filters is low and having camera enforcement on each filter is not financially viable.
15. After the trial will the final proposals be exactly the same as the trial designs?
After the filtered neighbourhood trial we will collate all the responses received and produce a report detailing the results of the trial. If any changes to the trial are required these will be detailed in the report. The interventions will either be removed, changed or made permanent and there will be review periods to monitor the impact and the feedback received. During the trial, if there is a need for a significant change in design or placement of a filter, an additional ETRO will be applied and a further 6 month trial will take place. We want to work with residents to help develop the final design proposals so they fit into your neighbourhood.
16. How will emergency services be affected by modal filters?
The emergency services are integral to the development of the proposed road changes. The ambulance service, police and fire service have the opportunity to feed into the design to ensure essential access can be maintained.
17. How will key workers like carers, delivery drivers and people with access needs get around by car? The filtered neighbourhood trial design allows access by motor vehicle to every residential and business property in the area. it may take a little bit longer to get there by car but you will still be able to access your home and business.
18. What about bin collections? Have they been notified?
The initial design has been passed on to key stakeholders including refuse collection. We will continue to engage with refuse collection services as part of the trial to ensure that they are able to maintain bin collections.
19. What if there is an issue during the trial? Who do I contact?
During the trial you can contact the Levenshulme Bee Network team by emailing [email protected] or in the case of an emergency by phoning the council switch-board on 0161 234 5000 20. How will you monitor the trial?
Residents will be able to feedback using any of the following methods: - Via Commonplace https://levenshulmebeenetwork.commonplace.is/overview - Via telephone - a phone line is being set up so people can leave their details and a member of the team can respond - Via email [email protected] - Webinars - sessions are scheduled for the 4th and 5th of July for residents to get more information and ask questions (these will be recorded and available online for anyone who is not available, plus additional sessions can be planned once the trial has started). - Potentially undertaking drop in sessions (where permitted and social distancing can be maintained) we will undertake the more traditional sessions where people can come and discuss the trial and provide any feedback they have.
Traffic and air pollution will be monitored via counters that have been installed and additional ones that are being installed plus traffic counts will be carried out at key locations and compared to initial traffic counts that have been carried out.
We have set up review milestones in the trial where we will review all of the feedback we have received, along with monitoring information from traffic count, pedestrian and bicycle counts and air quality monitors that will be installed in the area and produce an update report which will be published online.
Currently the suggested milestones will be at 1 month, 3 months and 6 months from the start of the trial.
21. How will you consider the feedback? All feedback during the trails will be used to help inform how the scheme progresses and the final designs. Feedback from people who live and work locally will be prioritised.
22. The trial is mainly focused on restricting through traffic, what about the extra crossings and street improvements that have been suggested during the engagement?
We know that the busier roads in the area also need some attention. It’s vital that people can walk and cycle along them and cross them safely. From the outset the wider Levenshulme Active Neighbourhood project has included a separate project to look at crossings and improvements along these key roads in our area.
Throughout the engagement process we have also received comments about the conditions on the busier through roads. Whilst the busier roads are out of scope for the filtered neighbourhood the recommendations for new and improved crossings that have come out of the engagement and design process so far are now being reviewed by Manchester City Council Highways team as part of their feasibility work on initial locations.
Once we understand the impact of the filtered neighbourhood measures, we will have an even better understanding of where the best places for crossings and other improvements are on the busier roads in the area and these can form the business case which will support the ‘Our Active Neighbourhood’ aims.
23. I have a business based in Levenshulme. How will the changes affect my business?
This depends a little bit on where your business is and what your business does. If you are located near to some of the new features being introduced as part of the project, access to your business by motor vehicle may change. All addresses are still fully accessible by motor vehicle but access some areas of Levenshulme by motor vehicle from the main road network may slightly change. Whilst we are trying our best to advise people who make deliveries via official channels you may want to advise your suppliers of the best route to your premises.
If you make deliveries in the area by motor vehicle we would of course encourage you to consider how you could change to other sustainable modes but appreciate some deliveries must be made by car or van.
As with access to business premises all residential properties are still accessible by motor vehicle but some routes into residential areas will change. This will only really impact routes that are really residential streets so again shouldn’t impact business deliveries that use the main road network for the majority of trips. Some short cuts between parts of Levenshulme won’t be available any more but the reason is because they are used too much by traffic that should really be on the main road network in the first place.
There aren’t any major changes planned to parking or loading restrictions in the area as part of the Active Neighbourhood project. However some local minor changes like yellow lines might be needed near new temporary filters. This is to ensure access for people walking and cycling and the emergency services can gain access and to allow vehicles to safely manoeuvre. if you want some advice or want to raise an issue specific to your business or location please contact us at [email protected]
Good for Business?
Making changes that are good for walking and cycling is also good for local businesses.
In fact, you get the amount you invest back many times over in a number of different ways. Quite simply local people who walk and cycle spend more in local shops than those who drive. It may be that they don’t spend as much money on each trip.
However, people who walk and cycle visit more often and cumulatively spend more.
The benefits from such schemes aren’t just about the fact that people who walk and cycle support local businesses. The improvements themselves then also help local business thrive. Research has suggested that the positive impacts from environmental improvements might be of the same order of magnitude as those expected from public transport improvements. Litman estimates that walking and other non-motorised transport projects typically increase retail sales by 30% (Litman, 2002; Burden and Litman, 2011).
Whilst there's lots of evidence from places like London and New York that prioritising local people walking and cycling is good for business there's also evidence from closer to home. Living Streets, the UK charity for everyday walking has completed regular research into the subject and released a report called the Pedestrian Pound.
The report cites lots of examples where schemes to prioritise people walking and cycling have had a positive impact on local business. A study involving modelling of improvements to streets and public space in Manchester City Centre by Whitehead et al. (2006) found investing in how streets look and feel, particularly to support more walking can provide a competitive return compared to other transport-related measures and small, but significant, positive effects for businesses and workers (ibid.).
In nearby Altrincham changes have been made to the area around the market providing more space for people. The public realm improvements and traffic reduction measures have increased footfall by 25% and reduced retail vacancy by 22.15 (Trafford Council 2017)
In Kelso in Scotland the Council has invested £1.8 million in a programme of town centre improvement works, including a new traffic management system and improved provision for people walking including wider and improved footways and new crossing points. Since the improvements, Kelso is considered to have consistently performed well in footfall measures and in terms of town centre floorspace and retail unit occupancy. Footfall remains 28% above the levels recorded in 2011.
Some of the other interventions included in the Active Neighbourhood programme are also aimed at increasing footfall and supporting local businesses. We propose to introduce temporary mini parks known as parklets at locations on the A6. Parklets have been shown to have positive impacts on local businesses wherever they are introduced.
They are a relatively new thing in the UK but in San Francisco, one of the places where the concept originated, hundreds are now in place on city streets. A survey of some of the first parklets introduced in 2010 showed an increase in footfall of 37% in normally quiet evenings. Businesses around the world are working with local authorities to remove car parking and introduce parklets to enable outdoor eating and drinking and provide vitally needed space for people to socially distance while shopping.
Cited in Living Streets pedestrian pound 2018
Burden, Dan, and Todd Litman. 2011. “America Needs Complete Streets.” ITE Journal 81 (4): 36–43.
Litman. 2002. “Transportation Cost and Benefit Analysis.” Techniques, Estimates and Implications, Victoria Transport Policy Institute.
Trafford Council. 2017. Altrincham Town Centre Neighbourhood Business Plan. Adopted November 2017.
Whitehead, Tim, David Simmonds, and John Preston. 2006. “The Effect of Urban Quality Improvements on Economic Activity.” Journal of Environmental Management 80 (1) (July): 1–12. doi:10.1016/j. jenvman.2005.01.029.
24. What happens to all the traffic? Have you done any traffic modelling? Will it not just make the main roads worse?
Traffic data was collected before the c-19 pandemic, measuring the percentage of local and through traffic on the roads in the area, which will be published in a report shortly.
Covid-19 has transformed our mobility patterns, with many fewer trips, schools closed etc. The impact will continue for the rest of the year and potentially beyond, with many people working from home more often, school start times potentially staggered and reduced public transport capacity. As such, any traffic modelling exercise would be unable to accurately predict how people will travel, when and by what mode. We collected traffic before the pandemic and will be monitoring traffic volumes after the trial has gone in, checking whether it meets its stated objectives of reducing traffic volumes and speeds on residential streets.
On the streets within the filtered neighbourhood cells, we expect traffic volumes to drop, as they will only be used for trips which start or end on those streets. In practice, the levels may be even lower, as some residents may choose to walk instead of drive their local trips. The filtered neighbourhood is also expected to result in lower vehicle speeds on these streets.
In the short term, the boundary roads are likely to experience a slight increase in traffic compared to current levels. Evidence from similar schemes suggests the increase may be in the region of 3-30% for 3-6 months, before returning to pre-Active Neighbourhood levels. However, the c-19 pandemic makes comparisons to any other schemes or to pre-covid traffic volumes extremely challenging.
We will be monitoring the changes and making adjustments to the scheme to minimise traffic changes which are counter to the stated aims of the project.
25. What happens if Crossley Road floods?
Manchester City Council are working with neighbouring council Stockport to find a permanent solution to the flooding issues on Crossley road. As an interim solution, it is proposed the Bus Friendly Modal Filter (Bus Gate) restriction would be lifted to allow free access through the routes in times of flooding. Additionally, the filter on Clare road will be designed so that access can be made available should Crossley Road not be available.
Finding Out More and Getting Involved
26. How can I get more information about the Levenshulme Bee Network ‘Our Active Neighbourhood’ scheme?
Levenshulme Bee Network has a dedicated webpage www.levenshulmebeenetwork.co.uk where you can find out more about the 5 project areas. This website acts as a live document and regular updates are made as the project progresses.
Online engagement has taken place on Commonplace. You can read the all the comments from project areas so far on here https://levenshulmebeenetwork.commonplace.is/
27. How do I keep updated on events and news?
For more information and to be kept up to date. Visit the www.levenshulmebeenetwork.co.uk website.
There is a mailing list that you can join via the web page or by emailing [email protected] We’ll update you on projects and local events and opportunities to contribute via our regular e-news.
Have your say online at https://levenshulmebeenetwork.commonplace.is/
Join the conversation and follow Levenshulme Bee Network on Facebook or Twitter @Levybeelines
Information will be posted in advance of the trial in the following locations across the proposed Active Neighbourhood area:
West Point Gardens Area: Notice Board on Slade Lane nearest West Point Gardens Notice Board at Station View (nr Edward Mellor Estate Agents) Notice Board at Arcadia Library & Leisure Centre
Cringle Park Area: Notice Board in Cringle Park Tesco Metro Notice Board Notice Board at Burnage Community Centre on Burnage Lane Notice Board at McColl’s
Greenbank Park Area: Notice Board in Greenbank Park Notice Board in Asda Levenshulme
Chapel Street Park Area: Notice Board on Fallowfield Loop (Quadrants Entrance off Crayfield Road) Notice Board on Delamere Road Notice Board on ‘Village Green’ near The Bee With No Name (Corner of Chapel Street and Stockport Road)
28. How can I get involved with project areas? The informal group that makes up Levenshulme Bee Network advocates have an open, flexible ‘membership’ where people can contribute to their project interest areas to support the project aims.
If you’d like to take an active role with the Active Neighbourhood project areas email [email protected] with the subject: I’d Like To Bee Involved! or Request To Join The Mailing List.
The engagement and design process
29. What consultation is being carried out for the filtered neighbourhood proposals?
There are 5 main opportunities to feed into the consultation:
1) Initially the project team ran an online and face to face community engagement to identify the issues people face in the area
● Sustrans worked with pupils from 6 primary schools to look at their experience of the journeys to school. Assemblies took place at each school introducing the Levenshulme Bee Network and “homework” was set for all pupils to introduce the Commonplace map to their families and encourage parents and carers to have their say. Levenshulme High pupils also helped to promote the online engagement to their friends and family. ● The “Tell Us About Your Street” survey was sent to all 9000 households in the project area in October 2019. This could also be completed online. 595 households responded. https://levenshulmebeenetwork.commonplace.is/schemes/proposals/tell-us-about-your-street-bee-a-part-of-it/details ● An online perceptions mapping tool to measure how respondents felt about the area was launched via Commonplace on 20th October 2019. 919 comments had been left (data extracted 05 Feb 2020). 593 individuals (whose emails have been verified) responded https://levenshulmebeenetworkmap.commonplace.is/ As well as promotion across social media the Commonplace survey was advertised through postcards handed out at events across the area and posters put up in shops and community venues. ● Sustrans ran a series engagement events alongside the ongoing digital engagement on Commonplace, including informal ‘pop-ups’ at Madina Mosque, Inspire, Tesco on the A6, Burnage Lane shops near Acacias and Seddon St. play street event.
2) Once this data was collected through a series of workshops the community were asked how they would like to see these issues solved. This was delivered via a drop in workshop, community representative workshop followed by 2 focussed co-design workshops at Christ Church South Manchester on Burnage Lane and Arcadia on the A6. Co-design events were advertised via posters and leaflets across the area, emails out to community groups and residents associations and via social media and to the mailing list people signed up to during the listening phase.137 people attended the Co-Design events in January. 102 people attended in February.
3). A summary of the consultation and design process and the plans for the filtered neighbourhood trial is being sent to every residential and business property in the area before the trial commences. People are able to comment on the Our Active Neighbourhood vision plan on commonplace and via email and ask questions ahead of the trial.There is also an opportunity through further planned engagement to suggest improvements to design prior to the trial taking place. 4). The resulting designed scheme will be ‘Trialled’ for a minimum of 6 months. This 6 months will act as a consultation period, thoughts and suggestions about the scheme will be able to be submitted to the LBN project team via Commonplace, email and phone. At the end of the trial the Council will produce a consultation report detailing how the trial has been received by the community along with any changes to the design as a result of the feedback.5) If there are any major changes from the trialled scheme to the design of the permanent scheme these elements will also be consulted on before implementation.
30. How have you engaged people from different backgrounds?
One of the project areas from the inception of Levenshulme Bee Network is to ‘get more people in the community involved’ with the ‘Our Active Neighbourhood’ projects as part of the wider activation of the scheme overall.
For example, Open Street events trialled between June and September 2019 has been part of the inclusive grass roots approach to engage more widely and positively with people living locally and reflected the multi-cultural, diverse nature of Levenshulme on a street by street basis.
To date there have been over 70 events, meetings and workshops run and supported by the Levenshulme Bee Network project team.
Of course, there is always more to do and we will be actively engaging with many more people before the trial and during the programme to develop the scheme with those in mind and support people into making a shift to walking and cycling for short journeys.
31. How has the design for the filtered neighbourhood been developed?
Sustrans collaborative design team have developed the designs for the Levenshulme filtered neighbourhood.
Initial findings from the Commonplace Active Neighbourhood area heatmap and the ‘Tell Us About Your Street’ perceptions survey as well as th the neighbourhood pop-ups were presented to the community at the first collaborative design workshops on 29 January at Inspire.
People had an opportunity to comment on key themes, discuss the findings and add in information which may not have been picked up during the initial engagement.
First phase: Street Classification
Members of the local community worked together to co-create a map which identified the streets that should be used by vehicles to travel through Levenshulme and North Burnage, and those that should only be used for local motor vehicle trips.
At the community reps workshop in January representatives from community groups, faith groups, schools and businesses identified the strategic roads and those of local significance for the movement of motor traffic and those that should be for access to homes, local facilities and businesses. 107 people attended the drop in workshops and also helped to create the “cell” map.
This, combined with all the feedback from the commonplace surveys and ‘on the ground’ engagement formed the basis of the Filtered Neighbourhood plan.
The outcomes of the workshops were then further developed and approved by engineers at Sustrans and Manchester City Council. Key considerations included the availability of parallel routes (spacing between through routes) and potential inconvenience to local car journeys, as well as the location of schools, parks and other community destinations.
Second phase: Filter Locations
The co-design workshops with residents that followed in February focussed on the locations and type of modal filters that would be suitable and the design for the trial was then developed by Sustrans designers. The proposed filter locations will
● Remove through traffic from the neighbourhood cells ● Ensure every destination remains accessible by car ● Minimise the number of filters ● Create new valuable public space
Third Phase: Detailed Design
Based on community feedback to the vision plan, we are reviewing the design to ensure the stated aims of the projects can be met and take account of the views of members of the community who have more recently engaged in the project.
Fourth Phase: Trial
Once the trial is launched, we will be monitoring the performance of the scheme, including the impact on travel, air quality and safety. Based on the data collected and on the feedback from the community, it will be possible to make changes to the scheme once it is on the ground.
32. Why are you trialling this scheme without a full consultation on the designs?
The design for the trial is a result of the community engagement and co-design process that has taken place across the proposed filtered neighbourhood area and learning from successful low traffic neighbourhood projects across the country and it responds directly to the concerns raised. The best way to ensure that the design works well is to trial it and monitor.
Traffic levels are currently low due to the coronavirus government lock-down and ongoing school and home working arrangement though this is gradually being eased. We still anticipate that the initial period of the trial will be less disruptive than it might be under normal circumstances while people adjust and change their travel behaviour in response to the changes.
The filtered neighbourhood design, as well as helping to create a more liveable neighbourhood where people choose to walk and cycle for more of their everyday journeys can also help with social distancing in the short term and can help assist with easing lockdown.
33. The restrictions mean that I have to drive a lot further and down busy roads, won’t this cause more pollution?
The Levenshulme Bee Network scheme primarily looks to deliver a low traffic neighbourhood, but more than that it looks to change the way residents view transport and their travel choices. There will always be those essential car journeys that people need to make, and for mobility impaired residents this may be every journey. However, for the rest of us the transport choices we make have a direct impact on not only our local community, but that of our neighbours. During the covid-19 pandemic, many of us have experienced the benefits of quieter streets, and will have walked or cycled trips which we previously might have done by car. The filtered neighbourhood will reduce traffic volumes on the vast majority of streets in the area, allowing some of those local journeys to be done by foot or on a cycle. So while some driven journeys may initially feel longer and counter intuitive we hope that some of those journeys in the future you will make by less polluting modes such as walking, cycling or public transport.
34. Why are there no cycle lanes in this plan?
The focus for this scheme is to create a low traffic, filtered neighbourhood.
With a filtered neighbourhood segregated cycle lanes are not required on the quieter residential streets because the streets become quieter as more people can get about using active modes of transport. People can get around on their bikes more easily without the need for designated space for cycling.
The project focuses on creating a network of clear, safe routes around the neighbourhood by filtering out through traffic.
Some of the larger roads in the neighbourhood would still require segregated cycle paths to be part of a fully integrated cycle network, like the A6.
Additional recommendations from the design process so far include feasibility of segregated cycle infrastructure on the strategic and locally significant traffic routes.
35. What about the A6?
There are two distinct funding avenues to access the £160 million allocated to the Greater Manchester Mayor’s Challenge Fund. These are:
Active Centres + Corridors Strategic walking and cycling route connections between and across town and city centres; This applies to the A6 (and other commuting corridors) and
Active Neighbourhoods Improving neighbourhood walking and cycling access from residential areas to local jobs, schools, colleges, health facilities and public transport.
It was agreed at the initial community group meetings in 2018/19 to focus on ‘active neighbourhoods’ and the benefits of multiple projects in creating healthier residential streets whilst continuing to support and advocate for the development of cycle lanes along the A6 as part of joining the dots in the future.
TfGM are looking at the A6 corridor and neighbourhoods along it and working with Manchester and Stockport Council to develop plans.
36. What about the boundary roads? People live on these too, can we not make these the priority?
The boundary roads are priorities of the overall programme but improvements to them are not part of the filtered neighbourhood. This for a number of reasons but most importantly because we want to get the improvements to the boundary roads right. The introduction of modal filters in the area will also change the way people get around the area. This will mean more people walking wanting to cross streets, more people cycling and of course changes in the way motor traffic moves through Levenshulme. We want to use the trial to learn more about the walking and cycling trips people make and where the improvements like new crossing are best placed and the funding best spent.
Improvements on main roads take a bit longer to plan and get through the process too. This is simply because they impact on the main and strategic road network, and the implications are wider and take more planning and agreeing. There are also links to other projects looking at improvements on the more major routes in the area such as the A6. Again, we want to work with you, your neighbours, Manchester City Council and other key stakeholders to get these improvements right for Levenshulme.
The Vision Map
37. What is the vision map and how has it been decided? The vision map is a visual guide to draw together ideas and represent proposals that have come from the engagement process so far.
The intention is that the vision map can keep refreshing and updating as the ‘ active neighbourhood’ project areas continue to develop with the community.
The vision map is the first visual representation of the aspirations of the Levenshulme Bee Network Active Neighbourhood Scheme. It is intended as a place for the project to plot and pin active proposals and gain feedback. These proposals have been developed using the community feedback retrieved to date with expert design team input on placement.
The vision map is intended to evolve as the project grows. If changes need to happen, we can update this map to communicate those changes. and the permanent schemes all need to be designed with the community involved.
Once people are happy with those designs that will inform the full business case to MCF and will form the final project and its delivery timescale.
38. Why are there no pavement improvements in this vision map?
This current version presents the first steps in the ‘our active neighbourhood’ vision. The focus of this version is about the implementation of modal filters, new and improved crossings, public cycle parking and the A6 parklet. There will be further updates as the project areas develop.
39. What are the yellow lines on the vision map? The yellow lines indicate the ‘Bee Network’ good walking and cycling routes as determined by earlier mapping by TfGM for the Mayors Challenge Fund. It might be that these routes are signposted/waymarked with walking and cycling information as part of the wider network but they are not fixed and if a better route emerges from our plans, we can adapt and update the planned ‘Bee Network’ route and any signage accordingly.
There is more information on the Bee Network routes and how they connect to the wider areas here
40. Why isn't this money being invested into making the Fallowfield Loop more safe to start encouraging people to cycle before closing the roads?
There is a separate bid from the same pot of funding which has gained programme entry at a later tranche which supports many improvements on the Manchester Cycle Way ( more commonly known as the Fallowfield Loop and the Yellow Brick Road) This scheme will create a 24/7, orbital cycle and walking route connecting Chorlton to Gorton. It is proposed to introduce new lighting and to improve access points along this 12km, traffic-free cycle path. The route crosses Hyde Road and the proposed programme of improvements will be aligned with a current scheme to fix a pinch-point which causes congestion and air quality problems on this major route into the city centre.
41. Who is on the project team? Who is doing what? Who makes the decisions?
The Levenshulme Bee Network Active Neighbourhood governance structure is made up of the Project Delivery Team, the Approvals Board and Levenshulme Bee Network Advocates Group.
Manchester City Council project manages the technical design, procurement and delivery of the scheme. The scheme is funded through the Mayors Challenge Scheme, administered by Transport for Greater Manchester.
Project Delivery Team The project team is made up of representatives from MCC Highways and Neighbourhoods teams, TFGM, Levenshulme Bee Network Project Coordinator, Sustrans Collaborative Design Team and Bespoke Transport Consulting. Find out more about the people on the project delivery team and their role here.
Approvals Board These are a group of people who will sign off the business case and final plans for the scheme. The approvals board consists of representatives from the Highways Department, locally elected members at Manchester City Council including executive members and our councillors. Representatives from the project delivery team report to the Approvals Board.
Levenshulme Bee Network Advocates Group Continuing from the initial meetings that led to the development of the successful bid to the Mayor’s Challenge Fund, regular meetings have taken place with local residents who form the advocates group and are keen to support the scheme in a voluntary capacity.
This is an open, informal membership for people who support the broad aims of the project and everyone is welcome to contribute.
42. How was the programme boundary chosen?
The area identified falls within three ward boundaries – Levenshulme, Burnage and Rusholme. A prominent local landmark was chosen to establish a central point for the neighbourhood area and ‘The Bee With No Name’ was chosen on the area known as the Village Green on the corner of Stockport Road (A6) and Chapel Street.
The original area boundary (defined during the community meetings) was based on a 10 minute walk from the heart of the area and the principle of the project was not to define the area solely on ward boundaries but natural neighbourhood links and perceptions of what people viewed as Levenshulme. There are more than 9,000 homes in the initial boundary area as well as 6 primary schools, one secondary school and over 200 businesses.
The programme area was bounded by Kingsway and the railway line to the West, Crossley Road to the South, Highfield Country Park to the East and Matthews Lane to the North of the area.
Following feedback after the launch of Commonplace map the area was extended to include the additional area to the North of Matthews Lane . The area includes two additional primary schools. The new boundary also includes additional streets to the South East and stretches to the Stockport Metropolitan Borough Council boundary.
43. How much will it cost? Where's the money coming from?
£2.5 million has been earmarked for the ‘Our Active Neighbourhood’ from the Greater Manchester Mayor’s Challenge Fund ( MCF), with a £100,000 contribution coming from Manchester City Council directly. This funding is specifically focussed on sustainable transport initiatives.
A robust business case is required to release the funding for the scheme beyond the development phase.The final amount of funding may differ from the original funding approval, based on the detail of the business case presented to MCF
44. How does the bid process work and what is programme entry?
The bid process is the start of the business case development process.
Schemes that are successful at the bid stage are granted Programme Entry, this means that they are able to draw down development costs to develop their full business case.
Subject to the approval of a full business case, schemes can then draw down capital funding from the Transforming Cities Fund. The bid process is the first phase of development. Once a scheme is successful at the bid stage it is granted programme entry which means they are given funding to develop a business case for the scheme.
Once a full business case has been approved by the Greater Manchester Combined Authority (GMCA) , capital funding can be taken from the Transforming Cities Fund (known as the MCF) to continue developing and delivering the scheme.
45. What is the business case process?
The Business Case process is how the Treasury assesses legal compliance and value for money in all public expenditure. Post Greater Manchester’s devolution deal this function is carried out by the GMCA rather than by the Department for Transport ( DfT)
46. What are the timescales for funding?
The Government’s Transforming Cities Fund (known in Greater Manchester as the Mayor’s Challenge Fund) is funding this project, this funding is to be spent by March 2022.
47. What would need to pass the test when it comes to the business case/design approval?
There are 5 cases in a successful business case. The Strategic, Economic, Management, Commercial and Financial. The criteria are described in detail in the MCF toolkit.
MCF schemes also have to demonstrate design compliance with the design principles expressed in Made to Move (i.e. the double buggy test and the competent 12 year old test). The Streets For All check is available on the MCF toolkit.
48. What do the Mayor’s Challenge Fund class as an active neighbourhood?
An Active Neighbourhood is an area where the residential streets are prioritised around the needs of local residents, rather than around the needs of through traffic, enabling local trips to be made on foot or by cycle.
49. How will you measure the success of the ‘Our Active Neighbourhood’ scheme?
The success of the programme will be measured through perceptions of people who live work and learn in the area and monitoring of key indicators including levels of motor traffic and numbers of people travelling actively gathered through the following methods:
-Baseline perceptions data gathered via postal questionnaire, commonplace map survey and door to door interviews with people that live and work in the area. Further questionnaires following delivery of the active neighbourhood scheme will enable the evaluation of changes in perceptions of the area. -The Commonplace online tool -Air quality monitoring, traffic, pedestrian and cycle counts
50. What are the timescales? There are a number of projects within the overall scheme that are currently being developed but will vary in the timescales for delivery:
The filtered neighbourhood trial The trial will begin this Summer ( date TBC) and will last a minimum of 6 months. The final designs for the filtered neighbourhood will be drawn up based on the results of the consultation and implemented within 18 months.
New and improved crossings The recommendations for new and improved crossings that have come out of the engagement and design process so far are now being reviewed by Manchester City Council Highways team. They are looking at the feasibility of installing or improving existing crossings at each location. Findings from the filtered neighbourhood trial will provide more information about where crossings should best be located and which ones should be prioritised to help people move safely and comfortably about the area.
School street improvements The project team is working with the schools in the area to look at whether one day school street timed closures can be trialled in the coming months. The design proposals for the streets outside of the schools that have been co-designed with pupils from the schools and local residents will be going on to the Commonplace webpage for people to comment on in July 2020
Open Streets/ Play Streets Play streets were organised by groups of residents in 2019 and plans were to start up Play Streets again in Spring this year. Covid 19 has prevented those from happening so far this year. Plans will be developed with residents keen to run a play street on their road again once lock down has been eased. The overall project aim is to support the development of permanent play streets within the neighbourhood as part of a wider Manchester City Council implementation.
Parklet In October 2019, we held a community co-design event to gather ideas about what a community parklet on the A6 would look like and function as. We presented the design parameters and ideas to a specialist design company (Meristem) who provided two design options. In January 2020 we asked people on Commonplace to ‘Have Your Say’ on the A6 Parklet designs and we received 103 responses. We are currently working on a report to show the final design outcome baked on the commonplace feedback and are looking towards an installation date later in 2020
Carport Bicycle Parking
This was one of the initial ‘high impact statements of intent’ referred to in the bid proposal for the A6. Along with the initial location near Inspire, several additional locations have been highlighted on the vision map in response to feedback for more bike parking across the Active neighbourhood area. We are looking to install these later in 2020.
Bike Hangers
In October 2019 we asked people to register their interest in secured cycle parking provision on residential streets and received 166 requests. We are now identifying suitable locations to roll out the Bike Hanger trial with a view to installation later in 2020.
Cycle Hub
Work is underway with Manchester City Council to identify a suitable location for a cycle hub near Levenshulme Train Station. Further involvement with community stakeholders is planned to develop a design solution. Initial feedback from events on the ‘village green’ and Levenshulme Market in 2019 identified two locations ( in front of the station and in the current dead space behind the station building on Albert Road)
Suggestions for larger cycle parking spaces for adapted or family bikes, and trailers as well as a multi purpose space with the addition of a notice board and a secure community storage space/sharing are ideas that have already been shared by local people at events .
A6 Crossing
Manchester City Council are developing plans at the junction of Barlow Road and Stockport Road (nearest Arcadia Library and Leisure Centre) as one of the priority crossings identified from the start of the ‘Our Active Neighbourhood’ project. This fits into the wider work to improve and junctions and crossings to support the filtered neighbourhood project.
Schools
51. How have schools been involved?
Sustrans has been working with the 6 primary schools in the initial scheme area. Sustrans’ street designers and community engagement team have worked with the schools, parents and local community to gather ideas and produce street designs to help tackle problems on the street and make it a safer, more pleasant place for everyone to walk and cycle. The project has resulted in design proposals for each of the six schools and recommendations for trials. These include ‘school streets’, traffic calming measures, signage and artwork and improved crossing points.
The project team is working with the schools to look at whether one day school street timed closures can be trialled in the coming months. The design proposals for the streets outside of the schools that have been co-designed with pupils from the schools and local residents will be going on to the Commonplace webpage for people to give their feedback on in July 2020.
Levenshulme High Pupils also helped to promote the scheme with their friends and families and encouraged more people to put their comments about the area on the Commonplace online consultation map.
More meetings with the schools are plan
52. What is a School Street? A School Street is where the road directly outside the school entrance(s) is closed to traffic for a short time just before the start and the end of the school day. This provides a safe and calm environment for the students of the school and local residents, while encouraging active modes of transport for the school drop off and pick up. Local residents and blue badge holders still have access.
53. How will school street road closures be enforced?
Manchester City Council are currently looking at different ways to support the creation of School Streets and trialling options with local schools. Some schools and councils elsewhere in the UK use removable bollards and signage to enforce the closures.
‘cycle and pedestrian only zone’ signage is placed on the school street and only residents and blue badge holders have access. Councils in London and Wales may use automatic number plate recognition (ANPR) cameras to enforce the School Street
54. I live in one of the proposed school street closures areas, how does this affect me? School Streets have been included in the vision map at the stage as an aspiration Initial trials of school streets will take the form of one day events where the school community and residents will have the opportunity to experience what the street is like when there is a timed closure is in place.
There is the opportunity to feedback on the one-day trial and the school can work with the Levenshulme Bee Network project team to explore how the trial could be expanded.
Additional FAQs
55. What is the Experimental Traffic Regulation Order (ETRO)?
An Experimental Traffic Regulation Order is a type of Traffic Regulation Order used to make changes to the highway.
An experimental traffic order (ETRO) is similar to a permanent Traffic Regulation Order (TRO) in that it imposes traffic and parking restrictions. An experimental order can only stay in force for a maximum of 18 months while the effects of the traffic and parking restrictions are monitored and assessed (and changes made if necessary), before the traffic authority decides whether or not to continue the ETRO on a permanent basis.
Changes can be made during the first six months of the experimental period to any of the restrictions (except charges) if necessary, before the Council decides whether or not to continue with the changes brought in by the experimental order on a permanent basis.
56. Is it possible to object to an experimental traffic regulation order?
It is not possible to lodge a formal objection to an experimental traffic regulation order until it is in force. This will be 7 days after it has been advertised.
The experimental traffic order for Levenshulme filtered neighbourhood interventions will be advertised later this Summer. A further update will be made available in advance of the order.
Once it is in force, objections may be made to the order being made permanent and these must be made within six months of the day that the experimental order comes into force. If feedback or an objection is received during the period that suggests an immediate modification to the experiment, that change can be made and the experiment can then proceed. Before the experimental order is modified, a modification notice must be published and a new 6 month objection period will then begin 7 days after the modification notice is published.
How to respond to an experimental traffic order
As with all traffic regulation orders, any response needs to be done in writing, stating the reason(s) that you object to the experimental traffic order. All objections can be sent by emailing [email protected] or by writing to Fiona Ledden, City Solicitor PO Box 532, Town Hall, Manchester, M60 2LA (Please quote reference number L/GS/EVD2001/1887)
57. Can we not just spend the money on speed bumps and traffic calming? Why are there no traffic calming measures proposed?
Speed bumps can make some impact on speeding but a modal filter is far more effective at reducing traffic levels and speeds. The filtered neighbourhood acts as a traffic calming measure for the entire neighbourhood.
This pot of money is ring fenced for ‘gold standard’ walking and cycling projects set by the Mayor’s Challenge Fund and must be spent on projects that are likely to see significant improvements in conditions for people to travel actively and reductions in car use.
58. Has an equality impact assessment been undertaken?
As part of the design process, an Equality Impact Assessment (EIA) has been completed and is currently being reviewed by the Manchester City Council Equalities team. Any recommendations they provide will be included as part of the trial. Additionally, Mayor’s Challenge Fund schemes are reviewed by Transport for Greater Manchester’s Disability Design Reference Group, so the filtered neighbourhood proposal will be reviewed by the group at their next meeting and any recommendations they provide will be included as part of the trial
59. How will satellite navigation systems/mapping software be informed of the changes? All new roads and closures are captured in the Local Street Gazetteer. This information is available for SatNav providers to download data and update their systems.
60. How can this project support more people to use bikes for daily journeys?
As part of the wider ambition of the project, we are working with programme partners Transport For Greater Manchester (TfGM) to make access to bikes hire schemes, bikeability training and bike maintenance courses possible locally.
We are developing a programme of events to support activation of more everyday cycling journeys and will make these available on our website and local noticeboard publicity materials.
For more information on current bike maintenance courses and bike to work schemes available via TfGM please see here 61. Have any car clubs been approached to see if they’d be willing to put some cars into the area? Car club bay(s) are being considered within Levenshulme as part of Levenshulme Active Streets and also a separate project. Manchester City Council are in liaison with the car club operator regarding any potential locations.
Enterprise Car Club are also happy to explore some ‘Resident Sponsored’ locations where there are no existing parking problems/restrictions. Requests for these can be made to https://www.enterprisecarclub.co.uk/gb/en/contact-us/car-near-me.html.