Green Lanes Area Transport Study Final study report October 2017

Haringey, London Our ref: 22933701 Client ref:

Prepared by: Prepared for: Green Lanes Area Transport Study

Steer Davies Gleave Haringey, London Final study report 28-32 Upper Ground Civic Centre October 2017 Wood Green London SE1 9PD London N22 8LE

+44 20 7910 5000 Haringey, London www.steerdaviesgleave.com Our ref: 22933701 Client ref:

Steer Davies Gleave has prepared this material for Haringey, London. This material may only be used within the context and scope for which Steer Davies Gleave has prepared it and may not be relied upon in part or whole by any third party or be used for any other purpose. Any person choosing to use any part of this material without the express and written permission of Steer Davies Gleave shall be deemed to confirm their agreement to indemnify Steer Davies Gleave for all loss or damage resulting therefrom. Steer Davies Gleave has prepared this material using professional practices and procedures using information available to it at the time and as such any new information could alter the validity of the results and conclusions made.

Contents 6 Next steps ...... 26 Figure 5.3: Map summarising recommended options from Alternative package GL2: Continuous cycle facility ...... 20 Developments and the planning system ...... 26 1 Introduction ...... 1 Figure 5.4: Map summarising recommended options from

Background ...... 1 Package WL: Wightman Road / Ladder area package ...... 21 Figures This document ...... 1 Figure 5.5: Map summarising recommended options from Figure 1.1: Study area ...... 2 Package HE: Hermitage area package ...... 22 Other study reports and information ...... 1 Figure 2.1: Modes of transport used for trips starting Figure 5.6: Map summarising recommended options from 2 Evidence base ...... 3 and/or ending in the study area (distance based main Package HE: Hermitage area package ...... 23 mode) ...... 3 Introduction ...... 3 Figure 2.2: Car ownership / availability in study area by Overall transport context and trends ...... 3 Tables household, 2011 ...... 3 Road network and traffic...... 4 Table 4.1: Assessment framework ...... 13 Figure 2.3: Range of percentage growth in trips by mode Air quality ...... 7 across London, 2015 to 2041 ...... 3 Table 4.2: Summary of linkages between the assessment framework for this study and the Haringey Corporate Plan Road safety ...... 7 Figure 2.4: Average daily traffic flows by road, all vehicles ...... 14 (January 2016) ...... 4 Impacts of the Wightman Road closure ...... 9 Table 5.1: Summary of recommended options from Figure 2.5: Graphical summary of vehicle flows between Package AW: Area-wide improvements ...... 16 3 Options development and community engagement . 10 external nodes (March 2016) ...... 5 Table 5.2: Summary of recommended options from Options identification and sifting process ...... 10 Figure 2.6: Proportion of vehicles with a speed over 20mph Package PC: Area-wide pedestrian and cycle network ...... 17 (January 2016) ...... 6 Community engagement ...... 11 Table 5.3: Summary of recommended options from Figure 2.7: Modelled annual mean NO air pollution in 2013 2 Alternative package GL1: Minor improvements ...... 19 4 Objectives and assessment framework ...... 12 (µg/m 3) ...... 7 Table 5.4: Summary of recommended options from Strategic context and options assessment ...... 12 Figure 2.8: Recorded collisions (36 months from 1 Alternative package GL2: Continuous cycle facility ...... 20 December 2012 to 30 November 2015) ...... 8 5 Way forward ...... 15 Table 5.5: Summary of recommended options from Figure 2.9: Traffic arrangement during the Wightman Road Package WL: Wightman Road / Ladder area package ...... 21 Introduction ...... 15 closure in 2016 ...... 9 Table 5.6: Summary of recommended options from List of recommended options ...... 15 Figure 3.1: Summary of options sifting process ...... 10 Package HE: Hermitage area package ...... 22 Options that are not recommended ...... 15 Figure 3.2: Screenshot of interactive map-based website. 11 Table 5.7: Summary of recommended options from Package AW: Area-wide improvements ...... 16 Figure 3.3: Round 1 engagement, issues mentioned by Package SA: St Ann’s / Gardens area package ...... 23 theme ...... 11 Package PC: Area-wide pedestrian and cycle network ...... 17 Table 5.8: Alignment between assessment framework, Figure 4.1: High-level objectives and priorities from the recommended options and other relevant actions outside Package GL: Green Lanes package ...... 19 Haringey Council Corporate Plan 2015-18 ...... 12 the scope of the study ...... 24 Package WL: Wightman Road / Ladder area package ...... 21 Figure 5.1: Map summarising recommended options from Table 6.1: Key opportunities to work with developers ..... 26 Package HE: Hermitage area package ...... 22 Package PC: Area-wide pedestrian and cycle network ...... 17

Package SA: St Ann’s / Gardens area package ...... 23 Figure 5.2: Map summarising recommended options from

Alternative package GL1: Minor improvements ...... 19 Alignment with assessment framework ...... 24

October 2017

Appendices

A Options that are not recommended

Tables Table A.1: Options from the long list not included in the shortlist ...... 29

October 2017 Green Lanes Area Transport Study | Final study report

Background study area, which has been used to inform the 1 Introduction development of the packages of options. The note also This document forms the final study report for the Green includes information on the effects of the 2016 Wightman Lanes Area Transport Study. As such, it sets out a Road closure associated with the bridge replacement recommended way forward, that builds on the work that works, and also examines the transport impacts of has been completed as part of the study. planned future growth in the area. The study commenced in 2016, and the study area covers Shortlisted Options Report parts of Harringay, St Ann’s and Seven Sisters wards (as shown on the map overleaf). It aims to identify ways to The Shortlisted Options Report describes the shortlist of improve transport and movement in an integrated and packages and options that the community’s views were holistic manner, by taking an informed and evidence- sought on in the Round 2 engagement, completed in mid- based approach. Effective engagement and consultation 2017. It outlines the strategic context for the options; was also a key part of the study, as any options to be how the shortlisted packages and options were identified; implemented should have broad community support. indicative option costs and implementation timescales; the shortlisted packages and options; and a summary of The study was undertaken by Steer Davies Gleave on the assessment of the packages and options. behalf of Haringey, London. This document Community Engagement Report The Community Engagement Report documents the Following on from this introduction, this report contains extensive community engagement that has been the following chapters: completed as part of the study. It describes the two main • Chapter 2: Evidence base rounds of engagement. Round 1 took place in mid-2016, • Chapter 3: Options development and community and focussed on obtaining views on potential issues engagement relating to transport in the study area. Round 2 took place • Chapter 4: Objectives and assessment framework in mid-2017, and sought views on a shortlist of packages • Chapter 5: Way forward of options. • Chapter 6: Next steps

Other study reports and information

This document should be read in conjunction with the other reports prepared for this study: • Existing Conditions Note • Shortlisted Options Report • Community Engagement Report These documents, as well as other information relating to the study, are available on the study webpage: http://www.haringey.gov.uk/transport/green-lanes- area-transport-study Existing Conditions Note The Existing Conditions Note brings together information from a range of sources that relate to transport in the study area. The note provides an evidence base regarding existing movement patterns and transport issues in the

October 2017 | 1 Green Lanes Area Transport Study | Final study report

Figure 1.1: Study area

October 2017 | 2 Green Lanes Area Transport Study | Final study report

Introduction Figure 2.1: Modes of transport used for trips starting and/or ending quarter between 1990 and 2014. This is also reflected in 2 Evidence base in the study area (distance based main mode) data from the census, which indicates that the proportion Extensive work was completed to develop a of study area residents who commute to work by car comprehensive evidence base to inform the study. This almost halved between 1991 and 2011. The difference is included both drawing upon a range of existing data made up by an increase in the proportion of study area sources, as well as traffic surveys that were commissioned residents commuting by Underground / rail, buses and specifically for the study. cycling. Full details of the evidence base that was compiled are Planned future growth provided in the Existing Conditions Note , which describes the various sources of data that were drawn upon. This Based on Haringey’s Site Allocations DPD document, we chapter provides a summary of some of the most assessed the impact that planned growth in the area pertinent findings from the evidence base. would have on vehicle trips. The outcome of this work indicates that in the weekday PM peak hour, the number The data compiled not only provides insights into current of vehicle trips in the study area is not expected to movement patterns, but also covers historic trends in the Source: LTDS (average of 2010/11 to 2014/15 data) change materially between 2012 and 2031. transport characteristics of the study area, as well as looking to future movement patterns associated with This is consistent with long-term planning work that has

development that is planned in the area. The evidence been completed for London. Over the period between base also includes data relating to the impact of the Figure 2.2: Car ownership / availability in study area by household, 2015 and 2041, London’s population is expected to Wightman Road closure that took place in 2016. 2011 increase from 8.6 million to 10.5 million people. However, Overall transport context and trends even though this will increase demand for movement by between about 20%–30%, the number of car trips is Demographics and modes of transport expected to increase by less than 10%. There were approximately 34,500 people living in the Figure 2.3: Range of percentage growth in trips by mode across study area in 2011, which is an increase of almost 7,000 London, 2015 to 2041 people compared to 2001. As shown in Figure 2.1, the most common mode of transport for trips starting and/or ending in the study area by far is walking, which accounts for about a third of trips. This is followed by buses, accounting for a further quarter of trips. Car / van driver and passenger trips combined make up about a further quarter of trips. Source: Census 2011 The low level of car use reflects the low level of Historic trends household car / van ownership or availability, with 61% of households in the study area not owning one or having Levels of car ownership in the study area have also been

one available to them, as shown in Figure 2.2. falling. This means that despite the population increasing between 2001 and 2011 by almost a quarter, the total Source: Mayor’s Transport Strategy: Supporting Evidence, Outcomes Summary Report, July 2017 number of cars and vans owned by households in the study area fell slightly. This means that for both London and the study area, it is Declining levels of car use in the study area are also expected that the bulk of the increase in the demand for reflected in other data sources. Based on a series of movement associated with future population growth is Transport for London traffic count points along the expected to be catered for by increased use of walking, southern edge of the study area, the number of cars at cycling and public transport. these points on an average weekday declined by about a

October 2017 | 3 Green Lanes Area Transport Study | Final study report

Road network and traffic In contrast, traffic flows in the Gardens and Hermitage areas are relatively low, due to the presence of road Road network Figure 2.4: Average daily traffic flows by road, all vehicles (January 2016) closures that effectively prevent their use by through Almost all of the roads within the study area are borough traffic. However, the route following Eade Road, Vale roads, which means that they are managed by and the Road and Hermitage Road in the eastern half of the responsibility of Haringey. The exceptions to this are Hermitage area is used by drivers between Seven Sisters Green Lanes, which is part of the Strategic Road Network Road and St Ann’s Road. (managed by Haringey whilst Transport for London has Origins and destinations of vehicle movements strategic responsibility over it); and Seven Sisters Road, which is part of the Transport for London Road Network To further understand the flow of traffic through and (managed by Transport for London). to/from the area, a vehicle origin-destination survey based on a cordon approximating the study area was A key characteristic of the road network in the study area undertaken for a 16-hour period on Tuesday 22 March is that it is constrained by the presence of north-south 2016. Whilst this survey would not capture vehicle trips and east-west railway lines. This means that the only two that are entirely within the study area, the remainder of roads connecting the study area towards the west are trips are made up of: Turnpike Lane and Endymion Road, whilst north-south corridors are limited to Wightman Road, Green Lanes and • Through trips : Trips that pass through the cordon, Hermitage Road. without stopping—these make up about 53% of all trips The highway network within the study area is centred on • Local trips : Trips that start or end in the study area Green Lanes which acts as a north-south spine. It is (note that trips that both start and end in the study frequently congested due to the high traffic flows and as area, without passing any of the survey nodes, are a result of friction caused by turning movements and not captured by this survey)—these make up the parking manoeuvres. This congestion means that a remaining 47% of trips (including approximately 7% significant number of drivers seek to use parallel routes; that are to / from the Arena Retail Park) and Wightman Road often offers a quicker alternative. Based on the results of this survey, some of the busier Green Lanes and Wightman Road form the two sides of movements that are likely to lead to vehicles generally the ‘Harringay Ladder’, the northern end of which is using A and B roads in the study are: bounded by Turnpike Lane, whilst the bottom end is bounded by Endymion Road. Both of these key east-west • The largest movement is between Seven Sisters Road links are frequently congested, leading many drivers to (west end) and Seven Sisters Road (east end), skirting use the residential streets forming the ‘rungs’ of the around the southern edge of the study area. There Ladder to move between Wightman Road and Green are also many trips between Endymion Road and Lanes. Green Lanes (south end), again skirting the southern edge of the study area. St Ann’s Road and West Green Road both provide links • There are also various trips skirting along the from Green Lanes through to areas to the east, including northern edge of the study area. Many of these are Seven Sisters and Tottenham. As these roads do not between Turnpike Lane and Hornsey Park Road, or extend through to Wightman Road, pressure is placed on between Turnpike Lane and Westbury Avenue. the Ladder streets that offer the fastest and most • There are many straightforward north-south trips convenient through routes. along Wightman Road and Green Lanes, which are The layout of the road network also means that vehicles respectively between Endymion Road and Hornsey also use north-south residential streets to travel between Park Road, or Green Lanes (south end) and Green West Green Road and St Ann’s Road. Lanes (north end).

October 2017 | 4 Green Lanes Area Transport Study | Final study report

Traffic speeds from these, there were various other roads across the study area with high proportions of vehicles exceeding As part of borough-wide scheme, almost all roads within Figure 2.5: Graphical summary of vehicle flows between external nodes (March 2016) the speed limit. the study area are now subject to a 20mph speed limit. The only exception is Seven Sisters Road, which remains Parking subject to a 30mph speed limit (as it is part of the TLRN). Parking controls cover most of the study area, generally The traffic surveys undertaken as part of this study also taking the form of controlled parking zones (CPZs). captured information on vehicle speeds. However, the

speeds recorded by these surveys should be treated with caution. This is because the results are highly sensitive to the point on each street that the traffic surveys took place on—for example how far away they are from junctions, and how far they are from speed humps (or other traffic calming measures). This means that the recorded speeds may vary significantly from street to street, for reasons unrelated to the actual speeds of vehicles along those streets. A threshold that is recommended in guidance for the implementation of traffic calming (where a 20mph speed limit applies) is when mean speeds exceed 24mph 1. Based on the traffic surveys, the only section of road in the study area that exceeds this threshold is Eade Road (between Linkway and Seven Sisters Road), which had a mean speed of 25.5mph. However, mean speeds do not necessarily capture the variability in speeds that may occur. For example, it is possible that excessive vehicle speeds on a particular road could be masked by slower speeds when congestion Source: Origin-destination surveys undertaken between 06:00 and 22:00 (16 hours) on Tuesday 22 March 2016. The surveys were based on occurs. As such, it is also informative to examine the automatic number plate recognition; pedal cycles and powered two wheelers are not included in these flows. proportion of vehicles recorded travelling faster than There are also various origin and destination pairs that 20mph. Across the study area 40% of vehicles recorded create more ‘diagonal’ movements across the study area, by the traffic surveys were travelling faster than 20mph. that are likely to utilise roads that are not A or B roads. The route through the eastern portion of the Hermitage These pairs lead to many of the vehicle movements sub-area between Seven Sisters Road and St Ann’s Road through the eastern half of the Hermitage area, north- appears to have particularly high vehicle speeds. The south movements through the St Ann’s area and east- relevant section of Eade Road has almost 90% of vehicles west movements along Ladder rungs. travelling faster than 20mph, with Hermitage Road and Vale Road having the sixth and seventh highest proportions respectively across the study area. St Ann’s Road and West Green Road also had several sections with high proportions of vehicles exceeding 20mph. Apart

1 Department for Transport Circular 01/2013, Setting Local Speed Limits

October 2017 | 5 Green Lanes Area Transport Study | Final study report

Figure 2.6: Proportion of vehicles with a speed over 20mph (January 2016)

October 2017 | 6 Green Lanes Area Transport Study | Final study report

Air quality of emissions. There are also diesel rail services that In general, pedestrians and pedal cyclists are more likely to be seriously injured than other road users. Whilst about a operate through the study area, which are responsible for third of casualties were a result of travelling by car, almost all of these casualties were slight. The mode with the second Air quality is a complex issue that is affected by various about 8% of NO x emissions. highest number of total casualties was pedestrians, but this mode accounts for the highest number of serious casualties. factors. Nevertheless, a map that shows mean NO 2 concentrations in the study area is shown in Figure 2.7. Non-transport sources account for the remaining 30% of

Nitrogen dioxide (NO 2) is a pollutant that is harmful to NO x emissions, around two-thirds of which come from health, which can lead to respiratory symptoms. It is one domestic gas emissions (accounting for approximately of a group of gases called nitrogen oxides (NO x). The EU 21% of all NO x emissions). 3 limit for annual mean NO 2 concentrations is 40µg/m , and Road safety areas shown on the map in yellow or red exceed this limit. NO 2 concentrations across most of the study area An analysis of recorded collision data for the 36-month are below the EU limit value. However, there are areas period ending November 2015 was completed, as shown along busier roads and railway lines that exceed the limit. on the map opposite. Over this period, there were a total of 446 collisions and 538 casualties in the study area. Of In the study area, approximately 70% of NO emissions x these, there were 41 serious injury casualties, and six come from transport sources, most of which comes from fatalities. There tend to be concentrations of collisions road transport. The biggest single component comes from along the busier roads in the study area, such as Green TfL buses, which emit about 23% of NO in the study area. x Lanes and West Green Road. Other diesel vehicles (cars, heavy goods vehicles and light goods vehicles) together make up a significant proportion

3 Figure 2.7: Modelled annual mean NO 2 air pollution in 2013 (µg/m )

Source: London Atmospheric Emissions Inventory 2013

October 2017 | 7 Green Lanes Area Transport Study | Final study report

Figure 2.8: Recorded collisions (36 months from 1 December 2012 to 30 November 2015)

October 2017 | 8 Green Lanes Area Transport Study | Final study report

Impacts of the Wightman Road closure Traffic flows on roads in the eastern half of the Hermitage Figure 2.9: Traffic arrangement during the Wightman Road closure in 2016 area saw some increases, of up to about 900 vehicles per Due to the replacement of the Wightman Road bridge day, and there were also increases of up to 1,200 vehicles over the railway line, Wightman Road was closed to per day on north-south routes through the St Ann’s area. through traffic in 2016. The traffic management arrangements that were in place during the closure are Vehicle journey times shown in Figure 2.9. A range of data was collected before Most key routes across the study area had increases of up and during the closure to quantify the impacts that it had to approximately 1–2 minutes in average journey times on movement in the area, which are summarised here. during the closure. However, there were larger increases Overall vehicular movement patterns in some cases—for example the westbound movement along Turnpike Lane saw an increase of about 4 minutes, Based on the origin-destination survey, the overall whilst journey times between the southern end of Green number of vehicle trips fell during the closure, by about Lanes and Hornsey Park Road (in both directions) saw 8% (over a 16-hour period on a weekday). Local trips (that increases of between about 6–7 minutes. The movement start or end in the study area) fell by a higher percentage from Endymion Road to Green Lanes (south end) had an (about 11%) compared to through trips (5%). increase of about 3 minutes. There tended to be large decreases in north-south It is important to emphasise that these results do not movements (along Wightman Road and Green Lanes), necessarily capture the full impacts of the closure on and in the east-west movement along Turnpike Lane. vehicle journey times, as they do not capture queuing and Demand for diagonal movements, that would involve delays that occurred outside the study area. The average making east-west crossings across the Ladder area, all results also mask variations in changes across the day. declined, sometimes significantly. Bus journey times There appeared to be an increase in vehicles seeking to avoid congestion in the study area. Some vehicles instead During the Wightman Road closure, most routes skirted the north-west or southern edges of study area experienced increased journey times to varying degrees. (rather than travel through it). There were also increases One route that was severely affected was route 41 in movements crossing the eastern half of the study area eastbound, which had increased journey times of up to 15 (passing through the eastern half of the Hermitage area, minutes. Route 141 southbound also experienced and travelling north-south through the St Ann’s area). increases of up to five minutes on weekends, whilst route W5 experienced increases of up to about 5 minutes Vehicle flows during certain time periods. The closure had varying impacts on traffic flows on Air quality individual roads. Along Green Lanes, there were flow increases in the northern sections (+1,700–2,500 vehicles Based on monitoring that was undertaken by the per day), and a slight decrease in the southern section (- Harringay Community Group (HCG), it appears that there

500 vehicles per day). Before its closure, Wightman Road may have been a decline in NO 2 concentrations at sites carried approximately 14,000–16,000 vehicles per day, near the closure, and some of these declines appear to be which decreased by about 13,000–15,000 vehicles per over and above the reduction in ambient concentrations day during the closure. across the borough. However, increased concentrations were observed at two sites (Duckett Road and Willoughby There were noticeable increases in flows on both Road). It is important to note that caution should be Endymion Road and Turnpike Lane during the closure, applied in drawing conclusions from this data, due to the given that other east-west routes between Wightman short-term nature of the monitoring and the limited Road and Green Lanes were no longer available to number of sites outside of the immediate road closure through traffic (with traffic on almost all Ladder rungs area. declining significantly).

October 2017 | 9 Green Lanes Area Transport Study | Final study report

3 Options Options identification and sifting process In mid-2016, the first round of community engagement Figure 3.1: Summary of options sifting process development and for the study was undertaken (which is discussed further in the following section). The purpose of this was to community understand the views of the community on the transport issues affecting the study area. engagement When considering the feedback received, it was apparent that there could potentially be hundreds of different ideas that could emerge to address them. As such, we have undertaken a systematic sifting process, to successively narrow down the broad range of ideas into a more manageable shortlist of options, that could be presented to the community in the Round 2 engagement. This process has been informed by the: • Assessment framework (outlined in the following chapter), which has been discussed with the Steering Group • Evidence base that has been collected (summarised in the Existing Conditions Note ), professional judgement and discussions with Haringey officers • Feedback received from the Steering Group • Feedback received from wider stakeholders at the community workshops

October 2017 | 10 Green Lanes Area Transport Study | Final study report

Community engagement was distributed to all properties within the study area. The responses received covered a broad range of issues, As with the Round 1 engagement, this round of Members of the Steering Group were also asked to as shown in Figure 3.3 below. The most common theme engagement was publicised via a hard-copy newsletter Extensive community engagement was undertaken as publicise the engagement via their contacts. by far was ‘traffic’, with more than half of all responses that was distributed to all properties within the study part of this study, and as noted above the feedback made relating to this theme. This was followed by area. Members of the Steering Group were also asked to received has been used to inform the options The main engagement tool used was an interactive map- ‘parking and loading’, with 15% of responses relating to publicise the engagement via their contacts. development process. A summary of the community based website. This website enabled people to drop ‘pins’ this theme. engagement that was undertaken is provided below, with on a map, and then add their comments on transport Respondents were encouraged to respond via a web- full details included in the Community Engagement issues at that location. Other users were then able to Figure 3.3: Round 1 engagement, issues mentioned by theme based version of the survey; however, a paper-based Report . provide comments in response to the initial comments alternative was also offered. made by the user who placed the pin, as well as ‘like’ or As part of this study, there were two main rounds of A total of 854 completed responses to the Round 2 survey ‘dislike’ other users’ comments. The website was engagement. Round 1 took place in mid-2016, and was received. Apart from two responses which were designed to be accessible from computers, tablets and focussed on obtaining views on potential issues relating made via a hard copy of the survey, all the responses smartphones, to make it as convenient as possible for the to transport in the study area. Round 2 took place in mid- were made via the online survey platform. community to provide their input. 2017, and sought views on a shortlist of packages of Traffic, 724, 55% In addition to the responses received to the Round 2 options. The website was extremely well-used, with 526 primary engagement via the survey, several other submissions comments made, with 775 further comments made in In each round of engagement, a newsletter was were made via email or post: response to primary comments. These were made by 365 distributed to all properties in the study area to publicise users who registered on the website. Whilst the website • Responses from 12 local stakeholders (including the study. A series of three community drop-in sessions was promoted as the primary channel for providing Public transport, Councillors, campaign groups, local partnerships, were held in each round of engagement to disseminate 88, 7% feedback, members of the community were also offered places of worship and community centres) information and answer questions about the study. the alternative of sending in written responses (via a • Responses from ten members of the public (who Meetings with technical stakeholders (from both Haringey Parking and postcard), and there were also some responses made by Cycling, loading, 195, 15% were not responding on behalf of an organisation or and Transport for London) were held in each of the two email. In total, 71 responses were received via these 95, 7% group) rounds of engagement. other channels. Other, 99, 7% Walking, Petitions A dedicated webpage on Haringey’s website was also set Figure 3.2: Screenshot of interactive map-based website up, which contained information about the study. 122, 9% Two petitions were also received in relation to the study: Steering Group • Living Wightman : Calls for the extension of the

Wightman Road closure (that was in place in 2016), A Steering Group, consisting of various community and Round 2 engagement and to find a long-term solution that reduces traffic stakeholder representatives, has also been convened on Wightman Road. This petition had a total of 1,017 throughout the study as an additional channel of A second round of engagement was held towards the end signatures. communication. It should be noted that the Steering of the study. The purpose of this was to obtain • Against changes : A petition was organised by places Group had an advisory role only, and was not a decision- community views on the packages and options under of worship and traders that called for Wightman making body. To provide transparency, the presentations consideration in two respects: Road to be left as it is. It contained a total of 3,478 given to the Steering Group and the minutes of the • The degree of support and opposition to each signatures. Steering Group meetings are all available on the study package and each option webpage: • Views on which packages and options should be http://www.haringey.gov.uk/transport/green-lanes- given a higher priority for implementation area-transport-study It should be emphasised that this was not intended to be Round 1 engagement a voting process. Which options (if any) should be taken forward is a decision that also needs to consider other During the early stages of the study, an engagement factors, such as technical feasibility or the availability of exercise was conducted to understand the community’s funding. views on issues related to transport in the study area. This round of engagement was publicised via a newsletter that

October 2017 | 11 Green Lanes Area Transport Study | Final study report

4 Objectives and Strategic context and options assessment Haringey Corporate Plan Figure 4.1: High-level objectives and priorities from the Haringey Council Corporate Plan 2015-18 assessment Haringey Council’s current Corporate Plan sets out strategic priorities and objectives for the borough. It framework includes the overall vision for the borough, which is:

To work with communities to make Haringey an even better place to live

Underneath this, the three high-level objectives and five priorities from this plan are reproduced in Figure 4.1. There are several objectives set out under each of the five priorities. Whilst this study is focussed on movement and transport, many of the considered options will directly contribute to meeting these objectives, and in doing so will help to achieve the priorities and high-level objectives as set out in the Corporate Plan, therefore ultimately making Haringey an even better place to live. Assessment framework for this study An assessment framework has been developed for this study that includes criteria that have been discussed with Source: http://www.haringey.gov.uk/sites/haringeygovuk/files/corporate_plan_2015-18.pdf stakeholders. Given the focus of the study, the included criteria are those that are more directly influenced by transport, and against which options can be usefully assessed against. It is recognised that there are also more strategic aspirations for the area, as captured in the council’s Corporate Plan discussed above. These more strategic aspirations have not been explicitly included as separate criteria in the assessment framework, as it is difficult to assess the impacts of specific transport options on these higher-level priorities and objectives. Nevertheless, there is very strong alignment between assessment framework criteria and the more strategic aspirations for the area. As such, by addressing the criteria in the assessment framework, the packages and options presented here would also contribute to building a stronger Haringey. This is outlined in the table that follows, which highlights the links between the criteria in the assessment framework for this study, and the objectives set out in the Corporate Plan.

October 2017 | 12 Green Lanes Area Transport Study | Final study report

Criteria Commentary Sub-criteria

Table 4.1: Assessment framework Noise Excessive transport noise can reduce the amenity of roads in the study • Minimise noise generated by vehicles area. This includes engine and braking noise, vibrations, and noise • Minimise vibrations caused by vehicles Criteria Commentary Sub-criteria caused by unsecured loads. Transport Local economy, growth and key destinations Walking Walking is an important mode with about a third of trips starting and/or • Safe and attractive footways that are of Planned The population of the study area has been growing, and this is likely to • Transport network that can meet future ending in the study area made on foot, and walking also enables access sufficient width and free of unnecessary future continue going forwards. Some of this growth will be on sites that have movement needs to other modes of transport. High levels of footfall also add vibrancy to obstructions growth been identified for redevelopment, both within and near the study area. the area, and increased levels of walking can also help to improve levels • Safe and convenient pedestrian crossings, The transport network in the study area will therefore need to not only of physical activity and hence public health, including for children located on pedestrian desire lines cater for existing movement needs, but also the additional demand for travelling to and from school. • Facilities that meet the needs of those with movement associated with this planned growth. mobility impairments Local Within the study area, there is a particularly large concentration of • Transport network that supports local economic Cycling Whilst cycling forms a relatively low share of trips in the study area, it • Safe, attractive and well-connected cycle economy businesses along Green Lanes, primarily comprising retail and food and activity has been growing strongly in relative terms. Increased levels of cycling network beverage outlets. There are also light industrial activities in the can also help to improve levels of physical activity and hence public • Sufficient provision of secure and well-located Hermitage area, as well as other businesses scattered through the study health, including for children travelling to and from school. cycle parking area. These businesses provide local employment opportunities, and they rely on the transport network to function. Public About 40% of trips starting and/or ending in the study area are made by • Efficient and reliable bus services transport public transport. Convenient access to reliable and efficient public • Safe and convenient access for all users to bus Key In addition to businesses, there are also a range of other key destination • Transport network that enables safe and transport services (buses, Underground and rail) is therefore important. stops destinations in the study area, such as schools and places of worship. It is important efficient access to key destinations (schools, • Safe and convenient access for all users to that the transport network enables people to access these destinations places of worship, etc.) whilst minimising Underground / rail stations in a safe and efficient manner, whilst minimising any negative impacts. negative impacts Traffic About a quarter of trips starting and/or ending in the study area are • Reliable and resilient road network Servicing Businesses within the study are dependent on delivery and servicing • Efficient access for delivery and servicing made by private vehicles. Whilst it is important for the road network to • Discourage unnecessary vehicle trips from being and vehicles to function, and residents also depend on these vehicles. vehicles that are serving the study area cater for these trips, it is also desirable to reduce unnecessary vehicle made in the study area deliveries • Sufficient provision for essential kerbside trips in the study area, given the negative effects of excessive traffic • Equitable distribution of traffic activity by delivery and servicing vehicles levels. It is also desirable for traffic to be distributed on roads in an Other factors • equitable manner. This criterion encompasses trips made for all purposes, such as (but not limited to) commuting, education, leisure, Feasibility The technical feasibility and deliverability of each measure helps to • Technical feasibility and deliverability etc. and determine whether it can be realistically implemented. This also • Ongoing feasibility (maintenance, enforcement, deliverability encompasses any potential ongoing issues, such as maintenance or etc) Road safety There was a total of 446 collisions and 538 casualties (fatal, serious • Collisions and casualties minimised for all road enforcement. injury and slight injury) from reported road traffic collisions in the study users in the study area area over the most recent 36-month period available. This creates not Acceptability It is important that any measures that are implemented have broad • Acceptability to relevant stakeholders, including only a cost in terms of fatalities, injuries and property damage, but also support from across the community. residents, businesses, road users and local causes disruption to the road network. organisations • Parking Whilst most households in the study area do not have a car, those that • Appropriate level of parking for residents Equity The equity impacts of any measures need to be considered, both with Spatial equity across the study area • do often rely on on-street parking due to the nature of the building • Appropriate level of parking for non-residents respect to the impacts on different parts of the study area, as well as Impacts on disadvantaged groups stock. Also, many trips made by visitors to the study area are by car, and impacts on any disadvantaged group. these trips therefore require parking. The level of parking provided Costs and Implementation of any measure is subject to the availability of funding. • Net financial cost needs to strike an appropriate balance between providing sufficient funding This may come from the council's own resources, or could be • Likely availability of funding parking (to avoid unnecessary cruising as drivers seek out a vacant supplemented by funding from external sources (such as other levels of space), and not providing so much parking that excessive vehicle trips government or private developers). are attracted to the area. Timescales The study will identify short, medium and long term measures. • Short term / medium term / long term Urban realm, amenity and health Streetscape Streets form a large proportion of the public space in the study area, • Attractive streetscape and urban realm that and urban and are used by residents and visitors daily. Improving the urban realm complements and enhances the surrounding realm helps to make the study area a more attractive place to live and spend built environment and open spaces time in, benefitting both visitors and local residents. This includes signage, street furniture and other elements that comprise the streetscape. Air quality Air quality in many parts of London is poor and does not meet EU limits, • Minimise emissions of airborne pollutants from and the study area is no exception to this. Exposure to high vehicles concentrations of airborne pollutants can have both short-term and long-term health consequences.

October 2017 | 13 Green Lanes Area Transport Study | Final study report

Table 4.2: Summary of linkages between the assessment framework for this study and the Haringey Corporate Plan Assessment framework criteria Relevant objectives from the Haringey Corporate Plan Transport Walking Priority 2, Objective 1 : All residents will be as healthy as possible for as long as possible Priority 3, Objective 3 : To move to more sustainable modes of transport by making Haringey one of the most cycling and pedestrian friendly boroughs in London Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy Cycling Priority 2, Objective 1: All residents will be as healthy as possible for as long as possible Priority 3, Objective 3 : To move to more sustainable modes of transport by making Haringey one of the most cycling and pedestrian friendly boroughs in London Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy Public transport Priority 3, Objective 3 : To move to more sustainable modes of transport by making Haringey one of the most cycling and pedestrian friendly boroughs in London Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy Traffic Priority 3, Objective 2 : To make our streets, parks and estates clean, well maintained and safe Road safety Priority 3, Objective 2 : To make our streets, parks and estates clean, well maintained and safe Parking Priority 3, Objective 2 : To make our streets, parks and estates clean, well maintained and safe Urban realm, amenity and health Streetscape and Priority 3, Objective 1 : To strengthen partnerships, and together work with our communities to improve their environment, urban realm enable people to feel safe and proud of where they live and work, particularly through reducing anti-social behaviour and environmental crime Priority 3, Objective 2 : To make our streets, parks and estates clean, well maintained and safe Air quality Priority 2, Objective 1 : All residents will be as healthy as possible for as long as possible Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy Noise Priority 3, Objective 1 : To strengthen partnerships, and together work with our communities to improve their environment, enable people to feel safe and proud of where they live and work, particularly through reducing anti-social behaviour and environmental crime Local economy, growth and key destinations Planned future Priority 4, Objective 1 : Enable growth, by securing key infrastructure – including transport, broadband, schools and health growth services – and providing a great planning service Priority 4, Objective 2 : Deliver growth, by creating an environment that supports investment and growth in businesses and jobs Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy Priority 5, Objective 1 : Achieve a step change in the number of new homes being built Local economy Priority 4, Objective 2 : Deliver growth, by creating an environment that supports investment and growth in businesses and jobs Key Priority 1, Objective 4 : Children and young people will be healthier, happier and more resilient, supported by stronger families destinations Servicing and Priority 4, Objective 2 : Deliver growth, by creating an environment that supports investment and growth in businesses and jobs deliveries Priority 4, Objective 4 : Manage the impact of growth, by reducing carbon emissions across the borough with the aim of meeting our 40:20 goal, while growing the green economy

October 2017 | 14 Green Lanes Area Transport Study | Final study report

Introduction Finally, the options here do not represent all the activities developments and bids for funding from various 5 Way forward that the council would undertake over the next few years Transport for London programmes. Based on the discussion in the preceding chapters, there in relation to transport in the study area. Rather, the were many factors that had to be balanced when Indicative implementation timescales options have focused on interventions that are over and considering what the most appropriate way forward above the day-to-day activities of the council (and other An indicative timescale has also been provided for each would be. These include: organisations). option. Again, these are a rough indication only, and • The criteria included in the assessment framework, relate to the timescale that each option (in isolation) Indicative option costs which also feed into the objectives and priorities set could be implemented in, if sufficient funding and out in the Haringey Council Corporate Plan 2015-18 . Given that there will be limited financial resources resources are available. This has been based on the • Considering both existing conditions, and the future available to implement any options that emerge from this following categories: growth that is planned for the area. study, it is important to understand the relative costs • Short term : Up to 3 years • There is a desire to be ambitious and aspirational to associated with each option. As such, an indicative cost • Medium term : 3+ years make the study area a better place to live and spend has been provided for each option, based on the • Long term : 6+ years time in. However, this needs to be balanced with the following categories: fact that the area is established, and is therefore not It should be noted that several of the options could be • Low : Up to £100k a blank slate. As such, change will not happen implemented in a staged manner over several years as • Medium : £100k–£500k overnight, and there will need to be a mixture of funding becomes available. Also, for some of the options • High : £500k–£1m short, medium and long-term measures. it may be appropriate to implement them initially on a • Very high : >£1m • The availability of financial resources to implement trial basis using temporary materials. This will allow any recommendations. These should only be interpreted as a rough indication, impacts to be monitored, before deciding whether to • Taking community views into account, as expressed given that the options have not been developed in detail make the option permanent. through the two rounds of engagement and other at this stage. This means that these costs are likely to Alignment with assessment framework feedback that has been received. change, as options are investigated and developed • Linking to wider strategies and actions, including further in greater detail after this study. In addition, the At the end of this chapter, Table 5.8 summarises how as a other Haringey, Transport for London and Greater costs focus on the capital implementation cost for each whole, the recommended options address the range of London Authority initiatives. option, and there may be other costs necessary to criteria included in the assessment framework. This table List of recommended options implement them (for example associated with further also summarises how other schemes and actions (outside studies and consultation). Nevertheless, the cost the scope of this study) will also contribute to the The following pages in this chapter summarise the categories provide a useful way to compare the relative assessment framework criteria. options that are recommended for implementation, cost of each option. Options that are not recommended including specific actions that are suggested to progress A proposal for a £350K bid was included within the Local each of them. As part of this study, several options were considered at Implementation Plan (LIP) submission for the 2017/18 different points, but have not been recommended for The options that have been identified and developed financial year related to the outcome of the study. If various reasons. These are discussed in Appendix A. represent a range of different levels of intervention. awarded this would help deliver short term outcomes of Some of them are relatively straightforward, and could be the study. Subject to the level of future LIP funding from implemented quite quickly. Others (because of their cost Transport for London (TfL), there is a potential for similar and complexity) may take longer to implement, and allocations in the 2018/19 and 2019/20 financial years represent more aspirational schemes. However, including making a total of £1 million. As such, the measures that more aspirational options was felt to be worthwhile, have been recommended for implementation in the short because although the council’s financial resources are term have been shaped to fit within this available limited, there is the possibility of drawing upon other funding. funding streams (such as from Transport for London, Implementation of medium and long term interventions central government and developers) to help finance would be subject identifying and securing funding from them. appropriate sources, such as Section 106 funding from

October 2017 | 15 Green Lanes Area Transport Study | Final study report

Package AW: Area-wide improvements Option Description Cost Timeframe Suggested way forward • A first step would be to work with This package includes various options that are applicable to many locations throughout the study area. The options AW-05: Low Short term Engage with traders' associations to identify practical Improve businesses to ensure that deliveries and feasible ways to improve the efficiency of recommended as part of this package are summarised in Table 5.1, which also includes a suggested way forward for each efficiency and are not undertaken when loading deliveries, that will both reduce the impacts of of the recommended options. reduce restrictions are in place (to avoid deliveries on the local areas whilst cutting costs for impacts of creating congestion at busy times), businesses. Work with businesses to implement, which Table 5.1: Summary of recommended options from Package AW: Area-wide improvements deliveries particularly in bus lanes may be on an ongoing basis beyond the short term. • The provision of more dedicated Option Description Cost Timeframe Suggested way forward loading bays in appropriate locations AW-01: • Improve the streetscape of the area Medium Short term Short term: could also be considered through measures including • Improve / long Implement streetscape improvements with a focus on Other measures may take more time decluttering and improved streetscape term measures that will improve footway accessibility. to implement, but could include: • maintenance Undertake a deep clean of problem areas. Coordination to encourage • Explore alternative to the existing multiple businesses to adopt Long term: residential waste collection system in common suppliers, to reduce the study area, to reduce issues with Explore alternatives to wheelie bins in areas where the number of vehicle trips wheelie bins obstructing the footway they are not suitable (for example where they cannot • Encouraging businesses to be stored within front gardens) when waste contract is schedule deliveries outside of up for renewal. peak times, to reduce impacts AW-02: • Work with car club providers to Low Short term Continue to work with car club operators to improve on congestion Greater improve the availability of car club the availability of car club vehicles in the study area. AW-06: • Provide advanced stops lines (ASLs) Low Medium Implement as opportunities arise (for example in provision of vehicles in the study area Explore greater provision of electric car club vehicles. Introduce at all junctions in the study area term conjunction with any traffic signal modernisation car clubs • Work with car club providers to ASLs at works). promote the use of car clubs as an junctions alternative to private vehicle throughout ownership area • Encourage car club providers to place • Roll out Bikehangars more widely low / zero emission vehicles in the AW-07: Low Short term Continue with installation of more Bikehangars. across the study area study area Provide more on-street • This option involves more effective AW-03: More Medium Short term Prioritise locations for traffic calming, based on: Bikehangars traffic calming across the study area effective • Speed surveys, in particular locations with a • Could take several forms: AW-08: Make • Make the study area more green by Low Short term Identify opportunities for additional greening and traffic calming mean speed greater than 24mph. However, it • the study area providing more on-street plants and implement, working with local community groups as Road narrowings should also be recognised that mean speeds may • more green trees appropriate. Speed humps, with a sinusoidal not fully highlight other roads where there are • This could be done in existing spaces, profile excessive speeds by some vehicles, which should • or to take advantage of new space Raised junction treatments also be addressed (through traffic calming and/or created by other options • Chicanes other measures). • This option would involve introducing • Alternating the side that on- • Collision records. AW-10: Low Short term Trial emissions based parking charges, and implement Emissions a surcharge on pay-and-display permanently if trial is successful in changing street parking is on, to create • Considering areas with high levels of child based parking parking prices for more polluting behaviour. Also work with charging providers to chicanes pedestrians such as schools. charges vehicles provide more electric vehicle charging points. Areas with clusters of collisions could be addressed through local safety schemes. Proceed to consultation, detailed design and implementation. AW-04: • This option would include measures Low Short term Engage with schools and implement measures that are Minimise to encourage the use of sustainable appropriate for each site. This may involve trial impacts of modes of transport to travel to arrangements that are monitored, before they are school run school and discourage unnecessary implemented permanently. vehicle use • It would also include measures to reduce the negative impacts of vehicle traffic on schools, in the areas of road safety and pollution

October 2017 | 16 Green Lanes Area Transport Study | Final study report

Package PC: Area-wide pedestrian and cycle network Table 5.2: Summary of recommended options from Package PC: Area-wide pedestrian and cycle network This package includes various options that, when put together, have the potential to create a series of attractive Option Description Cost Timeframe Suggested way forward pedestrian and cycle links across the study area, that largely avoid busier roads. The options recommended as part of this PC-01: East- This option consists of four components: Low– Medium Medium term: package are summarised in Figure 5.1 and Table 5.2, which also includes a suggested way forward for each of the west route 1 • Improve the Hornsey station very high term / Allow two-way cycling on Hampden Road. Improve long term recommended options. footbridge, so that it is fully Wightman Road crossing for cycles. accessible to pedestrian and cycles Long-term: • Figure 5.1: Map summarising recommended options from Package PC: Area-wide pedestrian and cycle network Improved pedestrian / cycle crossing Liaise with Network Rail / TSGN regarding across Wightman Road improvements to the Hornsey station footbridge. • Allow two-way cycling on Hampden Proceed with detailed design and implementation of a Road crossing across Green Lanes (possibly in conjunction • Improved pedestrian / cycle crossing with Option GL1-02). across Green Lanes PC-02: East- This option consists of six components: Low– Short term Short term: west route 2 • Improve the Harringay station very high / medium Proceed with consultation, detailed design and footbridge, so that it is fully term / implementation of two-way cycling along Burgoyne accessible to pedestrian and cycles long term Road, improvements to the Wightman Road crossing • Improved pedestrian / cycle crossing and signage on Stanhope Gardens. Also work with across Wightman Road Network Rail / TSGN to identify if any interim • Allow two-way cycling on Burgoyne measures can be put in place to improve the safety of Road the Harringay station bridge. • Provide crossing across Green Lanes Medium term: (move existing signalised pedestrian Liaise with the developer of the St Ann's site regarding crossing south) a new route through their site. Work with TfL Traffic • Sign Stanhope Gardens as a cycle Signals on relocating the crossing of Green Lanes. route Long term: • Provide an east-west pedestrian / cycle route through the St Ann’s Liaise with Network Rail / TSGN regarding Hospital site improvements to the Harringay Station bridge. PC-03: East- This option consists of five components: Low– Short term Short-term: west route 3 • Allow two-way cycling on Lothair high / medium Proceed to detailed design and implementation of Road South term / two-way cycling along Lothair Road. long term • Open bridge across the New River Medium term: between Lothair Road North and Also, see Option GL1-06 regarding Green Lanes South crossing. • Allow two-way cycling on Lothair Long-term: Road North • Cycle crossing across Green Lanes Liaise with Thames Water regarding the bridge across • Create pedestrian / cycle link through the New River. Arena Retail Park Liaise with the developer of the Arena Retail Park regarding the possibility of a new connection through their site. PC-04: North- • This option consists of four Low– Medium Liaise with the developers of the St Ann's site, as this south route components: very high term route depends on a new connection through their site. • Convert the existing pedestrian Once this has been confirmed, then proceed with the crossing between Chestnuts Park and implementation of the other components of this St Ann’s Hospital to a Toucan route. crossing • Provide a north-south pedestrian / cycle route through the St Ann’s Hospital site • Reopen a disused railway arch, to create a north-south link • Provide a bridge across the New River

October 2017 | 17 Green Lanes Area Transport Study | Final study report

Option Description Cost Timeframe Suggested way forward PC-05: New This option consists of four components: Low– Short term Short term River Path • Provide a new section of path high / medium Implement a raised zebra crossing in conjunction with between Turnpike Lane and term traffic calming along Endymion Road (see Option WL1- Hampden Road 05). • Improve path surface between Medium term Hampden Road and Wightman Road Liaise with Thames Water regarding the possibility of a • Provide a new section of path new section of path between Turnpike Lane and between Lothair Road North / South Hampden Road, as well as on improving the surface of and Endymion Road the existing path between Hampden Road and • Improve existing zebra crossing on Wightman Road. Endymion Road Implement a connection to Endymion Road in conjunction with the bridge in Option PC-03. PC-06: Better This option consists of four components: Medium Short term Finsbury Park: Confirm whether funding is available for access to • New gate to Finsbury Park in its this option from events fees. Proceed to consultation, parks north-east corner detailed design and implementation. • New gate to Finsbury Park opposite Chestnuts Park: Examine in conjunction with the St Alroy Road, and upgrade pedestrian Ann's Road corridor assessment (see SA-02). crossings at the Alroy Road / Ducketts Common: This is a lower priority. Endymion Road roundabout • New gate to Chestnuts Park, opposite the entrance to Chestnuts Primary School • Upgrade Frobisher Road gate to Ducketts Common PC-07: Investigate whether a pedestrian crossing Low Short term Proceed to consultation, detailed design and Harringay across Turnpike Lane can be provided at implementation. Passage the end of the Harringay Passage

October 2017 | 18 Green Lanes Area Transport Study | Final study report

Package GL: Green Lanes package Table 5.3: Summary of recommended options from Alternative package GL1: Minor improvements Alternative package GL1: Minor improvements Option Description Cost Timeframe Suggested way forward GL1-01: • Replacement of the existing KEEP Low Short term Work with TfL Buses to progress detailed design and This alternative includes various options that would improve conditions at various points along Green Lanes, via relatively Turnpike Lane CLEAR markings with a yellow box implementation. small and minor interventions. The options recommended as part of this package are summarised in Figure 5.2 and Table bus station / junction 5.3, which also includes a suggested way forward for each of the recommended options. Green Lanes junction Figure 5.2: Map summarising recommended options from Alternative package GL1: Minor improvements improvements GL1-02: • Remodelling of Alfoxton Avenue and Very Long term TfL has advised that this scheme is unlikely to receive Alfoxton Frobisher Road junctions with Green high funding. Continue to explore potential funding Avenue / Lanes sources, and proceed if funding is secured. Frobisher Road / Green Lanes junction improvements GL1-03: Colina • Provision of formal pedestrian Low Medium Liaise with TfL Traffic Signals, and proceed to traffic Road / Green crossing facilities (most likely using term modelling, detailed design and implementation. Lanes junction an all-green pedestrian stage) improvements GL1-04: Park • Reducing traffic flows on Park Road Low Medium Consider in conjunction with GL1-03. Road / and Harringay Road by making the term Harringay section of Park Road between Green Road traffic Lanes and Colina Mews one-way reduction eastbound GL1-05a: • Reducing traffic flows on Salisbury Medium See WL1-04. Salisbury Road by making it a left-turn only Road / (i.e. removing ahead movement); Warham Road proposed scheme includes reversal traffic of Warham Road to make it more reduction self-enforcing (see Package WL) GL1-05b: • Tighten junction to reduce traffic Low Short term Proceed to detailed design and implementation. Salisbury speeds Road / St Ann’s Road safety improvements GL1-06: • In the short term, provision of an Low– Medium Short term ‘internal’ stopline outside 369 Green Williamson high term / Liaise with TfL Traffic Signals, and proceed to detailed Lanes will help to improve pedestrian Road / Green long term design and implementation of the exit stopline and safety Lanes junction cycle crossing across Green Lanes. improvements • In the longer term, options to Long term simplify and reduce the footprint of the junction may also need to be The opportunity to make more radical changes to this considered, given that it is currently junction will come when the Arena Retail Park is large and complex redeveloped. At that time, undertake modelling and design work to determine if the junction could be improved. (Consider in conjunction with Options GL1- 07, GL1-08 and GL1-09.) GL1-07: • Provision of a ‘right-turn indicative Low Long term The opportunity to examine this will come when the Endymion arrow’ for southbound traffic on Arena Retail Park is redeveloped. At that time, Road / Green Green Lanes undertake modelling and design work to determine if Lanes junction the junction could be improved. (Consider in improvements conjunction with Options GL1-06, GL1-08 and GL1-09.)

October 2017 | 19 Green Lanes Area Transport Study | Final study report

Option Description Cost Timeframe Suggested way forward Figure 5.3: Map summarising recommended options from Alternative package GL2: Continuous cycle facility GL1-08: • Remove guardrail and declutter to Low Long term The opportunity to examine this will come when the Hermitage improve pedestrian and cycle Arena Retail Park is redeveloped. At that time, Road / Green environment undertake modelling and design work to determine if Lanes junction • Consider re-timing traffic signals to the junction could be improved. (Consider in improvements enable traffic to emerge from conjunction with Options GL1-06, GL1-07 and GL1-09.) Hermitage Road more easily GL1-09: • Relocate the following stops further Low Long term Examine appropriateness of the current southbound Review Green south: bus stop locations when the Arena Retail Park is Lanes bus • HM: Harringay Green Lanes redeveloped. (Consider in conjunction with Options stop locations Station (currently served by GL1-06, GL1-07 and GL1-08.) routes 29, 141 & 341 + N29) • HB: Endymion Road (29, 141 & 341 + N29) GL1-10a: • Consider extending the operating Low Medium Work with TfL to identify any additional hours where Review Green hours of the existing southbound bus term the operation of bus lanes would have benefits. Lanes bus lane on Green Lanes (between West Consult (including with traders) and implement. lane operating Green Road and Harringay Green hours Lanes station) which currently operates Monday–Friday, 7–10am GL1-10b: • Introduce greening and additional Low Medium Identify opportunities for additional greening and Greening on tree planting along Green Lanes term implement. Green Lanes GL1-10c: • Rationalise and remove unnecessary Low Short term Work with traders to remove displays that encroach Footway signage and infrastructure excessively onto the pavement. decluttering • Work with traders to reduce on Green excessive encroachment onto the Lanes pavement

Alternative package GL2: Continuous cycle facility In contrast to the previous alternative, Alternative GL2 represents a more significant change from the existing situation. It would therefore require further investigation, particularly with regards to any potential impacts on on-street parking and loading. The options recommended as part of this package are summarised in Figure 5.3 and Table 5.4, which also includes a suggested way forward for each of the recommended options.

Table 5.4: Summary of recommended options from Alternative package GL2: Continuous cycle facility

Option Description Cost Timeframe Suggested way forward GL2-01a: • Create a northbound cycle lane along Medium Long term A north-south cycle corridor through the Harringay Continuous Green Lanes area has been identified as a 'medium potential cycle facility connection' in TfL's recent Strategic Cycling Analysis along Green work. Examine whether Green Lanes would be the Lanes most appropriate corridor, and what type of cycle facility would be suitable. GL2-01b: • Review current provision and hours Low Long term Complete a parking review to understand levels of Review of operation of on-street parking and parking demand. This will also need to consider the parking on loading on Green Lanes supply and demand for parking on the sections of side Green Lanes streets near Green Lanes (both on the Ladder and Gardens sides).

October 2017 | 20 Green Lanes Area Transport Study | Final study report

Package WL: Wightman Road / Ladder area package Table 5.5: Summary of recommended options from Package WL: Wightman Road / Ladder area package This package contains a range of measures relating to Wightman Road and the Ladder. The options recommended as part Option Description Cost Timeframe Suggested way forward of this package are summarised in Figure 5.4 and Table 5.5, which also includes a suggested way forward for each of the WL1-01a: • Move pavement parking onto the Low Short term Undertake surveys of parking demand. Proceed to recommended options. Move carriageway along Wightman Road consultation, detailed design and implementation. This pavement should be a holistic scheme, that includes planting, Figure 5.4: Map summarising recommended options from Package WL: Wightman Road / Ladder area package parking onto provision of enhanced pedestrian crossings (if the the existing refuge islands need to be removed), etc. carriageway WL1-02: • Remodel junction to improve safety, Medium Long term Further investigations to confirm possible Improve reduce footprint, reduce distance improvements to this junction. The opportunity to Wightman and number of stages for pedestrians improve this junction is likely to be as developments in Road / to cross, increase (or at least Wood Green come forward. Turnpike Lane maintain) capacity – consider re- junction designating southbound approach lanes, build out south-eastern corner and make pedestrian crossing more direct for those heading across Wightman Road WL1-03: • Reconfigure the one-way restrictions Low Long term Further investigations to confirm most effective way Discourage along Willoughby Road, to to reduce traffic on Willoughby Road whilst minimising through discourage through traffic from using negative impacts elsewhere, particularly on the traffic from it northern Ladder rungs. Willoughby Road WL1-04: • Reverse the one-way direction of Low Short term Liaise with TfL Traffic Signals to confirm scope of traffic Discourage Warham Road, so that it runs signals works required for this option. Proceed to through eastbound (rather than westbound) consultation, detailed design and implementation. traffic from Possibly implement as a trial, that is monitored. Warham Road WL1-05: • Install traffic calming measures along Low Short term Proceed to consultation, detailed design and Install traffic Endymion Road to moderate vehicle implementation. calming speeds measures on Endymion Road

October 2017 | 21 Green Lanes Area Transport Study | Final study report

Package HE: Hermitage area package Table 5.6: Summary of recommended options from Package HE: Hermitage area package This package includes a range of options relating to the Hermitage area. The options recommended as part of this Option Description Cost Timeframe Suggested way forward package are summarised in Figure 5.5 and Table 5.6, which also includes a suggested way forward for each of the HE-01: Move • Move pavement parking onto the Low Short term Undertake more detailed work to determine which recommended options. pavement carriageway on Hermitage Road, roads in the area are suitable (surveys of parking parking onto Eade Road and/or Vale Road demand and measurements of footway / carriageway Figure 5.5: Map summarising recommended options from Package HE: Hermitage area package the widths). Proceed to consultation, detailed design and carriageway implementation on streets that are deemed suitable. HE-02: Area- • Improve junctions across the Medium Medium Consult with residents to confirm which junctions are wide junction Hermitage area to reduce traffic term the highest priorities and the types of treatments that improvements speeds and improve safety are desired. Then proceed to detailed design and • The exact treatments applied would implementation. need to vary to suit the specific context of each junction, but could include raised junctions, kerb build- outs and planting • Two junctions that have been mentioned in feedback as priorities are Hermitage Road / Vale Road / Finsbury Park Avenue, and Hermitage Road / Vale Road HE-03: Widen • Introduce wider footways (possibly Low Short term Proceed to consultation, detailed design and footways at shared with cyclists) beneath the rail implementation. Hermitage bridge on either side of Hermitage Road rail Road bridge

October 2017 | 22 Green Lanes Area Transport Study | Final study report

Package SA: St Ann’s / Gardens area package Option Description Cost Timeframe Suggested way forward • Ban the right turn from St Ann’s Road This package includes a range of options relating to the St Ann’s and Gardens area. The options recommended as part of SA-06: Low Short term Proceed to consultation. Trial the right turn ban and Discourage eastbound into Salisbury Road monitor over a trial period, before deciding whether this package are summarised in Figure 5.6 and Table 5.7, which also includes a suggested way forward for each of the through traffic westbound to retain permanently. recommended options. from Woodlands Table 5.7: Summary of recommended options from Package SA: St Ann’s / Gardens area package Park Road • Option Description Cost Timeframe Suggested way forward SA-08: Convert the existing rising bollards Low Short term Rising bollards require ongoing maintenance, and the Convert on Warwick Gardens to a permanent current system of issuing access cards also requires SA-01: West • West Green Road: Consider traffic Low Short term Undertake a corridor assessment for West Green Road Warwick closure, but that still allows for ongoing administration resources. Now the current Green Road calming measures to reduce traffic to develop and design an integrated package of Gardens rising access by pedal cycles rising bollard system is at the end of its life, and it improvements speeds and dominance measures that will address existing and future issues, bollards to a would be costly to replace the system. Based on these • Belmont Road: Provide right turn with a focus on addressing road safety issues. The permanent factors, proceed with detailed design and lane (and potentially an indicative assessment should consider the potential measures closure implementation of a permanent closure on Warwick arrow) to move turning traffic out of listed as part of this option. Explore potential funding Gardens. the path of following westbound through TfL Bus Priority Programme. Depending on through traffic the outcome of the assessment, proceed to Figure 5.6: Map summarising recommended options from Package HE: Hermitage area package • Langham Road: Provide pedestrian consultation and implementation. crossing and turning pocket at West Green Road / Langham Road junction SA-02: St • Install traffic calming measures along Low Short term Undertake a corridor assessment for St Ann's Road to Ann’s Road St Ann’s Road, to moderate vehicle develop and design an integrated package of improvements speeds measures that will address existing and future issues, • Install more pedestrian refuge with a focus on addressing road safety issues and islands, which could both act as a considering the impacts of the proposed traffic calming measures, and redevelopment of the St Ann's Hospital site. The improve north-south pedestrian assessment should consider the potential measures permeability across St Ann’s Road listed as part of this option. Depending on the outcome of the assessment, proceed to consultation and implementation. SA-03: • Investigate potential upgrade of Medium Measures included in this option to be considered as Improve zebra existing zebra crossings to pelicans part of the St Ann's Road corridor assessment noted crossings on (or Toucan / parallel crossings if above. St Ann’s Road situated adjacent to cycle routes) • Crossing provision should aim to meet key pedestrian desire lines SA-04: • Provide improved pedestrian Medium Measures included in this option to be considered as Improve crossing facilities nearer to the Black part of the St Ann's Road corridor assessment noted access Boy Lane / St Ann’s Road intersection above. arrangements (blue box), consider accompanying around guardrail removal Chestnuts • Provide additional entrance on the Primary western side of Chestnuts Park and School near to the existing pedestrian crossing which is situated outside Chestnuts Primary School SA-05: • Reconfigure the northern arm (North Low Short term Proceed to detailed design and implementation. Improve St Grove) of the roundabout, making it Ann’s / look more like a ‘road’ by surfacing it Hermitage in black tarmac (although keeping it Road / North for cycles only), to help ensure that it Grove is perceived by a roundabout by roundabout drivers

October 2017 | 23 Green Lanes Area Transport Study | Final study report

Alignment with assessment framework Table 5.8: Alignment between assessment framework, recommended options and other relevant actions outside the scope of the study

Criteria Recommended options (part of this study) Other relevant actions and schemes (outside the scope of this study) Transport Walking There are options included in all the packages that would help to improve conditions for pedestrians and encourage more walking. In particular, the • Other Haringey and Transport for London programmes to encourage more walking following packages and options are expected to have a strongly positive impact: • AW-01: Improve streetscape • PC: Area-wide pedestrian and cycle network • GL: Green Lanes package • WL1-01a: Move pavement parking onto the carriageway • HE-01: Move pavement parking onto the carriageway Cycling Many of the packages include options that would help to create safer and more attractive cycle routes (packages PC and GL2). • The recently completed Cycle Superhighway 1, which runs just to the east of the study area Improved cycle parking would be provided through Option AW-07 (more on-street Bikehangars). • Transport for London’s ongoing ‘Quietways’ programme • Other Haringey and Transport for London programmes to encourage more cycling Public transport Packages GL1 and GL2 would help improve the reliability of bus services on Green Lanes, and Package SA may help buses on West Green Road. • Ongoing and future upgrades to public transport services (including the electrification of the Gospel Oak to Barking Package PC would help to improve access to Harringay and Hornsey rail stations. line) Traffic Packages GL1 and GL2 may help to improve the reliability of Green Lanes, whilst Package SA may do the same for West Green Road. • Management of the road network outside the study area Creating equitable distribution of traffic is difficult to achieve in practice. However, there are specific options that seek to reduce traffic on roads that • Management of the road network that is under Transport for London’s control see significantly higher traffic flows than other comparable roads, such as on Warham Road / Salisbury Road (Option WL1-04), Willoughby Road (Option WL1-05) and Woodlands Park Road (Option SA-06). Road safety All of the packages include options that are aimed at improving road safety. The corridor assessment that is recommended for Option SA-01 will have • Enforcement of road traffic laws, including speed limits, will need to be undertaken by the police, working together a particular focus on improving road safety. with Haringey where appropriate; this enforcement should be focused on streets with particularly high observed speeds and/or poor collision records • Community Roadwatch scheme • Road safety education programmes are also important Parking Many residents use on-street parking for their vehicles. However, the rate of car ownership in the study area has been declining over the past • More detailed work would need to be undertaken outside this study to confirm the actual demand for residential and decades, and in 2011 fewer than 40% of households had a car. Package WL1 could have a negative impact on this criterion, however more detailed non-residential parking before any changes are made work will be needed to confirm the level of actual demand for parking and the appropriate level of supply. • Appropriate enforcement of on-street parking restrictions is important to ensure that on-street parking is used in a fair Parking for local businesses is also important, and apart from the Arena Retail Park there are few off-street parking options. As such, Options GL1 and manner GL2 could have a negative impact. However, it should be noted that less than a quarter of people travelling to local businesses do so by car (see Chapter 2 of the Existing Conditions Note ). In addition to these packages, other packages also include options that would more indirectly help to reduce demand for parking by encouraging a shift towards sustainable modes of transport. Urban realm, amenity and health Streetscape and urban All of the packages include options that would help to enhance the streetscape and urban realm of the study area. Option AW-01 and AW-08 have a • The shortlisted packages would complement existing initiatives, such as the ‘pocket park’ on Allison Road realm particular focus on this. Air quality Packages AW and PC include measures that would help to improve air quality. Many of the factors influencing air quality are outside Haringey’s control. However, there are several wider initiatives that In addition to these packages, other packages also include options that would more indirectly help to improve air quality by encouraging a shift should also help to improve air quality in the study area: towards sustainable modes of transport. • The proposed extension of the Ultra-Low Emission Zone to the North Circular Road • The requirement (from 2018) for all new taxis in London to be zero emission capable • Designation of many roads in the study area as part of a Low Emission Bus Zone by Transport for London • The electrification of the Gospel Oak to Barking line Noise Packages AW and PC include measures that would help to reduce noise and vibrations from vehicles. • Ongoing road maintenance activities by Haringey In addition to these packages, other packages also include options that would more indirectly help to reduce noise and vibrations by encouraging a shift towards sustainable modes of transport. Local economy, growth and key destinations

October 2017 | 24 Green Lanes Area Transport Study | Final study report

Criteria Recommended options (part of this study) Other relevant actions and schemes (outside the scope of this study) Planned future growth Traffic modelling indicates that whilst future growth is planned for the area, there is not expected to be an associated increase in traffic. This is in line • Appropriate conditions should be included in planning consents for new developments in the area, to ensure that they with historic trends in the borough, where traffic has been decreasing even whilst the population has been increasing. (See Chapter 3 of the Existing are designed in a way that maximises the use of sustainable transport and minimises private vehicle use Conditions Note .) As such, the key to catering for planned future growth is to ensure that the transport network creates conditions that are conducive to new trips being taken by sustainable modes of transport. Packages AW, PC, GL2 and SA are likely to contribute to this. There are also options within the other packages that will contribute to this but to a lesser extent. Local economy Some of the packages will have multi-faceted impacts on the local economy—they may make vehicular access to local businesses more difficult, • Conditions in the wider economy will affect levels of local economic activity however they may make access by other modes more convenient. However, it should be noted that less than a quarter of people travelling to local businesses do so by car (see Chapter 2 of the Existing Conditions Note ). Packages AW, PC and SA are likely to have a net positive impact on access to local businesses, and in addition there are options within the other packages that will also contribute positively but to a lesser extent. Key destinations Packages AW, PC and SA all contain measures that will directly improve access to schools. • Ongoing Smarter Travel initiatives by Haringey in local schools There are key destinations throughout the study area, and the other packages will help to more generally improve access to these destinations. Servicing and deliveries Package AW includes Option AW-05, that is specifically aimed at improving servicing and deliveries. However, given that almost all of this activity is • Decisions made by local businesses regarding how the servicing and delivery requirements are fulfilled undertaken by vehicles, there may be negative impacts on this criterion from Packages GL1 and GL2. • Appropriate enforcement of on-street loading restrictions

October 2017 | 25 Green Lanes Area Transport Study | Final study report

Whilst this report sets out a recommended way forward, Developments and the planning system Table 6.1: Key opportunities to work with developers 6 Next steps it does not necessarily reflect the position of Haringey. It is also important that the findings of this study are Development Following on from the completion of this study, any Relevant study options considered in relation to any planning applications that site decisions regarding the implementation of any of these • are made, and to ensure that (where appropriate) PC-02: Work with the developer to create recommendations will need to be made through the a new east-west pedestrian and cycle link developers build, enable and/or make contributions council’s usual decision-making processes. through the site, linking the Gardens towards the measures identified in the way forward. through to St Ann’s Road In addition, it should be noted that additional steps will Developers should be made aware of this study, so that is St Ann’s • PC-04: Work with the developer to create Hospital Site a new north-south pedestrian and cycle need to be taken before options will be ready to can inform their plans at an early stage. (SA28) link through the site, linking a railway implement. These activities will vary depending on the In general, the constrained nature of the road network in arch to Chestnuts Park nature of each option, but may include: • SA-02: Work with the developer to the area means that it will be important that any new implement improvements on St Ann’s • Consultation (including statutory consultation in developments seek to improve the transport network, Road adjacent to the site some cases) and in particular encourage the use of sustainable • PC-03: Work with the developer to create • Completion of more detailed survey work, design transport and minimise the number of vehicle trips a new east-west pedestrian and cycle link through the site, from Green Lanes development and traffic modelling generated. This means that developers should be through to the east • • GL1-06, GL1-07, GL1-08, GL1-09: Work Engagement with other parties (such as Transport for encouraged to ensure that pedestrian and cycle access to Arena Retail with the developer to develop a scheme London), which may be necessary in some cases to their developments is facilitated and optimised. Park (SA29) to improve and optimise the layout of the gain required approvals More specifically, there are a number of sites that have junctions between Green Lanes and • Other activities (such as Equalities Impact been identified where there are opportunities to work Williamson Road, Endymion Road and Assessments) Hermitage Road, along with a review of with developers—for example to create new pedestrian bus stop locations in this area and cycle links, that would benefit both those occupying • PC-04: Work with the developers to Various sites in create a new north-south pedestrian and these new developments and well as the wider the Harringay cycle link through these sites, linking a community. It is therefore important that developers are Warehouse railway arch south to the New River District (SA30 / strongly encouraged to consider these opportunities and • HE-02: Work with the developers to SA31 / SA32 / improve junctions where affected by a integrate them into their plans, otherwise the SA33) opportunity for their provision is likely to be permanently site • lost. Some of these key opportunities in relation to some PC-04: Work with the developer to improve pedestrian and cycle access of the sites identified in the Site Allocations DPD across the railway line; and to create a Wightman Road cycle link across to Burgoyne Road document are listed in Table 6.1. It should be emphasised (SA27) that this is not a comprehensive list, and that all planning • Package WL: Work with the developer to implement this package along the applications received in the area should be reviewed Wightman Road frontage of this site against the schemes identified in this report. Hawes & Curtis, • GL1-03: Work with the developer to In some cases, developers may implement some Green Lanes improve the Green Lanes / Colina Road (SA26) junction measures via appropriate legal agreements (such a Section 278 agreements). However, where appropriate Note: References and site names are taken from the Site Allocations Section 106 contributions should be sought from DPD document developers, in relation to transport measures that are necessary to mitigate the transport impacts associated with their developments.

October 2017 | 26 Green Lanes Area Transport Study | Final study report

Introduction alternative package was extremely polarised with almost south traffic onto the roads that remain open. For A Options that are not evenly split views, indicating a complete lack of broad example, if Cornwall Road and Avenue Road were As part of this study, several options were considered at community support. This package has therefore not been closed to through traffic, then this would simply different points, but have not been recommended for recommended taken forward. displace even more traffic to Black Boy Lane. This various reasons. would worsen the equitable distribution of traffic on SA-07: Provide passing places on Gardens roads Commentary on options in shortlist but not residential roads between West Green Road and St part of recommendations This option has not taken forward, as given that the Ann’s Road. Gardens roads are not through routes, improving vehicle AW-09: Minimise noise and vibration using improved Based on these considerations, it has been concluded that journey times on the Gardens roads is not a high priority. road design short of closing all north-south routes through the area, Feedback on this option was also mixed. the current situation would be difficult to improve upon, Not included as a specific recommended option, as this Commentary on selected options not as it at least primarily distributes north-south traffic will be addressed through ongoing maintenance included in the shortlist across four roads (Woodlands Park Road, Black Boy Lane, activities. Cornwall Road and Avenue Road), albeit in an uneven Northbound bus lane on Green Lanes GL1-10d: Ban U-turns on Green Lanes manner. The main improvements that could be made Several suggestions were received regarding the provision relate to traffic calming to moderate vehicle speeds, and Not taken forward as this would be difficult to enforce, of a northbound bus lane along Green Lanes (to this is included in Option AW-03. and likely to create unintended side effects (for example complement the existing peak hour southbound bus more U-turns in side streets). One measure that has been identified that could lane). However, the available width of the carriageway encourage some traffic that is currently using Woodlands Alternative package WL2: Wightman Road one-way means that the road is not wide enough to accommodate Park Road to use Green Lanes instead is Option SA-06, (northbound) bus lanes in both directions. which was included in the shortlist. Whilst the wider implications of this package on the road North-south traffic between West Green Road and St St Ann’s Road junction network would not be as great as for Alternative WL4, it Ann’s Road would still have some significant impacts. Given that this Several suggestions were made regarding making St Ann’s Based on feedback received during the study, there is a package has an extremely low level of support, it is Road two-way at its junction with Green Lanes. This was desire to reduce north-south traffic using residential recommended that it not be taken forward. considered; however, this option was not included in the roads between West Green Road and St Ann’s Road. This shortlist for several reasons: Alternative package WL3: Wightman Road one-way is primarily due to certain north-south roads carrying high (southbound) flows of traffic. Black Boy Lane is particularly busy, • Green Lanes forms parts of the Strategic Road carrying over 10,000 vehicles per day. Cornwall Road and Network (SRN). Whilst SRN roads are managed by Whilst the wider implications of this package on the road Avenue Road each carry about 4,000–5,000 vehicles per Haringey, TfL has strategic responsibility over them. network would not be as great as for Alternative WL4, it day, whilst Woodlands Park Road carries 3,000–4,000 This means that any interventions that may impact would still have some significant impacts. Given that this vehicles per day. on the operation of Green Lanes would need to be package has an extremely low level of support, it is reviewed and approved by TfL, and they are likely to recommended that it not be taken forward. Based on this, we considered how this issue could be be particularly concerned about any impacts on the addressed: Alternative package WL4: Wightman Road closed capacity and reliability of Green Lanes, especially as it (filtered) • A full closure to all north-south traffic though the is also a key bus corridor. Haringey has previously area between West Green Road and St Ann’s Road examined the possibility of making St Ann’s Road Data collected during the 2016 closure of Wightman Road would be possible, but would require several road two-way at the junction with Green Lanes as part of indicated that it caused widespread impacts across the closures. This would create a very large gap between the Green Lanes Major scheme. This proposal was borough, not only in terms of increased travel times for adjacent north-south routes (the distance between not sanctioned by TfL as the modelling showed general traffic, but also increased journey times for buses. Green Lanes and Seven Sisters Road is approximately noticeable increases in congestion on the Green Much of the feedback received noted various difficulties 1.7km). It would also be difficult to close Black Boy Lanes approaches to the junction significantly caused by the closure; for example, comments were Lane, given that it is used by bus routes. affecting journey times for the 29, 141 and 341 bus received from the places of worship on Wightman Road • Alternatively, some partial closures would be services. regarding how the closure had impacted on their possible, although this would simply displace north- activities in the community. Finally, the response to the

October 2017 | 27 Green Lanes Area Transport Study | Final study report

• Funding from TfL and GLA was used to create the plaza that now exists in front of The Salisbury. The current layout means that there is only one eastbound lane along St Ann’s Road in front of The Salisbury. Re-opening this section of St Ann’s Road to two-way traffic is likely to necessitate the addition of two westbound lanes, one for left turning traffic and one for right turning traffic. This would require substantial works to reconfigure the junction, and is therefore likely to require TfL funding to remove the plaza. However, this may not be forthcoming given that TfL funding has been used so recently to reconfigure this junction. Long list options not included in the shortlist In addition, there were a number of options that were included in an initial long list, that were subsequently not included in the shortlist. These decisions were made regarding the criteria in the assessment framework, and the options not included in the shortlist are summarised in the table on the following pages.

October 2017 | 28 Green Lanes Area Transport Study | Final study report

Comments on options not included in medium list Ref Potential option Description (with links to Assessment Framework criteria) Table A.1: Options from the long list not included in the shortlist HE-01 Reopen closed roads in the Remove closures of Eade Road, Vale Equity : Given that Option AW-01 has not been Comments on options not included in medium list Hermitage area Road, Hermitage Road and Tiverton included in the medium list, this option is also not Ref Potential option Description (with links to Assessment Framework criteria) Road. included in the medium list as it would not be equitable to selectively remove only certain road AW-01 Reopen all closed roads Remove all the road closures and Air quality / noise : Likely to attract more traffic to closures. and remove all banned banned turns that currently exist in the study area, which would generally worsen air turns the study area. quality and traffic noise. HE-02 Create pedestrian / cycle There is a railway arch which could Streetscape and urban realm / acceptability : This Equity : Due to the layout of the road network, route between Gardens potentially be used to create a route would run through the community garden, certain streets likely to carry significantly higher and Arena pedestrian / cycle access between which is a valued community green space. Instead, traffic flows than others (to a greater extent than Doncaster Gardens and the retail alternative options for north-south connections is currently the case). park. under the railway line will be examined. Acceptability : Very unlikely to be supported across HE-04 Convert closure of This would be similar to the current Feasibility and deliverability : The existing rising the community. Hermitage Road to a rising arrangement on Warwick Gardens. bollard on Warwick Gardens has several bollard to allow resident operational difficulties. AW-02 Extend operating hours of The existing CPZs in the study area are Parking : Feedback indicates that the access CPZs in study area in force from 08:00 to 18:30, Monday inconvenience caused to residents’ visitors to Friday or Saturday. This option outweighs any benefit gained from extending HE-05 Remove barrier on Removing this barrier would allow Equity : Given that Option AW-01 has not been would extend operating hours, later operational hours. Tiverton Road access to Tavistock Road and included in the medium list, this option is also not into the evening and/or to include Acceptability : Unlikely to be supported across the Overbury Road. included in the medium list as it would not be Sundays. community. equitable to selectively remove only certain road closures. AW-18 Remove all mini- Remove the existing mini- Traffic : Whilst improvements could be made to roundabouts in study area roundabouts in the study area. They some existing mini-roundabouts in the study area, LA-01 Add bollards to Ladder This would prevent through traffic Traffic : Would create very lengthy detours for are currently at Alroy Road / removing them all would be a disproportionate rungs from using the Ladder rungs. A local residents turning in and out of their streets. Endymion Road; Hermitage Road / St measure with negligible discernible benefits. suitable location for these bollards Also may create difficulties for larger vehicles Ann’s Road; Black Boy Lane / St Ann’s may be in line with the Harringay accessing Ladder rungs (as may be difficult to turn Road; Black Boy Lane / West Green Passage. The bollards may need to be around adjacent to bollards). Road; and Spur Road / West Green removable, to allow refuse vehicles to Road. get past them. A clear space may need to be provided adjacent to the GL-01 Remodel Green Lanes like Narrow road to one lane in each Feasibility and deliverability : Context is different bollards, to enable light vehicles to Wood Green High Street direction, minimal parking (except for to Wood Green, which means that ‘copying and turn around. pads for loading and disabled pasting’ that scheme is not appropriate. For parking), indented bus bays, etc. example, there are far more side streets along LA-02 Make all Ladder rungs run At present the rungs of the Ladder are Equity : Ladder rungs near the northern and Green Lanes in Harringay, and fewer off-street car in the same direction currently one-way and generally southern extremities of the Ladder, as well as parking opportunities. alternate in direction. This option those near St Ann’s Road, are likely to carry a would make all of the Ladder rungs disproportionate share of traffic. TL-01 Off-road cycle lane along Provide an off-road cycle facility along Feasibility and deliverability : Narrow road width run in the same direction (either Turnpike Lane Turnpike Lane. means that it would be difficult to provide an off- westbound or eastbound). road cycle facility of sufficient width. LA-03 More widespread use of Use turn bans to discourage through Traffic : Would create lengthy detours for local WR-07 Remove no night turn The right turn from Wightman Road Traffic : Right turn unlikely to be well-used, as turn bans in and out of traffic from using Ladder rungs. For residents turning in and out of their streets, and from Wightman Road northbound to Turnpike Lane drivers still likely to use Ladder rungs to avoid Ladder rungs example, this could involve banning may result in much greater levels of U-turning on northbound to Turnpike eastbound is currently banned. congestion along Turnpike Lane. Further, allowing right turns into and out of all Ladder Wightman Road and Green Lanes. Lane eastbound Remove the ban to allow this this right turn would require the operation of the rungs. movement. traffic signals to be revised, which is likely to reduce the capacity of this junction. LA-05 No left turn out of Measure to discourage through traffic Equity : This measure in isolation is likely to Umfreville Road on Umfreville Road. displace traffic to other westbound Ladder rungs. GA-01 Reopen closed roads to Remove closure of Cleveland Gardens Equity : Given that Option AW-01 has not been Gardens and remove rising bollards on included in the medium list, this option is also not LA-08 Alternate directions of At present the rungs of the Ladder are Equity : Ladder rungs at the edges of each block Warwick Gardens. included in the medium list as it would not be Ladder rungs in blocks currently one-way and generally likely to carry disproportionately high share of equitable to selectively remove only certain road alternate in direction. This option traffic, which Ladder rungs in the middle of each closures. would make four or five of the rungs block would carry a disproportionately low share westbound, followed by four or five of traffic. GA-03 Make Gardens roads one- Between parked cars, the carriageway Traffic : The Gardens roads are not through routes, eastbound, and so on. way is only wide enough for one vehicle at so making them one-way to ease traffic flow is a time. Implement a one-way system disproportionate. A more appropriate solution to avoid conflicts between vehicles would be to provide passing places. travelling in opposite directions.

October 2017 | 29 Green Lanes Area Transport Study | Final study report

Comments on options not included in medium list Ref Potential option Description (with links to Assessment Framework criteria) LA-10 Reverse one-way direction Beresford Road is currently the closest Equity : This is likely to displace traffic to Fairfax on Beresford Road road to St Ann's Road where a right Road (the next eastbound rung), which already turn onto Green Lanes is permitted. carries a slightly higher volume of traffic than This measure would prevent traffic on Beresford Road. Wightman Road from using Beresford Road to reach St Ann's Road. LA-13 Block entrance from Equity : This is likely to displace traffic to adjacent Falkland Road onto Green westbound rungs, including Effingham Road which Lanes already carries a slightly higher volume of traffic than Falkland Road. LA-14 Allow cycling along Feasibility and deliverability : Harringay Passage is Harringay Passage narrow, and it would therefore not be appropriate to encourage cycling along it. SA-01 Allow southbound traffic This arm of the roundabout is Equity : Given that Option AW-01 has not been from North Grove to St currently restricted to cycles only. This included in the medium list, this option is also not Ann's Road option would permit southbound included in the medium list as it would not be traffic to use this arm. equitable to selectively remove only certain road closures. SA-03 Remove Harringay Road Remove the barrier on Harringay Equity : Given that Option AW-01 has not been barrier Road, to allow through traffic included in the medium list, this option is also not between St Ann's Road and West included in the medium list as it would not be Green Road. equitable to selectively remove only certain road closures.

October 2017 | 30 Green Lanes Area Transport Study | Final study report

October 2017 | 31 Control Sheet

Review

Document Title Originator Green Lanes Area Transport Study David Sutanto

Document Type Other Contributors Final study report

Client Contract/Project No. SDG Project/Proposal No. Reviewed by 22933701 Lee Deacon

Issue history Distribution

Issue No. Date Deta ils Client Steer Davies Gleave 0.3 11 August 2017 Draft for internal review Razak Mahama (Haringey, London) Study team

0.5 14 August 2017 Draft for client review

1.0 12 October 2017 Final

S:\EN\StrtScn\High\SrvF\AllF\Sustainable Transport\TPP Group\Major Schemes\Green Lanes Ladder Area (2015)\Reports\04 Final study report\GL final study report v1.01 FINAL_Rev 1.docx

Control Sheet

steerdaviesgleave.com