We’ve had two very different reports this week in Trafford. Both the “Streets for All Strategy” from Andy Burnham’s team and the replacement of pop-up cycle lanes consultation got approval. Whilst the overall strategy seems clear, and there ought to be a greater focus on helping us use healthier travel options when appropriate, implementation appears elusive and the possibility of turning the clock back looks to be on the cards for Trafford.
Streets For All Strategy
The 10 Greater Manchester Authorities are adopting this strategy. It’s been adopted by Trafford this week. The vision is:
We will ensure that our streets are welcoming, green, and safe spaces for all people, enabling more travel by walking, cycling and using public transport while creating thriving places that support local communities and businesses.Streets for All Vision
Valuing our streets as community assets
Streets for All recognises the value of our local places, something which Covid-19 has shone a light on. We want streets that feel part of the community, not just a route for cars to travel along. In my view it’s belatedly recognising that towns so focused and dependent on car use are neither going to be attractive nor prosper. My goodness, it’s taken Stretford a long time to appreciate that.
The strategy acknowledges that since road transport generates nearly a third of all carbon emissions, we are going to need to see significant changes in the ways people travel. This will require radical change in how people, goods and
services move into and around our city-region.
Vitally, expected standards on the different road types are set out. The key is delivering these and it’s not all about huge infrastructure projects. So for instance, on our strategic and connector roads network such as the A56 and Park/Barton Roads, crossings should be provided where people need them that allow them to cross quickly and safely.
We aren’t delivering to the standard now. There’s work to be done: the Park Road/Derbyshire Lane junction is a nightmare for pedestrians and should be a priority, and equally, there still isn’t a crossing on the A56 to Gorse Hill Park main entrance where it is very much needed. Nevertheless, the strategy does at least set out priorities and expectations. And it’s down to us hold the decision makers to account as to whether they’re adhering to it.
Consultation for Temporary Pop-up Cycle Lanes
In an entirely different report Trafford’s Executive Member for Environmental and Regulatory Services (Cllr Stephen Adshead) approved a proposal to consult with the public on the three options for the future of the popup cycle lanes along the A56:
- to replace it with a shared bus/cycle lane;
- to replace it with a protected cycle only lane; or
- to remove it entirely and revert to pre-COVID-19 status.
Shared Bus/Cycle Lane
There’s no getting away from it that this is something of a confused and contradictory report. Whilst a bus/cycle lane is presented as an option (perhaps even a preferred option), there seems to have been very little evaluation, no mention of working with the bus companies or identification of services. There are in fact no bus services on the A56 Bridgewater Way, so either they are prepared to mix and match (something the report explicitly rules out) or they could end up with a bus lane with no buses on a significant portion of the route.
I’m not entirely comfortable with the premise that cycle lanes and bus lanes are interchangeable and have similar characteristics. How a bus lane deals with left turns is usually to simply end and allow all vehicles into the lane. That’s really hazardous for people riding bicycles. Nevertheless there are good reasons to have bus lanes and they could make a difference in places where installing a continuous cycle lane proved difficult, for instance in Gorse Hill and Sale. However, these places seem outside the scope of the report. It’s a missed opportunity.
Bus Lanes need enforcement as there’s no physical separation. Fines are the normal enforcement means. This doesn’t get a mention but will be a controversial element of any bus lane implementation.
It would have been sensible to have included consultation drafts with the report. So far bus lanes have not been mentioned in the council’s press releases with regard to the consultation. Nevertheless they form a major option in the report so, I guess we will have to wait to see the consultation material to be able to judge whether this is serious or just cover for getting rid of the pop-up lanes.
Replace with a protected cycle only lane
Again we’ll have to see. The bike lanes have not been a problem everywhere and in Stretford town centre perhaps the greatest benefit has been moving the traffic back a lane allowing bars to flourish and pedestrians to breathe.
The Bridgewater Way section has no pavement and whilst a shared-use path seems the obvious solution, the options available seem to rule it out. This would be a huge missed opportunity, the cones have made it so much safer for fans travelling to the stadium.
Remove A56 pop-up cycle lanes entirely and revert to pre-COVID-19 status
Cycle lanes have proved problematic in places particularly on Edge Lane and at Stretford Tip. In other places I would argue that they’ve regulated traffic flow; the A56 varies along its length, in places three lanes and sometimes one lane. Sometimes the lanes are generous widths other times (at Stretford Sports Centre for instance) very narrow. I’m sure some drivers would welcome the entire removal whether or not it improved their travel times but I think most accept that the main thing is to keep the traffic flowing.
I suspect overall total removal will be the popular option. Whilst the report goes out of its way to say the consultation is not a referendum, the current hostility to the cones suggests we’re unlikely to get a nuanced response.
I don’t know where it leaves the A56/Talbot Road junction improvement project as initial plans put protected cycling at the core of the new junction. There’s an argument that Trafford will be excluded from further funding as a consequence of abandoning improvements that had previously been granted so the project might be dead in the water if we take out the cycle lanes now.
Treated differently, in fact the decision now taken allows modifications to take place prior to a road safety audit.
We’ll have to see the extent to which it is included in the consultation. I would hope that they can make modifications almost straightaway as it’s causing misery to so many people and it’s regrettable it’s not been addressed more quickly. Personally, I think it’s sensible and urgent to do it in any event.
We’ll have to see where this leaves us. If we are going down the bus lanes option, it seems clear to me that we’re going to have to bring in the right skills. It’s not just a continuous white line, we ought to be thinking about bus-stops and junctions. I still don’t see sufficient adherence to the Streets for All Strategy, in fact we’re setting one set of road users against others when we don’t need to and it still delivers nothing to pedestrians who supposedly are at the top of the hierarchy.
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