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South Lane Cycle Safety Improvements

Feasibility Study

London Borough of Kingston Upon Thames


Feasibility Study Draft Report

A100391-2

14 February 2017

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Feasibility Study

Document Information

Prepared for London Borough of Kingston Upon Thames

Project Name South Lane Cycle Safety Improvements

File Reference A100391 - Feasibility Study - 18.11.2016.docx

Project Number A100391-2

Publication Date 14 February 2017

Contact Information

WYG Environment Planning Transport Ltd

100 St John Street

London

United Kingdom

EC1M 4EH

+44 (0)20 7250 7500

[email protected]

www.wyg.com

Registered in England & Wales Number 3050297

Registered office: Arndale Court, Headingley, Leeds, LS6 2UJ

Document Control

Version Date Prepared by Reviewed by Approved by Approver Signature

D1 14/02/2017 Tim de Laat Neil Wisher Neil Wisher

Description Draft for client review

Description

Description

Description

Description

Description

Limitations

© WYG. Copyright in the whole and every part of this document belongs to WYG and may not be used, sold, transferred, copied or reproduced in whole or in part in any manner or form or in or on any media to any person other than by agreement with WYG. This document is produced by WYG solely for the benefit and use by the client in accordance with the terms of the engagement. WYG does not and shall not assume any responsibility or liability whatsoever to any third party arising out of any use or reliance by any third party on the content of this document.

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Feasibility Study

Contents 1 Introduction 1

Location and Description 1

Proposed Options 2

2 Design Guidance Review 3

DfT – Cycle Infrastructure Design (2008) 3

CIHT: Planning for Cycling (2014) 4

Sustrans – Handbook for Cycle Friendly Design (2014) 5

TfL – London Cycle Design Standards (2014) 8

Traffic Signs Regulations and General Directions (2016) 10

Kingston Council’s Stage II Submission to the Mayor’s Outer London Cycling Fund (2013) 11

Summary 13

3 Existing Transport Conditions 14

Site Location and Description 14

Local Highway Network 14

Cyclists 16

Public Transport 17

Road Collision Data 17

Surveys 18

4 Scheme Development 21

Option 1: On-Street Cycle Lanes 21

Option 2: Off-Street Cycle Lanes 27

Cycle Level of Service 35

5 Summary 36

Tables Table 2.1 Cycle Facilities Required based on Traffic Flow and 85th Percentile Speeds 3

Table 2.2 Minimum Road Widths Required for Cycling 3

Table 2.3 Minimum Cycle Lane Width 4

Table 2.4 Minimum Cycle Track Width 4

Table 2.5 Minimum Overtaking Dimensions 5

Table 2.6 Kerb Height to Width Requirement 6

Table 3.1 Daily Vehicle Flow on South Lane 19

Table 3.2 Parking Beat Results – South lane 19

Table 3.3 Parking Beat Survey Results - Tuesday 20

Table 4.1 CLoS Assessment Summary 35

Figures

Figure 1.1 South Lane Location Plan 2

Figure 2.1 Minimum Overtaking Dimensions for Car/HGV 5

Figure 2.2 Preferred Side Road Treatment for Cycle Track Adjacent to Carriageway 6

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Feasibility Study

Figure 2.3 Alternative Side Road Treatment for Cycle Track Adjacent to Carriageway 7

Figure 2.4 Side Road Treatment for Speed Reduction 8

Figure 2.5 Street Types and Their Cycle Infrastructure 9

Figure 2.6 Cycle Infrastructure per Street Type 9

Figure 2.7 Street types and their cycle infrastructure 10

Figure 2.8 Typical Tiger Crossing Layout 11

Figure 3.1 Site Location Plan 14

Figure 3.2 South Lane Typical Arrangement 15

Figure 3.3 South Lane Pedestrian Crossing and southern access to Pedestrian/Cycle Underpass 16

Figure 3.4 Local Cycle Routes 17

Figure 3.5 Local Area Collision Data 18

Figure 4.1 Option 1: On-Street Cycle Lanes Proposal Overview 21

Figure 4.2 Option 1: Section 1, Underpass to Amberwood Rise Proposals 22

Figure 4.3 Option 1: Section 2, Amberwood Rise to Aldridge Rise Proposals 24

Figure 4.4 Option 1: Section 3, Aldridge Rise to Lawrence Avenue Proposals 25

Figure 4.5 Option 1: Lawrence Avenue to South Lane/Sheephouse Way Roundabout Proposals 26

Figure 4.6 Option 2: Off-Street Cycle Lanes Proposal Overview 28

Figure 4.7 Option 2: Section1, Underpass to Amberwood Rise Proposals 29

Figure 4.8 Option 2: Section 2, Amberwood Rise to Aldridge Rise Proposals 30

Figure 4.9 Option 2: Section 3, Aldridge Rise to Lawrence Avenue Proposals 31

Figure 4.10 Option 2: Section 4, Lawrence Avenue to Sheephouse Way Roundabout Proposals 32

Figure 4.11 Option 2: South Lane/Sheephouse Way Roundabout Proposals 33

Figure 4.12 Option 2: South Lane/Sheephouse Way Roundabout Alternative Proposals 34

Appendices Appendix A TfL Collision Data

Appendix B Survey Results

Appendix C Technical Drawings

Appendix D CLoS Assessment

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Feasibility Study

1 Introduction

1.1 This report has been prepared to develop Cycle Safety Improvements for South Lane, New Malden

within the Royal Borough of Kingston upon Thames (the ‘Borough’). This Feasibility Study (FS) sets

out a number of options and compares their respect impacts and benefits.

1.2 The scope of the study was identified by the client in a brief provided for WYG which is summarised

as follows:

Redesign cycle bypasses to make the cycle lanes wider, put in better surfaces, remove

gradients, ensure easy to maintain and make entry and exit points safe and free of parking.

There are several road narrowing points that have poorly maintained cycle bypasses. Some are

uncomfortable to use because of the surfaces, gradients and widths. Car parking at the

entrances and exits of the bypasses often make them unusable or dangerous as cyclists are

forced out into the road suddenly.

Remove on street parking and introduce parking/loading bays if necessary. All houses have

large drives on this road and the on street parking causes less confident cyclists to meander

uncomfortably in and out of the main traffic flow.

At the A3 underpass introduce a new ‘tiger’ crossing. This is a point on the road that

pedestrians and cyclists wish to cross to use the underpass. At present there is a traffic island

and informal crossing. This would link to the new proposed design for the exit of the underpass.

Redesign mini roundabout with new surfaces/materials and raised table to slow traffic

On wider section of road remove advisory cycle lanes and put in lightly segregated cycle track

e.g. armadillo type segregation. On narrower section of road remove advisory cycle lanes as the

road is too narrow for proper cycle lanes at this point. Remove centre line and put in more cycle

symbols all down road to make presence and priority of cyclists more prominent to all traffic.

Treat side road junctions to tighten radii, create visual pedestrian priority by continuing

pavement across each junction, highlight cycle lanes past side roads with paint and/or cycle

symbols.

Location and Description 1.3 The section of South Lane that is the subject of this Feasibility Study is located between Malden

Way/A3 Kingston Bypass to the northwest and Sheephouse Way to the southeast.

1.4 South Lane is a residential, two-way single carriageway road that runs in a generally northwest to

southeast direction. Grass verges and footways are present on both sides of the South Lane

carriageway. At the A3, turning movements are limited to left in and left out with this major arterial

road for Greater London.



Feasibility Study

Figure 1.1 South Lane Location Plan

Extent of Scheme

Source: OpenStreetMap.org with WYG annotations, November 2016

Proposed Options 1.5 The proposals are for cycle safety improvements along South Lane. Various cycle friendly measures

have been considered in optional arrangements including mandatory and advisory cycle lanes, a

tiger crossing in the vicinity of the A3 pedestrian underpass, reduction of the speed limit to 20mph

(including speed tables and speed cushions), side road entry treatments and potential changes to

the roundabout at South Lane/Sheephouse Way.

Amberwood Rise

Aldridge Rise

Malden Road South Lane

Malden Way



Feasibility Study

2 Design Guidance Review

2.1 This section of the feasibility report sets out the relevant existing and emerging policy and guidance

on cycling in the UK.

2.2 The following policy and guidance documents have been reviewed as part of this Feasibility Study:

DfT – Cycle Infrastructure Design (2008)

CIHT – Planning for Cycling (2014)

TfL – London Cycle Design Standards (2014)

Traffic Signs Regulations and General Directions (2016)

Kingston Council’s Stage II submission to the Mayor’s Outer London Cycling Fund (2013)

DfT – Cycle Infrastructure Design (2008) 2.3 The Department for Transport (DfT) Cycle Infrastructure Design guidance was published in 2008. It

sets out overarching design requirements as well as specific cycling infrastructural design standards.

2.4 Table 2.1 draws upon the recommendations included within the Design Guide for the cycle facilities

needed on a road based on the traffic flow and 85th percentile speeds.

Table 2.1 Cycle Facilities Required based on Traffic Flow and 85th Percentile Speeds

Traffic Flow 85th percentile speeds

<20 mph 20-30mph 30-40mph >40mph

<1,500 vpd, or

<150 vph

Cycle lanes or

tracks

1,500–3,000 vpd, or 150–300 vph

Cycle lanes or

tracks Cycle lanes or

tracks

3,000–8,000 vpd,

or 300–800 vph

Cycle lanes may

be appropriate

Cycle lanes may

be appropriate

Cycle lanes or

tracks Cycle tracks

8,000–10,000 vpd ,

or 800–1,000 vph Cycle lanes Cycle lanes

Cycle lanes or

tracks Cycle tracks

>10,000 vpd Cycle lanes or



tracks Cycle tracks

DfT: Cycle Infrastructure Design, 2008

2.5 The guidance elaborates further on road space required to enable overtaking of cycles based on

vehicle type and speed which is summarised in Table 2.2.

Table 2.2 Minimum Road Widths Required for Cycling

Vehicle Type/Speed Width Required for overtaking

Car 20mph 3.8m

Car 30mph 4.3m

Bus/HGV 20mph 4.6m

Bus/HGV 30mph 5.05m




Feasibility Study

Cycle Lanes

2.6 Cycle Infrastructure Design sets out standards and guidance on cycle lanes. On page 35, it states

the following:

“Cycle lanes are not always suitable and may encourage cyclists to adopt inappropriate positioning if the lanes are poorly designed.”

2.7 A cycle lane offers cyclists some separation from motor traffic. Under the National Cycle Training

Standards, cyclists are trained to ride in a safe position in the carriageway which is usually at least 1

metre from the kerb edge to avoid gulley grates and debris, and to ensure that they are within the

sightlines of drivers waiting at side roads.

2.8 Cycle lanes should be 2 metres wide on busy roads, or where traffic is travelling in excess of 40

mph. A minimum width of 1.5 metres may be generally acceptable on roads with a 30 mph limit. For

cycle feeder lanes to advanced stop line arrangements, a minimum width of 1.2m may be

acceptable. Cycle lanes less than 1.2 metres wide cannot easily accommodate tricycles or child-

carrying cycle trailers wholly within the lane. Table 2.3 shows the minimum cycle lane widths

compared to vehicle speeds.

Table 2.3 Minimum Cycle Lane Width

Vehicle Speed Width of Cycle Lane

<1.2

20mpg 1.2m

30mph 1.5m


Cycle Tracks

2.9 A minimum width of 1.5 metres is recommended for a one-way cycle track. The minimum

recommended width for a two-way cycle track is 3 metres. If these widths cannot be realised, the

facility may become difficult for some people to use. Narrow stretches should be kept to short

lengths, with passing places interspersed along the route. Passing places should be within sight of

adjacent ones. The distance between passing places should not exceed 50 metres.

2.10 Figure 2.4 shows the minimum cycle track widths highlighted in DfT’s Guidance.

Table 2.4 Minimum Cycle Track Width

Vehicle Speed Width of Cycle Track

One Way 1.5m

Two Way 3.0m


CIHT: Planning for Cycling (2014) 2.11 The CIHT publication ‘Planning for Cycling’ was published in 2014 to provide guidelines and a

common base of facts regarding cycling in the UK. The guidance places emphasis on current cycling

characteristics and trends, the benefits of cycling, challenges to cycling, legal and regulatory

contects, cycling strategies and plans, and promoting cycling. The document draws upon the DfT

document for design guidance and best practice.



Feasibility Study

Sustrans – Handbook for Cycle Friendly Design (2014) 2.12 The Handbook for Cycle Friendly Design was published by Sustrans in April 2014 as part of a suite of

technical design guidance on active travel being developed by Sustrans. This guidance from Sustrans

aims to provide detailed technical advice on key issues around on and off highway cycle

infrastructure whilst signposting users to this developing library of further resources.

Width Requirements

2.13 The Handbook for Cycle Friendly Design sets out the required widths for cyclists. The document

states that a 1m dynamic width should be applied for cyclists and that two cyclists cycling adjacent

to one another need 1m each and a 0.5m “buffer” space.

2.14 Table 2.5 sets out minimum overtaking distances by motor vehicles.

Table 2.5 Minimum Overtaking Dimensions

Speed Distance (m)

Minimum passing Distance

20mph 1m

30mph 1.5m

Total width required for overtaking cyclist in secondary riding position

Car passing at 20mph 4.3m

Car passing at 30mph 4.8m

Bus/HGV passing at 20mph 5.1m

Bus/HGV passing at 30mph 5.6m


2.15 Figure 2.1 shows the minimum width required for a car/HGV to pass a cyclist.

Figure 2.1 Minimum Overtaking Dimensions for Car/HGV



Feasibility Study

Source: Handbook for Cycle Friendly Design, 2014

2.16 It is to be noted that the 0.5m distance from the kerb shown in Figure 2.1 is based on the maximum

additional clearance required to maintain effective widths for cyclists. These are summarised in

Table 2.6 below.

Table 2.6 Kerb Height to Width Requirement

Kerb height (mm) Additional Width

Required (m)

Flush or near-flush surface (including shallow angled battered kerbs) 0.00m

Up to 150mm 0.20m

150mm to 600mm 0.25m

600mm or more 0.50m


Cycle Tracks

2.17 Page 21 of the Handbook for Cycle Friendly Design sets out design guidance for cycle tracks

alongside the carriageway.

2.18 At crossings of side roads, the Sutrans guidance sets out the a preferred option and alternatives.

Figure 2.2 sets out the preferred design for side roads crossings with a cycle track alongside the

carriageway.

Figure 2.2 Preferred Side Road Treatment for Cycle Track Adjacent to Carriageway


2.19 In some instanced, the proffered side road treatment is not feasible. An alternative design shows the

side road or busy private access crossing not set back. It is, however, still set on a raised table, with

reduced entry radii. Priority is to be determined from site conditions, visibility, speeds, flow. Figure

2.3 sets out this alternative side road design.



Feasibility Study

Figure 2.3 Alternative Side Road Treatment for Cycle Track Adjacent to Carriageway


Speed Reduction Measures

2.20 of the Handbook for Cycle Friendly Design states the following:

“Designers should aim to create streets that control vehicle speeds by their physical geometry, visual appearance and provision for pedestrians, cyclists and frontage activity rather than relying on signs and vertical or horizontal traffic calming measures. Such an approach can facilitate the introduction of 20mph speed limits.”

2.21 Figure 2.4 shows the Handbook for Cycle Friendly Design’s treatment for side roads in order to

encourage speed reduction and provide a better space for pedestrians and cyclists.



Feasibility Study

Figure 2.4 Side Road Treatment for Speed Reduction


TfL – London Cycle Design Standards (2014) 2.22 The London Cycle Design Standards (LCDS) were published by TfL in 2014 to set out requirements

and guidance for the design of cycle-friendly streets and spaces.

2.23 The guidance focuses on design requirements, tools and techniques, cycle friendly streets and

spaces, cycle lanes and tracks, junctions and crossings, signs and marking, and cycle parking.

2.24 LCDS provides guidance on what kind of cycle provision should be applied in a certain situation and

that this is dependent on the kind of road or place in question. Figure 2.5 shows street types used

in the LCDS with Figure 2.6 showing the level of intervention that may be appropriate for each

road type.



Feasibility Study

Figure 2.5 Street Types and Their Cycle Infrastructure

Source: LCDS, 2014

Figure 2.6 Cycle Infrastructure per Street Type

Source: LCDS, 2014



Feasibility Study

2.25 The South Lane route section can be considered to be “Local Street” so the LCDS therefore suggests

that cycling along those roads could be considered for advisory cycle lanes or allow for cycling to be

fully integrated with other road users on street. It is noted this advice relates to with-flow cycling.

2.26 The LCDS states that the effective width of the average cyclist is 1.0m, taking into account ‘wobble

room’ when moving.

2.27 Figure 2.7 sets out the summary of guidance on cycle track and lane widths.

Figure 2.7 Street types and their cycle infrastructure

Source: LCDS, 2014

2.28 The LCDS recommended dimensions are generally wider than those provided in the DfT Guidance

and represent a step change in facilities for cycling as part of the London-wide strategy to actively

support cycling as a growing mode of travel in the preference to private motorised vehicles.

Traffic Signs Regulations and General Directions (2016) 2.29 The Traffic Signs Regulations and General Directions (TSRGD) published in the 2016 prescribes the

design and conditions of use of traffic signs and road markings on or near roads in England,

Scotland and Wales.

2.30 The latest edition of the TSRGD makes provision for a new combined pedestrian/cycling crossing,

which has been termed ‘tiger crossing’. The crossing combines a pedestrian zebra crossing with a

cycle crossing to provide more cycle safety. Figure 2.8 shows the general layout of such a tiger

crossing.



Feasibility Study

Figure 2.8 Typical Tiger Crossing Layout

Source: TSRGD, 2016

2.31 Introduction of a Tiger Crossing on-street will follow the notification process comparable with that

applied for the traditional Zebra Crossing.

Kingston Council’s Stage II Submission to the Mayor’s Outer London Cycling Fund (2013)

2.32 In its submission for the Mini-Holland initiative, the Council identified a number of design principles

for its proposed network of high quality cycle links. While those routes are to be high quality,

continuous and direct routes that provide radial connections to Kingston Town Centre, a number of

principles have been highlighted in the design standards applied which may be considered for other

cycle links making the up the wider cycle network for the borough, such as for the South Lane link.:

Segregation options

There are numerous options for providing some form of separation between cyclists and

other road users. We have considered different methods that have been applied in the

UK and abroad in light of the conditions that prevail in Kingston, and have created a suite

of six segregation options………... The segregation options that we are proposing seek to

provide comfortable and practical facilities for cyclists, while being appropriate for the

range of road environments along the routes being considered………..

We are mindful, however, that it is desirable to maintain consistency in the design of

cycle facilities across London, and as such anticipate refining these options in due course



Feasibility Study

following input from TfL (and possibly DfT), also taking into account the contents of the

upcoming update to the London Cycling Design Standards.

Ideally, the width of a one-way cycling facility is 2.0m, as this allows for a cyclist to

comfortably overtake another cyclist. The width of the public highway means that this is

not possible in many cases, so a desirable minimum width of 1.6m has been adopted. In

very constrained situations, over short lengths of road, an absolute minimum width of

1.5m has been used.

A: Off-road cycle track

…….. Such a track may or may not be next to a footway. Where the cycle track is

immediately adjacent to a footway, a possible disadvantage is encroachment by

pedestrians. Where this is likely to be a problem, it could be ameliorated by using a

separation strip to enhance definition of the boundary between pedestrian and cycle

areas.

B: Stepped cycle track

…….. a cycle track midway between the carriageway and footway levels. A half-height

kerb therefore separates the cycle track from both the carriageway and footway, thus

providing effective separation between cycles, other vehicles and pedestrians……...

C: Semi-segregated cycle lane

……. cycle lanes that are at carriageway level, but separated by some form of light

segregation device placed at regular intervals………..

There are a number of products that could potentially be used for light segregation,

including:

‘Armadillos’: these have been used in Barcelona, and were recently installed

along Royal College Street in Camden

Upright plastic bollards

D: Mandatory cycle lane / bus lane

…….. delineation offered by a standard white line can be enhanced by using an audio-

tactile line marking, which acts to discourage other vehicles from encroaching on the

cycle lane.

Alternatively, where bus lanes are present and it is not possible to provide a separate

cycle facility, cyclists may share the bus lane with buses.

E: Advisory cycle lane

There are also some circumstances when provision of a mandatory cycle lane is not

appropriate, such as through a signalised junction. In such cases, it may be possible to

provide an advisory cycle lane to encourage other vehicles to create space for cyclists

F: Route Lengths Shared with other vehicles

There are two main situations in which the provision of dedicated cycle facilities may not

be appropriate and/or possible. The first occurs on high streets in town centres, where

there is very high footfall. In this situation, if there is a narrow carriageway, then

widening the road to accommodate cycle lanes (at the expense of the footway) may not

be an appropriate solution given the function of such streets. As such, the preferred

approach would be to create a traffic calmed environment, where vehicle speeds are

moderated and cyclists can share the carriageway with other road users in comfort.



Feasibility Study

The other situation is where immovable constraints (such as railway bridges or property

boundaries), create localised pinch-points. This may mean that there is simply not the

space available to provide dedicated cycle facilities. Breaking the continuity of a cycle

route can be unavoidable in such situations, however we consider that these short and

unavoidable gaps should not prevent the whole route from being implemented, and we

will endeavour to ensure that the lengths of such gaps are kept to the absolute minimum.

2.33 In respect of South Lane, all of the principles identified may be appropriate to apply and, for this

local road, may be further enhanced by measures to calm traffic, moderate speeds and protect

pedestrian amenity. It is also noted that the South Lane could act as an alternative, parallel cycle

route to Malden Road, the latter being one of the high quality radial cycle routes to Kingston.

Summary 2.34 The review of Design Guidance available suggests that the following parameters can be considered

in developing the proposals for the South Lane route length:

Cycle infrastructure to meet the principles identified in the Kingston Mini-Holland Stage II

submission.

Variation to the maximum speed limit (currently at 30mph)



Feasibility Study

3 Existing Transport Conditions

3.1 This section sets out the existing transport conditions in the surrounding area. WYG carried out a

site visit on 10 November 2016 to observe the existing traffic arrangements within the study area.

Site Location and Description 3.2 The proposed cycle safety improvement scheme spans a section of South Lane between the A3

Malden Way and the South Lane/Sheephouse Way junction. From the north, cyclists and pedestrians

access South Lane mainly from a shared cycle/pedestrian tunnel that runs below the A3. Figure 3.1

sets out the location of the scheme and its surrounding roads. The speed limit for the road length is

30mph. There are no parking controls currently in place, although on the approach to the A3 ‘No

Stopping At Any Time” restrictions are in place associated with the regulations enforced for the

Transport for London managed road.

Figure 3.1 Site Location Plan

Source: OpenStreetMap.org

Local Highway Network 3.3 The study area of this Feasibility Study concerns South Lane south of the A3/Malden Way. The study

area has been divided into five sections for the purpose of this Feasibility Study as follows:

Section 1: South Lane between the A3 cycle/pedestrian tunnel and Amberwood Rise;

Section 2: South Lane between Amberwood Rise and Aldridge Rise

Section 3: South Lane between Aldridge Rise and Lawrence Avenue

Section 4: South Lane between Lawrence Avenue and the South Lane/Sheephouse Way

roundabout; and

Millais Road

Aldridge Rise

Amberwood Rise

Malden Way

Lawrence Avenue

Sheephouse Way

South Lane

Malden Road



Feasibility Study

Section 5: The South Lane/Sheephouse Way Roundabout.

3.4 South Lane is a two way single carriageway road that runs in a generally north to south direction.

The carriageway width varies between approximately 7.4m and 9.0m wide and has grass verges,

mature trees and footways on both sides of the carriageway.

3.5 Figure 3.2 shows a typical arrangement along South Lane.

Figure 3.2 South Lane Typical Arrangement

WYG, November 2016

3.6 While the speed limit is set at 30mph, the road has a number of traffic calming features in place

including:

Three priority movement spaces for single file traffic (including with-flow cycle by pass

lanes)

Raised informal pedestrian crossing towards the northern end of the route length

Junction deflection markings

30mph roundels

Lengths of advisory cycle lanes

3.7 A shared pedestrian/cycle tunnel is located at the northern end of the study area. Its access is

located on the east side of South Lane and pedestrians are provided with a clear, raised crossing,

which includes a pedestrian island. Cyclists are not provided with a crossing. Figure 3.3 shows the

pedestrian crossing and access into the pedestrian tunnel at the northern end of the study area.



Feasibility Study

Figure 3.3 South Lane Pedestrian Crossing and southern access to Pedestrian/Cycle Underpass

WYG, November 2016

3.8 Generally, there are no parking restrictions on South Lane between Malden Way and Sheephouse

Way, (except for the ‘No Stopping at Any Time’ 60m approach length near the A3, Malden Way)

though chicanes located along South Lane, crossovers and pedestrian crossings do provide some

constraint on parking in their vicinity.

Cyclists 3.9 A number of local cycle routes are identified within South Lane’s local area; these are shown in

Figure 3.4.



Feasibility Study

Figure 3.4 Local Cycle Routes

OpenStreetMap.org with WYG Annotations, December 2016

3.10 Local cycle route 75 is shown to run through the study area to connect South Lane to Worcester

Park, Motspur Park, and Berrylands among other destinations.

3.11 Advisory cycle lanes are featured on a number of sections of the South Lane carriageway. The

chicanes that are present on several locations along South Lane also provide additional protection

for cyclists as they are routed to the outside of the chicane.

Public Transport

Bus

3.12 Bus route K1 runs through South Lane providing connections to New Malden Rail Station, Surbiton

and Kingston (Cromwell Road Bus Station). Along South Lane the service is hail-and-ride although it

is noted that buses tend to stop to pick up/set down towards the Sheephouse Way roundabout.

Train

3.13 The three mainline railway stations closest to the study area are Malden Manor, Motspur Park and

New Malden. Malden Manor features sheltered cycle parking at the station, while Motspur Park

provides unsheltered parking on either side of the railway station and bicycle parking is provided

adjacent to New Malden station underneath the railway bridge.

Road Collision Data 3.14 TfL has provided collision data for the last 60 months (5 years) up to 31 May 2016 (the last five

years worth of data) for the South Lane route length. This data has been included in Appendix A

for information.

Feasibility Study Area



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3.15 In the last five years worth of data, six collisions have occurred within the study area as identified in

Figure 3.5.

Figure 3.5 Local Area Collision Data

Transport for London, November 2016

3.16 Six collisions are classified as ‘Slight’, none have been classified as ‘Serious’ and none as fatal. The

collisions were described as follows in the TfL report:

One of the collisions occurred as a motorbike wanted to use the bicycle underpass and entered

at high speed, causing a cyclist to swerve and fall.

One collision occurred due to a car turning from South Lane left into Amberwood Rise and

colliding with a passing cyclist.

One collision occurred as a toddler walked onto the road and got hit by a car.

One collision occurred due to a car reversing of their driveway into the path of a pedal cycle.

One collision occurred due to a car failing to give way at roundabout and hitting a motorcycle,

who was already on roundabout and had right of way.

One collision occurred because the driver of one car fell asleep while driving, collided with an

ATS at junction, spun, and then collided with another car.

3.17 It is concluded that there is no particular trend in the accidents.

Surveys 3.18 WYG has commissioned an independent traffic survey company to undertake Automated Traffic

Counts (ATCs) on South Lane over a 7-day period from Monday 31 October to Sunday 6 November

2016, and parking beat surveys on Tuesday 1 November and Saturday 5 November at 08:00, 12:00,

15:00, 18:00, and 22:00. The data and analysis is included in Appendix B.



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Automatic Traffic Count (ATC) Surveys

3.19 On the several hours of the day on Wednesday, Thursday and Friday of the northbound and

southbound ATC survey on South Lane, a vehicle was parked on the tube, causing it not to count

several hours of each of those days. Therefore the vehicular counts on those days are considered

not be valid results. It is however considered that vehicle speeds recorded are still valid. As the

corrupted data lies between the hours of 23:00 to 07:00 hours on Wednesday, 20:00 to 08:00 hours

on Thursday and 21:00 to 07:00 hours on Friday it is considered that the traffic counts on Monday

and Tuesday can be extrapolated to provide an indication of a daily weekday average.

3.20 The ATC shows that the 85th percentile speed on South Lane is approximately 25mph while the

average speed is approximately 22mph.

3.21 Table 3.1 sets out the daily flow per week for South Lane for the complete surveyed days.

Table 3.1 Daily Vehicle Flow on South Lane

Day Daily Vehicle Flow

Northbound Southbound

Monday 2,986 3,513

Tuesday 3,147 3,734

Saturday 2,270 2,913

Sunday 1,945 1,964

Transport for London, 2016

3.22 The average two-way daily flow assessed for South is 6,690 vehicles.

3.23 In summary, the ATC indicates that there is a good level of compliance occurring with the 30mph

speed limit with traffic flows being generally being above 6,000 vehicles per day level. With

reference to the DfT Guidance, this would indicate that cycle lanes may be an appropriate solution to

accommodate cycling along this route length.

Parking Beat Survey

3.24 The parking beat survey considered that there is space on street for approximately 137 vehicles to

park on South Lane. Table 3.2 shows the overall level of occupation of the available kerbside space

on Tuesday 1 November and Saturday 5 November.

Table 3.2 Parking Beat Results – South lane

08:00 12:00 15:00 18:00 22:00

Tuesday 20% 17% 17% 18% 17%

Saturday 21% 23% 21% 18% 20%

3.25 The table demonstrates that, overall, South Lane is lightly parked. Tables 3.3 and 3.4 summarise

the parking beat results for the surveyed sections of South Lane.



Feasibility Study

Table 3.3 Parking Beat Survey Results - Tuesday

Road Section Total Legal

Spaces

Parking Pressure (% of spaces occupied)

08:00 12:00 15:00 18:00 22:00

South side of South Lane,

between Sheephouse Way and

Lawrence Avenue

11 18% 18% 9% 18% 18%


between Lawrence Avenue and Millais Road

31 26% 19% 16% 29% 26%


between Millais Road and Malden Way

22 5% 0% 5% 0% 0%

North side of South Lane,

between Malden Way and Amberwood Rise

6 17% 17% 17% 17% 17%


between Amberwood Rise and Aldridge Rise

32 25% 19% 22% 16% 9%


between Aldridge Rise and Sheephouse Way

35 23% 23% 23% 23% 17%

Table 3.4 Parking Beat Survey Results - Saturday

Road Section Total Legal

Spaces

Parking Pressure (% of spaces occupied)

08:00 12:00 15:00 18:00 22:00


between Sheephouse Way and

Lawrence Avenue

11 27% 18% 9% 9% 27%


between Lawrence Avenue and Millais Road

31 26% 23% 23% 35% 26%


between Millais Road and Malden Way

22 5% 5% 5% 0% 0%


between Malden Way and Amberwood Rise

6 33% 33% 33% 17% 17%


between Amberwood Rise and Aldridge Rise

32 13% 22% 22% 13% 16%


between Aldridge Rise and Sheephouse Way

35 31% 34% 31% 23% 29%

Tables 3.3 and 3.4 show that regular parking arises in most sections of South Lane, although this

involves much less than 50% of the available, informal, parking capacity.



Feasibility Study

4 Scheme Development

4.1 This section of the feasibility study sets out the proposals for the study area. All drawings mentioned

in this section are included in Appendix C for information unless stated otherwise. The base for

these drawings was created using OS data and estimations of the locations of trees, marking and

utilities.

4.2 For South Lane, two options have been prepared; an ‘on-street cycle lanes’ and an ‘off-street cycle

tracks’ option.

Option 1: On-Street Cycle Lanes 4.3 Option 1 sets out cycle safety improvements for South Lane providing on-street cycle lanes between

the Malden Way cycle/pedestrian underpass and the South Lane/Sheephouse Way roundabout.

Among the main improvements are the introduction of a tiger crossing to help cyclists cross the road

to access the cycle/pedestrian underpass, speed tables and speed cushions to reduce vehicle

speeds, and advisory and mandatory cycle lanes set out in coloured surfacing along South Lane

which will provide cyclists with their own dedicated space on the carriageway as well as visually

narrowing the carriageway to encourage reduction in motor vehicle speeds. Dedicated cycle signage

would be provided at the start and end of South Lane with local destinations identified and directions

to other routes.

4.4 Figure 4.1 sets out the general Option 1 arrangement of the proposals within the context of the

surrounding area. A larger version of the drawing is shown in drawing A100391-SOU-002,

included in Appendix C for information.

Figure 4.1 Option 1: On-Street Cycle Lanes Proposal Overview

Section 1

Section 2

Section 3

Section 4

Section 5 (roundabout)



Feasibility Study

WYG, December 2016

Section 1: Underpass to Amberwood Rise

4.5 Between the Malden Way Underpass and Amberwood Rise a number of cycle facility improvements

are identified including a tiger crossing on a speed table just south of the underpass to assist cyclists

coming up from South Lane into the underpass.

4.6 Where the tiger crossing connects to the verge on the northeast side of South Lane it is proposed to

convert the verge to shared surfacing to allow cyclists and pedestrians to move unhindered between

the tiger crossing and the underpass. The verge on the southwest side is also proposed to be

converted to shared surfacing and an additional dropped kerb near the tiger crossing to enable

cyclists travelling northbound access to the tiger crossing.

4.7 The carriageway width along South Lane between the proposed crossing and Amberwood Rise

narrows to 8.3m which constrains the ability to provide standard width cycle lanes (1.5m) on both

sides of the road along with a minimum 3m width carriageway lanes. The option therefore includes

an advisory cycle lane on the southwest side to facilitate cyclists reaching the tiger crossing on that

side of the road. A dropped kerb area to the south of the tiger crossing is proposed to support cycles

exiting the underpass and travelling southwards to join the general traffic space. Motor vehicle

speeds would have been calmed through traversing the speed tabled tiger crossing

4.8 Figure 4.2 sets out the Option 1 proposals between the Malden Way underpass and Amberwood

Rise. A larger version of this drawing is shown in drawing A100391-SOU-003, included in

Appendix C for information.

Figure 4.2 Option 1: Section 1, Underpass to Amberwood Rise Proposals

WYG, December 2016



Feasibility Study

Section 2: Amberwood Rise to Aldridge Rise

4.9 Through continuing the principle adopted for Section 1, an advisory cycle lane will be in place along

the southwest side of South Lane to provide northbound cyclists with dedicated space on the

carriageway. The carriageway width available along this Section is approximately 8.3m which

constrains provision of advisory cycle lanes on both sides of the road; narrow general traffic lanes

are likely to encourage motor vehicles to cross into advisory cycle lanes thereby undermining the

level of safety that should be inherent with the cycle lane. To accommodate the north-westbound

cycle lane, the centre of carriageway marking on South Lane will be re-positioned.

4.10 To bring about lower traffic speeds the proposals include a speed table and speed cushions,

positioned and shaped to accommodate bus passenger comfort. As the approach is to provide

vertical deflection to control speeds, it is proposed that the existing chicane will be removed.

4.11 Additionally, the Millais Road arm of the South Lane/Millais Road junction will be tightened and a

raised entry treatment is proposed to help pedestrians cross Millais Road, and lower vehicle speeds

on approach to South Lane.

4.12 Consideration should be given to incorporating waiting restrictions within the proposals as a

mechanism to discourage parking within the advisory cycle lane which would otherwise force cyclists

onto the general traffic carriageway.

4.13 Figure 4.4 sets out the Option 1 proposals between Amberwood Rise and Aldridge Rise on South

Lane. A larger version of this figure is shown in drawings A100391-SOU-004 and A100391-SOU-

005, included in Appendix C for information.



Feasibility Study

Figure 4.3 Option 1: Section 2, Amberwood Rise to Aldridge Rise Proposals

WYG, December 2016

Section 3: Aldridge Rise to Lawrence Avenue

4.14 It is proposed to tighten and incorporate a raised entry treatment for Aldridge Rise junction space to

help pedestrians cross Aldridge Rise and lower vehicle speeds approaching South Lane.

4.15 In the vicinity of no’s 296/317 South Lane, the carriageway transitions in width from 7.75m to

approximately 9.5m and becomes sufficiently wide to two with-flow cycle lanes. The northeast side

of the road does not have any direct frontage activity and homes along the southwest side have

driveways of sufficient length to accommodate off-road parking; the frontage arrangements would

therefore support introduction of mandatory cycle lanes which could be further protected from motor

vehicles through the installation of Orca semi-segregation kerbs with wand bollards.

4.16 Motor vehicles would not be permitted to park within the mandatory cycle lanes and this could be

reinforced through provision of waiting restrictions. To compensate for the loss of parking, a number

of areas have been identified through conversion of verge to parking bay. Between Aldridge Rise



Feasibility Study

and Lawrence Avenue seven parking spaces in two bays are identified on the north side of South

Lane. Orcas will be located to enable vehicular access to these on-verge parking spaces.

4.17 The traffic calming strategy identified for Section 2 is incorporated into the proposals for Section 3

through inclusion of speed cushions and a speed table with a pedestrian refuge provided between

Aldridge Rise and Lawrence Avenue. The chicane outside 325/327 South Lane would be removed.

4.18 Kerblines at the Lawrence Avenue arm of the South Lane/Lawrence Avenue junction will be

tightened and a raised entry treatment will be put in place to help pedestrians cross Lawrence

Avenue and lower vehicle speeds on approach to South Lane.

4.19 Figure 4.4 sets out the Option 1 proposals between Aldridge Rise and Lawrence Avenue on South

Lane. A larger version of this figure is shown in drawing A100391-SOU-006, included in Appendix

C for information.

Figure 4.4 Option 1: Section 3, Aldridge Rise to Lawrence Avenue Proposals

WYG, December 2016

Section 4: Lawrence Avenue to Sheephouse Way Roundabout

4.20 Between Lawrence Avenue and the Sheephouse Way roundabout the 1.5m mandatory cycle lanes

on both sides of the carriageway continue along with the Orca semi-segregation kerbs with bollard

wands. Two parking bays have been identified along the south-western verge and along with a

single bay with five spaces on the north-eastern side of South Lane. Both cycle lanes will

start/terminate approximately 3m north of the South Lane/Sheephouse Way roundabout. The

chicane outside no’s 345/347 South Lane would be removed and replaced by a speed table.



Feasibility Study

4.21 Figure 4.5 sets out the Option 1 proposals between Lawrence Avenue and the South

Lane/Sheephouse Way roundabout on South Lane. A larger version of this figure is shown in

drawing A100391-SOU-007, included in Appendix C for information.

Figure 4.5 Option 1: Lawrence Avenue to South Lane/Sheephouse Way Roundabout Proposals

WYG, December 2016

Section 5: South Lane/Sheephouse Way Roundabout

4.22 The current junction configuration has been reviewed for vehicle swept paths. The outcome of this

assessment (based on 12m length bus and large refuse vehicle) has shown that the current space

and arrangement is optimal and as such this is little scope for further carriageway reduction.

4.23 Autotrack analyses for the swept paths at the roundabout are included in drawing A100391-SOU-

016 in Appendix C for information.

Option 1 Summary

4.24 The current variation in road width along South Lane limits the length able to provide two with flow

cycle lanes along the whole route. This Option has identified the potential to provide a northbound

cycle lane for the whole length of South Lane with the prospect of a southbound cycle lane between

317/319 South Lane and Sheephouse Way; the frontage activity southwards from this location would

how allow for the cycle lanes to be mandatory and the current level of parking displaced by the

mandatory cycle lanes could be catered for through conversion of some verge areas to parking bays.



Feasibility Study

4.25 With-flow cycle lanes will be next to general traffic. Displacement of kerbside parking onto the verge

may encourage increased vehicle speeds which could be addressed through the application of a

20mph speed restriction that would become self-enforcing through additional traffic calming

measures including speed tables and speed cushions replacing the existing chicanes. The vertical

speed restriction measures could be installed to meet the guidance provided for bus routes.

4.26 A Tiger Crossing is proposed to help cyclists cross South Lane in the vicinity of the Malden Way

cyclist/pedestrian underpass. It can be located between driveways and would require verge

replacement with hardstanding areas for shared cycle and pedestrian amenity.

4.27 Mandatory cycle lanes do not permit parking, although the advisory cycle lane could be legitimately

parked on by motor vehicles. To reinforce parking control in the mandatory lanes, and to provide a

measure of control to the advisory cycle lane, consideration should be given to applying waiting

restrictions along those route lengths thereby ensuring cyclists are not forced into the general traffic

space.

4.28 To further protect cyclists from motorised traffic, semi segregation can be put in place in the form of

Orca kerbs with 0.8m high bollard wands.

4.29 Based on the level of on-street parking measured through surveys, it is considered that a minimum

total of 13 car parking spaces provided in the South Lane verge would be necessary to

accommodate vehicles that could be displaced by the on-street cycle lanes proposals

Option 2: Off-Street Cycle Lanes

General Layout

4.30 Option 2 proposes cycle safety improvements for South Lane by providing off-road cycle tracks in

the existing verge space between the Malden Way cycle/pedestrian underpass and the South

Lane/Sheephouse Way roundabout. Among the main improvements are the introduction of new

‘tiger crossings’ and segregated cycle lanes. Dedicated cycle signage will be provided at the start and

end of South Lane with local destinations and directions to other routes.

4.31 Figure 4.6 sets out the general arrangement of the proposals within the context of the surrounding

area. A larger version of the drawing is shown in drawing A100391-SOU-008, included in




Feasibility Study

Figure 4.6 Option 2: Off-Street Cycle Lanes Proposal Overview

WYG, December 2016

Section 1: Underpass to Amberwood Rise

4.32 Similar to Option 1, shared cycle/pedestrian space is proposed in the vicinity of the proposed, speed-

tabled, tiger crossing; on the north-eastern side, the shared space would extend to the underpass

ramp. For south-eastbound cyclists, it is proposed to provide an advisory cycle lane accessed via a

dropped kerb to the south of the tiger crossing. The advisory cycle lane would pass across the

Amberwood Rise junction then diverting onto the verge, as a new segregated cycleway.

4.33 North-westbound cyclists would be on a proposed segregated cycleway replacing the existing verge

that would join the shared space at the crossing point.

4.34 The Tiger Crossing has been designed in line with TSRGD 2016 guidelines as set out in Section 2 of

this report.

4.35 Figure 4.7 sets out the Option 2 proposals on South Lane between the Malden Way

pedestrian/cyclist underpass and Amberwood Rise. A larger version of the proposals is shown in

drawing A100391-SOU-009, included in Appendix C for information.

Section 1

Section 2

Section 3

Section 4

Section 5 (roundabout)



Feasibility Study

Figure 4.7 Option 2: Section1, Underpass to Amberwood Rise Proposals

WYG, December 2016

Section 2: Amberwood Rise to Aldridge Rise

4.36 After the South Lane / Amberwood Rise crossing, cyclists travelling southbound will be guided onto

the off-road cycle track that will run between this point and the Sheephouse Way roundabout. The

cycle track is proposed to be 1.5m wide at this point and provides cyclists with a continuous link

adjacent to the existing footway until Aldridge Rise, where the cycle track continues across the

junction using the proposed raised entry treatment. This proposal will also upgrade road crossing

provision for both pedestrians and cyclists.

4.37 On the southwest side the proposed cycle lane would need to be a combination of both on and off-

road lengths with the on-road sections installed to avoid impacting upon large mature trees, street

lighting and other street furniture. The on-road cycleway would be required between 263 and 279

South Lane and would include an upgrade to the existing cycle by-pass of the chicane outside 269-

271 South Lane. To accommodate the on-road cycle lane length it is also proposed to adjust the

centre of carriageway marking to create safe travelling space between cycles and motor vehicles.

4.38 Similar to option 1, Millais Road at the junction will be upgraded with a raised entry treatment and

tightened radii but the table will be wider than for Option 1 to accommodate the cycle lane.

4.39 Further south the north-westbound cycle lane will be predominantly 1.5m width with the exception

of the short length outside no’s 297/299 South Lane where it would reduce to 1.2m width to

navigate around a mature tree.



Feasibility Study

4.40 The on-street section of the northbound cycle lane is to be advisory and as such could be parked

over. Consideration can be given to installing waiting restrictions to address this potential matter.

4.41 The Option 2 proposals at South Lane between Amberwood Rise and Aldridge Rise are set out in

Figure 4.8 and drawings A100391-SOU-010 and A100391-SOU-011, which are included in


Figure 4.8 Option 2: Section 2, Amberwood Rise to Aldridge Rise Proposals

WYG, December 2016

Section 3: Aldridge Rise to Lawrence Avenue

4.42 Between Aldridge Rise and Lawrence Avenue the cycle lane on the northeast side continues

southwards as a 1.5m wide off-road cycle lane. Due to the width of the verge on this side, the cycle

lane can predominantly be positioned adjacent to the footway. There are three small trees that

could be replaced with new trees in the grass area to the north of the footway allowing the

installation of a 1.5m cycle lane without localised pinch points.

4.43 On the southwest side of South Lane, the northbound cycle lane can be accommodated off-street. In

the vicinity of the chicane, it is proposed to move the kerb line slightly into the carriageway to create

sufficient off-road space for the cycle way and avoid impacting on a mature tree and a slight

narrowing of the verge.

4.44 The northbound cycle lane on the south side of South Lane crosses the Lawrence Avenue arm of the

South Lane/Lawrence Avenue junction using the proposed improved crossing facilities which feature



Feasibility Study

a raised entry treatment and tightened radii to reduce vehicle speeds from vehicles turning in and

out of Lawrence Avenue and making it easier for pedestrians to cross. The table width is proposed

to accommodate both the cycle lane and pedestrian crossing.

4.45 Figure 4.9 sets out the Option 2 proposals on South Lane between Aldridge Rise and Lawrence

Avenue. A larger version of the proposals is shown in drawing A100391-SOU-012, included in


Figure 4.9 Option 2: Section 3, Aldridge Rise to Lawrence Avenue Proposals

WYG, December 2016

Section 4: Lawrence Avenue to South Lane/Sheephouse Way Roundabout

4.46 Between Lawrence Avenue and the Sheephouse Way roundabout the southbound cycle lane to the

north of South Lane continues as a 1.5m off-road cycle lane, adjacent to the footway.

4.47 To accommodate off-road cycle movements between both sides of the roads and which may be

derived from off-road cycle network opportunities along Sheephouse Way, a tiger crossing is

proposed across South Lane approximately 25m north of the Sheephouse Way roundabout.

4.48 The northbound cycle lane on the south-western side can be provided in the wide verge between

Lawrence Avenue and the Sheephouse Way roundabout; the alignment taken to avoid unduly

impacting on existing mature trees. In addition to connecting with the proposed tiger crossing

additional on and off-street cycle lane lengths provide the entry to the northbound cycle way from

Sheephouse Way.



Feasibility Study

4.49 Figure 4.10 sets out the Option 2 proposals on South Lane between Lawrence Avenue and the

South Lane/Sheephouse Way Roundabout. A larger version of the proposals is shown in drawing

A100391-SOU-013, included in Appendix C for information.

Figure 4.10 Option 2: Section 4, Lawrence Avenue to Sheephouse Way Roundabout Proposals

WYG, December 2016

South Lane/Sheephouse Way Roundabout

4.50 Proposals for the junction have been influenced by the Council’s aspirations for an east-west

segregated cycle way along Sheephouse Way, connecting Manor Drive and Malden Road. Should this

aspiration be realised, all movements safe cycle crossing could be provided via a tiger crossing on

Sheephouse Way to the east of the roundabout which would work with the tiger crossing

opportunity on South Lane identified in Section 4. The Sheephouse Way cycle way proposals would

accommodate two way movements and for the purpose of this report has been shown indicatively to

be 4.0m wide. A 3.0m length of two-way cycle way has been proposed at the northeastern area of

the roundabout which would require the footway to be re-routed slightly.

4.51 Figure 4.11 shows the proposals at the South Lane/Sheephouse Way Roundabout. A larger version

of the proposals is shown in drawing A100391-SOU-014, included in Appendix C for information.



Feasibility Study

Figure 4.11 Option 2: South Lane/Sheephouse Way Roundabout Proposals

WYG, December 2016

Alternative South Lane/Sheephouse Way Roundabout Section

4.52 In the event that the Sheephouse Way cycleway proposals are not progressed at the same time as

the South Lane scheme, it may appropriate to develop an alternative configuration to support

cyclists accessing the off-road cycle proposals from within South Lane. An arrangement has been set

out in Figure 4.12, which guides the off-street cycle lanes on South Lane onto the carriageway

north of the Sheephouse Way roundabout. While these proposals provide less off-street facilities for

cyclists, as identified for Option 1, the roundabout arrangement has been shown to be optimal for

large vehicle movements (12m bus and large refuse vehicle) and there are very limited opportunities

to upgrade it further for cyclists. The alternative proposal is shown in drawing A100391-SOU-015,

included in Appendix C for information.



Feasibility Study

Figure 4.12 Option 2: South Lane/Sheephouse Way Roundabout Alternative Proposals

WYG, December 2016

Option 2 Summary

4.53 Option 2 provides predominantly segregated off-road cycle lanes on both sides of South Lane and

provides a high degree of separation between cyclists, motorised traffic and also pedestrians as the

cycle ways are mostly new facilities and only require conversion of footways to shared space in the

vicinity of road crossings.

4.54 As cyclists are (mostly) off the carriageway, it has not been considered necessary to make changes

to current on-street parking arrangements, although the short lengths of on-street cycle lanes,

particularly along the southwestern side of South Lane, could be enhanced with waiting restrictions

to discourage parking along those particular road lengths. As highlighted by parking surveys, there

appears to be adequate kerbside capacity to accommodate any parking that may be displaced by

localised waiting restrictions.

4.55 As much of the measures are provided away from the carriageway, it is considered that Option 2

could be introduced without the need for further traffic calming, other than minor modifications to

cycleway space to by-pass the existing chicanes. and no new traffic calming measures are

necessary.

4.56 A Tiger Crossing is proposed in the vicinity of the Malden Way cyclist/pedestrian underpass. This

measure would replace the existing speed tabled pedestrian refuge and as such it is recommended

that the tiger crossing would similarly be speed tabled with gullies re-positioned to suit.

4.57 The configuration of the cycle lanes around the Sheephouse Way junction may be influenced by the

Council’s aspirations for a two-way cycle way along Sheephouse Way. The verge space around the



Feasibility Study

roundabout junction provides an opportunity to accommodate all cycle movements on highly visible

tiger crossings approached along bi-directional cycle ways.

Cycle Level of Service 4.58 A Cycle Level of Service (CLoS) assessment has been carried out for the two Options along South

Lane. The findings of this assessment have been summarised in Table 4.1 and included in full in

Appendix D for information.

Table 4.1 CLoS Assessment Summary

Category Highest

Possible Score

CLoS Score

Existing Situation Option 1 (on-street) Option 2 (Off-Street)

Safety 48 11 19 32

Directness 8 4 5 7

Coherence 6 1 3 4

Comfort 20 9 10 18

Attractiveness 12 3 5 6

Adaptability 6 5 4 5

Total 100 32 47 72

Transport for London, 2016

4.59 Table 4.1 shows that both Options bring about a greater level of service for cyclists following the

introduction of the range of measures identified compared with the Existing Situation. Option 2,

which involves greater cycle provision off-road, provides a higher level of service for cyclists for the

following reasons:

The route length is predominantly segregated from motorised traffic and reduces the

potential requirements for cyclists to mix with general traffic;

Both Options provide good direct and coherent cycle routes and would link with the local

cycle network. Option 2 is considered to be more coherent due to the level of continuity

achieved with the cycle ways on both sides of the road (To the north Option 1 can only

safely accommodate an advisory cycle lane on one side of the road due to road width

constraints);

Cycling away from other road traffic is considered to be more comfortable and a more

attractive proposition to a wider range of cycling abilities which is more achievable with

Option 2.



Feasibility Study

5 Summary

Option 1 On-Street Cycle Lanes

5.1 Following investigation of the available road space along South Lane, it was found that while with

flow cycle lanes could be provided, the width further north along the road effectively constrains the

opportunity to provide continuous lanes along both sides of the road for the whole length. Option 1

has included a continuous northbound cycle lane for the whole length of South Lane with a

southbound cycle lane proposed between 317/319 South Lane and Sheephouse Way. It would be

feasible to provide mandatory cycle lanes along both sides of this southern length of South Lane as

frontage activity is relatively light and with a low requirement for on-street parking. The current level

of parking displaced by the mandatory cycle lanes could be catered for through conversion of some

verge areas to parking bays.

5.2 The with-flow cycle lanes will be next to general traffic and traffic speeds might increase with the

removal of the current kerbside parking onto the verge. To address this issue it is proposed that a

20mph speed restriction should be applied and that should be made to be self-enforcing through

additional traffic calming measures including speed tables and speed cushions replacing the existing

chicanes. The vertical speed restriction measures should be installed to meet TfL guidance provided

for bus routes.

5.3 A Tiger Crossing is proposed towards the northern end of the route length in the vicinity of the

Malden Way cyclist/pedestrian underpass. It can be located between driveways and would require

verge replacement with hardstanding areas for shared cycle and pedestrian amenity. The facility

could be provided without the requirement to remove trees although this would need to be tested

through design and safety audit.

5.4 The effectiveness of Option 1 as a cycle scheme could be enhanced with the application of waiting

restrictions, although this will have a significant impact on the existing, if low level, parking taking

place along South Lane. If Option 1 were progressed, it is suggested that the scheme should be

implemented without additional waiting restrictions and the prevalence of parking in the cycle lanes

should be monitored to inform any future decision on this matter. For the mandatory cycle lane

lengths, cycle protection, and parking discouragement could be achieved through semi-segregation

with the installation of Orca kerbs with 0.8m high bollard wands.

5.5 Also, along the mandatory cycle lane lengths, based on the level of on-street parking measured

through surveys, it is considered that a minimum total of 13 car parking spaces provided in the

South Lane verge would be necessary to accommodate vehicles that could be displaced by the on-

street cycle lanes proposals.

Option 2 Off-Road Cycle Lanes

5.6 The assessment for off-road cycling opportunities has identified that there is space to provide

substantial lengths of cycle ways along both sides of South Lane which would provide good

segregation between cyclists, motorised traffic and also pedestrians since the cycle ways would be

mostly contained with verge areas and involve limited conversion of footways to shared space in the

vicinity of road crossings.

5.7 The proposals would have a lesser impact on current parking practice along South Lane and in

general would not require physical changes to the highway infrastructure for parking bays. There

would be some discrete lengths of on-street cycle lanes, particularly along the southwestern side of

South Lane, arising from narrowing verge space and the proximity of mature trees, street lights and

other street infrastructure. It would be feasible to discourage parking in those on-road cycle lane

lengths through inclusion of waiting restrictions. As highlighted by parking surveys, overall along



Feasibility Study

South Lane there appears to be adequate kerbside capacity to accommodate any parking that may

be displaced by such localised waiting restrictions.

5.8 As much of the measures are provided away from the carriageway, it is considered that Option 2

could be introduced without the need for further traffic calming or 20mph speed restriction. Further

traffic calming measures could be limited to minor modifications to cycleway space to by-pass the

existing chicanes, carriageway markings and replacement speed tables.

5.9 As with Option 1, Option 2 includes a Tiger Crossing in the vicinity of the Malden Way

cyclist/pedestrian underpass. This measure would replace the existing speed tabled pedestrian

refuge and as such it is proposed that the tiger crossing would similarly be speed tabled.

5.10 The configuration of the cycle lanes around the Sheephouse Way roundabout junction may be

influenced by the Council’s aspirations for a two-way cycle way along Sheephouse Way. The verge

space around the roundabout junction provides an opportunity to accommodate all cycle movements

on further proposed tiger crossings approached along bi-directional cycle ways.

Options Comparison

5.11 Both Options 1 and 2 have a consistent approach in respect of the side roads which, with the

exception of Amberwood Rise (as the K1 bus route), would include narrowing of the junction space

through tighter kerb radii and raised entry treatment. The benefit of this approach is to highlight

South Lane as a cycle route to approaching motorists and to upgrade pedestrian comfort when

crossing the side roads. Proposals for Option 2 would involve wider raised entries to accommodate

both cycles and pedestrians.

5.12 Both Options provide a significant improvement in the Level of Service of South Lane for cycling.

Option 2, which involves greater cycle provision off-road, scores higher for the following reasons:

The route length is predominantly segregated from motorised traffic and reduces the potential

requirements for cyclists to mix with general traffic;

While both Options provide good direct and coherent cycle routes and link well with the local

cycle network, Option 2 is considered to be more coherent due to the level of continuity

achieved with the cycle ways on both sides of the road whereas along the northern sections,

Option 1 can only safely accommodate an advisory cycle lane on one side of the road due to

road width constraints;

Cycling away from other road traffic is considered to be more comfortable and a more attractive

proposition to a wider range of cycling abilities and this is more achievable with Option 2.

www.wyg.com creative minds safe hands 100 St John Street, London, EC1M 4EH Prepared for London Borough of Kingston Upon Thames


Feasibility Study

Appendix A TFL COLLISION DATA

South Lane between Malden Way & Sheephouse Way: Collisions - 5 years 31- May -2016 (provisional)

16 NOV 2016 09:40Date:

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1 of 1 (summary)

Summary of Accidents Selected

120

SOUTH LN.001 LINK 48-49 (SOUTH LANE)SOUTH LN.002 NODE 49 (SOUTH LANE/AMBERWOOD RISE)SOUTH LN.003 LINK 42-49 (SOUTH LANE-SHEEPHOUSE WAY) EAST OF 521430

Site Reference and Description (zero accident counts shown in bold) Accidents

60 MTS TO MAY-2016 60 MTS TO MAY-2016 60 MTS TO MAY-2016

Date Period

The description of how the accident occurred and the contributory factors are the reporting officer's opinion at the time of reporting and may not be the result of extensive investigation


RACCM28INTLDHARMARAJM

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1 of 2

1 0114VK30412 MON 03/11/14 09:07ROAD-DRY

LIGHTWEATHER-FINE

SOUTH LANE, 26 METRES SE OF MALDEN WAY.SINGLE CWY NO JUN IN 20M NO XING FACILITY IN 50M

23 LINK 48-49 520940 167190

V2 ENTERED CYCLE LANE UNDERPASS AT SPEED CAUSING V1 TO SWERVE & FULL OFF BIKE.

/ /POLICE - OVER COU

001

001

002

CASUALTY (001) (15 Yrs - M KT3 )

VEHICLE

VEHICLE

(000)

(000)

BT - NOT APPLICABLE

BT - DRV NOT CONTACTED

PEDAL CYCLE

M/C 50-125CC

SLIGHT DRIVER/RIDER

(15 Yrs - M KT3 )

(? Yrs - U UNKN)

GOING AHEAD OTHER

GOING AHEAD OTHER

NW TO SE

SE TO NW

PUPIL RIDING TO/FROM SCH

CYCLEWAY/FOOTWAY (SEPA

CYCLEWAY/FOOTWAY (SEPA

N/S HIT FIRST

DID NOT IMPACT

JOURNEY TO/FROM SCHOOL N/Rx

Sch Attended :

SOUTH LN.001 LINK 48-49 (SOUTH LANE) 60 MTS TO MAY-2016 SORTED BY DATE

305 (ILLEGAL TURN OR DIRECTION OF TRAVEL) 405 (FAILED TO LOOK PROPERLY)602 (CARELESS/RECKLESS/IN A HURRY) 307 (TRAVELLING TOO FAST FOR CONDITIONS)

End of Accidents for

V002 V002V002 V002

A AA A

SOUTH LN.001 LINK 48-49 (SOUTH LANE)


RACCM28INTLDHARMARAJM

16 NOV 2016 09:40Date:

Page:

LAAU - Accident Analysis System

Interpreted Listing

2 of 2

1

2

0111VK30377

0114VK30393

WED 28/12/11 19:00

MON 10/11/14 12:50

ROAD-DRY

ROAD-DRY

DARK

LIGHT

WEATHER-FINE

WEATHER-FINE

SOUTH LANE J/W AMBERWOOD RISE

SOUTH LANE J/W AMBERWOOD RISE.

SINGLE CWY

SINGLE CWY

T/STAG JUN

T/STAG JUN

GIVE WAY/UNCONT

GIVE WAY/UNCONT

NO XING FACILITY IN 50M

NO XING FACILITY IN 50M

23

23

NODE 49

NODE 49

520980

520980

167140

167140

V2 TURNED LEFT & COLLIDED WITH PASSING V1 (CYCLIST)

A TODDLER WALKED INTO THE ROAD AND WAS HIT BY ON-COMING V1. - [A TODDLER WALKED INTO ROAD. (C001)]

/

/

/

/

POLICE - AT SCENE

POLICE - AT SCENE

001

001

001

002

001

CASUALTY

CASUALTY

(001)

(001)

(32 Yrs - M KT19)

(1 Yrs - M KT3 )

VEHICLE

VEHICLE

VEHICLE

(002)

(001)

(000)

BT - NOT APPLICABLE

BT - NEGATIVE

BT - DRV NOT CONTACTED

PEDAL CYCLE

CAR

CAR

SLIGHT

SLIGHT

DRIVER/RIDER

PEDESTRIAN W BOUND

(32 Yrs - M KT19)

(55 Yrs - M KT3 )

(34 Yrs - M SM7 )

GOING AHEAD OTHER

TURNING LEFT

GOING AHEAD OTHER

NW TO SE

NE TO SE

SE TO NW

JCT MID

JCT MID

JCT CLEARED

FRONT HIT FIRST

FRONT HIT FIRST

FRONT HIT FIRST

x

x

End of Report

SOUTH LN.002 NODE 49 (SOUTH LANE/AMBERWOOD RISE) 60 MTS TO MAY-2016 SORTED BY DATE

403 (POOR TURN OR MANOEUVRE) 405 (FAILED TO LOOK PROPERLY)406 (FAILED TO JUDGE OTHER PERSON'S PATH OR SPEED) 405 (FAILED TO LOOK PROPERLY)

999 (OTHER FACTOR)

End of Accidents for

V001 V001V001 V002

C001

A AA A

A

SOUTH LN.002 NODE 49 (SOUTH LANE/AMBERWOOD RISE)



Feasibility Study

Appendix B SURVEY RESULTS

Kingston,Kingston Upon Thames

Report Id 631/16

Site Name Site 3 of 3

Description South Lane, 40m north of Amberwood Rise

Direction Southbound

Monday 31 October 2016

Time Hourly 00-15 15-30 30-45 45-00 Car 2 Axle 3 Axle 4 Axle 3 Axle 4 Axle 5 Axle 6 Axle Double Triple MPH MPH MPH MPH MPH MPH MPH MPH MPH MPH MPH MPH MPH P-Tile Average Standard

Totals Cycles Motor Car Van Van Rigid Rigid Artic Artic Artic Artic Road Road 0 10 15 20 25 30 35 40 45 50 55 60 65 85% Speed deviation

Cycles Van Towing Lorry Train Train <10mph <15mph <20mph <25mph <30mph <35mph <40mph <45mph <50mph <55mph <60mph <65mph <140mph

0000 - 0100 6 3 1 2 0 0 0 6 0 0 0 0 0 0 0 0 0 0 0 0 2 3 1 0 0 0 0 0 0 0 0 - 22 3

0100 - 0200 7 4 0 1 2 0 0 6 0 0 1 0 0 0 0 0 0 0 0 1 5 1 0 0 0 0 0 0 0 0 0 - 17.8 2.4

0200 - 0300 3 0 2 1 0 0 0 3 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 - 16.3 5

0300 - 0400 4 0 3 1 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 3 1 0 0 0 0 0 0 0 0 0 - 18.2 1.4

0400 - 0500 6 2 2 0 2 1 0 5 0 0 0 0 0 0 0 0 0 0 0 0 5 1 0 0 0 0 0 0 0 0 0 - 17.6 1.8

0500 - 0600 7 1 1 2 3 0 0 5 0 2 0 0 0 0 0 0 0 0 0 0 6 1 0 0 0 0 0 0 0 0 0 - 18.8 1.9

0600 - 0700 33 4 6 9 14 0 0 31 0 1 1 0 0 0 0 0 0 0 0 6 17 10 0 0 0 0 0 0 0 0 0 22.2 18.4 3.4

0700 - 0800 96 16 20 17 43 4 3 79 0 6 4 0 0 0 0 0 0 0 0 5 29 57 3 2 0 0 0 0 0 0 0 22.9 20.5 3.1

0800 - 0900 165 53 44 40 28 6 1 149 0 6 2 1 0 0 0 0 0 0 0 20 55 83 7 0 0 0 0 0 0 0 0 22.5 19.7 3.3

0900 - 1000 107 36 26 20 25 1 0 94 1 8 0 1 2 0 0 0 0 0 0 5 54 45 3 0 0 0 0 0 0 0 0 22.7 19.8 2.9

1000 - 1100 94 23 26 16 29 0 0 82 1 9 1 0 1 0 0 0 0 0 0 4 39 39 10 0 1 0 0 0 0 0 1 24.6 21.4 8.1

1100 - 1200 134 37 40 29 28 1 2 122 0 5 4 0 0 0 0 0 0 0 0 5 47 63 15 2 0 0 2 0 0 0 0 24.6 21.6 4.8

1200 - 1300 124 25 40 28 31 0 0 113 0 9 2 0 0 0 0 0 0 0 0 2 33 78 11 0 0 0 0 0 0 0 0 23.5 21.5 2.6

1300 - 1400 127 29 34 34 30 0 1 110 0 7 8 0 0 0 0 1 0 0 0 2 44 76 5 0 0 0 0 0 0 0 0 23.6 20.7 2.8

1400 - 1500 176 39 40 37 60 0 1 167 0 7 1 0 0 0 0 0 0 0 1 5 72 89 7 2 0 0 0 0 0 0 0 22.5 20.2 3.2

1500 - 1600 318 75 74 73 96 1 2 293 1 10 7 1 0 0 0 3 0 0 0 14 150 146 5 1 0 2 0 0 0 0 0 22.6 20 3.4

1600 - 1700 646 125 163 185 173 3 1 593 3 19 17 1 0 0 0 9 0 0 1 55 300 261 19 3 2 3 1 0 0 0 1 22.4 19.8 4.3

1700 - 1800 675 182 153 162 178 0 1 633 3 19 10 2 1 0 0 6 0 0 4 44 361 234 14 10 1 1 2 4 0 0 0 22.1 19.7 4.6

1800 - 1900 343 150 144 49 0 0 2 321 1 10 3 1 1 0 0 4 0 0 1 18 149 166 7 0 0 0 0 0 2 0 0 22.3 20 4

1900 - 2000 146 6 56 50 34 0 1 133 1 5 6 0 0 0 0 0 0 0 0 5 67 67 3 0 0 2 0 0 0 2 0 22.3 20.9 6.3

2000 - 2100 135 52 30 29 24 0 0 131 0 0 4 0 0 0 0 0 0 0 0 2 56 75 2 0 0 0 0 0 0 0 0 22.2 20.2 2.2

2100 - 2200 78 24 17 19 18 0 0 76 0 1 1 0 0 0 0 0 0 0 0 2 45 30 1 0 0 0 0 0 0 0 0 22.4 19.7 2.4

2200 - 2300 58 30 7 11 10 0 0 55 0 1 2 0 0 0 0 0 0 0 0 0 24 30 4 0 0 0 0 0 0 0 0 23.9 20.7 2.6

2300 - 0000 25 6 9 4 6 0 0 23 0 0 2 0 0 0 0 0 0 0 0 0 15 10 0 0 0 0 0 0 0 0 0 23.3 20.1 2.4

0700 - 1900 3005 790 804 690 721 16 14 2756 10 115 59 7 5 0 0 23 0 0 7 179 1333 1337 106 20 4 6 5 4 2 0 2 22.6 20.1 4.2

0600 - 2200 3397 876 913 797 811 16 15 3127 11 122 71 7 5 0 0 23 0 0 7 194 1518 1519 112 20 4 8 5 4 2 2 2 22.6 20.1 4.2

0600 - 0000 3480 912 929 812 827 16 15 3205 11 123 75 7 5 0 0 23 0 0 7 194 1557 1559 116 20 4 8 5 4 2 2 2 22.7 20.1 4.2

0000 - 0000 3513 922 938 819 834 17 15 3234 11 125 76 7 5 0 0 23 0 0 7 196 1580 1566 117 20 4 8 5 4 2 2 2 22.7 20.1 4.2

Tuesday 01 November 2016




0000 - 0100 16 5 4 3 4 0 0 13 0 1 2 0 0 0 0 0 0 0 0 0 5 11 0 0 0 0 0 0 0 0 0 22.1 20.6 2

0100 - 0200 5 0 3 1 1 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 2 2 1 0 0 0 0 0 0 0 0 - 21.4 2.7

0200 - 0300 2 0 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 - 20.3 8.3

0300 - 0400 2 1 0 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 - 22.3 0

0400 - 0500 5 2 0 2 1 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 - 21.5 0.8

0500 - 0600 9 0 3 1 5 0 0 9 0 0 0 0 0 0 0 0 0 0 0 1 3 5 0 0 0 0 0 0 0 0 0 - 19.6 4.2

0600 - 0700 27 5 4 5 13 0 0 24 0 2 1 0 0 0 0 0 0 0 0 2 11 13 0 0 1 0 0 0 0 0 0 22.8 19.8 4.4

0700 - 0800 98 12 20 21 45 0 0 94 0 3 1 0 0 0 0 0 0 0 0 0 40 52 5 0 1 0 0 0 0 0 0 23.3 20.8 3.3

0800 - 0900 170 35 50 56 29 0 0 161 1 4 2 2 0 0 0 0 0 0 0 2 63 95 9 1 0 0 0 0 0 0 0 23.6 20.7 2.9

0900 - 1000 99 23 25 20 31 0 1 90 0 5 3 0 0 0 0 0 0 0 0 7 34 41 13 2 0 0 0 2 0 0 0 25.5 21.4 5.9

1000 - 1100 107 25 29 28 25 0 0 100 0 4 3 0 0 0 0 0 0 0 0 3 37 62 5 0 0 0 0 0 0 0 0 22.7 20.4 3

1100 - 1200 111 26 26 26 33 0 1 101 0 1 7 0 0 0 0 1 0 0 0 6 66 38 1 0 0 0 0 0 0 0 0 22.3 19.6 2.5

1200 - 1300 132 30 38 29 35 1 0 121 1 2 7 0 0 0 0 0 0 0 0 4 46 78 4 0 0 0 0 0 0 0 0 23 20.6 2.6

1300 - 1400 146 32 41 37 36 0 2 134 1 4 4 0 0 0 0 1 0 0 0 1 42 94 8 1 0 0 0 0 0 0 0 23.8 21.3 2.5

1400 - 1500 155 33 24 52 46 0 1 140 1 6 5 1 0 0 0 1 0 0 0 0 51 96 7 0 0 1 0 0 0 0 0 23.4 21.1 3

1500 - 1600 400 78 82 84 156 0 3 365 2 14 10 1 1 1 0 3 0 0 2 18 160 199 16 2 2 1 0 0 0 0 0 22.9 20.3 3.5

1600 - 1700 620 123 169 151 177 0 4 565 1 21 26 0 0 0 0 3 0 0 2 9 270 329 6 0 1 2 0 0 0 0 1 22.2 20.3 3.3

1700 - 1800 685 161 181 167 176 1 2 645 2 13 18 1 0 0 0 3 0 0 1 31 326 308 15 1 0 0 2 0 0 0 1 22.3 20 4

1800 - 1900 514 142 147 132 93 1 6 488 3 8 8 0 0 0 0 0 0 0 0 9 226 265 12 2 0 0 0 0 0 0 0 22.7 20.3 2.5

1900 - 2000 196 62 57 46 31 0 1 181 1 4 8 1 0 0 0 0 0 0 0 2 78 107 6 1 0 0 0 2 0 0 0 22.8 20.8 3.9

2000 - 2100 114 39 28 24 23 0 2 105 0 0 7 0 0 0 0 0 0 0 0 3 52 57 2 0 0 0 0 0 0 0 0 22.7 20.2 2.6

2100 - 2200 87 23 21 28 15 0 1 82 0 1 2 0 0 0 0 1 0 0 0 3 34 48 2 0 0 0 0 0 0 0 0 23.3 20.3 2.7

2200 - 2300 34 20 14 0 0 0 1 32 0 0 1 0 0 0 0 0 0 0 0 2 17 12 3 0 0 0 0 0 0 0 0 24.2 20.2 3.2

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 3237 720 832 803 882 3 20 3004 12 85 94 5 1 1 0 12 0 0 5 90 1361 1657 101 9 4 4 2 2 0 0 2 22.7 20.4 3.4

0600 - 2200 3661 849 942 906 964 3 24 3396 13 92 112 6 1 1 0 13 0 0 5 100 1536 1882 111 10 5 4 2 4 0 0 2 22.8 20.4 3.4

0600 - 0000 3695 869 956 906 964 3 25 3428 13 92 113 6 1 1 0 13 0 0 5 102 1553 1894 114 10 5 4 2 4 0 0 2 22.8 20.4 3.4

0000 - 0000 3734 877 967 915 975 3 25 3464 13 93 115 6 1 1 0 13 0 0 5 104 1563 1919 116 10 5 4 2 4 0 0 2 22.8 20.4 3.4

Wednesday 02 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 77 1 14 24 38 0 0 74 0 2 1 0 0 0 0 0 0 0 0 1 27 48 1 0 0 0 0 0 0 0 0 22.7 20.8 1.8

0800 - 0900 168 39 48 46 35 1 0 161 1 2 3 0 0 0 0 0 0 0 2 12 82 63 5 0 0 4 0 0 0 0 0 22.3 19.7 4.5

0900 - 1000 105 35 23 28 19 0 1 99 0 3 2 0 0 0 0 0 0 0 0 4 41 58 2 0 0 0 0 0 0 0 0 23.6 20.8 2.5

1000 - 1100 98 20 28 27 23 1 2 87 1 3 3 1 0 0 0 0 0 0 0 1 27 63 6 0 0 0 1 0 0 0 0 23.9 21.6 3.6

1100 - 1200 116 33 29 24 30 0 1 102 0 8 5 0 0 0 0 0 0 0 0 3 44 61 7 0 1 0 0 0 0 0 0 23.3 20.8 3.2

1200 - 1300 125 27 37 34 27 0 1 116 0 4 3 1 0 0 0 0 0 0 0 4 39 73 9 0 0 0 0 0 0 0 0 23.5 20.9 2.8

1300 - 1400 164 47 40 46 31 0 2 145 0 9 8 0 0 0 0 0 0 0 0 9 66 84 4 0 1 0 0 0 0 0 0 22.2 20 3.1

1400 - 1500 201 50 48 45 58 0 0 181 1 13 6 0 0 0 0 0 0 0 0 15 106 79 1 0 0 0 0 0 0 0 0 21.8 19.1 2.8

1500 - 1600 391 99 91 91 110 0 3 356 3 14 12 0 1 0 0 2 0 0 3 47 217 117 6 1 0 0 0 0 0 0 0 21.5 18.5 3.2

1600 - 1700 589 121 147 146 175 0 5 526 8 29 19 0 0 0 0 2 0 0 11 88 316 168 6 0 0 0 0 0 0 0 0 21.2 18.1 3.3

1700 - 1800 723 167 183 195 178 0 4 666 7 23 21 0 0 0 0 2 0 0 7 116 455 143 2 0 0 0 0 0 0 0 0 20.4 17.6 2.9

1800 - 1900 780 218 174 234 154 4 6 728 4 17 17 1 0 0 1 2 0 0 12 82 425 230 11 12 5 2 1 0 0 0 0 21.5 18.9 4.2

1900 - 2000 157 84 73 0 0 0 0 153 0 1 2 0 0 0 0 1 0 0 0 1 68 84 4 0 0 0 0 0 0 0 0 23 20.6 2.4

2000 - 2100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2100 - 2200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2200 - 2300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 3537 857 862 940 878 6 25 3241 25 127 100 3 1 0 1 8 0 0 35 382 1845 1187 60 13 7 6 2 0 0 0 0 21.7 18.9 3.6

0600 - 2200 3694 941 935 940 878 6 25 3394 25 128 102 3 1 0 1 9 0 0 35 383 1913 1271 64 13 7 6 2 0 0 0 0 21.8 18.9 3.5

0600 - 0000 3694 941 935 940 878 6 25 3394 25 128 102 3 1 0 1 9 0 0 35 383 1913 1271 64 13 7 6 2 0 0 0 0 21.8 18.9 3.5

0000 - 0000 3694 941 935 940 878 6 25 3394 25 128 102 3 1 0 1 9 0 0 35 383 1913 1271 64 13 7 6 2 0 0 0 0 21.8 18.9 3.5

15 Minute Bin Drops Number Vehicle Classes ARX Scheme Vehicle Speed


Tubes Parked On


Tubes Parked On

Thursday 03 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0800 - 0900 93 0 21 47 25 0 0 89 0 1 3 0 0 0 0 0 0 0 1 7 35 50 0 0 0 0 0 0 0 0 0 23 19.7 3.3

0900 - 1000 111 24 32 32 23 0 1 98 0 5 7 0 0 0 0 0 0 0 2 6 41 55 7 0 0 0 0 0 0 0 0 23.2 20.2 3.7

1000 - 1100 93 25 21 25 22 0 0 82 0 7 4 0 0 0 0 0 0 0 0 6 41 45 1 0 0 0 0 0 0 0 0 21.8 19.5 2.8

1100 - 1200 103 25 22 29 27 0 1 98 0 3 1 0 0 0 0 0 0 0 2 4 45 45 6 1 0 0 0 0 0 0 0 22.6 20.1 3.5

1200 - 1300 136 32 34 24 46 0 0 122 1 6 6 0 0 0 0 1 0 0 0 11 47 74 4 0 0 0 0 0 0 0 0 22.4 20.1 2.9

1300 - 1400 159 37 51 35 36 0 0 139 0 11 9 0 0 0 0 0 0 0 2 7 77 70 3 0 0 0 0 0 0 0 0 22.3 19.7 2.9

1400 - 1500 192 38 49 55 50 0 1 175 0 11 5 0 0 0 0 0 0 0 0 6 85 97 3 1 0 0 0 0 0 0 0 22.3 20.1 2.5

1500 - 1600 403 80 75 95 153 0 2 367 1 14 17 1 1 0 0 0 0 0 0 4 174 209 9 0 5 0 1 1 0 0 0 23 20.6 3.7

1600 - 1700 595 132 149 157 157 0 3 542 0 21 25 1 0 0 0 3 0 0 0 15 252 309 19 0 0 0 0 0 0 0 0 22.9 20.3 2.7

1700 - 1800 762 188 194 201 179 1 4 711 2 26 13 2 0 0 0 3 0 0 18 95 368 262 4 2 9 1 0 2 1 0 0 21.8 18.9 4.7

1800 - 1900 533 181 154 103 95 0 4 502 3 9 14 0 0 0 0 1 0 0 3 22 210 287 10 0 0 1 0 0 0 0 0 22.5 20 3

1900 - 2000 208 57 45 63 43 0 0 196 2 2 7 0 0 0 0 1 0 0 0 2 65 128 10 1 0 0 0 0 0 0 2 23.6 21.8 7.5

2000 - 2100 39 39 0 0 0 0 0 38 0 0 1 0 0 0 0 0 0 0 0 0 22 17 0 0 0 0 0 0 0 0 0 21.7 20.1 1.7

2100 - 2200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2200 - 2300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 3180 762 802 803 813 1 16 2925 7 114 104 4 1 0 0 8 0 0 28 183 1375 1503 66 4 14 2 1 3 1 0 0 22.6 19.9 3.6

0600 - 2200 3427 858 847 866 856 1 16 3159 9 116 112 4 1 0 0 9 0 0 28 185 1462 1648 76 5 14 2 1 3 1 0 2 22.6 20 3.9

0600 - 0000 3427 858 847 866 856 1 16 3159 9 116 112 4 1 0 0 9 0 0 28 185 1462 1648 76 5 14 2 1 3 1 0 2 22.6 20 3.9

0000 - 0000 3427 858 847 866 856 1 16 3159 9 116 112 4 1 0 0 9 0 0 28 185 1462 1648 76 5 14 2 1 3 1 0 2 22.6 20 3.9

Friday 04 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 80 0 19 23 38 1 0 76 0 2 1 0 0 0 0 0 0 0 0 1 29 46 4 0 0 0 0 0 0 0 0 22.8 20.7 2.5

0800 - 0900 168 37 50 48 33 0 2 158 1 4 3 0 0 0 0 0 0 0 0 2 58 99 8 0 0 0 1 0 0 0 0 23.2 21 3.2

0900 - 1000 113 34 30 22 27 0 1 100 0 5 5 1 0 0 0 1 0 0 0 5 51 52 5 0 0 0 0 0 0 0 0 22.9 20.1 2.9

1000 - 1100 91 22 18 24 27 1 2 78 0 4 6 0 0 0 0 0 0 0 0 0 24 61 3 0 1 1 0 0 0 0 1 23.4 22.5 10.2

1100 - 1200 122 28 31 30 33 0 1 107 1 7 5 1 0 0 0 0 0 0 1 1 31 81 7 1 0 0 0 0 0 0 0 23.7 21.2 2.9

1200 - 1300 160 37 37 43 43 0 0 148 0 6 4 2 0 0 0 0 0 0 0 4 51 97 8 0 0 0 0 0 0 0 0 23.1 20.8 2.5

1300 - 1400 219 35 56 58 70 0 2 199 0 5 8 4 0 0 0 0 0 1 0 3 58 143 11 0 0 0 3 0 0 0 1 23.4 22.1 8.1

1400 - 1500 140 33 32 44 31 2 1 129 0 3 4 1 0 0 0 0 0 0 0 6 44 78 11 0 0 0 0 0 1 0 0 23.9 20.8 4.6

1500 - 1600 206 44 53 57 52 4 1 188 0 5 8 0 0 0 0 0 0 0 2 16 73 103 12 0 0 0 0 0 0 0 0 23.4 20.1 3.6

1600 - 1700 281 72 55 79 75 5 1 256 0 11 3 3 0 0 0 2 0 0 4 21 127 111 10 2 2 0 4 0 0 0 0 22.4 19.8 4.9

1700 - 1800 290 77 68 61 84 15 3 253 0 11 5 3 0 0 0 0 0 0 1 19 130 127 5 1 0 2 3 0 0 0 2 22.4 20.4 6.4

1800 - 1900 254 72 70 43 69 13 1 229 2 2 7 0 0 0 0 0 0 0 3 41 130 72 8 0 0 0 0 0 0 0 0 21.5 18.3 3.4

1900 - 2000 191 68 58 38 27 4 4 168 1 4 10 0 0 0 0 0 0 0 2 17 128 42 2 0 0 0 0 0 0 0 0 20.7 18.2 2.9

2000 - 2100 131 36 47 21 27 5 3 109 0 5 7 2 0 0 0 0 0 0 3 27 58 40 3 0 0 0 0 0 0 0 0 21.9 18 3.7

2100 - 2200 91 27 26 22 16 2 1 81 0 2 5 0 0 0 0 0 0 0 0 13 42 31 4 1 0 0 0 0 0 0 0 22.2 19.2 3.5

2200 - 2300 69 17 19 16 17 0 2 62 0 1 4 0 0 0 0 0 0 0 0 0 29 37 3 0 0 0 0 0 0 0 0 22.2 20 2.3

2300 - 0000 57 14 13 15 15 0 1 51 0 2 3 0 0 0 0 0 0 0 0 2 35 18 2 0 0 0 0 0 0 0 0 21.6 19 2.5

0700 - 1900 2124 491 519 532 582 41 15 1921 4 65 59 15 0 0 0 3 0 1 11 119 806 1070 92 4 3 3 11 0 1 0 4 23 20.5 5.2

0600 - 2200 2537 622 650 613 652 52 23 2279 5 76 81 17 0 0 0 3 0 1 16 176 1034 1183 101 5 3 3 11 0 1 0 4 22.7 20.1 5

0600 - 0000 2663 653 682 644 684 52 26 2392 5 79 88 17 0 0 0 3 0 1 16 178 1098 1238 106 5 3 3 11 0 1 0 4 22.7 20.1 4.9

0000 - 0000 2663 653 682 644 684 52 26 2392 5 79 88 17 0 0 0 3 0 1 16 178 1098 1238 106 5 3 3 11 0 1 0 4 22.7 20.1 4.9

Saturday 05 November 2016




0000 - 0100 40 13 12 9 6 0 3 33 0 0 4 0 0 0 0 0 0 0 0 1 22 17 0 0 0 0 0 0 0 0 0 22.3 19.4 2.7

0100 - 0200 17 3 6 2 6 1 0 16 0 0 0 0 0 0 0 0 0 0 0 2 10 5 0 0 0 0 0 0 0 0 0 21.5 18.8 3

0200 - 0300 16 3 3 6 4 0 0 14 0 0 2 0 0 0 0 0 0 0 1 0 9 5 1 0 0 0 0 0 0 0 0 23.4 19.3 4.3

0300 - 0400 6 3 1 1 1 0 0 5 0 1 0 0 0 0 0 0 0 0 0 3 2 1 0 0 0 0 0 0 0 0 0 - 16.3 3.2

0400 - 0500 9 2 0 3 4 0 0 9 0 0 0 0 0 0 0 0 0 0 0 6 2 1 0 0 0 0 0 0 0 0 0 - 15.4 3.6

0500 - 0600 8 2 1 2 3 0 0 7 0 0 1 0 0 0 0 0 0 0 0 5 0 3 0 0 0 0 0 0 0 0 0 - 15.4 4.6

0600 - 0700 8 1 4 2 1 0 0 6 0 2 0 0 0 0 0 0 0 0 1 2 5 0 0 0 0 0 0 0 0 0 0 - 14.7 3.5

0700 - 0800 28 8 4 4 12 0 0 26 0 1 1 0 0 0 0 0 0 0 2 3 15 8 0 0 0 0 0 0 0 0 0 21.6 17.4 3.7

0800 - 0900 117 30 27 22 38 6 0 103 0 7 0 0 0 0 0 1 0 0 1 12 45 56 3 0 0 0 0 0 0 0 0 22.5 19.6 3.4

0900 - 1000 142 32 34 23 53 3 0 128 1 2 7 0 0 0 1 0 0 0 2 18 52 67 3 0 0 0 0 0 0 0 0 22 19.2 3.4

1000 - 1100 143 40 33 38 32 5 1 126 0 3 8 0 0 0 0 0 0 0 0 10 51 80 1 1 0 0 0 0 0 0 0 22.1 19.7 3

1100 - 1200 191 42 48 47 54 2 3 170 0 4 11 0 0 0 0 1 0 0 3 9 84 92 3 0 0 0 0 0 0 0 0 22.3 19.8 3.1

1200 - 1300 240 55 48 84 53 0 2 220 1 8 8 0 0 0 0 1 0 0 2 10 104 117 7 0 0 0 0 0 0 0 0 22.8 20 2.9

1300 - 1400 269 53 80 66 70 4 0 255 0 6 3 1 0 0 0 0 0 0 3 23 117 112 12 2 0 0 0 0 0 0 0 23.3 19.8 3.6

1400 - 1500 264 75 65 61 63 1 3 237 0 7 15 0 0 0 0 1 0 0 1 13 101 141 8 0 0 0 0 0 0 0 0 22.5 20.1 2.9

1500 - 1600 212 42 63 47 60 3 1 197 2 3 6 0 0 0 0 0 0 0 3 17 78 108 6 0 0 0 0 0 0 0 0 22.2 19.6 3.3

1600 - 1700 278 59 82 58 79 3 0 255 2 4 12 1 0 0 0 1 0 0 3 23 140 108 4 0 0 0 0 0 0 0 0 21.4 19.1 3.1

1700 - 1800 316 73 79 74 90 1 1 299 2 4 9 0 0 0 0 0 0 0 1 13 146 143 13 0 0 0 0 0 0 0 0 22.5 20 2.8

1800 - 1900 192 59 45 49 39 1 1 183 0 2 4 0 0 0 0 1 0 0 0 8 71 106 7 0 0 0 0 0 0 0 0 22.3 20.2 2.7

1900 - 2000 132 42 33 32 25 0 2 124 0 0 3 0 0 0 0 3 0 0 0 3 77 46 5 1 0 0 0 0 0 0 0 21.7 19.7 2.8

2000 - 2100 99 41 15 27 16 1 0 95 0 0 2 0 0 0 0 1 0 0 0 4 53 39 3 0 0 0 0 0 0 0 0 21.9 19.6 2.7

2100 - 2200 92 27 27 15 23 1 1 86 0 2 1 1 0 0 0 0 0 0 0 10 53 27 1 0 1 0 0 0 0 0 0 21.4 18.8 3.5

2200 - 2300 61 14 19 15 13 1 2 51 0 4 3 0 0 0 0 0 0 0 0 4 43 13 1 0 0 0 0 0 0 0 0 21.8 18.7 2.6

2300 - 0000 33 6 1 15 11 1 0 32 0 0 0 0 0 0 0 0 0 0 1 15 13 2 0 0 2 0 0 0 0 0 0 19.7 17.2 6.5

0700 - 1900 2392 568 608 573 643 29 12 2199 8 51 84 2 0 0 1 6 0 0 21 159 1004 1138 67 3 0 0 0 0 0 0 0 22.4 19.7 3.1

0600 - 2200 2723 679 687 649 708 31 15 2510 8 55 90 3 0 0 1 10 0 0 22 178 1192 1250 76 4 1 0 0 0 0 0 0 22.3 19.7 3.1

0600 - 0000 2817 699 707 679 732 33 17 2593 8 59 93 3 0 0 1 10 0 0 23 197 1248 1265 77 4 3 0 0 0 0 0 0 22.3 19.6 3.2

0000 - 0000 2913 725 730 702 756 34 20 2677 8 60 100 3 0 0 1 10 0 0 24 214 1293 1297 78 4 3 0 0 0 0 0 0 22.4 19.6 3.2

Vehicle Speed



Tubes Parked On

Tubes Parked On

15 Minute Bin Drops Number Vehicle Classes ARX Scheme

Sunday 06 November 2016




0000 - 0100 10 5 2 3 0 0 0 10 0 0 0 0 0 0 0 0 0 0 0 2 5 2 0 1 0 0 0 0 0 0 0 - 18.7 6.2

0100 - 0200 5 0 1 3 1 1 0 4 0 0 0 0 0 0 0 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 - 14.6 2.2

0200 - 0300 16 2 9 1 4 0 0 15 0 1 0 0 0 0 0 0 0 0 1 8 7 0 0 0 0 0 0 0 0 0 0 16.8 13.7 3

0300 - 0400 5 2 0 3 0 2 0 3 0 0 0 0 0 0 0 0 0 0 1 4 0 0 0 0 0 0 0 0 0 0 0 - 11.1 1.4

0400 - 0500 12 0 8 2 2 1 0 11 0 0 0 0 0 0 0 0 0 0 0 10 2 0 0 0 0 0 0 0 0 0 0 15.2 13.5 1.7

0500 - 0600 6 1 3 0 2 1 0 4 0 1 0 0 0 0 0 0 0 0 1 3 0 2 0 0 0 0 0 0 0 0 0 - 15.4 4.7

0600 - 0700 6 2 2 1 1 0 0 5 0 1 0 0 0 0 0 0 0 0 0 0 3 3 0 0 0 0 0 0 0 0 0 - 19.3 2.1

0700 - 0800 14 6 2 1 5 0 0 13 0 0 1 0 0 0 0 0 0 0 1 2 4 6 1 0 0 0 0 0 0 0 0 23.2 17.7 5.3

0800 - 0900 25 3 5 9 8 0 0 23 0 0 2 0 0 0 0 0 0 0 0 0 20 5 0 0 0 0 0 0 0 0 0 20.2 19.2 1.7

0900 - 1000 77 21 26 11 19 4 1 67 0 2 3 0 0 0 0 0 0 0 1 9 26 38 3 0 0 0 0 0 0 0 0 22.9 19.7 3.7

1000 - 1100 106 19 35 23 29 3 2 91 0 0 10 0 0 0 0 0 0 0 2 8 29 57 10 0 0 0 0 0 0 0 0 24 20.6 4

1100 - 1200 131 27 28 37 39 4 0 121 0 1 5 0 0 0 0 0 0 0 0 10 47 63 11 0 0 0 0 0 0 0 0 23.5 20.4 3.4

1200 - 1300 213 28 42 68 75 1 1 200 0 4 6 0 0 0 1 0 0 0 1 7 69 118 15 2 0 1 0 0 0 0 0 23.8 21 3.6

1300 - 1400 230 68 65 44 53 3 1 214 1 3 8 0 0 0 0 0 0 0 1 11 93 116 8 1 0 0 0 0 0 0 0 22.6 20.2 2.8

1400 - 1500 192 51 52 48 41 6 0 176 0 0 8 1 0 0 0 1 0 0 2 11 94 74 10 1 0 0 0 0 0 0 0 22.8 19.8 3.4

1500 - 1600 176 42 43 44 47 1 3 163 0 0 9 0 0 0 0 0 0 0 0 5 75 86 10 0 0 0 0 0 0 0 0 22.8 20.3 2.7

1600 - 1700 203 50 63 45 45 0 4 192 0 0 6 0 0 0 0 1 0 0 0 5 112 85 1 0 0 0 0 0 0 0 0 21.7 19.6 2.2

1700 - 1800 138 32 29 38 39 2 2 127 0 1 5 0 0 0 0 1 0 0 0 3 72 61 2 0 0 0 0 0 0 0 0 23.4 19.8 2.8

1800 - 1900 108 38 30 21 19 0 1 100 1 0 6 0 0 0 0 0 0 0 0 9 48 50 1 0 0 0 0 0 0 0 0 21.5 19.4 2.7

1900 - 2000 89 23 17 26 23 0 0 82 0 1 5 0 0 0 0 0 0 1 0 4 39 44 2 0 0 0 0 0 0 0 0 22.5 19.9 2.8

2000 - 2100 82 25 19 19 19 0 0 78 0 1 2 0 0 0 0 1 0 0 0 2 43 33 4 0 0 0 0 0 0 0 0 22.7 19.9 2.5

2100 - 2200 55 14 22 10 9 1 1 49 0 1 3 0 0 0 0 0 0 0 1 5 22 22 5 0 0 0 0 0 0 0 0 23.4 19.3 3.9

2200 - 2300 38 10 5 10 13 1 1 35 1 0 0 0 0 0 0 0 0 0 1 2 23 12 0 0 0 0 0 0 0 0 0 22.5 18.7 3.2

2300 - 0000 27 7 7 6 7 0 0 25 0 0 2 0 0 0 0 0 0 0 0 0 11 15 1 0 0 0 0 0 0 0 0 23.1 20.8 2.1

0700 - 1900 1613 385 420 389 419 24 15 1487 2 11 69 1 0 0 1 3 0 0 8 80 689 759 72 4 0 1 0 0 0 0 0 22.9 20.1 3.2

0600 - 2200 1845 449 480 445 471 25 16 1701 2 15 79 1 0 0 1 4 0 1 9 91 796 861 83 4 0 1 0 0 0 0 0 22.8 20 3.1

0600 - 0000 1910 466 492 461 491 26 17 1761 3 15 81 1 0 0 1 4 0 1 10 93 830 888 84 4 0 1 0 0 0 0 0 22.9 20 3.1

0000 - 0000 1964 476 515 473 500 31 17 1808 3 17 81 1 0 0 1 4 0 1 13 123 846 892 84 5 0 1 0 0 0 0 0 22.7 19.9 3.3

Virtual Day (7)




0000 - 0100 10 4 3 2 1 0 0 9 0 0 1 0 0 0 0 0 0 0 0 0 5 5 0 0 0 0 0 0 0 0 0 22.2 19.8 3.3

0100 - 0200 5 1 1 1 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 1 3 1 0 0 0 0 0 0 0 0 0 - 18.3 3.3

0200 - 0300 5 1 2 1 1 0 0 5 0 0 0 0 0 0 0 0 0 0 0 1 3 1 0 0 0 0 0 0 0 0 0 - 16.7 4.7

0300 - 0400 2 1 1 1 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 1 1 1 0 0 0 0 0 0 0 0 0 - 15.9 4.2

0400 - 0500 5 1 1 1 1 0 0 4 0 0 0 0 0 0 0 0 0 0 0 2 1 1 0 0 0 0 0 0 0 0 0 - 16 3.6

0500 - 0600 4 1 1 1 2 0 0 4 0 0 0 0 0 0 0 0 0 0 0 1 1 2 0 0 0 0 0 0 0 0 0 - 17.5 4.3

0600 - 0700 11 2 2 2 4 0 0 9 0 1 0 0 0 0 0 0 0 0 0 1 5 4 0 0 0 0 0 0 0 0 0 22.3 18.6 3.9

0700 - 0800 56 6 11 13 26 1 0 52 0 2 1 0 0 0 0 0 0 0 0 2 21 31 2 0 0 0 0 0 0 0 0 22.9 20.4 3.1

0800 - 0900 129 28 35 38 28 2 0 121 0 3 2 0 0 0 0 0 0 0 1 8 51 64 5 0 0 1 0 0 0 0 0 22.9 20.1 3.5

0900 - 1000 108 29 28 22 28 1 1 97 0 4 4 0 0 0 0 0 0 0 1 8 43 51 5 0 0 0 0 0 0 0 0 22.9 20.1 3.7

1000 - 1100 105 25 27 26 27 1 1 92 0 4 5 0 0 0 0 0 0 0 0 5 35 58 5 0 0 0 0 0 0 0 0 22.8 20.7 5.5

1100 - 1200 130 31 32 32 35 1 1 117 0 4 5 0 0 0 0 0 0 0 1 5 52 63 7 1 0 0 0 0 0 0 0 23.2 20.5 3.5

1200 - 1300 161 33 39 44 44 0 1 149 0 6 5 0 0 0 0 0 0 0 0 6 56 91 8 0 0 0 0 0 0 0 0 23.1 20.6 3

1300 - 1400 188 43 52 46 47 1 1 171 0 6 7 1 0 0 0 0 0 0 1 8 71 99 7 1 0 0 0 0 0 0 0 23.1 20.5 4.4

1400 - 1500 189 46 44 49 50 1 1 172 0 7 6 0 0 0 0 0 0 0 1 8 79 93 7 1 0 0 0 0 0 0 0 22.7 20.1 3.2

1500 - 1600 301 66 69 70 96 1 2 276 1 9 10 0 0 0 0 1 0 0 1 17 132 138 9 1 1 0 0 0 0 0 0 22.7 19.9 3.5

1600 - 1700 459 97 118 117 126 2 3 418 2 15 15 1 0 0 0 3 0 0 3 31 217 196 9 1 1 1 1 0 0 0 0 22 19.6 3.6

1700 - 1800 513 126 127 128 132 3 2 476 2 14 12 1 0 0 0 2 0 0 5 46 265 183 8 2 1 1 1 1 0 0 0 22 19.3 4.3

1800 - 1900 389 123 109 90 67 3 3 364 2 7 8 0 0 0 0 1 0 0 3 27 180 168 8 2 1 0 0 0 0 0 0 22.1 19.6 3.5

1900 - 2000 160 49 48 36 26 1 1 148 1 2 6 0 0 0 0 1 0 0 0 5 75 74 5 0 0 0 0 0 0 0 0 22.5 20.3 4.8

2000 - 2100 86 33 20 17 16 1 1 79 0 1 3 0 0 0 0 0 0 0 0 5 41 37 2 0 0 0 0 0 0 0 0 22.2 19.6 2.9

2100 - 2200 58 16 16 13 12 1 1 53 0 1 2 0 0 0 0 0 0 0 0 5 28 23 2 0 0 0 0 0 0 0 0 22.4 19.5 3.3

2200 - 2300 37 13 9 7 8 0 1 34 0 1 1 0 0 0 0 0 0 0 0 1 19 15 2 0 0 0 0 0 0 0 0 22.4 19.7 2.8

2300 - 0000 20 5 4 6 6 0 0 19 0 0 1 0 0 0 0 0 0 0 0 2 11 6 0 0 0 0 0 0 0 0 0 22.2 19.1 3.9

0700 - 1900 2727 653 692 676 705 17 17 2505 10 81 81 5 1 0 0 9 0 0 16 170 1202 1236 81 8 5 3 3 1 1 0 1 22.6 19.9 3.8

0600 - 2200 3041 753 779 745 763 19 19 2795 10 86 92 6 1 0 0 10 0 0 17 187 1350 1373 89 9 5 3 3 2 1 0 1 22.5 19.9 3.8

0600 - 0000 3098 771 793 758 776 20 20 2847 11 87 95 6 1 0 0 10 0 0 18 190 1380 1395 91 9 5 3 3 2 1 0 1 22.6 19.9 3.8

0000 - 0000 3130 779 802 766 783 21 21 2875 11 88 96 6 1 0 0 10 0 0 18 198 1394 1404 92 9 5 3 3 2 1 0 1 22.6 19.8 3.8

Virtual Week (1)




Mon 3513 922 938 819 834 17 15 3234 11 125 76 7 5 0 0 23 0 0 7 196 1580 1566 117 20 4 8 5 4 2 2 2 22.7 20.1 4.2

Tue 3734 877 967 915 975 3 25 3464 13 93 115 6 1 1 0 13 0 0 5 104 1563 1919 116 10 5 4 2 4 0 0 2 22.8 20.4 3.4

Wed 3694 941 935 940 878 6 25 3394 25 128 102 3 1 0 1 9 0 0 35 383 1913 1271 64 13 7 6 2 0 0 0 0 21.8 18.9 3.5

Thu 3427 858 847 866 856 1 16 3159 9 116 112 4 1 0 0 9 0 0 28 185 1462 1648 76 5 14 2 1 3 1 0 2 22.6 20 3.9

Fri 2663 653 682 644 684 52 26 2392 5 79 88 17 0 0 0 3 0 1 16 178 1098 1238 106 5 3 3 11 0 1 0 4 22.7 20.1 4.9

Sat 2913 725 730 702 756 34 20 2677 8 60 100 3 0 0 1 10 0 0 24 214 1293 1297 78 4 3 0 0 0 0 0 0 22.4 19.6 3.2

Sun 1964 476 515 473 500 31 17 1808 3 17 81 1 0 0 1 4 0 1 13 123 846 892 84 5 0 1 0 0 0 0 0 22.7 19.9 3.3

21908 5452 5614 5359 5483 144 144 20128 74 618 674 41 8 1 3 71 0 2 128 1383 9755 9831 641 62 36 24 21 11 4 2 10 22.6 19.8 3.8

Vehicle Speed




Kingston,Kingston Upon Thames

Report Id 631/16Site Name Site 3 of 3Description South Lane, 40m north of Amberwood RiseDirection Northbound

Monday 31 October 2016




0000 - 0100 8 3 2 2 1 0 0 6 0 2 0 0 0 0 0 0 0 0 0 0 2 6 0 0 0 0 0 0 0 0 0 - 20.8 2.6

0100 - 0200 3 1 0 0 2 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 1 1 1 0 0 0 0 0 0 0 0 - 21.8 5.5

0200 - 0300 8 1 3 1 3 0 0 4 0 4 0 0 0 0 0 0 0 0 0 0 0 6 1 1 0 0 0 0 0 0 0 - 24.4 3.3

0300 - 0400 7 2 1 1 3 0 0 4 0 3 0 0 0 0 0 0 0 0 0 0 1 5 0 1 0 0 0 0 0 0 0 - 23.3 5.1

0400 - 0500 17 3 1 7 6 0 0 11 0 6 0 0 0 0 0 0 0 0 0 0 2 10 4 1 0 0 0 0 0 0 0 27.1 23.2 3.5

0500 - 0600 67 11 15 16 25 0 1 35 0 31 0 0 0 0 0 0 0 0 0 3 7 32 21 4 0 0 0 0 0 0 0 27.1 23.6 4

0600 - 0700 261 35 63 75 88 0 3 185 0 72 1 0 0 0 0 0 0 0 2 13 56 119 68 2 1 0 0 0 0 0 0 26.3 22.3 4.2

0700 - 0800 419 89 116 109 105 1 3 330 1 84 0 0 0 0 0 0 0 0 21 21 102 186 73 14 2 0 0 0 0 0 0 26.3 21.3 5.3

0800 - 0900 410 115 113 93 89 1 4 314 0 89 0 1 0 0 0 1 0 0 6 20 95 198 83 8 0 0 0 0 0 0 0 26.1 21.8 4.4

0900 - 1000 193 70 45 40 38 1 6 134 1 51 0 0 0 0 0 0 0 0 0 4 30 108 45 6 0 0 0 0 0 0 0 26.5 23 3.7

1000 - 1100 110 25 32 25 28 0 0 75 0 35 0 0 0 0 0 0 0 0 0 1 14 58 33 3 0 0 0 0 0 1 0 26.7 24 4.9

1100 - 1200 120 30 33 26 31 0 1 76 0 42 1 0 0 0 0 0 0 0 2 2 16 67 22 9 1 0 1 0 0 0 0 27.5 23.5 5.2

1200 - 1300 95 23 20 29 23 0 1 47 0 47 0 0 0 0 0 0 0 0 0 0 4 48 33 9 1 0 0 0 0 0 0 29.3 25 3.7

1300 - 1400 101 22 29 31 19 0 0 67 0 33 0 0 1 0 0 0 0 0 0 0 12 45 36 8 0 0 0 0 0 0 0 28.8 24.6 3.7

1400 - 1500 133 27 28 38 40 0 1 87 0 45 0 0 0 0 0 0 0 0 0 3 21 70 29 9 0 0 1 0 0 0 0 26.4 23.3 4.5

1500 - 1600 175 39 38 47 51 0 0 135 1 39 0 0 0 0 0 0 0 0 0 7 38 88 35 4 0 1 1 0 0 0 1 26.5 22.6 6.1

1600 - 1700 217 44 54 63 56 0 0 196 1 19 0 0 0 0 0 0 1 0 0 0 32 129 23 11 2 9 7 0 0 0 4 30.3 25.5 8.8

1700 - 1800 227 66 51 54 56 0 0 209 0 17 0 1 0 0 0 0 0 0 0 2 64 137 14 2 0 3 1 2 0 0 2 24.1 22.7 8.1

1800 - 1900 126 66 35 25 0 0 0 115 0 11 0 0 0 0 0 0 0 0 0 1 19 73 19 1 2 0 5 0 4 0 2 28.5 25.7 11

1900 - 2000 95 6 37 29 23 0 0 79 0 15 1 0 0 0 0 0 0 0 0 2 17 50 24 1 0 0 0 0 0 1 0 26 23 5.6

2000 - 2100 80 28 26 9 17 0 1 65 0 14 0 0 0 0 0 0 0 0 0 3 13 16 41 4 1 0 1 0 0 1 0 28.2 25.2 6.4

2100 - 2200 55 14 12 14 15 0 0 41 0 14 0 0 0 0 0 0 0 0 0 1 7 24 18 2 1 0 2 0 0 0 0 28.4 24.7 5.7

2200 - 2300 43 13 9 10 11 0 0 33 0 10 0 0 0 0 0 0 0 0 1 0 4 16 16 5 1 0 0 0 0 0 0 30.2 25.2 4.8

2300 - 0000 16 2 6 4 4 0 0 14 0 2 0 0 0 0 0 0 0 0 0 0 0 3 11 2 0 0 0 0 0 0 0 29.5 27.5 2.9

0700 - 1900 2326 616 594 580 536 3 16 1785 4 512 1 2 1 0 0 1 1 0 29 61 447 1207 445 84 8 13 16 2 4 1 9 26.6 23.1 6.3

0600 - 2200 2817 699 732 707 679 3 20 2155 4 627 3 2 1 0 0 1 1 0 31 80 540 1416 596 93 11 13 19 2 4 3 9 26.7 23.1 6.1

0600 - 0000 2876 714 747 721 694 3 20 2202 4 639 3 2 1 0 0 1 1 0 32 80 544 1435 623 100 12 13 19 2 4 3 9 26.9 23.1 6.1

0000 - 0000 2986 735 769 748 734 3 21 2264 4 686 3 2 1 0 0 1 1 0 32 83 557 1495 650 107 12 13 19 2 4 3 9 26.9 23.1 6

Tuesday 01 November 2016




0000 - 0100 15 8 1 5 1 0 0 11 0 4 0 0 0 0 0 0 0 0 0 0 0 4 9 2 0 0 0 0 0 0 0 29.3 26.5 2.6

0100 - 0200 9 0 5 2 2 0 0 4 0 5 0 0 0 0 0 0 0 0 0 1 0 1 6 1 0 0 0 0 0 0 0 - 25.8 5.4

0200 - 0300 7 2 2 1 2 0 0 2 0 5 0 0 0 0 0 0 0 0 0 0 0 2 4 1 0 0 0 0 0 0 0 - 26.2 3.7

0300 - 0400 4 0 1 1 2 0 0 4 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3 0 0 0 0 0 0 0 0 - 26 1.5

0400 - 0500 22 6 6 4 6 0 0 12 0 10 0 0 0 0 0 0 0 0 0 0 0 9 10 2 1 0 0 0 0 0 0 29.9 26 3.4

0500 - 0600 64 6 13 8 37 0 0 30 0 34 0 0 0 0 0 0 0 0 0 0 5 21 30 5 3 0 0 0 0 0 0 29.4 26.1 4.2

0600 - 0700 241 42 48 72 79 0 0 161 1 79 0 0 0 0 0 0 0 0 0 1 34 110 72 22 2 0 0 0 0 0 0 27.9 24.2 4

0700 - 0800 409 110 112 94 93 0 1 293 0 113 0 0 1 0 0 0 0 1 1 16 78 209 92 11 0 1 0 0 0 0 1 26.2 22.7 5.6

0800 - 0900 444 110 123 96 115 0 3 355 0 85 0 0 1 0 0 0 0 0 8 26 92 194 111 13 0 0 0 0 0 0 0 26.3 22.1 4.5

0900 - 1000 244 73 79 46 46 0 0 162 0 80 1 1 0 0 0 0 0 0 0 4 29 105 88 17 0 0 0 1 0 0 0 28.3 24.4 4.4

1000 - 1100 134 37 32 33 32 0 0 88 0 43 1 1 1 0 0 0 0 0 0 1 17 62 36 16 1 1 0 0 0 0 0 29.3 24.8 4.8

1100 - 1200 130 33 34 30 33 0 1 100 0 28 1 0 0 0 0 0 0 0 0 2 16 62 39 9 1 1 0 0 0 0 0 28.7 24.5 4.4

1200 - 1300 138 27 35 35 41 0 1 96 0 40 1 0 0 0 0 0 0 0 1 2 44 78 11 1 0 0 0 0 1 0 0 24 21.3 4.6

1300 - 1400 144 33 37 33 41 0 1 104 0 38 0 1 0 0 0 0 0 0 0 4 19 79 34 7 1 0 0 0 0 0 0 26.8 23.1 4

1400 - 1500 123 20 28 33 42 0 0 92 0 23 7 0 0 1 0 0 0 0 0 6 34 58 23 1 0 0 0 0 0 0 1 26.1 22.1 5.8

1500 - 1600 190 33 44 42 71 0 0 150 0 38 0 0 1 0 1 0 0 0 0 0 17 118 51 2 1 0 0 0 0 0 1 26.4 24.1 5.3

1600 - 1700 206 40 55 52 59 0 0 180 0 23 0 1 0 1 0 1 0 0 0 1 37 100 57 6 2 1 1 0 0 0 1 28.2 24 5.3

1700 - 1800 199 35 57 56 51 0 0 174 0 24 0 1 0 0 0 0 0 0 0 1 21 114 33 3 1 0 13 0 3 5 5 31.9 27.6 13.2

1800 - 1900 166 47 43 43 33 0 1 140 0 25 0 0 0 0 0 0 0 0 0 1 14 66 66 10 1 1 3 0 1 1 2 28.3 26.4 9.6

1900 - 2000 114 27 40 28 19 0 1 90 0 23 0 0 0 0 0 0 0 0 0 1 15 53 38 6 0 0 0 1 0 0 0 27.6 24.1 4.4

2000 - 2100 76 21 22 17 16 0 0 65 0 11 0 0 0 0 0 0 0 0 0 4 5 34 31 2 0 0 0 0 0 0 0 27.1 23.8 4

2100 - 2200 52 12 16 12 12 0 0 40 0 12 0 0 0 0 0 0 0 0 0 1 4 19 26 2 0 0 0 0 0 0 0 28 24.6 3.7

2200 - 2300 16 10 6 0 0 0 0 14 0 2 0 0 0 0 0 0 0 0 0 0 0 5 9 2 0 0 0 0 0 0 0 31 27.6 3.1

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 2527 598 679 593 657 0 8 1934 0 560 11 5 4 2 1 1 0 1 10 64 418 1245 641 96 8 5 17 1 5 6 11 27.3 23.7 6.6

0600 - 2200 3010 700 805 722 783 0 9 2290 1 685 11 5 4 2 1 1 0 1 10 71 476 1461 808 128 10 5 17 2 5 6 11 27.3 23.8 6.2

0600 - 0000 3026 710 811 722 783 0 9 2304 1 687 11 5 4 2 1 1 0 1 10 71 476 1466 817 130 10 5 17 2 5 6 11 27.4 23.8 6.2

0000 - 0000 3147 732 839 743 833 0 9 2367 1 745 11 5 4 2 1 1 0 1 10 72 481 1504 879 141 14 5 17 2 5 6 11 27.6 23.9 6.2

Wednesday 02 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 338 0 110 115 113 0 2 253 0 81 1 0 1 0 0 0 0 0 11 13 54 168 79 12 1 0 0 0 0 0 0 26.9 22.5 4.9

0800 - 0900 403 123 129 79 72 1 2 303 0 96 0 0 0 0 0 1 0 0 15 35 95 151 87 15 1 2 0 0 0 1 1 26.8 21.7 7.3

0900 - 1000 248 66 62 61 59 1 0 154 0 82 10 0 0 1 0 0 0 0 0 4 36 127 69 11 0 1 0 0 0 0 0 26.6 23.5 3.8

1000 - 1100 149 48 33 35 33 0 0 101 0 46 0 1 1 0 0 0 0 0 1 0 14 55 67 12 0 0 0 0 0 0 0 29.1 24.9 4

1100 - 1200 103 25 31 28 19 0 0 66 0 37 0 0 0 0 0 0 0 0 0 1 10 51 32 7 2 0 0 0 0 0 0 27.9 24.7 4

1200 - 1300 134 29 37 36 32 0 1 83 0 48 2 0 0 0 0 0 0 0 0 0 14 60 53 6 1 0 0 0 0 0 0 28.4 24.8 3.6

1300 - 1400 118 29 28 34 27 0 0 71 0 39 8 0 0 0 0 0 0 0 1 3 19 51 38 5 1 0 0 0 0 0 0 27.2 23.3 4.3

1400 - 1500 113 23 26 28 36 0 0 75 0 30 7 0 0 0 1 0 0 0 1 8 17 59 28 0 0 0 0 0 0 0 0 25.8 22.4 4.2

1500 - 1600 127 20 34 48 25 0 1 79 0 39 8 0 0 0 0 0 0 0 3 8 37 67 9 3 0 0 0 0 0 0 0 23.9 20.7 4.2

1600 - 1700 148 36 33 44 35 0 0 119 1 24 3 0 0 0 1 0 0 0 4 24 55 59 5 1 0 0 0 0 0 0 0 23 18.9 4.4

1700 - 1800 168 37 32 49 50 0 1 146 1 14 5 0 0 0 1 0 0 0 3 30 98 33 3 1 0 0 0 0 0 0 0 21.3 17.8 3.6

1800 - 1900 276 86 65 79 46 0 0 257 0 14 4 0 0 0 1 0 0 0 0 2 60 176 26 5 3 2 1 0 0 1 0 24.7 22.6 4.6

1900 - 2000 102 58 44 0 0 0 0 88 0 14 0 0 0 0 0 0 0 0 1 1 16 50 31 3 0 0 0 0 0 0 0 26.3 23.1 3.8

2000 - 2100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2100 - 2200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2200 - 2300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -



Tubes Parked On


Tubes Parked On

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 2325 522 620 636 547 2 7 1707 2 550 48 1 2 1 4 1 0 0 39 128 509 1057 496 78 9 5 1 0 0 2 1 26.5 22.2 5.3

0600 - 2200 2427 580 664 636 547 2 7 1795 2 564 48 1 2 1 4 1 0 0 40 129 525 1107 527 81 9 5 1 0 0 2 1 26.6 22.3 5.2

0600 - 0000 2427 580 664 636 547 2 7 1795 2 564 48 1 2 1 4 1 0 0 40 129 525 1107 527 81 9 5 1 0 0 2 1 26.6 22.3 5.2

0000 - 0000 2427 580 664 636 547 2 7 1795 2 564 48 1 2 1 4 1 0 0 40 129 525 1107 527 81 9 5 1 0 0 2 1 26.6 22.3 5.2

Thursday 03 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0800 - 0900 216 0 34 94 88 0 1 157 0 56 1 0 0 1 0 0 0 0 1 8 32 98 61 9 2 2 0 0 0 0 3 27.2 24.3 9.7

0900 - 1000 230 70 62 48 50 0 0 167 1 61 1 0 0 0 0 0 0 0 0 2 31 93 87 15 2 0 0 0 0 0 0 28.2 24.4 4

1000 - 1100 124 38 32 32 22 0 0 90 0 31 3 0 0 0 0 0 0 0 0 2 25 59 37 1 0 0 0 0 0 0 0 26.8 23 3.6

1100 - 1200 112 29 29 32 22 0 0 72 1 38 1 0 0 0 0 0 0 0 0 3 20 45 37 5 1 1 0 0 0 0 0 28.3 23.9 4.5

1200 - 1300 108 25 24 28 31 0 0 71 0 37 0 0 0 0 0 0 0 0 1 3 14 55 29 6 0 0 0 0 0 0 0 27.9 23.6 4.3

1300 - 1400 145 25 38 41 41 0 0 90 0 55 0 0 0 0 0 0 0 0 0 3 23 71 40 7 1 0 0 0 0 0 0 27.5 23.6 4.2

1400 - 1500 114 29 23 32 30 0 0 74 0 38 2 0 0 0 0 0 0 0 1 7 16 45 33 10 2 0 0 0 0 0 0 28.9 23.5 5.2

1500 - 1600 180 40 48 41 51 0 0 137 0 43 0 0 0 0 0 0 0 0 0 2 14 100 53 9 2 0 0 0 0 0 0 27.2 24.1 3.6

1600 - 1700 180 40 53 39 48 0 1 153 0 24 0 0 1 1 0 0 0 0 0 3 17 105 44 4 1 0 2 1 0 0 3 26.9 25.1 9.8

1700 - 1800 231 57 52 66 56 1 0 209 0 20 1 0 0 0 0 0 0 0 1 3 66 113 32 8 2 2 0 1 1 0 2 26.2 23.1 8.1

1800 - 1900 178 47 57 31 43 0 1 152 0 25 0 0 0 0 0 0 0 0 0 2 25 114 31 1 1 2 0 0 0 1 1 26.2 23.6 7.3

1900 - 2000 119 32 28 36 23 0 2 101 0 16 0 0 0 0 0 0 0 0 0 1 16 48 37 14 2 0 0 0 0 0 1 29.8 25.1 5.9

2000 - 2100 20 20 0 0 0 0 0 17 0 3 0 0 0 0 0 0 0 0 0 0 2 11 6 1 0 0 0 0 0 0 0 27.6 24.2 3.5

2100 - 2200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2200 - 2300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

2300 - 0000 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 1900 1818 400 452 484 482 1 3 1372 2 428 9 0 1 2 0 0 0 0 4 38 283 898 484 75 14 7 2 2 1 1 9 27.2 23.9 6.6

0600 - 2200 1957 452 480 520 505 1 5 1490 2 447 9 0 1 2 0 0 0 0 4 39 301 957 527 90 16 7 2 2 1 1 10 27.3 24 6.6

0600 - 0000 1957 452 480 520 505 1 5 1490 2 447 9 0 1 2 0 0 0 0 4 39 301 957 527 90 16 7 2 2 1 1 10 27.3 24 6.6

0000 - 0000 1957 452 480 520 505 1 5 1490 2 447 9 0 1 2 0 0 0 0 4 39 301 957 527 90 16 7 2 2 1 1 10 27.3 24 6.6

Friday 04 November 2016




0000 - 0100 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0100 - 0200 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0200 - 0300 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0300 - 0400 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0400 - 0500 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0500 - 0600 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0600 - 0700 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 - - -

0700 - 0800 313 0 97 104 112 0 3 243 0 66 1 0 0 0 0 0 0 0 2 10 55 151 80 14 0 0 0 0 0 1 0 26.9 23 4.8

0800 - 0900 356 99 93 82 82 0 2 268 0 85 0 0 1 0 0 0 0 0 5 13 79 167 81 10 0 0 0 1 0 0 0 26.7 22.4 4.7

0900 - 1000 196 58 50 41 47 0 1 141 0 54 0 0 0 0 0 0 0 0 1 3 21 85 76 8 2 0 0 0 0 0 0 27.6 24.2 3.8

1000 - 1100 122 28 35 30 29 0 1 89 0 32 0 0 0 0 0 0 0 0 0 0 13 63 44 2 0 0 0 0 0 0 0 27.5 23.9 3.3

1100 - 1200 112 33 30 22 27 0 0 75 1 35 1 0 0 0 0 0 0 0 0 0 17 51 41 3 0 0 0 0 0 0 0 27.5 23.9 3.5

1200 - 1300 118 30 25 32 31 0 4 81 0 33 0 0 0 0 0 0 0 0 0 1 11 44 57 5 0 0 0 0 0 0 0 28.1 24.7 3.7

1300 - 1400 150 39 42 34 35 0 1 116 0 33 0 0 0 0 0 0 0 0 0 0 13 61 66 8 1 0 0 0 0 0 1 28.1 25.2 5.4

1400 - 1500 186 39 54 46 47 0 1 131 0 51 3 0 0 0 0 0 0 0 0 2 19 98 53 12 1 1 0 0 0 0 0 28.4 24.3 3.9

1500 - 1600 166 29 46 41 50 1 1 126 1 37 0 0 0 0 0 0 0 0 0 3 21 78 58 5 1 0 0 0 0 0 0 28.1 23.9 3.9

1600 - 1700 198 55 46 52 45 0 0 161 1 28 7 0 1 0 0 0 0 0 0 7 48 97 32 3 8 0 1 1 0 0 1 26.4 23.1 6.6

1700 - 1800 184 30 46 47 61 1 1 137 0 36 9 0 0 0 0 0 0 0 2 9 46 84 27 6 1 1 1 2 0 0 5 27.2 23.9 10.9

1800 - 1900 185 57 50 37 41 1 1 132 0 39 12 0 0 0 0 0 0 0 1 10 46 87 31 7 0 0 0 0 0 0 3 25.8 22.9 10

1900 - 2000 120 40 31 29 20 0 3 92 0 23 1 0 1 0 0 0 0 0 0 5 40 50 20 4 0 1 0 0 0 0 0 26 21.8 4.5

2000 - 2100 98 25 21 25 27 0 1 73 0 16 8 0 0 0 0 0 0 0 1 5 12 51 26 3 0 0 0 0 0 0 0 26.2 22.6 4.5

2100 - 2200 52 11 10 17 14 0 2 38 1 9 2 0 0 0 0 0 0 0 0 2 5 29 15 1 0 0 0 0 0 0 0 26.9 23.1 3.8

2200 - 2300 50 18 12 9 11 1 0 42 0 5 2 0 0 0 0 0 0 0 2 3 5 26 11 2 1 0 0 0 0 0 0 27 22.6 5.5

2300 - 0000 33 9 9 9 6 0 0 26 0 5 2 0 0 0 0 0 0 0 0 0 6 21 6 0 0 0 0 0 0 0 0 25.8 23 2.9

0700 - 1900 2286 497 614 568 607 3 16 1700 3 529 33 0 2 0 0 0 0 0 11 58 389 1066 646 83 14 2 2 4 0 1 10 27.4 23.6 6

0600 - 2200 2556 573 676 639 668 3 22 1903 4 577 44 0 3 0 0 0 0 0 12 70 446 1196 707 91 14 3 2 4 0 1 10 27.2 23.4 5.9

0600 - 0000 2639 600 697 657 685 4 22 1971 4 587 48 0 3 0 0 0 0 0 14 73 457 1243 724 93 15 3 2 4 0 1 10 27.2 23.4 5.8

0000 - 0000 2639 600 697 657 685 4 22 1971 4 587 48 0 3 0 0 0 0 0 14 73 457 1243 724 93 15 3 2 4 0 1 10 27.2 23.4 5.8

Saturday 05 November 2016




0000 - 0100 26 4 9 8 5 0 2 21 0 3 0 0 0 0 0 0 0 0 0 0 3 15 7 1 0 0 0 0 0 0 0 28.3 23.9 4

0100 - 0200 15 3 4 3 5 0 1 9 0 4 1 0 0 0 0 0 0 0 0 0 0 8 6 1 0 0 0 0 0 0 0 26.5 24.9 2.4

0200 - 0300 6 3 0 1 2 0 0 2 0 3 1 0 0 0 0 0 0 0 0 0 2 2 1 1 0 0 0 0 0 0 0 - 23.8 5.3

0300 - 0400 6 2 0 1 3 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 3 2 1 0 0 0 0 0 0 0 - 25.8 4.5

0400 - 0500 13 1 0 7 5 0 0 7 0 4 2 0 0 0 0 0 0 0 0 0 5 7 1 0 0 0 0 0 0 0 0 23.8 21.4 2.7

0500 - 0600 32 10 7 8 7 0 0 20 0 12 0 0 0 0 0 0 0 0 0 0 4 12 12 3 1 0 0 0 0 0 0 29.8 25.2 4.8

0600 - 0700 62 14 20 16 12 0 1 34 0 27 0 0 0 0 0 0 0 0 0 1 10 27 21 3 0 0 0 0 0 0 0 28.3 23.9 4

0700 - 0800 106 19 25 34 28 1 0 64 0 31 10 0 0 0 0 0 0 0 0 3 11 48 37 7 0 0 0 0 0 0 0 27.5 23.8 3.9

0800 - 0900 181 43 53 51 34 1 1 129 0 36 13 0 0 0 0 1 0 0 0 8 38 91 41 3 0 0 0 0 0 0 0 25.9 22.2 3.9

0900 - 1000 161 50 37 34 40 0 2 105 0 40 13 0 0 0 0 1 0 0 0 12 29 76 34 10 0 0 0 0 0 0 0 26.6 22.5 4.6

1000 - 1100 170 39 48 43 40 1 1 108 0 44 16 0 0 0 0 0 0 0 0 12 35 69 50 4 0 0 0 0 0 0 0 26.5 22.3 4.3

1100 - 1200 152 39 39 32 42 1 1 115 1 25 9 0 0 0 0 0 0 0 0 9 35 83 25 0 0 0 0 0 0 0 0 25.1 21.8 3.9

1200 - 1300 194 53 53 46 42 0 1 145 0 31 15 0 1 1 0 0 0 0 1 8 36 82 57 9 0 1 0 0 0 0 0 27.3 23 4.9

1300 - 1400 143 42 38 29 34 0 2 107 0 26 7 0 0 0 1 0 0 0 2 7 44 59 24 6 0 0 0 0 0 0 1 26.1 21.9 6.3

1400 - 1500 125 34 32 24 35 0 0 104 1 16 4 0 0 0 0 0 0 0 1 4 23 75 20 2 0 0 0 0 0 0 0 25.3 21.9 3.7

1500 - 1600 125 35 32 20 38 2 0 96 0 24 3 0 0 0 0 0 0 0 2 4 31 49 36 3 0 0 0 0 0 0 0 26.7 22.1 4.5

1600 - 1700 133 33 36 28 36 0 1 109 0 15 8 0 0 0 0 0 0 0 1 14 48 52 16 2 0 0 0 0 0 0 0 24.8 20.2 4.6

1700 - 1800 173 46 42 49 36 0 0 139 0 26 7 0 0 0 0 1 0 0 0 1 43 90 34 4 1 0 0 0 0 0 0 26.4 22.7 3.5

1800 - 1900 128 38 35 36 19 0 1 108 0 17 1 1 0 0 0 0 0 0 0 0 31 75 19 3 0 0 0 0 0 0 0 25.5 22.4 3.2

1900 - 2000 103 28 30 30 15 0 0 85 0 18 0 0 0 0 0 0 0 0 1 2 19 52 25 4 0 0 0 0 0 0 0 27.2 22.8 4.2

2000 - 2100 78 32 19 13 14 0 0 64 1 13 0 0 0 0 0 0 0 0 0 0 14 45 18 1 0 0 0 0 0 0 0 26.6 22.6 3.3

2100 - 2200 73 25 24 14 10 0 0 61 0 12 0 0 0 0 0 0 0 0 0 2 25 34 8 3 1 0 0 0 0 0 0 25.3 21.6 4.3

2200 - 2300 46 15 16 10 5 0 0 36 0 10 0 0 0 0 0 0 0 0 0 0 8 27 11 0 0 0 0 0 0 0 0 25.5 22.9 2.9

2300 - 0000 19 2 1 12 4 0 1 18 0 0 0 0 0 0 0 0 0 0 1 13 3 1 0 0 1 0 0 0 0 0 0 16.4 14.8 6.3

0700 - 1900 1791 471 470 426 424 6 10 1329 2 331 106 1 1 1 1 3 0 0 7 82 404 849 393 53 1 1 0 0 0 0 1 26.3 22.2 4.4

Vehicle Speed



Tubes Parked On

Tubes Parked On


0600 - 2200 2107 570 563 499 475 6 11 1573 3 401 106 1 1 1 1 3 0 0 8 87 472 1007 465 64 2 1 0 0 0 0 1 26.5 22.3 4.4

0600 - 0000 2172 587 580 521 484 6 12 1627 3 411 106 1 1 1 1 3 0 0 9 100 483 1035 476 64 3 1 0 0 0 0 1 26.3 22.3 4.4

0000 - 0000 2270 610 600 549 511 6 15 1689 3 440 110 1 1 1 1 3 0 0 9 100 497 1082 505 71 4 1 0 0 0 0 1 26.4 22.3 4.4

Sunday 06 November 2016




0000 - 0100 6 1 2 3 0 0 0 6 0 0 0 0 0 0 0 0 0 0 1 4 0 0 0 1 0 0 0 0 0 0 0 - 15.8 9.6

0100 - 0200 2 1 1 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 - 17.2 2.9

0200 - 0300 20 2 12 3 3 0 0 18 0 1 1 0 0 0 0 0 0 0 10 7 3 0 0 0 0 0 0 0 0 0 0 15.6 10.3 3.5

0300 - 0400 4 2 0 2 0 0 0 3 0 1 0 0 0 0 0 0 0 0 0 2 1 0 1 0 0 0 0 0 0 0 0 - 17.9 6.2

0400 - 0500 9 0 5 1 3 0 0 8 0 1 0 0 0 0 0 0 0 0 3 5 1 0 0 0 0 0 0 0 0 0 0 - 9.9 3.7

0500 - 0600 28 0 15 6 7 0 0 21 0 6 1 0 0 0 0 0 0 0 1 1 6 8 9 3 0 0 0 0 0 0 0 28.8 23 5.6

0600 - 0700 26 7 5 7 7 0 0 17 0 9 0 0 0 0 0 0 0 0 0 0 4 12 8 2 0 0 0 0 0 0 0 27.5 23.9 3.9

0700 - 0800 64 11 12 18 23 0 1 41 0 21 1 0 0 0 0 0 0 0 0 1 5 20 33 5 0 0 0 0 0 0 0 28.7 25.3 3.7

0800 - 0900 98 17 20 30 31 3 2 58 0 28 7 0 0 0 0 0 0 0 0 1 15 30 40 11 0 0 1 0 0 0 0 29.7 24.9 4.9

0900 - 1000 148 29 37 37 45 2 0 107 0 36 3 0 0 0 0 0 0 0 0 2 28 69 46 3 0 0 0 0 0 0 0 26.8 23.2 3.6

1000 - 1100 149 34 49 37 29 0 0 120 0 29 0 0 0 0 0 0 0 0 0 2 18 75 45 7 0 0 0 0 1 1 0 27.8 24.3 5.6

1100 - 1200 160 37 43 37 43 2 1 127 0 30 0 0 0 0 0 0 0 0 0 4 15 93 38 8 2 0 0 0 0 0 0 27.6 23.7 3.9

1200 - 1300 159 35 37 34 53 0 0 137 0 21 0 1 0 0 0 0 0 0 2 2 21 90 37 7 0 0 0 0 0 0 0 27 23.3 4.2

1300 - 1400 133 31 39 31 32 0 0 114 0 17 1 0 0 1 0 0 0 0 2 4 10 81 34 0 0 0 0 0 0 1 1 26 23.6 8.5

1400 - 1500 113 25 35 27 26 1 0 102 0 9 1 0 0 0 0 0 0 0 0 0 9 68 30 5 1 0 0 0 0 0 0 27.8 24 3.4

1500 - 1600 122 25 33 34 30 0 1 96 0 25 0 0 0 0 0 0 0 0 0 3 5 75 29 10 0 0 0 0 0 0 0 26.5 23.8 3.7

1600 - 1700 142 37 39 43 23 0 1 123 0 18 0 0 0 0 0 0 0 0 0 0 12 55 66 8 1 0 0 0 0 0 0 27.4 24.8 3.3

1700 - 1800 136 32 26 37 41 0 0 121 0 15 0 0 0 0 0 0 0 0 0 1 11 63 53 8 0 0 0 0 0 0 0 27.9 24.4 3.5

1800 - 1900 123 37 36 29 21 0 1 108 0 13 1 0 0 0 0 0 0 0 1 2 21 61 27 9 2 0 0 0 0 0 0 28.3 23.6 4.5

1900 - 2000 113 40 35 20 18 0 0 95 0 18 0 0 0 0 0 0 0 0 0 4 9 55 39 5 1 0 0 0 0 0 0 27.5 23.9 4.2

2000 - 2100 78 26 19 17 16 0 1 62 0 14 0 0 0 1 0 0 0 0 0 0 8 41 26 1 2 0 0 0 0 0 0 27.4 24.3 3.6

2100 - 2200 51 10 19 14 8 0 0 39 0 12 0 0 0 0 0 0 0 0 1 1 7 22 16 2 2 0 0 0 0 0 0 27.7 23.9 5.3

2200 - 2300 34 11 7 8 8 0 0 30 0 4 0 0 0 0 0 0 0 0 0 0 0 20 13 1 0 0 0 0 0 0 0 28.5 25.1 2.9

2300 - 0000 27 9 3 7 8 0 0 20 0 7 0 0 0 0 0 0 0 0 0 0 4 11 8 3 1 0 0 0 0 0 0 30.7 24.6 5

0700 - 1900 1547 350 406 394 397 8 7 1254 0 262 14 1 0 1 0 0 0 0 5 22 170 780 478 81 6 0 1 0 1 2 1 27.5 24 4.7

0600 - 2200 1815 433 484 452 446 8 8 1467 0 315 14 1 0 2 0 0 0 0 6 27 198 910 567 91 11 0 1 0 1 2 1 27.5 24 4.6

0600 - 0000 1876 453 494 467 462 8 8 1517 0 326 14 1 0 2 0 0 0 0 6 27 202 941 588 95 12 0 1 0 1 2 1 27.5 24 4.6

0000 - 0000 1945 459 529 482 475 8 8 1575 0 335 16 1 0 2 0 0 0 0 21 46 215 949 598 99 12 0 1 0 1 2 1 27.4 23.8 4.9

Virtual Day (7)




0000 - 0100 8 2 2 3 1 0 0 6 0 1 0 0 0 0 0 0 0 0 0 1 1 4 2 1 0 0 0 0 0 0 0 - 23.3 5.4

0100 - 0200 4 1 1 1 1 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 1 2 0 0 0 0 0 0 0 0 - 24.3 4.3

0200 - 0300 6 1 2 1 1 0 0 4 0 2 0 0 0 0 0 0 0 0 1 1 1 1 1 0 0 0 0 0 0 0 0 - 17.8 8.2

0300 - 0400 3 1 0 1 1 0 0 2 0 1 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 0 0 0 0 - 23.5 5.3

0400 - 0500 9 1 2 3 3 0 0 5 0 3 0 0 0 0 0 0 0 0 0 1 1 4 2 0 0 0 0 0 0 0 0 - 21.8 6.2

0500 - 0600 27 4 7 5 11 0 0 15 0 12 0 0 0 0 0 0 0 0 0 1 3 10 10 2 1 0 0 0 0 0 0 29 24.6 4.6

0600 - 0700 84 14 19 24 27 0 1 57 0 27 0 0 0 0 0 0 0 0 0 2 15 38 24 4 0 0 0 0 0 0 0 27.2 23.3 4.2

0700 - 0800 236 33 67 68 68 0 1 175 0 57 2 0 0 0 0 0 0 0 5 9 44 112 56 9 0 0 0 0 0 0 0 26.7 22.5 5.2

0800 - 0900 301 72 81 75 73 1 2 226 0 68 3 0 0 0 0 0 0 0 5 16 64 133 72 10 0 1 0 0 0 0 1 26.6 22.4 5.9

0900 - 1000 203 59 53 44 46 1 1 139 0 58 4 0 0 0 0 0 0 0 0 4 29 95 64 10 1 0 0 0 0 0 0 27.6 23.7 4.1

1000 - 1100 137 36 37 34 30 0 0 96 0 37 3 0 0 0 0 0 0 0 0 3 19 63 45 6 0 0 0 0 0 0 0 27.5 23.9 4.5

1100 - 1200 127 32 34 30 31 0 1 90 0 34 2 0 0 0 0 0 0 0 0 3 18 65 33 6 1 0 0 0 0 0 0 27.6 23.6 4.3

1200 - 1300 135 32 33 34 36 0 1 94 0 37 3 0 0 0 0 0 0 0 1 2 21 65 40 6 0 0 0 0 0 0 0 27.7 23.5 4.4

1300 - 1400 133 32 36 33 33 0 1 96 0 34 2 0 0 0 0 0 0 0 1 3 20 64 39 6 1 0 0 0 0 0 0 27.3 23.6 5.6

1400 - 1500 130 28 32 33 37 0 0 95 0 30 3 0 0 0 0 0 0 0 0 4 20 68 31 6 1 0 0 0 0 0 0 26.7 23.2 4.5

1500 - 1600 155 32 39 39 45 0 0 117 0 35 2 0 0 0 0 0 0 0 1 4 23 82 39 5 1 0 0 0 0 0 0 26.5 23.2 4.7

1600 - 1700 175 41 45 46 43 0 0 149 0 22 3 0 0 0 0 0 0 0 1 7 36 85 35 5 2 1 2 0 0 0 1 26.9 23.3 7.1

1700 - 1800 188 43 44 51 50 0 0 162 0 22 3 0 0 0 0 0 0 0 1 7 50 91 28 5 1 1 2 1 1 1 2 26.2 23.2 8.8

1800 - 1900 169 54 46 40 29 0 1 145 0 21 3 0 0 0 0 0 0 0 0 3 31 93 31 5 1 1 1 0 1 0 1 26.8 23.7 7.7

1900 - 2000 109 33 35 25 17 0 1 90 0 18 0 0 0 0 0 0 0 0 0 2 19 51 31 5 0 0 0 0 0 0 0 27.2 23.4 4.8

2000 - 2100 61 22 15 12 13 0 0 49 0 10 1 0 0 0 0 0 0 0 0 2 8 28 21 2 0 0 0 0 0 0 0 27.3 23.7 4.5

2100 - 2200 40 10 12 10 8 0 0 31 0 8 0 0 0 0 0 0 0 0 0 1 7 18 12 1 1 0 0 0 0 0 0 27.2 23.4 4.7

2200 - 2300 27 10 7 5 5 0 0 22 0 4 0 0 0 0 0 0 0 0 0 0 2 13 9 1 0 0 0 0 0 0 0 28.5 24.1 4.5

2300 - 0000 14 3 3 5 3 0 0 11 0 2 0 0 0 0 0 0 0 0 0 2 2 5 4 1 0 0 0 0 0 0 0 29 22.6 6

0700 - 1900 2089 493 548 526 521 3 10 1583 2 453 32 1 2 1 1 1 0 0 15 65 374 1015 512 79 9 5 6 1 2 2 6 27.1 23.2 5.9

0600 - 2200 2384 572 629 596 586 3 12 1810 2 517 34 1 2 1 1 1 0 0 16 72 423 1151 600 91 10 5 6 1 2 2 6 27 23.3 5.7

0600 - 0000 2425 585 639 606 594 3 12 1844 2 523 34 1 2 1 1 1 0 0 16 74 427 1169 612 93 11 5 6 1 2 2 6 27.1 23.3 5.7

0000 - 0000 2482 595 654 619 613 3 12 1879 2 543 35 1 2 1 1 1 0 0 19 77 433 1191 630 97 12 5 6 1 2 2 6 27.1 23.3 5.7

Virtual Week (1)




Mon 2986 735 769 748 734 3 21 2264 4 686 3 2 1 0 0 1 1 0 32 83 557 1495 650 107 12 13 19 2 4 3 9 26.9 23.1 6

Tue 3147 732 839 743 833 0 9 2367 1 745 11 5 4 2 1 1 0 1 10 72 481 1504 879 141 14 5 17 2 5 6 11 27.6 23.9 6.2

Wed 2427 580 664 636 547 2 7 1795 2 564 48 1 2 1 4 1 0 0 40 129 525 1107 527 81 9 5 1 0 0 2 1 26.6 22.3 5.2

Thu 1957 452 480 520 505 1 5 1490 2 447 9 0 1 2 0 0 0 0 4 39 301 957 527 90 16 7 2 2 1 1 10 27.3 24 6.6

Fri 2639 600 697 657 685 4 22 1971 4 587 48 0 3 0 0 0 0 0 14 73 457 1243 724 93 15 3 2 4 0 1 10 27.2 23.4 5.8

Sat 2270 610 600 549 511 6 15 1689 3 440 110 1 1 1 1 3 0 0 9 100 497 1082 505 71 4 1 0 0 0 0 1 26.4 22.3 4.4

Sun 1945 459 529 482 475 8 8 1575 0 335 16 1 0 2 0 0 0 0 21 46 215 949 598 99 12 0 1 0 1 2 1 27.4 23.8 4.9

17371 4168 4578 4335 4290 24 87 13151 16 3804 245 10 12 8 6 6 1 1 130 542 3033 8337 4410 682 82 34 42 10 11 15 43 27.1 23.3 5.7

Vehicle Speed




New Malden, LondonParking Beat Study

DateTuesday 01 November 2016

WeatherCloudyTemp 13°C

ZONE Location Description Legal Parking Spaces Vehicles Stress Vehicles Stress Vehicles Stress Vehicles Stress Vehicles Stress

A1South side of South Lane, between Sheephouse Way and Lawrence

Avenue11 2 18% 2 18% 1 9% 2 18% 2 18%

A2 South side of South Lane, between Lawrence Avenue and Millais Road 31 8 26% 6 19% 5 16% 9 29% 8 26%

A3 South side of South Lane, between Millais Road and Malden Way 22 1 5% 0 0% 1 5% 0 0% 0 0%

A4 North side of South Lane, between Malden Way and Amberwood Rise 6 1 17% 1 17% 1 17% 1 17% 1 17%

A5 North side of South Lane, between Amberwood Rise and Aldridge Rise 32 8 25% 6 19% 7 22% 5 16% 3 9%

A6 North side of South Lane, between Aldridge Rise and Sheephouse Way 35 8 23% 8 23% 8 23% 8 23% 9 26%

137 28 20% 23 17% 23 17% 25 18% 23 17%

15:00 18:00 22:0008:00

ZONE A TOTAL

12:00

New Malden, LondonParking Beat Study

DateSaturday 05 November 2016

WeatherCloudyTemp 13°C

ZONE Location Description Legal Parking Spaces Vehicles Stress Vehicles Stress Vehicles Stress Vehicles Stress Vehicles Stress

A1South side of South Lane, between Sheephouse Way and Lawrence

Avenue11 3 27% 2 18% 1 9% 1 9% 3 27%

A2 South side of South Lane, between Lawrence Avenue and Millais Road 31 8 26% 7 23% 7 23% 11 35% 8 26%

A3 South side of South Lane, between Millais Road and Malden Way 22 1 5% 1 5% 1 5% 0 0% 0 0%

A4 North side of South Lane, between Malden Way and Amberwood Rise 6 2 33% 2 33% 2 33% 1 17% 1 17%

A5 North side of South Lane, between Amberwood Rise and Aldridge Rise 32 4 13% 7 22% 7 22% 4 13% 5 16%

A6 North side of South Lane, between Aldridge Rise and Sheephouse Way 35 11 31% 12 34% 11 31% 8 23% 10 29%

137 29 21% 31 23% 29 21% 25 18% 27 20%

15:00 18:00 22:0008:00

ZONE A TOTAL

12:00



Feasibility Study

Appendix C TECHNICAL DRAWINGS

REVISION:DRAWING NUMBER:

CHECKED:DRAWN:

SCALES:

DATE:

PROJECT:

DRAWING TITLE:

REV

CLIENT:

DATEDETAILS

NOTE: THE PROPERTY OF THIS DRAWING AND DESIGN IS VESTED IN WYG ENVIRONMENT PLANNING TRANSPORT LTD. IT MUST NOT BE COPIED OR REPRODUCED IN ANY WAY WITHOUT THEIR PRIOR WRITTEN CONSENT.

A1

SHEET SIZE:

DRAWN

BY

CHECKED

BY

Royal Borough of

Kingston Upon Thames

South Lane Cycle Scheme


Option 1

As Shown

SJR NW 03.02.2017

A100391-SOU-002

WYG Transport

SCALES:


DRAWN: CHECKED: DATE:

A3

DRAWING TITLE:

PROJECT:

REV DETAILS DRAWN DATECHECKED

CLIENT:


SHEET SIZE:

Royal Borough of


South Lane, Kingston

South Lane Option 1:

Tiger Crossing at

Malden Way Underpass

1:500

TL NW 10.01.2017

A100391-SOU-003 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Amberwood Rise to

Millais Road

1:500

TL NW 10.01.2017

A100391-SOU-004 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Millais Road to

Aldridge Rise

1:500

TL NW 10.01.2017

A100391-SOU-005 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Aldridge Rise to

Lawrence Avanue

1:500

TL NW 10.01.2017

A100391-SOU-006 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Lawrence Avenue to

Sheephouse Way

1:500

TL NW 10.01.2017

A100391-SOU-007 -

WYG Transport


CHECKED:DRAWN:

SCALES:

DATE:

PROJECT:

DRAWING TITLE:

REV

CLIENT:

DATEDETAILS


A1

SHEET SIZE:

DRAWN

BY

CHECKED

BY

Royal Borough of




Option 2

1:1000

TL NW 07/02/2017

A100391-SOU-008

-

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Tiger Crossing at

Malden Way Underpass

1:200

TL NW 07.02.2017

A100391-SOU-009 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Amberwood Rise to

Millais Road

1:500

TL NW 07.02.2017

A100391-SOU-010 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Millais Road to Aldridge Rise

1:500

TL NW 07.02.2017

A100391-SOU-011 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Aldridge Rise to

Lawrence Avenue

1:500

TL NW 07.02.2017

A100391-SOU-012 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Lawrence Avenue

to Sheephouse Way

1:500

TL NW 07.02.2017

A100391-SOU-013 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




Option 2: Sheephouse Way

Roundabout

1:250

TL NW 07.02.2017

A100391-SOU-014 -

WYG Transport

SCALES:



A3

DRAWING TITLE:

PROJECT:


CLIENT:


SHEET SIZE:

Royal Borough of




South Lane/Sheephouse Way

Junction Alternative

1:250

TL NW 07.02.2017

A100391-SOU-015 -

WYG Transport

CHECKED DATEDRAWNDETAILSREV

REVISION:DRAWING NUMBER:CHECKED: DATE: SCALES:DRAWN:

A3


SHEET SIZE:

CLIENT:PROJECT:

DRAWING TITLE:

Royal Borough of Kingston Upon Thames


Swept Path Analysis

Refuse Vehicle & 12m Rigid Bus

1:250

TL NW 13.02.2017

A100391-SOU-016 -

WYG Transport



Feasibility Study

Appendix D CLOS ASSESSMENT

Cycle Level of Service (CLoS) Assessment

Factor Indicator Critical* Basic CLoS (score=0) Good CLoS (score=1) Highest CLoS (score=2) Score

Observations Existing Option 1 Option 2

Safety (48)

Collision Risk Left/right hook at

junctions

Heavy streams of

turning traffic cut

across main cycling

stream

Side road junctions frequent

and/or untreated. Conflicting

movements at major junctions

not separated

Fewer side road junctions. Use

of entry treatments. Conflicting

movements on cycle routes are

separated at major junctions

Side roads closed or footway is

continuous. All conflicting

streams separated at major

junctions

0 3 3

Both options treat side roads to promote safety.

Collision alongside or

from behind

Nearside lane in

range 3.2m to 4.0m

Cyclists in wide (4m+) nearside

traffic lanes or cycle lanes less

than 2m wide

Cyclists in dedicated cycle lanes

at least 2m wide

Cyclists separated from

motorised traffic 0 0 6

Option 2 separates cyclists from motor traffic physically.

Option 1 has dedicated lanes less than 2.0m wide.

Kerbside activity or risk

of collision with door

Cycle lanes <1.5m

alongside

parking/loading with

no buffer

Frequent kerbside activity /

effective width for cyclists of

1.5m

Less frequent kerbside activity /

effective width for cyclists of 2m

No kerbside activity / No

interaction with vehicles parking

or loading 0 3 6

There isn’t a lot of activity.

Other vehicle fails to

give way or disobeys

signals

Poor visibility, no route

continuity across junctions and

unclear priority

Clear route continuity through

junctions, good visibility, priority

clear for all users, visual priority

for cyclists across side roads

Cycle priority at signalised

junctions; visual priority for

cyclists across side roads 0 1 2

Option 1 improves route through side roads junctions and

Option 2 provides cyclists with high visibility at junctions

and provides several tiger crossings.

Feeling of

Safety

Separation from heavy

traffic

Cyclists in general traffic lanes

or cycle lanes less than 2m

Cycle lanes at least 2m wide Cyclists physically separated

from other traffic at junctions

and on links, or no heavy freight

0 0 2

Speed of traffic (where

cyclists are not

separated)

85th percentile

greater than 30mph

85th percentile greater than

25mph

85th percentile 20-25mph 85th percentile less than 20mph

3 3 3

85th percentile around 25

Total volume of traffic

(where cyclists are not

separated)

>1,000 vehicles/ hour

at peak

500 - 1,000 vehicles / hour at

peak (but becomes ‘critical’ if 5

per cent or more are HGVs

200 - 500 vehicles / hour at

peak (but becomes ‘basic’ if 2

per cent or more are HGVs)

<200 vehicles / hour at peak

0 0 0

Interaction with HGVs Frequent, close

interaction

Frequent interaction Occasional interaction No interaction 1 1 2

Occasional interaction with HGV currently, Option2 removes

cyclists from carriageway,

Social Safety Risk/fear of crime High risk: ‘ambush spots’,

loitering, poor maintenance

Low risk: area is open, well

designed and maintained

No fear of crime: high quality

streetscene and pleasant

interaction

2 2 2

Lighting Long stretches of darkness Short stretches of darkness Route lit thoroughly 2 2 2

Isolation Route passes far from other

activity, for most of the day

Route close to activity, for all of

the day

Route always overlooked 2 2 2

Impact of highway

design of behaviour

Layout encourages aggressive

behaviour

Layout controls behaviour

throughout

Layout encourages civilised

behaviour: negotiation and

forgiveness

1 2 2

Directness (8)

Journey Time Ability to maintain own

speed on links

Cyclists travel at speed of

slowest vehicle ahead (including

other cyclists)

Cyclists can usually pass other

vehicles (including cyclists)

Cyclists can always pass other

vehicles 0 1 1

Option 2 allows cyclists to pass all other vehicles on the

carriageway. However due to 1.5m width of lane cyclists

may not be able to pass other cyclists.

Delay to cyclists at

junctions

Journey time longer than motor

vehicles

Journey time around the same

as motor vehicles

Journey time less than motor

vehicles 1 1 2

Value of time For cyclists compared to

private car use (normal

weather conditions)

VOT greater than private car use

value due to some sitespecific

factors

VOT equivalent to private car

use value: similar delay-inducing

factors and convenience

VOT less than private car use

value due to attractive nature of

route

1 1 2

Option 2 provides a much more attractive experience to

cyclists. Providing them with their own dedicated space.

Directness Deviation of route

(against straight line or

nearest main road

alternative)

Deviation factor greater than 40

per cent

Deviation factor 20-40 per cent Deviation factor less than 20

per cent 2 2 2

Coherence (6)

Connections Ability to join/leave route

safely and easily

Cyclists cannot connect to other

routes without dismounting

Cyclists share connections with

motor traffic

Cyclists have dedicated

connections to other routes 1 1 2

Density of other routes Network density mesh width

>400m

Network density mesh width

250-400m

Network density mesh width

<250m 0 0 0

Way-finding Signing Basic direction signing (cyclists

follow road signs and markings)

Some cycle-specific direction

signing

Consistent signing of range of

routes and destinations at

decision points

0 2 2

Both options will provide signage at all significant decision

points.

Comfort (20)

Surface quality Defects: non cycle

friendly ironworks,

raised/ sunken

covers/gullies

Major defects Many minor defects Few minor defects Smooth, high-grip surface

3 3 6

Where option 1 is largely dependent on the existing

infrastructure (carriageway) Option 2 provides new,

dedicated, high quality infra.

Surface material Construction Hand-laid asphalt or unstable

blocks/sets

Machine laid asphalt concrete or

HRA; smooth blocks

Machine laid asphalt concrete;

smooth and firm blocks

undisturbed by turning vehicles

1 1 2

Effective width

without conflict

Clear nearside space in

secondary position or

motor vehicle speed/

volume in primary

position

Secondary: <1.5m

Primary: high motor

vehicle flow

Secondary: 1.5m Primary:

medium motor vehicle flow

Secondary: 1.5-2.0m Primary:

low motor vehicle flow

Secondary: >2.0m Primary: no

overtaking by motor vehicles

0 0 3

Gradient Uphill gradient over

100m

>5 per cent 3-5 per cent <3 percent 3 3 3

Deflections Pinch points caused by

horizontal deflections

(Remaining) lane width <3.2m (Remaining) lane width >4.0m

or <3.0m (low motor vehicle

flow)

Traffic is calmed so no need for

horizontal deflections 1 2 2*

Option 1: will remove horizontal deflections.

Option 2: No need for horizontal deflection as cycles are

separated.

Undulations Vertical deflections Round top humps Sinusoidal humps No vertical deflections 1 1 2

Option 1: raised tables and speed cushions

Option 2: no vertical deflection

Attractiveness (12)

Impact on

walking

Pedestrian Comfort Level

(PCL)

Reduction in PCL to C, D or E No impact on pedestrian

provision or PCL never lower

than B

Pedestrian provision enhanced

by cycling provision or PCL A 1 2 2

Option 1&2: Side roads will have tightened radii and raised

tables to improve crossability for peds.

Greening Green infrastructure or

sustainable materials

incorporated into design

No greening element Some greening elements Full integration of greening

elements 0 0 0

Air quality PM10 & NOX values

referenced from

concentration maps

Medium to High Low to Medium Low

2 2 2

Noise pollution Noise level from

recommended riding

>78DB 65-78DB <65DB - - -

range

Minimise street

clutter

Signing required to

support scheme layout

Large amounts of regulatory

signing to conform with complex

layout

Moderate amount of signing,

particularly around junctions

Minimal signing, eg for

wayfinding purposes only 0 1 2

Secure cycle

parking

Ease of access to secure

cycle parking on- and

off-street

No additional secure cycle

parking

Minimum levels of cycle parking

provided (ie to London Plan

standards)

Cycle parking is provided to

meet future demand and is of

good quality and securely

located

0 0 0

Adaptability (6)

Public transport

integration

Smooth transition

between modes or route

continuity maintained

through interchanges

No consideration for cyclists

within interchange area

Cycle route continuity

maintained through interchange

and some cycle parking

available

Cycle route continuity

maintained and secure cycle

parking provided. Transport of

cycles available

1 1 1

No cycle parking available but both options carry through

the cycle route at interchanges.

Flexibility Facility can be expanded

or layouts adopted

within area constraints

No adjustments are possible

within constraints. Road works

may require some closure

Links can be adjusted to meet

demand but junctions are

constrained by vehicle capacity

limitations. Road works will not

require closure; cycling will be

maintained although route

quality may be compromised to

some extent

Layout can be adapted freely

without constrain to meet

demand or collision risk.

Adjustments can be made to

maintain full route quality when

roadworks are present

2 2 2

The existing road has potential to be adapted (as evidenced

through our report) Both options leave room for future

improvements, though Option 1 is limited due to the

significant investments necessary in putting cyclists on the

carriageway.

Growth enabled Route matches predicted

usage and has

exceedence built into the

design

Provision does not match

current levels of demand

Provision is matched to

predicted demand flows

Provision has spare capacity for

large increases in predicted

cycle use 2 1 2

Option 1: Does not significantly change capacity.

Option 2: Is expected to provide enough capacity for future

use.

Total (100)

32 47 72

*for highlighted critical indicators, score is multiplied by 3 (basic=0, good=3, highest=6)

london borough of kingston upon thames · 2017-09-04 · london borough of kingston upon thames...

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