Rationale
What is the overall aim/justification of the access restrictions and other changes taking place in Chiswick?
The objective of the Hounslow Streetspace programme is to provide more space for people to be able to observe social distancing, allowing people to safely access schools, jobs and services across the borough. This is in order to safeguard public health. It also aims to constrain growth in car travel through restricting through traffic on non-principal roads, and therefore create safer, healthier, and more pleasant environments for walking and cycling. This is considered to be particularly necessary at this time given the very significant reduction in the capacity of public transport services, and concerns by users for their safety as a consequence of the pandemic. If even a small proportion of people who previously travelled by public transport switch to car, traffic levels would rise enormously. Getting trips to instead be made by foot and by bike is therefore considered a key tool in keeping London moving. As noted in the government guidance, this may also feed into wider policies, e.g. tackling the climate emergency or air quality.
What is the justification for closing Turnham Green Terrace as a through route?
The trial closure of Turnham Green Terrace as a through-route for motor vehicles (except for buses) sought to reallocate road space to pedestrians, to aid social distancing and to encourage retail premises to operate from the temporarily widened footway (eg with tables and chairs).
How do access restrictions allow social distancing?
By suspending parking bays and reducing traffic volumes this increases the amount of the highway that can be used for pedestrians walking and queuing, hence assisting in helping people to observe social distancing. By creating more space for pedestrians on the highway it also provides opportunities for businesses to reopen safely (e.g. by managing some queuing outside their premises). In some case businesses have taken advantage of this space through applying for trading licences.
What evidence did Hounslow Council have that the residents of Chiswick were using their cars unnecessarily, and how much through traffic actually was there?
Before the pandemic, many car trips in London were short distances. About a third of all car trips could be walked by most people in under 25 minutes, and two thirds could be cycled in less than 20 minutes. TfL have identified that traffic on London streets reduced dramatically, at the height of the lockdown, and in turn, London’s air pollution fell in some areas by up to 50 per cent. We estimate that almost half (45%) of the car trips made up and down TGT in Feb 2020 had no origin or destination within a km of the road. Around 900 vehicle trips a day (12%) on the road were making trips that were less that 1km in length. By comparison school holiday traffic is typically only around 5% less than term time traffic. So we know there is scope for a change in behaviour amongst Londoners to reduce the amount of short trips and this would not just have immediate environmental benefits but also free up road space for those who have less choice in how they travel.
Is it true that Hounslow Council has imposed more road closures and parking restrictions in Chiswick than in any other part of the Borough?
No, Streetspace schemes announced to date across Phase 1 and Phase 2 are dispersed across the borough, roughly proportionate in number in each of the regions covered by the council’s area forums. It is the case that more of the early schemes were based in the east, this was skewed however by the work we had already started on the South Chiswick Liveable Neighbourhood being accelerated under the Streetspace programme.
What does the council say in response to claims that connectivity throughout the borough is being reduced because of closures on Turnham Green Terrace and Fishers Lane?
The closure of TGT and Fishers Lane is primarily a public health intervention to enable social distancing. However, they also contribute towards supporting people to travel by foot and by bike whereas previously they may not have felt comfortable doing so because of volume of traffic. In both cases the geometries of the road do not readily allow for dedicated cycle infrastructure to be introduced and traffic continue as per normal. During the discussion on Cycleway 9 it was a point often made that improved east-west links for cycles do not necessarily make the high road more accessible for local people, and north-south connectivity was also necessary to consider. Reductions in volumes on some of these routes through active traffic management may be necessary if that connectivity is to be realised. The reduction in traffic volumes on TGT should also speed up connectivity by bus (something that will be explored further in our interim review). It is acknowledged that connectivity by private vehicle has been constrained and the council is taking feedback on the impact of this through the trial as part of the accompanying consultation.
Why did the ‘Access Only’ signs at the top of Devonshire Road - at its junction with Chiswick High Road - not include access for the residents of the Glebe Estate, who normally access their homes via Devonshire Road? (By continuing to allow residents direct access to their homes would have meant less congestion on Chiswick High Road - tailing back from the Turnham Green Terrace and Chiswick Lane lights.
Granting some drivers exemptions from signed traffic restrictions is something that the Council is currently trialling at several locations in the borough. Once the results of these experiments are known we will be able to decide whether making exemptions from more restrictions (such as that in Devonshire Road) can be explored.
You have shut off a large number of parking spaces by Chiswick Police Station to provide social distancing. However, the flower market has been held twice since that time and a large number of people were gathered in that area. This seems counter to your strategy.
Less than 5% of parking space in the town centre have been suspended, and these measures are currently being reviewed. The flower market was a private event put on, compliant with government guidance.
Question for TfL - Chiswick appears in the top 5% for cycle use in London and is the highest in Outer London - why do you feel here is a need to encourage cycling here?
The rationale for investment in this corridor is covered in the cabinet paper of the 3 September 2019.
Is it the job of TFL to improve our health?
All public sector agencies have to consider health impacts when discharging their duties.
Why haven’t you closed Hounslow High St? Is it like the poll tax?
Changes to Hounslow High Street were part of Phase 2a of the Streetspace programme.
How is it fair to basically create private estates for part of Chiswick residents whilst we pay the road tax for use of these roads and get their increased traffic and pollution?
The council is trying to balance the requirement to reduce through traffic on residential roads whilst being mindful of the need to minimise inconvenience to residents as far as practicable. All roads remain open to pedestrians and cyclists.
Why would I now buy an electric car?
The council has not restricted access to town centre, or any residential area, by car. Electric Cars are therefore a useful way for many people to get around, particularly for trips that are not suitable to be made by walking or cycling.
What measures are proposed in order to effectively and comprehensively enforce speed restrictions across Chiswick?
Enforcement of speed limits is the responsibility of the Met Police.
The Secretary of State doesn't support 'hastily implemented schemes'. Given concerns raised, should all Chiswick schemes be removed?
All the street space schemes implemented in Chiswick have been progressed in line with the law and the guidance issued by the Secretary of State and the Mayor of London in May. These schemes have been informed by public engagement undertaken in May/June and the experimental traffic orders (“ETOs”) are subject to an objection period post-implementation. We have a thorough two stage review process for these schemes that is currently ongoing, with interim reviews for most schemes being completed and available before the end of the year. In the case of Cycleway 9 it is worth noting that the project is an evolution of one that started many years ago and has been through several rounds of consultation and engagement. Supporters of the scheme would be unlikely to say that this lengthy process could be described as 'hasty'. The statutory guidance was been updated last week and the council will be complying with this in respect to the progression of future schemes.
Does your planning experience consider the needs of the whole or just a select sector? Please explain.
The council needs to balance a wide range of considerations when progressing any scheme or initiative, and (like TfL) it has undertaken a balancing exercise. We have put in place a robust post-trial commencement process and a two-stage review procedure undertaken by an independent consultant to help ensure any schemes progressed are meeting their objectives.
Should road planning be standardised in every area or should be specific to needs of that community/locality?
The council needs to balance a wide range of considerations when progressing any scheme or initiative, including local context as appropriate.
