We have an informal request from Camden Council to provide our thoughts on what we think needs to be addressed in the Primrose Hill area that focuses on road safety, you will also need to bear in mind we only have a limited amount of budget for this scheme. Any thought will be greatly appreciated.
The boundaries are King Henry’s Road, Primrose Hill Road, Albert Terrace, Prince Albert Road and Gloucester Avenue
The smaller section of the map boundary is Delancy Street, Parkway and Camden High Street – this area only includes Delancy Street, Albert Street and Arlington Road
Primrose Hill 20 mph zone. Cycling Issues. Camden Cycling Campaign.
Traffic from Pratt Street and Camden High Street enters Delancey Street at high speeds and is still going fast when it reaches the narrowing on the approach to Arlington Road.
– the width of Delancey Street needs to be constant along this section, which would reduce speeds, prevent overtaking and reduce the pinch point effect .
– assuming a 20 mph limit, this road, which carries buses and HGVs, needs to be 3 metres wide (LCDS Fig 3.1)
Between Arlington Road and Albert Road, Delancey Street gets wider again (including a bus stop). When there is no bus, this provides opportunity for more speeding and overtaking and produces another pinch point at Albert Street.
– again, the width of Delancey Street needs to be constant along this section
Between Albert Road and Parkway Delancey Street is consistently wider; it might be worth considering a wide cycle lane to absorb some of the space.
Arlington Road at junction with Delancey Street
Arlington Road (a popular route for cyclists) already has traffic calming. People seem to experience difficulties crossing the busier and faster Delancey Street. Reduced speeds in Delancey Street should help.
Prince Albert Road
The section between Gloucester Gate and Albert Terrace has cycle lanes on both sides of the road (for most of the way). These are well below the minimum width and should be increased to at least 1.7 m. This narrowing of the road could help with speed reduction.
The southbound approach on St Marks Square has three traffic lanes; the two left-turn lanes are a potential hazard to cyclists. The left side feeder lane should be widened and should continue round the corner as far as the beginning of the cycle lane on Prince Albert Road.
Permeability: The space gained by reduction to two vehicle lanes should leave plenty of room for safe contraflow cycling. This provision would form a link between the Broadwalk via St Marks Bridge and Princess Road.
The cycle lanes stop to the east of the junction with Albert Terrace, which also lacks ASLs. Two lanes of traffic stack up on both of the approaches to the junction. Is this really necessary for a pedestrian crossing signal? We would prefer a road with good cycle lanes and two motor vehicle lanes. It is also hard for cyclists to turn right into Albert Terrace due to facing two lanes of oncoming traffic.
We suggest that speeds should be reduced on a section of Parkway close to North Bridge House School. (e.g. between Oval Road and the Outer Circle).
Oval Road/Gloucester Avenue
The right turn here is complex: cyclists have been through so many signals that they forget to watch for oncoming traffic.
Jean Dollimore. 13 October 2011.