The Lea-Lee-Epping Cycle Circular Initial Scoping Document by AGP U.K./Ireland

Contents Foreword

Introduction

Aims and Objectives

The System Details

Supporting in Place Programmes and Previous Research Findings

Costings and Remuneration

Conclusion

Bibliography

Appendices

Dear All, The Lea-Lee-Epping Cycle Circular concept is an extensive and comprehensive cycle way that supports existing infrastructure and strategies which are active within the areas examined. A significant part of East London has been examined with recognition of the ongoing and existing intentions of sustainable transport initiatives in the area. As cycling has increased as a mode of transport in London in the past 20 years, facilitating this increase is paramount to the structure of this cycle circular concept. Enhancing metropolitan open land, green belt and urban infrastructure has been at the centre of this cycling concept. Given the distinct opportunities, enhancing this infrastructure to facilitate all pedestrian and cycling users and to support plans from all relevant stakeholders and authorities, indicates, that it is the correct path to pursue. The strategies ranging from immediate local (i.e. Lee Valley Regional Authority/Epping Forest District) to Local (i.e. Borough Councils) to Metropolitan (i.e. London Councils/Transport for London/Healthy Streets) to National (i.e. National Cycle Network/Department for Transport), have been taken into consideration within the design of this concept and it is aimed to support and compliment these strategies. The many benefits from this installation, would no doubt, reach out and embrace many other endeavours that are important to the public realm. The Lea-Lee-Epping Cycle Circular has aimed to take an all embracing approach, with this, it is understood that alterations, additions and modifications to existing infrastructure will need to take place, to satisfy the greater goals of socio-environmental and economic concern; Public Health, Air Quality and removing pressure from the Health System is also at the heart of this concept. Producing an official and recognised path also implements itâ&#x20AC;&#x2122;s existence within Digital Mapping and therefore could also be accessed by relevant technologies and that could aim to assist a tourist industry at a later stage. Yours Faithfully,

Joseph Francis Kelly (j.kelly80@outlook.com) 2

Introduction The Lea-Lee-Epping Cycle Circular is a comprehensive cycle way concept that compliments and supports existing and proposed cycling measures that are active and planned in London. The concept presents the potential routes, journeys, obstacles and remuneration measures that can make this an overall success. The supporting measures that could remunerate £145 million per annum and construct this cycling concept whilst encouraging a positive culture of public private partnership from it’s inception to implementation, are outlined in this document. In this Initial Scoping Document, the design of routes, adequate infrastructure and administrative measures have placed an introduction for further technical examination to take place, in the search to satisfy the introductory assessment process that may ensue thereafter. The Lea-Lee-Epping Cycle Circular has also sought to support a number of policy measures that are promoted in London; the Healthy Streets Approach, The Mayor’s Vision for London, Transport for London’s Strategic Cycling Analysis , the Mini Holland Scheme and the intentions of the National Bodies such as The Department for Transport, Cycling U.K. and Sustrans, among others. The Lea-Lee Epping Cycle Circular has been estimated at 33 miles (53.1km) in length, encompassing the boroughs of Waltham Forest, Enfield, Haringey, Redbridge, Newham, Hackney and Tower Hamlets, it also connects with the most southern parts of Essex County, namely in the Epping Forest District integrating with Public Transport stations at Epping and Loughton respectively. The Cycle Circular does prompt additions needed to enhance safer cycling facilities, these areas of more focused concentration, have been observed in more thorough form, to suggest potential solutions to overcome the obstacles in maintaining the minimum design standards, as set out by the London Cycling Design Standards (2014). With Safety, Directness, Comfort, Coherence, Attractiveness and Adaptability kept in my mind when creating this concept. The concept has also kept in view the need for adequate economic functioning, to become an instrumental part in bolstering existing and proposed cycling projects across London and The United Kingdom of Great Britain and Northern Ireland. The economic function suggests that implementing Borough based administration of necessary services relating to bicycle use, would create a positive cycle of economic remuneration, thus placing a flow of streamlined income befit for further use in other sustainable transport projects, while protecting cyclists and potential cyclists by overcoming resistance to change in the use of this mode. Satisfying the economical and infrastructural issues would be incomplete without focusing on the environmental and health benefits that are quite plentiful in comprehensive examination of this concept being implemented. The balancing of the modal split from commuting with motor vehicles, to bicycle and/or less fuel and spatially intensive based modes of transport have been presented in this document. The Lea-Lee-Epping has incorporated a dutiful manner of civic and commercial benefit within it’s design, that could signal a much needed addition to positively introduce a cultural mobility change, that can influence a positive series of events for users and authorities involved in it’s processes and functioning.

Aims and Objectives As the Lea-Lee-Epping Cycle Circular is an initial scoping document, this concept aims to adhere and recognise prior works and guidelines as much as possible, so that the overall feasibility of the concept is enhanced. With this, the key objectives of this cycling concept are;  To highlight and present safer traffic free routes  To satisfy the design factors of safety, directness, comfort, coherence, attractiveness and adaptability 1  To compliment and justify existing infrastructure (i.e. CS2, National Cycle Network #1)  To compliment and justify proposed infrastructure i.e. Mini Holland (Enfield and Waltham Forest)2  To integrate with public transport i.e. London Underground and National Rail  To remove conflict and danger from motor vehicular thoroughfares and cyclists/pedestrians  To create a culture of cycling thus furthermore bettering public health as a whole  To support existing sustainable transport programmes (from immediate Local to Metropolitan to National)  To increase employment through infrastructure modification, implementation and maintenance  To increase commercial activity i.e. service industry and tourism  To encourage a modal shift from using the automobile as a main source of transport  To use the guidelines and matrices set out by strategies and programmes relevant to the geography examined  To compliment the natural beauty of the relevant boroughs by increasing frequent imagery of the area As this initial scoping document aims to capture the wide ranging benefits of this cycling concept, many other factors may arise from different interest groups and stakeholders that are compatible, simultaneously with each set of ambitions.

1 2

Transport for London (2014). London Cycling Design Standards. London: Mayor Of London, pp.1-23. Waltham Forest Borough Council (2017). Waltham Forest Mini-Holland Design Guide. [image] Available at: https://www.enjoywalthamforest.co.uk/wpcontent/uploads/2015/01/Waltham-Forest-Mini-Holland-Design-Guide.pdf [Accessed 9 Jul. 2019]

Cycling in London; A Cartographic View; Summer 2019

London Geographic Map. (2019). [image] Available at: http://alexinthecities.co.uk/2016/03/superhighways-on-the-euston-road/ [Accessed 5 Jul. 2019].

The System Details The Lea-Lee Epping Cycle Circular is an estimated 33 miles(53.1km) in length, spanning from Epping tube station to Enfield Island Village, linking with Loughton tube station and Chingford national rail station, the cycleway links southward running concurrent and adjacent through Lee Valley Park and the Metropolitan Open Lands from Chingford to Wanstead Flats. The use of the National Cycle Route 1 and the open spaces aid the continuity and free flow of this cycle circular, however, when using the road surface and road types the endeavour to enhance segregation will take deeper examination of possibilities. The use of the classification of streets matrix, as per The London Cycling Design Standards (L.C.D.S,2014), it is suggested that using Arterial roads (M3:A), Connectors (M2:B-C),High Roads(M3:A-C)3, to make the connection from the Lee Valley and National Cycle Network Route #1 run to the Epping to Wanstead run, will be illustrated on page 5 and thereafter, the imagery of both connecting areas, and the cycling circular system as a whole will also be presented in this document. The system design has also attempted to maintain the Healthy Streets indicators4 and in the pursuit of feasibility, a Cycling Level of Service(2014) assessment could also be applied. The use of safer junctions has also prompted more enquiry and on initial assessment, the piloting of safer junctions has emerged as an issue that demands further and more focused research. With this, the introduction of road humps at junctions from Local Streets, Town Squares, City Hubs and City Places appears to be an attainable strategy to implement as they are areas along the route subject to a high degree of integration with other motorised vehicles. In some areas, where paths are unmarked and with an informal surface (i.e. unbound gravel, sand and/or other loose surfacing material), the conversion of these paths to cycle tracks and/or formalisation of these paths, are also subject to the hierarchy of needs in the pedestrian and cycling design standards. One of the best examples to apply this can be found in The Royal Parks Technical Design Guide(2016) for similar paths found in Metropolitan Open Areas/Green Belt and Forest Paths that are found along the Epping to Loughton to Wanstead route. Additions to already existing cycling and pedestrianized infrastructure are also prompted in initial assessment and as outlined by the Lee Valley Regional Park Authority5; in it’s motivation to increase and improve sharing among the paths available, especially along the towpaths that host the National Cycle Route #16. The standards and design guidelines aim to also be integrated and encouraged in the implementation of this concept. The Lea-Lee-Epping Cycle Circular has aimed to integrate infrastructure, current programs and strategies throughout it’s inception and design.

London Cycling Design Standards (2014)(Please see appendices) Transport for London (2017). Healthy Streets for London. Prioritising walking, cycling and public transport to create a healthy city. [online] London: Transport for London, pp.p.12-18. Available at: http://content.tfl.gov.uk/healthy-streets-for-london.pdf [Accessed 14 Jul. 2019].(Please view Appendices) 5 Steer Davies Gleave (2017). Lee Valley Regional Park Cycling Strategy. London: Lee Valley Regional Park Authority, pp.10-19 6 Sustrans (2018). Paths for everyone; Sustrans’ review of the National Cycle Network 2018. Bristol: Sustrans, pp.1-10 4

Map and Image by Author

Mapping from ArcGis alterations by author

Epping to Enfield

Mapping from Google Maps, alterations by author

The initiation of the introductory part of the cycle circular (purple/blue), uses Centre Drive from Epping tube station and courses to Bell Common and then on to the High Road (B1393) for 90 metres where it then can embark on to a green belt at the ingress of Epping Forest, using the Forest Road until it reaches the Coppice Row(B172) and along this route to Dowding Way (A121). There is ample space either side of the road to introduce cycle lanes, however, due to the high frequency of motorised vehicular traffic along this connector, the segregated approach or light segregation is desirable with rumble strips and wands being suggested at parts of the road that may hazard safety concerns upon further technical examination. The route carries on to the A121, with a caveat being raised at the Wake Arms roundabout and again at the Honey Lane roundabout, this prompts adequate cyclist lane transfer/crossing infrastructure, some metres before the roundabout junctions, as it is estimated that traffic would be quite fast moving on approach to these junctions/roundabouts.

Picture from Openstreetmap.org, alterations by Author

Due to the nature of these junctions, at Wake Arms Roundabout and Honey Lane Roundabout, and the estimated approach being quite steadfast by motor vehicles, it is suggested that, the right hand side (approaching the roundabout from the east) proposed cycle lane is given a safe transfer distance from the junction that reaches the roundabout. As the current speed limit on these roads is 40 mph and the design speed standards require that a desirable parameter of stopping sight distance is applied.7 The design speed standards stated between 90-70 metres back from the junction8 would suffice as a safe distance to render a safe transfer for the right hand side cyclists (eastward bound) to enter into one lane on the left hand side, approaching the roundabout junction. This method could present mutually beneficial infrastructure to both cyclist and motor vehicle driver, as it concentrates the cyclistsâ&#x20AC;&#x2122; intersect at one point of the junction on the left hand side. As roundabouts interact in a clockwise motion and drivers are adhering to motor traffic on their right hand side (westward bound) on the side of the roundabout from which the Lea-Lee-Epping Cycle Circular approaches. This enables safe cycling transfer junctions to be given an adequate visibility splay from where the drivers of vehicles are approaching, on a straight run whilst in motion and while in an emerging ascent of acceleration, thus providing a safe amount of time and distance for both motorists and cyclists.

Picture from Google Maps Alterations by Author

7 8

Slinn, M., Guest, P. and Matthews, P. (2005). Traffic engineering design. 2nd ed. Oxford: Elsevier, pp.76-77 Ibid

Picture from Google Maps alterations by author

At street level, the combined cycle path maybe best placed continuing on the viewerâ&#x20AC;&#x2122;s left hand side whilst approaching the roundabout for a safe cycle transfer to the other side of the thoroughfare some metres down from where motorised vehicular traffic engage in entering the roundabout system. There is an existing island for pedestrian and cycling crossing, however as cyclists need to dismount and transfer from one side to the other, whilst wheeling a bicycle, they maybe subject to motorists being in a steady form of acceleration approaching the roundabout junction at this point, while motorists are ascending in acceleration whilst moving into the roundabout system. Generally, it would hazard caution for cyclists, being the more vulnerable entity at this particular junction. 70 metres from the Junction at both Goldingâ&#x20AC;&#x2122;s Hill and Epping New Road, presents a safe distance for cyclists to transfer, as per the design speed standards, this is a recommended requirement.9 To also forward a recommendation that rumble strips, signage and intermittent amber lights could add to obvious safety measures needed whilst not overly impeding motorists and traffic flow.

(Slinn et al, 2005)

Picture from Google Maps alterations by author

At Woodridden Hill Road, the proposed route then carries on for 263 metres for a safe transfer to resume parallel cycle lanes in adherence with respective traffic flow directions. At the safe cycle transfer it is recommended that rumble strips, signage and intermittent amber lighting would suffice to maintain safety measures, thus avoiding serious injury or harm to cyclists and motorists. As this is a scoping document, more detailed and thorough engineering assessments would examine the extent of feasibility in providing such measures in a Technical Design document co-published after engineers have submitted their examination .

Picture from Google Maps alterations by author

At street level, it is noted that some space of 4 metres maybe required to facilitate both inbound and outbound cycle paths until the point of safe transfer and the resumption of parallel inbound and outbound cycle lanes occur. There are options of bringing the route from Epping New Road via Sunshine Plain and High Beach Road up to this point, however, with a more detailed technical examination this could be deemed more possible.

Picture from Google Maps with alterations by author

The cycle paths continue on to the Honey Lane Roundabout, where again the same procedure is recommended, albeit less complex as there is not two intersecting approaches for cyclists to encounter. The approach to the Honey Lane roundabout is adjacent to the M25 (London Orbital Motorway). It is assumed that motor vehicular traffic would approach this roundabout junction in a steady accelerated motion, therefore, it is recommended in the interest of cyclist safety, that a shared cycle path of inbound and outbound traffic is maintained to avoid entering the roundabout system with motor traffic. As per the above picture, the safe distances allow for motor traffic to encounter the safe cycle transfer with appropriate notice and caution, aided by the installation of rumble strips, signage and intermittent amber lighting to ensure adequate visibility and acknowledgement is active between motor traffic and cyclists.

Picture from Google maps with alterations by author

At the approach to the Stewardstone Road Roundabout on Dowding Way(A121) there is an existing overpass transfer infrastructure, proposing the continuous flow where possible of the Lea-Lee-Epping Cycle way, to make a further recommendation that additional modifications, such as a corkscrew ramp, either side of this overpass, would facilitate cycling immensely at this point. To maintain a safe continuous cycle path flow of both inbound and outbound along Dowding Way, it is recommended that the path keeps to the left hand side heading westward around the Stewardstone Road Roundabout , therefore not engaging directly with motor traffic using the roundabout system. The route follows on to safe distance from the roundabout junction to engage in a safe cycle transfer and entering Gunpowder Park. Upon entering Gunpowder Park, the Lea-Lee-Epping Cycle Circular integrates the National Cycle Route #1. In doing so, this prompts further formalisation of the Cycleway to promote this mode of transport as a regular and facilitated healthy option of travel. 16

Picture from Google maps with alterations by author

At the Stewardstone Road Roundabout, the route continues on for a distance of 118 metres or more for a safe cycle transfer across from the Gunpowder Park entrance, integrating with the National Cycle Route #1. As motor traffic relative to the same direction with the cycle path adheres to oncoming traffic from the right hand side, the cycle path being independent of the roundabout system for a safe distance, is a recommended safety measure. The varying degree of traffic at this roundabout, ranging from Commercial Heavy Goods Vehicle to commuting traffic must be taken into account, as Sainsburyâ&#x20AC;&#x2122;s Distribution centre is located off the roundabout, this would offer a safety conscious approach to cyclists transferring from one side of the thoroughfare to the other and into Gunpowder Park. Upon further investigation of demand surveys at this roundabout, whether existing or otherwise, the amount and classification of traffic at this roundabout may reinforce the need for safe cycle transfers at the said location, as per the previous images with alterations.

There is already a cycling presence in this green area and the route follows on through Enfield Island Village and carrying on the National Cycle Route #1(NCN#1) and Lee Valley Regional Park. From the map on the readers left, we can see the NCN#1, marked in bright green, runs from Gunpowder Park to Enfield Island Village and alongside the series of reservoirs which are continuous, heading southward toward Stratford and the Thames. Integrating the Lea-Lee-Epping Cycle Circular with this, on it’s west riding, would strengthen the need to upgrade the infrastructure, which is in keeping with the Mayor’s Vision for Cycling (2013), based on “the quality of the infrastructure delivered, that is informed primarily by the context and sensitivity to end user needs” (London Cycling Design Standards,2014, p.11) In This case, the routes are already plotted and in use, however the surface may not be entirely formalized in parts, thus justifying the need to do so into the future. The integration of the Lea-Lee-Epping Cycle Circular is multi beneficial as this route integrates with the Mini-Holland routes which link both Enfield borough and Waltham Forest.

(Picture from Lee Valley Regional Authority; Cycle Strategy (2017)

(Map From Google Maps and alterations by author)

In the upper mid-section of the Cycle Circular on it’s east-riding, the journey through Epping Forest links with Loughton tube station and also with Chingford at Station Road, this integrates with the National Rail line and also with the Leyton to Chingford cycle route which is supporting the Mini Holland scheme for Waltham Forest. The route then finds it’s way through Green Belt and onto Metropolitan Open Land (M.O.L)10. This M.O.L is subject to protection from inappropriate development, in the context of certain circumstances, albeit installation of formalized of walking and cycling paths may not offend this measure, as it embodies both recreation, sport and transport within it’s functioning. “To create a well-designed green infrastructure network of interlinked, multi- purpose open and green spaces with good connections to the places where people live and work, public transport, the Green Belt and the Blue Ribbon Network, especially the Thames. This will provide a richly varied landscape that will benefit both people and wildlife providing diverse uses to appeal to, and be accessible by all.” 11

The Cycle Circular route in this area, from Chingford to Woodford, provides a safe, healthy and non-overbearing form of development that is in

10 11

Campaign to Protect Rural England (CPRE) (2014). London's Green Belt and Metropolitan Open Land; Time for Renewal. Member Briefing. London: CPRE London, p.p.7-14. CPRE (2014) ,P.12

keeping with greater good of London’s progression forward in terms of transport and health. As there are informal paths already existing along this green belt and M.O.L, an adjunct to these paths is sought. The Royal Park’s dimensions12 for cyclists and pedestrians sharing the same path, highlight and outline that between 3.5 metres to 4 metres is an appropriate adjunct to the informal paths when formalized with such an installation. The intersecting with motor vehicular traffic laden routes, prompts that safe crossing infrastructure has to be examined and rethought in such areas, more so notably at Oak Hill Road, Chingford Lane, Whitehall Road and Ranger’s Road/Epping New Road, respectfully. As this is also maintaining the Healthy Streets Strategy criterion, as people will feel safer and find it easy to cross at such points. This, in turn, could overcome some of the ”resistance to change” 13 and facilitate a well-balanced modal split14 by introducing safe, well-lit and direct as possible cycling and pedestrian routes.

The Royal Parks (2016). The Royal Parks Walking & Cycling Technical Design Guidance 2016. London: The Royal Parks, pp.10-13.(Please view Appendices) M.Slinn et al, 2005, p.202 14 Ibid 13

In the Lower Mid-section of the Cycle Circular on itâ&#x20AC;&#x2122;s west riding, the cycle way continues to follow the National Cycle Route #1 alongside the series of reservoirs and the Lea Navigation. The Green Belt continues to be connected and then furthermore connects with M.O.L after the Coppermill Waterworks.

(Map from Google Maps and alterations by author)

On the East Riding, safer crossing is facilitating by the overpass links at North Circular Road(A406) and again at Forest Road (A503). The route carries on close to Thames water and further on behind St.Peter in the Forest Church in the Upper Walthamstow/Snaresbrook area. The next intersect with a main thoroughfare(A104) at Woodford New Road prompts a safer crossing junction there, as presently, there is a disconnect of the route at this point. The Cycle Circular does integrate with Quietway 2 and Quietway 6 as well as integrating with Mini-Holland routes that connect Tottenham to Walthamstow. (Transport for London(TfL), Strategic Cycling Analysis, June 2017, p.4)

As the route reaches Metropolitan Open Lands (M.O.L) on it’s West Riding, there is a cycling infrastructural presence in this area mainly centred around the London Stadium at Stratford, therefore safer intersect crossings with main thoroughfares are already existent and active.

(Picture from Google Maps, alterations by Author)

To counteract the obvious safety issues for cyclists, the use of marked cycle lanes similar to the Cycle Super Highways is one of the more appropriate additions, inclusive of wand and/or rumble strip installations at certain intervals along the stretch of road, where road space and existing street functions don’t impede these additions i.e. parking spaces, bus stops, narrower road space.

The East Riding route does prompt safer crossing when intersecting with the Lake House Road and Centre Road(A114), notably. The East Riding route enters shared road space at a High Road (Woodford Rd-A114) off Wanstead Flats. As there is a high degree of integration with other vehicles, adequate cycle safety infrastructure is prompted. As there is 530 to 540 metres of high integration with other vehicles with a large amount of commercial and residential activity on this street, the mixed used and multi-modal nature of the street has to be taken into account.

The route appears best placed along this stretch, albeit with high integration with other vehicles for 540 metres or more, with an “advisory cycle lane”15 linking with Forest Lane, presents the option that is as close as possible to maintaining the LCDS Design Outcomes (1-6).16 15 16

Waltham Forest,2017 Transport for London, 2014

Picture from Mini Holland Design Guide, Waltham Forest ,2017

Picture from IrishCycling.com with alterations by Author

Woodford Road A114 (Picture from Google Maps)

To link with Forest Lane is strategic and adhering to both the LCDS Good Design Outcomes and some of the criterion for the Healthy Streets Indicators. As Forest Lane is a connector road, with the potential to install safer cycle lanes at a later stage due to the traffic flow active on the road. The west bound traffic lane running parallel to a deepened rail line, the verge of this area presents room to manoeuvre to install additions, mostly the road does not host a large degree of on street parking and is a straight linear path. Therefore, in the effective use of a shared path, all â&#x20AC;&#x153;frontagersâ&#x20AC;? are considered and thus, the lesser degree of embedded frontagers are minimal along this stretch of road.17 The eastbound traffic flow provides a footpath and adequate road space that can be worked with into the future in favour of cycling and maintaining the pedestrianised quality of the footpaths. The formation of safer junctions is also prompted along this route, with road humps and a lessened speed limit when approaching Forest Lane from the 12 City streets and/or City places which encroach upon Forest Lane.

Picture from Google Maps with alterations by author

Department of Transport (2012). Shared Use Routes for Pedestrians and Cyclists. Local Transport Note 1/12. Norwich: TSO, p.25.(Please view appendices)

(Picture from OpenStreetmap.org with alterations by Author)

As the route leaves Forest Lane on to Maryland Point and Windmill Lane, the advent of Advisory Cycle lanes18 again emerges. A splitting of lanes may present a closer adherence to the LCDS (2014) Guide, with Windmill Lane being a one-way street for motor vehicular traffic heading Eastbound at present and the Grove hosting the inbound or westward traffic flow, in the interest of safety and continuity, this maybe the best course of planning to take to install advisory cycle lanes with a view to becoming mandatory, for the most part, along this route. As the westward and inbound cycle flow can connect with the latter end of the Cycle Super Highway 2 (CS2) at Broadway, following itâ&#x20AC;&#x2122;s directional flow until it reaches the junction and plaza at Stratford High Street and Great Eastern Road. The activity is very intense between Great Eastern Road and Angel Lane due to the number of Public Transport depots at this location. It does present a disconnect and a divergence from the LCDS(2014) Good Design Guidelines. This may prompt further options to maintain LCDS Good Design Standards, with options at Windmill Lane and/or alongside the Rail track on the Great Eastern Road side (A118), as a new installation at Maryland Point bridge linking to the laneway alongside the Rail Track may suffice to maintain good design standards and safety.

Picture from Google Maps,alterations by Author

Waltham Forest Mini-Holland Design Guide (2017)

Picture from Google Maps, Alterations by Author

There are options to examine the westward/inbound approach to come up Great Eastern Road(A118) where it meets The Grove, to install a segregated cycle path within the footpath along this stretch, as it may present an adequate safe route to adjoin with Angel Lane where there is a presence of cycle lanes leading up to Penny Brooke Street. The directional configuration(A118) is a one-way system that facilitates traffic eastward toward Maryland and The Grove, this poses a difficulty when installing a westward one directional cycle path as the design standards and other planning related factors must be further examined.

Picture from Google Maps, alterations by Author

The routes that lead off Angel Lane (A112) on to Penny Brooke Street, present that thereâ&#x20AC;&#x2122;s ample road space along this relatively new connector for adequate segregated cycle lanes with the use of wands and rumble strips. As the route finds more open space at Victory Park/West Park Walk , the guidelines demonstrated by The Royal Parks Walking & Cycling Technical Design Guidance19 of formalized routes, where none are existent, but could host Cycling and Walking endeavours in the same space. Formatting a footpath to include a cycle way may also prompt adherence to Her Majestyâ&#x20AC;&#x2122;s Cycle Tracks Act 1984 Chapter 38, to accompany guidelines from relevant sources.20

The Royal Parks Walking & Cycling Technical Design Guidance (2016) Cycle Tracks Act 1984.Chapter 38 [online] Available at: https://www.legislation.gov.uk/ukpga/1984/38/section/3 [Accessed 11 Jul. 2019]

Picture from Google Maps alterations by Author

As the Lea-Lee-Epping (L.L.E) Cycle Circular embraces Her Majesty’s Olympic Park, the formalizing of cycle paths among pedestrian paths is also urged, as per The Royal Parks’ Guidelines (2016), Department for Transport; Shared Use Routes for Pedestrians and Cyclists (2012) and the LCDS Good Design Standards(2014). There is ample space and existing cycle friendly facilities here, that don’t intersect with heavy traffic from motorised vehicular thoroughfares. The L.L.E also integrates with the National Cycle Route #1 at Hackney Marshes on the Lee Navigation towpath and also with Quietway 22 alongside The London Stadium. The Velo Park is also connected to this route, with ease of safe access to the adjoining west riding route of the L.L.E, thus creating the circular and access to Tottenham, Enfield and further onto Epping.

Supporting in Place Programmes and Previous Research Findings The design of the Lea-Lee-Epping (L.L.E) Cycle Circle is equipped to compliment the dearth of programmes and the previous relative research findings from a similar stream. The core programmes the L.L.E aims to support are namely:        

Lee Valley Regional Authority; Cycle Strategy Healthy Streets for London Mayor’s Transport Strategy for London Strategic Cycling Analysis (TfL) Paths for Everyone; Sustran’s review of National Cycle Network London Cycling Design Standards (2016) Waltham Forest Mini-Holland Design Guide Connect 2; Sustrans National Cycle Network

The demographic and economic forecasts are also taken into account, which accompanies the research based on existing and potential cycle routes, areas and motivations. Cycling, in an economic sense proves to return greater rewards, being sensitive to end user requirements, as it is a relatively cheaper form of travel, notwithstanding the obvious intrinsic health benefits. With the Cost of Living in London index in the top thirty cities of the world 21, the breakdown of costs, including rising rent prices in the London Metropolitan Area 22 since 2008,have strengthened and furthered the case to increase cycling as a regular mode of transport for Londoners. The potential and existing infrastructure also suggest that cycling as a main mode of transport, is being treated as a serious endeavour by all relevant authorities and some cases embracing a cross-departmental consensus. With this, believing that the greater good of Public Health, Purchasing Power Parity and threatening Economic Fluctuations; a bipartisan approach to the promotion of Cycling at government level, would be better placed in the effort of Britain pulling together, to place new steps of change that can extend benefits to many various facets of British life. Those facets being the very building blocks of a healthier, more fiscally stimulated and energized British economy and society.

Numbeo.com. (2019). Cost of Living in London. [online] Available at: https://www.numbeo.com/cost-of-living/in/London [Accessed 15 Jul. 2019]. Pickford, J. (2019). Rising rents boost buy-to-let property yields. Financial Times. [online] Available at: https://www.ft.com/content/ecfbf690-651c-11e9-a79d-04f350474d62 [Accessed 13 Jul. 2019]. 22

Distribution of Monthly Expenses: London

(Picture from Numbeo.com)

As the average Londonerâ&#x20AC;&#x2122;s disposable income has surpassed the National Average23, the Boroughs represented in the Lea-Lee-Epping Cycle Circular has aimed to facilitate 40% of commuting journeys made in these Boroughs and to lessen the pressure on the Public Transport system. With a bicycle cycle hire system needing to be expanded in these Boroughs and with a Borough based vendor to bicycle registration scheme, furthermore integrated with a bicycle Insurance system, the remuneration of the maintenance, upgrade and installation of the Cycleway may be found less difficult. The projected population growth has indicated that some of the areas in East London within this Cycle Circular system, are plotted within the same areas, as to facilitate future growth.

BBC News. (2018). Where are the richest households in the UK?. [online] Available at: https://www.bbc.com/news/business-44237180 [Accessed 12 Jul. 2019].

The areas which are based on the West and South riding of the system can facilitate the Top 5% to 20% of population and employment growth, thus alleviating forecasted pressure on the Public Transport and Road systems in these areas. The future development of London, indicates that East London will be at the forefront. Therefore, placing a well-connected traffic free cycle way, this may reward an increase in cycling whilst aiming to achieve the Mayorâ&#x20AC;&#x2122;s Transport Strategy and adhering to the best design guidelines presented by the relevant bodies. With population and employment growth, usually comes with an increased birth rate, therefore presenting a healthier mode of transport that could benefit and feed into the wealth of Sports clubs in the area, therefore adding an important additional benefit to the general fitness for Youth Development schemes hosted by the sports clubs and in general in the area. Picture from Transport for London: Strategic Cycle Analysis (2017)

The Lea-Lee-Epping (L.L.E) Cycle Circular can connect the Mini-Holland Routes between both Enfield and Waltham Forest, The Quietways plotted along the route and Cycle Super Highway 2, which presently ends at Stratford. The L.L.E comprehensively adds and gives a traffic free flow strengthening the networks that facilitates all categories of cyclists (Department for Transport,2012). The benefit to commercial, recreational and the potential tourism endeavours have been taken into account within the design of the L.L.E. It also assists the Transport for Londonâ&#x20AC;&#x2122;s business plan (viewers right) and itâ&#x20AC;&#x2122;s ambitions.

Picture from Transport for London: Strategic Cycle Analysis (2017)

Picture from Mini-Holland Design Guidelines :Waltham Forest 2017

This Map from the Transport for London Strategic Cycle Analysis (2017) has again indicated that the Lea-Lee-Epping Cycle Circular would help to spur this expansion with minimal disruption to existing thoroughfares that host motorised vehicular traffic. Zones of highest growth and demand are embodied within the L.L.E Cycle Circular thus facilitating future increases in this mode of mobility being chosen. Therefore, the L.L.E Cycle Circular aims to justify and strengthen the cycle strategies active within this area.

Picture from Transport for London: Strategic Cycle Analysis (2017)

Taking oneâ&#x20AC;&#x2122;s bicycle on to Public Transport is more subject to folded bikes than ordinary non-folded bikes, this also applies to buses, at the discretion of the driver(TfL,2019) With exception of the DLR and London Overground and TfL Rail, as there are bicycle friendly routes conditionally permitted. The Lea-Lee-Epping Cycle Circular does link up with Loughton, Epping, Chingford, Maryland, Forest Gate and Stratford almost directly and is slightly offset in connection with many other Overground stations along its West Riding from Edmonton Green to Walthamstow. Being within a reasonable distance to Public Transport presents more choice as the temperamental weather patterns of mild, moist, changeable conditions can incur, more often, at certain times of the year.

Picture from Transport for London (2019). Bikes on Public Transport. [image] Available at: http://content.tfl.gov.uk/bicycles-on-publictransport.pdf [Accessed 16 Jul. 2019].

Costings and Remuneration There are number of possible costing estimates, based on the difference of path classification and their costings24,( i.e. Quietway/Towpath Conversion costings and Cycle Super Highway costings) as per London’s Cycle Network; Costings and Phasings, the classification and cost per mile(and/or Kilometre) are as so, The approximate costs for London cycle infrastructure (at 2018 prices)25 are: - Superhighways: £10-£12m/mile - Quietways: £1-£2m/mile - Mini-Hollands (like Waltham Forest, using traffic calming, filtered permeability and cycle lanes) £30-£60m/borough” (The costing estimates based on canal towpaths converted to cycle ways can vary upon specification).26

Location Bell Common Epping High Rd to Loughton Chingford to Wanstead flats Stratford to Gunpowder Park

Distance(km) 0.53 12.73 12.89 19.838

Miles 0.33 7.91 8 12.33

Table by Author

The table above shows the locations that may qualify for a classification of pricing based on path type and the costings listed through sources. The Quietways pricing (2018), and the Towpath pricing for these parts of the routes would see a fluctuating price estimate. The Quietway construction cost estimates at £2million per mile x 28.57miles show a price of £57.14 Million. The “Banana” path, 3m wide with timber edgings had been priced at £186,000/km, that had been installed in Bury, this would adhere closely to the L.C.D.S Good Design Outcomes (2014) as well as uphold the dimensions set out by The Royal Parks Guidelines (2016) and the dimensions of cyclists and pedestrians. The breakdown of cost estimates are as so: 45.988Km(28.57miles) x £186,000 = £8,553,768 (Canals Towpath 3m towpath cycleway).27 The costing estimate to convert into a shared path with few junctions presents a much more economical figure 45.988km(28.57miles) x £70,000= £3,219,160 (Shared path (conversion)/few junctions)28

Turner, T. (2018). Cost Benefit Ratio Analysis for Cycling & Crossrail 2 in London. [online] Landscape Architects LAA. Available at: http://www.landscapearchitecture.org.uk/compare-crossrail-with-london-cycleway-network-investment/ [Accessed 14 Jul. 2019]. 25 Turner, 2019, Costing and phasing London’s Cycleway Network 26 Sustrans (2014). Sustrans Design Manual Chapter 5. Traffic free routes: conceptual design (draft) Route types, alignment and general principles. Bristol: Sustrans, pp.4-7 27 28

Sustrans (2006). Costs and Sources of Funding. Scheme 4. Paths by contractors in Bury. Bristol: Sustrans, p.p.188 Ibid (Please view Appendices)

A good example of the materials and appearance of the National Cycle Route #1 integrated with the Lea-Lee-Epping is well presented in the Kennet-Avon Cycle Route29, however, the formalisation of paths would be urged, due to the frequency expected on these routes. The installation of paths which have a high degree of integration and enter onto the Urban thoroughfares suggest that they are more subject to Cycle Superhighway costing estimates; Location

Distance (Km)

Miles

£Cost per miles

Epping/Centre Drive

935

0.58

£6.96

Epping High Road

938

0.58

£6.96

Forest to Loughton Station

1.53

0.95

£11.4

Wanstead flats to Victory Park

4.36

2.71

£32.52

4.6

2.86

£34.32

Dowding Way to Epping Forest Intersect Table by Author

Based on these estimates, the net estimate would suggest that the total construction estimate would amount to £92.16 million. This figure, combined with the Quietways installation, would amount to £149.3 million for total construction(estimate), however, as the National Cycle Route #1 may not need to be resurfaced at any points and some minor adjustments need to be introduced to formalise the paths for northbound, southbound and pedestrians, the less expensive and more economical figure of £95.36 million could also be highlighted as the closest estimate and subject to an Engineer’s examination and assessment. As the benefit to cost ratio (B.C.R) for cycle infrastructure is 5.5 : 130 , meaning the benefit is worth £5.50 to every £1 of public money spent, therefore taking the last figure, the B.C.R would present a favourable social benefit of installing the Lea-Lee-Epping Cycle Circular £524,480,000 : £95,360,000 , this is notwithstanding the valuable long term health benefits and furthermore the environmental benefits. To remunerate this over time, maybe the most beneficial approach, with a combination of measures including extending the bicycle rental scheme (Santander)31 to the outer boroughs in greater number, in the outer boroughs north of Stratford. The introduction of a mandatory borough based bicycle registration policy inclusive of vendor to user regulations coupled with integrated bicycle registration may return adequate remuneration apart from relying on the government coffers, thus becoming a self-sustaining measure which returns optimal benefit to public money and personal well-being for users.

Sustrans. (2019). Kennet and Avon Cycle Route. [online] Available at: https://www.sustrans.org.uk/find-a-route-on-the-national-cycle-network/kennet-and-avon-cycle-route/ [Accessed 10 Jul. 2019]. 30 Department for Transport (2014). Value for Money Assessment for Cycling Grants. London: Department for Transport, pp.8-11. 31 www.tfl.gov.uk. (2019). Find a docking station. [online] Available at: https://tfl.gov.uk/modes/cycling/santander-cycles/find-a-docking-station?intcmp=2321 [Accessed 18 Jul. 2019].

To remunerate this measure by implementing a Borough based bicycle register integrated with a bicycle insurance scheme, the initial objective to achieve price equilibrium and equity for the user (cyclists) maybe best placed to appeal as a thorough mode of regular daily transport. From the table below, the total population of the areas, Districts and Boroughs directly in contact with the Lea-Lee-Epping Cycle Circular, aiming to suit and serve 40% of this population maybe a realistic figure to apply to a remuneration strategy, coupled with a compulsory registration integrated bicycle insurance, at a reasonable rate. Using a hypothetical model of £40 of annual registration and full comprehensive bicycle insurance (including personal injury insurance with a discount on helmet cameras) at £140 per annum, a tally of £180 per annum calculated with 40% of 2,016,540 persons, would account for 806,616 potential cyclists from these Boroughs using this path and surrounding paths. Including this figure with the mandatory Borough registration and Insurance scheme @ £180 per annum. The remuneration strategy could return a nominal gross value of £145,550,880 per annum. Therefore, with a favourable benefit to cost ratio and a healthy annual return value, the system could spur a profit of £50,190,880 in it’s first year, these extra monies can then support the other measures which are active in the area and return much needed monies into the coffers of the local Boroughs and Districts. Economically, Environmentally and Socially installing the Lea-Lee-Epping Cycle Circular presents potential multi layered benefits for the area it serves. Population Tallies of Relative Areas Location Epping Forest Loughton Waltham Forest Tower Hamlets Redbridge Newham Hackney Haringey Enfield TOTAL

2017/2018 131,137 32,660 276,000 317,705 303,838 249,400 207,200 221,300 277,300 2,016,540

Table by Author (and statistics from www.citypopulation.de. (2019). Greater London (United Kingdom): Boroughs - Population Statistics, Charts and Map. [online] Available at: https://www.citypopulation.de/php/uk-greaterlondon.php [Accessed 14 Jul. 2019])

The Remuneration Model: Joint Venture between Boroughs and Private Companies To remunerate this installation, the joint venture between the public and private, holds the best opportunities for success, much like the Santander and TfL bicycle hire scheme. In this context of the Mini-Holland programme, the Lea-Lee-Epping Cycle Circular and the TfL Cycle Strategy being key determinants of mobility culture change, a business model would best highlight the functioning of a potential successful future. A bundling of services from different Insurance types ranging from Accident Insurance to Vehicle(Bicycle) cover with registration including a favourable discount on a camera helmet, maybe best pioneered under the auspices of the Borough. The current bicycle registration system is not compulsory, however, it is strongly urged by the Metropolitan police.32 As there are Cycling clubs already existent, there maybe opportunities to offer better group based terms and conditions to these groups as well, this would take further examination and surveying to gain clearer knowledge. Fully Comprehensive Accident Insurance on estimate would amount to £10.73 monthly33 and the bicycle (vehicular) insurance (for a Standard Road Bike valued at £250) would amount £2.88 monthly34. The borough bike registration, bundled with these tallies at £3.33 monthly, presents the total value of registration, full personal accident cover and bicycle cover is £203.28 annually. To make this more attractive as a mandatory measure and the obvious responsibility cycling has to prompt and promote a change in mobility culture in this area, setting a discount price of £180 annually for this integrated package, while also offering a discount on helmet cameras which are at general cost of £110 and upward, could spur more effective acceptance and success of such a scheme. The extension of the bicycle hire scheme may also benefit the profit estimate, which would stand at £145,000,000 per annum based on serving 40% of the population in this area. The profits are an existential part of maintaining and upgrading the relative cycle network in the vicinity. The attraction of large underwriters, bicycle registration specific online hosting companies, is a next step forward to implement a seamless user friendly model under the auspices of the Boroughs. A public private partnership being promoted through the Borough Council, and/or another relevant medium belonging to an authority (i.e. Mayor of London’s website), is a model which needs to be manifested and harnessed to implement a successful remuneration of the cycling facilities which would be subject to the enhancement of the component parts and cycling in London, in it’s entirety.

www.bikeregister.com. (2019). BikeRegister - The National Cycle Database. [online] Available at: https://www.bikeregister.com/ie/news/metropolitan-police-service-endorses-new-cycleregister-for-london [Accessed 17 Jul. 2019]. 33 Aviva.co.uk. (2019). Personal Accident Insurance. [online] Available at: https://www.aviva.co.uk/insurance/personal-accident/ [Accessed 15 Jul. 2019]. 34 Cycleguard.co.uk. (2019). Cycleguard | Bicycle Insurance | Push Bike Insurance. [online] Available at: https://www.cycleguard.co.uk/Journey/PolicyDetails [Accessed 17 Jul. 2019].

Conclusion In the final analysis, The Lea-Lee-Epping Cycle Circular Initial Scoping Document highlights a comprehensive support to cycling and sustainable policies in London, it has sought to justify the endeavours of economic, environmental and social health challenges facing cycling in London and indeed, the U.K., into the future. The cartographic projections throughout this report show how the difficult challenges facing mandatory and advisory cycle lanes could be overcome with adjustments. The Lea-Lee-Epping Cycle Circular has also been created with a view to support and justify the Mini-Holland scheme, the Cycle Super Highways, the Quietways, the National Cycle Infrastructure and supporting similar endeavours relative to this geography examined. This Initial Scoping document has examined the potential to become a self-sustainable infrastructural development in co-operation with the boroughs and financial service institutions, to prompt a positive culture of public private partnership which can add to the national and metropolitan coffers for transport rather than solely rely on them. To spur this type of payback into a reality, the borough and relative bodies i.e. TfL, must take responsibility and oversee the integration of Bike Registration, Personal Insurance and Bicycle Vehicle Insurance are bundled adequately as mandatory measure at a reasonable annual capped price. This bundling of service could a prompt a city wide implementation of the measure thus making funds available to develop thoroughly cycling infrastructure across London and the United Kingdom, the issues of disposable income and future public health are at the very heart of this concentration. The already in place bicycle rental scheme could also be expanded for people whom are not in a position to purchase a new bicycle or are building up to purchasing a new bicycle, this also could add to the lines of remuneration when placed in well facilitated boroughs. The Strategic Cycle Analysis, published by Transport for London, has also shown that the areas of cycle demand are very relevant to the placement of the Lea-Lee-Epping Cycle Circular, this doesnâ&#x20AC;&#x2122;t account for the potential tourist numbers that could be drawn to this picturesque and quaint part of London inclusive of the Epping Forest District. The mapping and plotting of the Lea-Lee-Epping cycle paths have aimed to highlight the healthier and more aesthetically pleasing parts of East London and Essex that are the paths of least resistance when optimising Metropolitan Open Land and Green Belt for the betterment of sustainable mobility. The complexity of sharing road space with motor vehicles can be overcome with well thought and mindful approaches to finding compromises amongst road users at large. Maintaining the good design outcomes of the London Cycle Design Standards, among others, has been a useful tool in examining these instances of a high degree of road space sharing between cyclists and motorists. Adhering to these previous studies and existing guidelines have reinforced the supportive nature of the Lea-Lee-Epping Cycle Circular concept, furthermore, the infrastructural integration of the Lea-Lee-Epping Cycle Circular has also been presented throughout. In the London of tomorrow, promoting safer and increased cycling infrastructure in a well-balanced modal split has many multiplier benefits which will enhance a plethora of human needs and necessities. The Lea-Lee-Epping Cycle Circular has been created with these endeavours at the centre of itâ&#x20AC;&#x2122;s development.

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

Sustrans. (2019). Kennet and Avon Cycle Route. [online] Available at: https://www.sustrans.org.uk/find-a-route-on-the-national-cyclenetwork/kennet-and-avon-cycle-route/ [Accessed 10 Jul. 2019].

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Appendices Appendix 1 : Healthy Streets Indicators

Appendix 2 : Roads Task Force â&#x20AC;&#x201C; Street Type Martrix

Appendix 3 : Transport for London - Street Types Martrix

Appendix 4 : London Cycling Design Standards; Good Design Outcomes 1-6

Appendix 5 : London Cycling Design Standards, Levels of Cycling Service, Roads Task Force Street Type Matrix in Pictures

Appendix 6 : Department of Transport (2012). Shared Use Routes for Pedestrians and Cyclists. Local Transport Note 1/12. p.25

Appendix 7 : Sustrans (2006). Costs and Sources of Funding. Scheme 4. Paths by contractors in Bury. Bristol: Sustrans, p.p.188

Appendix 8 : The Royal Parks (2016). The Royal Parks Walking & Cycling Technical Design Guidance 2016

53 2