Cycle route linking Elephant and Castle to Crystal Palace. Sections in Lambeth include Turney Road, Rosendale Road, Clive Road, Hamilton Road, Paxton Place and Gipsy Hill.

What are Quietways?

Quietways will form a network of high quality, well signed cycle routes throughout London, mostly using backstreets. The routes will link key destinations and are designed to appeal to new and existing cyclists who want to use quieter, low-traffic routes. Quietways will complement other cycling initiatives in London, such as the Cycle Superhighways.

Learn more about the Quietways cycle routes.

The Lambeth section of the Elephant & Castle to Crystal Palace Quietway runs through two wards: Thurlow Park and Gipsy Hill. You can see the route on this map.

February 2018 statutory consultation

We have taken the decision to proceed with Quietway 7 in Thurlow Park and Gipsy Hill. The statutory consultation will run from 16 February 2018 until 12 March 2018. The proposals can be seen in detail below but include new zebra crossings, new parallel cycling zebra crossings, replacing speed cushions with sinusoidal humps, introducing continuous footway treatments at junctions, replacing two mini-roundabouts with priority junctions, building-out footways, new advisory cycle lanes and permitting two-way cycling on a one-way street.

The notice is available here.

What have we done so far?

  • Jan 2018: The proposals were approved by the Cabinet Member for Housing and Environment. Details of the decision are on our decision page.
  • October/November 2017: We opened this page for comments and requested feedback from people who had already responded to the consultation.
  • September 2017: We updated some of the design proposals and incorporated changes as requested by residents. We presented the current proposals on this page so residents have another opportunity to review the designs. The current proposals are explained below.
  • August 2017: Further engagement was carried out to capture comments from residents and explain how the consultation had fed in to the latest series of designs.
  • June/July 2017: A decision was made to proceed with the Quietway scheme. However, due to concerns raised by local councillors, this decision was withdrawn. We planned additional engagement and consultation so all residents have the opportunity to review the plans and provide feedback on the latest proposals.
  • March 2016 – June 2017: We reviewed the responses to the consultation and made some changes to the design proposals. We published a response to the consultations for the West Dulwich area and Gipsy Hill area and the TfL Scheme at Thurlow Park Road/Rosendale Road
  • February/March 2016: We consulted residents and stakeholders on proposals with the support of TfL. The consultation was split into two areas: Gipsy Hill and West Dulwich.
  • August 2015 – January 2016: We carried out a series of early engagement events and workshops with local residents to develop some initial proposals. In January 2016 we wrote a report on this engagement.

What are we going to do?

Across the route we propose to formalise parking bays, unless explicitly stated, these will not be subject to parking restrictions (e.g. Pay & Display or a Controlled Parking Zones). The intention is indicate to drivers where it is safe to park (e.g. away from junction) and not to obstruct access to properties.

The proposals for each section are explained below. Each of the sections below has:

  • A link to the latest proposal
  • A brief description of the issues in the scheme
  • What we are going to do – an explanation of what is planned
  • What you said – the top concerns/comments about the proposal
  • Our response – how we have responded to your comments
  • A link to more comprehensive break down of responses

Sections in this guide (click title to view)

1. Turney Road

The section of Turney Road between Croxted Road and Rosendale Road requires measures to reduce the speed of vehicles and improve crossings facilities for pedestrians, especially outside the school.

Current proposal

What are we proposing to do?

  • New footway build-out at eastern end of Turney Road to make it easier to cross
  • Install new zebra crossing outside Turney School to make it safer for pedestrians to cross
  • Introduce visual narrowing of carriageway using buffer strips to reduce traffic speed
  • Replace two existing speed cushions with sinusoidal humps to reduce traffic speed
  • Cycle markings on carriageway in primary position with no advisory lanes
  • Remove centre line
  • Resurface carriageway and footway
  • Formalise parking bays – these will not be subject to restrictions but will indicate where it is appropriate to park

What you said:

  • Concerns about removing car parking
  • The traffic volumes are too high
  • The traffic speeds are too fast

Our response:

In light of concerns regarding the proposed car parking removal on the northern side of Turney Road in the 2016 proposals, we have excluded this design element from the scheme. However, approximately 12 car parking spaces will still need to be removed to accommodate a new zebra crossing outside the school to create a better environment for pedestrians. The zebra has been further built-out to give more space to pedestrians at the school entrance and planters will replace the existing guardrail.

The current design excludes the proposed advisory cycle lanes as there is insufficient width to include such measures without taking away car parking capacity. As a result, cyclists will now adopt the primary position (in the middle of the road) when using this section of Turney Road. The proposed layout creates a visual narrowing and traffic calming effect by introducing a buffer strip directly adjacent to the parking spaces on either side of the carriageway.

In this section and at others along the route, existing speed cushions are being replaced with sinusoidal road humps. These will reduce traffic speeds more effectively than the existing speed cushions. They are less uncomfortable than traditional flat-top humps and are acceptable for use by emergency vehicles.

More detailed responses to the consultation and engagement can be seen in:

2. Rosendale Road / Turney Road

The junction of Rosendale Road, Dalkeith Road and Turney Road is currently a mini-roundabout. The wide carriageway and slip road encourage high vehicle speeds and make it challenging for pedestrians to cross.

N.B. sections ‘01 Turney Road’ and ‘02 Rosendale Rd / Turney Rd’ were combined in the February 2016 consultation.

Current proposal

What are we proposing to do?

  • Remove mini-roundabout and slip road into Turney Road from Rosendale Rd (N)
  • Build out footways and add new pedestrian space and greenery
  • Formalise cycle bypass for route north towards Brockwell Park
  • Retain access to all adjacent residential driveways
  • Install parallel zebra crossings north and west of the junction
  • Install continuous junction treatment across Dalkeith Road
  • Maintain access to Rosendale Allotments in the form of a dropped kerb and loading bay
  • Introduce double yellow lines across driveways outside 241-245 Rosendale Road

What you said:

  • There’s no access to the allotments
  • Concerns over the location of crossings/shared space
  • What’s the urban realm going to look like

Our response:

Following consultation with the Rosendale Allotments Association, the design has been altered to accommodate an 11m loading bay to allow deliveries and disabled parking for the allotments. Additionally, the proposed location of street trees and a lamp column has been altered to allow sufficient space for a forklift truck to access the bay.

A number of residents raised concerns over the position of zebra crossings in the current design. These were determined as a result of iterative design and scrutinised at Stage 1 and Stage 2 Road Safety Audit, the recommendations of which were incorporated in to the current design.

The off-carriageway advisory route for cycles to be demarcated using inset tiles in pavement and rows of blocks through paving. This will be used in conjunction with rows of blocks which form drainage channels thereby marking advisory boundaries for people cycling. These lead users across the shared pavement between entry and exit points along routes which match up with desire lines. An additional area of demarcation on the northern cycle bypass has been added to encourage people on bikes away from entrances to properties.

A greening workshop is planned in October (details to follow), this will be used to determine the location, type of planting and street furniture in the final design.

More detailed responses to the consultation, engagement and design are in:

3. Rosendale Rd to Thurlow Park Road

The section of Rosendale Road to Thurlow Park road requires measures to reduce the speed of traffic and provide better crossing facilities for pedestrians.

Current proposal

What are we proposing to do?

  • Introduce new zebra crossing outside All Saints Church
  • Introduce 1.5 metre advisory cycle lanes
  • Remove centre line
  • Introduce improved crossing facilities across raised junctions on Lovelace Road
  • Resurface carriageway

What you said:

  • Location of new zebra crossing
  • Cars encroaching on advisory cycle lanes
  • Car parking reduction

Our response:

The installation of a new zebra crossing on a raised table formalises the existing crossing point on Rosendale Road outside All Saints Church.

Quietways are designed in accordance with the London Cycle Design Standards (LCDS) and advisory lanes are recommended where carriageway widths are insufficient to implement mandatory or separated lanes. Options for fully segregated, light segregated and two-way tracks were investigated, however, the layout of the road was not conducive to these due to uncontrolled parking, private driveways and existing mature trees.

The current proposals minimise the loss of parking to residents. Where new double yellow lines are proposed this is to promote safety, parking on or close to a junction poses a hazard to all road users. The Highway Code stipulates that motorists should not park within 10 metres of a junction unless it is an authorised parking space (Rule 243).

More detailed responses to the consultation and engagement are in:

4. Rosendale Rd/Thurlow Park Road (TfL Scheme)

The speed and volume of traffic using this junction make it challenging to turn right and the crossing points are not aligned with pedestrian desire lines.

Current proposal

This scheme is located on the Transport for London Road Network and is managed by Transport for London. It is subject to a different approval process. We are working closely with TfL to ensure residents’ views are represented.

What are TfL proposing to do?

  • Two-stage right turn for cyclists, providing a safer way of turning right, rather than having to cross lanes in moving traffic
  • Pedestrian crossings realigned and widened to 3.2 metres to make it easier to cross the junction and to accommodate the two-stage right turns
  • New mandatory cycle lanes at least 1.5 metres to be added on Rosendale Road
  • Low-level signals with an early-release for cyclists on the Quietway
  • Resurface carriageway

TfL have responded to the consultation and published a consultation report in response

5. Rosendale Road Shops (Thurlow Park Road to Park Hall Road)

The section of Rosendale Road from Thurlow Park Road to Park Hall Road has high vehicle speeds and lacks pedestrian crossing facilities, both across Rosendale Road and the side roads.

Current proposal

What are we proposing to do?

  • Remove existing informal crossings and islands, and install a zebra on a raised table with build-outs
  • Formalise parking bays
  • Replace existing speed cushions with sinusoidal road humps
  • Provide advisory cycle lanes
  • Provide blended footway treatments and build-outs at junctions with Carson Road, Eastmearn Road, Elmworth Grove and Idmiston Road
  • Remove centre line
  • Resurface carriageway

What you said:

  • Reduction in car parking
  • Location of zebra crossing
  • Cars encroaching into advisory cycle lanes
  • Access to Elmworth Grove
  • Rat-running on side streets

Our response:

Following several workshops and meetings with business owners, one of the major concerns was the parking loss required for the installation of a new zebra crossing on the western side of the road adjacent to the shops. We have listened to the concerns of the shop owners and the proposed location means there will be no loss of parking in the area. The existing parking (24m or 4-5 spaces) has been relocated in the immediate area by reducing the amount of double yellow lines, narrowing build-outs and removing the two informal crossings.

The position of the new zebra crossing has been determined as a result of iterative design and scrutinised at Stage 1 and Stage 2 Road Safety Audit, from which recommendations were incorporated. It is located in the centre of the row of businesses and provides a safer way for people to cross Rosendale Road than currently exists. In addition, the zebra will be on a raised table and forms part of a series of traffic calming measures along Rosendale Road.

Quietways are designed in accordance with the London Cycle Design Standards (LCDS) and advisory lanes are recommended where carriageway widths are insufficient to implement mandatory or separated lanes. Options for fully segregated, light segregated, two-way tracks were investigated, however, the layout of the road was not conducive to these due to uncontrolled parking, private driveways, and existing mature trees.

Access to Elmworth Grove will not be affected, residents and service vehicles can continue to use the entrances as they do currently.

To deter rat-running and excessive speeding on the streets running from Rosendale Road we have narrowed the width of the side roads approaching the junction and proposed blended footway treatments at the junctions. This will reduce the speed of turning movements and provide a much easier crossing for pedestrians on a continuous footway.

More detailed responses to the consultation and engagement are in:

6. Rosendale Road / Park Hall Road

The junction of Rosendale Road and Park Hall Road is currently a mini-roundabout. The wide carriageway encourage high vehicle speeds and makes it challenging for pedestrians to cross. There is a significant left-turn movement from Rosendale Road (north) to Park Hall Road (east) which creates a significant risk of a left-hook movement for cyclists travelling southbound.

Current proposal

What are we proposing to do?

  • Replace mini-roundabout with a priority (north-south) junction on a raised table and a new zebra on the southern arm and three informal, at grade, crossings
  • Build-out pavement with new tree pits and planters to tighten junction
  • Provide cycle lanes either side of junction and remove centre line
  • Resurface carriageway
  • Create raised table and improve crossing at Myton Road

What you said:

  • Objection to removal of the roundabout
  • Positioning of zebra crossing
  • Loss of pedestrian refuges

Our response:

There has been widespread concern about the removal of the roundabout for both safety reasons and capacity. In the last five years there have been four casualties reported to the police resulting in four slight injuries. The average 85th percentile traffic speed southbound towards the roundabout is 27.42mph with corresponding 85th percentile speeds on the exit of the roundabout eastbound on Park Hall Road of 24.44mph and southbound on Rosendale Road 28.24mph. Showing the roundabout does not effectively slow vehicles at the busy junction.

The aim of the proposal is to reduce vehicle speeds and to make the junction safer for vulnerable road users such as pedestrians and cyclists.

The current proposal is to remove the mini-roundabout and replace it with a priority junction, with the priority being given to Rosendale Road over Park Hall Road.

To reduce traffic speeds:

  • the junction is to be placed on a raised table
  • the corners of the junction are to be tightened to require vehicles to slow to take the corner
  • the road width is narrowed by building-out the pavements on each arm

To improve pedestrian safety:

  • a new zebra crossing is located on the southern arm – various locations have been suggested during design, the southern arm has been chosen as it will create breaks in traffic flow to allow vehicles to exit from Park Hall Road and turn right into Rosendale Road, additionally there is already a new zebra crossing proposed 175m to the north, adjacent to Rosendale Road shops
  • although the refuges are proposed to be removed, the overall crossing distance is reduced to 8m (from 11m) across Rosendale Road and to 6m (from 8m on the western arm and 10m on the eastern arm) across Park Hall Road
  • Each crossing point will be flush with the pavement
  • The informal crossing points are better aligned with the pedestrian desire line

To improve cyclist safety (as per the LCDS, Chapter 5):

  • Removal of mini-roundabout: mini-roundabouts raise the failure of vehicles to observe the give way due to the geometry and fail to reduce speed through the junction
  • Installation of priority junction:
  • Changes the priority to support the north-south movement through the junction
  • Narrowed lanes prevent overtaking and reduce the risk of a left-hook from vehicles
  • Clearly marked cycle symbols raise drivers’ awareness of the presence of cyclists
  • Raised table reduces the speed on entry and exit of the junction

The proposed junction layout has undergone traffic modelling with the outcome that “it is reasonable to conclude that there is unlikely to be a material increase in queuing on this [Park Hall Road east] arm”. Please see the External Stakeholder Feedback (p17) for more detail.

Overall the proposal offers a significant improvement for road safety, the proposals are expected to result in a reduction in vehicle speed through the junction and a better level of service for vulnerable road users including pedestrians and cyclists without significantly diminishing the capacity of the junction.

More detailed responses to the consultation and engagement are in:

7. Rosendale Road to Tritton Road

The southern section of Rosendale Road to the junction with Tritton Road requires measures to reduce the speed of vehicles, improve the crossing facilities for schoolchildren and provide better visibility at the junction.

Current proposal

What are we proposing to do?

  • Change priority of junction and place on a raised table
  • Build out pavement to tighten corners and add new tree pits
  • Install new zebra outside entrance to the school
  • Widen footway outside Elm Wood Primary School

What you said:

  • Reduction in car parking
  • Alignment not giving Quietway priority
  • Displacement of traffic

Our response:

Following consultation with the school, we are proposing improved facilities for pedestrians by introducing a new zebra crossing on Tritton Road, improving the access to the school.

The design proposes a small loss of car parking, 16m or 3 parking spaces. The removal of parking is required to treat the entry/exit points to Rosendale Road/Tritton Road to reduce traffic speeds, improve visibility and make it a safer environment for all. The main area of parking loss will be on Tritton Road outside the school where the ‘Keep Clear – School’ markings will be replaced with a build-out and extended double yellow lines.

At other junctions along the route, priority for the Quietway is preferred, however in this location, to mitigate against collision risks for right turning vehicles from Rosendale Road to Tritton Road westbound, priority is given to west/north movements.

The measures proposed as part of this scheme aim to calm traffic, there are no proposals to reduce the vehicle capacity. It is not anticipated there will be a significant increase in congestion as a result of this scheme. We will continue to monitor traffic in the area and will consider traffic calming measures on adjacent roads, as part of other programmes.

More detailed responses to the consultation and engagement are in:

8. Clive Road to Hamilton Road

The junction between Clive Road and Hamilton Road requires measures to reduce traffic speed through the junction and when turning to and from Hamilton Road /Clive Road.

Current proposal

What are we proposing to do?

  • Change priority of junction
  • Wider footways and raised road surface at junction to calm traffic
  • Formalise on-street provision by marking bays – retain part-footway parking

What you said:

  • Priority change
  • High traffic volumes
  • High vehicle speeds

Our response:

In accordance with to the London Cycling Design Standards cycle lanes and tracks should aim to have priority over turning traffic. This is important not just for directness and continuity, but also safety. A high proportion of collisions involving cyclists arise from motor vehicles turning across cyclists, either through failing to see a cyclist or failing to observe good practice on road user behaviour and priority as set out in the Highway Code (Rule 183).

In early 2017, traffic surveys were carried out along Hamilton Road. The average volume of vehicles per day was 630 eastbound and 848 westbound. This is within the limit recommended by TfL of less than 3,000 per day for a Quietway.

To reduce traffic speeds we are proposing to change to the road layout through road narrowing, horizontal defection (build-outs) and by introducing a raised table at the new junction on Hamilton Road.

On Berry Lane, two-way cycling was proposed in the original consultation, this is no longer being considered as part of this scheme.

More detailed responses to the consultation and engagement are in:

9. Paxton Place / Gipsy Road / Gipsy Hill

Cycling southbound is not currently permitted on Paxton Place. There is high pedestrian footfall in the area and crossing Gipsy Road and Gipsy Hill is challenging for cyclists due to high traffic volumes. Crossing the northern end of Gypsy Hill is a pedestrian desire line, which is catered for by a pedestrian refuge.

Current proposal

What are we proposing to do?

  • Permit two-way cycling in Paxton Place
  • New parallel pedestrian/cycle zebra crossing at the north of Gipsy Hill
  • Upgraded parallel pedestrian/cycle zebra crossing on Gipsy Road
  • New shared-use area with advisory cycle track
  • Continuous footway across the entrance to Paxton Place

What you said:

  • Two-way cycling on Paxton Place
  • Pedestrian/cycle conflict in proposed shared space
  • Conflict between cyclists and vehicles

Our response:

The proposals offer a significant improvement for pedestrians with an additional zebra crossing on Gipsy Hill, giving pedestrians and cyclists priority over vehicles when crossing. The addition of a continuous footway over the entrance to Paxton Place also promotes pedestrian priority and makes crossing easier.

Following consultation and engagement, we recognise concerns over the narrow width of Paxton Place for two-way cycling, however, we believe this offers a suitable alternative route for new or less confident cyclists to using Hamilton Road and Gipsy Road. Several studies have been conducted on two-way cycling on narrow roads. One of the latest pieces of research on the topic concluded that “contra-flow cycling does not constitute a road safety problem but rather a road safety solution in narrow roads”. At the same time a recent investigation conducted by the City of London confirmed that all +3.0m wide streets with low traffic volumes should be made contra-flow, Paxton Place is over 3m in width for its length. We will look to provide mirrors and clearer road markings to raise the visibility and increase the awareness of all road users.

We also note the importance of providing clear way-finding and delineation to encourage cyclists to use the shared space responsibly and maintain the level of safety for vulnerable pedestrians. In response to issues raised during engagement we will ensure there are adequate provisions to slow cyclists and provide demarcation to reassure pedestrians.

We recognise the concerns raised over the implementation of shared pedestrian and cycle space between Paxton Place and Gipsy Road. The engagement has made it clear the junction is heavily used by people accessing the medical centre, pharmacies and schoolchildren. Shared space is commonly used to ensure a more comfortable and convenient crossing point for people on bikes. We feel at this location implementing a shared space area is appropriate. In addition, we will remove all unnecessary street clutter and ensure pedestrians have priority over cyclists.

More detailed responses to the consultation and engagement are in:

10. Gipsy Hill

The section of Gipsy Hill between Gipsy Road and Dulwich Wood Avenue would benefit from traffic calming to reduce vehicle speeds.

Current proposal

What are we proposing to do?

  • Introduce new two metre advisory cycle lane southbound (uphill) between Oaks Avenue and Dulwich Wood Avenue
  • Introduce double yellow lines on the western side of Gipsy Hill, with parking bays on the eastern side, next to the park
  • Replace speed cushions with cycle-friendly humps

What you said:

  • Concerns over the route alignment
  • Reduction in car parking and location of restrictions
  • High traffic flows/speeds

Our response:

One of the main issues raised was that a more suitable route for the Quietway would avoid the use of Gipsy Hill and link in to the London Cycle Network on Dulwich Wood Avenue, tying in to the existing cycle infrastructure to the north and east of the roundabout. The borough recognises these concerns and agrees this is a desirable connection. We are working with Southwark and Transport for London to explore the feasibility of linking between the northern sections of Gipsy Hill and Dulwich Wood Avenue without reducing the level of service for pedestrian at the bus stop on the southern side of the roundabout. While this is under investigation, we believe the improvements to Gipsy Hill offer a significant safety benefit to all road users (pedestrians, drivers and cyclists) and are worthwhile proceeding with.

Responders raised concerns over the location of retained parking, specifically over whether the parking should be retained on the east or west of Gipsy Hill. It is considered slower moving cycles travelling southbound (uphill) would benefit more from an advisory cycle lane, than people on cycles travelling northbound (downhill), where it is anticipated they are more likely to travel at the speed of general traffic.

The introduction of waiting restrictions and marked parking bays will require a reduction in parking provision of approximately 110 metres (around 20 on-street spaces). An on-street parking survey indicates there is sufficient parking capacity for local residents during the evening and overnight period, most of the on-street parking at this location is used by commuters travelling from Gipsy Hill station.

More detailed responses to the consultation and engagement are in:

11. What happens next?

  • If there are any objections to the statutory consultation we will prepare an objection report which will be reviewed and a decision taken to proceed or not by the Cabinet Member for Housing and Environment or senior officers. This can result in some changes to the design

13. Contact Us

If you have any questions or comments, please contact the project team: