Completion of the new links permits traffic coming from the north or out of town and heading to Wavertree, Tunnel Rd and points south which will be directed via Oxford St, Grinfield St etc. avoiding a right-turn at Marmaduke St! The existing looping arrangement, though considered a nuisance by some residents, does work effectively to prevent rat-running. It also makes for pedestrian-dominated streets, which are well suited to children. Connections between Edge Lane and Empress / Adelaide / Leopold - must be reduced. This means that the existing looping arrangement will no longer work.
BEVEL believes that the proposals for Edge Lane, particularly for Edge lane West are unnecessarily destructive, and will not produce the optimum outcome. This presentation sets out the alternative road layouts that we recommend.
They meet the legitimate aims of the official scheme, while avoiding the gross destructiveness and the antiurban consequences.
The position of the main junction between Mount Vernon and the new link road, places it at about 450m from the Jubilee Drive / Marmaduke St junction. This is well-suited to the use of co-ordinated signals as described below. (It also leaves a suitable distance to the next significant junction at Daulby St.)
Jubilee Drive and Connaught Rd will have to become the entry route for at least the south eastern part of Kensington Fields. The existing looping arrangement might be replicated along the line of Edinburgh Rd. n the long term it is possible that the pressure to rat-run will be reduced, so perhaps Jubilee Drive could be re-opened through, but we should not rely on that happening any time soon...and if ever tried, it may have to be undone.
Over the length of the scheme, a vehicle passing through should only have to wait for one set of lights, and thereafter, so long as its cohort has kept to the approved speed, the lights should be green for it. This might apply from Beech Street in the east to Mount Vernon (1000m), or if our Hall Lane suggestion were taken up, perhaps as far as Islington (2100M).
To work, this requires that the green phases on the through route are co-ordinated, and this in turn requires the key junctions to be at an appropriate, and fairly regular spacing. A spacing of 450m between key junctions, and a signals cycle of 96 seconds, (with 66 seconds allocated to the through route) for example, works with a speed of 35kph.
WE calculate that this would allow an increase in flow of 12% over the 2004 survey figures, and at peak time the average delay (i.e. at the first set of signals only) is 12.5 seconds for through traffic. (The average delay for vehicles coming from the side approaches is likely to BE AT AN AVERAGE OF 37 sec.)
For off-peak times, a shorter cycle would be applied to reduce these delays.To ensure that the regular progression is not disrupted, additional lanes are provided for both left-turn traffic and, where appropriate, for right-turn traffic.
The Wider View