Continuing the Drive to Improve Road Safety in Islington with Low Traffic Neighbourhoods

Hokman Wong (specialist brain injury solicitor at Islington firm Bolt Burdon Kemp) looks at road safety in Islington and making streets safer with Low Traffic Neighbourhoods.

Road traffic collisions are the main cause of severe traumatic brain injury in people aged 10 to 50.

Every day I work on cases involving brain injuries. I see the profound effect brain injury has on a person’s life and those around them. Knowing what I know about road traffic collisions and brain injuries, I realise the importance of improving road safety. Since I became a father two years ago, I’ve felt even more passionate about making streets safer for little ones, and big ones too.

Road Safety in Islington

Roads today are generally safer than they have ever been before. Over the last 15 to 20 years technology has been put in place to protect vehicle occupants. However, reduction of injuries to non vehicle occupants has been much smaller and there is evidence it may be rising.

In terms of national trends, according to Department for Transport provisional results 2019 across Great Britain:

  1. fatalities fell from 2006 to 2010 and from 2010 onwards remained flat, with year on year changes explained by one off causes or natural variation; and
  2. serious injuries declined from 2004 to 2010 and from 2010 onwards the decline continued but at a slower rate.

The overall trend is improvements in road safety have stabilised and any improvements are being made at a slower rate. There are concerns improvements are stalling.

Fatalities and serious injuries from road collisions in Islington have reflected the national trend, as can be seen in the table below.

YearTraffic volume in Islington all vehicles (million vehicles)1Islington reported total number killed or seriously injured2
2005277.290
2006280.181
2007279.2112
2008271.675
2009265.177
2010258.481
2011254100
2012248.7122
201324371
2014246.293
2015243.489
2016246.381
2017243.6125
2018237.2141

The figures for people killed or seriously injured in 2017 and 2018 are higher than previous years due to changes in the way police reported road collisions from September 2016. The previous reporting system was more subjective and is thought to result in under-reporting. TFL have adjusted pre-2017 figures to account for changes in reporting and prepared the graph3 below which shows Islington reflects the national downward trend of people killed or seriously injured in road collisions.

Continuing to Drive Improvements in Road Safety in Islington

With numbers of people in Islington killed or seriously injured in road collisions being relatively stable, bold progressive action is needed to ensure road safety continues to improve. This will be needed if TFL is going to achieve Vision Zero for London, that by 2041 all deaths and serious injuries will be eliminated from London’s transport network.

Historically Islington has taken a progressive approach to road safety. In 2002, Islington introduced its first 20mph zone. By 2009, 50% of roads in the borough were limited to 20mph. In 2010, Islington became the first borough in London to limit all residential roads to 20mph. In 2012, all roads controlled by the council were limited to 20mph. In 2018, remaining roads in Islington, controlled by TFL (for example the A1 and Camden Road), were limited to 20mph. As a pedestrian there is a massive difference being hit by a car at 20mph and 30mph. It is estimated at 20mph 1.5% will be killed and at 30mph 8% will be killed4.

In July 2020, Islington’s first Low Traffic Neighbourhood (LTN) was put in place in St Peter’s ward. A Low Traffic Neighbourhood is an area in which “through” motor vehicle traffic is discouraged or removed. This stops rat running, improves air quality, reduces noise pollution and makes streets safer for people to walk and children to play.

Islington Council has plans to cover 1/3 of the borough with LTNs by the end of 2020. LTNs will be put into place on an experimental basis with both residents’ and users’ views being collected continually during the experimental period. Changes can be made, or the scheme re-thought, in response to observations at any time. After the 18 month experimental period a final decision is made. Using an experimental period provides for greater opportunity for consultation and views obtained are based on experience, rather than what a person thinks is going to happen.

Introducing LTNs across Islington is bold and progressive. Action like this is needed to make sure road safety continues to improve. Change is often met with resistance, but without change our roads would be no safer than they were 20 years ago. It is vital we show our support for LTNs in Islington to ensure they become permanent.

1Department for Transport Islington road traffic statistics https://roadtraffic.dft.gov.uk/local-authorities/96

2Department for Transport STATS19 records of reported road casualties in Islington http://www.travelindependent.org.uk/area_103.html

3http://content.tfl.gov.uk/2017-borough-data-factsheet-islington.pdf

420mph Zones and Speed Limits Factsheet, Royal Society for the Prevention of Accidents, 2017

Street Parks for London

One of the few benefits of lockdown has been the quietness of the streets in my neighbourhood. Without motor traffic, people thronged into them as never before: families walking and cycling, teenagers skateboarding, children on scooters – all enjoying the empty roads. As the buds on the trees burst into leaf, and the spring air filled with birdsong, it seemed as if the area had become a park. Wouldn’t it be wonderful, I thought, if we could keep this when lockdown ended. Would it be possible to create a ‘Street Park’: a collection of streets where people feel it is as safe and pleasant to walk and cycle as in a park?

People walking and cycling freely down the middle of their local streets to maintain social distance during the Covid pandemic
People have used all of their streets during lockdown Photos: Martin Gorst

While I was mulling this over, in mid May, Transport for London launched Streetspace for London – a programme to create more space on roads so people can walk or cycle while social distancing. Looking at the documents TfL posted online, I saw it had carried out some impressive research. Among the maps was one showing areas of London, marked in blue, where the street layout creates conditions for rat running.

Map from TfL Streetspace document showing areas where low traffic neighbourhoods should be a priority
TfL’s priority locations for low-traffic neighbourhoods in London

Transport for London would like to transform these areas into emergency low-traffic neighbourhoods – places where councils could quickly install low-cost objects such as planters to remove rat-running motor traffic. To make it happen, local councils need to bid to TfL for the money, but many will only bid if they feel the scheme has local support.

Will people get excited enough about low traffic neighbourhoods to ask their councillors for one? While the concept is great, the term itself is about as appealing as ‘low-calorie diet’. You don’t immediately think “that sounds nice”. As a low-traffic neighbourhood is almost identical to a street park, I wondered if the term ‘Street Park’ would work better. The only way to find out was to put it to the test.

Three wooden planters placed across the carrigeway to block motor vehicles but allow walkers and cyclists free passage
Simple modal filter promoting active travel Photo: London Cycling Campaign

Based on the rat-running areas TfL has identified in Ealing, I’ve mapped out 13 potential ‘street parks’. On average, it would require about five bicycle filters and one bus filter to create each of these areas. That’s about 200 planters – not a lot of money to reduce pollution for thousands of people.

Map showing how south-west Ealing could easily be divided into a number of Street Park areas
Potential Street parks in Ealing Image: Martin Gorst / Open Streetmap

While street parks have lots of benefits, it’s important to acknowledge their down side. The modal filters that remove rat-running traffic can make some car journeys longer for residents. In the past, this has been a major objection to low-traffic neighbourhoods. However, after experiencing the joy of quiet streets in the last two months, many people don’t want a return to busy roads.

Slide listing key characteristics of street parks: Resident parking unaffected, Delivery access to all properties, pleasant place to meet, safe for children to cycle,quiet, less damage to cars from rat-running vehicles
Street Parks Image: Martin Gorst

In the past few weeks I’ve presented this idea to several different groups, and the reaction has been overwhelmingly positive. People immediately get the idea of street parks. Why wouldn’t you want a park in your area? I’ve also sent it to my local council. At the time of writing, I hear they are bidding for at least two of the schemes, hopefully they will bid for more. The results of these bids will be announced around 18th June and there will be be a further funding opportunity for councils judged to have used the initial funding well.

TfL is aiming to fund street parks (‘low-traffic neighbourhoods’) all across London. So why not ask your local councillors for one in your area.

Concluding image showing people enjoying quiet, safe, street
Street Parks Image: Martin Gorst

View from the Street: Less Traffic – More Life

View over the square in DeBeavour Town, Hakney

Dido Penny recalls life in one of London’s pioneer low traffic neighbourhoods and looks forward to seeing the benefits as Councils are asked to re-prioritise people over traffic our streets.

A few years ago I shared a flat on De Beauvoir Square in Dalston with a couple of friends. We were lucky in lots of ways – the flat had lots of natural light, views of the square, and a big living area that was great for parties. It even had a tiny garden. But one of the best things about living there was that we didn’t really need a garden at all with the square only a few yards away. We spent a lot of time out there in the summer – picnic breakfasts, afternoons lying in the sun and early evening cocktails where we would take it in turns to run in and get ice. We weren’t the only ones who loved it- most people who lived on the square seemed to spend a lot of time there and it was rarely empty.

Picnic in the square – Photo: Dido Penny

There are lots of reasons why De Beauvoir works so well as a community space. There is a summer fair and various other events (such as the annual dog show), and an active neighbourhood association. And the square is well maintained, with a playground, lots of trees and a rose garden, as well as being a beautiful space to begin with.

But one of the main reasons that people treat it as an extension of their homes is the almost complete lack of any traffic. The whole De Beauvoir area is well filtered; it’s possible to access any street by car, but there are only a few designated through routes without modal filters. So although there are parked cars on the square, and a stream of commuting cyclists for a few hours every day, it’s pretty much car free. It is a real example of how much more pleasant pedestrian areas are, and how a lack of traffic makes people feel that they own the space around their houses and spend more time outside. There were so many things people wouldn’t do if the square was a busy roundabout – picnicking on the grass only a few yards from the road, chatting to their neighbours in the street, letting dogs off their leads or children play in the playground supervised from a distance.

Pedestrians and child cyclists move easily through filtered streets
Pedestrians and cyclists given priority of movement. Photo: Hackney Cycling Campaign

I now live in central Hackney, and though I love the area, there is much less sense of communal space. But walking around the area during the lockdown when there was very little traffic save the occasional delivery van, I noticed that many people seemed to be using the space around their houses in a way that reminded me of De Beauvoir. On my daily walks around familiar streets, people were outdoors much more than they would be in normal times. I noticed several families on the same street washing their cars together, and chatting to each other from across the road (from a safe distance!). People were sitting in the little front yards between their houses and the pavement. I saw one couple having brunch on a table they had set up on the pavement outside their front door, complete with prosecco. The lack of any traffic didn’t just make the streets quieter and the air cleaner, but seemed to create a different atmosphere for the residents as well. On a sunny weekend it felt like this was one of the few positives in this strange situation.

Of course this is partly because many people were not at work and children not at school, and parks were either shut or limited to exercise. In an area where most flats have a small balcony at best, people were improvising to find ways to relax in the sun. But it was also a consequence of there being virtually no traffic to the extent that the streets felt pretty much pedestrianised. The streets in my area are in fact fairly well filtered already and set back from main roads. But despite this the streets normally feel just slightly too busy, and the risk of speeding cars is too real for them to feel truly safe.

In the past couple of weeks since the lockdown has been relaxed, it seems that unfortunately the traffic is returning to normal and I’ve noticed far fewer people using their front gardens and porches and the green spaces next to the blocks of flats. But the nearest park to me is very busy on weekday evenings and weekends as it’s now officially OK to meet friends outside. It seems that just a slight increase in traffic- or even just the perception that people will be driving again – makes quite a big difference. Reducing the number of cars in a residential area can have a big impact on the way people perceive and use the space around them.

The lockdown has also given many a renewed appreciation of their local area- I certainly found that being limited to where I could walk within an hour made me very grateful for the local shops and green spaces. And the importance of a local community and support network has proved to be of real value during the lockdown. Much has been written about how the Covid Mutual Aid groups have connected neighbours and created support networks ready to help those self-isolating. Even the weekly clap for Care Workers has meant that people feel more connected to their neighbours- in some cases actually seeing them for the first time. It would be a really positive outcome if this sense of community could be maintained and built upon.

Having read a little about the history of De Beauvoir square and why it is such a successful low traffic neighbourhood, I learned that the measures to prioritise pedestrians were a result of a long campaign from the local residents in the late 60s and early 70s. Following years of pressure on the council and demonstrations where residents blocked the roads, they succeeded in making most of the area filtered to traffic. It’s a virtuous circle where a determined group of people created a desirable area to live, which itself continues to foster a strong community spirit. I hope that the few weeks of lockdown, which, though so difficult in many ways, give residents in Hackney and other areas a sense of what the area could be like without cars, and that this is something worth fighting for.

Broadway Market open to people walking and cycling
Broadway Market, Hackney with filtered access to allow social distancing. Photo: Brenda Puech

What’s exciting is that changes are already happening. Hackney Council have already closed Broadway Market to traffic, and on the 22nd May announced three further road closures. This is in addition to the  120 road closures proposed in Hackney as part of the London wide StreetSpace plan. This is one of many reasons why Low Traffic Neighbourhoods, which many London Boroughs are now installing, and attractive low pollution walking routes such as the Central London Walking Network, are so important. Streets that prioritise pedestrians are not only safer and healthier, but also more fun to live in and encourage a sense of community. 

Will Walking stay transport’s ‘poor relation’ in the wake of Covid-19?

Narrow pavement, thoughtlessly blocked – Image: Living Streets, Scotland

Robert Molteno examines the risk that walking may continue to be overlooked as active travel is prioritised.

We are living in a moment of great expectation. Almost every day news comes that this or that borough is taking measures to widen pavements for pedestrians so they can keep proper ‘social distance’, or to take carriageway space and turn it into a protected ‘pop up’ cycle route, or even to exclude traffic entirely from some neighbourhood road prone to ‘rat running’ in order to make it safe for people on foot or cycling. The Borough of Croydon has even invented the novel idea of ‘exercise streets’; volunteer residents can get rapid Council permission to close a section of their street to traffic for a couple of hours a day in order to give people safe space to exercise.

And the hope is rising among some that today’s ‘temporary’ will be so enjoyed by people that it becomes tomorrow’s ‘permanent’. And that we really will, as Grant Shapps MP, the Transport Secretary said when introducing his Department’s Paper, Decarbonising Transport – Setting the Challenge, back in Marchuse our cars less, and public transport and active travel will be the natural first choice for our daily activities.” And six weeks later on 9 May, when his Department issued its Covid-19 Guidance to all local authorities on how they should act urgently, as the return to work accelerates, to support walking and cycling as the main way of making short trips, he was even more forthright: “We recognise this moment for what it is: a once in a generation opportunity to deliver a lasting transformative change in how we make short journeys in our towns and cities.”

But before we get taken over by a surfeit of optimism, let us ask the question:

Is Walking really the ‘poor relation’ of other transport modes?

Let’s think about it for a moment.

  • How many politicians get up and say things like ‘We must look after our residents on foot’? Or ‘we promise to spend £X billion on our country’s footways.’ Or ‘we will deliver benches on high streets and in town centres where people can pause and chat’. Do local councillors ever put in their election manifestos: ‘Countdown displays at all signalised crossings to reassure people of all ages and abilities they have time to get across the road safely.’ ‘Arrival indicators at every bus stop so even people without smart phones know how long they have still got to wait (just like on a train platform!)’.
  • Or try Googling ‘The UK’s national walking strategy’, and see what you get! Or, rather, don’t get. Successive UK governments have had Road strategies, and strategies for Rail, Air Travel, Freight, and so on. Even buses got promised a new National Bus Strategy in September 2019 though it hasn’t appeared yet. But Walking? – only in Scotland has this been thought of.
  • At local level, very few London boroughs have Walking Strategies, even as more of them, quite rightly, are developing explicit Cycling Strategies. These days many London boroughs do have Active Travel Strategies. But take a look, and you’ll find they are usually talking mainly about Cycling, certainly when it comes to projects (often with catchy names), or actual sums committed, or timetables for delivery.
  • How many local authorities even bother to count pedestrians? Counting people on overflowing narrow pavements. Counting people waiting way beyond 30 seconds at signalised crossings for the Green Man. Or, worse, counting commuters and shoppers having to thread their way through the traffic because there is no nearby crossing on the road at all. Transport for London (TfL) counts pedestrians in some places, but certainly doesn’t count any of these things. I remember only four years ago when TfL started its Better Junctions Review, its traffic modelling did not include pedestrian statistics as a relevant variable. Indeed has this really changed in the world of traffic modelling even now? Only the City of London makes a point of being consistently serious about actually counting us pedestrians, and making us increasingly the primary focus of its transport policy-making.

Walking remains the Cinderella of transport policy. And not just policy, but projects and spending too. The attitude to pedestrians of too many highway engineers, even transport planners, and their political masters seems long to have been: ‘Everyone walks, don’t they? Like we all breathe. Pavements exist. And what if people have to share them with cars parked on them, as happens everywhere outside London. So, job done. Or pretty much so.’

The hard evidence – how a century of car hegemony has transformed our urban road infrastructure

The evidence of the marginalisation of Walking in policymakers’ minds is the urban road system we are now living with. Let’s just consider:

  • The volume of motor traffic: One statistic will do. In the 1950s when I was a boy, there were only about four million vehicles on the road. Today in Britain, it’s approaching 40 million, and in London alone, 14% of households actually have two or more cars! In simple geometry terms, the authorities are beginning to realize that that number simply cannot fit into the ‘pint pot’ of our urban road space.
  • Collisions and Road Deaths: Another statistic! In the United States, that epicentre of the car culture, by the early 1970s, over 50,000 Americans were being killed on the roads every year – more than the entire number of US casualties during the Vietnam War. And the cause? The refusal of the car industry to design safety into their cars, and the issue of speed limits.
  • Speed Limits too high: When the first steam-powered vehicles appeared on the roads in this country in the late 19th century, Parliament required a man with a red flag walking in front of them! But almost immediately, a change was demanded: by 1903 the speed limit had risen to 20mph. And in 1930 the Road Traffic Act abolished speed limits altogether. Only the soaring number of road deaths that immediately resulted led five years later to a speed limit being reimposed, but this time 30mph in built-up areas, a limit that is still with us today. Over the past decade, the extraordinary 20’s Plenty for Us nationwide campaign led by Rod King has begun to undo this damage, but there are still many boroughs, particularly in Outer London, which still do not recognise the incompatibility of urban living with 30+mph speed limits. It is pedestrians who are primarily paying the price – in 2018 in London, over 50% of all road deaths were people on foot.
  • The sorry story of speed bumps: Some local authorities, my own Borough of Wandsworth included, turned wholesale to building speed bumps as the method of speed enforcement, but an outcry from motorists gathered force. The height of bumps was often reduced, and their shape changed to allow vehicles a smoother ride! The result? Less adherence to speed limits; more deaths and injuries of people not actually travelling in the vehicle.
  • Carriageway architecture: This is a whole subject in itself. So just a couple of examples of changes introduced to facilitate drivers not having to slow down. At road intersections, the geometry of kerbside corners was loosened to enable motorists to turn into and out of side roads with less slowing down. And another intersection innovation – the roundabout. Great for drivers in a hurry, dangerous for pedestrians and cyclists.
  • Pavements – the strange case of the disappearing space: The priority for decades has been ‘smoothing traffic flows’. One thing that meant was maximising carriageway space – wider traffic lanes, more lanes. And the only way to do that was whittling away pavement widths. And when that meant pedestrians on crowded pavements having to step out on to the carriageway, what did the engineers do? Introduce endless guardrails to hem them in. And that’s not to mention all the signage, speed limit notices and parking notices, and now Electric Vehicle charging points, all situated not on the carriageway, but on the pedestrians’ very own pavements!
  • Pedestrian Crossings – under siege: This is another whole subject! In London, back in 2010 we experienced Mayor Boris Johnson’s cull of signalised crossings, also in the interests of ‘smoothing traffic flows’; some 300 were abolished. Local authorities create a mountain of obstacles about installing any new crossing – in my borough of Wandsworth, residents have to prove that the number of people killed or seriously injured on a particular stretch of road must exceed a defined threshold before Officers will even consider building a new crossing. And Wait Times for pedestrians are another scandal – people on foot, including commuters in a hurry, can be made to wait up to two minutes at some signalised crossings before being allowed to cross.
  • And where to put all those 38 million vehicles? Here the authorities face an insoluble dilemma. Most owners of cars in built-up areas do not live in accommodation where they can park their cars off-street. Take the example of Wandsworth again, of the 90,000 registered vehicles, 65,000 of them are parked on the street. That’s an unsightly nuisance, on occasion a danger, for local residents. But the fact that Wandsworth’s parked cars take up 18% of the available road space is a very curse for drivers – more parked cars means less carriageway space; less carriageway space means slower possible speeds and more congestion. In many places, particularly outside London, the law has come up with an extraordinary ‘solution’ – pavements stop being only for pedestrians; instead they become shared space between them and parked cars. Allowing vehicles to park up on the pavement is a leading example of car-centric policymaking.
  • And all those human activities that no longer happened on our streets: Children playing football, cricket, or other games on traffic-free residential roads – a sight common in the 1950s. Street markets and barrows. The street being a place where people wanted to be, if only to socialize and chat.

All these dimensions and examples of car-centric urban road design and policy show just how marginalised walking has become as a mode of transport people want and can enjoy doing in our country today.

But we must not disable ourselves in a sea of pessimism.

Perhaps Covid-19 will transform the place of Walking fundamentally? Grounds for hope.

That is indeed the hope of some of us. And there are certainly straws in the wind that can raise our spirits.

  • Covid-19 has given us a glimpse of what the future could be like: Quiet skies over West London (Heathrow has even closed one of its two runways). No more purplish haze of filthy air hanging low over Central and Inner London for the spring sun to light up each morning. Above all, unbelievably peaceful, untrafficked streets, easy to cross, and much safer for everyone on foot or cycling (the tide of traffic, however, is flowing in again as the lockdown unwinds).
  • The Climate Emergency: That is simply not going to go away. The science in unanswerable. Action is embedded in law. Public opinion is engaged. The Department for Transport (DfT) has declared in March that it must now draw up an effective game plan to get to Zero Carbon across the whole transport sector – ie all modes of travel. The Department had intended, pre-Covid-19, to bring out the new national policy by the end of this year. Let’s see.
  • The sudden, very recent realisation that public transport can only move about 10-15% of normal commuter numbers if people are to be able to ‘social distance’ safely. And since the epidemic may have a long tail, many people will, quite rightly, fear using buses, trains, let alone the London Underground, for many months to come, perhaps even years. Once again, Grant Shapps MP, the Transport Secretary, has been centre stage. On 9 May he announced a hugely accelerated programme to make it possible and safe for many more people to walk and cycle to work, to school with their children, and the local shops. And so avoid public transport. And avoid the nightmare scenario of even more people using their cars to make short journeys than before the epidemic, or others now acquiring a car where before they didn’t have one – with unimaginable consequences for traffic gridlock, poisonous air quality, road danger, and the quality of urban life generally. ‘Over 40% of urban journeys are under two miles,’ Shapps pointed out. ‘The Coronavirus has had a terrible impact on [our] lives, but it has also resulted in cleaner air and quieter streets, transforming the environment in many of our towns and cities…. Millions of people have discovered, or rediscovered, cycling and walking…. When the country gets back to work, we need them to carry on cycling… [and] pedestrians will need more space….’
  • The Streetspace Plan for London: To give practical effect to what the Department for Transport is calling for, the Mayor of London and Transport for London have moved fast to develop the measures they will take on the roads that they manage, as well as setting up a Fund the boroughs can now apply to in order to do similarly on the roads they are responsible for.

The job ahead – making over our urban roads to enable Walking and Cycling again

The brutal reality remains. Only when our political leaders and the transport professionals really take on board how three generations of car-centric road building, road design, and transport policy have deformed what is by far the largest part of our public realm, will the era of the marginalisation of walking and cycling as transport modes in our urban areas begin to be ended. The task is no less than undoing that legacy of infrastructure and policy distortion that the past century of motor vehicle hegemony has wrought. Government and local authorities must invest serious money, year by year, in doing that. Only then will we be able to say that the marginalisation of walking and cycling is coming to an end.

The View from the Street – Katie Harrison makes a personal plea for living, breathing, streets

Pollution – exhaust from cars, motorbikes, vans and lorries – affects us all. But some of us more than others.

I had asthma when I was a very young child, it went away and I forgot about it. It suddenly came back when I was 32, just over a year ago.

I went from being someone who had finally got really fit and cycling everywhere, to struggling to breathe just walking down a street.

I noticed immediately that if I was walking along pavements on busy streets it felt so much harder to breathe – just walking as I normally would, let alone cycle.

This pandemic has been an awful thing, but one silver lining that everyone seems to agree on is how much fresher the air feels, that we can hear birdsong all day, and that people are taking to walking around the part of the city they live in and even getting out a bike for the first time in years.

Some people are scared to cycle in traffic, some people can’t breathe when they are in traffic. And if there’s one thing we could take away from this terrible time is that we can choose to have cleaner, safer streets and have the cleaner air all the time. It has huge health benefits for everyone, not just people with lung disease.

I commend the building of cycle superhighways,  but for people with lung issues, it’s not enough as these superhighways are all placed along the roads with the worst traffic. It’s not enough for children, and it’s not enough for people who feel a bit nervous about cycling.

What we need is a network of car and pollution free roads across London which allow pedestrians and cyclists to cross the whole city without breathing in dangerous fumes and being afraid of cars.

As we rebuild our lives after Covid, it seems that there is support for this network to prevent gridlock on the roads and dangerous overcrowding on public transport. Let’s build upon the ideas in the Mayor’s StreetSpace Plan and London Living Streets’ Central London Walking Network to make this a reality.

Central London Walking Network Map
Museum St Bloomsbury Re-imagined