Frequently Asked Questions

CHANGES TO ROAD LAYOUT

How long have the roads being operating as two-way roads?

The roads have been operating as two-way roads since Sunday 24th February 2019. A series of phased road closures were arranged from Thursday 21st February to enable the switch to take place safely.

Which roads were switched from one-way to two-way operation?

Portman Street (between Oxford Street and Portman Square);

Gloucester Place;

Park Road (between Rossmore Road and Baker Street);

Baker Street; and

Orchard Street (between Wigmore Street and Oxford Street).

The following roads have remained one-way but have changed direction:

Ivor Place west of Gloucester Place - now one-way westbound with contraflow cycling; and

Portman Mews South - now one-way westbound.

BAKER STREET NORTHBOUND TRAFFIC RESTRICTIONS

What are the traffic restrictions for northbound traffic on Baker Street?

Along the northbound section of Baker Street, between York Street and Marylebone Road, only buses, taxis, cyclists and local access are permitted during the hours of 7am – 7pm Monday to Friday. Outside of these times all traffic is permitted to use this northbound section of Baker Street. No such restrictions are in place at weekends or public holidays.

Why are there traffic restrictions for northbound traffic on Baker Street?

The restriction along the northbound section of Baker Street between York Street and Marylebone Road has been applied due to traffic capacity constraints at the Baker Street / Marylebone Road junction. We need to protect the signal ‘green time’ (when the traffic signal is showing green) given to the Marylebone Road eastbound and westbound traffic, which takes priority as it is part of the Priority Red Route, London Inner Ring Road.

We also need to make sure that southbound traffic from Baker Street (north) can turn right onto Marylebone Road effectively, and this means we need to restrict the volume of the opposing northbound traffic. We are therefore encouraging general northbound traffic (other than buses and taxis) to use Gloucester Place, which is also better connected as it allows left and right turns to join Marylebone Road, unlike Baker Street. Most of northbound TfL buses have now moved to Baker Street alongside most of the taxis. This has freed up capacity along Gloucester Place for northbound movements.

What is the advised route for northbound through traffic?

The A4380 Gloucester Place continues to provide a complete northbound route throughout the day between Oxford Street and the A501 Marylebone Road, and beyond to the A41 Park Road.

Baker Street now provides an alternative northbound route for more localised trips or through routes that cross the area, however it is advisable to avoid Baker Street where possible, because this is now the key bus corridor. The permitted movements diagram is available here

What are the prohibited movements for Baker Street northbound traffic at the Marylebone Road junction and why?

At the junction with Baker Street and Marylebone Road, there are only two permitted movements for northbound traffic:

1. Straight ahead (buses, cyclists and taxis only) – applies – Monday to Friday 7am – 7pm

Outside of these hours ALL traffic is permitted to travel northbound through the Baker Street/Marylebone Road junction

2. Left turn (buses and cyclists only at all times).

The left-turn restrictions are to allow buses to access the westbound bus lane on Marylebone Road and Stop Z on the Marylebone Road now that northbound buses have moved from Gloucester Place to Baker Street. Taxis are not permitted to turn left due to capacity issues at the junction. Instead they should use Gloucester Place. The exemption of taxis from the restriction on Baker Street Northbound is purely to allow them to provide services along Baker Street north of the Marylebone Road. No right-turn is provided at this junction for northbound traffic as it would affect capacity and conflict with Baker Street southbound movements. The permitted movements diagram is available here

BUSES

What has changed for the bus routes?

Southbound bus services are continuing to use Baker Street as before the switch. The majority of northbound bus services have moved from Gloucester Place to Baker Street. However, Route 2 towards Marylebone, Route 30 towards Hackney Wick, and Route 74 towards Baker Street Station, use Gloucester Place. Information regarding changes to bus routes is available via Transport for London

Who should I speak to about buses?

Transport for London are responsible for bus services, their routes and where they stop. To get in touch with them or to raise a complaint please email:customerservice@tfl.gov.uk.

COACHES

What has changed for the coach routes?

Coach services have not changed and are using the same routes as before. Northbound coach services are scheduled to use Gloucester Place. Southbound coaches that are scheduled to stop use Baker Street. Otherwise, southbound coach services can choose to use Baker Street or Gloucester Place. Please note that Westminster City Council have no authority to force coach operators to use a particular route.

Who should I speak to about coaches?

Transport for London are responsible for overseeing coach services across the capital. To get in touch with them or to raise a complaint please email: customerservice@tfl.gov.uk.

DORSET SQUARE COACH STOP

Why is there now a coach stop on the north-east corner of Dorset Square (on Gloucester Place)?

Since the introduction of a new signal controlled pedestrian crossing across Gloucester Place between Dorset Close and Marylebone Road, there is now insufficient space to accommodate all northbound coach services outside the Allsop Arms. Consequently, northbound coach services have been split between the stop outside the Allsop Arms and the stop on the north-east corner of Dorset Square.

The coach stop on the north-east corner of Dorset Square was previously a bus stop serving a large number of TfL day and night-time buses. There are fewer coaches using this stop than the number of buses previously using it, as these buses have now moved to Baker Street (freeing up capacity at this stop for coaches).

Why are northbound coaches not using Baker Street?

Capacity constraints at the Marylebone Road / Baker Street junction mean that it is not possible to move the northbound coaches to Baker Street as well. Most northbound TfL buses have now moved to Baker Street alongside most of the taxis. This has freed up capacity along Gloucester Place for northbound movements.

How do I report noise complaints about coach passengers or coach operators?

Transport for London are responsible for overseeing coach services across the capital. To get in touch with them or to raise a complaint please email: customerservice@tfl.gov.uk.

Why was a signal controlled pedestrian crossing provided on Gloucester Place between Dorset Close and Marylebone Road and not nearer to the junction with Marylebone Road?

If the pedestrian crossing over Gloucester Place was provided at the junction with Marylebone Road, this would require the introduction of a long pedestrian crossing stage at the junction and result in an unacceptable reduction in green time for priority traffic on the London Inner Ring Road. A pedestrian crossing stage is the portion of green time allocated to allow pedestrians to cross the road. When this is run, conflicting vehicle movements are subject to a red signal.

GENERAL QUERIES

What was the total cost of the project?

Please refer to the Cabinet Member report publicly available via the Westminster City Council website for the project cost details: http://committees.westminster.gov.uk/mgIssueHistoryHome.aspx?IId=10724&Opt=0

When did construction finish?

The major construction works associated with the scheme were completed by the end of June 2019. During Summer 2019 our contractor was on-site dealing with remedial and snagging activities alongside undertaking surface treatment works. All works were completed by the end of September 2019 which marked the end of Phase 4 (the final phase of the project).

What happened after the switch to two-way operation?

Following the switch to two-way operation on Sunday 24th February 2019, the scheme was subject to a 6-week moratorium period to allow traffic to get used to the new road layout. Our team also needed to finalise some areas that could only be completed with the roads operating as two-way. On Monday 1st April 2019, works resumed as part of Phase 4 of the scheme. Phase 4 works include:

Construction of permanent traffic islands;

Surface treatment works;

Installation of vehicle detectors for the traffic signals; and

Outstanding remedial works (carriageway resurfacing, tree planting and cycle rack installation).

With ‘permanent’ islands we refer to islands built with kerbs and slabs. Previous islands installed before the switch to two-way were temporary plastic islands bolted into the carriageway. The permanent islands could only be safely installed with the roads operating as two-way. Surface treatment works involve the application of:

A high friction anti-skid material (applied directly onto the asphalt surface) on the approaches to signal controlled junctions. High friction surfacing is a highly effective surface treatment proven to increase the skid resistance of asphalt roads. This material is installed over new asphalt in advance of most signal controlled junctions and is designed to aid vehicle braking.

Buff-coloured material at pedestrian crossings and the raised tables (Raised tables: carriageway surfaces at junctions that sit at a slightly higher level to provide a flush transition between the footway and the carriageway to make it easier for pedestrians to cross). This material at pedestrian crossing points and raised tables is designed to provide a visual warning to drivers and act as a traffic calming feature. Surface treatment application requires dry weather.

Surface treatment works took place between June and September 2019 as weather conditions during the Summer period are typically more favourable for such work.

Phase 4 works were completed by September 2019 marking completion of the scheme.

What measures have been implemented to improve conditions for pedestrians?

The following enhancements for pedestrians have been made:

Additional signal controlled crossings including updated crossings across the Marylebone Road with shorter waiting times and the ability to cross Marylebone Road (outside Baker Street Underground station) in one go unlike the previous staggered arrangement. In the past pedestrians crossing Marylebone Road had to wait twice: once to cross the carriageway nearest to them; and once at the refuge island in the central reservation to cross the other carriageway.

Dedicated pedestrian stages at traffic signals to give pedestrians greater priority at junctions. A pedestrian crossing stage is the portion of green time allocated to allow pedestrians to cross the road. When this is run, conflicting vehicle movements are subject to a red signal.

Wider footways;

New footway paving; and

Raised tables at junctions (carriageway surfaces that sit at a slightly higher level to provide a flush transition between the footway and the carriageway to make it easier for pedestrians to cross).

How do I keep up to date with the project?

All construction works associated with the scheme are complete. All that remains is the publication of the Post Implementation Monitoring Report. This is scheduled to be published early 2020. If you are subscribed to our email newsletter this will be sent to you in a final email update. Otherwise, a copy of the report will be made available in the following section of the project website.

The project inbox will be monitored until Easter 2020. Outstanding queries can be emailed to: BakerStreet2W@WSP.COM

GLOUCESTER PLACE / GEORGE STREET JUNCTION

What pedestrian crossing facilities are provided at this junction?

Four pedestrian crossings have been provided at this junction. There is a signal controlled pedestrian crossing on the southern side of the junction across Gloucester Place. Across the northern, eastern and western side of the junction, uncontrolled crossings have been provided. Uncontrolled pedestrian crossings are the simplest form of pedestrian crossing as they do not include traffic signals. All pedestrian crossings have been provided with a flush surface (so there are no changes in level) and tactile paving to aid the visually impaired.

On the south-west corner of the junction we have installed a large buildout. This has reduced the crossing length on the western arm of the junction across George Street.

We would advise pedestrians to use the signal controlled pedestrian crossing on the southern side of the junction to cross Gloucester Place.

Why have signal controlled pedestrian crossings not been provided on every side of the junction?

The provision of formal pedestrian crossing facilities at the George Street junction is the same now as it was before the introduction of two-way traffic on Gloucester Place. During the design and traffic modelling stage, we did investigate whether or not additional controlled crossing facilities could be provided at this junction, but this would result in banning turning movements (which restricted accessibility to an unacceptable level) or introducing a pedestrian crossing stage. A pedestrian crossing stage is the portion of green time allocated to allow pedestrians to cross the road. When this is run, conflicting vehicle movements are subject to a red signal.

Traffic forecasts suggested that introducing a crossing stage would not be feasible because it would result in significant and unacceptable traffic congestion, with queues blocking back to Oxford Street. Nevertheless, now that the two way scheme is completed, there is an opportunity to review the operation of the junction and see if traffic flows are as high as predicted. We can then consider provision of further controlled crossing facilities. This review process is underway.

FAULTS, MAINTENANCE AND FEEDBACK

How do I report a maintenance or defect issue?

If you would like to raise a defect for the maintenance team to address please do so via: https://www.westminster.gov.uk/report-it. Items reported will be addressed as part of the Planned Preventative Maintenance Programme that Westminster City Council undertakes for its highway network.

How do I report an issue with a traffic signal?

To report a problem with a traffic signal please do so via: https://tfl.gov.uk/help-and-contact/contact-us-about-streets-and-other-road-issues

How do I report parking issues?

To report issues with parking, please do so via:

How do I report illegal driving or traffic contraventions?

To report illegal vehicles please do so via: https://www.westminster.gov.uk/traffic-contraventions-and-illegal-driving

Where can I obtain more information on parking?

To find out more information about parking in the City of Westminster please visit: https://www.westminster.gov.uk/parking

OTHER WORK IN THE AREA

What work was undertaken on Oxford Street?

Footway paving has been renewed on Oxford Street as part of the Planned Preventative Maintenance Programme that Westminster City Council undertakes for its highway network. This work was not part of the two-way scheme.

What is happening to the footways around Portman Square?

Portman Square was paved in advance of the two-way scheme and some of the material has failed. The two-way scheme did not include in its scope the renewal of the Portman Square footways. Those activities are part of another project. The Portman Square footway replacement scheme is currently proposing to repave the internal section of the square with York-stone paving, in accordance with the Westminster City Council standard palette of materials. The works to start replacing the footway material will be completed in phases, with the first phase scheduled to start early 2020. A notification letter will be sent before the works start to frontages with direct access to Portman Square.

What is happening with regards to Cycle Superhighway 11?

Cycle Superhighway 11 (CS11) is not part of the two-way scheme and is being developed separately by Transport for London. A court ruling in September 2018 has prevented work from starting on CS11. Further information regarding CS11 can be found by visiting: https://tfl.gov.uk/travel-information/improvements-and-projects/cycle-superhighway-11

MONITORING STRATEGY

How many accidents have happened since the switch to two-way operation?

Since the switch to two-way, two incidents have been reported to Westminster City Council and the Metropolitan Police Service, neither of which were serious. The designs for the two-way scheme have undergone a rigorous road safety audit and were approved by an independent Road Safety Auditor.

What control measures have been in place since the switch to two-way monitoring?

The scheme has delivered additional and enhanced signal controlled pedestrian crossings at various points along the scheme including the junctions with Marylebone Road. In the run-up to and in the period after the switch to two-way operation, Westminster City Council have had several control measures in place. These have included the following:

Constantly monitoring the area as part of the Post-Implementation Review Strategy and coordinating with relevant parties when incidents are reported;

Pedestrian Crossing Marshals were on hand to help pedestrians cross the road for the first two weeks after the switch, and remind them to look both ways;

Comprehensive dialogue with a wide range of stakeholders to highlight the changes. This includes businesses, residents, public services, community facilities and neighbouring local authorities. It involved disseminating the changes through various communication channels including leafletting, face-to-face meetings, email updates, website posts and through social media;

At key locations “Look both ways” markings have been painted on the road and A-frame signs with the text “Look both ways” were deployed for three months after the switch;

Regular (usually weekly) email updates were sent to subscribers;

Coordination with TfL to optimise and modify traffic signal timings according to conditions;

Our partners have cascaded safety messages through their networks and channels; and

There have been public announcements on TfL services including local underground rail services informing passengers of the changes and the need to take care.

It should be noted that all road users have an individual responsibility to travel safely, be considerate of others and obey the highway code and all traffic laws.

How are you monitoring traffic following the switch to two-way operation?

The team is constantly monitoring the situation along the scheme extents. The final traffic surveys that formed part of the Post Implementation Monitoring Strategy were undertaken in October and November 2019. The results are being analysed and compared with traffic data that was collated before the implementation of the scheme. The purpose of this exercise is to ascertain how the switch to two-way operation has affected traffic patterns. A report will be published in early 2020 detailing the outcomes and any mitigation that may be required.

Why did traffic surveys take place in October and November 2019?

We have undertaken localised traffic surveys in areas with safety or rat-run concerns since March 2019. However, we were not able to complete all the surveys before November 2019 due to a number of factors:

1. Road closures associated with Phase 4 of the scheme;

2. Night-time road closures (20:00 to 06:00) for surface treatment works took place on selective dates from June 2019 until September 2019;

3. School summer holidays;

4. Road closures on Oxford Street and Marylebone High Street on selective dates for routine maintenance and the implementation of the Low Emission Neighbourhood took place during Summer 2019; and

5. Organised marches that took place in the Marble Arch area by environmental groups.

Road closures distort traffic patterns and the routes used. Coupled with this, in early 2019 traffic was still getting used to the new road layout, and during the school summer holidays traffic volumes can be up to 1/3rd lower. Therefore, if any data was collated in that period, it would not be representative nor comparable to the data that was collected before the switch to two-way operation. Traffic data from before the switch to two-way operation was collated over an 18-hour period between 06:00 and 00:00 on neutral counting days. Neutral counting days are days that are most representative of typical traffic patterns. Weekends for example are not representative as a significant portion of people are not undertaking their regular commutes to work.

Undertaking the surveys in October and November gave sufficient time for drivers to become accustomed to the new road layout and travel behaviours to have become normalised. By obtaining representative data, we will be able to better determine the type and extent of mitigation that may or may not be required.

TREES AND AIR QUALITY

How many trees were removed and why?

Altogether, 17 trees have been removed in Baker Street. Most of these trees were Italian Alders that were planted in the 1980s. At the time they were believed to be a good choice for a street tree. However, Westminster City Council has since discovered that their rapid rate of growth and propensity to grow towards the light and away from buildings results in the trees leaning over the carriageway creating a potential hazard to buses and other high-sided vehicles. This species also produces large surface roots which have a detrimental impact on the footway. Alders are also relatively short-lived trees. The majority of trees that have been removed had a predicted remaining safe life of between five and ten years.

How many new trees have been planted?

In total, 32 new trees have been planted. This means there has been a net gain of 15 new trees.

What species of tree have been planted and how were they planted?

The species chosen for Baker Street and George Street is London Plane (Plantanus x hispanica). Planes are the most common species of tree found in the capital. It was chosen due to its ability to adapt to urban environments. Pear trees were chosen for Gloucester Place to align to existing trees. Acer Campestre was chosen by Transport for London for new planting in Park Road.

All trees were planted directly in the ground with tree frames bounded by a resin material to maximise the available footway width to pedestrians. Box planting is not ideal in areas of high pedestrian footfall like Baker Street, as it reduces the available footway width.

What determined the location for new trees?

From the outset, the project team aimed at maximising the number of new trees in the area and planting new trees in the same locations as the old ones subject to ground investigation. Please note that the designers also had to account for high pedestrian footfalls and the need to maximise the available footway width at busy points. These included outside Baker Street Station, at bus stops, in and around crossing points and near to key commercial frontages.

During construction, tree planting was found to be unsuitable in certain locations. Numerous trial holes were excavated to determine the feasibility of specific sites. Unfortunately, Baker Street has a large amount of basement vaults underneath the existing footways that would restrict the growth of any new trees. In certain locations new trees could potentially impact on the structural integrity of the private structures. Furthermore, there are several utilities situated above basement roofs and in close but safe proximity to the footway surface. Consequently, these factors reduced the available depth and the quality of the soil. If new trees had been planted in these locations it would have hindered their health and longevity.

Who can I speak to regarding trees?

You can email the Streets and Parks team at Westminster City Council via: streetandparktrees@westminster.gov.uk

Baker Street north of the Marylebone Road is part of the Transport for London road network, it is owned and managed by TfL and not Westminster City Council or the Portman Estate. Any query for that specific area would be best directed to TfL.

What is being done to improve air quality in the area?

The Marylebone Low Emission Neighbourhood Scheme has introduced low level planting and Sustainable Urban Drainage Systems in Nottingham High Street, Marylebone High Street, and Paddington Street to help with air quality. For more information please visit the following websites: https://www.westminster.gov.uk/low-emission-neighbourhood or www.maryleboneLEN.org. Alternatively feel free to email the project team with any queries via: info@maryleboneLEN.org.

The Baker Street Quarter Partnership offers a range of practical services to help its members which comprise of 160 of the local businesses to reduce emissions and improve air quality. This includes a waste and recycling service, a low emission supplier’s directory and greening initiatives for the area.

The London Mayor has launched Breathe London. This new tool maps air quality around the capital, providing real-time updates and forecasts. Further information is available via: https://www.breathelondon.org/

Transport for London has launched its Let London Breathe Campaign. You may have noticed advertising in newspapers and on billboards. Further information about what this entails is available via: https://tfl.gov.uk/corporate/about-tfl/air-quality

On Monday 8th April 2019, the Ultra-Low Emission Zone (ULEZ) came into force within the same area of central London as the Congestion Charge. From 25 October 2021 the ULEZ boundary will be extended to create a single larger zone bounded by the North and South Circular Roads. Further information is available in the following links: