Frequently Asked Questions

Why have you introduced low traffic neighbourhoods and School Streets?

We implemented these changes to support people to walk, cycle and shop locally in the wake of the pandemic, helping to prioritise public transport for those who need it as bus capacity remains low.

Low traffic neighbourhoods in Hackney are not new. The first one was introduced in De Beauvoir in 1974. However, in the last ten years, there has been a significant rise in the number of car journeys on roads across London, which has been replicated in Hackney . We know that around 40% of the borough’s traffic passes through without stopping or providing any significant benefit to the borough.

Department for Transport data also shows that most of the rise in traffic in London has occurred on minor roads, due to the rise in use of sat nav apps.

We want to rebuild a greener Hackney that protects all of our communities from these rises in traffic, supports people to make healthier local journeys, prioritises public transport for those who need it, and creates cleaner, greener streets for everyone to enjoy.

Low traffic neighbourhoods and School Streets are important because they discourage through-traffic from using neighbourhood streets - where there are fewer pedestrian crossings and roads are less able to handle high volumes of traffic - and encourage people to switch local car journeys for walking and cycling. We know that not everyone can make this switch, which is why all addresses in low traffic neighbourhoods can still be accessed by car.

What happens next?

We are continuing to look at people’s comments and monitoring traffic on roads in and around new low traffic neighbourhoods. We want to make sure that all residents’ views are heard so people will continue to be able to have their say , and we will also commission independent polling in the borough to make sure we are reaching a representative sample of residents.

We are also monitoring traffic levels in the borough - through analysis of Transport for London continuous traffic monitors, our own-monitoring at over 200 sites during one week periods in November and early summer, and by introducing our own network of fixed, real-time monitoring sites.

The Council will also be undertaking further air quality monitoring which will be used to help model the impacts of the schemes and aid with decision making on the schemes.

The Council will use all this information to make decisions on whether or not to make schemes permanent.

Commonplace engagement on some smaller schemes will start to close from 31 May, while engagement with residents on larger schemes with a bigger impact will continue for longer, to ensure that residents have the opportunity to continue to have their say as we emerge from lockdown.

Access for residents and businesses

All residents and businesses where there are closures/filters or School Streets will still be able to drive to their property, but this may be via a different route.

No road is being closed entirely - they are being closed to non-local through-traffic at specific points on each road.

Crime and antisocial behaviour

Hackney already has one of the highest numbers of these types of closure (ca. 120) in London. There has been no demonstrable effect on crime and antisocial behaviour in other low traffic neighbourhoods.

However, the Council is committed to liaising with Community Safety Partnerships in Hackney to consider 'crime prevention through environmental design' in developing its transport proposals. The type of plants and trees to be used in public realm schemes will take into consideration the potential for creating hiding places and reducing natural surveillance.

Emergency vehicle access

Emergency vehicles will be able to drive through the closures.

We have an excellent working relationship with the emergency services and whenever we do anything to change the road network we always consult with them so that we do not do anything which makes their work more difficult.

The majority of our traffic filters are camera-enforced and don’t use bollards, so the emergency services - including Hatzola - can pass through when on emergency calls.

Having your say

All measures are being introduced using an experimental traffic order for a maximum period of 18 months, which means residents and businesses can see how the closures work in practice before having their say.

We are encouraging all residents to have their say on these traffic measures on this Commonplace page or by writing to us at Freepost Streetscene. We are listening to people's views, and have made tweaks in response to comments to ensure schemes work better, such as moving the filter on Nile Street in Hoxton and removing a series of banned turns in the London Fields LTN. We will consider and analyse all comments, including any suggested changes to how schemes operate, alongside traffic monitoring before making decisions on whether to make schemes permanent.

This process is in line with specific guidance from Transport for London, and the Department for Transport, whose guidance states that: 'authorities should monitor and evaluate any temporary measures they install, with a view to making them permanent, and embedding a long-term shift to active travel as we move from restart to recovery’.

The feedback period for some smaller schemes will start to close from 31 May, so it’s important that you have your say.

Engagement on larger schemes will continue to run so residents have the opportunity to see how they operate as we emerge from lockdown.

‘Restricting traffic is bad for business’

This is not true, there are numerous studies highlighting the economic benefits of investing walking and cycling. A number of these have been collated by TfL recently http://content.tfl.gov.uk/walking-cycling-economic-benefits-summary-pack.pdf

What is the effect on main road traffic?

Evidence from our trial low traffic neighbourhoods so far shows that, on average, traffic reduces across the whole area, including on boundary roads. Initial analysis of traffic levels in the London Fields , Homerton and Hoxton West low traffic neighbourhoods has shown early signs of traffic reduction in each area, with traffic down on roads inside LTNs by between 40 and 44%, and on boundary roads by between seven and 30%. This shows early indications of the ability of low traffic neighbourhoods to reduce traffic, support people to walk, shop and cycle locally and help rebuild a greener Hackney in the aftermath of the pandemic.

We are monitoring the effect of low traffic neighbourhoods on main road traffic, however there are wider transport patterns that affect main roads, including the displacement of traffic from central London outwards during the pandemic, and the increase in overall vehicle journeys in London over the past 10 years.

High volumes of traffic do not belong on neighbourhood streets, which is why we’re implementing new low traffic neighbourhoods, but we are also committed to working with neighbouring boroughs and Transport for London on tackling overall traffic levels. There has been a steady reduction in car ownership in Hackney over the last 15 years, which we have supported through emissions-based car parking among other measures. However, 40% of traffic on the borough’s roads does not start or end in the borough, and wider solutions from Transport for London and the Government are needed to tackle the rise in traffic levels in Hackney.

Do low traffic neighbourhoods make the lives of older and disabled residents harder?

We do not want to make the lives of older and disabled residents harder. Low traffic neighbourhoods maintain motor vehicle access to people’s homes. They can also create a safer, more pleasant environment for those with mobility impairments because of lower traffic levels and fewer cars making shortcuts. People with visual impairments can benefit from reduced traffic and road danger, and the reduction in noise can help in navigating their local area. We are looking in detail at residents’ comments in order to understand the impact of the measures on older and disabled residents and determine how we can address any issues.

Do these changes disadvantage poorer residents?

About 4 in 10 residents in our new low traffic neighbourhoods live in social housing, benefitting from quieter neighbourhoods, cleaner air and safer conditions for walking and cycling.

Residents with a lower income are less likely to own a car and more likely to walk or use public transport, which is supported by LTNs.

Why are you implementing these closures quicker than you usually would?

As social distancing measures continue and people continue to use public transport less, it is important that we continue to support people to walk, shop and cycle locally, and protect our communities from longer-term rises in non-local traffic on neighbourhood roads. There is also a risk that, as public transport use remains low, car use will return to or exceed pre-lockdown levels, with the associated effect this will have on road safety and air quality.

We need to act quickly to make roads safer for walking and cycling, and to help residents maintain social distancing. This is in line with Department for Transport guidance , which states that: ''Local authorities in areas with high levels of public transport use should take measures to reallocate road space to people walking and cycling, both to encourage active travel and to enable social distancing during restart''

Why isn't my road included?

We have focussed measures on areas where we know there are issues, or where we can quickly link up with other schemes, such as TfL cycle routes, which are based on analysis of areas where there is the greatest potential for rapid increases in cycling levels. Please get in touch at streetscene.consultations@hackney.gov.uk if you have any further comments.