bank area strategy vision for the bank area5 • VISION FOR THE BANK AREA 6 • OBJECTIVES AND...

99PROPOSALS

5 • VISION FOR THE BANK AREA

6 • OBJECTIVES AND PROPOSALS

6.1 Objectives and Proposals for the Strategy Area 6.2 Bank Junction 6.3 Old Broad Street and Threadneedle Street 6.4 Cornhill and Lombard Street 6.5 Royal Exchange Forecourt 6.6 The Royal Exchange – Back 6.7 Austin Friars 6.8 Abchurch Yard 6.9 George Yard

6.10 Lanes, Alleys and Courts

7 • DELIVERY PLAN

BANK AREA ENHANCEMENT STRATEGY100

10 1VISION FOR THE BANK AREA

5.0 VISION FOR THE BANK AREA

The heart of the City of LondonThe Bank Area is at the heart of the historic and modern City of London. This strategy seeks to preserve and enhance the area’s unique and special character and to ensure it maintains its status a world leading financial centre, appropriate to the needs of its varied users.

The vision is to maintain the Bank area’s prominence as an internationally renowned destination by creating a safe and attractive environment. By improving integration, reducing conflict between modes of transport, enhancing the current pedestrian environment and the area’s public spaces, the Bank area will continue to be a dynamic and desirable place to work and visit.

Outstanding architectural and urban heritage The strategy area sits within the oldest and largest conservation area in the City of London. Characterised by a large number of historic buildings and institutions, it is considered by many to be the finest part of the City. A trio of exceptional landmark buildings of grand proportion and scale – The Bank of England, the Royal Exchange and Mansion House – are located centrally around the Bank junction and form a key part of its character. The area’s busy major thoroughfares, including Cornhill, Lombard Street, Threadneedle Street and Princes Street, feature handsome 18th and 19th century buildings of Portland stone with imposing, impressive facades. Behind are the quieter back alleys and lanes, a highly valued feature of the City’s urban landscape. Narrow and discreet, they remain an important link to the City’s medieval heritage and are the location of hidden courtyards and many architecturally significant churches. Modern architecture and new development appears within this historic, urban mix and the successful balance of the old and new City is a key part of the area’s contemporary character.

It is essential that this character is preserved and the streetscape is enhanced to create a more appropriate setting for it.

Focus of a thriving business communityThe Bank area is home to a lively, thriving commercial community. Alongside major financial institutions, smaller businesses and start-ups have made their home here, which the area’s finer grain of smaller buildings supports. Additionally, historic institutions, churches and livery companies continue to have a significant interest in the area’s present and future use. The area has been described as a village, a supportive environment where different organisations work and thrive alongside each other.

The vision is to ensure that the Bank area retains its character as a place for people to meet, interact and successfully conduct business. It must continue to support and provide for smaller occupiers by encouraging a mix of uses that includes shops, cafes, restaurants, everyday services and public spaces.

Capitalise on existing patterns of useThe Bank area has a very predictable timetable: from the extreme congestion during the weekly rush hours, quieter moments throughout the day, evening bustle of pubs and bars and the acute quietness at the weekend.

The vision is to work with the peaks and flows of the area in order to accommodate all the activities that are necessary for the City to function well. This includes the efficient use of the streets and spaces in the area for both peak and off-peak demands. Acknowledging the night-time economy and accordingly cleaning and maintaining City spaces and ensuring time appropriate servicing of small businesses.

Safe and accessible for allA key part of the Bank area’s identity is that it is busy, frenetic and fast paced. The vision is to refine this character of movement and dense congregation of human activity in order that the area functions more smoothly and safely. The strategy aims to achieve a successful balance between the needs of pedestrians and those of cyclists and

other forms of transport, both in the wider area and more specifically at Bank junction. This is key to the area effectively accommodating anticipated future growth. It must also be noted that this issue is complex. Any solution will seek to reduce conflict and improve safety for all, without adversely affecting that of any one transport mode or user group.

An enhanced network of connecting routesThe Bank area is one of the City’s primary pedestrian interchanges providing excellent connections across the City, east to the emerging Eastern Cluster, west to St Paul’s, north to Liverpool street and south to Blackfriars and London Bridge. Users traverse the area using varied forms of transport, however most complete their journey on foot.

The vision is to enhance the main east-west routes and to promote use of the excellent network of alleys and lanes. These offer alternatives to crossing Bank junction and provide direct north-south access. They are becoming increasingly vital cut through routes during the busy rush hour period and can additionally provide welcome areas of respite and quiet during other parts of the day.

A series of characterful public spacesThe urban character of the Bank area is one of its most valued and successful qualities, but the dense urban grain has left little space for public and green spaces. With the exception of the Royal Exchange forecourt, those that do exist are often small and hidden, found amongst the area’s back streets and alleys.

The vision is to enhance the character of these spaces and where appropriate, maximise their potential as an outdoor amenity for the City community, particularly through the preservation and enhancement of existing greenery and biodiversity. Additionally, the alleys and lanes themselves could in some cases be successfully adapted and enhanced to provide areas of calm and quiet outside of the rush hour periods. The aim is to create an integrated network of welcoming civic spaces across the Bank area.

102 BANK AREA ENHANCEMENT STRATEGY

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BANK JUNCTION

IMPROVED PUBLIC SPACE

1 Royal Exchange Forecourt

2 Royal Exchange - Back

3 Newman’s Court

4 White Lion Court

5 Bank Station Exit Space at Lombard Street

6 Change Alley

7 Cowper’s Court

8 George Yard

9 Abchurch Yard

10 St Clement’s Court

11 Dutch Church Yard

12 Austin Friars’ Square

IMPROVED SOFT LANDSCAPING

13 St Edmund’s Church Yard

14 St Michael’s Rectory

15 St Peter’s Church Yard

Improvements to Bank junction for all users

Improvements to streets for all users

Improved public space

Improved crossing

Enhance and maintain soft landscaping

Improved pedestrian environment in lanes

Public space as part of new development

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6.1 OBJECTIVES & PROPOSALS Strategy Area

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6.1 OBJECTIVES & PROPOSALS Strategy Area

The following objectives outline the desired outcomes for the Bank Area. They seek to enhance the Bank Area’s special character. They recognise the unique features enjoyed by those who work and choose to locate their businesses within the area and suggest positive ways in which to make it a safer, more attractive environment that can successfully accommodate future growth.

They apply to the whole area within the strategy boundary and are followed by more detailed objectives for enhancement as follows:

• Strategy area – spaces Strategy area – orientation and walking routes

• Bank junction • Old Broad Street and Threadneedle Street • Cornhill and Lombard Street • Royal Exchange Forecourt • Royal Exchange – Back • Austin Friars • Abchurch Yard & George Yard • Lanes, Alleys and Courts

ENHANCE THE PEDESTRIAN ENVIRONMENT & IMPROVE ACCESSIBILITY Improve the pedestrian environment, creating more space for pedestrians. Enhance walking routes throughout the area and ensure that streets and spaces are inclusive and accessible to all. Improve accessibility by encouraging appropriate, clear footway widths, improved crossing points and smooth walkable surfaces.

It is important to note that whilst there is clear evidence that the pedestrian environment of the Bank area needs improving and increased capacity, this will not be undertaken at the expense of road safety, particularly for more vulnerable road users such as cyclists. The traffic demand and the implications for all road users will be carefully reviewed as part of the detailed design stage of each proposal with further targeted consultation to be undertaken as projects are progressed.

REDUCE CONFLICT BETWEEN ALL TRANSPORT MODES Reduce conflict and improve road safety for all modes of transport. This is a complex issue and further detailed transport studies will be required in order to fully evaluate all options, assessing the wider City context. Bus routes should also be assessed to identify any potential for re-routing. Improve cycling provision and safety, and review the current hierarchy of cycling routes, and provision of cycle lanes.

ENHANCE HERITAGE & CHARACTER Respect and enhance the character of this magnificent and iconic location. Part of this character is provided by its busy, frenetic nature. All proposals will support this special atmosphere whilst improving safety and reducing conflict between transport modes. Use materials and details that are appropriate to the heritage context.

CONSIDER FLEXIBLE USES OF STREETS AND SPACES The primary focus during peak hours is to accommodate high pedestrian footfall, vehicular access, cyclists and transport movements of all types. During off peak hours, where appropriate, streets and lanes can be considered places in their own right – and so they can contribute to fulfilling the demand for quiet, green and social spaces.

ENHANCE PUBLIC SPACES Public spaces present opportunities for seating, art, drinking fountains, trees and play. When developing public spaces all of these should be considered for the contribution they make to the civic amenity and character of the area.

PROVIDE ADDITIONAL SEATING Where appropriate encourage the addition of seating in the public realm. Consider the use of both permanent benches and moveable chairs to allow for flexible use. Consider providing moveable seating wherever a space is used as a route during rush hour. Where appropriate encourage retailers to place seating outside.

CONSIDER THE POSITION OF STREET FURNITURE Reduce street clutter and consider the position of all street furniture in relation to pedestrian movement. Consider the high levels of use and the importance of robust materials that are in keeping with the character of the area.

IMPROVE ORIENTATION & WALKING ROUTES Develop a wayfinding strategy that highlights wider connections and encourages use of bypass routes and lanes to alleviate congestion at the junction. Consider the use of materials, lighting, street trees, art and other finishes to highlight routes, whilst contributing to the conservation area setting.

ADAPT STREET CLEANING ARRANGEMENTS TO ACCOMMODATE CHANGING AREA USE Waste collection and cleansing arrangements require constant review. Assess street cleaning schedules and adapt them to accommodate the burgeoning night-time economy.

CREATE A SERVICING STRATEGY Consider a servicing strategy that functions outside the morning and evening rush hours to reduce conflict between service vehicles, peak traffic and pedestrian flow. The strategy should accommodate the servicing needs of churches and smaller businesses, which might not be able to open for deliveries outside of business hours.

ENCOURAGE RETAIL & ACTIVE USES Enhance and encourage retail uses where appropriate. Consider the special character and scale of existing retail and develop a retail strategy that is appropriate to the Bank area and its built character. Consider the connections between existing shopping centres at Cheapside, Leadenhall Market and Moorgate and wider connections to Borough Market and St Paul's.

ENCOURAGE ALTERNATIVE EVENING AND WEEKEND USE Encouraging alternative types of night-time offer to promote a greater variety of uses and spread the peak times of street movement to reduce pressure on key routes and spaces. Proactively manage any increased levels of night-time activity in the area.

IMPROVE BIODIVERSITY AND GREENERY Assess all options for planting of street trees and additional trees of townscape significance. Preserve all locations of soft landscaping and add further green landscaping where appropriate, respecting and nurturing the biodiversity of the City of London. Consider also introducing planters in courtyards and encouraging window boxes wherever appropriate.

ENSURE CAREFUL INTEGRATION OF NEW DEVELOPMENTS Consider the edges of public and privately managed spaces to ensure an inclusive, seamless character, management and use of the public realm. New developments present the only opportunity within the area for significant new public spaces - ensure all new spaces meet the standards required from existing spaces.

BE SENSITIVE TO HERITAGE CONTEXT Take account of immediate context and setting and respond to significant views or sensitive locations. Particular character areas will clearly be more appropriate for planting and street furniture. The design and siting of these should reflect specific circumstances.

PROPOSALS


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IMPROVED PUBLIC SPACE

1 Royal Exchange Forecourt

2 Royal Exchange - Back

3 Newman’s Court

4 White Lion Court

5 Bank Station Exit Space at Lombard Street

6 Change Alley

7 Cowper’s Court

8 George Yard

9 Abchurch Yard

10 St Clement’s Court

11 Dutch Church Yard

12 Austin Friars’ Square

IMPROVED SOFT LANDSCAPING

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15 St Peter’s Church Yard

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6.1 OBJECTIVES & PROPOSALS A series of characterful public spaces

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6.1 OBJECTIVES & PROPOSALS A series of characterful public spaces

Due to the layout and density of the area, there are few existing public spaces and green spaces. Those that do exist are greatly valued but highly over-subscribed. Small courts, alleyways and churchyards are as vital to the area as the larger and more prominent public spaces – each provides a specific kind of amenity space and altogether they create a diverse and rich network of public spaces. Whilst the primary function of the lanes is to provide north-south routes, they are also an important part of the public realm, providing quiet spaces during off-peak hours.

Each space has been assessed against the strategy objectives. The materiality and robustness, seating capacity, potential for additional greenery and trees, art and play have been evaluated in order to optimise all opportunities for improvement. Every enhancement has been considered in light of peak hour movements to ensure that improvements work with and do not impede rush hour flows.

The map, opposite, highlights the public spaces with potential for improvement, showing opportunities for greenery, trees and seating. Each space should be considered a project in its own right within the overall strategy objectives. Below is a list of public spaces for potential enhancements, more detail is provided in the following sections as listed.

Royal Exchange Forecourt – see section 7.5

Royal Exchange – Back – see section 7.6

Bank Station Exit Space at Lombard Street – see section 7.4

George Yard – see section 7.9

Abchurch Yard – see section 7.8

Dutch Churchyard – see section 7.7

Austin Friars Square – see section 7.7

All lanes, alleys and courts – see section 7.10

The space behind the Royal Exchange could be improved to meet the needs of both rush hour pedestrian movement and lunchtime demand for outdoor seating space.

George Yard is a sunny and well-used space compromised by unfinished street furniture and finishes, with a lot of potential as a greener space.

The Royal Exchange Forecourt could be improved to meet the robust quality and material character of its surroundings and better accommodate large numbers of users.

Abchurch Yard presents an opportunity for an improved public space.

Walbrook is a well-used north-south route during rush hour. There is potential to enhance it to both serve the rush hour demand and to improve the space outside St Stephen Walbrook Church.

PROPOSALS

The space between the Bank underground station exit on Lombard Street and St Mary Woolnoth has great civic potential. It could be improved to accommodate both the crowds at rush hour and to provide amenity space in front of the church.


TO MOORGATE / OLD STREET

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6.1 OBJECTIVES & PROPOSALS Orientation and Walking Routes

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6.1 OBJECTIVES & PROPOSALS Orientation and Walking Routes

View of the 20 Fenchurch Street development from Lombard Street. The towers of the Eastern Cluster will become important landmarks for the Bank Area.

Wayfinding aids set into paving on Borough High Street.

Wayfinding aids set into paving on Borough High Street.

Wayfinding aids within the Area Strategy boundary.

Paving on Bow Lane highlights it as a useful north-south route.

PROPOSALS

Through the analysis of the wider area, it was revealed that many users walk through the area en route to other parts of the City: commuters walking from Cannon Street Station to the Liverpool Street area or from Liverpool Street Station to Cheapside; local employees walking to meetings in the Eastern City Cluster and tourists walking from St Paul's via Bank to Monument and London Bridge.

An improved wayfinding strategy for both the Bank area and the City of London could enhance the experience of walking in the City by highlighting alternative and more pleasant routes, encouraging pedestrians to use back alleys and lanes and alleviating overcrowding on the main streets and at Bank junction. This would not be restricted to improved signage but should include integrated orientation aids such as lighting and art installations and special paving.

The map opposite highlights the useful routes connecting the Bank Area with its surroundings. The routes shown in lighter blue on the map are proposed for improvement.

IMPROVE WAYFINDING & ENCOURAGE ALTERNATE WALKING ROUTES

• Develop a wayfinding strategy that highlights wider connections and encourages use of the 'bypass' routes to alleviate congestion at the junction.

• Review existing wayfinding signage and maps, most of which are outdated.

• Consider ways of integrating new tall buildings as useful landmarks in the wayfinding strategy.

• Integrate above and below ground signage at Bank junction.

• Mark the entrances to alleys, lanes and other bypass routes identifying wider connections.

IMPROVE ORIENTATION BY INTEGRATING WAYFINDING

• Consider the use of materials, lighting, street trees, art and other finishes to highlight routes, whilst contributing to the historic, conservation area setting.

• Highlight newly improved routes by creating interest through temporary art, planting or lighting installations.

Heddon Street, London. Light installations define Heddon Street as a destination.


6.2 BANK JUNCTION Summary of Current and Future Challenges

Transport for London's road designation differs from the City of London's road designation. The City of London's road designation better matches the observed traffic flow.

Each arm of the junction has high flows and the overall number of vehicles using the junction at peak times is similar to Oxford Circus and Elephant and Castle.

The current junction is confusing and inefficient for all modes.

Large distances between stop lines result in wasted time for vehicles.

Existing challenges

Future challenges

Pedestrians are the majority of users at peak times but their needs are not well served.

There is insufficient space on the footways.

Crossings do not match desire lines and large queues result in unsafe behaviour.

Pedestrian numbers are likely to increase as new office developments are completed.

New desire lines and road crossing patterns will emerge when Crossrail opens and the new ticket halls for Bank station open.

The majority of vehicles passing through the junction are buses, taxis and private cars. Demand for these modes is likely to be steady, but there will be additional demand from cyclists for road space.

The opening of the Waterloo and City Line ticket hall will mitigate some of the crowding issues at Bank station, however background demand will continue to grow and, even with introduction of station control measures, the station will reach capacity in 2020.

Crowd management controls will affect how people move around Bank junction at surface level and may increase road crossing demand.

Cycling is likely to grow in popularity, increasing the numbers of near misses and accidents at the site.

As cycling grows delays to traffic will increase as cyclists take up more space queuing at the junction.

East/west bus routes may be revised following the opening of Crossrail

A reduction in bus numbers would help reduce traffic flows at Bank junction.

No changes to the layout and operation of the junction are currently planned.

This means that the problems with the layout and operation of the junction will get worse in light of increased demand.

Bank station has seen a 25% increase in passenger numbers between 2005 and 2010 and demand will continue to increase.

Cycling has increased significantly within the City of London within recent years. Recent initiatives such as cycle super highways and London Cycle Hire are likely to further increase the level of cycling within the area.

A review of London bus routes through central London will take place to consider the impact of Crossrail on bus routes. This is expected to lead to a reduction of east / west routes through central London once Crossrail opens in 2018

BUSESCYCLINGTUBE STATIONVEHICLESPEDESTRIANSLAYOUT AND OPERATION

LAYOUT AND OPERATION BUSESCYCLINGTUBE STATIONVEHICLESPEDESTRIANS

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6.2 BANK JUNCTION Objectives

PROPOSALS

IMPROVE PEDESTRIAN ENVIRONMENT Most people travelling through Bank junction do so on foot and Bank is as busy as Oxford Circus on weekdays. The space allocated to pedestrians does not reflect this, nor do crossing facilities meet pedestrian desire lines.

BETTER PROVISION FOR CYCLISTS Cycling is a growing mode of transport in the City of London and London wide. Bank junction could be improved for cyclists by making the junction easier to navigate and reducing delay.

REDUCE TRAFFIC CONFLICTS The complex layout of the junction produces conflicts between vehicles, cyclists and pedestrians, particularly in the middle of the junction. Simplifying the junction operation would lead to less traffic conflicts.

MANAGING FUTURE DEMAND New developments in the wider area, Crossrail and the new Waterloo & City line ticket office will all affect the number of people moving through the junction and their desire lines. There is likely to be more people moving around at surface level in future with increased demand for crossing the road as people exit onto Walbrook rather than using the subway system. Wider changes to Bank station e.g. the proposed new station entrance on King William Street / Cannon Street will also impact on movement patterns at street level.

CREATING A MORE EFFICIENT JUNCTION The current junction has long intergreens due to the distance between stop lines. Reducing the junction size could result in less delay for all modes.

IMPROVING SAFETY Bank junction is perceived as unsafe by many users, although the majority of accidents recorded are slight. However there are often many accidents that are not recorded. Simplifying the junction and balancing the needs of different modes is likely to result in a increase in both real and perceived safety.

Responses to the Draft Strategy Consultation Within responses to the consultation on the draft strategy, undertaken in late 2012, respondents acknowledged the high level of conflict between different users of the junction and the constraints of the restricted space. Though responses re-iterated many of the junction's perceived problems, no consensus emerged regarding a favoured option for how improvement might be best achieved. It is clear that there will be difficulty in satisfying all the needs of each transport user group and that a radical approach will be necessary. Reducing conflict remains a key concern, as this will improve safety for all users. It may be that progressing a mix of a number of the high level options suggested in this strategy will present the best way forward, but it is clear that further work will be necessary to achieve a successful outcome, and that, as a key location, options for the junction must not be considered in isolation of those for the wider area.

Improve Pedestrian Environment Better Provision for Cyclists Reduce Traffic Conflicts

Managing Future Demand Creating a More Efficient Junction Improving Safety

BANK AREA ENHANCEMENT STRATEGY1 10

6.2 BANK JUNCTION Opportunities

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112 Buses per hour

217 Buses per hour

81 Buses per hour

72 Buses per hour

OPPORTUNITY TO REBALANCE BUS ROUTES TO BETTER ALIGN WITH THE ROAD HIERARCHY, AND THE NEW CROSSRAIL STATION AT MOORGATE.

Map showing potential opportunities for improvement.

One opportunity provided by the opening of Crossrail in 2018 is to rebalance bus routes to better align with the City of London's road hierarchy and to serve the Crossrail station.

This would reduce both the number of vehicles moving through the junction, and the space required to cope with the traffic. This is because buses require twice the space of taxis and private cars.

1 1 1PROPOSALS

The earlier pages in the report demonstrate that a major change is required at Bank junction as the junction currently does not operate well for any users and the future changes to the area are only going to exacerbate the current problems. Therefore a significant improvement to the layout of the junction is required. This section of the report outlines six potential changes that could be made at Bank junction. These options could be combined to ensure that the correct design solution for Bank junction is implemented.

The six options are split into two distinct groups, the first four which are presented in the following pages, are aimed at making changes to the layout of east-west routes and include:

• Shared Space – some streets

• Timed Closure

• Raised Carriageway

• Road Closure

The second group of options considers changes that can be made to the junction itself and include:

• Oxford Circus style improvements

• Shared Space – whole or part of junction

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6.2 BANK JUNCTION Options


6.2 BANK JUNCTION Options for East West Routes: Shared Spaces

Shared space can be an effective tool to improve the pedestrian environment while still allowing traffic to flow through the area. It involves creating a single level surface with no delineation between carriageway and footway space. This is meant to encourage more interaction between vulnerable road users and vehicle drivers, with the aim of slowing vehicles down and allowing pedestrians more freedom to move within the street.

There are numerous examples of shared space in Europe, particularly in the Netherlands. However, there are relatively few examples in the UK, with Exhibition Road, London, shown in the photograph below and Ashford, Kent being the notable examples.

There are concerns about shared surface schemes, mainly that they do not cater well for people who are visually impaired and specifically when considering this as an option for the arms around Bank, there are no examples in the UK where a shared surface scheme has been implemented in an area with such high pedestrian and vehicular flow.

At Bank junction a shared surface would improve the pedestrian environment by reducing the dominance of vehicles, creating more space for pedestrians and providing greater crossing opportunities. A shared space may reduce traffic speeds reducing traffic conflict and improving provision for cyclists on the arms of the junction. However the junction itself will remain complex, bringing minimal benefits in efficiency and perceptions of safety.

Finally, future development is likely to increase road crossing demand across the junction. This could be catered for by making some of the east west routes shared space, but the success of this would depend on the detailed design.


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Shared Space on Exhibition Road.

1 13PROPOSALS


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Timed Closure on Heddon Street, Westminster

6.2 BANK JUNCTION Options for East West Routes: Timed Closure

Timed closures allow for a street to be operated flexibly to meet the demands of the area. Sections of a street or a whole street can be closed for vehicles during defined hours of the day using bollards (either manual or automatic).

The benefits of timed closure depend on the hours of operation.

If streets were closed during peak commuting periods benefits could include:

• an improved pedestrian environment with more space for movement and crossings that are more closely aligned with desire lines.

• an increase in perceived safety with the creation of pedestrian and cycle only routes.

• better provision for cyclists if they are allowed to use the closed routes.

• a more efficient junction, as during closure times the junction would be simpler to navigate.

Traffic conflict and congestion may remain high as the infrastructure required for timed operation may add to the confusion of the junction.


6.2 BANK JUNCTION Options for East West Routes: Raised Carriageway

A raised carriageway is different to a shared surface as there is still a clear delineation between carriageway space and footway space, supporting the heritage of the public realm. However, it does offer opportunities to improve the pedestrian environment and to give pedestrians an increased sense of priority over vehicles.

Again there are many examples of this solution being applied in the UK. At Bank junction a raised carriageway would improve the pedestrian environment by making the vehicles look less dominant. This can be seen in the photograph of Vine Street. In addition, vehicles are likely to slow down, increasing the perception of safety for pedestrians.

Cyclists will benefit through reduced conflicts due to reduced traffic speeds. However the junction itself will remain complex, bringing minimal benefits in efficiency and perceptions of safety.

The ability of the junction to manage future demand will depend on the detailed design of a raised carriageway scheme.


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Impact of raised carriageway on Swallow Street, Westminster

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There are opportunities to close one or more streets to vehicular traffic. This could only really apply to the east-west routes where there are relatively easy alternative routes that could maintain access for vehicular traffic in the area. This would allow for a significant increase in footway space for pedestrians, simplified traffic movements through the junction and allow for wider public realm enhancements to be made.

Two examples of where such schemes have been successfully implemented include Trafalgar Square and Piccadilly Circus (closure of Glasshouse Street).

A permanent road closure will result in a simpler junction and will allow additional space to be allocated to pedestrians throughout the junction, as well as on the closed arm. This would create a more efficient junction, reducing traffic conflicts and improving the ability of the junction to manage future demand. However, closing a street could increase traffic demand on the other streets.

On the closed street(s) the pedestrian environment will be improved and if cyclists are allowed to use it, it will improve the route choice for cyclists and the perceived safety for cycling through Bank junction.


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Pedestrianised space at Trafalgar Square

Pedestrianised space on Glasshouse Street, Piccadilly Circus

6.2 BANK JUNCTION Options for East West Routes: Road Closure

PROPOSALS


An Oxford Circus style improvement would include targeted footway widening and improved crossing facilities. The benefits of doing this would be reducing the size of the junction for vehicles, which will reduce the traffic impact of the loss of carriageway space. The targeted footway widening would relieve the key areas of congestion.

The key issue with a scheme like this at Bank is that the problems and future issues at Bank junction are likely to mean that the additional footway space will soon be utilised and congestion will increase again.

An Oxford Circus style improvement would create a more efficient junction, reducing traffic conflicts for vehicles and cyclists and would create more space for pedestrians. However, the ability of the junction to manage future demand is not certain as this solution tackles the existing issues and may not be radical enough to support future demand.


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The Oxford Circus scheme rebalanced the junction space.

6.2 BANK JUNCTION Options for the Junction: Oxford Circus Style Improvements

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6.2 BANK JUNCTION Options for the Junction: Shared Space

PROPOSALS

It could be possible to remove the signals at the junction and create a shared space across the junction area. This has been done at small junctions in the Netherlands such as Drachten but no examples in the UK.

It is unclear how the different modes would negotiate the space in the junction but benefits could include more space for pedestrians and cyclists and more road crossing opportunities.

The effect on traffic conflict and delay is hard to predict, it could be that the high pedestrian flows result in traffic delay.

Potential benefits of converting Bank junction to shared space could include smoothing traffic flow (through the removal of traffic signals) and increasing the amount of space available to pedestrians to move through the junction.


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Shared use junction in Drachten, The Netherlands.

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