What is Vision Zero for London?

    Vision Zero represents our aim to eradicate deaths and serious injuries from our roads and make London a safer, healthier and greener place by 2041.   

    Major cities around the world are taking a stand to end the toll of deaths and injury seen on their roads and transport networks by committing to Vision Zero. London is at the forefront of this approach and the Mayor's Transport Strategy sets out the goal that, by 2041, all deaths and serious injuries will be eliminated from London's transport network. 

    It is neither inevitable nor acceptable that anyone should be killed or seriously injured when travelling in London. When we leave our homes each day, we should feel safe and confident about the journey ahead. 

    The proposals at Battersea Bridge’s northern junction are part of the work we are doing towards meeting the Vision Zero.

    What impact will the scheme have on traffic and journey times?

    We have carried out detailed traffic modelling to help us predict the potential impact on traffic using the junction at Battersea Bridge and in the vicinity of the area.

    Some Journey times through the junction are predicted to increase because of the changes proposed - but this is a necessary compromise to deliver important safety improvements for vulnerable road users.

    We have thought carefully about our proposals to ensure that their impact on journey times is limited. We have achieved this by reducing the number of traffic movements at the junction, and phasing the pedestrian crossings to run when traffic is running in other areas.

    We are proposing a new westbound bus lane - between Royal Hospital Road and the bus stop ‘Beaufort Street’ (BC) - to further protect bus journey times.

    Our proposed changes on the south side of Battersea Bridge will also help to protect the journey times of northbound bus routes.



    Why are you proposing to ban the left turn into Beaufort Street?

    We have proposed to ban this turn to reduce the number of movements at the junction, and to protect bus and traffic journey times over the wider area. This proposal is based on the fact that a relatively small number of vehicles make this turning movement into Beaufort Street, compared to high volumes of vehicles travelling west to east who would otherwise have much longer journey times if the turn was not banned (with the potential to create traffic queues to King’s Road).  

    Banning the left turn also eliminates the risk of any left turning vehicles colliding with pedestrians as they cross Beaufort Street - and helps make pedestrians more visible to drivers, by widening the pavement at the north-west corner of the junction. It also allows us to locate the crossing closer to the junction, where pedestrians want to cross.

    Won’t banning the left turn into Beaufort Street just make traffic congestion worse at this junction and force more traffic on to other residential roads in the area?

    According to the latest traffic data, a very low number of vehicles currently turn left into Beaufort Street from Cheyne Walk*. Any increase in traffic using other north-south roads through the area is therefore negligible. 

    Currently, there is a dedicated lane on the eastbound approach to the junction for vehicles turning left into Beaufort Street. This is an inefficient use of road space, which contributes to congestion at the southern end of Beaufort Street. In our proposals there would only be straight-ahead eastbound traffic, which would make the junction operate more efficiently. We intend to allocate the space freed up by the removal of the left-turn lane to cyclists and pedestrians, and give them more ‘green man’ time - making both walking and cycling safer and more pleasant.  

    In developing our plans for the junction, we looked into several options which would retain the left turn into Beaufort Street. These options were all subjected to high-level traffic modelling**. The results of this showed that keeping the left turn into Beaufort Street would cause severe congestion for all traffic at the junction, create queues on Cheyne Walk towards the King’s Road, and have an unacceptable negative impact on buses. It is vital, as we continue to recover from the pandemic, that we make buses run as efficiently as possible, as it is a highly accessible and affordable form of transport relied upon by many residents. 

    *In the morning peak: around 48 vehicles per hour. In the evening peak around 51 vehicles per hour.

    **Traffic modelling is a computer simulation of real world traffic conditions. This high level process uses mathematical calculations to give us an indication of how well or how poorly roads would operate if we were to make changes such as those being proposed around Battersea Bridge.

    What are the plans for extending the existing walking and cycling scheme (which currently ends at Chelsea Bridge/Chelsea Bridge Road?

    High numbers of people are already choosing to cycle beyond the end of the existing scheme along Chelsea Embankment/Cheyne Walk. 

    While this section of the road network is popular with cyclists, it also has a poor record of collisions. We are therefore extremely keen to extend the existing experimental scheme farther west along Chelsea Embankment/Cheyne Walk to help improve safety for cyclists.  

    Once we reach an agreement with the Government over our long-term funding, we plan to do more design work on the scheme. Any plans would be subject to a public consultation.

    Why are you proposing a long length of westbound bus lane as part of this scheme between Royal Hospital Road and Battersea Bridge?

    The proposed section of westbound bus lane between Royal Hospital Road and Battersea Bridge is key to the successful efficient operation of the junction.  Traffic modelling has showed us that without introducing this, bus and taxi passengers will be negatively impacted by the proposed junction changes due to the reduced number of lanes at the junction.  Not only will the bus lane enable buses to be prioritised along the Embankment, it will also provide much needed protection for cyclists and motorcyclists.  We have recently reduced the speed limit on the Embankment to 20mph and the bus lane will help to visually reduce the carriageway space and make it more intuitive for drivers to adhere to the new limit.  

    Why are you planning to signalise the junction of Battersea Bridge Road with Battersea Church Road?

    Our modelling work indicated that signalising the Battersea Church Road junction substantially improved traffic movements at this junction and will allow greater priority for buses, improving journey times. 

    It will also improve pedestrian and cyclist safety when attempting to cross both Battersea Bridge Road and Battersea Church Road. 

    Widening Battersea Bridge Road will accommodate two lanes of vehicle traffic which will improve the flow of vehicles southwards. One lane will then be for right turns and one will continue southwards.  Previously right turning vehicles would cause disruption to southbound vehicle movements. The new proposals eliminate this. 

    This includes vehicles exiting Battersea Church Road as originally vehicles would exit and disrupt buses and vehicles heading northwards. This will help eliminate aggressive driver behaviour and will improve pedestrian and cyclist safety. 

    Why are you proposing to ban the right turn into Parkgate Road?

    These proposals will improve pedestrian and cyclist safety at Parkgate Road.  

    Our traffic modelling has confirmed that there will be very minimal vehicle displacement as a result of this proposal. 

    We carried out a number of vehicle counts at different times and have confirmed that number of vehicles making the right turn manoeuvre is very minimal.  

    It also improves junction capacity and allows the junction to continue to flow both northwards and southwards at peak times. This will also help to stop the bus lane from being blocked by other vehicles and will continue to improve bus journey times. 

    Why are you proposing to ban the left turn into Westbridge Road?

    These proposals will improve pedestrian and cyclist safety at Westbridge Road.  

    Our traffic modelling has confirmed that there will be very minimal vehicle displacement as a result of this proposal. 

    Westbridge Road can be accessed via Surrey Lane further south or via Battersea Church Road in the north. 

    We carried out a number of vehicle counts at different times and have confirmed that number of vehicles making the left turn manoeuvre is very minimal. 

    The left turn ban will allow the all green man phase when attempting to cross not only Westbridge Road, but also Battersea Bridge Road. This proposal improves accessibility by removing the slip lane which created a barrier to pedestrians previously.

    These proposals include amending the existing footway. This reduces pedestrian crossing time and helps make it safer to cross at this junction point.

    Why aren’t you doing more to improve conditions for cyclists on this side of Battersea Bridge?

    Unfortunately due to physical constraints in the area, it is not possible to provide additional cycle lanes on Battersea Bridge Road.  

    We plan to introduce advanced stop lines at signalised junctions to help improve cyclist safety.