Why do we need a Low Traffic Hackney?
Summary
• Most Hackney residents don’t own a car
• Hackney LTNs have been placed to benefit more deprived and diverse areas
• Motor traffic on residential roads - where 90% of people live - has grown hugely in recent years
• More traffic means more air pollution and injuries
• With a lack of gardens and with car-dominated streets, many Hackney residents don’t get enough exercise
• LTNs can make Hackney streets safer, increasing physical activity, and leading to a reduction in car ownership
• A lower traffic Hackney isn’t just about LTNs but includes measures to reduce traffic exposure for all Hackney residents
• Most Hackney residents don’t own a car
• Hackney LTNs have been placed to benefit more deprived and diverse areas
• Motor traffic on residential roads - where 90% of people live - has grown hugely in recent years
• More traffic means more air pollution and injuries
• With a lack of gardens and with car-dominated streets, many Hackney residents don’t get enough exercise
• LTNs can make Hackney streets safer, increasing physical activity, and leading to a reduction in car ownership
• A lower traffic Hackney isn’t just about LTNs but includes measures to reduce traffic exposure for all Hackney residents
Most Hackney people don’t own cars or drive much
Two-thirds of Hackney households don’t own a car. Only one in eight trips (13%) made by Hackney residents use private motorised transport.
Two-thirds of Hackney households don’t own a car. Only one in eight trips (13%) made by Hackney residents use private motorised transport.
Low traffic neighbourhoods have been placed to benefit equity
A recent paper on 2020 LTNs in London found that people in the most deprived areas were 2.7 times more likely to live in a new LTN than people in the least deprived areas. While boroughs varied in how equally their LTNs were distributed, Hackney built LTNs in more deprived areas. Hackney's LTNs are also equally distributed in terms of ethnicity, with BAME residents slightly more likely to live in a new LTN than white residents.
A recent paper on 2020 LTNs in London found that people in the most deprived areas were 2.7 times more likely to live in a new LTN than people in the least deprived areas. While boroughs varied in how equally their LTNs were distributed, Hackney built LTNs in more deprived areas. Hackney's LTNs are also equally distributed in terms of ethnicity, with BAME residents slightly more likely to live in a new LTN than white residents.
Low traffic neighbourhoods can help make streets safe for everyone
Low traffic neighbourhoods are suitable for residential streets. They remove through motor traffic while retaining car access to all addresses.
In London, around 90% of people live on residential streets. The remaining 10% live on main roads, high streets, or mainly commercial roads.
Low traffic neighbourhoods could turn most of the borough’s streets into places where the only car traffic is visiting that neighbourhood, rather than cutting through on the way somewhere else.
We can learn a lot from studies in Waltham Forest because low traffic neighbourhoods were introduced there between 2015-9, allowing time to study the impact.
Low traffic neighbourhoods are suitable for residential streets. They remove through motor traffic while retaining car access to all addresses.
In London, around 90% of people live on residential streets. The remaining 10% live on main roads, high streets, or mainly commercial roads.
Low traffic neighbourhoods could turn most of the borough’s streets into places where the only car traffic is visiting that neighbourhood, rather than cutting through on the way somewhere else.
We can learn a lot from studies in Waltham Forest because low traffic neighbourhoods were introduced there between 2015-9, allowing time to study the impact.
- Injury risk fell by 70% for car occupants, pedestrians, and cyclists
- People got more exercise, helping keep them healthier: an increase of around two hours per week more walking or cycling. This would enable most people to achieve the recommended physical activity level of 2 ½ hours per week of exercise.
- A 10% reduction in street crime.
- No increase in emergency vehicle response times.
- Car ownership fell. Fewer cars means more space for people and car production (as well as car use) produces greenhouse gas emissions and uses scarce natural resources.
But motor vehicles put us at risk
Although Hackney residents are driving less, there is more motor traffic in the borough. The distance driven in or through the borough grew from 301 million vehicle miles in 2013 to 340 million in 2019. Most of this is cars or taxis (a rise from 225 to 250 million vehicle miles).
This means Hackney residents are increasingly ‘travelled-upon’, suffering the consequences of other people’s travel.
In 2019, 1002 people were injured in traffic collisions on Hackney streets (149 seriously or fatally), most in collisions with motor vehicles. Nearly half of those injured were people walking (228) or cycling (219).
It is estimated that one in twelve deaths in Hackney (8%) are due to long term exposure to particulate matter (PM2.5), one of many pollutants from motor vehicles.
Although Hackney residents are driving less, there is more motor traffic in the borough. The distance driven in or through the borough grew from 301 million vehicle miles in 2013 to 340 million in 2019. Most of this is cars or taxis (a rise from 225 to 250 million vehicle miles).
This means Hackney residents are increasingly ‘travelled-upon’, suffering the consequences of other people’s travel.
In 2019, 1002 people were injured in traffic collisions on Hackney streets (149 seriously or fatally), most in collisions with motor vehicles. Nearly half of those injured were people walking (228) or cycling (219).
It is estimated that one in twelve deaths in Hackney (8%) are due to long term exposure to particulate matter (PM2.5), one of many pollutants from motor vehicles.
We don’t have enough safe space to play or to exercise
Hackney residents often lack gardens, with most (84%) living in flats. One in twelve households (8%) live in overcrowded accommodation.
With a lack of gardens and with car-dominated streets, many children and adults don’t get enough exercise. Among Year 6 children in Hackney, one in every four (27%) are obese. Walking and cycling for transport and play are great ways to be physically active.
Hackney residents often lack gardens, with most (84%) living in flats. One in twelve households (8%) live in overcrowded accommodation.
With a lack of gardens and with car-dominated streets, many children and adults don’t get enough exercise. Among Year 6 children in Hackney, one in every four (27%) are obese. Walking and cycling for transport and play are great ways to be physically active.
What about people living on main roads?
A lower traffic Hackney can benefit all residents, including the 10% who live on main roads or high streets, and initial research has shown that LTNs did not increase traffic on such roads.
Firstly they can benefit from safer and more pleasant walks to parks and other facilities.
Secondly motor traffic reduction can be applied to high streets. These are roads busy with local shoppers which also see a lot of non-local through traffic, putting residents and shoppers at unnecessary risk.
For the arterial roads, like Kingsland High Street, we want to see motor traffic reduction by reallocating space to cycle tracks, wider footways, greenery, and/or 24-hour bus lanes. These measures will reduce the number of private cars using such roads and provide a buffer between homes or pedestrians and polluting motor traffic. The extension of the ULEZ in October 2021 to all of Hackney’s streets is helping to get many of the most polluting diesel vehicles off our roads, with particular benefit to busy roads.
A lower traffic Hackney can benefit all residents, including the 10% who live on main roads or high streets, and initial research has shown that LTNs did not increase traffic on such roads.
Firstly they can benefit from safer and more pleasant walks to parks and other facilities.
Secondly motor traffic reduction can be applied to high streets. These are roads busy with local shoppers which also see a lot of non-local through traffic, putting residents and shoppers at unnecessary risk.
For the arterial roads, like Kingsland High Street, we want to see motor traffic reduction by reallocating space to cycle tracks, wider footways, greenery, and/or 24-hour bus lanes. These measures will reduce the number of private cars using such roads and provide a buffer between homes or pedestrians and polluting motor traffic. The extension of the ULEZ in October 2021 to all of Hackney’s streets is helping to get many of the most polluting diesel vehicles off our roads, with particular benefit to busy roads.