Welcome to the Baker Street Two Way Project website. Baker Street and Gloucester Place were switched from one-way to two-way roads in February 2019. All construction work is complete and was finished in September 2019.
On this website you can find information about the plans, latest news and how to contact us. If you have any questions, please use the FAQs section,
or contact us via this website, to get in touch.
The project aimed to enhance Baker Street and Gloucester Place by:
Transforming them into pleasant streets where people can get about easily and safely, relax and spend time; and
Reducing the traffic dominance which divided up the area, creating access and safety problems.
The evidence showed that one way traffic down Baker Street and up Gloucester Place (which often resembled urban motorways), was at the heart of the problem. The previous road one-way layout encouraged high traffic speeds, particularly during quieter periods of the day. When traffic volumes were at their highest during the peak periods, there was congestion southbound on Baker Street approaching Marylebone Road and Oxford Street and northbound on Gloucester Place approaching Marylebone Road.
By reintroducing two way traffic flow along Baker Street and Gloucester Place alongside complementary improvements to the public realm in the area, the project has made the whole area more pedestrian friendly and accessible and restored the unique Marylebone character.
The Baker Street Two Way project has been delivered by Westminster City Council and Transport for London. The project was also supported by the Baker Street Quarter Partnership and The Portman Estate.
The project has rebalanced road space and traffic signal time to provide greater benefit to pedestrians and cyclists, while maintaining appropriate traffic capacity and discouraging high speeds.
Across the capital, many similar one way road systems are being successfully transformed into community friendly, safe and well planned two way streets.
Objectives of the scheme
Provide a significant improvement to the quality of public realm on Baker Street and throughout the target area;
Reduce traffic dominance throughout the target area by removing the one-way system, introducing a two-way City Street environment on Baker Street;
Reduce vehicle speeds and thereby improve safety;
Reduce vehicle trip length (and therefore noise pollution and emissions) by improving accessibility;
Improve the environment for pedestrians by increasing available space, improving crossings and alleviating barriers to pedestrian movement such as Marylebone Road;
Improve public transport accessibility by providing bus access to Baker Street for northbound services, and enhancing connectivity between bus services, coaches and underground rail;
Improve conditions for cyclists and provide a key cycle link between the proposed CSH11 route at Regents Park to interface with the Westminster Cycle Grid at Upper Berkeley Street and George Street;
Ensure adequate kerbside capacity is maintained to provide affective loading, servicing and parking for local residents and businesses;
Avoid any unacceptable impacts to traffic operation, in particular on Marylebone Road, Oxford Street and Marble Arch; and
We can confirm that the following roads have re-opened as two-way:
Portman Street (between Oxford Street and Portman Square);
Park Road (between Rossmore Road and Baker Street);
Baker Street; and
Orchard Street (between Wigmore Street and Oxford Street).
Also, the following roads have changed direction:
Ivor Place west of Gloucester Place - is now one-way westbound with contraflow cycling; and
Portman Mews South - is now one-way westbound.
Gloucester Place will be numbered as the A4380, whilst Baker Street will continue to be numbered as the
A41. Please note that both roads are retaining the ‘A-road’ classification and Gloucester Place has not
been de-categorised. There are no two digit numbers available, so a four digit number has been
assigned by the Department for Transport. It does not mean that Gloucester Place is less important
than Baker Street.
We would like to remind all users to take extra care. Drivers should be vigilant when driving on the new road layout
and pedestrians need to remember to look both ways when crossing the roads.
To familiarise yourself with the new road layout, you can look at the following sources of information:
General Arrangement Drawings - These provide a detailed view of lane markings and the carriageway layout,
including new parking spaces and areas of single and double yellow lines. Please look at the following drawings:
There are new signal controlled crossings at various points along the scheme.
Summary of key new cycling infrastructure:
Gloucester Place - there are new cycle lanes both northbound and southbound, alongside advanced stop-lines at junctions.
At the Marylebone Road junction there are dedicated traffic signals for cyclists mounted at a lower height.
Ivor Place - there is a new westbound contra-flow cycle lane between Park Road and Gloucester Place. At the junction with Park Road there is a dedicated
traffic signal and cycle lane for eastbound cyclists.
Melcombe Street - between the junctions with Gloucester Place and Glentworth Street, there is a new eastbound contra-flow cycle lane. Please note that
at the Glentworth Street junction, cyclists on the contra-flow cycle lane are only permitted to turn left onto Glentworth Street to head north.
Park Road - between the junctions with Ivor Place and Baker Street, there are new cycle lanes in both directions, as well as advanced stop lines.
Clarence Gate - there is a new northbound contra-flow cycle lane as you head towards Regent's Park, between the junction with Park Road and Outer Circle.
Western side of Dorset Square - just north of the Melcombe Street / Balcombe Street junction, there is a contra-flow cycle lane for cyclists heading north along Dorset Square and onto Balcombe Street.
Information regarding changes to bus routes is available via:
The diagram below shows where you can catch your bus.
Coach routes have reverted to how they were beforehand.
Baker Street Northbound Traffic Restriction
For the northbound section of Baker Street between York Street and Marylebone Road,
only Buses, Taxis and Cyclists are permitted. This restriction applies Monday to Friday 07:00 to 19:00.
General traffic is advised to use Gloucester Place. Southbound traffic movements are unaffected by the restriction.
The proposals sought to return Marylebone to how it was originally intended; as a place for people.
Introducing two way traffic flow aimed at reducing the need for traffic to follow unnecessarily long routes around the road system and the volume of traffic having to make circuitous routes on residential streets to access and leave locations across the area.
The project has made it easier for residents to cross the road by introducing new controlled crossings and improving existing crossings. Improvements at Gloucester Place – George Street are now under review as part of our monitoring strategy.
As part of the wider improvements to the area, wider footways have been introduced along Baker Street and at Dorset Square, alongside reduced street clutter and improved street lighting where it is most needed. The scheme has also introduced more trees (further information on trees is available on our FAQ’s page.
Removing the old one way system aimed at creating a safer, more pleasant neighbourhood where people want to spend time. By making it easier for residents and visitors to access local businesses, the project aims to help businesses grow.
The project has also helped prepare the area for additional visitors and commuters that can be expected when Crossrail opens and to accommodate additional numbers of people resulting from the Chiltern Line upgrade into Marylebone station.
Businesses currently based on Baker Street and Gloucester Place can now feel as if they are located in a historic and prestigious location rather than on an urban motorway.
The project has delivered significant improvements to pedestrian amenity in the area including:
More than 50 upgraded signalised pedestrian crossing points, with green man and countdowns along 23 signalised junctions.
Wider crossings with shorter crossing distances;
New crossings in six locations improving pedestrian safety and comfort;
Wider footways along Baker Street and at Dorset Square;
Reduced street clutter and accompanied by improved street lighting helping address pedestrian congestion and the risk of petty crime.
The project has also sought to create better pedestrian links to the major transport hubs at Bond Street, Baker Street and Marylebone stations.
The project has introduced more places to park bicycles and new cycle lanes to connect the area with the London Cycle Grid. This coupled with new advanced stop lines at all signalised junctions.
The previous one way road system had sections where there was little delay followed by sections that became heavily congested. The introduction of two-way traffic aimed at improving journeys through the area.
Creating two way traffic flow on Baker Street and Gloucester Place has long been an aspiration of Transport for London in order to improve access to buses and take passengers closer to their destinations. The project aims to make the bus network easier to understand, by locating northbound and southbound services on the same street, where possible. Bus stops could also be combined and relocated to more suitable positions.
More detailed information regarding what has been delivered can be found on our FAQ’s page:
Westminster City Council is the highway authority responsible for Baker Street and Gloucester Place south of Marylebone Road. These roads form part of the Strategic Route Network (SRN).
The City Council has led on the Baker Street Two Way project.
Transport for London (TfL) is the local government body responsible for most aspects of the transport system in Greater London, including major roads and bus services. Its role is to implement the Mayor of London’s transport strategy and to manage transport services across the capital. TfL is the highway authority responsible for Baker Street and Gloucester Place north of Marylebone Road and Marylebone Road itself. These roads form part of the Transport for London Road Network (TLRN).
Baker Street Quarter Partnership is a not-for-profit organisation that was established by a core group of businesses to bring newfound purpose and focus to the Baker Street and Marylebone area. Representing over 160 organisations it aims to create a thriving and prosperous area for the entire local community. Its three core areas of work focus on creating a high quality public realm, a vibrant area and providing member services. It is already making an impact on traffic reduction through its waste and freight consolidation programmes.
The Portman Estate is located between Oxford Street and Edgware Road, and extends north towards the Marylebone Road and east to Manchester Square. The Estate is a mixture of residential, retail and office space and it aims to deliver a sense of community amongst its occupiers. Over recent years, The Portman Estate has restored many Georgian buildings to today’s high standards, and has created contemporary homes and offices that reflect their historical context.
It has also improved many areas, such as Portman Square and New Quebec Street, through co-investment with the Council.
Works are now complete. The major construction works were finished by the end of June 2019. During Summer 2019 remedial and snagging activities were undertaken alongside
surface treatment works. This was completed by the end of September 2019, marking the end of Phase 4 (the final phase of the project).
All that remains is the publication of the Post Implementation Monitoring Report. If you are subscribed to our email updates, this will be sent to you in a final
email update. Otherwise, a copy of the report will be included on this page of the project website.
The project inbox will continue to be monitored until Easter 2020. Outstanding queries can be emailed to: BakerStreet2W@WSP.COM
NEWS – Phase 4 works underway
All that remains is surface treatment to the carriageway along Baker Street, Gloucester Place, Orchard Street, Portman Square, and Portman Street.
We are also completing the installation of the last of the directional signs and outstanding cycle racks.
Please note that 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.
NEWS – Phase 2 works are now complete and Phase 3 works are part way through.
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);
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
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
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:email@example.com.
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: firstname.lastname@example.org.
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: email@example.com.
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.
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.
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.
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?
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
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.
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 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/
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:
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To notify you about changes to our website
To allow you to participate in interactive features of our Service when you choose to do so
To provide customer care and support
To provide analysis or valuable information so that we can improve the Service
To monitor the usage of the Service
To detect, prevent and address technical issues
Transfer Of Data
Your information, including Personal Data, may be transferred to — and maintained on — computers located outside of your state, province, country or other governmental jurisdiction where the data protection laws may differ than those from your jurisdiction.
If you are located outside United Kingdom and choose to provide information to us, please note that we transfer the data, including Personal Data, to United Kingdom and process it there.
Disclosure Of Data
My Company LLC may disclose your Personal Data in the good faith belief that such action is necessary to:
To comply with a legal obligation
To protect and defend the rights or property of My Company LLC
To prevent or investigate possible wrongdoing in connection with the Service
To protect the personal safety of users of the Service or the public
To protect against legal liability
Security Of Data
The security of your data is important to us, but remember that no method of transmission over the Internet, or method of electronic storage is 100% secure. While we strive to use commercially acceptable means to protect your Personal Data, we cannot guarantee its absolute security.
We may employ third party companies and individuals to facilitate our website ("Service Providers"), to provide the website on our behalf, to perform website-related services or to assist us in analyzing how our website is used.
These third parties have access to your Personal Data only to perform these tasks on our behalf and are obligated not to disclose or use it for any other purpose.
Links To Other Sites
We have no control over and assume no responsibility for the content, privacy policies or practices of any third party sites or services.
Our website does not address anyone under the age of 18 ("Children").
We do not knowingly collect personally identifiable information from anyone under the age of 18. If you are a parent or guardian and you are aware that your Children has provided us with Personal Data, please contact us. If we become aware that we have collected Personal Data from children without verification of parental consent, we take steps to remove that information from our servers.
Introducing two way traffic flow would reduce the need for traffic to follow unnecessarily long routes around the road system, which should reduce journey times. It will reduce the volume of traffic having to make circuitous routes on residential streets to access and leave locations across the area, and reduce the amount of turning movements at junctions.
Improved facilities for cyclists by providing more places to park bicycles and new cycle lanes on Gloucester Place to connect the area with the London Cycle Grid. New advanced stop lines at junctions would help make cycling in the area both easier and safer.
Proposed wider, less cluttered pavements along Baker Street and at Dorset Square South and Melcombe Street would help reduce pedestrian congestion and the risk of petty crime. This would be accompanied by improved street lighting and better signage.
Provision of up to 50 signal controlled crossings in the area, many of them new, relocated or upgraded. Pedestrians would also benefit from wider crossings with shorter crossing distances and new crossings in six locations which would enable pedestrians to cross safely in any direction. In addition, it is proposed to improve pedestrian crossing facilities on Marylebone Road at its junction with Baker Street and Gloucester Place and Balcombe Street. This will help to improve pedestrian amenity and safety and reduce crossing time.
Bus network will be easier to understand, by locating northbound and southbound services on the same street, where possible. Bus stops could also be combined and relocated to more suitable positions.
Carriageway, footway and street lighting improvements will also be undertaken as part of this proposed scheme.