Harringay, Haringey - So Good they Spelt it Twice!
Traffic Survey data
A huge amount of data was gathered during the traffic survey in and around Harringay from 6-12 January 2016. You can find the raw data here.
It is very raw and can be difficult to interpret if you haven't done something like this before but I know there are other number crunchers out there who could have a go.
I've done some top line analysis limited to The Ladder and Green Lanes (attached to this post) but will do more and add it here. It might be useful, if anyone else feels so moved, to post their own analysis and thoughts here too. Also, any questions about the data itself or the questions it raises are welcome.
Things to take into account
- Most roads are one way so there is only one set of data. Roads that are two way are shown with north and south counts
- Green Lanes was monitored at 3 points and Wightman Road at 4
Attachments:
Tags for Forum Posts: harringay traffic study, traffic, wightman bridge, wightman bridge closure
- Attachments:
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What might local traffic look like.pdf, 369 KB -
The Gardens.pdf, 592 KB
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Replies to This Discussion
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Permalink Reply by Penny A on
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I think one of the main reasons for the higher flow on Warham is that the road has been locked into a one way system from Salisbury Road! It is almost expected that traffic continues its journey by crossing Green Lanes into Warham Road and then either left or right onto Wightman Road. It's a cross roads!
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Permalink Reply by MillerRD on
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Agreed! The data can not tell you how much of the Wightman road traffic services the ladder or what 'local' ladder traffic is. It is essentially a guess!
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A lot of the traffic in the gardens is made up of vehicles using the streets as a car park, mainly to access restaurants, shops etc on Green Lanes or for the Kurdish centre, for example. There's a lot of pay & display parking. I'm not sure how your analysis considered this travel.
In addition (though maybe not statistically very important!) there are all the learner drivers...
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Permalink Reply by Michael Anderson on
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All I have to work on are pure number but I do take your point. The Gardens does seem to be a favoured spot for L plate three point turn practice.
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MillerRD, sorry couldn't reply as the thread had reached its maximum.
You are absolutely right. Actions to change traffic flows will have impacts elsewhere. It's a question of how these impacts are planned and managed if some kind of scheme is to go ahead. If the argument is accepted that a great proportion of the traffic currently using Ladder roads is passing through, then the question will be what to do with it. The ad hoc changes in the past (The Gardens, Harringay Road, Hermitage Road for instance) were undertaken without any thought for what the wider impacts would be. That's why I think the traffic project that will be going on for the next few months is a chance to get it right for once. It isn't just concentrating on the ladder, the geographical remit is much wider than that.
The main question I think the project needs to address is why through traffic decides to use this route? Until two weeks ago Green Lanes was rammed at peak times (and outside peak times too) and Wightman could back up all the way from Endymion Road to past the end of my street. What is it about the route that is less bad than other routes? For instance I've travelled by bus along the bit of Seven Sisters Road from Seven Sisters Station to a Manor House at peak times and it flows quickly and is uncrowded. Why isn't tatffic using that coming from the east rather than West Green Road/St Ann's Road/Salisbury Road?
I doubt we will have the opportunity to have a study done like this again so I urge everyone, whatever your ideas about the right outcome might be, to pack out the resident engagement meetings and make sure that for once it's done right.
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Incredibly well put!! Any solution needs to serve the whole area not just the immediate residents (of which I am one). Another example of this is no right turn on my road, Hewitt. The council need to look at the whole area and not just tinker, which it sounds like they are now doing.
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One problem is knowing where people are trying to get to - for example, the Arena shopping centre generates a lot of traffic, which will have to approach from the North or South along Green Lanes, with frequent traffic jams either direction. The council's plans to covert this site to a more residential use with less car parking could help a lot on this.
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Many thanks for this Michael (even though I didn't understand half of it)
I was surprised to see the speed limit for Falkland Road was pretty low but then remembered that the traffic counter was placed beyond the section of the road where most cars speed up.
I can only imagine the respite for those who live on Wightman Road or very near its junctions. However I do wonder if this will change once most of the schools go back next week. I have had approx. 3 reminders from my eldest child's school (HSG) about how the road closure may affect their journey to school each morning.
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Permalink Reply by Justin Guest on
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I wondered about the average speed element when I originally saw it. The counter on Pemberton was placed 20m below the raised crossing by the passage and anecdotally the cars fair fly off there at times. You get the Dukes of Hazard every now and again...
I wondered what the different dynamics are for this data, and Angela's comment is interesting re Falkland. I did wonder what was affecting the averages on Pemberton and remembered, that we often get traffic backed up beyond the passage and I can only assume that the fact that cars are not moving must in of itself acts as kind of traffic calming measure!!! It certainly affects averages.
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Two new files. They both look at the daily counts of traffic on individual roads. I've started with Alison Road and Warham Road for no other reason that one is first alphabetically and I live on the other one.
The vertical axis indicates the number of vehicles recorded and the horizontal axis the time of day (in 24 hour clock mode)
The traffic counters grouped the counts into 15 minute blocks. The graphs here show the traffic flows for each day from 6 to 12 January.
There is, as you would except, quite a difference between peak time for traffic between weekdays and weekend. One thing that does surprise me though is now long peak periods go on for. If you look at the Warham Road file its starts to get pretty hot from about 6:30am and, apart from 9:45 and 11:30, doesn't really calm down until 8:00pm.
On Warham traffic flows were peaking at around 70 every 15 minutes (or 280 per hour) between 8 and 9am on 12 January. On 9 January there were still more than 20 vehicles every 15 minutes until almost midnight.
I'll add data for the other roads as I do them but there are 100 odd to get through with 7 data sets for each road so it may take some time.
- Attachments:
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Alison Road daily counts.pdf, 221 KB
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Warham Road daily counts.pdf, 222 KB
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Permalink Reply by Hugh on
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The lengthening of peak times seems to have happened over the past five years or so. We noticed it on Hewitt. When we had near-Warham levels, it wasn't long ago that we were able to look forward to things quieting down after 7:00. Then like Allison, it extended to about 9:00. (which looks from your graphs to be a little later than Warham?)
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Permalink Reply by John McMullan on
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I notice that people are very adept at leaving before and arriving back after, the CPZ times. If you have someone in London from up north, perhaps doing as another poster has admitted, some teacher training, they will find it much better to keep their car registered at their usual address and not apply for a CPZ pass. It's even worth the odd ticket when you look at insurance. Possible reason?
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