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Lambeth Cyclists
My Cyclescape
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limited to the area of Lambeth Cyclists:
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20 issues found for 'tfl_consultation':
Duke Hill St/Tooley St
Created by SallyEva 13 November, 2018 14:49 // 1 thread
tfl_consultation
Proposals include:
Introducing a 20mph speed limit along entire length of Duke Street Hill/Tooley Street (between Borough High Street and Tower Bridge Road)
Introducing a 2 metre wide mandatory cycle lane westbound, on Duke Street Hill/Tooley Street, running between Borough High Street and Bermondsey Street junctions, separated from traffic with wands on the Duke Street Hill section
Introducing a protected right turn 'pocket' for cyclists waiting to turn right into Bermondsey Street from Tooley Street
Making Duke Street Hill no entry, apart from cyclists and buses, from the junction with A3 Borough High Street. This will mean that eastbound traffic along Duke Street Hill and Tooley Street as far as the junction with Bermondsey Street is restricted to buses and cycles only.
Restricting access from side roads onto Tooley Street to westbound travel only. Any motorized vehicle turning onto Tooley Street from the following roads will not be able to turn onto and travel eastbound towards Bermondsey Street:
Tooley Street onto Duke Hill Street
Bridge Yard onto Tooley Street
Cottons Lane onto Tooley Street
Hay's Lane onto Tooley Street
Battlebridge Lane onto Tooley Street
Westbound traffic will continue to be able to travel along this section of highway as it does at present (i.e. accessing via Bermondsey Street or from roads further east) which lead onto Tooley Street.
This will be an interim scheme, reducing traffic in the short term. We are working on a more transformational scheme for Tooley Street, to extend the high-quality cycling provision proposed as part of Cycle Superhighway 4 towards London Bridge.
Please sign in to vote.
St. Thomas Street, London Bridge reopening one-way access only
Created by Simon Munk 12 March, 2018 18:32 // 1 thread
TfL says:
What we plan to do
Since the street was closed there has been more emphasis on the environment and reducing pollution, creating healthier places. So we are proposing to reopen the street one-way – westbound – for access only. Access only includes private vehicles, deliveries to the premises along the street, taxis picking-up and dropping-off at The Shard (note that the station taxi drop-off and pick-up is on London Bridge St by the News building) and residents. This will keep traffic to a minimum and make the place better for people walking and people cycling.
For people walking
Relocate the crossing and create a coloured, raised imprint area of road surface between Weston Street and The Shard indicating to drivers and people cycling that people walking are likely to be crossing making it easier and safer for people approaching the relocated crossing
Introduce a 10mph speed limit. By making the street 10mph we will make it safer for people walking and people cycling and improve the local environment as traffic slows, reducing noise and air pollution
For people cycling
Cycling would be permitted along the full length of the street with the direction of traffic
For people using buses or coaches
The one way nature of the street allows for the reintroducton of coaches and buses, without congestion
For people using taxis
• We will provide for taxis to pick-up and drop-off visitors to The Shard
The main changes people will notice apart from the reopening and resurfacing by Network Rail will be new signs (No motor vehicles except for access) and lines marked on the street (indicating taxi ranks etc). We are keeping the works to a minimum as plans develop to meet the local aspirations for the street which will avoid any disruptive and unnecessary works.
As a result of these proposals general traffic will no longer be able to drive onto St Thomas St eastbound from Borough High Street. Since the closure this has mainly been taxis, private hire and deliveries but there is often congestion and risks from turning vehicles. By making it one-way we can remove the delays and hold-ups caused by turning vehicles, the extra pollution they cause, and reduce the risk of vehicles colliding with people walking and cycling.
Private vehicles, taxis, private hire, delivery and servicing vehicles, people cycling and disabled blue badge holders will be able to access St Thomas St westbound from its junction with Crucifix Lane and Bermondsey St. to access The Shard and other businesses along St Thomas St.
Our plans form part of the Mayor of London's plan for Healthy Streets - a long-term vision to encourage more people to walk, cycle and use public transport by making London's streets healthier, safer and more welcoming. By providing more high quality spaces we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving. These improvements will contribute to Healthy Streets by:
Encouraging more people to walk and, with the next phase that this is facilitating, to cycle
Improving the public realm and contributing to the wider regeneration of the area
We will monitor the impacts of the one-way access-only arrangements and will continue to work with Southwark Council and the local community to meet the aspirations for St. Thomas St.
We will aim to complete the new traffic management scheme by May 2018.
Heavy Goods Vehicles Safety Standard Permit /Direct Vision Standard
Created by Simon Munk 13 December, 2017 15:18 // 1 thread
We have undertaken research that shows that in 2015, Heavy Goods Vehicles (HGVs) were involved in disproportionately high numbers of fatal collisions with cyclists (78 per cent) and pedestrians (20 per cent) on London's streets, despite only making up four per cent of the overall miles driven in the Capital. The Direct Vision Standard (DVS) forms part of The Mayor, Sadiq Khan and TfL's Vision Zero approach to reducing road danger. The DVS categorises HGVs on the level of the driver's direct vision from the cab.
We consulted earlier this year on the principles of a new DVS. Listening to the feedback from this consultation and working closely with industry and stakeholders we have now further developed this scheme. The Consultation report and Responses to Issues Raised document from this first phase of consultation are available to view in from the links at the bottom of this text. The responses showed that, in general, there is support for the principle of a Direct Vision Standard.
We are now seeking your views on proposals to introduce a new Safety Standard Permit Scheme as part of DVS which widens our approach beyond direct vision and includes a safe system approach to allow us to address a broader range of road danger risks.
The proposed scheme would require all HGVs over 12 tonnes to hold a Safety Permit to operate in Greater London from 2020. HGVs will be given a rating between 'zero-star' (lowest) and 'five-star' (highest). Only those vehicles rated 'one star' and above would be allowed to enter of operate in London from 2020. Zero rated vehicles would only be allowed if they can prove compliance through safe system measures. By 2024 only 'three-star' rated HGVs and above would automatically be given a Safety Permit. HGVs rated two star and below would need to demonstrate increased safety through progressive safe system measures.
The safe system could include specific industry recognised measures such as sensors, visual warnings and comprehensive driver training. The Safety Standard Permit scheme would evolve over time, taking into account advances in technology.
Detailed information about the scheme and the approach in which we have arrived at our current proposals are set out in the consultation document. A full Integrated Impact Assessment is also included.
The consultation approach
We are undertaking a phased consultation approach at key stages of the development of the consultation proposals to implement the Direct Vision Standard:
Phase 1 (24 January to 18 April 2017) – we set out the case for HGV driver direct vision and consulted on the Mayor of London's outline proposals to introduce a Direct Vision Standard for HGVs in London and the principles of the Standard itself. The responses showed that, in general, there is support for the principle of a Direct Vision Standard.
Phase 2a – policy consultation (this consultation) – this current phase of consultation seeks views and feedback on the scheme proposals as outlined above and within the supporting consultation document which includes supporting technical reports including the full Integrated Impact Assessment. Feedback from this phase of consultation will be used to develop a second IIA and finalise the scheme proposals to be included in phase 2b of the consultation.
Phase 2b - Final scheme proposals and statutory consultation (Spring/Summer 2018) – this final phase will consult on the final proposals for the HGV Safety Standard Permit Scheme, including statutory consultation on the appropriate regulatory measure to ban or restrict HGVs in London under the scheme, subject to UK Government and European Commission support and notification.
London Assembly Transport Committee Bus network design, safety
Created by Simon Munk 09 January, 2017 14:46 // 1 thread
London Assembly said:
"Buses are the busiest form of public transport in London. The city has 675 bus routes, with around 9,000 buses in operation and over 19,000 bus stops. Approximately 2.5 billion bus passenger trips are made every year, around double the number made on London Underground.
"TfL commissions private operators to run bus services in London, awarding seven-year contracts to operate bus routes. Although bus safety (in terms of casualty numbers) has improved over recent years, there was a spike in bus collision fatalities in 2015.
"The London Assembly Transport Committee is investigating two aspects of bus services in London: Network Design and Safety."
Mayor's Transport Strategy
Created by Simon Munk 23 June, 2017 15:57 // 1 thread
Draft Mayor's Transport Strategy 2017
On June 21 Mayor of London, Sadiq Khan, published a draft of the Mayor's Transport Strategy. The document sets out the Mayor's policies and proposals to reshape transport in London over the next 25 years.
About the strategy
Transport has the potential to shape London, from the streets Londoners live, work and spend time on, to the Tube, rail and bus services they use every day.
By using the Healthy Streets Approach to prioritise human health and experience in planning the city, the Mayor wants to change London's transport mix so the city works better for everyone.
Three key themes are at the heart of the strategy.
1. Healthy Streets and healthy people
Creating streets and street networks that encourage walking, cycling and public transport use will reduce car dependency and the health problems it creates.
2. A good public transport experience
Public transport is the most efficient way for people to travel over distances that are too long to walk or cycle, and a shift from private car to public transport could dramatically reduce the number of vehicles on London's streets.
3. New homes and jobs
More people than ever want to live and work in London. Planning the city around walking, cycling and public transport use will unlock growth in new areas and ensure that London grows in a way that benefits everyone.
Camberwell Green junction
Created by Elizabeth E. 26 July, 2017 14:02 // 1 thread
TfL are making changes to junction because of safety issues.
For Cyclists:
Two-stage right turns at the junction in the west to south and east to north directions
An early release at the traffic lights on all four arms of the junction
Deeper Advanced Stop Lines (ASLs)
Mandatory cycle lane on Camberwell Church Street westbound approach to operate at all times
St Giles bus stop moved further west from the Vicarage Grove junction to improve safety of left turning cyclists on the LCN 23 cycle route
Resurfacing throughout the junction.
Retention of the 20mph speed limit at the junction and on all the approaches.
Tooting Bec Road consultation
Created by jon_events 12 July, 2017 19:51 // 2 threads
TfL are now consulting on these proposals. I ran a petition several years ago now, which I hope nudged City Hall into action.
Really pleased that we have some solid proposals on the table. It's clear that TfL could do better.
Nine Elms Lane and Battersea Park Road
Created by Simon Munk 04 July, 2017 11:25 // 1 thread
We are seeking your view on our proposals for Nine Elms Lane and Battersea Park Road; developed through dialogue with the Nine Elms Vauxhall Partnership.
We propose to transform the 2.5km stretch of road from the Vauxhall Gyratory, along Nine Elms Lane and Battersea Park Road to Macduff Road, connecting to Cycle Superhighway 8 (CS8). Our proposed changes would act as a backbone to the major developments taking place in the area, improving conditions for pedestrians, cyclists, and bus passengers, as well creating a more pleasant and characterful street environment and a sense of destination to the area.
Our proposals are being funded through contributions from developers administered by London Borough of Wandsworth.
Ahead of these proposals and in response to the ongoing levels of construction in the area, we will implement a small scale, interim scheme during summer 2017 which looks to increase safety in the area and enhance the urban realm. More information on this scheme can be found here.
What are we proposing?
We are proposing a complete redesign of the road layout on Nine Elms Lane and the eastern part of Battersea Park Road to deliver improvements for pedestrians, cyclists and bus users and accommodate future growth of the area. Proposals include:
New, wide footways
23 new and improved signalised crossing points
A new cycle route on the south of the Thames from CS8 at Macduff Road to Vauxhall Gyratory, featuring:
'Stepped' cycle tracks in both directions (see below) from Vauxhall Gyratory to the new Battersea Power Station London Underground entrance
Dedicated segregation and allocated time for cyclists at some junctions
Bus stop bypasses provided in some locations
Stepped cycle tracks are vertically separated from the footway and main carriageway.
Increase in bus lanes to provide reliable journey times to bus passengers
Improved junctions by upgrading signals at 5 junctions and providing 3 new signalised junctions
Improvements to the street environment, which would see high quality finishes, repaving and new trees planted where possible
We would ensure all design and construction is closely coordinated with our plans to transform Vauxhall gyratory.
Why are we proposing this?
As part of the Mayor's Opportunity Area Planning Framework, Vauxhall, Nine Elms and Battersea has been identified as an area for major redevelopment. Nine Elms Lane and the eastern part of Battersea Park Road is a major gateway and transport artery for the area.
Development is well underway and will be continuing in the coming years, which includes over 40 major developments with new residential and office units, two new town centres at Battersea Power Station and Vauxhall and two new London Underground stations on a new Northern Line Extension, at Nine Elms and Battersea. 20,000 new homes are being built, creating 22,000 construction jobs and a further 25,000 new jobs between now and 2027. Significant improvements are also being made to the public realm, which will include a new 11-acre Nine Elms Park linking Battersea Power Station to Vauxhall Cross.
In response to these levels of development and the change in land use, we have been presented with an opportunity to enhance the highway, creating a backbone to the development and a destination where customers are encouraged to walk, cycle and use public transport.
The proposals form part of the Mayor of London's plan for Healthy Streets – a long-term vision to encourage more Londoners to walk and cycle by making London's streets healthier, safer and more welcoming. We are proposing substantial improvements for pedestrians, cyclists and bus passengers in the area to help encourage more people to use these healthy and sustainable forms of transport.
Summary of the proposed changes
New segregated cycle lanes in both directions along most sections of the route. We would make space for these by reallocating space from general traffic and realigning traffic lanes
Improvements to safety for cyclists provided through early starts at certain junctions, a cycle only stage at certain junctions, bus stop bypasses and two-stage right turn facilities
New signalised junctions at Savona Street and Battersea Park Road, Thessaly Road and Battersea Park Road, and Cringle Street and Nine Elms Lane
Ponton Road would see a redesigned junction providing cyclists travelling westbound with a cycle only green stage at the traffic light. Cyclists travelling eastbound, straight across the junction, continuing on Nine Elms Lane would be provided with a bypass lane
Cycle only stages would be provided at Kirtling Street and Ponton Road.
Road design and layout
New signalised junction at Savona Street to incorporate the opening of the new road opposite called Prospect Way
New signalised junction at Thessaly Road, subject to outcome of the P5 Bus extension consultation
New signalised junction at Cringle Street to manage traffic in and out of the new side road, provide an early start for cyclists and new pedestrian crossing points
Banned left turn from Battersea Park Road into Cringle Street for all traffic due to the tight turn
Bus facilities
Widened bus lanes, where possible to provide passing space for cyclists around buses waiting at stops
Around 2km of bus lanes between Vauxhall Gyratory and Prince of Wales Drive, created by removing central islands and realigning traffic lanes
Changes to bus lane hours of operation to provide reliable journey times to bus passengers through the area
We are separately consulting on a proposed extension to bus route P5 to Battersea Power Station. Please see consultation here. This proposal will be assessed and taken forward separately to the proposed changes for Nine Elms Lane and Battersea Park Road
Pedestrian facilities and crossings
Where space allows, junctions would have footway buildouts to reduce pedestrian crossing widths and provide additional space for pedestrians
The new signalised junction at Savona Street would provide signalised pedestrian facilities on the north, south and west arms of the junction
The Kirtling Street junction would see a new signalised pedestrian crossing on the western arm
The new Cringle Street junction would see new signalised pedestrian crossings on all arms of the junction
A new signalised staggered pedestrian crossing would be provided outside Riverside Court
We have used computer analysis to help us ensure our proposals are fit for future growth in pedestrian numbers
Journey times for motorists and bus passengers
We have carried out traffic modelling analysis to predict how the proposals might affect journey times through the scheme area. A summary of this analysis is available
Parking and loading
The disabled parking bay outside The Battersea Medical Centre would be extended to 12 metres long to provide 2 parking spaces. It would also be relocated onto the footway
All on-street parking bays would have consistent hours of operating, allowing off peak peaking and/or loading
Deliveries and servicing
We continue to work with businesses and freight operators to minimise the impact of these proposals on their operations. If your home or workplace is on or near the proposed route, please let us know if the proposals could affect your deliveries, collections and servicing. We would encourage you to discuss the proposals with companies undertaking these operations.
Our proposals aim to improve the quality of life in the area by:
Reducing the dominance of traffic, allowing people to better enjoy the area
Increasing provision for active modes - walking and cycling
Exploring opportunities and working with developers to achieve more greening
Creating a sense of place with the proposed new urban realm high quality finishes which would look to include Sustainable Urban Drainage solutions in our proposals
Although we do not expect an increase to the number of motor vehicles in the area, our proposals may change how traffic moves around some roads, which may result in some associated and localised changes to air quality and noise levels. Environmental surveys and modelling would take place as part of our ongoing evaluation of these proposals.
In considering the design of our streets, we closely consider the needs of all users throughout the design process. On significant infrastructure projects, we:
Complete Equality Impact Assessments (EIA) at the outset of the project, to review potential impacts on equality target groups, including disabled people
Carry out public consultations, including targeted engagement with specific users such as (amongst many others): Royal National Institute of Blind People, Guide Dogs for the Blind, Age Concern, Transport for All, and the National Autistic Society
Ensure we comply with established guidance – such as the Design Manual for Roads and Bridges – which includes detailed requirements for disabled people
The EIA for Nine Elms Lane and Battersea Park Road will continue to be developed following the outcome of this public consultation, incorporating feedback received.
We will analyse and consider all of the responses received to the consultation, and publish our response later this year. Construction of the scheme would be subject to the outcome of this consultation, and further approvals. Should we decide to go ahead, we would aim to start construction in 2020/2021.
Waterloo roundabout
We want your views on proposals to help inform our LCC response.
We want your views on our proposals to create a better Waterloo. We've developed these proposals over the past 10 years by working with local stakeholders and the community. The original vision can be found here. Our proposals aim to create a healthier and safer environment for people to walk and cycle and use public transport as well as support the regeneration and growth of Waterloo. These proposals aim to improve the quality of life in the area by:
Creating a healthier and safer environment
Planting more trees to replace the removal of trees which will have the potential to benefit biodiversity, landscaping and wildlife
Creating a sense of place with the proposed new public square
Creating a focal point for Waterloo, helping build on it as a cultural destination and support the regeneration and growth of Waterloo
Keeping buses and traffic moving through the area.
The proposals form part of the Mayor of London's plan for Healthy Streets - a long-term vision to encourage more Londoners to walk and cycle and use public transport by making London's streets healthier, safer and more welcoming.
What we are proposing
Our proposals would:
Create a new tree-filled public square supporting civic and cultural life of the area by moving the existing bus stops from Tenison Way to an improved bus station on Waterloo Road, closing the south-west arm of the roundabout and changing the remaining carriageway to two-way traffic
Introduce segregated cycle lanes making cycling around Waterloo roundabout safer
Create new pedestrian routes and permanently remove some subways (but keep others) to help create more direct walking routes towards the river Thames. The subways can be unpleasant and divisive, inaccessible to large sections of the community
Widen the footways on Waterloo Road to give more space to pedestrians and waiting bus passengers by narrowing the carriageway through removing a section of bus lane
Relocate northbound and southbound bus stops to keep traffic moving on Waterloo Road
Ban the right turns from Waterloo Road into Stamford Street and from Concert Hall Approach (except for buses) to keep traffic moving.
Why We Are Consulting
Encourage more walking and cycling and use of buses by
Making it easier, safer and more pleasant
Keeping buses and traffic moving through the area
Provide a sense of place and improve the environment by
Creating a new, high-quality, traffic-free, green public space to become a focal point for Waterloo supporting the civic and cultural life of the area
Support the regeneration and growth of Waterloo
Currently the area is overcrowded and difficult to navigate for pedestrians, bus passengers and cyclists. This is exacerbated by street clutter and level differences that make it confusing and harder for people to get to where they want to go.
It will get even busier because of major planned developments, including increasing capacity at Waterloo station. The roundabout is dominated by motor traffic and can be intimidating and unpleasant to walk and cycle.
By giving cyclists more space and time to pass through the area more easily, and by providing new signalised crossings, a new public space and wider footways for pedestrians and waiting bus passengers, we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving.
Waterloo is a very important transport hub with Europe's busiest rail station, a strategic bus interchange, and large numbers of cyclists and some key cycle routes passing through it.
It is also home to international visitor and cultural attractions, workplaces, residents and academic institutions.
Our proposals are designed to improve safety for vulnerable road users by introducing dedicated facilities, such as signalised pedestrian crossings, new cycle lanes and separate cycle signals. Waterloo roundabout is one of 33 locations across London we are prioritising as part of our Safer Junctions programme.
Overall, these proposals are designed to make it easier, safer and more attractive to walk, cycle and use public transport in the area, and to prepare for and stimulate further growth and regeneration.
Potential effects of our proposals
Journey times
We expect the proposals would result in changes, both positive and negative, to journey times for motorists, bus passengers and cyclists once complete. Click here for the information (PDF) that explains the impacts we expect our proposals to have on journey times and is accompanied by a more detailed table of data.
We want to make walking more convenient and attractive. There are a number of places where overcrowding is common such as Tenison Way and Waterloo Road:
The proposed new public space would provide lots more room for pedestrians and create a key focal point in the local area with crossings relocated to where people want to cross
Wider and clearer footways would reduce overcrowding on Waterloo Road
Walking routes would be opened up, improving way finding and permeability.
Taken from survey data in 2013 cyclists make-up 40% of traffic around Waterloo roundabout in the AM peak.
We want to make cycling in Waterloo easier, safer and more attractive. Our proposals provide dedicated time and space for cyclists and aim to reduce road casualties by addressing the patterns of past collisions:
Segregated cycle lanes around the new peninsula. The impact of this is balanced with bus and general traffic movements by making some strutural changes to the roundabout
Separate cycle signals on traffic lights would reduce the number of conflicts with general traffic
Existing cycle parking stands would be relocated
The cycle hire docking station outside Kings College would be relocated
We are working with other teams delivering projects that would provide better and safer connections to existing and planned cycle routes.
Bus passengers
Waterloo is a strategic part of the London bus network, with some of its busiest routes serving the area, used by 20,000 passengers a day. Our proposals aim to encourage more people onto buses and keep all traffic moving:
An improved bus station and new public square would provide a much improved interchange and waiting environment for bus passengers
Wider footways on Waterloo Road would provide a larger and safer area for waiting bus passengers and accommodate future growth in numbers
Bus stops would be relocated from Tenison Way to the improved bus station on Waterloo Road and the northbound and southbound bus stops on Waterloo Road would be consolidated.
A short section of bus lane on Waterloo Road would be removed to keep traffic moving.
General traffic
We want to reduce the dominance of traffic around Waterloo by creating an environment which encourages people to walk, cycle or use public transport. As a result:
There would be some changes to general traffic journey times as a result of these proposals. We would remove the south-western side of the roundabout to create the new public space. Traffic would flow two-way around the new peninsula
The section of northbound bus lane on Waterloo Road from the junction with The Cut would be removed to provide more space for pedestrians. Buses would share the general traffic lane and pull-in to the relocated bus stops allowing traffic to pass
The right turn from Waterloo Road into Stamford Street and the right turn from Concert Hall Approach (except for buses) would be banned to keep traffic moving through the area.
We do not develop proposals to introduce traffic restrictions without carefully considering the potential impacts and exploring alternative solutions. The restrictions are proposed to either address a safety issue, or help the signalised junction operate more efficiently and minimise potential journey time delays to road users.
Some changes to existing servicing arrangements may be required. If your home or workplace is on or near the proposed changes, please let us know if the proposals could affect your deliveries, collections and servicing. We would encourage you to discuss the proposals with companies undertaking these operations.
The main taxi rank is on Station Approach and is not affected by these proposals.
Rail and London Underground users
Network Rail has a programme of works to increase capacity at Waterloo Station and London Underground has plans to increase Bakerloo and Northern Line services, increasing the numbers of people using Waterloo to interchange. Our proposals would make it easier and more attractive for passengers to continue their journeys on foot, cycle or bus.
Air pollution is one of the most significant challenges facing London, affecting the health of all Londoners. As part of the plans for new measures to tackle London's current poor air quality, we have been consulting on proposals to bring forward the introduction of the London Ultra Low Emission Zone (ULEZ).
A number of other schemes to improve London's air quality are planned, including taking steps to reduce air pollution from our bus fleet, reducing emissions from taxis and private hire vehicles, setting up five 'Low Emission Neighbourhoods' and expanding the electric vehicle charging network, as well as making it simpler to use. We are investing to make London's streets healthy, safe and attractive places to walk and cycle. Enabling more journeys to be made on foot or by bike can help reduce private vehicle use and associated emissions. Click here for more information on how we are creating Healthy Streets and click here for the draft Mayor's Transport Strategy. Our proposals aim to improve the quality of life in the area by:
Exploring opportunities to achieve more greening
Creating a sense of place with the proposed new public square and providing additional seating.
As our proposals for Waterloo would change how traffic moves around the area, we expect there would be some associated and localised changes to air quality and noise levels. We will be carrying-out environmental surveys and environmental modelling to help our design development.
Security barriers on Waterloo Bridge
The Metropolitan Police Service has installed barriers to increase security on London's busiest bridges. Our proposals will aim to ensure that the security of all road users is maintained in the future.
Working with the local community
TfL has been working with Lambeth Council and engaging with businesses, local stakeholders and the Mayor to develop these proposals over the years. These are the planning documents and guidance consulted on with the local community that have helped us develop these proposals:
A local college, Morley College, has produced a photo record to capture the sense of place and character of the area that these proposals will build on. These photos will be on show at the public events and around Waterloo.
There is a public art poem by the poet Sue Hubbard called "Eurydice" on the wall of one the subways we propose to remove. The poem was written as part of the renovation of the South Bank especially for the underpass that leads from Victory Arch at Waterloo Station to the BFI IMAX cinema. We will work with local stakeholders to investigate how we can include the poem in the new public space.
Subject to the outcome of this consultation, should we proceed with these proposals, we would look to start construction in late 2019 for a period of up to 18 months.
We are aware that there is a lot of construction occurring in the Waterloo area and these changes are likely to cause further disruption. We would work with the local community, Lambeth Council, SBEG, WeAreWaterloo and surrounding developers to coordinate works and deliveries to minimise this impact as far as possible.
Previous consultations
As part of the Mayor's Better Junctions Review we made improvements at the roundabout to reduce accidents by providing more priority and road space for cyclists, particularly at the junctions with Stamford Street and Waterloo Road.
Later the speed limit was reduced to 20mph and will be retained under these proposals.
Lambeth Bridge North & South
We have developed proposals to transform the road layout at the northern and southern roundabouts at Lambeth Bridge to create a safer environment for cycling and walking. We would also make changes to some approach roads and to the bridge itself.
Focussing on road safety, our proposals are designed to keep traffic moving along these key routes, whilst providing a better balance to the way that space on the road is allocated.
Our proposals would require changes to the way general traffic moves through the area, including new left or right turn traffic restrictions on some roads at each end of the bridge.
We propose to convert both the northern and the southern roundabouts of Lambeth Bridge into crossroad junctions, with traffic signals and signalised pedestrian crossings. At each junction, dedicated space would be given for cyclists and new pedestrian areas would be created.
To support these transformational plans, changes to the road layout are also proposed on Lambeth Bridge itself, at the Millbank north junction with Great Peter Street and along Lambeth Palace Road. These layout changes include two general traffic lanes at each exit from the bridge, the introduction of a signalised pedestrian crossing at the Millbank north junction with Great Peter Street, and the extension of the southbound bus lane on Lambeth Palace Road.
We have also developed public realm improvements, sensitive to the heritage of the area. These designs propose to further enhance the look and feel of the area so that we can promote a real sense of place to Lambeth Bridge and its surrounds.
We are also seeking views on:
Longer-term plans for the pedestrian underpass at Albert Embankment
A potential new location for the palm tree at Lambeth Bridge north
The current traffic speed at Lambeth Bridge north and south
Why are we proposing it?
Our proposals are designed to improve safety at both northern and southern roundabouts by introducing dedicated facilities for vulnerable road users, such as signalised pedestrian crossings, new cycle lanes and separate cycle signals. The northern roundabout in particular has a high proportion of collisions involving cyclists, and is one of 33 locations across London we are prioritising as part of our Safer Junctions programme.
Healthy Streets to encourage walking and cycling
The proposals form part of the Mayor of London's long-term vision to encourage more Londoners to walk and cycle by making London's streets healthier, safer and more welcoming. Both roundabouts and Lambeth Bridge are currently dominated by motor traffic and can be intimidating and unpleasant places to walk and cycle. By giving cyclists space and time to pass through the junction more easily, and by providing new signalised crossings and clearer footways for pedestrians, we can encourage more people to use these healthy and sustainable forms of transport, whilst keeping other traffic moving.
Building a local cycle network
Lambeth Bridge and its roundabouts lie on busy cycle commuter routes. Making the area safer and more welcoming for cyclists would help build connections to existing infrastructure, such as Cycle Superhighway Route 8 on Millbank, and planned improvements, such as Westminster Bridge and Central London Grid routes. The following map shows how our proposals would build on cycling connectivity in the area.
The impacts of our proposals
Our proposals have been designed to not have a disproportionate impact on other road users. However we expect there would be changes, both positive and negative, to journey times for motorists, bus passengers and cyclists.
More detailed information on the traffic impacts of the Lambeth Bridge proposals, including tables of the likely journey time impacts, can be found here https://consultations.tfl.gov.uk/roads/lambeth-bridge/user_uploads/traffic-impacts-and-data-table.pdf
Should these proposals go ahead, we would take a number of steps to ensure that the changes made along the route are balanced. We are investing in advanced traffic signal technology to allow us to better manage traffic depending on differing conditions at any given time.
Turning restrictions
Our proposals include a number of restrictions to turning movements:
'Straight-ahead only' for traffic exiting Millbank north
A time-of-day banned right-turn from Millbank south onto Lambeth Bridge during the evening peak
A banned left-turn for northbound traffic from Millbank south into Horseferry Road
'Straight-ahead only' for traffic exiting Horseferry Road
A banned left-turn from Lambeth Palace Road onto Lambeth Road.
A banned right-turn from Lambeth Road onto Lambeth Palace Road.
We do not develop proposals to introduce traffic restrictions without carefully considering the potential impacts and exploring alternative solutions. The restrictions are proposed either to address a safety issue or to help the signalised junction operate more efficiently, minimising potential journey time delays to road users.
Air and noise
Although the designs for Lambeth Bridge north and south are not expected to increase the number of motor vehicles in the area, our proposals may change how traffic moves around some roads, which may result in some associated and localised changes to air quality and noise levels. Environmental surveys and modelling would take place as part of our ongoing evaluation of these proposals.
Our proposals require the removal or relocation of a number of trees in order to accommodate the new road layout:
The iconic phoenix palm tree at the centre of the roundabout on the northern side of Lambeth Bridge would look to be relocated
Seven trees at the centre of the roundabout on the southern side of Lambeth Bridge would need to be removed
One tree at the junction of Millbank and Great Peter Street would need to be removed
New trees will be planted at Lambeth Bridge north and south as part of proposed urban realm improvements. Subject to the outcome of consultation, tree species would be determined during detailed design.
Visual environment
Our proposed urban realm improvements aim to improve the look and feel of the area, as shown in our artists' impressions.
Reducing the dominance of traffic, allowing pedestrians and cyclists to better enjoy the area
Increasing the surface area of the public realm by approximately 1,370 square metres at Lambeth Bridge north and approximately 1,790 square metres at Lambeth Bridge south
Attracting more visitors to the area and local attractions such as Victoria Tower Gardens
Planting new trees bringing overall benefits for the area's biodiversity and landscape
Providing new seating
New footway materials to improve the look of the streets along Albert Embankment, Lambeth Palace Road, Millbank and Lambeth Bridge
The removal of unnecessary and duplicate poles, signs and other street furniture
Upgrades where necessary to existing lighting and drainage
Provision of more cycle parking
An opportunity to provide additional Cycle Hire stations
Upgraded wayfinding for example to Newport Street Gallery
Complete Equality Impact Assessments (EqIA), to review potential impacts on equality target groups, including disabled people
The EqIA for Lambeth Bridge north and south will continue to be developed following the outcome of this public consultation, incorporating feedback received.
Other options considered but not taken forward
We considered a number of alternative designs before taking forward our current proposals.
At Lambeth Bridge south, we considered retaining the roundabout, but this provided minimal benefits for cyclists. We also considered 'hold the left' turn facilities on Lambeth Road and Lambeth Bridge, which separate cyclists from other traffic with separate traffic signals. However this scenario would have caused significant traffic queueing due to the extra signal phase required and was difficult to accommodate due to the structure of the bridge.
We also considered a number of designs at Lambeth Bridge north including a signalised junction and a 'Dutch style' roundabout with a physically separated cycle track around the edge of the roundabout. However, our modelling indicated that this would have had significant impact on journey times for other road users in the area, including thousands of bus passengers.
Having considered a number of designs, we believe the current proposals would achieve the best balance for all road users.
Related schemes
Lambeth north interim scheme
During March 2017, we delivered interim safety improvements at Lambeth Bridge northern roundabout.
The changes were timed to bring improvements whilst we continued with plans to re-work the junction's layout for the long-term.
Subject to the outcome of this consultation, should we proceed with these proposals, we would look to start construction in late 2018.
Although construction would cause some disruption, we would take steps to minimise this as far as possible.
Building in late 2018 would allow us to coordinate with major planned maintenance work on Lambeth Bridge, and with work currently taking place at Westminster Bridge South.
Junction of A100 Tower Bridge Road and Tanner Street
Created by Simon Munk 23 February, 2016 10:58 // 1 thread
TfL Overview
In partnership with the London Borough of Southwark, we have developed proposals to improve the provision for cyclists and other road users around Tower Bridge Road/Tanner Street junction, and we would like to hear your views.
The proposals are part of the Central London Grid – a network of cycle routes in Zone 1. The route passes along Tanner Street, Southwark Council consulted on proposals on the rest of the route in autumn 2015, including proposals for the one-way operation of Tanner Street. Our proposals aim to improve safety and create more space for cyclists, and have been coordinated with Southwark Council's designs.
Our proposals also include changes to traffic and bus lanes, as well as new traffic restrictions and improved pedestrian crossings.
The enclosed consultation drawing shows the proposals for this junction. The numbered descriptions below correspond with the numbered labels on the drawing.
1 Carriageway to be widened by 0.5 metres to improve traffic flow. There will still be sufficient width maintained on the footway.
2 Centre lines to be altered to provide two northbound general traffic lanes further back from the junction with Druid Street
3 New one-way westbound on Tanner Street between Tower Bridge Road and Archie Street to create space for a segregated two-way cycle track
4 New one-way eastbound on Tanner Street between Tower Bridge Road and Pope Street to allow for contraflow cycle provision
5 Segregated bi- directional cycle track to allow cyclists to approach and exit the junction with substantially reduced risk of conflict with motor vehicles
6 New segregated contraflow cycle track to parallel crossing to allow for safer approach for cyclists, and to decrease potential conflict between modes of traffic. This would require the relocation of a loading bay (see 9 and 10)
7 New parallel cycle/pedestrian crossing to connect the cycle route on Tanner Street and allow cyclists to conveniently cross Tower Bridge Road separately from pedestrians
8 Cycle stands to be relocated to allow for widened traffic lanes on the approach to the junction, and to prevent conflict between traffic modes
9 Loading bay relocated from Tanner Street to Tower Bridge Road to create space for the contraflow cycle track (see 6). The same operating hours will apply
10 New position of relocated loading bay from Tanner Street (see 9)
11 Loading bay relocated 12m south to provide enough space for traffic to merge. Operating hours will remain the same.
12 New bus lane (Hours of operation: Mon –Sat, 7am-10am, 4pm-7pm) to make journeys faster and more reliable for bus passengers. We would create space by moving the centre line on this section of Tower Bridge Road.
Q5 Waterloo To Croydon
Q5 Waterloo-Croydon further consultations
East-West Cycle SuperHighway Phase 1 East
East-West Cycle SuperHighway phase 1 eastern half - Tower Hill - Parliament
CS8 / Cycle SuperHighway 8
CS8 / Cycle SuperHighway 8 - Wandsworth to Westminster
Cycle SuperHighway 7 / CS7 - Merton to City
CS5 / Cycle SuperHighway 5 Vauxhall - Pimlico
Central London Cycling Grid Borough High Street/Newcomen Street junction
We are seeking your views on proposed changes to the junction of Borough High Street with Union Street and Newcomen Street. The proposals are part of the Central London Cycling Grid - a network of cycle routes in Zone 1.
This junction forms part of the Blackfriars to Tower Bridge Road route. The London Borough of Southwark consulted on other parts of this route in October 2015 – further details can be found here:
Our proposals aim to improve safety for cyclists and accommodate the predicted increase in cyclists along this route. The design would provide a more direct route for eastbound cyclists by removing a long detour and allowing them to proceed along Newcomen Street. By altering the signal phasing of the junction, we would also enable cyclists on Borough High Street to turn onto the new route.
The Blackfriars to Tower Bridge Road Route will provide a safer and more pleasant journey through a section of the city that is already popular among commuters as well as recreational cyclists. Transport for London and Southwark Council have identified certain junctions and sections of the proposed route that could be modified to improve cycle accessibility as well as safety for all users of the road, including pedestrians.
By closing a short section of Newcomen Street to motor vehicles and creating two-way access to the junction, we will remove a long detour from the cycle route. Changes to signal phasing at the junction, and modifications to existing street furniture, will create safer routes for cyclists without affecting pedestrian accessibility.
At construction stage the junction would also be resurfaced. Proposals for this junction are:
Union Street
Existing contra-flow cycle lane retained for cyclists travelling westbound on Union Street. This would connect to Southwark Council's proposals for Union Street.
Existing advanced stop line extended to 5m with a cycle feeder lane. These extended facilities would provide cyclists with a larger waiting area in front of motor traffic, improving their visibility, and allowing them to safely move away at the traffic lights.
Borough High Street
Dedicated low-level cycle signals to inform cyclists of when to safely proceed across Borough High Street from Union Street and Newcomen Street.
Pedestrian islands widened to improve pedestrian accessibility across Borough High Street.
Cyclists permitted to turn left onto Union Street and Newcomen Street. This movement is currently banned and would remain banned for other vehicles. This allows cyclists on Borough High Street to join the route. The signal phasing would be altered to permit this movement. NOTE: All vehicles (including cyclists) would continue to be banned from turning right into Union Street or Newcomen Street.
All-round pedestrian signal phase retained so that pedestrians can safely make all movements across the junction at the same time.
Newcomen Street
Section of Newcomen Street closed to motorised traffic. Bollards would be installed approximately 30m west of the junction to enforce road closure to motorised traffic except for emergency access. NOTE: Newcomen Street is a borough-owned road and this aspect of the scheme would be progressed by the London Borough of Southwark.
Two-way cycling permitted on Newcomen Street allowing cyclists travelling eastbound to proceed directly from Union Street, and turn left from Borough High Street.
Existing footways widened to improve pedestrian accessibility.
We have carried out traffic modelling for this proposal. The results indicate that the proposed changes can be accommodated without undue delay to any road user.
East-West Cycle Superhighway - phase 2 consultation
Created by Rosie Downes 27 February, 2015 13:37 // 11 threads
TfL are consulting on plans for the East-West cycle superhighway in Hyde Park and St James's Park. The proposals can be seen at https://consultations.tfl.gov.uk/cycling/eastwest?cid=cycle-east-west
The LCC office has set up this thread to facilitate discussion in advance of submitting its response to the consultation. The consultation closes on 29th March.
To ensure that your comments will be taken into account when composing LCC's response please make sure that your registered identity on Cyclescape includes your full name and whether you are a member of LCC and any local LCC group. (You can add these details by clicking on your name at the top of the page and then the Edit Profile tab.)
Central London Grid - TfL Consultation Dec 2013
Created by ma499 01 February, 2014 16:42 // 5 threads
TfL's consultation on the Central London Grid.
To comment on these proposals, please contact your local authority or email TfL with any general comments by 14 February 2014 to grid@tfl.gov.uk
Consultation web page: http://www.tfl.gov.uk/roadusers/cycling/29172.aspx
East-West Cycle Superhighway in Westminster
Created by Colin Wing 06 December, 2014 15:11 // 2 threads
This is the proposed route of the East-West Cycle Superhighway in Westminster.
110 threads found for 'tfl_consultation':
Lumley Rd / A217 / no right turn
Get Sutton Cycling
A discussion on issue Lumley Rd / A217 / no right turn
Marcus Howarth posted 18 July, 2021 19:29
Group Public
(Closed) Redbridge section - Ilford to Victoria Road
London Cycling Campaign
A discussion on issue Ilford - Barking Riverside Cycleway
MonegaCyclist posted 13 March, 2019 20:42
(Closed) Barking & Dagenham section - Victoria Road to Barking Riverside
Fred posted 13 March, 2019 23:48
Section 4: Mayes Brook Bridge
Simon Still posted 18 July, 2019 16:56
Section 3: Wakering Road and Sunningdale Avenue
Section 2: St Awdry's Road and Eldred Road
Section 1: Bastable Avenue and Sutton Gardens
(Closed) Lea Bridge - Dalston cycle route
A discussion on issue Lea Bridge - Dalston cycle route
Simon Munk posted 18 July, 2019 11:43
July - September 2019 Dalston - Clapton consultation
Safer Junctions - Kingsland Road and Balls Pond Road
A discussion on issue Safer Junctions - Kingsland Road and Balls Pond Road
TfL Safer Junctions - Edgware Road and Harrow Road consultation
Westminster Cycling Campaign
A discussion on issue TfL Safer Junctions - Edgware Road and Harrow Road consultation
Stefano B posted 27 December, 2019 15:51
(Closed) Tower Hamlets section - north side of Victoria Park to Isle of Dogs
A discussion on issue Hackney - Isle of Dogs cycle route
Simon Still posted 09 May, 2019 13:54
Proposed improvements between Wood Lane and Notting Hill Gate
A discussion on issue Proposed improvements between Wood Lane and Notting Hill Gate
New pedestrian crossing, Warwick Road
A discussion on issue New pedestrian crossing, Warwick Road
Simon Munk posted 28 February, 2019 15:48
Hackney section - central Hackney to north side Victoria Park
Haringey section - Stamford Hill station to Tottenham Hale/Ferry Lane
A discussion on issue Camden - Tottenham Hale cycle route
dain posted 23 February, 2019 14:18
Hackney section - Finsbury Park to Stamford Hill stations
John Ackers posted 19 February, 2019 11:28
Islington section - York Way to Finsbury Park tube
Camden section - Royal College Street to York Way
Jean Dollimore posted 28 March, 2019 12:29
CS9: TfL is consulting on revised proposals
A discussion on issue CS9: Kew Bridge, Kew Bridge Rd and Duke Road
Simon Munk posted 01 March, 2019 12:27
Proposed changes to the road layout on A21 Tweedy Road, Bromley North
A discussion on issue Proposed changes to the road layout on A21 Tweedy Road, Bromley North
John H Wood posted 06 January, 2019 05:09
Balls Pond Road Cycle Superhighway 1
A discussion on issue Balls Pond Road Cycle Superhighway 1
Jono Kenyon posted 04 December, 2018 20:59
A discussion on issue Duke Hill St/Tooley St
Sean Howes posted 19 December, 2018 11:58
Hounslow Priority Cycle Network
A discussion on issue Hounslow Draft Local Implementation Plan Consultation
Hounslow Cycling Campaign posted 09 November, 2018 14:12
Hounslow Draft Local Implementation Plan Consultation
Uncle Les posted 07 February, 2019 16:46
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Terrorist Attack in ShahCheragh, Iran: Planning for the Future
Milad Ahmadi Marzaleh, Hadi Mahmoodi, Hossein Armin, Iman Shakibkhah, Esmaeil Ahmadi, Mahmoudreza Peyravi
Journal: Prehospital and Disaster Medicine , First View
Published online by Cambridge University Press: 16 January 2023, pp. 1-2
Caring for carers: A virtual psychosocial supervision intervention to improve the quality and sustainability of mental health and psychosocial support in humanitarian contexts
R. Wells, C. Acartuk, F. Almeamari, M. Alokoud, A. Beetar, H. Eldardery, M. Elshazly, O. Faruk, M.R. Ginem, D. Hadzi-Pavlovic, Z. Ilkkurşun, S. Jahan, R. Joshi, L. Klein, L. Kurdi, G. Kurt, C. Mastrogiovanni, M. Mozumder, S. Lekkeh, S. Némorin, K. Nicholson Perry, M. Orabi, J. Qasim, Z. Steel, M. Tavakol, H. Ullah, E. Uygun, S. Wong, L. (Fischer) Yan, R. Said Yousself, A. Zarate, S. Rosenbaum
Journal: European Psychiatry / Volume 65 / Issue S1 / June 2022
Published online by Cambridge University Press: 01 September 2022, p. S884
You have access Access
Mental health and psychosocial support (MHPSS) staff in humanitarian settings have limited access to clinical supervision and are at high risk of experiencing burnout. We previously piloted an online, peer-supervision program for MHPSS professionals working with displaced Rohingya (Bangladesh) and Syrian (Turkey and Northwest Syria) communities. Pilot evaluations demonstrated that online, peer-supervision is feasible, low-cost, and acceptable to MHPSS practitioners in humanitarian settings.
This project will determine the impact of online supervision on i) the wellbeing and burnout levels of local MHPSS practitioners, and ii) practitioner technical skills to improve beneficiary perceived service satisfaction, acceptability, and appropriateness.
MHPSS practitioners in two contexts (Bangladesh and Turkey/Northwest Syria) will participate in 90-minute group-based online supervision, fortnightly for six months. Sessions will be run on zoom and will be co-facilitated by MHPSS practitioners and in-country research assistants. A quasi-experimental multiple-baseline design will enable a quantitative comparison of practitioner and beneficiary outcomes between control periods (12-months) and the intervention. Outcomes to be assessed include the Kessler-6, Harvard Trauma Questionnaire and Copenhagen Burnout Inventory and Client Satisfaction Questionnaire-8.
A total of 80 MHPSS practitioners will complete 24 monthly online assessments from May 2022. Concurrently, 1920 people receiving MHPSS services will be randomly selected for post-session interviews (24 per practitioner).
This study will determine the impact of an online, peer-supervision program for MHPSS practitioners in humanitarian settings. Results from the baseline assessments, pilot evaluation, and theory of change model will be presented.
No significant relationships.
Chapter 1 - Angels of Za'atari
Andrew Leon Hanna, Stanford University, California
Book: 25 Million Sparks
Published online: 20 May 2022
Print publication: 26 May 2022, pp 1-10
View extract
Chapter 1 immerses the reader into the Za'atari refugee camp. Situated in Jordan just seven and a half miles south of the Syrian border, the camp – a two-square-mile rectangle divided into twelve districts – is nestled in the very heart of the Middle East. Here, in the desert heat, a community was born in the swell of crisis. The reader is immediately introduced to the book's three featured Syrian women entrepreneurs – Yasmina, Asma, and Malak – in their elements. Yasmina, a salon and wedding dress shop owner, is relaxing in the salon with her family as her client celebrates a beautiful wedding a couple of districts away. Asma, a social entrepreneur and teacher, is reading a story to a group of children – including three of her own – in her trailer, which she has converted into a magical hideout for the children. Malak, an artist, is putting the finishing touches on a series of drawings for an event at a youth center that is meant to encourage the girls in Za'atari to push against the harmful practice of child marriage.
Chapter 12 - Dreams Become One
from Part IV - Hope
Print publication: 26 May 2022, pp 153-162
Chapter 12 features the three entrepreneurs discussing their hopes for the future. Despite its progress, Za'atari still faces significant challenges in terms of basic resources and opportunities. So each entrepreneur represents a different hope. Yasmina, as the oldest of the group, discusses the ultimate hope within residents: that there will be lasting peace in Syria and they can return home. Asma considers another hope many have: resettlement to new communities. She talks about her potential resettlement to Canada after recently being interviewed at the embassy in Amman, and what it would mean for her children to have more consistent, higher quality education. Malak discusses the hope that, even if she is to remain in Za'atari for long, it will be better resourced so all children will have the opportunity to realize their God-given gifts. Her most recent painting of a woman, covered in vibrant colors and looking upward, represents this hope – as she accepts her life in Za'atari for now and sees her purpose as living out her gifts boldly as a role model for the children around her. In this spirit, the book ends with a poem by Asma about the hopes and dreams of Za'atari.
Chapter 4 - Global Crisis
from Part I - Darkness
Print publication: 26 May 2022, pp 31-48
Chapter 4 provides an overview of today's global refugee crisis, driven by perspectives of refugees around the world. The Syrian war has displaced a stunning half of Syria's prewar population, with nearly 80,000 of those Syrians having fled to nearby Za'atari; the UN calls it "the biggest humanitarian and refugee crisis of our time." But it is only a part of a broader global crisis: today, more people than at any other time in history have been forcibly displaced from their homes. More than twenty-six million refugees, over half of whom are children, have fled their home countries entirely. This chapter provides a brief exploration of the major crises causing displacement, from instability in Central America and Afghanistan, to the Rohingya genocide in Myanmar, to wars in South Sudan and Yemen. And it considers where most refugees end up: in host cities, in refugee camps, and – unfortunately only on rare occurences – resettled permanently in adoptive cities. It discusses how, due to continuing conflicts and tightening restrictions on acceptance of refugees, refugee camps are increasingly becoming like permanent settlements, despite their intended role as temporary safe havens.
Chapter 9 - Midnight Blue
from Part III - Revival
Chapter 9 is about the present impact of the three entrepreneurs' ventures, alongside many others, on the Za'atari community. A far cry from its makeshift origins, Za'atari is now much like a city. The Shams-Élysées, the Saudi Market, and other areas are buzzing as more than 3,000 businesses generate about $13 million in revenue a month and serve community members. These include bird shops, a cinema, sustainable farming solutions, and, of course, the ventures launched by Yasmina, Asma, and Malak. Yasmina is bringing profound joy into the lives of women across Za'atari. She helps brides feel special, valued, and beautiful, sometimes after a long period of feeling forgotten. Asma is uplifting Za'atari's children to reach for their highest aspirations. Much to her delight, her apprentice Nawara creates her own version of the storytelling initiative that is widely attended. In addition to running her studio with Treza, Malak repeatedly uses her art to empower the children around her, especially on the issue of child marriage. She designs twenty powerful drawings that are presented to girls during a workshop, empowering them to push back against such arrangements.
Chapter 8 - Extreme Entrepreneurs
from Part II - Spark
Print publication: 26 May 2022, pp 93-112
Chapter 8 describes the extraordinary obstacles facing refugee entrepreneurs and explains why – despite these challenges – refugees excel as entrepreneurs. Refugees face the steepest of uphill climbs, dealing with everything from trauma to a lack of access to credit to discrimination to limited networks. Still, they are much more likely to be entrepreneurs than native-born citizens. Refugees' sparks are not accidental; they have unique qualities based on their experiences that make them more likely to come up with, and successfully see through, startup ideas. First, many refugees innovate because it is their only way to survive, and are thus immensely committed. For Yasmina, innovating was a requirement to feed her children. Second, refugees benefit from exposure to other cultures' ideas and markets. One appeal of Malak's work is her ability to infuse Syrian flair. Third, refugees, far from home, are often intensely motivated to meet the needs of their new neighbors and find innovations to do just that – as Asma did for Za'atari. Fourth, they are often pushed to entrepreneurship by employment discrimination. Fifth, they have an unmatched level of resilience.
Chapter 2 - Olive Trees
Chapter 2 goes back in time to the three entrepreneurs' lives in a peaceful prewar Syria, and their flights to safety in Za'atari. All three lead comfortable lives before the sudden, life-altering events of the Arab Spring: protests in Dara'a, the Syrian government's violent response, and families fleeing homes amid subsequent fighting. Yasmina is living out her childhood passion, running a salon and wedding shop in Dara'a. Her family flees when she is seven months pregnant; on the way to Za'atari, they shelter in others' homes and abandoned schoolhouses, and her son is born premature. Asma grew up adoring school, but her lack of confidence and the busyness of raising a family kept her from her dream of teaching. Still, living in a large house with an olive tree in Dara'a, Asma enjoys her days reading to her children, Tamara, Ashraf, and newborn Maya. Just twenty days after Maya's birth, Asma's family flees. Only a teenager and the youngest of thirteen siblings, Malak leads a joyful life filled with art, family, and friends in Damascus. She cries with her sisters just before leaving, unwilling to accept that the next morning she would wake up in a tent within a refugee camp.
Chapter 11 - Global Catalyst
Chapter 11 discusses the economic, social, spiritual, and personal impact of refugee entrepreneurship around the world. Za'atari is but one example: camps across the globe – from Kutupalong in Bangladesh, to Skaramagas in Greece, to Dadaab in Kenya – have emerged as hubs of entrepreneurship, to the surprise of those who imagine refugees in camps as passively reliant on aid. And refugees have ignited significant positive change in refugee-welcoming cities around the world as well – from Bosnian, Burmese, and Somali refugees revitalizing the once-declining Rust Belt city of Utica, New York, to long-persecuted Hazara refugees creating new ventures to revive the community of Port Adelaide, Australia. While there is an up-front economic cost to welcoming refugees into cities from camps like Za'atari, that investment is clearly a positive one thanks to refugees' contributions in the form of business growth, social innovation, and cultural enrichment. This is not to mention the quiet moments of love, comfort, and togetherness created by refugees' very presence as neighbors, colleagues, and friends in communities around the world.
Chapter 5 - New Beginnings
Chapter 5 describes the moments that the three Za'atari entrepreneurs push beyond their darkness to find their ideas – each tapping into their childhood passions through different catalyzing events. Yasmina helps prepare her cousin for her wedding in Za'atari, receives rave reviews, and sees her passion rekindled. Determining that she needed to help support her children, she makes the monumental decision to sell her rings, necklace, and bracelet for startup capital. She plans for the launch of a salon and wedding dress store from her home trailer. After her son's death, Asma resolves to treat the children in Za'atari as if they are her own. Much to her joy, she attends a teacher training program sponsored by an NGO and comes home with educational books that she can use in preparing her storytelling initiative. Art continues to be Malak's light during her transition to Za'atari, especially as she begins to share her art outside of her trailer. With the encouragement of a Za'atari art teacher, her sister Hoda, her father, and her best friend Treza, she decides to launch an art studio from her home trailer. Treza would manage it, and they would seek to share Malak's art widely.
Chapter 10 - Dignity
Chapter 10 demonstrates how the three featured entrepreneurs' ventures represent dignity for them, for the people they influence, and for the Za'atari community. Coming full circle, Yasmina prepares her apprentice Mona for her own wedding in what is a special, motherly moment. She speaks on the value of being able to train and encourage Mona over the years – of gaining an adoptive daughter through a mutual entrepreneurial passion. Asma is invited to speak at an International Women's Day event in Za'atari. She is slated to speak last, after three celebrities and global human rights leaders. The doubts of her youth creep in slightly, but a now-confident Asma presents beautifully – to thunderous applause and a standing ovation. Conquering her own fears of publicity, Malak does an interview on a Jordanian radio show where she speaks boldly for herself and her community, helping dispel attitudes that Za'atari is a place where everyone should be pitied. For someone who once dreaded going to Za'atari more than anything she could have ever imagined, this moment of standing up as an advocate and leader within Za'atari means the world to her.
Chapter 6 - Khatwa, Khatwa
Chapter 6, "Khatwa, Khatwa" – Arabic for "Step by Step" – shares the three entrepreneurs' stories of beginning to transform their ideas into reality and pushing through early obstacles. Yasmina hires a young and dynamic assistant, Mona, who becomes like a daughter to her. Together, the duo builds an initial client base and a collection of hilarious stories at the newly founded "Salon of Lights." Asma, with her educational books in tow, launches a community library and chases kids around her neighborhood, begging them to come listen to a story. After nervously practicing her storytelling techniques with Tamara and Maya, she officially launches the initiative – "Stories of the Sun" – from her newly decorated home trailer. After her first activity with the children, she learns just how much the experience of war has impacted their thoughts. Malak and her best friend Treza win their dream scholarship to study medical analysis at a university in Amman. Despite the importance of art in her life, Malak resolves to focus on her professional studies and to put art on the backburner. Still, she brings her art supplies with her in case she might have a bit of time to continue her first passion.
Chapter 3 - Gray Walls
Chapter 3 narrates the three entrepreneurs' early challenges adjusting to Za'atari. The camp is barren and devoid of activity in its first months of existence. White tents house residents, early mornings see long lines for meager bread rations, and residents protest about the severe shortage of resources. All three entrepreneurs struggle mightily. Yasmina is thankful that her newborn son Ashraf is healthy despite his premature birth, but she worries the environment surrounding him will stifle his growth. So she continues to hold out on working, praying she will return home to a peaceful Syria any day now. Falling into depression due to the lack of activity and resources, Asma runs away with her family to try to settle in nearby towns. A dearth of opportunity forces her to return to Za'atari, where she faces the tragic death of her son Ashraf. She fears the worst for Tamara and Maya, believing all hope for their education has died. Without any schooling options and separated from her friends, Malak sits alone in a small corner within her family's tent and paints, releasing her emotions through her art from morning until night.
Chapter 7 - Balloons
Chapter 7 describes the continued development of the three entrepreneurs' ventures and the impact they make on the Za'atari community. Za'atari increasingly shows signs of life: shops pop up along the main road nicknamed the "Shams-Élysées," color and art can be seen on trailers and the camp's walls, social events become more common, and social initiatives occupy children's time. Yasmina moves her business from her home to the bustling Saudi Market, beautifully decorates her new trailer, and expands her client base as her and Mona's reputation grows. Asma's storytelling initiative, with the support of her apprentice Nawara, increases in popularity and regularly fills her trailer with children. She begins to see the fruits of her work, as the activities she does with the children reveal more aspirational thinking. Though she had planned to ignore art during school to focus on studies, Malak again turns to art as an outlet during the intensity of university. After winning prizes in competitions and with Treza's inspiration, Malak finally launches her studio: "Malak Art." Malak and Treza create Instagram and Facebook pages to share Malak's work and accept orders, which come in regularly.
25 Million Sparks
The Untold Story of Refugee Entrepreneurs
Andrew Leon Hanna
Print publication: 26 May 2022
Buy the print book
25 Million Sparks takes readers inside the Za'atari refugee camp to follow the stories of three courageous Syrian women entrepreneurs: Yasmina, a wedding shop and salon owner creating moments of celebration; Malak, a young artist infusing color and beauty throughout the camp; and Asma, a social entrepreneur leading a storytelling initiative to enrich children's lives. Anchored by these three inspiring stories, as well as accompanying artwork and poetry by Malak and Asma, the narrative expands beyond Za'atari to explore the broader refugee entrepreneurship phenomenon in more than twenty camps and cities across the globe. What emerges is a tale of power, determination, and dignity – of igniting the brightest sparks of joy, even when the rest of the world sees only the darkness. A significant portion of the proceeds from this book are being contributed to support refugee entrepreneurs and general refugee causes in Za'atari and around the world.
11 - Climate Displacement and Community-Led Solutions
from Part III - Regional and Local Perspectives and Solutions
By Ezekiel Simperingham
Edited by Simon Behrman, University of Warwick, Avidan Kent, University of East Anglia
Book: Climate Refugees
Print publication: 17 March 2022, pp 219-230
This chapter highlights three areas where local communities across the Asia-Pacific region – supported by National Red Cross and Red Crescent Societies (National Societies) – are already active in addressing climate- and disaster-related displacements. These areas include community engagement in developing legal and policy frameworks; community-led vulnerability, risk, and capacity assessments; and community participation in innovative anticipatory humanitarian approaches to addressing displacement. This chapter highlights both best practices associated with these examples and some of the challenges that these examples face in successful implementation. It proposes that these examples warrant further attention, support, and engagement, both as stand-alone practices and as part of a broader commitment and support for community participation and leadership in addressing climate- and disaster-related displacement.
Evaluation of the National Health System Utilization Status of the Syrian Refugees in Turkey Between 2011 and 2017
Kerem Kinik, Hüseyin Koçak, Alpaslan Mayadağli
Journal: Disaster Medicine and Public Health Preparedness , First View
Published online by Cambridge University Press: 16 March 2022, pp. 1-7
The objective of this study is to evaluate the status of the Syrian refugees (SR) in Turkey in terms of using the National Health System (NHS) between 2011 and 2017.
The study is a descriptive and cross-sectional epidemiological research ORACLE SQL Developer program was used for data analysis, and frequency analyzes regarding the person, place, and time characteristics of the health services that SR received between 2011 and 2017 were presented.
The SRs benefited from NHS hospital services approximately 35 million times (34,973,029). Approximately 40% of the SRs that benefited from the NHS are under the age of 18. The proportion of those under 5 y old is 15.8%; 55.8% of the SRs that benefited from the NHS are women. The utilization status of the SRs from the NHS by region is as follows: 33.4% Mediterranean Region, 29.2% Southeastern Anatolia Region, and 19.0% Marmara Region. The types of health institutions that the SRs used are as follows: 44.0% state hospitals, 15.0% family medicine centers, and 13.3% training and research hospitals. A total of 16,009,524 cases were intervened as part of EMS.
Syrian refugees in Turkey comprehensively benefited from primary, secondary, and tertiary health services free of charge between 2011 and 2017 in Turkey. It is seen that they have access to private and high-cost health services, such as air ambulance, cancer treatment, and dental treatment.
7 - Global Governance, Expert Networks, and "Fragile States"
By Leonard Seabrooke, Ole Jacob Sending
Edited by Michael N. Barnett, George Washington University, Washington DC, Jon C. W. Pevehouse, University of Wisconsin, Madison, Kal Raustiala
Book: Global Governance in a World of Change
Print publication: 09 December 2021, pp 214-233
This chapter explores the evolution of the governance of so-called "fragile states" as a case of change in the architecture of global governance. Reduced funding from states and broader ideational trends about managerialism and effectiveness have rendered international organizations (IOs) less important in defining policy responses and assigning roles to other actors. This change in the governance architecture has engendered more networked and market-based forms of governance, with different stripes of professional networks becoming more important. The chapter argues that this transformation helps explain substantive changes in how fragile states are governed: in the 1990s and into the early 2000s, the treatment of fragile states was dominated by a "peacebuilding" approach focused on building institutions to support the rule of law and democracy, and with IOs such as the UN and the World Bank in authoritative roles. Gradually, over the course of the 2000s and 2010s, this approach became bifurcated, which reflects the prominence of professional networks and the reduced authority of IOs to define an overarching framework: military professionals in states advanced "stabilization" and counterterrorism – focused on fighting insurgents and conducting anti-terrorism operations – while networks consisting of humanitarian and human rights professionals advanced a focus on protection of civilians.
Psychological rapid response to population movements in democratic republic of congo (DRC)
E. Dozio, C. Bizouerne
Journal: European Psychiatry / Volume 64 / Issue S1 / April 2021
Published online by Cambridge University Press: 13 August 2021, pp. S321-S322
In DRC, the North Kivu province has been plagued by recurring humanitarian crises for nearly two decades, with multiple displacements of populations triggered low intensity armed inter-communal conflicts spread throughout nearly all territories. 818,605 people (displaced, returnees and indigenous) affected by these movements are in alarming psychosocial vulnerability.
In 2019, the NGO Action contre la Faim started a psychological intervention with the objective to contribute to reducing the vulnerability of conflict-affected populations.
Participants have been identified through psychoeducation sessions in the community in which people recognizing corresponding symptoms in themselves were evaluated through a short one-on-one interview. Persons identified as particularly in distress, including those who have experienced gender-based violence, have been involved in a short group therapeutic intervention. Two different options have been proposed in order to evaluate the most effective for the specific context: six sessions with a weekly or bi-weekly frequency.
767 people participated in the psychosocial intervention, 457 with weekly frequency and 310 bi-weekly. The measures of post traumatic symptoms (PCL-5), anxiety and depression (HAD) and resilience (CD-RISC) show that the two approaches have the same positive effects. This is very important in volatile contexts with difficulties of access to the population due to security problems.
The fact that even a short intervention focused on a bi-weekly frequency, can reduce the distress and increase the psychological resilience of populations living in contexts of conflict, gives us the possibility of intervening in areas with limited access, while guaranteeing therapeutic efficacy.
Mental health integration in primary health services after the earthquake in Nepal: a mixed-methods program evaluation
Ashley Leichner, Aemal Akhtar, Caoimhe Nic a Bhaird, Rebecca Wener, Shiromi M. Perera, Inka Weissbecker
Journal: Cambridge Prisms: Global Mental Health / Volume 8 / 2021
Published online by Cambridge University Press: 15 March 2021, e10
In the aftermath of the devastating 2015 earthquakes in Nepal, three non-governmental organizations collaborated to develop a program responding to the immediate mental health and psychosocial support (MHPSS) needs in three severely affected districts: Dhading, Gorkha, and Sindhuli. The program was implemented between April 2015 and February 2017 and aimed to (i) strengthen health worker capacity to provide integrated MHPSS services; and (ii) increase access to mental health services. This paper describes the program's implementation and the results of a pragmatic evaluation of the program's overall reach, effectiveness, and lessons learned.
The mixed-methods evaluation used routine program data, quantitative data from pre- and post-tests conducted with trainees and service users, and qualitative data from stakeholder interviews and focus group discussions.
A total of 1041 health workers received MHPSS training and supervision. Participants demonstrated significant improvements in skills, knowledge, and self-rated perceived competency. Trainees went on to provide MHPSS services to 3422 people. The most commonly identified presenting problems were epilepsy (29%) and depression (26%). A total of 67% of service users reported being 'completely satisfied' with the services received and 83% of those experiencing severe functional impairments on enrollment demonstrated improvement after receiving services.
Despite operational challenges, the program successfully engaged both laypeople and health workers to provide MHPSS in the aftermath of the crisis. Lessons learned can inform the planning and implementation of future training and integration programs to provide large-scale MHPSS efforts in humanitarian settings.

redpajama_set_name: RedPajamaCommonCrawl


This is a guest post by Nancy Evans, a freelance writer who enjoys writing about families and frugality.
Almost every parent wants to set up a fund that will help pay for their kids' future college tuitions and bills. Unfortunately not all parents know how to do this in a way that will yield the best possible returns. If you want to make sure that fund is as healthy as possible by the time your kids are going off to college, here is how to do that.
Don't just set up any regular old savings account at your bank. Ask if your bank offers specific college savings plans. If they don't, find a bank that will. These accounts are ideal because they offer you great interest rates and are set up to be "non-dippable" until your child comes of age. It's okay to set these accounts up with banks besides the one you run your checking account through. The goal is to get the best rates and terms possible.
Spend some time learning about the private college 529 plan. This is a savings plan that allows you to pre-pay for your child's tuition. You save up to pay for a semester, year or many years worth of tuition at the rates schools are charging when you open the account. Then, when your child is ready to go to school you "cash in" your tuition certificates and your child is covered. You don't have to worry about the inflation rate that drives up tuition costs over time. It can save you hundreds of thousands of dollars over the long term and even better: you cannot use this fund for anything but college tuition.
There is no rule that says you can only choose one method of saving up for your child's college funds. The pre-paid tuition certificates are great but what about books and other expenses your kids will have to worry about while they are at school? This is why it's good to use a combination of savings methods to keep your child covered. Set up the savings account, set up the pre-paid plan. Later, after the savings account has grown you might even roll some of that savings over into a higher yield account or product (like a CD) that your kids won't be able to access until after they graduate. This helps keep them covered in those early heady just-graduated days as well.
Saving up for college can be stressful. It's easy to get competitive and worry about deadlines. Try to relax! Remember: some savings is better than none. If you want to get really gung ho with the accounts, you can encourage your kids to set aside some of what they earn through allowances, after school jobs, etc as well—this helps keep them invested in your future and fleshes out the funds even more!