This scheme addresses a specific problem usefully, and we are cautiously optimistic that it will be successful. Some comments on aspects of the scheme’s design follow. Later, we address the likely direct impacts of the scheme wider and the longer-term question of improving vehicular access to the main-line station and hospital more generally.
Detailed comments and questions on the design of the present scheme
i.) There could a severely adverse impact through delaying ambulances and other emergency vehicles; on this, see 2 (a) below. Other comments on the scheme’s likely impact follow, at Section 2.
ii.) On the mandatory cycle lane: how will vehicles, especially taxis and Uber cars, be prevented from stopping in the lane? How will this be monitored? We think that CCTV would be useful for this purpose – it would also be useful, as well, for TfL monitoring of the reactions of the taxi trade, see 2 (c1) & (c2) below.
iii.) Is momentary drop-off from vehicles (of all kinds) permitted, with drivers stopping in the cycle lane rather than in the main carriageway? If not, how will it be prevented? There is a risk of cyclists being forced sideways into the vehicle stream by a vehicle stopping to drop off, either in the cycle lane, or in the entrance/exit to the service road to the hotel entrance.
iv.) How will stopping in the cycle lane for pick-up be prevented? Such attempts could also be made by drivers of all kinds, especially drivers of Uber cars.
v.) There remains a risk that taxis will use all of the hotel’s driveway, to set down a passenger for the main line station (that is, not for the hotel) and then hang around in the driveway, waiting to pick up.
vi.) We welcome provision of trees as part of the proposal.
The more general context
However, it is necessary to consider at the same time the general context of access to and from the main line station, by vehicle, cycle or on foot. The scheme must also be considered alongside the proposals to revise the layout of the adjacent junction between Praed Street and London Street (south), which we understand are at a near final stage; we think that there should be consultation on both these schemes taken together, and we await more information on the proposals for this junction and for ‘Paddington Square’.
There are six sections below:-
1. Background on taxi access
2. Present situation:-
a) Impact of the scheme on emergency vehicles
b) Impact of the scheme on commercial neighbours
c) Impact of the scheme on the taxi trade
On general access to the station:-
3. Drop-off from vehicles of all kinds
4. Pick-up by vehicles of all kinds
5. Provision for loading in London Street
6. Review of waiting/parking on the eastern (station) side of Eastbourne Terrace
1. Background – history of taxi access to Paddington main-line station
The new taxi rank above platform 12 is managed by Network Rail who restrict use by vehicles other than taxis. They have made some exceptions, eg for vehicles carrying disabled or elderly persons.
At the time of the opening of this facility, the station’s ‘Arrivals Road’, previously used by exiting taxis, remained open for access to the station on foot and by cycle. It connects with Praed Street at a point very close to its junction with London Street.
Not long after introduction of these new arrangements, access to the main line station on foot or by cycle became concentrated on the ‘Arrivals Road’ because of closure of all other entrances to the station, for Crossrail construction on its western side. This greatly increased its use. This situation lasted many years.
Later, gradually taxis started dropping off in at or near to the point where the ‘Arrivals Road’ leads into Praed Street, Later still, they also started queuing in the section of Praed Street outside the hotel, to pick up. It became effectively an unauthorised taxi ‘rank’. Even later, drop off and pick up by Uber cars in Praed Street was added.
2. Present situation, re. taxi access, emergency vehicles, etc
This earlier concentration of the means of access to the station on foot no longer exists, so that now the time is ripe for improvements such as those now proposed to the North side of Praed Street, subject to also reviewing all vehicular access to the Station and, specifically, to addressing the following points:-
2 (a) impact of the scheme on emergency vehicles: this section of Praed Street is critical for ambulances on emergency calls that are on their way to A & E at St. Mary’s Hospital: 60 per cent or more of them pass this way. On the face of it, the proposal narrows the carriageway and increases the risk of it becoming blocked by stationary vehicles.
The effect of the scheme is to reduce the carriageway width, permanently, to what its effective width is now, on those occasions when the whole northern side is occupied by waiting taxis. Thus there is a risk of complete blockage, If vehicles stop on the north side of the narrowed carriageway, even momentarily, at the same time as a westbound bus or other vehicle is stationary at or near the bus stop on the south side.
Explicit confirmation is needed from both the Ambulance Service and the Hospital that there is a minimum risk of ambulances and other vehicles on emergency calls being delayed or – at worst – becoming unable to pass through this section? Has this been received?
2 (b) impact of the scheme on commercial neighbours : we are concerned to know what level of prior consultation has been undertaken with the Station Hotel, the Station itself and GW Developer, as well as TfL & the Paddington BID. We feel that the scheme should not come as a surprise to any of them but, if indeed they have not been contacted, in advance of the fully developed scheme (as we have been), their comments could delay its approval.
2 (c) impact of the scheme on the taxi trade and the risk of their ‘ranking’ elsewhere
2 (c1). an effective plan needs to be developed – and in advance – to prevent, from the outset, any taxis from starting to queue elsewhere, for pick up. Possible locations include Spring Street and the north side of Craven Road (eastbound between Westbourne and Eastbourne Terraces). The latter has on occasion become an overflow waiting area for the Praed Street ‘rank’.
2 (c2) TfL are responsible for licensing and managing the taxi trade. Thus we also think that as part of the scheme TfL should be asked to monitor taxi behaviour in and around the site to assess the situation and to inform taxi drivers etc, in advance of the change. Targeted monitoring could assist in the early stages of bedding the scheme in. This site has a long history that TfL are aware of, and the scheme is likely to be contentious with the taxi trade.
3. Questions on vehicular drop-off for the station, also see 6. below .
3 (1) at the junction with London Street – as mentioned above, we request confirmation that this scheme is already effectively linked to plans for the layout of the junction between Praed Street and the southern arm of London Street. We would like to see the relevant drawings soon, and to have an update on progress in arranging the foreshadowed management of the whole ‘Paddington Square’ and station entrance complex, which is closely linked to this scheme. We recall that the S106 agreement, after consent for the development, covered this point and set out responsibilities.
3 (2) yellow box – at the very least there should be a yellow box on the northern half of the junction with London Street, given the likelihood of taxis and other vehicles wanting to drop off there. Having not yet seen the drawings, we do not know whether such a half yellow box, obliging vehicles to wait before turning right into London Street (south), would leave sufficient room for ambulances needing to go straight on, or whether such a risk could be alleviated by phasing of any traffic lights still required, eg for pedestrian crossings. We request more information.
3 (3) drop-off in Spring Street – taxis used to drop off for the station at the north end of Spring Street, on the right side. This is convenient for access to the station on foot and could perhaps be accepted more generally for set down, but not for pick up.
4. Questions on vehicular pick-up from the station, also see 6. below
There should be consideration – soon – on what to do about pick up by private cars, and Uber etc cars, of people leaving the main line station. For instance could this be allowed in the area above platform 12, albeit this is under Network Rail control; or in London Street, if waiting there for pick up could be prevented?
5. Provision for loading in the southern arm of London Street. Near to the junction with Praed Street there are a few Pay and Display parking bays. We believe that a better use of this space would be for loading for local shops, and request of review of this matter.
6. The eastern or station side of Eastbourne Terrace – in regard to both drop off and pick up of station passengers from or to vehicles, we think the specific ideas as mentioned at 4. above are probably insufficient, in view of the recent opening of the Elizabeth Line with lifts giving on to Eastbourne Terrace. Furthermore, from May this year, we will gain experience of the impact, at Paddington, of the Elizabeth Line operating up to its full capacity of 24 trains per hour.
6 (1) We think therefore that there is a need, from now on, for parallel consideration of creating other facilities on the eastern side of Eastbourne Terrace for both drop off and pick up of people for the station, from or to all kinds of vehicles, including taxis, Uber and private cars. This would require a review of all kerb space on the eastern side, including that at the northern end which is now set aside for bus stands. Possibilities include a designated spaces for either drop off or pick up near to the Elizabeth Line lifts in Eastbourne Terrace.
6 (2) One possibility would be to remove most of the zig zag lines on the outward flow from the signalled pedestrian crossing on the middle of the eastern side; we understand that in such circumstances this action is permissible, because vehicles cannot pass into this area when the traffic signals are red, to allow pedestrians to cross.