Mattock Lane low traffic neighbourhood

Mattock Lane (W5) area is a low traffic neighbourhood (LTN) that was introduced in late-August 2020, on an experimental basis, made possible with funding from Transport for London (TfL). There was significant concern that large numbers of people would drive in order to avoid contact with others on public transport due to social distancing measures. This could potentially lead to a large increase in rat-run traffic through this area.

Our streets are simply not designed for some of the high levels of traffic we are seeing on local roads. This is why the council is supporting residents to choose active travel like walking or cycling wherever possible, instead of taking shorter journeys in the car.

Evidence from across London and Ealing’s trials indicates that LTNs can help that change. LTNs can help to improve air quality and cutting down on harmful pollution that affects all of our health, our environment, and the climate. With reduced volumes of through traffic in neighbourhoods, it also can make using our roads and streets safer and more pleasant, making it easier to choose alternative, car free ways of getting around.

Map of the Mattock Lane scheme

Description of the scheme

There was a temporary installation of temporary camera enforcement and accompanying signage on the proximity to Ealing town centre at the following location:

  • Mattock Lane/Culmington Road junction – full closure east of junction on Mattock Lane

The emergency services and refuse vehicles, pedestrians and cyclists remain unaffected and continue to have access through the road closures. All other vehicles may have to find alternative routes. Residents continue to have access by car to their properties, but this may be via alternative directions.

Data collected to assess the impacts of Mattock Lane’s LTN to April 2021

A summary of what the data indicates up to April 2021 for LTN 35: Mattock Lane is as follows:

Less than 300 comments were added to the dedicated Commonplace survey on LTN 35 by approximately 200 users made up of residents, and individuals who study, work, own a business and commute through the area.

23% indicated that they were in favour of the scheme, 3% were neutral, while 75% were against the proposals. Approximately 3,000 households are within the area affected by LTN 35, which includes boundary roads, equating to a response rate of less than 7%, notwithstanding that all responses were from residents.

The most cited concerns were the generation of longer journeys due to a change in vehicle access, followed by having to take a different route and an increase in traffic.

LTN 30 and LTN 35 were, together, designed to prevent through traffic from using residential streets to travel between the boundary roads of Northfield Avenue, Uxbridge Road and St Mary’s Road/Ealing Green/Bond Street/High Street. By reducing traffic levels within a relatively large neighbourhood, and thereby creating better conditions for walking and cycling, it was also designed to reduce the number of short car trips. The introduction of the LTN might have been expected to have an effect on traffic levels and congestion on the boundary roads.

For Northfield Avenue, the iBus data indicates that congestion approaching the Lido junction has not generally been a cause for concern, although there was an unexplained spike in bus journey times in mid-March 2021. The Floow traffic flow data indicates that traffic levels approaching the Lido junction are not a cause for concern.

For St Mary’s Road/Ealing Green/Bond Street/High Street, the northbound iBus data, approaching the Uxbridge Road, is difficult to draw conclusions from. The biggest spike in bus journey times was during the first lockdown, prior to the introduction of the LTNs; there were smaller spikes during the period following their introduction, but not a sustained increase; and journey times since the turn of the year have varied considerably, although the trend from April was upwards. The Floow traffic flow data indicates that traffic levels on Bond Street, approaching Uxbridge Road, increased noticeably in the period following introduction of the LTN, but have since declined to pre-pandemic levels.

For Uxbridge Road, between the Lido and High Street (M&S) junctions, the iBus data indicates no particular cause for concern, although there was an unexplained spike in mid-December (coinciding with one on Ealing Green). The Floow traffic flow data suggests a significant rise in the period following the introduction of the LTN, followed by a decline back to nearer pre-pandemic levels early in the New Year.

Meanwhile, the top reasons expressed by those who indicated support for the proposals on Commonplace were that the LTN has caused a decrease in traffic and promotes a more pedestrian and cycle friendly environment.

During the same time, approximately 400 emails were also sent to the council (which includes emails sent regarding LTN 30: Loveday Road). Emails voiced objection to the proposal, concern that the scheme would worsen local air quality, and cause congestion on main roads. 

Data from air quality monitoring from the diffusion tube placed in LTN 35 demonstrate that NO2 mean concentration levels from both the LTN initiative and the baseline NO2 regular monitoring programme, over the same period, remain below the EU limit value of 40micrograms per cubic metre (µɡ/m³).

Analysis also shows anti-social behaviour and crime patterns in LTNs follow a similar pattern across the borough overall, suggesting that the introduction of LTNs has not had an impact on overall crime levels.

The council continues to meet regularly with the emergency services to discuss the LTNs and work collaboratively to ensure that they feedback into the schemes. In December 2020, the council agreed to remove all bollards and replace with CCTV enforcement as part of the LTNs interim assessment to ensure that any potential emergency service access issues were removed.

View the data available on the impacts of LTN 35: Mattock Lane.

Find out more information on the data sources used to assess the impacts of Low Traffic Neighbourhoods. More data will be made available on this page, and on each respective LTN’s page, in the coming weeks. 

View LTN 35: Mattock Lane Equalities Analysis Assessment (January 2021 update)

The final non-statutory consultation ended on 23 July 2021.

LTN consultation results