London Borough of Ealing Draft Local Implementation Plan (Transport) 2019-2022

Ealing Council www.ealing.gov.uk

Contents Foreword Executive summary

1. Introduction and preparing the LIP Introduction Local approval process Statutory and stakeholder consultation Statutory duties LIP approval

2. Borough Transport Objectives Introduction Local context Changing the transport mix/mode shift Mayor’s Transport Strategy Outcomes 1: London’s streets will be healthy and more Londoners will travel actively 2: London’s streets will be safe and secure 3: London’s streets will be used more efficiently and have less traffic on them 4: London’s streets will be clean and green 5: The public transport network will meet the needs of a growing London 6: Public transport will be safe, affordable and accessible to all 7: Journeys by public transport will be pleasant, fast and reliable 8: Active, efficient and sustainable travel will be the best option in new developments 9: Transport investment will unlock the delivery of new homes and jobs’ Relevant strategy documents

3. The Delivery Plan and Performance Management Introduction Links to the Mayor’s Transport Strategy priorities TfL Business Plan Sources of funding Long-Term interventions to 2041 Indicative for the Programme of Investment 2019-22 Supporting commentary for the Programme of Investment 2019-22 Delivery risks for the Programme of Investment 2019-22 Annual programme of schemes and initiatives Supporting commentary for the annual programme Risk assessment for the annual programme Monitoring delivery of the Mayor’s Transport Strategy outcomes Overarching mode-share aim and outcome indicators Delivery targets and indicators Local targets and indicators

Appendices Glossary

Foreword

To be prepared in consultation with Cllr Bell

Cllr Julian Bell/Cllr Mik Sabiers

Leader of the Council and Cabinet Member for Regeneration & Transport/Cabinet Member for Environment & Highways

Executive summary Ealing Council shares the Mayor’s ambitions for healthier people and streets, better public transport plus new homes and jobs. Good transport offers opportunities through access to work, education and leisure facilities, whilst active travel helps people stay healthy. The Council is legally required to produce a Local Implementation Plan (LIP) to state how it will implement the Mayor’s Transport Strategy (MTS) 2018.

This is the third Ealing LIP and replaces the previous document covering the period 2014-17 and complements the Ealing Transport Strategy. This revised LIP consists of three main sections: 1. Introduction and LIP preparation – statutory duties, consultation and approvals 2. Borough Transport Objectives – MTS and local goals and policies 3. The Delivery Plan and Performance Management – a costed programme of projects plus targets

An extensive consultation was conducted on the draft LIP in November 2018 which Formatted: Font: Not Italic included an online survey with an article in the Council magazine delivered to every household. The LIP has also been the subject of a Strategic Environmental Assessment and Equality Impact Assessment, which are legal requirements.

The Ealing LIP focuses on the period 2019-22 plus up to 2041. The document is consistent with Mayoral and Ealing strategies including the London Plan, London Environment Strategy, the Local Plan Corporate Plan. Following Mayoral and TfL approval the LIP will be effective from March 2019.

Ealing has three core objectives outlined in the Transport Strategy which are: 1. Mode Shift to more sustainable travel 2. Reducing the Environmental Footprint of Transport 3. Improving Road Safety These three objectives are in turn underpinned by four main principles: improve health and well-being, improve air quality and the environment, provide a more efficient and safe transport network plus finally support good growth, and enhance the vibrancy and robustness of the Borough’s economy

There are ten Policy Goals which detail how these objectives and principles will be implemented. The Ealing Transport Strategy and LIP also reflect MTS goals, which are to support Healthy Streets, better public transport and facilitate good growth. The Delivery Plan is a revised, coordinated approach to active travel projects including: • The Uxbridge Road Corridor • West Ealing Liveable Neighbourhood

A comprehensive set of targets is included within the performance management plan. The targets include: sustainable travel mode share, road safety, physical activity, accessibility and transport pollution.

1. Introduction and LIP preparation

Introduction

The Transport Strategy and Local Implementation Plan (LIP) set the Council’s transport priorities and programme for delivering the Mayor’s Transport Strategy (MTS) within the London Borough of Ealing. The LIP is a statutory document prepared under Section 145 of the Greater London Authority (GLA) Act and sets out how the borough proposes to deliver the Mayor’s Transport Strategy (MTS) in its area, as well as contributing to other local and sub- regional goals. It has been developed in accordance with the Revised Guidance for Borough Officers on Developing the Third Local Implementation Plan. This document is the LIP for the London Borough of Ealing focusing on the 2019-22 period on detail plus covering the period up to 2041. It covers the same period as the MTS (published in March 2018) and it also takes account of the transport elements of the draft London Plan, and other relevant Mayoral and local policies. This document plus the Ealing Transport Strategy set out long terms goals and transport objectives for the London Borough of Ealing for the next 20 years, a three-year programme of investment starting in 2019/20, and includes delivery proposals for the period 2019/20 - 2021/22 and the targets and outcomes the borough are seeking to achieve. A more detailed delivery plan is provided for the financial year 2019/20. The Ealing Transport Strategy and LIP identify how the London Borough of Ealing will work towards achieving the three MTS goals of:

1. Healthy Streets and healthy people 2. A good public transport experience 3. New homes and jobs

The Council notes that the overarching aim of the strategy is for 80 per cent of all trips in London to be made on foot, by cycle or using public transport by 2041, compared to 63 percent today, and different targets have been set for central, inner and outer London. The LIP outlines how Ealing Council will set local priorities and targets to assist with achieving this aim. This document also outlines how the Council will work with TfL to assist with delivering the outcomes, polices and proposals of the MTS.

Local approval process

The Ealing Transport Strategy and LIP 2019-22 have been prepared by the Council’s Transport Planning Service with contributions from the Highways, Parking, Planning, Regeneration and Sustainability teams. The draft Transport Strategy (including Borough Transport Objectives) was approved by the Ealing Council’s Cabinet on 5 June 2018.

The Portfolio holders have been kept updated during the LIP preparation, consultation and adoption processes. The Final LIP will be considered by the Council Cabinet on 13 February 2019 and will be subsequently approved by the Council once the call-in period expires on 26 February 2019. The Final LIP will then be submitted to TfL for final Mayoral approval.

Statutory and stakeholder consultation

In accordance with the GLA Act 1999, Ealing Council consulted the following stakeholder organisations on this LIP document:

• TfL • The Metropolitan Police • London Borough of Brent • London Borough of Hammersmith & Fulham • London Borough of Harrow • London Borough of Hounslow • London Borough of Hillingdon • WestTrans • Network Rail • Great Western Railway • Chiltern Railways • Oak Old Park Royal Development Corporation • Heathrow Airport Ltd • Local representative organisations

The Council undertook a public consultation exercise between 5 November and 7 December 2019. The consultation survey and plans were made available in an online survey on the Council’s website for any member of the public to respond. This consultation was supported by an article included in the Council magazine which was delivered to every household in the Borough.

Most respondents supported Changes made as a result of the consultation from the initial draft LIP included:

• Explanation of technical terms

• Further details on the program of projects 2019-22, including a map

• Further details to clarify that road safety measures will benefit motorcyclists

Statutory duties

The Council has taken into account all the statutory duties and processes as set out in the requirements in the GLA Act in the preparation of this LIP.

Strategic Environmental Assessment (SEA) and Equality Impact Assessment (EQIA) Formatted: Font: Not Italic have been produced and a summary with relevant changes to the LIP to be included once available. The LIP helps the Council fulfil important statutory duties such as monitoring and reducing road casualties, the Network Management Duty for the Public Highway. There are also other responsibilities that the document touches on including planning, environmental, public health, equality plus crime and disorder responsibilities. LIP approval

The draft LIP will be submitted to the Mayor for approval on dates to be confirmed.

2. Borough Transport Objectives

Introduction

This chapter sets out the local policy context for the LIP. It covers the borough’s detailed interpretation at a spatial level and the local policies and proposals which will help deliver the MTS. The chapter also considers the link between the LIP, Ealing’s Transport Strategy plus other key frameworks against which the borough plans and delivers local services. The LIP and Transport Strategy firmly demonstrate that they are informed by evidence and analysis of local needs and issues and shaped by the wider context of the MTS vision, the MTS Healthy Streets Approach and the MTS policies, proposals and outcomes. Local context Location and geography

The London Borough of Ealing is situated in the centre of the six Greater London boroughs that make up west London, bordering the London Boroughs of Hillingdon, Harrow, Brent, Hammersmith and Fulham, and Hounslow.

The borough has the third largest population in Greater London, with 343,000 residents in 2015 (the highest in west London). It is also the 11th largest London borough in terms of area, covering 55 square kilometres, of which 8.4 square kilometres are parks and green spaces. The terrain of the Borough is predominantly flat creating good potential for increasing cycle trips.

The eastern and southern parts of the borough reflect more inner-London characteristics thanks to their proximity to highly populated town centres and good public transport links into central London. Other parts of the borough particularly to the north and west are more characteristic of outer London areas, with fewer public transport. This is also true of density patterns in the borough, with increased population density towards the east around East Acton and Ealing Broadway.

Ealing Broadway town centre is one of 12 Metropolitan town centres in London and is a significant employment and shopping location plus an important public transport interchange. However, whilst the Metropolitan Town Centre is also at the centre of a significant road network it also suffers from heavy traffic congestion. Moreover, orbital public transport and cycle links to other town centres in west London such as Wembley are also in need of improvement.

The Old Oak and Park Royal Development Corporation (OPDC) is developing a whole new suburb and community for west London. The OPDC will use the investment in rail infrastructure projects HS2 and the Elizabeth Line to create new

opportunities for development within the Old Oak and Park Royal industrial areas. The OPDC area extends across the neighbouring boroughs of Brent, plus Hammersmith and Fulham as well as Ealing.

The Corporation was launched in 2015 and is the Local Planning Authority, master developer and regeneration agency for the 650-hectare site. As the Local Planning Authority, OPDC has a duty to prepare a Local Plan, which sets out OPDC’s strategy for development within its area and contains the policies that will be used to direct development and determine applications across the entire OPDC area.

Transport

Ealing has an extensive tube and train network. The Central, District and Piccadilly lines as well as TfL Rail (Elizabeth Line in future), Great Western Railway and London Overground all call at stations within the Borough. However, whilst there are strong east-west connections, there are limitations on north-south (orbital) connections through Ealing which are less frequent and slow. Ealing currently has ‘Night Tube’ services on the Central Line (Ealing Broadway branch only) plus the Piccadilly Line (Heathrow Branch only).

The Greenford Branch Line is a 4.4km Network Rail suburban railway line in LB Ealing. It runs from a junction with the Great Western Main Line at West Ealing to Greenford station (also London Underground Central line). The passenger service is provided by Great Western Railway forming a shuttle service connecting with TfL Rail (Elizabeth Line in future) but only with a service of two trains an hour and no Sunday service.

The introduction of Elizabeth Line services is expected to bring significant accessibility benefits to the five Elizabeth Line stations in the Borough. All of the stations (Acton Mainline, Ealing Broadway, West Ealing, Hanwell and Southall) will be step-free and the enhanced service pattern (up to ten trains per hour) alongside significantly improved journey times into London will raise the PTALS in many parts of the Borough. For example, the journey time from Southall to the West End will drop down to 19 minutes with no change required, compared to the previous 37 minutes with one required interchange.

The Borough is well connected by road, with the A40 Western Avenue, A406 North Circular Road and A312 TfL Road Network (TLRN) arterial routes linking with the national motorway network as well as a number of Transport for London’s roads. The A4020 Uxbridge Road is a strategic, radial Borough-controlled route and is a major bus corridor. Ealing has 580km of roads, of which 543km are under the control of the Borough and 37km are under the control of TfL.

The 16km of canals in Ealing offer potential as a sustainable transport links for pedestrians and cycling, plus relieve road congestion.

The bus network with LB Ealing is mainly centred on Ealing Broadway and is also very comprehensive in the east of the borough (Acton). Further to the west (Southall, Greenford and Northolt) the bus network is more dispersed due to a less built up and more suburban environment. In these areas there are also barriers to north-south movement such as rail lines and the A40 highway with a very limited number of crossing points (bridges) which can often be traffic congested.

There are around 38 bus routes serving 700 bus stops in the borough. In partnership with TfL, the Council completed an extensive program to make all bus stops wheelchair accessible by 2017. Thirteen bus routes in the borough operate 24 hours a day also offering a night service.

There are currently three car club operators within LB Ealing. Enterprise, Zipcar and Hertz On-Demand. All are based on having a dedicated bay for each vehicle. Ealing has been relatively successful in growing car club provision in the last decade and there are now 89 bays across the borough.

Heathrow Airport lies only 1.5km outside of LB Ealing and handles the most air passengers in Europe and the second highest globally with 78 million passengers in 2017. This is approximately double the number of passengers compared to in 1988. In addition, there are over 73,000 employees working on the airport site of which nearly 2,500 live in LB Ealing. There are also many people additionally employed in airport-related businesses off the airport site in areas such as airline catering in Southall.

Heathrow Airport also operates as a large hub for surface transport with railway, Underground and bus stations at the Terminals. The Piccadilly line, TfL Rail (Elizabeth Line in future) and three bus routes serve both LB Ealing and Heathrow Airport with the volume of air passengers impacting on peak time capacity on the Piccadilly line. Ealing Council actively works with the WestTrans sub-regional partnership for transport planning in West London to trial innovative projects and work on cross- boundary projects. Ealing collaborates with its neighbouring Boroughs of Brent, Hammersmith & Fulham, Harrow, Hillingdon and Hounslow to deliver transport projects on the ground and to contribute to regional and London-wide policy.

Figure 1 Key Transport Links in LB Ealing

Health and social characteristics

The health of the population in Ealing is mixed compared with the England average. About 17% of children live in low income families. However, life expectancy for both men and women is higher than the England average. Life expectancy is 3.4 years lower for men and 2.8 years lower for women in the most deprived areas of Ealing than in the least deprived areas per 100,000 population. For children in Year 6 (aged 10 to 11 years old), some 23% are classified as obese, which is slightly worse than the average for England, but the prevalence of excess weight in adults is better than average. Estimated levels of adult regular physical activity are some of the worst in England average (53% of adults active in Ealing compared to 66% across England).

Although rates of people killed and seriously injured on roads and early deaths from cancer are better than average1.

Air Quality

Air pollution in Ealing borough comes from a variety of sources. This includes pollution from sources outside of the borough, and, in the case of particulate matter, a significant proportion of this comes from outside of London and even the UK. In terms of pollution created in the borough the main sources of NOx emissions are road transport and domestic and commercial gas sources. In relation to transport emissions diesel vehicles account for a large portion of NOx emissions; long-term exposure to these can aggravate respiratory diseases and is in some cases fatal. The main sources of particulate matter are road transport (internal combustion engine emissions and braking), resuspension2, rail and Non-Road Mobile Machinery3.

Population

Understanding population projections will allow the Council to better prepare for new social and economic demands and transport implications. The overall population of Ealing has risen from 292,800 in 1996 to 343,000 in 2015. However, within this, there have been varying trends:

The population of 0-15-year-old children increased by 23.1% (from 59,700 to 73,500). In the same period, the number of children 0-15 years increased by 21.8% in London and by 5.1% across England. The working age population (16-64 years) rose by 7.7%, which is lower than the 22.3% increase seen across London. Nationally, the population of older people over 65 years rose by 24.4%, while Ealing’s older population increased by 16.4% between 2001 and 2015.

The Borough population is estimated to reach 394,100 by 2036 according to Office of National Statistics (ONS) projections. Compared to the current population, this represents an average 0.64% annual increase over the next 20 years. Alongside this growing population, from 2016 to 2046, the number of households in Ealing is projected to grow by 36%. However, the population age group structure is expected to show significant changes in the same period; for exampleexample, the number of

1 Ealing Local Authority Health Profile 2018, Public Health England

2 Human activity, including moving vehicles and cleaning, resuspends particles, regenerating airborne contaminants

3 LB Ealing Draft Air Quality Action Plan 2017

residents aged 65 and over is predicted to increase by 55%. This massive increase in the older population has significant implications for transport especially in terms of accessible transport as people in this age group tend to suffer more from mobility issues.

At 63 persons per hectare, Ealing is the third most densely populated borough in Outer London (after Brent and Waltham Forest). But despite varying trends in age groups, household car access in the borough continues to be consistent. Ealing ranked 18 out of 33 London boroughs, with 54% of adults having household access to car.

Ealing has a strong and dynamic economy and is the largest commercial borough in West London with over 11,000 businesses and the third highest rate of VAT registrations in London[3]. There are seven town centres in the borough with good links to both central London and Heathrow Airport, tourism and creative industries have been key contributors to local economic productivity. Around 140,000 people work in the borough including 33,000 who commute from outside the Borough[4]. A significant number of residents commute outside the Borough, including to Heathrow Airport and particularly into central London Approximately, 1 in 50 Ealing residents work at Heathrow Airport directly with many more in related employment. There are few places in London with a comparable employment base so ensuring there is sufficient employment land and premises to sustain our businesses and encourage new companies to locate and grow here is a high priority.

[3] Ealing Development Strategy 2026

[4] Ealing Development Strategy 2026

Changing the transport mix

Challenges and opportunities

In order to meet the Council’s and Mayor’s ambitions for healthier people and streets, better public transport plus new homes and jobs there will need to be a step-change in the transport mix. The challenges that will need to be overcome are outlined in detail in the following MTS Outcomes sections. Key issues include provision of orbital transport, road safety perception (for cycling) plus actual statistics (for motorcycles especially scooters), traffic congestion, air quality, new development, growth areas, Heathrow airport, new transport infrastructure, changing economic and social trends (such as the ageing population and more children).

Nevertheless, there are a number of opportunities to effect change including using traffic congestion to nudge people to sustainable travel, new technology including take up of cleaner vehicles, plus new developments allowing sustainable travel infrastructure to be built in.

Figure 2 Underground Daily Trips by Mode LB Ealing & Rail, 61,711 Walk, Bus, 197,964 107,536

Taxi/other, 4,277 Cycle, 10,998

Car & Motocycle, 227,903

Borough Objectives

The Ealing Transport Strategy sets out the transport priorities for Ealing Council in alignment with the Mayor’s Transport Strategy 2018 (MTS) but focuses on the initial 2018-22 period.

The Transport Strategy and LIP Vision is:

‘Within the context of good growth, to improve streets and transport infrastructure to reduce dependency on cars to prioritise active, efficient and sustainable travel modes, making Ealing a healthier, cleaner, safer and more accessible place for all’.

The Transport Strategy and LIP have three core objectives which are as follows:

1. Mode Shift to more sustainable travel 2. Reducing the Environmental Footprint of Transport 3. Improving Road Safety

These three objectives are underpinned by four main transport principles:

A. Improve health and well-being B. Improve the Borough’s air quality, and other environmental enhancements C. Provide a more efficient and safe transport network D. Support good growth, and enhance the vibrancy and robustness of the Borough’s economy

The Transport Strategy’s plus the LIP’s objectives and principles will be implemented by nine specific transport policies covering encouraging active travel modes, improving accessibility, to implement Sustainable Urban Drainage Schemes (SuDS), reducing vehicle emissions, noise and congestion, enhancing public transport, improving road safety, to design streets for people and to ensure that economic growth and new developments contribute to increasing active travel.

This LIP document is the statutory document to implement the MTS and contains details including a delivery plan and performance indicators for transport projects and initiatives. Specific ‘Mode Plans’ for specific areas such as parking, school travel and cycling will also provide further details when they are published by the Council.

The Transport Strategy and LIP support the work of the whole Council to provide quality of life improvements for residents and visitors. These documents have had significant input including from the Highways, Parking, Regeneration, Planning, Pollution, Public Health teams as well as the Transport Planning Service team.

Mayor’s Transport Strategy outcomes

The connections between Ealing’s objectives and Policy Goals and the MTS outcomes are shown below in Tables 1 and 2.

Table 1

meet the the meet

1. London's streets will streets 1.London's more and be healthy travel will Londoners actively will streets 2.London's secure and be safe will streets 3.London's efficiently be usedmore on less traffic have and them will streets 4.London's be clean green and transport 5. The public will network growing a needs of London will 6.transport Public and be affordable safe, accessibleall to public 7.by Journeys will transport be fast and pleasant, reliable 8.and Active, efficient will travel sustainable in be bestthe option new developmen investment 9. Transport willdelivery the unlock jobs and new homes of

Transport Strategy Objectives

1. Mode Shift to Sustainable ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ Travel

2. Reducing Transport’s Environmental ✓ ✓ ✓ ✓ ✓ Footprint 3. Improving Road Safety ✓ ✓ ✓ ✓ ✓ ✓ ✓

Table 2

avel will will avel

and green and

1. London's streets will will streets 1.London's more and be healthy travel will Londoners actively will streets 2.London's secure and be safe will streets 3.London's efficiently be usedmore on less traffic have and them will streets 4.London's be clean transport 5. The public the meet will network growing a needs of London will 6.transport Public and be affordable safe, accessibleall to public 7.by Journeys will transport be fast and pleasant, reliable 8.and Active, efficient tr sustainable in be bestthe option new development investment 9. Transport willdelivery the unlock jobs and new homes of

Policy Goals 1. To increase active travel modes within the Borough through improved infrastructure for ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ walking and cycling and behavioural change activities. 2. To make the Borough accessible to those with a mobility impairment and reducing ✓ ✓ ✓ ✓ ✓ ✓ ✓ severance by removing the barriers to movement. 3. To reduce and mitigate against the Borough’s contribution to traffic ✓ ✓ ✓ ✓ ✓ ✓ based air pollutants.

4. To implement SuDS schemes to reduce flooding on the Highway and mitigate against transport based ✓ ✓ ✓ pollutants getting to the Borough’s water bodies. 5. To reduce and mitigate against transport based noise pollution. ✓ ✓ ✓ ✓ ✓ 6. To reduce traffic congestion on Borough Roads through the increase ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ system which links people to all key destinations and services. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ ✓ behaviour change to promote walking and cycling.

9. To design the Borough’s streets for people not for vehicles to encourage active ✓ ✓ ✓ ✓ ✓ ✓ ✓ travel and benefit local economies. 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the ✓ ✓ ✓ ✓ ✓ ✓ ✓ environmental impacts of transport through design

INSERT TABLE FOR MTS OUTCOMES?

Outcome 1: London’s streets will be healthy and more Londoners will travel actively

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 1, these are outlined below.

The LIP and Transport Strategy are based on the Healthy Streets approach, which necessitates reshaping Ealing’s streets and transport provision alongside ensuring that regeneration and future development of Ealing bring about ‘good growth’ which supports walking, cycling and public transport use. Collectively, this will bring about healthy streets and people, a good public transport experience, and new homes and jobs where people have a good quality of life.

The Healthy Streets Approach is the system of policies and strategies to help Londoners use cars less and walk, cycle and use public transport more

The purpose of the Healthy Streets Approach is to provide long term plan for improving people’s experiences of our streets, helping everyone to be more active and enjoy the health benefits of being on our streets.

To deliver the Healthy Streets Approach, changes are required at three main levels of policy making and delivery:

• Street level: positive changes to the character and use of the city’s streets which provide high-quality environments. • Network level: how the city’s streets are planned and used at a larger scale. • Strategic level: policy and planning London’s rapid growth means we will need to move people more efficiently to keep the city functioning and to maintain and improve the quality of life of its residents

The Healthy Streets Approach uses ten evidence-based indicators of what makes streets attractive places (figure 3).

Figure 3: The Healthy Streets Approach

Good performance against each of the ten Healthy Streets indicators will means that individual streets are appealing places to walk, cycle and spend time. Improvements against all the indicators across the city’s streets will radically transform the day-today experience of living in Ealing.

Within the Borough, infrastructure for cycling is currently significantly worse than it is for walking. This is not to say that both need to be improved, but whilst there are footways on virtually every road within the Borough, there are not the equivalent safe routes for cyclists. Consequently, this transport strategy and its associated action plan will give a slight precedence to cycling, but will still seek to improve the quality of walking where possible. The Council will also give priority to road safety particularly for cyclists over other considerations, including bus priority.

Transport has a significant role to play in Influencing these factors and consequently having the greatest impact on improving the people of Ealing.

Over 1 in 5 of adults (22.6%)4 in Ealing are physically inactive – doing less than 30 minutes’ activity a week. The recommended amount for health and well-being is 150 minutes a week. Physical inactivity is the fourth largest cause of disease and disability in the UK5.

If Ealing residents walked more, there would be significant health benefits which can translate into economic gains, for instance reduced sickness.

Many of the Ealing residents taking sufficient physical activity will be doing so simply thanks to their regular travel routine. In older people, physical activity improves muscle strength as well as cardiovascular health, reducing frailty and the risk of falls, often a marker for declining ability to live independently plus a host of other long-term conditions.

Active travel can, be a simple and regular way of exercising, cheaply, particularly for commuting and travelling to school. These trips occur at the busiest times on the road network and motorised journeys experience the biggest delay, largest impact on the environment and increased stress in comparison to active travel modes.

Significant health impacts can occur indirectly in the way that traffic infrastructure shapes design and character of neighbourhoods. In other words, community severance happens when the transport system limits people’s mobility, instead of facilitating it. Railways, canals and main highways, create physical and psychological barriers that separate communities, with negative effects on walking and cycling and likely to effect individual health and social cohesion.

Social isolation has been described as dangerous to health as smoking 15 cigarettes a day6. This can be influenced by poor access or severance, where destinations are geographically close but cannot be reached easily due to physical barriers7. Those

4 Public Health Outcomes Framework https://fingertips.phe.org.uk/profile/public-health-outcomes- framework/data#page/0/gid/1000042/pat/6/par/E12000007/ati/102/are/E09000009

5 Murray et al (2013). UK health performance: findings of the Global Burden of Disease Study 2010. The Lancet 381: 997-1020

6 Holt-Lunstad J, TB, Layton JB. 2010. Social relationships and mortality risk: a meta-analytic review. PLoS Medicine 7 (7) http://www.plosmedicine.org/article/info%3Adoi%2F10.1371%2Fjournal.pmed.1000316

7 Understanding community severance: views of practitioners and communities (2005) DfT.

who have a strong social network and are connected in their communities are more resilient to ‘stressors’ which can otherwise trigger poor physical and mental health.

It is vital that the LIP and Transport Strategy prioritises reducing these health and movement inequalities, focusing on addressing the needs of the poorest. To do this, areas or streets which pose the greatest health threats (noise, air pollution and road danger) should be prioritised for action, as nearby communities are likely to be more socially deprived.

Travel can bring people and places together as well as enable a community to bond together socially. For instance, if people are out enjoying the street walking. Good travel access can enable people to get to work as well as schools, shops, parks and health and care services. If a place is accessible it means these services, amenities and social structures are easy to get to. This depends on affordability, ease of use and perceptions or acceptability of the type of transport required for the journey8. It is important that a place is accessible to everyone, and none of the protected groups outlined in the Equalities Act (2010) are excluded. Fear of injury and crime can be barriers to access, therefore, factors such as lighting, quality of the area and 9 openness of the space are influencers of perceived and actual safety , and will influence whether a sustainable mode of travel is used or not.

Sustainable Drainage Systems (SuDS) can be used reduce surface water run-off reaching sewers. Although the design of SuDS varies, they usually include depressions for water to gather, planting and/or layers of aggregate for filtering. SuDS can protect development and provide amenity and biodiversity benefits. In certain locations, SuDS schemes can also contribute to traffic calming.

Transport emissions and air quality also have a role in creating healthy streets and these issues are covered in more detail under Outcome 4 section.

Ealing Council does not support permitting motorcycles in bus lanes because of adverse impacts of road safety, emissions and encouraging active travel modes. Therefore, we call on the Mayor, TfL and other boroughs to follow this approach across London.

8 Mindell JS, Watkins SJ & Cohen JM, Health on the Move 2 (2011) Transport and Health Study group

9 9 Mindell JS, Watkins SJ & Cohen JM, Health on the Move 2 (2011) Transport and Health Study group

Most car trips in the borough are very short (31% being under 2km)10 and in many cases, could be cycled or walked. These patterns of vehicle use, together with through traffic (including that rat-running through residential areas) creates considerable traffic congestion and pollution, which in turn tend to discourage active travel.

Levels of car ownership also has a role in creating healthy streets and these issues are covered in more detail under Outcome 3 section.

The canals in Ealing potentially offer a sustainable transport network that promotes walking and cycling, relieving road congestion, and being an important recreational resource in an urban setting.

However, despite their advantages canals, the river Brent and the railway lines do constrain the local highway network, resulting in frequent bottlenecks (e.g. at Iron Bridge) and traffic congestion. With the main road network at capacity, this results in heavy congestion and delays for road users, particularly at Uxbridge Road. This causes through traffic to divert through smaller streets, bringing with it impacts on the local environment and road safety. Many people have personal security concerns with using the canals, as they do not have lighting currently which does not make them appealing during hours of darkness.

Ealing Council and community partners have been successful in obtaining Sport England funding for a major behaviour change pilot project in the Southall area. ‘Let’s Go Southall is a major project with around £8M funding aims to increase physical activity using a systems-wide approach in the community.

Although a vibrant and diverse area, Southall suffers from poorer health amongst its population due to concentrations of deprivation and high levels of physical inactivity. Issues include; high car use (especially for short trips), traffic congestion, concentrations of poor quality public realm, person security concerns and fragmented public transport. These issues limit the appeal of sustainable travel modes for many people currently.

The pilot intends to make Southall a better place to live over a period of three years (2018-2021), through making it easier for people to get active as part of their everyday lives which will both help them to become healthier but also improve community wellbeing and resilience. The programme seeks to embed physical

10 Travel in London 9/LTDS data 2013/14 to 2015/16, TfL

activity throughout the community through a whole-systems change approach, recognising that change needs to take place at multiple levels to get people moving.

The opportunities to deliver Outcome 1 include:

Council Deliverables

• Uxbridge Road walking and cycling corridor • Borough 20mph limit • ‘Let’s Go Southall’ physical activity pilot project • Town and local centre enhancements • SUDS schemes • Liveable Neighbourhood schemes • School travel programme • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones • Electric Vehicle Chargepoints

Other Opportunities

• Introduction of the Ultra-Low Emission Zone (ULEZ) • Active travel to/from stations particularly for new rail schemes • New high-quality developments

Borough Objectives

The relevant Transport Objectives to deliver Outcome 1 are:

1. Mode Shift – reducing the dependency on the motorised vehicle by moving trips, particularly the shorter ones, to active travel using more sustainable modes through behaviour change. 2. Reducing the environmental footprint of transport – particularly improving the Borough’s air quality by encouraging the use of active travel modes and using the cleanest engines. 3. Improving road safety – making the Borough roads as safe as possible, particularly for those modes perceived to be more vulnerable

The relevant Transport Principles to deliver Outcome 1 are:

A) Improve health and well-being B) Improve the Borough’s air quality, and other environmental enhancements C) Provide a more efficient and safe transport network

D) Support good growth, and enhance the vibrancy and robustness of the Borough’s economy

The relevant Transport Policy Goals objectives to deliver Outcome 1 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 2. To make the Borough accessible to those with a mobility impairment and reducing severance by removing the barriers (physical and motivational) to movement. 3. To reduce and mitigate against the Borough’s contribution to traffic based air pollutants. 4. To implement SuDS schemes to reduce flooding on the Highway and mitigate against transport based pollutants getting to the Borough’s water bodies. 5. To reduce and mitigate against transport based noise pollution. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 2: London’s streets will be safe and secure

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 2, these are outlined below.

Road casualties and perceived road danger are significant concerns in Ealing and across London. The Council supports the Mayor’s Vision Zero target of no deaths or serious injuries on the roads by 2041.

Deaths or serious injury can cause a significant psychological impact for the victim and/or their family. Pedestrians and cyclists are disproportionately affected by serious injury caused by road traffic collisions, relative to the proportion of daily journeys they make up. Fear of road traffic injury is a major barrier preventing people from walking or cycling, particularly amongst parents who consequently drive their children to school. However, this view overlooks the long-term illness and death caused by not keeping physically active.

Most serious road traffic collisions occur on roads with faster moving traffic11 because speed is normally the main determinant of the outcome of a collision12. Children are more vulnerable to road traffic injury, as they are not able to assess traffic scenarios accurately until they are in their teens13. Older people are often less mobile, frail, and may have sight or hearing impairments which making them less able to cope with busy roads, often resulting in social isolation14. Therefore, reducing the speed of traffic is a priority.

In addition to reducing the speed of vehicles, reducing their volume on the road would also benefit road safety. Fewer vehicles means less opportunity for collisions to take place. In addition, fewer vehicles means less congestion, which also leads to

11 Roads Task Force Technical Note 19 (2013) TfL

12 Racioppi, F et al. Preventing Road Traffic Injury: A public health perspective for Europe (2004) WHO European Region

13 Racioppi, F et al. Preventing Road Traffic Injury: A public health perspective for Europe (2004) WHO European Region

14 Racioppi, F et al. Preventing Road Traffic Injury: A public health perspective for Europe (2004) WHO European Region

better driver behaviour due to less stress and reduces the temptation to speed if the opportunity arises.

The design of roads is another determining factor and needs to be addressed. Many junctions have been improved by the Council over the last few years, although there are some clusters of collisions at some junctions which require further investigation. Some street furniture which was intended for one purpose has had unintended consequences. The main example being pedestrian guardrail, which limits road space for cyclists and has led to injuries as a result. Evidence reviews have identified a clear stated preference that creating safe cycle routes is likely to increase safe walking and cycling15.

Road safety will continue to be a focus of transport improvement schemes, although it is recognised that there is not always an engineering solution to every collision. Recent changes with the way the Police report traffic collisions has led to the quality of the data dropping alarmingly, making valid analysis of collision hot spots almost impossible. However, TfL have committed to re-evaluate previous data to create a new baseline and to make it comparable with the data processed using the new methodology.

Technology in vehicles is moving ahead quickly, and the interiors of motor vehicles are the safest to date, with vehicle manufacturers continuing to make more and more safety improvements. Whilst fully autonomous vehicles may still be a few years off, but semi-autonomous enhancements (e.g. automatic emergency breaking and speed control) are already being implemented and are welcomed by the Council. However, more needs to be done to protect other (especially vulnerable) road users. HGV collisions with cyclists are a concern, especially since there were two cyclists killed in the Borough in such collisions in 2016/17. HGVs have many blind spots due to their poor design16, therefore the Council will lobby for high visibility cabs and detection systems to become mandatory

Unfortunately motorcycle road casualties have remained stubbornly high, now accounting for around 20% of fatalities and 25% of seriously injured road casualties despite accounting for only 1% of all trips17.

15 National Propensity to Cycle Tool Project, DfT (2016)

16 Summerskill and Marshall. Understanding Direct and indirect Driver Vision from Heavy Goods Vehicles (2016). Loughborough University/TfL

17 STATS 19 Road Casualty Data, TfL

The Council wants to improve motorcycle safety, however, any measures introduced should not to the detriment of sustainable modes. Ealing Council has previously conducted its own experiment to allow motorcycles in bus lanes, however the benefits of this measure were unclear, and in fact both motorcycle and cycle casualties increased18. Consequently, Ealing Council does not support permitting motorcycles in bus lanes because of adverse impacts of road safety, emissions and encouraging active travel modes. Therefore, we call on the Mayor, TfL and other boroughs to follow this approach across London.

Figure 4

Killed/Seriously Injured Road Casualty Performance 84

70 2013 (2011-2013) 2014 (2011 - 2014) 2015 (2012 - 2015) 2016 (2014 - 2016)

Personal safety is another issue which effects travel choices. Providing safe locations to wait with consistent lighting levels, as well as adopting a “safe last mile home” agenda, particularly for those travelling in the hours of darkness is important. For this reason, the Council is pleased that black cabs are 100% accessible, which

18 Bus Lane Experiments: Changes to hours of operation & Motorcycles in bus lanes, Cabinet Report (21/12/10) Ealing Council

all mini-cab offices must offer, and that Elizabeth Line stations will be staffed from first train to last.

The opportunities to deliver Outcome 2 include:

Council Deliverables

• Uxbridge Road walking and cycling corridor • Borough 20mph limit • Liveable Neighbourhood schemes • School travel programme • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones

Other Opportunities

• New high-quality developments • Autonomous vehicles

Borough Objectives

The relevant Transport Objectives to deliver Outcome 2 are:

The relevant Transport Principles to deliver Outcome 2 are:

A) Improve health and well-being C) Provide a more efficient and safe transport network

The relevant Transport Policy Goals to deliver Outcome 2 are:

services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 3: London’s streets will be used more efficiently and have less traffic on them

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 3, these are outlined below.

In terms of vehicle ownership, the 2011 census shows that 64.7% of Ealing’s households own at least one car. This was lower than the UK average of 72%, but higher than the London average of 58.4%19. Ealing was ranked 6th highest out of all London boroughs for total vehicle ownership (127,000)20 and 39% of all trips are by car. The number of vehicles registered in Ealing has grown in recent years and this trend will need to be reversed to meet the objectives of the MTS. This figure is owing to Ealing being an outer London borough, inner London boroughs tend to have lower car ownership.

Many car trips are very short and in many cases, could be cycled or walked, as shown in table 3 for car trips originating in LB Ealing. A 1km (two thirds of a mile) trip can be walked in 13 minutes, whilst a 3km (2 mile) trip can be cycled in the same time at a leisurely pace.

Table 3 Car Trip Length in LB Ealing21

Car trips Under 1km 1-2km 2-5km 5-10km Over 10km

Proportion 11% 20% 34% 22% 13%

Increasing numbers of freight and delivery vehicles is a concern and needs addressing. It is recognised that deliveries are essential, but with van traffic growing at 5% per year between 2012 and 201522, and on-line shopping growing at 10-12% per annum over the same period, delivery vehicles are not only increasingly contributing to traffic congestion, both through its existence and through delivery

19 ONS

20 London Datastore (DfT)

21 Travel in London 9/LTDS data 2013/14 to 2015/16, TfL

22 All Change: The Future of Travel Demand and the implications for Policy and Planning (2018) The Demand Centre

parking. Loading and delivery vehicles frequent flout parking controls and cause road safety problems, including barriers to walking and cycling. This needs to be stopped.

There are some roads in the Borough that the Council does not manage and maintain. These other roads are part of the Transport for London Route Network (TLRN). The TLRN in the Borough consists of:

• A40 • A406 North Circular • A312 (part – from White Hart Roundabout south to borough boundary with L.B. Hillingdon)

On Borough roads, the Council needs to provide a safe and well-maintained walking and cycling network, as well as providing bus priority where the benefits are clear, so that active travel modes are not disadvantaged. Where parking and loading provide barriers to movement, particularly to active travel modes, this needs to be reviewed and if necessary removed. Any parking which presents a road safety hazard will definitely be removed.

Peak hour trips are the most inefficient as delays and therefore emissions increase exponentially with higher volumes of traffic when the network gets overloaded23. It simply is not feasible to build additional road capacity owing to cost and/or the lack of land available. Evidence suggests that building additional capacity does not actually improve congestion, instead it increases the propensity for people to drive, filling up the new capacity in a short period. Most signal timings in the Borough have been reviewed over recent years, although there will still be part of the transport programme. New or emerging demand management technologies may help to some extent, and the Council will monitor developments and adopt appropriate solutions if cost-effective.

To encourage behavioural change, the Council will review its parking charges both on street and off street. The provision and use of car clubs will be promoted to provide a realistic alternative for essential car journeys.

People and organisations also need to take responsibility for their travel actions as the Council cannot be the only body to take on action. Where the Council can help is to provide a consistent message of the benefits of active travel and the issues with excessive car journeys. A communications/marketing plan has already been

23 Action for Roads. A Network for the 21st Century (2013) DfT

developed for the Council’s “Get moving” campaign, and this transport messaging will piggy back on that.

Also, the physical size of cars has grown (especially their width) in recent years and this is causing problems for parking and traffic congestion in narrow streets particularly resident areas. The growing popularity of 4x4s and SUV crossover cars is also an issue and these vehicles in particular are not slowed as much by speed humps and can be intimidating to pedestrians and cyclists owing to their size. Research shows the most popular British cars have increased in width by around 16 per cent in the past 40 years. The Ford Escort, was just 1.57m wide when it was launched in 1968, then growing to 1.64m by 1985. Its modern counterpart, the Ford Focus, now stands at 1.85m across, nearly 0.3m wider.

Some of the major headline pressures stem from nationally significant projects that impact on the Borough. The construction and operation of the High Speed 2 railway (HS2) with its interchange station at Old Oak Common and the proposed expansion of Heathrow Airport. These both come against a background of an increasing population, increased financial pressures and an increasingly congested road network.

The need to meet future travel demand remains a London-wide challenge. The HS2 project will deliver substantive benefits which will include:

• A reduction in travel time between London, Birmingham and the North of England. • The release of huge capacity on the existing network, not achievable by upgrading the existing network alone. • Up to 2,000 operational and maintenance jobs. • Reduced carbon of up to a million tonnes a year by 2055.

A key recent social trend has been fewer young adult drivers generally as they delay learning to drive and therefore delay owning a car. Suggested reasons include increased driving costs, use of social media/mobile phones to socialise, plus an increased proportion attending university and entering the workforce later, therefore being able to live without a vehicle.

The number of car club vehicles have recently plateaued in the borough and certain parts of the borough such as Southall, Greenford and Northolt have very low provision as operators are reluctant to move into areas with lower income and/or high car ownership. A new approach is needed to provide vehicles in these areas of low provision.

Also to date car club operators have been reluctant to acquire EVs or hybrid models, but fortunately this does appear to be changing. The Heathrow expansion proposals comprising of a Third Runway, additional

supporting terminal and cargo facilities plus airspace changes in order to cater for a doubling of passenger numbers to 150 million per year by 2040. As part of the proposals Heathrow Airport has committed to no net increase in road traffic (i.e. no additional vehicle trips), a 55% public transport mode share by passengers and a 50% cut in staff car trips all by 2040.

Current enhancements in the pipeline including Crossrail/Elizabeth Line (at six trains per hour) and the Piccadilly Line upgrade are designed to serve the airport with two runways and capped at 90 million passengers per year only.

Ealing Council’s position is that expansion at Heathrow is only acceptable with adequate mitigation for the local community. Mitigation measures have to tackle the significant local road congestion and resulting air pollution by providing vastly improved alternatives such as significantly more and better public transport and safe cycling facilities for airport workers. Ealing Council wants Heathrow to be a world class airport and as a part of this there should be world class compensation provided to local communities to match this ambition. There would be significant congestion, air quality and noise impacts on local communities created by an expanded Heathrow Airport. There are areas of significant social disadvantage surrounding Heathrow, such as Southall, which need to share in the benefits of a better airport.

The opportunities to deliver Outcome 3 include:

Council Deliverables

• Uxbridge Road walking and cycling corridor • Borough 20mph limit • ‘Let’s Go Southall’ physical activity pilot project • Town and local centre enhancements • Liveable Neighbourhood schemes • School travel programme • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones • Car Clubs • Electric Vehicle Chargepoints

Other Opportunities

• Active travel to/from stations particularly for new rail schemes • Autonomous vehicles

Borough Objectives

The relevant Transport Objectives to deliver Outcome 3 are:

1. Mode Shift – reducing the dependency on the motorised vehicle by moving trips, particularly the shorter ones, to active travel using more sustainable modes through behaviour change. 3. Improving road safety – making the Borough roads as safe as possible, particularly for those modes perceived to be more vulnerable.

The relevant Transport Principles to deliver Outcome 3 are:

C) Provide a more efficient and safe transport network D) Support good growth, and enhance the vibrancy and robustness of the Borough’s economy

The relevant Transport Policy Goals to deliver Outcome 3 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 3. To reduce and mitigate against the Borough’s contribution to traffic based air pollutants. 5. To reduce and mitigate against transport based noise pollution. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport system which links people to all key destinations and services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 4: London’s streets will be clean and green

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 4, these are outlined below.

Air pollution is associated with many adverse health impacts including respiratory diseases and it is recognised as a contributing factor in the onset of heart disease and cancer. Additionally, air pollution particularly affects the most vulnerable in society: children and older people, and those with heart and lung conditions. There is also often a strong correlation with equalities issues, because areas with poor air quality are also often the less affluent areas2425. Research indicates that annually, up to 9,000 early deaths across Greater London26 and 387 early deaths within LB Ealing27 have been attributed to poor air quality.

The London Borough of Ealing is meeting all of the national Air Quality Strategy objectives other than those for nitrogen dioxide (NO2). The London Borough of Ealing is currently meeting the objectives for Particulate Matter (PM10 and PM2.5) but as this pollutant is damaging to health even at low concentrations, this remains a pollutant of concern. There have been concerns, and historical breaches of the air quality objectives, over a number of years regarding PM10.

In Ealing an Air Quality Management Area (AQMA) has been declared covering the whole borough. The AQMA has been declared for nitrogen dioxide (NO2; annual mean objective) and Particulate Matter (PM10; 24-Hour mean objective), as both pollutants failed to meet the relevant air quality objectives. For PM10, air quality objectives are now largely being achieved, but there are still widespread exceedances of NO2, particularly along busy and congested roads. The London Borough of Ealing also has a formal responsibility to work towards reductions of PM2.5, which is a fraction of PM10, although the objective for this pollutant is a national rather than a local requirement.

24 Environmental equity, air quality, socioeconomic status and respiratory health, 2010. Abstract available at https://www.ncbi.nlm.nih.gov/pubmed/16234422 25 Air quality and social deprivation in the UK: an environmental inequalities analysis, 2006. Available at https://ukair.defra.gov.uk/assets/documents/reports/cat09/0701110944_AQinequalitiesFNL_AEAT_0506.pdf

26 London.gov.uk

27 Ealing Air Quality Action Plan 2017-22 (Draft)

An Air Quality Focus Area is a location that has been identified by the GLA as having high levels of pollution and human exposure. There are currently eight focus areas in the borough. These predominantly cover the A40 and A4020 Uxbridge Road corridors which carry high traffic flows. The east of the Borough tends to suffer most from poor air quality mainly due to the density of the road network combined with high traffic flows. However, there are hotspots of poor air quality across the Borough particularly in town centres. See Figure 5 below.

Figure 5

The opportunities to deliver Outcome 4 include:

Council Deliverables

Other Opportunities

• New high-quality developments • ULEZ

Borough Objectives

The relevant Transport Objectives to deliver Outcome 4 are:

The relevant Transport Principles to deliver Outcome 4 are:

A) Improve health and well-being B) Improve the Borough’s air quality, and other environmental enhancements C) Provide a more efficient and safe transport network D) Support good growth, and enhance the vibrancy and robustness of the Borough’s economy

The relevant Transport Policy Goals to deliver Outcome 4 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 2. To make the Borough accessible to those with a mobility impairment and reducing severance by removing the barriers (physical and motivational) to movement. 3. To reduce and mitigate against the Borough’s contribution to traffic based air pollutants. 4. To implement SuDS schemes to reduce flooding on the Highway and mitigate against transport based pollutants getting to the Borough’s water bodies. 5. To reduce and mitigate against transport based noise pollution. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport system which links people to all key destinations and services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies

10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 5: The public transport network will meet the needs of a growing London

Outcome 6: Public transport will be safe, affordable and accessible to all

Outcome 7: Journeys by public transport will be pleasant, fast and reliable

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcomes 5, 6 and 7 these are outlined below.

Good public transport is crucial to the liveability of any city, and these modes account for around 169,000 daily trips by Ealing residents. However, the social, economic and environmental benefits extend beyond those who use it regularly;

• Travel is cheaper than owning and operating a car. • Encourages people to have a more active healthy lifestyle, particularly as they will walk or cycle to their station or stop. • Cuts traffic and reduces injuries and fatalities caused by traffic collisions. • Provides accessible transport for people regardless of factors such as income or age. • Helps foster a sense of community by greater social interaction. • Is less stressful, rather than driving in traffic or wasting time looking for parking, public transport passengers can do other activities. • Reduces the need for building car parks on valuable land that could have otherwise been used as highly needed and valuable development space. • Reduces reliance on fossil fuels. • Reduces emissions and road congestion.

Within the Borough, public transport connectivity is variable as shown in the Public Transport Accessibility Level (PTAL) map in figure 6, with Ealing Broadway having very high accessibility, level 6b. However, Park Royal, Norwood Green and parts of Greenford, Northolt, Perivale and Southall have very low accessibility levels of 1a or 1b and with a lot of scope for improvement. This is mainly due to their distance from rail/underground and/or high-frequency bus services, although 91% of Ealing Residents are within five minutes’ walk of a bus service and 99% are within seven minutes (both at average walking speed). Cycling can significantly increase the catchment of public transport as more people can access stations within a given time.

Within the Borough, there are several public transport options, however these are managed and operated by other organisations:

• National Rail – (Operated by TfL Rail) Elizabeth Line/Crossrail), Great Western Railway), Chiltern and London Overground • Underground – Operated by TfL (London Underground Ltd.). Central, District and Piccadilly lines including night services on Central (Ealing Broadway branch) and Piccadilly lines (Heathrow branch) • Buses – many services operated by private companies contracted to TfL (TfL Buses).

Taxis and private hire vehicles can also supplement the public transport network, particularly at night for the ‘last mile’ home to complete a journey.

Ealing Council welcomes the London Underground modernisation which is sorely needed on the Piccadilly and District Lines because the infrastructure is life-expired. However, we have strong concerns over the Piccadilly Line proposed extension to Ealing Broadway in place of the District Line and would like to see evidence that this best serves the network as a whole.

The need to meet future travel demand remains a London-wide challenge. Some of the major headline pressures are the construction and operation of the High Speed 2 railway (HS2) with its interchange station at Old Oak Common and the proposed expansion of Heathrow Airport. These both come against a background of an increasing population, increased financial pressures and an increasingly congested road network.

Figure 6

The opportunities to deliver Outcomes 5, 6 and 7 include:

Council Deliverables

• Uxbridge Road walking and cycling corridor • Liveable Neighbourhood schemes • School travel programme • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones • Station access schemes • Station access (public realm) enhancements • Bus stop accessibility

The Council mainly has a lobbying and influencing role, which it will continue to do and will focus of its lobbying will be to ensure that:

• The bus network is continued to be developed by (including night services) TfL with priority given to those locations where PTAL are low. • To monitor and assess the impacts of the two existing railway improvement projects (HS2 and the Elizabeth Line) to ensure they deliver the benefits which have been committed and that the construction does not adversely impact on residents without appropriate mitigation measures. • To seek improvements to the London Overground network in terms of frequencies and destinations. • To seek improvements to the Greenford Line in terms of frequency, Sunday service, reliability and through trains to other destinations • To ensure that London Underground delivers the proposed signalling improvements to the Piccadilly Line without further delay and rolls out the ‘Night Tube’ on remaining Underground Lines.

Other Opportunities

• New high-quality developments • public transport upgrade programmes • New public transport infrastructure

Borough Objectives

The relevant Transport Objectives to deliver Outcomes 5, 6 and 7 are:

The relevant Transport Principles to deliver Outcomes 5, 6 and 7 are:

The relevant Transport Policy Goals to deliver Outcomes 5, 6 and 7 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 2. To make the Borough accessible to those with a mobility impairment and reducing severance by removing the barriers (physical and motivational) to movement. 3. To reduce and mitigate against the Borough’s contribution to traffic based air pollutants. 5. To reduce and mitigate against transport based noise pollution. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport system which links people to all key destinations and services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 8: Active, efficient and sustainable travel will be the best option in new developments

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 8, these are outlined below.

The Ealing Council wants to support and grow the local economy to provide a range of goods, services and local employment within the Borough. However, economic growth should deliver benefits for local people (including housing) and be environmentally sustainable particularly in terms of reducing the need to travel and with minimal traffic growth. Active travel will be encouraged by placemaking and good street design which minimising reliance and use of vehicles.

The Council’s approach emphasises the need for achieving good growth across the Borough in the face of several challenges. The approach is growth focused and recognises the doubling of housing targets (with affordable homes) and economic growth and considers how this can be accommodated, plus considers what other demands will be generated, for example in terms of need for green space, transport, education and health provision.

The Council is well placed to play an active role through our work with engaging with local businesses through the Ealing Business Partnership (EBP) and through Business Improvement Districts (BIDs) (Ealing Broadway, West Ealing and Acton) to encourage businesses to change their perception that fewer car parking spaces or limited parking availability equals loss of revenue. In fact, research into travel habits and shopping in Southall demonstrated that customers who travelled on foot spent more on local shopping as opposed to those using cars28. These initiatives and projects also demonstrate that from an economic point of view, the benefits of revenue generated for local businesses by increased footfall through street events and road closures and which contribute to placemaking.

The Regeneration Team have delivered a number of public realm improvements in partnership with Highways and Transport colleagues with external funding from the GLA’s High street fund and New Homes Bonus to deliver events across the borough- Examples include Churchfield Road, Acton improvements works and the Bond Street Make it Sunday street events (road closures).

28 Southall Town Centre, Travel Habits and Spend (2012) Accent Research

The MTS sets out seven transport principles to enable good growth, which the Council will adopt. The principles are that development should:

• Have good access to public transport • Be high density, mixed use developments • Enable people to walk and cycle • Be car free or car-lie developments • Incorporate inclusive, accessible design • Enable carbon free transport • Enable efficient deliveries/loading

The Borough has significant housing and school building targets to achieve and many significant developments sites, and these are detailed in the Local Plan. It is vital that new developments do not cause transport problems and the transport provision is self-sufficient. It is unfair that the Council should retrospectively pay for poorly provided transport infrastructure and services instead of the profit-making developers. If, for some reason the developer is unable to provide the schemes and services which make up the above principles, then the developer should be compensating the Council or the service provider accordingly.

The Local Plan sets out parking standards for car and cycles, and these should be adhered to. All car parking bays should be as a minimum passively provide (e.g. ducting) for Electric vehicle charging points (EVCPs).

It is recognised that parking has a large impact on scheme design and is a very emotive subject for some, but parking takes up a lot of road space and cars are parked stationary for 95% of the time on average. The Council will, therefore, seek to reduce parking at new developments and seek to remove parking where it is a barrier to movement, particularly active travel routes.

Development at Old Oak Common will come under the Development Corporation (OPDC), but it is expected that their transport strategy and planning will follow this strategy.

The Heathrow Airport proposed expansion will also have a significant impact given its proximity to the Borough and the number of employees who live in the Borough. As part of the initial planning consultation, it has been claimed that there will be no additional vehicular trips because of the expansion. The Council intend to keep Heathrow to this target. For this to happen, there will need to be significant investment in active travel modes, particularly public transport. Given that the airport is open 24 hours a day every day of the year, the only realistic solution is to provide a high frequency, good-quality public transport service at all times of the day and night.

The opportunities to deliver Outcome 8 include:

Council Deliverables

• Uxbridge Road walking and cycling corridor • Borough 20mph limit • ‘Town and local centre’ enhancements • SUDS schemes • Liveable Neighbourhood schemes • School travel programme • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones • Electric Vehicle Chargepoints • Station access (public realm) enhancements

Other Opportunities

• Active travel to/from stations particularly for new rail schemes • New high-quality developments

Borough Objectives

The relevant Transport Objectives to deliver Outcome 8 are:

The relevant Transport Principles to deliver Outcome 8 are:

The relevant Transport Policy Goals to deliver Outcome 8 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 2. To make the Borough accessible to those with a mobility impairment and reducing severance by removing the barriers (physical and motivational) to movement. 3. To reduce and mitigate against the Borough’s contribution to traffic based air pollutants. 5. To reduce and mitigate against transport based noise pollution. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport system which links people to all key destinations and services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies 10. To ensure that economic growth and new developments contribute to increasing active travel and reduce the environmental impacts of transport through design, operation and contribution to the public realm and transport network.

Outcome 9: Transport investment will unlock the delivery of new homes and jobs’

Challenges and opportunities

There are many challenges in Ealing to the delivery of Outcome 9, these are outlined below.

There are a number of transport investment proposals that can unlock new development in Ealing. These include:

• Elizabeth Line • HS2 Old Oak Common Station • West London Orbital Railway • Brentford – Southall Rail Link • Greenford Line enhancement • London Underground Upgrades • Canal towpath enhancements • Potential Bus Rapid Transit (BRT) and Demand Responsive Bus Services (DRBS) • Active travel infrastructure

For new rail and bus schemes the Council will work with its partner organisations to ensure that the stations and stops are well-integrated into the areas they serve. Provision of high-quality public realm, pedestrian and cycle infrastructure is crucial.

The proposed Heathrow Airport expansion could also offer opportunities to enhance the transport network. For instance, enhancements to the Elizabeth Line, local bus services and active travel infrastructure. However, the Council wants to see appropriate mitigation of the transport and environmental impacts. Further details are provided in the sections above.

The opportunities to deliver Outcome 9 include:

Council Deliverables

• Station access (public realm) enhancements • Behaviour change programme • Active travel infrastructure • Controlled Parking Zones • Electric Vehicle Chargepoints

Other Opportunities

• Active travel to/from stations particularly for new rail schemes • New high-quality developments • Integration of new public transport schemes into local areas

Borough Objectives

The relevant Transport Objectives to deliver Outcome 9 are:

The relevant Transport Principles to deliver Outcome 9 are:

The relevant Transport Policy Goals to deliver Outcome 9 are:

1. To increase active travel modes within the Borough through improved infrastructure for walking and cycling and behavioural change activities. 4. To implement SuDS schemes to reduce flooding on the Highway and mitigate against transport based pollutants getting to the Borough’s water bodies. 6. To reduce traffic congestion on Borough Roads through the increase of active travel modes. 7. To lobby public transport operators to achieve a frequent, reliable, safe and affordable public transport system which links people to all key destinations and services in the Borough, whilst providing improved interchange, particularly with active travel modes. 8. To make the Borough’s roads safe for all road users, with priority on infrastructure and behaviour change to promote walking and cycling. 9. To design the Borough’s streets for people not for vehicles to encourage active travel and benefit local economies

Relevant strategy documents

There are many policy documents and strategies, at national, regional and local levels which have an impact on the LIP and Transport Strategy. In addition, there are other strategies being worked on which will influence this Strategy when they are complete.

The new MTS clearly sets out the new Mayoral priorities including Healthy Streets, better public transport and supporting good growth. Areas such as provision for pedestrians and air quality have been given a new emphasis. The Transport Strategy also promotes the priorities of the Ealing Council’s new administration including a focus on high-quality, safe provision to grow cycling, enhanced public transport and promoting sustainable and good growth.

Mayor’s Transport Strategy

This is the key relevant strategy document for the LIP as it sets the context for all content whilst also providing an excellent source of background data and reasoning for policies

The Mayor of London's main objective for transport, as set out in the Mayor’s Transport Strategy 2018 (MTS), is for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041. The strategy uses the Healthy Streets Approach to makes health and personal experience the priority. The Healthy Streets Approach will be applied to the whole transport system to help create:

• Healthy Streets and healthy people: including schemes that introduce and expand the Ultra- Low Emission Zone, eliminate deaths and serious injuries on London's streets and develop a London-wide network of cycle routes; • A good public transport experience; including upgrading and extending the Tube network, creating more bus priority, and making stations and vehicles more accessible • New homes and jobs, including building new homes on TfL land and making London a better place to live and work.

The MTS also highlights the Old Oak Park Royal Development Corporation (OPDC) area in North Acton extending into LB Brent and LB Hammersmith & Fulham as the largest growth area in London. Schemes including the West London Orbital (WLO) passenger rail link plus express bus services on the A312 and A406 corridors serving LB Ealing are also identified.

TfL’s accompanying Local Implementation Plan guidance was complied with in the writing of this LIP.

London Plan (draft)

The Mayor of London is required to publish a Spatial Development Strategy and keep it under review. This is the London Plan and a draft, new version was published in December 2017, with a final version expected in winter 2019. It is the strategic plan for London, and sets out an integrated economic, environmental, transport and social framework for the development of London over the next 25 years.

It shares and references policies in the MTS, but also sets maximum car and minimum cycle parking space standards, with which Boroughs and developers are expected to comply. Boroughs are also required to produce a Local Plan which sets out the Borough’s spatial development policies at a more local level.

London Environment Strategy (draft)

The London Environment Strategy (currently in draft form) ties together the Mayor’s Environmental policies, including those in the MTS and draft London Plan. This strategy includes measures and targets for air quality, green infrastructure, climate change mitigation and energy, plus ambient noise. The strategy identifies poor air quality as a serious public health issue, as it causes early deaths for up to 9,000 people annually in London. The target for London to be a zero emission and zero carbon city by 2050 is also stated in the document.

Other Regional Documents

In addition to the above, other documents published by TfL and the GLA, which influenced the production of the LIP include:

• Economic Development Strategy, 2017-18 • Vision Zero for London, 2017 • Healthy Streets for London, 2017 • Better Environment, Better Health, 2013 • Mayor’s Climate Change Adaption Strategy, Managing risks and increasing resilience, 2011

Borough Plan

The Borough Plan sets the strategic direction and vision for the Borough for the 2018-22 period. The Ealing Local Strategic Partnership is responsible for assuring how partners collectively achieve across the Outcome Targets and for influencing their organisations to deliver its priorities. The Outcome Targets provide the direction

of travel for each outcome in terms of performance management and where the Borough needs to improve.

The Corporate Plan outlines the Council’s priorities for improvement for 2018-22 through its Transformation Targets and the key Activities that will help achieve these targets. These activities are reviewed every year to ensure it always reflects the most important priorities for improvement.

Local Plan

The Local Plan sets out the Council’s vision and a planning framework for the future development for the Borough, addressing needs and opportunities in relation to housing, the economy, community facilities and infrastructure. It also acts as a basis for safeguarding the environment, adapting to climate change and securing good design. It is a critical tool in guiding decisions about individual development proposals. It (together with any neighbourhood plans that have been brought into force) is the starting-point for considering whether applications can be approved.

Air Quality Action Plan 2017-22 (draft)

Ealing Council declared its whole borough an Air Quality Management Area (AQMA) for the most harmful pollutants of Particulate matter (PM10 24 hour mean objective) and nitrogen dioxide (N02 annual mean objective) in the year 2000. The Air Quality Action Plan (AQAP) contains proposals to improve air quality in Ealing with the aim of achieving the National Air Quality Objectives. The actions included within the AQAP are:

• Cleaner transport: road transport contributes to around half of air pollution in London. We need to incentivise a change to more walking, cycling, public transport and ultra-low emission vehicles (such as electric). • Public health and awareness raising: increasing awareness can drive behavioural change to lower emissions as well as to reduce exposure to air pollution; • Delivery servicing and freight: light and heavy goods vehicles (usually diesel-fuelled), vehicles with high NO2 emissions; • Council fleet actions: cleaning our own fleet of light and heavy goods vehicles, usually diesel-fuelled vehicles with high NO2 emissions to lead by example. • Cutting emissions from developments and buildings: these account for about 15% of the nitrogen oxides (NOX) emissions; and

Localised solutions: these seek to improve the environment of neighbourhoods through a combination of measures

3. The Delivery Plan and Performance Management

Introduction

This chapter sets out the Council’s Delivery Plan for achieving the objectives of this LIP. It includes:

• Linkages to Mayor’s Transport Strategy priorities • A list of potential funding sources for the period 2019/20 to 2021/22; • Long-term interventions • A three-year indicative Programme of Investment for period 2019/20 to 2021/22 • A detailed annual programme for 2019/20

Links to the Mayor’s Transport Strategy priorities

The Delivery Plan was developed to align the Borough’s projects and programmes with the policy framework of the Mayor’s Transport Strategy, the overarching mode share aim, each of the nine outcomes, and the relevant policies and proposals.

TABLE ST01 - Linkages between LIP projects and programmes and the Mayor’s Transport Strategy outcomes

ode ode

m MTS outcomes

hare

MTS

Project / Programme

ctive, ctive,

Clean & Clean Quality

Safe Accessible

Active Efficient

------

Improving a Improving and efficient sustainable share mode No 2: No 3: No 4: No Green 5: No Connected 6: No 7: No & 8 9 Nos Sustainable Growth/Unlockin g Corridors and Neighbourhoods Uxbridge Road Corridor (walking & cycling)          South Road Bridge Widening         Borough 20mph -Vision Zero       Road Safety: Hotspots Remediation -Vison Zero       Cycle network plan       Mini Liveable Neighbourhoods schemes around schools        Local connectivity schemes (walking & cycling)       Future Feasibility, Monitoring & data collection          Residual CAN schemes         Active Travel Infrastructure       Cycle Support Measures       Core Supporting Measures School Travel Plans & Road Safety         Communications, Travel Awareness, Events          Other Supporting Measures Electric Vehicles support      Air Quality Monitoring      WestTrans contribution & Ealing Council Travel Plan          West Ealing Liveable Neighbourhood         

Figure 7

Formatted: Centered

TfL Business Plan

In developing and preparing the Council’s work programme (outlined in the Delivery Plan), the Borough has considered the Mayor’s aspiration to deliver the major projects in TfL’s Business Plan and the milestones associated with these projects, including major infrastructure associated with Growth Areas and Opportunity Areas.

The following TfL projects have implications for the Borough of Ealing.

Elizabeth Line/Crossrail

The Elizabeth line will further enhance West-East journeys in London and beyond. For Ealing, five of its stations will be served by the Elizabeth line, which will enable better and more efficient journeys both within and to/from the borough. Along with a greater train frequency, station improvements such as step-free access, lifts, and multi-modal interchange enhancements are being delivered.

Healthy streets: more walking and cycling

Liveable Neighbourhoods

In 2017, Ealing Council successfully bid for a Liveable Neighbourhood project in West Ealing. This aims to improve quality of life across a significant area by reducing traffic and encouraging walking, cycling and the use of public transport. This will include comprehensive improvements along the Broadway and to parallel quieter routes, public realm improvements, reducing rat-running in the adjoining residential areas and providing new walking and cycling routes, including links to the Elizabeth line station.

The Council also wants to implement these types of measures on a smaller scale based on key school sites to encourage children to walk and cycle and reduce traffic to benefit local residents.

Vision Zero

The Council is actively working to reduce accidents involving killed or seriously injured drivers and passengers. As a step towards Vision Zero, a 20mph limit programme will be implemented across the whole of the Borough by 2021. This will help reduce the number and severity of traffic collisions. The borough will also seek to make improvements to collision hot spots where engineering solutions will help reduce the number and severity of collisions.

Improving Air Quality

In early 2019, the Council will roll out electric vehicle charge points across the Borough. Initially these will comprise of lamp column (slow) charging points ad on- street fast charging points are part of the Source London network. The Council are also working with TfL to provide Rapid chargers at key locations. It is planned to install more charge points in future phases to further grow the electric vehicle charging point network.

The Council is working with TfL on proposed low/zero emission bus corridors on Uxbridge Road and is seeking to make significant and large-scale improvements to the cycle network across the Borough.

A good public transport experience

In addition to step free access on the Elizabeth Line, four underground stations within the Borough are due to be upgraded in the next few years, and plans are being made to make a significant improvement to North Acton Station. All bus stops in the Borough comply with TfL’s accessibility guidance, although some hail and ride sections need upgrading to permanent accessible stops.

TfL’s four-line modernisation project will deliver a 33% capacity increase across all four lines. For Ealing, only the District line runs into the borough (Ealing Broadway branch) out of the four lines. While increased capacity is welcome, this needs to be done alongside accessibility improvements in stations; we welcome TfL’s programme of investment from TfL to improve accessibility at Tube stations across the network, making 40 percent of Tube stations step-free by 2022.

Additionally, as part of the Deep Tube Upgrade Programme, of the three stations serviced by the District line (Acton Town, Ealing Common, Ealing Broadway), Ealing Broadway could potentially lose its District line service, which will be replaced by a Piccadilly line service. This could potentially impact the commute of Chiswick Business Park workers who live in Ealing and start their commute at Ealing Broadway.

The Council will monitor TfL’s plans to convert the District Line into Ealing Broadway to the Piccadilly Line due to concerns about frequency and the time of travel to some destinations as a result.

New homes and jobs

The Old Oak and Park Royal Development Corporation (OPDC) is developing a whole new suburb and community for west London. The Council and the OPDC are working closely to ensure that the investment in rail infrastructure projects HS2 and

the Elizabeth line will be used to create new opportunities for development within the Old Oak and Park Royal industrial areas.

Crossrail has significantly increased the development opportunities surrounding the stations served, particularly in Southall where developments are expected to provide up to 6000 new housing units.

The proposed West London orbital could also provide opportunity for additional infill sites close to the route as well as providing interchange to HS2 via the proposed new Old Oak Common Lane station.

Sources of funding

Table ST02 below identifies potential funding sources for implementation of our LIP, including LIP funding allocation from TfL, contributions from the Council’s own funds, and funding from other sources.

The key source of funding is the Borough’s LIP allocation. Figures provide by TfL indicate that the borough will receive £7.911M over the 2019-22 period.

In addition to the above, the Council will receive £7.888M from TfL between 2019 and 2022 in response the successful West Ealing Liveable Neighbourhood bid:

The Council plans to submit the following bids to TfL for additional funding to deliver the MTS in LB Ealing:

a. Ealing Broadway Liveable Neighbourhood b. The Green, Southall Liveable Neighbourhood

The Council also uses its own resources and resources from developers to pursue local objectives and ensure that the non-principal road network remains in a safe and serviceable condition.

The funds available from developers from section 106 planning agreements are estimated to be £1.2M over the 2019-22 period.

TABLE ST02 - Potential funding for LIP delivery 2019/20 2020/21 2021/22 Total Funding source £M £M £M £M TfL/GLA funding LIP Formula funding – Corridors 2.637 2.637 2.637 7.911 & Supporting Measures Local Transport Fund 0.1 0.1 0.1 0.3 Discretionary funding Liveable Neighbourhoods 4.063 3.825 TBC 7.888 Mayor’s Air Quality Fund TBC TBC TBC TBC Strategic funding Crossrail Complementary 4.800 0 0 0 Measures Quietways 0.160 0.015 TBC 0.175 Bus Priority/Low Emission Bus 0.400 0.400 0.400 1.200 Zone GLA funding (Housing) 2.000 4.500 4.500 11.000 Principal Road Renewal 1.000 1.000 1.000 3.000 Sub-total 15.700 12.612 8.637 31.474 Borough funding Capital funding (High Streets) 0.050 0.050 0.050 0.150 Parking revenue 0.917 0.917 0.917 2.750 Sub-total 0.967 0.967 0.967 2.901 Other sources of funding S106 0.400 0.400 0.400 1.200 HS2 Road Safety Fund 0.366 0.366 0.368 1.100 Sport England (Let’s Go TBC TBC TBC TBC Southall) Heathrow Area Travel Forum TBC TBC TBC TBC Sub-total 0.766 0.766 0.768 3.100 Total 16.893 14.210 10.372 37.475

Long-Term interventions to 2041

In the medium to long-term the Council believes that a number of significant, but currently unfunded, investments will be required to ensure the economic and social vitality of the Borough. These are shown in Tables ST03 and ST04 below with indicative funding and indicative but uncommitted timescales.

TABLE ST03 - Long-term Borough interventions up to 2041 Approx. Indicative Likely funding Project Comments date(s) cost £M source Multi-stage, medium term, Borough Uxbridge Road project to give active LB Ealing, TfL & Corridor 2018- travel provision step £12 developer (walking & 2026 change on key contributions Cycling) movement corridor including red route parking control. Healthy Streets Liveable based project for LB Ealing, TfL & Neighbourhood 2021- Metropolitan town £10+ developer Scheme in 2024 centre needing contributions Ealing Broadway public realm enhancement Healthy Streets Liveable LB Ealing, TfL & based project for Neighbourhood 2023- developer congested local £7+ Scheme in The 2026 contributions centre needing Green, Southall (including HAL) public realm enhancement Mitigate traffic, emissions, noise & LB Ealing, Heathrow other impacts for 2020 developer Mitigation Up to £75 local community. onwards contributions (Southall based) Public transport & (including HAL) active travel enhancements. Implement Effectively manage LB Ealing & business parking 2020 roadspace including £5+ developer zones on onwards reallocation to active contributions industrial estates travel Investigate workplace LB Ealing, LB Prepare scheme parking levies 2020 Brent, OPDC, feasibility, survey TBC (WPPL) in onwards TfL & developer work & consultation business contributions programme locations

Investigate WPPL income, Demand- LB Ealing, LB Prepare scheme Responsive Bus 2020 TBC Brent, OPDC, feasibility, survey Service (DRBS) onwards TfL & developer work & consultation in Park Royal contributions area. Replace condemned Replacement structure & reinstate cycle & LB Ealing & traffic-free active pedestrian 2020 £6 developer travel link corridors bridge Merrick contributions across mainline Road, Southall. railway TfL Quietways To create traffic-free Canal towpath Funded, Sport active travel enhancement - 2019 TBC England & Canal corridors. Includes Canal & River onwards & River Trust personal security Trust Funded improvements. LB Ealing, TfL & Cycle network on all Borough-wide Estimated developer classified roads, 2041 cycle network £100 contributions segregated cycle (including HAL) lanes where possible

TABLE ST04 – Other long-term interventions up to 2041

Approx. Indicative Likely funding Project Comments date(s) cost £M source

Current- £16,000 Elizabeth Line DfT/TfL Completion date TBC TBC Total Includes Old Oak 2020- £56,000 HS2 Railway DfT Common interchange 2026 Total station Proposed Proposed airport Heathrow 2020- £14,000 expansion, including HAL Airport 2026 Total public transport Expansion enhancements New passenger rail DfT, West link for West/North London West London 2025- Estimated: London growth Boroughs, TfL Orbital Railway 2030 areas/centres. £250 & developer Project currently at contributions GRIP stage1. New Station on London Overground Old Oak OPDC, TfL & (& potentially WLO) 2025- Common Lane TBC developer for interchange with 2030 Station contributions HS2 Old Oak station. Currently at GRIP stage 3. North Acton OPDC, TfL & Station expansion station 2021 £30 developer including step-free enhancement contributions access. New link to Brentford Brentford - growth area. Project Southall DfT & Approx. Estimated: currently at GRIP (Elizabeth Line) developer 2022 £40-60 stage 4. GRIP stage Passenger Rail contributions 5 (detailed design) Link mid 2019. Four Line Modernisation for Modernisation District, (4LM) Sub- £5,400 Hammersmith & City, 2023 TfL Surface Total Metropolitan, Circle, Underground lines, adding 33% Lines more capacity. Deep Tube Piccadilly Piccadilly Line: upgrade 2026 £1,500 New trains & programme, TfL Total additional trains plus Piccadilly & Central line re-signaling for Central Lines 2030

London higher service Underground frequency Central Line: Resignalling and new trains Create step-free Station TfL/Network access for all Accessibility 2041 TBC Rail/DfT Underground & rail improvements stations London Bus 2020 TBC TfL Retro- fleet fitting/replacement of modernisation existing vehicles to create cleaner vehicles Heathrow 2020 TBC DfT, developer Mitigate traffic, Mitigation onwards contributions emissions, noise & (wider-area) (including HAL) other impacts for communities. Public transport & active travel enhancements. 2020 TBC DfT, West Step-change public onwards London Bus Rapid transport links for Boroughs, TfL, Transit in West outer London centres HAL & London especially on orbital developer routes. contributions

Indicative Programme of Investment 2019-22

The three-year indicative Programme of Investment has been completed in the table ST05 below.

TABLE ST05 - Three-year indicative programme of investment for 2019/20 to 2021/22

The table summarises, at a programme level, the borough’s proposals for the use of TfL borough funding in the period 2019/20 – 2021/22.

Programme budget London Borough of Ealing TfL BOROUGH FUNDING 2019/20 TO Allocated Indicative Indicative 2021/22 2019/20 2020/21 2021/22 £M £M £M TfL Formula Funding CORRIDOR, NEIGHBOURHOODS & 2.637 2.637 2.637 SUPPORTING MEASURES* DISCRETIONARY FUNDING Liveable Neighbourhoods 4.063 3.825 TBC Principal Road Renewal 1.000 1.000 1.000 GLA (Housing) 2.000 4.500 4.500 South Road Bridge Widening STRATEGIC FUNDING Bus Priority/Low Emission Bus Zone 0.400 0.400 1.200 TfL Quietways 0.160 0.15 TBC Crossrail Complementary Measures 4.800 0 0 Mayor’s Air Quality Fund TBC TBC TBC Total All TfL borough funding 15.060 12.377 8.537

*Projects match funded with Council and other funding sources see Proforma A for full details.

Supporting commentary for the Programme of Investment 2019-22

The Council has to carefully budget and prioritise its transport programmes in order to deliver those projects that are supported by clear evidence, represent value for money, are achievable within the lifetime of the LIP, and are best placed to achieve the council's policy objectives. In order to identify new schemes to be added to the programme 2019-22, a variety of data sources were interrogated. These sources included road collision casualty statistics, complaints and requests from residents, congestion hotspots, political priorities, growth areas, plus officers’ local knowledge of transport issues. This data was analysed to identify clusters of problems where investment in transport solutions could be expected to achieve significant improvements, and deliver the council’s and Mayor’s transport objectives. The analysis identified a list of schemes and projects that focussed on tackling strategic transport issues within identified transport Corridors. The list of proposed schemes was subsequently circulated to council senior management, officers of other relevant disciplines and councillors for comment. Comments and suggestions from this process have been incorporated into the analysis.

Relevant stakeholders have also been invited to contribute to the LIP. These included partner organisations such as neighbouring boroughs, TfL, the Metropolitan Police, Network Rail, Great Western Railway and the local Ward Forums.

Officers have worked closely with colleagues in the Regeneration, Planning, Parking and Highways Teams during production of the draft LIP to ensure that it will be consistent with other council programmes. This is in accordance with best practice, (including TfL guidance) as corporate priorities will inevitably bridge these disciplines.

The key schemes will be subject to further detailed design and approval by Transport Planning in conjunction with other teams, including Highways and Parking Services.

Specific schemes developed through this programme would be subject to additional councillor and public consultation during their detailed development and prior to any approved implementation.

Delivery risks for the Programme of Investment 2019-22

Table ST06 below shows the principal risks associated with delivery of the LIP together with possible mitigation actions for the three-year programme. The risk register summarises the strategic risks identified that could impact on the three-year programme of schemes/initiatives.

TABLE ST06 - LIP Risk Assessment for three-year programme 2019/20-2021/22 Likelihood Risk Potential mitigation measures Impact if not mitigated H M L Financial Funding cuts from TfL to LIP ✓ Schemes will either be scaled down or Long-term delays/full cancellation allocation deferred until full funding can be of some schemes until funding can found. be found. Targets will have to be readjusted. TfL support for long term scheme ✓ Some schemes may not be able to Some schemes may not be able to funding proceed if funding is no longer proceed if funding is no longer provided. Fund reallocation could be provided. one mitigation measure but the Council will most likely to have to re- bid. Estimated scheme costs are ✓ Re-evaluate scope and schedule. Schemes will have to be inaccurate Base estimated costs on previous readjusted. Inaccurate estimated schemes but allow for an error costs will have increased impact margin/variability margin. combined with potential funding cuts from TfL to LIP allocation. Slow development/growth leads to ✓ No mitigation required if no Not applicable reduction in S106s and community development. infrastructure levy

Variation in costs ✓ Project costs and spend will need to Delays in scheme progress; time be reviewed on a monthly basis so will be needed to figure out how to that any variation is accounted for and address varying costs. Without an addressed at an early stage. action plan, a backlog will Reallocation of funds between effectively emerge which the projects should issues be identified. Council will have to resolve while This will ensure highest priority keeping within timescale if projects are completed in time while possible. staying within overall budget.

Increase in unforeseen costs due ✓ Contingency funding will need to be Schemes might be delayed and to environmental factors implemented into all schemes and costs will go up in order to adapt to budgets. new environmental factors. Prohibitively expensive utility works ✓ Full utility searches undertaken on all Schemes may be delayed or projects and problems to be value aborted due to cost over-runs. engineered. Statutory / Legal High impact. The Council will have to find an alternative contractor, or find a working solution with Contract breach from third parties ✓ contractors in breach. Both solutions take time and resources from other schemes. Develop a LIP that is in conformity with the MTS working with TfL. Section 144 of the GLA Act 1999 High impact. TfL can impose an TfL rejects the LIP programme ✓ requires that in exercising any alternative LIP on the LBE. function, London local authorities must implement the MTS locally. Consult with local residents early on in Legal action from local residents ✓ Schemes may be delayed. scheme development. Third Party

Discussions will need to be held with all interested parties and approval Lack of support and cooperation obtained before the work is Project delays and costs will be with partner suppliers and ✓ commissioned on site. Schemes will driven up. infrastructure owners be amended or an alternative proposal will be pursued if required. Shortages of materials or labour Sourcing of materials could be due to lack of access to the Programme work well in advance. impacted; delays in contracted ✓ European Single Market (Brexit Use multiple suppliers as appropriate. work if material suppliers are EU- effect) based. Public / Political Early consultation will need to be undertaken in advance of detailed design. This will ensure that any Adverse impact on scheme Loss of stakeholder contribution ✓ design issues are addressed as early delivery and targets. as possible. Further consultation will need to take place during detailed design stage. All schemes will involve consultation with business, residents and Ealing Council has a duty to its members. Only schemes with a residents and local communities to positive balance of benefits and inform them of potential changes disbenefits will be taken forward. Any taking place in the borough. If a changes in support after this will be Insufficient local support ✓ scheme lacks local support, it will monitored. be crucial to understand why and Widespread consultation on LIP will how it can be improved to bring help to increase early awareness of about more benefits to residents schemes and allow the community to and local communities. provide comments on proposed interventions at an early stage.

Internal funding pressures This could potentially impact the ✓ TfL and the Council to work delivery of all schemes and collaboratively to prioritise schemes. targets. Residents and/or councillors ✓ Clarification will need to be given that Feedback/suggestions received request schemes/projects that do all schemes/projects must contribute will not all be relevant to the not contribute towards achieving towards the borough's transport Borough's transport objectives and LIP targets objectives and the MTS goals. targets. A filtering process will have to be added. This will increase the time needed for consultations. Programme & Delivery Local consultation results could Schemes may need to be redesigned Schemes faced with strong change scheme scope or ✓ to address issues raised by local opposition may not proceed. deliverables residents.

Annual programme of schemes and initiatives

The annual programme of schemes has been completed in the Proforma A separate format and submitted to TfL via the Borough Portal. The programme of schemes will be updated annually.

Risk assessment for the annual programme

Table ST07 below shows the principal risks associated with delivery of the LIP together with possible mitigation actions for the annual programme. The risk register summarises the strategic risks identified that could impact on the annual programme of schemes / initiatives.

TABLE ST07 - LIP Risk Assessment for annual programme - 2019/20 Likelihood Risk Potential mitigation measures Impact if not mitigated H M L Financial

Slow development/growth leads to No mitigation required if no reduction in S106s and community ✓ Not applicable development. infrastructure levy

Statutory / Legal

Work programme needs to be Reopen programme for discussion completed within agreed ✓ Some schemes may be delayed. and revise programme if necessary. timescales

Third Party

Consultation results do not support Individual schemes may need to be This could impact the delivery of ✓ schemes redesigned accordingly. schemes and targets.

Shortages of materials or labour Sourcing of materials could be due to lack of access to the Programme work well in advance. impacted; delays in contracted ✓ European Single Market (Brexit Use multiple suppliers as appropriate. work if material suppliers are EU- effect) based.

Public / Political

This could potentially impact the TfL and the Council to work Internal funding pressure ✓ delivery of all schemes and collaboratively to prioritise schemes. targets.

All schemes will involve consultation with business, residents and Ealing Council has a duty to its members. Only schemes with a residents and local communities to positive balance of benefits and inform them of potential changes disbenefits will be taken forward. Any taking place in the borough. If a changes in support after this will be Insufficient local support ✓ scheme lacks local support, it will monitored. be crucial to the reasons and how Widespread consultation on LIP will it can be amended to demonstrate help to increase early awareness of the benefits to residents and local schemes and allow the community to communities. provide comments on proposed interventions at an early stage.

Feedback/suggestions received Clarification will need to be provided will not all be relevant to the Residents and/or councillors that all schemes/projects must Borough's transport objectives and request schemes/projects that do ✓ contribute towards the borough's targets. A filtering process will not contribute towards achieving transport objectives and the MTS have to be added. This will LIP targets goals. increase the time needed for consultations.

The Council will need to brief relevant Change in political support stakeholders and possibly discuss Delivery of schemes may be ✓ options to redesign schemes disrupted. accordingly.

Programme & Delivery

Local consultation results could Schemes may need to be redesigned Schemes faced with strong change scheme scope or ✓ to address issues raised by local opposition may not proceed. deliverables residents.

Monitoring delivery of the Mayor’s Transport Strategy outcomes

Overarching mode-share aim and outcome Indicators and Local targets 29

Table ST08 shows the borough outcome indicator targets. Delivering these targets will be challenging for the borough and will be dependent on the funding available to implement appropriate schemes and the ability to deliver behavioural changes.

Delivery targets and indicators 30

The Council will monitor and record the delivery indicators and report to TfL annually in June using Proforma C.

29 Requirement R23: Boroughs are required to set targets against the overarching mode share aim and the nine outcomes using their respective outcome indicators.

30 Requirement R24: Boroughs are required to collect this information and submit it to TfL using Proforma C on at least an annual basis.

TABLE ST08 - Borough outcome indicator targets

Borough Target Objective Metric Additional commentary target year Overarching mode share aim – changing the transport mix To follow MTS trajectory on base Active, efficient and sustainable (walking, Londoners’ trips to be 63% 2021 period figure: 62% 2014/15 – cycling and public transport) mode share on foot, by cycle or by 2016/17 by borough resident for average daily public transport 76% 2041 Source TfL LIP3 Outcomes data trips. pack. Healthy Streets and healthy people

Outcome 1: London’s streets will be healthy and more Londoners will travel actively

Londoners to do at Proportion of London residents doing at 38% 2021 Base figure: 30% 2014/15 – least 20 minutes of least 2x10 minutes of active travel a day 2016/17 Source TfL LIP3 active travel daily to (or a single block of 20 minutes or more). 70% 2041 Outcomes data pack. stay healthy

Londoners have Base figure: 0% Proportion of Londoners living within 16% 2021 access to a safe and Source TfL LIP3 Outcomes data 400m of the London-wide strategic cycle pleasant cycle pack. network. 69% 2041 network Outcome 2: London's streets will be safe and secure

Deaths and serious Base figure: 162 casualties 2017 Deaths and serious injuries (KSIs) from 85 injuries from all road 2022 Source TfL LIP3 Outcomes data road collisions casualties collisions to be pack..

Borough Target Objective Metric Additional commentary target year eliminated from our Deaths and serious injuries (KSIs) from 57 Source TfL LIP3 Outcomes data streets 2030 road collisions casualties pack. Source TfL LIP3 Outcomes data Deaths and serious injuries (KSIs) from 0 2041 pack. To follow MTS Vision Zero road collisions casualties target. Outcome 3: London's streets will be used more efficiently and have less traffic on them 1,224M Vehicle million kms travelled annually. 2021 To follow MTS trajectory on base km Reduce the volume of Reduce overall traffic levels by 10-15 per year figure of 1,224M km in 2015 traffic in London. cent by 2041. Source TfL LIP3 Outcomes data 1,101M 2041 pack. km A 10% reduction in number of freight Reduce the number vehicles crossing into central London in of freight trips in the the morning peak period (07:00am - N/A N/A N/A central London 10:00am) by 2026. morning peak.

122,000 Total cars owned and car ownership per 2021 To follow MTS trajectory on base vehicles Reduce car household, borough residents, 250,000 period figure: 123,426 vehicles in ownership in London. fewer cars owned in London by 2041 2016. Source TfL LIP3 Outcomes 114,800 2041 data pack. vehicles Outcome 4: London's streets will be clean and green To follow LAEI trajectory on base Reduced CO2 CO2 emissions (in tonnes) from road 251,800 2021 figure: 277,100 tonnes in 2013 emissions. transport within the borough. tonnes Source TfL LIP3 Outcomes data pack.

Borough Target Objective Metric Additional commentary target year 390 To follow LAEI trajectory on base Reduced NOx NOX emissions (in tonnes) from road tonnes 2021 year figure: 990 tonnes in 2013 emissions. transport within the borough. Source TfL LIP3 Outcomes data pack. 82 tonnes To follow LAEI trajectory on base Reduced particulate PM10 and PM2.5 emissions (in tonnes) PM10 year figure: 98 tonnes PM10 and Formatted Table 2021 emissions. from road transport within borough. 39 tonnes 55 tonnes PM2.5 in 2013 Source PM2.5 TfL LIP3 Outcomes data pack. A good public transport experience Outcome 5: The public transport network will meet the needs of a growing London More trips by public 241,000 2021 To follow MTS trajectory on base transport - 14-15 trips Trips per day by trip origin. Reported as a period figure of 157,500 trips for million trips made by 3-year rolling average 2014/15 – 2016/17. Source TfL public transport daily 340,000 2041 LIP3 Outcomes data pack. 2041. trips Outcome 6: Public transport will be safe, affordable and accessible to all Base figure of stations with step- free access four (25 total) in 2018 Everyone will be able 13 stations 2021 (source TfL) Reduce the difference between total to travel Includes Elizabeth Line & public transport network journey time and spontaneously and committed Underground stations total step-free public transport network independently. 25 stations 2041 by 2021 & 100% accessible by 2041 in partnership with TfL & Network.

Borough Target Objective Metric Additional commentary target year Already achieved 100% bus stop accessibility for existing bus Everyone will be able 100% 2021 stops. Infrastructure to be to travel Proportion of bus stops which are checked and reviewed spontaneously and wheelchair accessible periodically. Conversion of independently. 100% 2041 existing ‘Hail & Ride’ routes to accessible, fixed stops.

Time difference on public transport Base figure observed in 2015 14 Step-free average between quickest route and step-free 4 mins 2041 mins. Source TfL LIP3 Outcomes journey time route data pack

Outcome 7: Journeys by public transport will be pleasant, fast and reliable Bus journeys will be 9.9mph 2021 Base year figure: 9.8mph in 2015 Annualised average bus speeds. Bus quick and reliable, an Source TfL LIP3 Outcomes data speeds to improve 5% to 15% across attractive alternative pack. Improvement of 5% by London by 2041. to the car 10.3mph 2041 2041 due to population growth. New homes and jobs Outcome 8: Active, efficient and sustainable travel will be the best options in new developments Outcome 9: Transport investment will unlock the delivery of new homes and jobs 100% 2021 All developments to mitigate their impact All developments compliant with London 100% 2041 on the transport Plan standards for EV chargepoint and Base TBC system and contribute cycle parking provision to the objectives of £0.4M 2021 the MTS

Borough Target Objective Metric Additional commentary target year Amount of transport s106 collected £0.6M 2041 annually

Glossary

AQAP Air Quality Action Plan AQMA Air Quality Management Area CAB Cleaner Air Borough DfT Department for Transport (government) DPH Director of Public Health EV Electric Vehicle EVCP Electric Vehicle Chargepoint FORS Fleet Operator Recognition Scheme GLA Greater London Authority HS2 High Speed 2 Railway (London to Birmingham, Manchester and Leeds) HAL Heathrow Airport Ltd JSNA Joint Strategic Needs Assessment LAEI London Atmospheric Emissions Inventory LAQN London Air Quality Network LAQM Local Air Quality Management LB London Borough Liveable Neighbourhood Area-wide scheme to improve quality of life across a significant area by reducing traffic and encouraging walking, cycling and the use of public transport LIP Local Implementation Plan LLAQM London Local Air Quality Management Local Connectivity Schemes Measures to create safe, convenient and direct walking and cycling routes MAQS Mayors Air Quality Strategy MTS Mayors Transport Strategy NOX Nitrous Oxides NO2 Nitrogen Dioxide OLEV Office for Low Emission Vehicles OPDC Old Oak and Park Royal Development Corporation PM10 Particulate matter (dust, smoke etc) less than 10 micron in diameter PM2.5 Particulate matter (dust, smoke etc) less than 2.5 micron in diameter PTAL Public Transport Accessibility Level

SPG Supplementary Planning Guidance STARS Sustainable Travel: Active, Responsible, Safe SuDS Sustainable Drainage Systems TfL Transport for London ULEZ Ultra-Low Emission Zone WestTrans West London Sub-Regional Transport Partnership WLSRTP West London Sub-Regional Transport Plan

London Borough of Ealing Draft Cycle Plan 2019 – 2022 Final Draft

Contents 6. Implementation Programme Foreword Partners Executive Summary Delivery Plan Detail Cycle Routes and Network 1. Introduction Cycle Parking Training 2. The Way forward Communications and Marketing Events Vision for Cycling in the Borough Dockless Cycle Hire Cycling Objectives Cycle Protection

3. Background 7. Performance Monitoring Plan

Policy Context Objectives and Targets Cycling Commission Review Cycle Plan Community Workshop The Case for Cycling Appendix A Barriers to Cycling Cycle Strategy 2010-2016 Update 4. Cycling Data and Analysis Appendix B

5. Policy Contacts and Useful Links

Cycle Network and Routes Appendix C Cycle Parking Training External Document Links Cycling in Schools Cyclist Protection (Road Safety) Traffic Enforcement

Foreword If the Borough became a safer and easier place to cycle, everyone who lives, works or is educated in the Borough of Ealing would benefit from it.

Cycling is a very efficient, cheap and fun way of travelling around. People who cycle are fitter and healthier, meaning that they take less days off sick and arrive at work or school more alert. It also eases the burden on health services from illnesses related to inactivity, particularly obesity.

If more people cycled, it will mean more space on our streets for other uses and less traffic congestion. Reduced traffic congestion means better air quality and safer, healthier streets for all to use and enjoy.

Over the past few years cycling has become more prominent in London, but as a cyclist myself, I recognise that the time has come for a step change in how cycling is approached in the Borough and there is a great deal more to be done. Many of the borough’s roads need to be improved to make cycling safer and more convenient and an improved and expanded cycle network is needed. The barriers that stop people from cycling need to be broken down.

I everybody in Ealing to be able to enjoy these benefits which is why we have developed this strategy.

Julian Bell

Leader of the Council and Portfolio Holder for Environment & Transport

Executive Summary The Council wants the Borough will be an exemplar for cycling, where cycling is safe and the primary choice for short distance travel. In order to do so, it has set three cycling objectives and three key policies:

Cycling Objectives • Cycling should be safe, straightforward, and the natural choice for short journeys • Cycling should be secure • Cycling should be simple and convenient for all

Cycle Policies • To build a robust cycle network within the Borough and to nearby important destinations on all major routes and to make every road pleasant and safe to cycle along by 2040. • To make parking your cycle as simple, safe and secure as possible in all locations across the Borough, including at key service providers like health and schools. • To provide high quality cycle training that helps to improve the number of people cycling in the Borough and increase the cycling mode split.

The delivery of the majority of these cycling improvements will be through Transport for London’s Local Implementation Plan funding mechanism, although where possible the Borough will bid for additional funds or seek contributions from developers.

The programme for implementation of safe cycling routes will begin with the Uxbridge Road which, together with cyclists, was identified as the priority route for action.

1 Introduction The Council’s Cycling Plan is part of a suite of detailed plans, which together with the Council’s Transport Strategy sets out the Council’s transport policies and implementation plan over the next few years. The focus of the Transport Strategy is to make Ealing a better, healthier place to live, with the smallest environmental footprint possible.

The purpose of this plan, therefore, is to set a policy framework to allow the Council to start the process of becoming a true cycling Borough as part of a commitment to active travel. This not only includes a vision of what the Borough could look like if the plan were fully realised, but also assesses the barriers to cycling (both psychological and physical), the implications of the plan on all modes and sets out a realistic delivery plan.

This plan covers the period until 2021 and replaces the previous Cycling Strategy 2010-16. It looks at the current situation, future direction, policy and strategic framework, plus Ealing cycling data. The plan then sets policies for infrastructure and other measures, lays out its implementation programme together with a performance monitoring plan. A summary of cycling schemes successfully completed during the last strategy is contained in Appendix A and there is a list of useful contacts in Appendix B.

2 The Way Forward

2.1 Vision for Cycling in the Borough

The Borough will be an exemplar for cycling, where cycling is safe and the primary choice for short distance travel.

2.2 Cycling Objectives The Council’s cycling objectives give a precise description of how the vision will be implemented. The Council believes that:

1. Cycling should be safe, straightforward, and the natural choice for short journeys • Cycling will be at the forefront of road improvement schemes and never seen as an afterthought • Wherever possible segregated cycle lanes should be implemented on main roads in Ealing • Rollout of ‘filtered permeability’ or ‘mode filters’ (road closures to through vehicular traffic) and contraflow cycling to open up more cycle friendly routes • The Council will implement a 20 mph speed limit across the Borough

• Drivers should be required and motivated to behave Safe & respectfully towards people on bicycles (working in straightforward partnership with the Metropolitan Police) • The Council will provide free cycle confidence training Simple 2. Cycling should be secure • Secure cycle parking will be provided, covered by CCTV wherever possible Secure

3. Cycling should be simple and convenient for all • The Council has introduced dockless cycle hire in Acton and will seek to expand this across the Borough • The Council will continue to provide free cargo bike hire to residents • Secure cycle parking will be provided at destinations right across the borough • The Council will enable secure home cycle parking solutions where required

3 Background Over the past 10 to 15 years, there has been a significant increase in the number of cycle trips and cycling modal share in London; there has been a 130% increase in cycling trips since 2001. However, this does not seem to have translated into cycle trips and modal shift in Ealing to the same extent as most of the increase has been in central/inner London. The Council wants this to change, it wants to become an exemplar Borough for cycling where cycling is seen as the instinctive choice for travel, particularly for short distances, with the added health, air quality and financial benefits that cycling can bring. Cycling also contributes positively to community and the creation of places where people feel safe and connected to each other.

3.1 Policy Context As a London Borough, most of the policy direction for the Council’s plan for cycling comes from TfL, and only a small amount from a national level. The following documents provide the greatest influence on this Cycling Plan. The origin of each document is shown in brackets and the links to each document are contained in Appendix C:

• Mayor’s Transport Strategy (TfL)- The MTS proposes using a “healthy streets approach” to deliver better active travel, where streets are re-designed with walking, cycling and public transport at the forefront instead of an afterthought. • London Cycling Design Standards (TfL)- LCDS sets out requirements and guidance for the design of cycle-friendly streets, spaces and cycle parking • Roads Task Force report (TfL)- RTF prescribes nine different street types each defined by their role in terms of 'Movement' and 'Place'. The appropriate type of cycling measures to be used in a location will depend on the street type(s) and in particular the speed and volume of motor traffic. • The London Plan (GLA) - provides cycle parking standards for new developments. • Draft Cycling Vision for West London (WestTrans) sets out a strategic way forward across the west London Sub-Region • West London Cycle Parking Guidance (WestTrans) - is intended to be used as supplementary planning guidance (SPG) for the planning and development process to deliver appropriate cycle parking for developments. • The 2010 Equality Act (National Equalities and Human Rights Commission) - requires authorities to make reasonable adjustments to remove barriers for disabled people. This applies to designing an inclusive street environment and to public transport services and covers disabled cyclists as well as pedestrians and wheelchair users.

1 Travel in London Report 9 published by TfL in 2016 7

3.2 Cycling Commission In 2016 Ealing’s Cycling Commission (the Commission) brought together thought leaders and researchers over 12 months to advise the council on making a bold new commitment to cycling in the borough. The group heard presentations and reviewed data to shape a debate, which formed the basis of recommendations. These recommendations underpin the Council’s Cycling Plan.

The Commission set out what constitutes best practice in relation to cycling strategy and delivery to drive and guide the implementation in Ealing. The Commission began its work by hearing evidence from Copenhagen, Brighton and Waltham Forest. The presenters broadly shared what worked, what did not, how it happened for each location and what Ealing can draw from the experience to realise an improvement in the attitude toward and uptake of cycling.

The commission also invited critical research from the University of Westminster into modal shift; the TfL/GLA Public Health Specialist, who developed the Healthy Streets approach; and Urban Movement consultancy, who advise on excellence in the urban realm.

The Commission clarified the council’s core objectives in relation to cycling: 1. Mode shift will focus on moving people from motor vehicles to cycles 2. Short journeys are a clear strategic outcome; officers will identify a dataset to use as a baseline and monitor against it. 3. Health will be at the centre of our transport planning activities and the council will incorporate wellness messages in cycling communications and campaigns 4. The council will design and build infrastructure that is acceptable to users ages 8-80 of all abilities. 5. The council will continue to target services, events and campaigns to encourage underrepresented communities, in particular women and ethnic minorities. The council will use data to define this audience and monitor the impact of targeting.

The Commission made clear recommendations to support/promote current cycling initiatives, by investigating the current behaviour change programme (training and enabling) and confirming that Ealing currently provides a high-quality offering. However, the Commission recommended small modifications to improve adult targeting and more robust monitoring to sharpen the focus on outcomes.

Commissioners spent time developing ideas around Ealing’s future cycling network. A workshop led by TfL, focussed on the Ealing Broadway area, illuminated the challenge of logistics and funding. Despite acknowledgement of this challenge, the Commission was unequivocally supportive of creating a borough wide cycling network, with the Uxbridge Road as one major cycling corridor. The Commission endorsed high quality cycling interventions. In particular, there was a preference for prioritising segregated cycle lanes on the busiest corridors and use of light segregation, where full segregation is not practical or possible.

Overall the Commission helped establish clear, new direction and developed politically-supported strategic priorities in relation to cycling, which are found in this plan.

3.3 Cycle Plan Community Workshop In November 2017, officers invited residents to help shape the cycling plan. Forty residents participated in four table top discussions providing ideas on: the network; parking; training and campaigns; and communications. The information gathered was instrumental and included actions for the council to take immediately as well as long term aspirational ideas. Several clear themes emerged.

Cycling in Ealing: • must be safe - achieved by improving infrastructure, continued investment in training and communicating to all road users • must be normal – everyone can cycle • is healthy – it is part of everyday life in our community • is accessible to all – especially children 3.4 The Case for Cycling There are many motivations for cycling, although the main one appears to be health, there are also significant cost and environmental benefits for cycling over the car, particularly for short journeys. The Health Benefits of Cycling • Cycling is an aerobic activity, which is beneficial to the heart and lungs. • Cycling increases energy levels and helps the body to burn fat. • Exercising releases endorphins into the bloodstream, substances produced in the brain, which create a feeling of contentment and happiness.

Other Benefits of Cycling Cycling is good for your community. You are able to go the places you want to go and yet put one less car on the road. You don’t bring with you the noise that a car generates and are actually able to interact with people as you move.

Cycling is convenient. Parking spaces are free and available wherever you go. Traffic jams are also irrelevant as you’ll find for many short trips or through heavy traffic, you can travel safely in traffic just as fast or faster on your bike.

Cycling does not harm the environment. There is no pollution produced, no fossil fuels consumed, and the energy and materials used to manufacture one automobile could be used to create around a hundred bikes. If more residents take up cycling, there will be less need for car parking spaces, freeing up valuable road space which would makes our streets better, nicer and safer places to be.

Cycling is inexpensive. Most people underestimate the cost of running the car, forgetting about costs like insurance, road tax, replacement parts and depreciation. According to the RAC2, the average cost of running a car is 56 pence per mile (1.6km), although the actual amount will depend on the vehicle size and cost and the distance travelled per annum. A ten mile (16km) round car trip to/from work costs over £1,300 per annum (assuming free car parking), whereas the equivalent journey by cycle costs under £100.

Cycling is good for the local retail economy. The Council’s own studies in Southall in 2012 showed that people arriving on bicycle spent more in local shops per annum than those that arrived by car. This is because cyclists returned more frequently, so the cumulative spend over a week was higher.

2 RAC report on Motoring 2012 10

Cycling is quick, even if you ride at a leisure pace. This improves the accessibility of services (particularly town centres) and public transport because they are quick and easy to get to. A moderate cycling speed is generally three times the speed of a brisk walk, so that the distance covered in a 10-minute cycle is equal to that of a 30-minute walk.

Cycling is fun. Studies have shown that as little at 10 minutes of ‘brisk’ exercise could help you to improve your general mood and mental alertness. Cycling to the shops or on the school run is the perfect way to access this benefit. 3.5 Barriers to Cycling Some of the key barriers to cycling in Outer London have been identified in TfL’s ‘Delivering the Benefits of Cycling in Outer London’ report. These barriers fall into three main categories, described in the following sections: Physical Barriers Severance in the form of physical barriers deters cycling. Railways, canals and main roads can result in long detours to cycle routes in order to find a crossing point. Even then the quality of the crossing (bridge, under pass or junction) needs to be safe and suitable for people on bicycles. In addition, the size of cars is increasing, meaning the space left for cyclists has been reduced.

The lack of secure cycle parking is very off putting. People using bicycles want to be able to lock their bicycles in a high quality safe location that is easy to reach – ideally with security features including surveillance

Attitudinal Barriers Concerns about safety is one of the most common reasons people in Ealing cite for not cycling. Research has shown that the main barrier to cycling in this country is the perception that our roads are too dangerous and uncomfortable, largely due to high volumes and high speeds of motor traffic. The council’s data on school travel also shows that around only 2% of children currently cycle to school, yet over 20% would like to cycle and the most common reason given was that parents were reluctant to let their children do so because of road safety concerns.

Many people perceive that the risks of cycling currently outweigh the benefits. People who do not cycle lack many of the positive motivations that people who cycle have. These include considering health, journey cost, environmental reasons and simply cycling being a normal way to travel.

Delivery Barriers Physical limitations due to lack of space between buildings often requires compromise to accommodate all modes. There are a number of standards which apply:

Minimum of 2m per footway to accommodate wheelchairs (Disabled Discrimination Act Footways requirement) - up to 5m per footway depending on footfall (town centres) Cycle lanes 1.5m width, plus 0.5m if segregated Minimum is usually 3.5m per carriageway to accommodate two vehicles passing each Road carriageways other, on busier roads this would need to accommodate buses and HGVs

Taken together, the spatial requirement to meet these standards is 14m, or 15m where cycle lanes are segregated. This is before bus lanes, parking, loading and bus stops are taken into account, which could push the requirement over 30m.

The Council has very limited options when it comes to moving the building lines back mainly due to cost, therefore compromises always need to be made. With the adoption of the Cycle Plan and renewed commitment to our cycling Borough status, the Council will ensure cycling is always a leading thought during design and implementation. The Council can, and will, however, safeguard the potential locations for cycle lanes so that if development takes place at these locations, the land can be acquired from the developer.

The Council faces financial limitations, with a total budget for all transport works of approximately £2,700,000 per annum. This budget must fund cycling infrastructure as well as all other Transport and Highways works. According to TfL, the cost of a fully segregated cycle lane can cost from £500,000 to £1,000,000 per kilometre. This means that additional funding is compulsory to deliver the changes the Council puts forward in this Plan. External organisation funding such as TfL and income from developments will be used, wherever available and applicable to deliver this Plan.

Delivery timescales for transport projects are long due to the complexity of stakeholders and volume of work required to develop and implement a design. Technical surveys, collision statistics utilities planning, modelling and consultation all require significant time and monetary resources. Whilst long timescales do not directly threaten delivery, they can be very painful for the community and project teams to weather.

4 Cycling Data and Analysis

4.1 Cycling Mode Share Comprehensive annual journey surveys show that cycling in Ealing is growing. Figures show a 1.4% increase in cycle-mode share from 1% (2005 to 2008) to 2.4% (2013/14 to 2015/16). This represents 8,119 trips per day and this is illustrated in graph 4.1. The increased popularity of cycling post 2012 has been put down to an ‘Olympic effect’. However, this enthusiasm has not been sustained in Ealing.

Graph 4.1

3 Cycle Mode Share 2.7 2.6 2.6 2.4 2.5 2.4 2 2 2 1.6 1.5 1 1

0.5

0 2005 to 2006/7 to 2007/8 to 2008/9 to 2009/10 to2010/11 to2011/12 to2012/13 to2013/14 to 2008 2008/9 2009/10 2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 Source: London Travel Demand Survey TfL

4.2 Parked Cycle Counts Ealing Council counts parked cycles at specific locations in the borough regularly. The trend emerging from this data shows a 47% increase in the number of parked bikes from 2012 to 2016. The data shows that the supply of cycle parking is now nearing full capacity and that there is a need for a significant increase in capacity to accommodate the rising demand. These figures are taken as part of a study whereby parked cycles are counted at set locations every year during the same month, providing a snapshot of cycling activities in Ealing.

4.3 Strategic Cycling Analysis TfL’s Strategic Cycling Analysis presents what the latest datasets, forecasts and models show about potential locations where current and future cycling demand could justify future investment. It also identifies where demand for cycling, walking and public transport coincide, thus highlighting where investment is most needed to improve all sustainable transport modes together. This analysis uses high level, strategic data, generated by transport models, and it will be complemented by local data to understand cycling at a more granular level.

Analysis of current demand shows that Uxbridge Road has one of the highest cycle flows in London (see Figure 4.1). The section in east Acton being in the top 5% with the Acton to Ealing Broadway section in the top 10% and Ealing Broadway to Hanwell within the top 15%. A few roads in Acton and Ealing are also within the top 15% of current cycle flows.

The analysis of potential cycling demand (i.e. short cyclable trips) shows also that most of the Uxbridge Road has one of the highest potential for cycle flows in London (Figure 4.2). However, now areas of Southall, Greenford and Northolt are highlighted as having lots of potential (i.e. short) trips within the top 5% in London that could be cycled.

Figure 4.1 – Current Cycle Demand

Figure 4.2 – Potential Cycle Demand

5 Policy

5.1 Cycle Network and Routes

Cycle Routes Policy To build a robust cycle network within the Borough and to nearby important destinations on all major routes and to make every road pleasant and safe to cycle along by 2040.

Cycle Routes Principles Cycle routes in Ealing will be classified according to the hierarchy/circumstances as set out below.

• This approach is based on the LCDS and RTF guidance and ensures resources are targeted effectively and appropriately. • Where one-way streets are implemented, the default position will be that contra-flow cycle lanes will be provided. • Where necessary trials will be implemented to show the benefits of the proposals.

Road Type Cycle Route Objective Principal Routes (Borough Roads) Segregation as the default position on the principal route, with parallel routes on - Initially Uxbridge Road quieter roads for less confident cyclists

Secondary Routes Segregation where necessary (based on collision levels, traffic speeds and volumes) – - all other classified routes in the borough probably light segregation otherwise shared lanes

Tertiary Routes – non-classified routes Little to no segregation – shared lanes but traffic speeds lowered through speed limits and residential streets and traffic calming. Wherever possible/Strong consideration given to road closures with cycle permeability schemes. This would also incorporate TfL’s Quietways schemes.

Cycle Zones Entire Neighbourhoods where cycling is promoted and vehicles are encouraged to - neighbourhoods not on a particular route drive slowly and we aware of people on bicycles, similar in concept to Home Zones. Car parking will be moved or removed altogether where it impacts on cycle routes and safety. These are likely to be delivered with tertiary routes.

School Zones Remove the barriers to cycling around schools with a combination of the above to make cycling to school safe and appealing.

Traffic Enforcement on Cycle Lanes Cycle lanes are only effective if they are continuous and not blocked by other traffic, particularly parked cars. All cycle lanes implemented by the Borough will, therefore, be accompanied by the requisite Traffic Orders banning parking and allowing enforcement. Traffic enforcement is further explored in section 5.6.

Cycle Route Design The look and feel of all cycle routes in Ealing will be as consistent as possible; a chosen colour palette and one style of signage or branding. All designs to be LCDS complaint as a minimum and preferably exceed these levels if feasible. Some examples of cycle route measures are given below:

Cycle Route Maintenance It is acknowledged that cyclists are more susceptible to pot holes and other maintenance defects. Priority will, therefore, be given to the maintenance of cycle routes to provide a good quality surface.

Example Measures – Network & Routes

Cycle Full Light Cycle Zone School Zones Permeability Estimated cost segregation segregation Estimated cost from around £50,000 Estimated cost £50,000 per school Estimated cost from Estimated cost from between from per neighbourhood £500,000/km £250,000/km Implementation £10,000/km for a Implementation timescale approx. 1 Implementation Implementation signs only scheme timescale approx. 1 year timescale 2 -3 years timescale 1 -2 years Implementation year timescale approx. 1 year

5.2 Cycle Parking

Cycle Parking Policy Cycle Parking Principles To make parking your cycle as simple, safe and secure as possible in all 1. Accessible and convenient: Within locations across the Borough, including at key service providers like health and 100m of the destination entrance schools. and prominently located without unnecessary detours or flights of New cycle hubs – install at key stations throughout the Borough including on steps the Elizabeth Line/Crossrail and North Acton to facilitate local cycle trips to 2. Safe: Good natural surveillance and stations. A cycle hub is a high-quality cycle parking facility that is covered and be secure against theft and has CCTV coverage with a minimum of 50 spaces. vandalism. Sheffield stands and/or hoops – maximise in town centres, shopping parades 3. High quality: Covered, well-lit and and other key destinations to ensure that cycle parking is never more than 100 have CCTV where practical/feasible meters away from popular destinations. There should be suitable provision for for longer stay parking. cargo bikes in the design. 4. User friendly: Enable the frame and at least one wheel to be locked, Trial on-street cycle parking – replacing car parking places with cycle parking, catering for different sizes and with the intention to convert to permanent locations if the trial is successful. shapes of bikes with plenty of space for access. Secure cycle parking in estates – develop appropriate solutions by working with 5. Value for money: Free of charge estate managers. where possible, or offer good value to Replace guard railing with Sheffield stands – where guard railing is removed residents for secure or maintained and the location is suitable, secure cycle parking will be reinstated as part of the facilities. project 6. Clean and maintained.

Example Measures – Cycle Parking

‘Sheffield’ Cycle stands Cycle Shelter Bikehangar Cost £230 per stand, including Estimated cost from £15,000 Estimated cost from £5,000 installation (depending on size) Implementation timescale 1 year Implementation timescale 2 Implementation timescale 1 year months

5.3 Cycle Training The Council intends to fund a comprehensive cycling training programme to get people cycling by training them to cycle safely and confidently on roads. People can be trained from absolute beginner level and starting off-road if necessary.

The cycle training will train people to Bikeability standards which are based on the government approved National Standards for Cycle Training. Free cycle training will also be available for all schools and individual children outside school times as part of the Council’s cycle training offer.

There are three award levels for Bikeability, with a level to suit all abilities, from beginner to experienced commuter or rider:

• Level 1 teaches basic bike-handling skills in a controlled traffic-free environment. • Level 2 teaches trainees to cycle planned routes on minor roads, offering a real cycling experience. • Level 3 ensures trainees are able to manage a variety of traffic conditions and is delivered on busier roads with advanced features and layouts Cycle Training Policy To seek to provide high quality cycle training that helps to improve the number of people cycling in the Borough and increase the cycling mode split.

The provision of cycle training will consider how to break down the barriers and negative perceptions towards cycling by providing an integrated training offer that is fun, social, educational and demonstrates the benefits of cycling to the whole family.

The training will:

• Be free to the end user/participant • Seek to integrate children’s cycling training with parents to encourage family cycling • Seek to maximise the benefits of new cycling infrastructure and other Council/Public Health initiatives

• Seek to provide training for everyone, no matter the level of fitness, health or level of ability • Target groups that traditionally do not cycle such as low-income people, women, certain cultural groups etc. Where possible seek to utilise existing community groups to help and improve their own communities • Be easily booked/accessed and provide cycles if required so that there are no barriers to accessing training • Provide good monitoring data so that adjustments can be made to the offer to maximise cycling legacy.

Sponsorship opportunities will be sought to potentially maintain or preferably increase the training offer given reducing local government budgets.

The Council will use communications and marketing opportunities to influence key decision makers in organisations to facilitate and promote cycling and cycle training. People such as school heads, school governors, university/college deans, company directors need to be aware of the benefits of cycling so that they do not introduce barriers to prevent their pupils/students/employees from cycling and enable cycle training to take place.

5.4 Cycling in Schools Encouraging cycling to school is important because children are the next generation of people using bicycles and they learn to cope with conditions quickly, and experience shows that children who cycle are more likely to become adults who cycle.

Ealing’s School Travel Programme supports cycling in a number of ways to encourage children and parents to travel to safely and sustainably on the school run. The cycle training programme’s accredited instructors provided schools courses for over 1,500 Children at schools per annum. As a complement, the Council currently undertakes and intends to continue:

• Sustrans ‘Bike It Plus’: a hands-on initiative which aims to increase levels of cycling to school through tailored assistance and activities to create a lasting pro-cycling culture. • Balance Bike training and Learn to Ride training: provides training to schools in Ealing to equip staff to teach their nursery, reception and Year 1 pupils to use balance bikes and pedal bikes, whilst also building their use into curriculum teaching. • STARS: The Sustainable Travel Active Responsible and Safe (STARS) accreditation scheme is an online travel plan platform, helping schools to plan activities that encourage sustainable travel, as well as gain recognition for their hard work. STARS engages and empowers pupils, staff and parents to participate in active travel behaviour; cycling, walking and scooting and using public

transport. STARS is also an essential tool for the monitoring and evaluation of the success of interventions related to cycling in Ealing. • School Grants: The Council offers annual school grants to achieve and maintain STARS accreditation. These grants incentivise schools to carry out activities that promote cycling, as well as other active and sustainable travel means. • Youth Travel Ambassadors (YTAs): The YTA scheme is a TfL funded and run project that works intensively with secondary schools by delivering peer to peer activities to promote active travel and road safety to pupils, staff and parents travelling to school. In 2017, Brentside High was shortlisted for a Modeshift National Sustainable Travel Award for their YTA participation.

5.5 Cyclist Protection Schemes (Road Safety) In addition to physical measures on the roads there are detection systems and education/ messages that can be applied to other vehicles and their drivers that can significantly improve cycle safety. HGVs are disproportionately represented in cyclist fatalities, despite being a minority of road traffic, with the entire recent spate of London cycling fatalities involving HGVs, buses or coaches. The Council will use its powers and resources to ensure greater take up and use of schemes such as:

• Safety Shield: in 2013, the Council launched a cyclist detection system trial for lorries, which could help reduce blind spot danger to people on bicycles and pedestrians. An HGV has several blind spots where a person on a bicycle on the road cannot be seen at all. Cycle Safety Shield technology which can differentiate between a person and a passing bollard or railing up to 30m away in all 360o, helping avoid the false alarms which dogged earlier technology. The Council will lobby TfL it use their monitoring systems for other schemes such as the Low emission Zone or the Congestion Charge to ensure that all HGVs that use London’s roads have to, by law, be fitted with a suitable, high performance cycle detection system. • Operation Close Pass: An education and enforcement campaign whereby police on bicycles ride along a route and radio the details of 'close-pass' vehicles for colleagues in a police car to pull over at a designated holding point. The driver is then educated into the proper procedures for passing a person on a bicycle. This campaign was particularly effective when it was trialled in Birmingham and the Metropolitan Police have now started operations in London, including in Ealing. The Council will work with the Metropolitan Police to provide regular operations on the Borough’s roads. • Exchanging Places: The purpose of Exchanging Places events is to allow people who cycle an opportunity to swap places with an HGV driver and see the road from their perspective. At these events cyclists can sit in the HGV and watch as a person on a bicycle travels alongside the HGV to the front of the vehicle. This allows the cyclist in the HGV to see exactly where the blind spots occur. Officers provide a demonstration of the best places for a person on a bicycle to position themselves when passing an HGV.

There are other schemes of a similar nature run by other organisations and the Council will work with all bodies to ensure that driver awareness is significantly increased.

5.6 Traffic Enforcement The majority of moving traffic offences are enforced by the Police; this includes speeding, dangerous driving and some banned movements (including entering advanced cycle stop areas at traffic lights). TfL operates safety cameras (speeding and red light). The Council enforces parking offences, bus lane use and some banned movements.

The Council will use its enforcement powers to try to keep cycle lanes clear of parked vehicles, and it will lobby other enforcement agencies to enforce at collision blackspots and other areas of concern to cyclists. It should be noted however, that many offences that were previously enforced by camera can no longer be following changes to legislation in 2014.

5.7 Promotion of Cycling As part of the Council’s “Get Moving” campaign, the benefits of cycling (and other active travel modes) will be promoted through communications and marketing with residents, employers and key service providers such as health and schools.

In addition, these communications will need to include behavioural advice to both protect cyclists and the behaviour of cyclists themselves. It is unfortunate that a small number of drivers, cyclists and pedestrians behave poorly on the Borough’s streets, which leads to confrontations or even collisions. Example subjects would include close pass, secure parking, suitable parking of Dockless Cycle Hire bikes, red light jumping, speeding and the use of protection.

The Council’s ‘Summer of Cycling’ programme of events has been shortlisted for the London Transport Awards 2019.

6 Implementation Programme The Council has set out a comprehensive implementation programme and action plan in order to fulfil the cycling vision and objectives. Where possible the Council will seek to use innovation to improve quality, quantity and value for money in cycling projects. An example of this being the solar powered cycle path lights at Trinity Way in East Acton.

However, there is also a need to balance innovation with effective proven methods of delivery particularly when looking at value for money and speed of delivery. The proposed plan is considered to be practical and deliverable within the timescales of this Cycle Plan, given all the potential barriers to delivery (particularly financial) as described in section 3.5 above.

The Implementation Programme is summarised in Table 6.1 Implementation/Acton Plan. The targets set out in the Performance Monitoring Plan (in chapter 7) serve as the success criteria for the implementation programme.

6.1 Partners Ealing Council will work collaboratively with its partners to deliver the cycle plan and its vision. Each partner brings knowledge, skills and support which is crucial for the Council to be successful in delivering the plan. These include:

• Ealing Cycling Campaign and other local cycling groups • Local residents associations and groups • The 140 local schools and nurseries plus colleges and universities within LB Ealing • Make it Ealing (Ealing Business Improvement District), West Ealing Business Improvement District and other local businesses across the Borough • Cycle training providers • Transport for London • National Rail • The Metropolitan Police • The WestTrans partnership of west London boroughs • The Canal & River Trust • Heathrow Airport • Dockless cycle hire providers: Mobike and Lime

Table 6.1 Implementation/Action Plan Summary

2019 2020-21 2022 and beyond Uxbridge Road Initial Measures Uxbridge Road Initial Measures Uxbridge Road Cycle Corridor Uxbridge Road Cycle Corridor Uxbridge Road Cycle Corridor (design) (consultation) (implementation) Borough 20mph Rollout Borough 20mph Rollout Complete Borough 20mph Rollout West Ealing Liveable Neighbourhood West Ealing Liveable Neighbourhood West Ealing Liveable Neighbourhood

(design & consultation) (implementation) (implementation to 2022) Investigate, design and consult on a new proposed cycle Identify, design, consult and implement additional phases of network plan Principal and Secondary routes Investigate & tackle cycle collision hotspots Quietways & canal towpath enhancement

RoutesNetwork and Deliver local connectivity schemes

TfL to deliver East-West A40 CS

Lobby TfL to ensure delivery of CS9

Removing barriers to cycling around schools

2019 2020-21 2022 and beyond Sheffield stands and hoops

Bikehangars and cycle hubs

Parking Permit bike bunkers in front gardens

Cycle Training Programme schools, children & adults

Training

Cycling promotion, stakeholder liaison & traffic enforcement

cations

Communi

Ticket to Ride, expanded to include festivals, races & community events

Events

Dockless Cycle Hire - Mobike Phase 2 Dockless Cycle Hire – additional

Rollout (all Borough) operator (s) Rollout

Dockless CycleHire

Cycle Shield, Operation Close Pass, Exchange Places

Cycle protection

6.2 Delivery Plan - Detail The provision of cycle infrastructure and supporting measures seeks to facilitate easy and safe cycling across the Borough. The Council will provide cycle infrastructure on street (and footways if suitable) together with other selected locations with contributions from partner organisations where appropriate.

Routes and Network The Council will focus on creating the Uxbridge Road corridor as the key Principal cycle route thorough the Borough. The Uxbridge Road links the main town centres across the Borough and TfL’s Cycling analysis showed that many current and potential cycle trips are focused on this corridor.

However, it should be recognised that Uxbridge Road Corridor is a huge, challenging and expensive problem to solve. Road traffic will need to be reduced in order to be acceptable and not just diverted onto other roads. The long-term ambition remains full segregated provision for cyclists.

The cycle routes and network programme will include:

• Implement initial cycle safety measures on Uxbridge Road using LIP funding – whilst the larger step-change Uxbridge Road project is designed, financed through Liveable neighbourhood bids (starting with West Ealing) and built. o Initial measures could include: ▪ Advanced Stop Lines with cycle lane approaches ▪ Advanced release of cyclists on traffic lights ▪ Entry treatments to all side roads ▪ Remove parking from cycle lanes 24/7 and only allow loading outside peak times ▪ Cycle permeability/anti rat-running traffic schemes ▪ Remove all guard rail expect where it is absolutely necessary (e.g. outside schools) o Longer term (step change) project should include ▪ Segregated cycle lanes (where possible) ▪ Traffic reduction measures

• Produce a revised Route Network Map in 2019. This will be based on the latest data including information from Mobike. • Deliver a Borough-wide 20mph speed limit • Investigate all cycle collision hotspots across the Borough and make necessary changes where required using LIP funding; starting in 2019/20 with the analysis of collision data and implementing quick win projects. • Implement improvements to walking and cycle related infrastructure around schools to make routes to schools safe and attractive. • Deliver Quietways and canal towpath route(s) using TfL or other external funding to key destinations including Heathrow airport. • Deliver as many local connectivity schemes as possible (with local stakeholder insight) from s106 and LIP funding • TfL to deliver the East-West CS on the A40 by end of 2019. Use LIP funding to enhance links to the route within the Borough where required. • Continue to lobby TfL to ensure CS9 is implemented. Use LIP funding to enhance links to the route within the Borough where required. • Obtain ECC input to all scheme designs

The Council will adhere to the LCDS guidance, which specifies that infrastructure delivered is high quality and fit-for-purpose. It should achieve good design for cycling, i.e. the six design outcomes safe, direct, comfortable, coherent, attractive and adaptable plus be shown to attain the necessary levels of service. The council will use these outcomes to guide the design and implementation of its cycling network. Cycle Parking The Council will deliver an increase in both the numbers and quality of cycle parking provision across the Borough. In terms of on-street and footway provision, implementation will focus on the delivery of two principal areas:

1. Deliver a minimum of 100 new Sheffield stands per annum over the course of the plan 2. Deliver a minimum of 20 new Bikehangars per annum over the course of the plan (total over 100)

As an innovation, the Council will trial on-street cycle parking – replacing car-parking places with cycle parking at key destinations. At a domestic level, the Council will review local planning policy to enable bike bunker installation in front gardens of properties without planning permission.

Training The Council will continue and enhance the good work already done by the DSC programme to train people to cycle safely, including being able to cycle on the road. Schools will be an integral part of this programme, and we will seek to influence families by convincing parents that cycling is safe for their children.

Going forward there will be an emphasis on the quality of training, including targeting groups and individuals who are the most likely to cycle more and utilise the investment made in their training. Whilst this approach may mean that slightly fewer people are trained in terms of numbers, the DSC program should create a positive legacy and generate more people committed to cycling into the future.

Communications and Marketing Communications are essential to achieving a shift in culture. The council has recently launched a Get Moving campaign to improve the health and wellness of residents. This reflects the council’s priority to ensure its residents are able to access a high quality of life enabled by good health. Cycling is a key focus of this campaign because cycling has so many benefits: it is social; self-paced; economical; accessible to all ages and abilities; and easily woven into everyday activities.

The council’s communications plan to promote cycling will reiterate these messages with an aim of reaching residents of all ages, abilities and ethnicities. There will continue to be signposting to the well-developed cycle skills programmes and celebrations of success.

The council will also forge stronger relationships with organisations and groups that have mutual goals. Ealing Cycling Campaign has a well-developed programme of social rides, training and resources. The council will encourage residents to tap into this community by signposting and raising awareness.

It is equally important that the communications take aim at residents who are not cycling. This communication in the first instance is to encourage them to make a start – such as leisure rides or short shopping trips. For those that cannot be convinced, the message clarifies their personal roles in making the borough safe for cyclists. Without considerate and aware motorists and pedestrians, the transport system will not work.

To educate the public, the council will strengthen its position on enforcement. Parking in cycle lanes in unacceptable, and the council will use its resources to protect people on bicycles from this dangerous behaviour. The council has recently begun work with the Metropolitan Police to address poor motorist behaviour with Operation Close Pass, which raises awareness of the safe space required by people using bicycles.

The Council will also use road signs and road side publicity to make drivers more aware that Ealing is a cycling Borough and that drivers should obey the Highway Code and other regulations to make cycling safer and more pleasant. This could also be use to raise awareness of issues like Advanced Cycle Stop Lines being subject to 3 points on a drivers licence if they are ignored.

Events Events to celebrate cycling are essential to give identity to and grow the community. The council will programme a series of events that build on past successes and lessons, such as those learned from the annual family-friendly Ticket to Ride. The council will seek cost effective opportunities, such as joining up with other events in the borough such as festivals, organised races and community celebrations. The intention of any event organised by the council will be inclusivity, so all ages and abilities feel welcome, supported and inspired to cycle.

Dockless Cycle Hire In September 2017, the first dockless cycle hire scheme in London was launched by Mobike in the Acton area. Around 170 cycles were placed in the area on a 12 month pilot basis and the scheme has been permitted to extend across the borough.

It is expected that, once the pilot is completed, other operators will be allowed into the Borough, which could provide additional opportunities for residents. All operators must comply with TfL’s Code of Conduct for dockless cycle hire. We will continue to work with the other WestTrans Boroughs to support the rollout of dockless hire across west London.

Cycle Protection The Council will work with the Metropolitan Police to provide cycle road safety education and enforcement in the Borough.

7 Performance Monitoring Plan

7.1 Objectives and Targets To monitor success of the Cycle Plan against its objectives and desired outcomes, a series of targets and indicators have been identified. The Council will report annually/regularly on its progress implementing projects and towards achieving these targets. Additional data such as cycle thefts and modal share will also be contained in these reports. These are cross-referenced in Table 7.1 below:

Table 7.1 Programme Targets and Objectives Programme Targets Objectives

1. Cycling should be safe, straight- 2. Cycling should be secure 3. Cycling should be simple and forward, and the natural choice convenient for all for short journeys Cycle Infrastructure x x Cycle Training x x Cycle Safety x x Cycle Parking x x x Dockless Cycle Hire x x x Cycle protection x x

Cycle Infrastructure Targets (LIP 3 2019-22) Area Target Uxbridge Road • Design (and consult) on entire length of Uxbridge Road cycle route • Utilise TfL’s LEBZ to deliver entire length within 10 years Ealing Town Centre & • Design and consult on Ealing Town Centre cycle routes West Ealing • Complete implementation of the Primary cycle routes • Make a start on implementing secondary and tertiary cycle routes • Tie implementation of routes in with cycle parking

A40 • Strongly lobby TfL to complete A40 Cycle Super Highway/cycle route by 2022 Cycle Training Targets (LIP 3 2019-22) Area Target Children’s training • Provide Bikeability level 1 (and 2) training to 1,500 pupils per year Adult training • Provide Bikeability level 1 (and 2) training to 500 adults per year Cycle Safety Targets Area Target Risk of being a KSI • Decrease the casualty rate to one casualty for every 750,000 cycle trips by 2022 casualty3 • Baseline figure of one casualty for 620,000 trips in 2016 Cycle Parking Targets Area Target Key stations • Implement cycle hubs at all six Crossrail stations plus North Acton, Greenford and Northfields Underground stations by 2020 Educations and health • Ensure 100% of education and health facilities have adequate cycle parking facilities Residential cycle • Install an average of 20 cycle hangars per annum in residential areas parking • Permit bike bunkers in front gardens (planning policy change) • Provide secure cycle parking in existing estates by identifying needs of residents and working with estate managers and safer communities to develop appropriate solutions Public cycle parking • Deliver a minimum of 100 new Sheffield stands per year every year of the plan • Trial locations for on-street cycle parking by replacing car parking places with cycle parking, converting to permanent locations if the trial is successful • Provide secure cycle parking in existing estates by identifying needs of residents and working with estate managers and safer communities to develop appropriate solutions

3 This target measures the probability of cyclist collision(s) killed or seriously injured (KSI) per trip. This rate-based measure has been developed to objectively measure cycle safety. Otherwise a location with high cyclist numbers may show higher cyclist casualties (central London) but the chance of being a casualty may actually be lower than where there are very few cyclists (such as a main arterial road). The figure is calculated by number of total cycle trips divided by the number of cyclist KSI collisions annually. 37

New Developments • High quality cycle parking to be installed in all new developments in accordance with The West London Cycle Parking Guidance

Dockless Cycle Hire Target Area Target London Borough of • Rollout dockless cycle hire throughout the borough by the end of 2018 Ealing

Cycle Protection Target Area Target London Borough of • Have a minimum of 6 Close Pass and/or Exchange Places operations per annum Ealing London • Get TfL to agree to monitor/enforce against HGVs that are not equipped with suitable high quality cycle detection systems by 2021

7.2 Review We will monitor and review progress by collecting data at least annually using a range of sources to ensure that it is as robust and accurate as possible. This will include the following sources:

1. Fixed automatic counters, CCTV and manual count programmes at various sites in the Borough. 2. Regular counts of cycle and general traffic from DfT and TfL. 3. Ealing Council’s Residents Panel responses to assess frequency of cycling, cycle ownership and cycle trips to town centres 4. Road casualty figures from the London Accident Analysis Unit associated with estimated cyclist journey data. 5. Cycle theft data from the Metropolitan Police. 6. Regular counts of parked cycles at key locations. 7. Using School STARS data (from hands up surveys) for school cycling. 8. Utilising the iTRACE system to monitor and company and new development travel plans. 9. Attitudinal surveys such as MOSAIC. 10. Conducting surveys of effectiveness of programmes such as Direct Support for Cycling and activities like Ticket to Ride/Skyride.

Appendix A: Cycling Strategy 2010-2016 Update Since the publication of the previous Cycle Strategy, the Council have successfully completed the following Cycling projects:

• Ealing Broadway Cycle Hub • Ealing Broadway Interchange (first phase), completed 2014 • Corridor 1a Acton Town Centre improvements, which included London’s first Danish-style cycle friendly roundabout • Corridor 4 Little Ealing Lane, segregated cycle lane, • Castlebar Road, segregated cycle lane • Cycle Safety Shield Roll Out – Following a successful trial of an innovative new collision avoidance system fitted to vehicles to warn lorry drivers of a collision. The project won the 2015 award for most “Innovative Transport City” at the Transport Innovation and Deployment for Europe (TIDE) Awards. • Canal Towpath walking and cycling enhancements in partnership with the Canal and River Trust. • Extend the Direct Support for Cycling (DSC) programme, and trained 7,452 children plus 2,649 adults to cycle safely on the roads from April 2011 to March 2017. In this period there were 464 Dr Bike sessions held. • Ealing Broadway Mini-Holland segregated cycle lanes • Acton Area-Wide 20mph Limit • Ruislip Road East Quietway segregated cycle track • Cycle parking; including Sheffield stands at many locations across the Borough, over 20 cycle hangars in residential areas

Appendix B – Contacts and Useful Links Ealing Cycling Campaign WestTrans Sustrans ECC (a branch of London Cycling A Partnership of six West London A cycling and walking charity which aims Campaign) is a major cycling interest boroughs, working with major to allow people to make smarter travel group in Ealing. They are a key local organisations such as TfL and West choices. Its Active Travel Champions source of cycling knowledge and an London Alliance, to identify, develop and programme organises and assists at important resource for the success of implement transport projects to the events providing information on active cycling in Ealing. benefit of the sub-region. It has been a travel. http://www.ealingcycling.org.uk/ major stakeholder and supporter and https://www.sustrans.org.uk organised cycling programmes at Universities and faith sites. http://www.westtrans.org/

Appendix C: External Documents Links Mayors Transport Strategy https://tfl.gov.uk/corporate/about-tfl/how-we-work/planning-for-the-future/the-mayors- transport-strategy London Cycling Design Standards https://tfl.gov.uk/corporate/publications-and-reports/streets-toolkit#on-this-page-2 Roads Task Force report https://tfl.gov.uk/corporate/publications-and-reports/roads-task-force West London Cycle Parking Guidance http://www.westtrans.org/WLA/wt2.nsf/Files/WTA-178 The 2010 Equality Act https://www.legislation.gov.uk/ukpga/2010/15/contents Transport for London Route Network (TLRN) map https://tfl.gov.uk/modes/driving/red-routes/red-route-maps (Note: TfL currently call the TLRN “Red Routes” on their communications)

London Borough of Ealing Draft Parking and Loading Plan

EALING COUNCIL

Contents

1 Executive Summary

To be added.

2 Introduction

The plan fits under the Transport Strategy (TS) family of plans:

• Follows TS objectives – mode shift, road safety and AQ benefits • Provides more detailed policies and projects • Includes on street, off street parking, disabled provision and freight/deliveries

Transport Strategy

Implementation LIP Plan

Travel to Cycle Plan Parking Plan School Plan

The Vision for the Transport Strategy is:

Within the context of good growth, to improve streets and transport infrastructure to reduce dependency on cars to prioritise active, efficient and sustainable travel modes, making Ealing a healthier, cleaner, safer and more accessible place for all.

There are three main transport objectives which will set the transport policies for the Borough:

1. Mode Shift – reducing the dependency on the motorised vehicle by moving trips, particularly the shorter ones, to active travel using more sustainable modes (walking, cycling and public transport) through behaviour change.

2. Reducing the environmental footprint of transport – particularly improving the Borough’s air quality by encouraging the use of active travel modes and using the cleanest engines and fuels.

3. Improving road safety – making the Borough roads as safe as possible, particularly for those modes perceived to be more vulnerable, i.e. walking and cycling.

3 Background

3.1 Policy Context As a London Borough, the policy direction for the Council’s plan for parking comes from TfL, but there are a significant number of national level regulations and guidance that applies. The following documents provide the greatest influence on this Parking Plan. The origin of each document is shown in brackets and the links to each document are contained in Appendix C:

• Draft Mayor’s Transport Strategy (TfL) - The draft MTS proposes promoting active travel and public transport as opposed to car use. • The London Plan (GLA) - provides parking standards for new developments. • Parking Regs

3.2 Parking within the Borough

Local Authorities are limited in raising parking price. Section 45 of the Road Traffic Regulation Act 1984 (“RTRA 1984”), a local authority has power to designate parking places on the highway, to charge for use of them, and to issue parking permits for a charge. Ealing currently has over 50 Controlled Parking Zones (CPZs) offering various types of parking permits to reflect the needs of local residents, shops and businesses. In addition, there are approximately 35,000 on street parking which does not include “stop and shop” bays which were implemented to encourage motorists to use local businesses.

The Council is also responsible for managing 17 public off-street car parks as well as two leisure centre car parks. All these car parks, with the exception of Verona Terrace, currently operate on a Pay & Display basis, and in addition 9 of these offer the ability to buy season tickets. Other operators also run off-street car parks in the Boroughs, e.g. in town centres and at stations.

Holders of Blue Badge (disabled persons) parking permits are allowed to park within Pay & Display and shared bays free of charge for X hours provided the holder of the Blue Badge is present within the car when it is parked. Blue Badge holders can also park on yellow lines for x hours for free.

Residents’ parking permits for CPZs are free of charge to Blue Badge holders. Fraudulent use of Blue badges is a significant concern.

Car clubs offer residents short term “rental” access to a vehicle. There are currently some 100 car club bays in the Borough, both within CPZs and in uncontrolled parts of the Borough. Where the car club bay is within a CPZ, the operator pays for a Business Permit. The Borough also provides on- street bicycle hangars, which are secure parking for bicycles, in locations where off-street parking is difficult (e.g. where there are large numbers of terraced houses and apartments). Evidence shows that by providing these communal services, some owners are prepared to give up their vehicle1, which reduces demand and stress on parking.

As part of the Council’s drive to provide easy access to its products and services online, Parking Services are offering a wide range of services accessible from the Council’s website at http://www.ealing.gov.uk/parking

The online services relate to:

1. Resident Permits & Visitor Vouchers

• Renew a resident's permit online • Apply for a new resident’s permit online • Apply for resident's visitor vouchers online

2. PCNs

• Pay a penalty charge notice online • Manage a penalty charge notice online • View traffic contravention video clips and images

3.3 Parking Enforcement Context

3.3.1 Parking Enforcement in the Borough

The Road Regulation Traffic Act 1984 (as amended) enabled Councils to supervise parking places, including enforcement of certain parking regulations. Parking offences were previously dealt with through criminal court system.

The Road Traffic Act 1991 brought about key changes in the above arrangements. It enabled the Government to make orders so that parking "offences" enforced by Councils were "decriminalised" and brought within the civil enforcement system. At the same time some of the matters previously enforced by the Police could also be decriminalised and would then be enforceable by Councils. It was, therefore, necessary to appoint Civil Enforcement Officers (CEOs) to carry out this enforcement work as the regulations have since been updated by Part 6 of the Traffic Management Act 2004 which provides for civil parking enforcement.

On-street parking issues and traffic regulations within the Borough are the responsibility of the Council, except on private roads and the Transport for London Route Network (TLRN), which consists

1 http://www.its.leeds.ac.uk/projects/konsult/private/level2/instruments/instrument005/l2_005b.htm

of the A40, the A406 (North Circular) and the A312. Certain off-street car parks and their regulation are also the responsibility of the Council, although a number of private operators also control off- street car parks in the Borough.

Within the Borough the CEOs mainly concentrate on the enforcement of yellow lines or cases where immediate action is required (e.g. road safety and traffic congestion issues); selfish and reckless parking around schools is a particular issue which enforcement is trying to rectify. Residents can also request urgent enforcement if, for example, their driveway is blocked.

3.3.2 Parking Enforcement Procedure

Over the last few years, successive governments have enacted various measures aiming to “put common sense back in the driving seat”. Civil enforcement of parking regulations reform within the Deregulation Act 2015 banned the use of CCTV ‘spy-cars’ in the majority of circumstances, provided new powers for parking adjudicators, afforded motorists a mandatory 10-minute grace period, and empowered residents to demand reviews of council parking in their area. Traffic Signs Regulations and General Directions 2016 updated guidance on areas subject to parking controls and the role of local authorities in tackling poor signage. Most recently, the Parking Places (Variation of Charges) Act received Royal Assent in April 2017, streamlining local authorities’ ability to reduce on and off-street parking charges.

A CEO has no discretion over the issuing of a Penalty Charge Notice (PCN). They refer to a list of contraventions against which a PCN can be issued. Drivers can challenge whether a PCN has been issued appropriately. Initially this should be writing to the Council’s Parking Services team within fourteen days of receiving the notice. The Council will assess whether there are any legal grounds for cancellation. Councils are able to consider extenuating circumstances as part of the appeals process when all the evidence can be reviewed by an Appeals Panel. Only Councils have the power to exercise discretion and recommend cancelling a PCN which should be based on a fair and transparent approach. This is set out in an Appeals Policy that has been approved by Councillors.

Ealing’s CEOs do not have targets to issue a set number of Penalty Charge Notices (PCNs). The aim of parking enforcement is not to maximise income for Councils but to improve traffic management for the benefit of the whole community.

3.3.3 Parking Income

The payments generated from issuing PCNs are allocated to a parking account and the cost of operating the enforcement service is deducted. As required by legislation, this process is not permitted to make a profit for the Council.

However, income derived from paid parking (e.g. Pay & Display and Residents’ permits) is not included in this calculation. Any surplus parking enforcement income is ring fenced for traffic improvement projects. The majority of this surplus pays for public transport concessionary fares, such as the Freedom Card. The Council is investigating ways of generating additional income from off-street car parks beyond the provision of parking, whilst not impinging on the primary operation of the car park. This picks up from the success of the roof top cinemas held in 2013 and 2014.

4 The Need for Parking Enforcement There are 127,000 vehicles owned by the Borough’s residents, meaning 54% of Ealing adult residents are in a household with access to a car. However, these vehicles spend 96% of their time parked, the vast majority of which is spent parked outside the owner’s home2.

The fundamental purpose of parking & loading restrictions and enforcement should be to enable individuals, businesses and communities go about their daily lives as easily and safely as possible, with local businesses, public services and residents provided with the supportive transport infrastructure required to enable this.

This means that parking & loading restrictions and enforcement are required for a number of positive reasons, including keeping traffic moving (with associated environmental benefits), road safety, comfort of all road users (but especially vulnerable road users such as pedestrians and cyclists) and yet parking enforcement is mostly seen in a very negative light by the majority of the public and some businesses.

This attitude toward parking and loading enforcement is understandable from the point of view of the cost to individuals and businesses when having to pay PCNs, nobody likes to pay fines, but at the same time, the reasons for the parking & loading restrictions are usually ignored, resulting in parking enforcement being seen as a much lesser crime than other similar offences even though the consequences of illegal parking can be quite significant. The selfish attitudes of some drivers such as “I only popped into the shop for a minute” ignores the fact it can take a second to cause a serious traffic collision which could change someone’s life permanently. Similarly, the accusation that the Council only does parking schemes to make money ignores the fact that if vehicles park legally, the revue raised would be significantly less or that road space is significantly constrained and that parking a vehicle in public space is not a right.

In Ealing approximately 92,000 parking tickets were issued in 2017/183. The Borough raised just over £11M4 from PCNs in 2017/18, although this includes moving traffic offences. In the last year a further £8M was raised from parking payments and other income (e.g. parking suspension paid by third parties closing roads for roadworks etc.)5.

Nevertheless, local parking restrictions and enforcement is a consistent source of controversy throughout the country. There were just under 1200 appeals to the London Tribunal Service processed in 2017/186. 42% of these appeals were upheld7, although this puts Ealing Council in the top half of London Boroughs.

2 “Spaced Out – Perspectives on parking Policy” - RAC Foundation (Bates & Leibling) July 2012 3 Ealing Council Annual Parking Report 2017-18 4 Ealing Council Annual Parking Report 2017-18 5 Ealing Council Annual Parking Report 2017-18 6 Ealing Council Annual Parking Report 2017-18 7 Ealing Council Annual Parking Report 2017-18

5 Issues with Parking and Parking Enforcement

In conjunction with the work off street and the commencement of occupancy studies of on-street town centre parking for residents and short-stay visitors, the Council will undertake a turnover analysis across town centre parking spaces. Parking Services are seeking to develop their understanding of customer behaviour through analysis of data generated by the department, as well as working with 3rd party organisations such as West London University, BIDs and local business groups to review the needs and expectations of customer visiting Ealing’s high streets, and how the service can respond to these factors. As well as looking at ways to increase churn, it is hoped that liaison with these 3rd parties will help identify other innovative ways in which Parking Services, and the Council as a whole, can support Ealing’s high streets and shopping precincts.

Disputes and violence against CEOs

6 Parking Data and Analysis

Not all of this may end up in final plan - but it provides useful background

CPZs – number of permits issued vs number of bays? – demand vs supply

CPZs – hours of operation

Off-street parking – and management (LBE/commercial)

On-street – enforcement hotspots – can something be changed?

Reasons for tickets (charge code)

EV charge points – how many & location

Car clubs – how many & location

7 The Way Forward

7.1 Vision for Parking in the Borough

The vision is to make the Borough’s Parking Service makes a significant contribution towards the Borough’s Transport Strategy

objectives, whilst making sure that parking and loading enforcement simple to understand and fair to enforce

7.2 Meeting the Transport Strategy Objectives

7.2.1 Transport Strategy Objectives The primary objectives of the Parking Plan are to help deliver the objectives of the Transport Strategy. The three main transport objectives which will set the transport policies for the Borough:

2. Reducing the environmental footprint of transport – particularly improving the Borough’s air quality by encouraging the use of active travel modes and using the cleanest engines and fuels.

3. Improving road safety – making the Borough roads as safe as possible, particularly for those modes perceived to be more vulnerable, i.e. walking and cycling.

It is acknowledgement that to meet these objectives it could mean a significant shift in the way parking is controlled and enforced.

7.2.2 How Parking Controls and Enforcement Helps to Meet these Objectives Parking and Road Safety

One of the primary reasons for implementing parking control is to improve road safety. On-street parking in urban areas is associated with several safety problems, these include

• parked vehicles blocking the sight distance of pedestrians, cyclists, or of drivers entering an intersection • vehicles blocking through traffic while trying to enter/exit a parking space • conflicts with cyclists and pedestrians (e.g. a car door opened into the path of a cyclist) • through traffic (including cyclists) trapped in the kerbside lane which ends suddenly due to parked vehicles.

Any time a vehicle has to make a manoeuvre to park or to avoid a parked vehicle, there is an increased road safety risk as it only takes a second for a potentially serious road traffic collision to occur. The objective, therefore, is to use parking controls and enforcement as well as behavioural change education to improve road safety on the Borough’s roads. Carefully designed on-street parking provision may reduce crashes, particularly the potential for sideswipe or rear-end crashes, and those involving vulnerable road users. Good parking practice also helps to reduce congestion and improve traffic flow. The provision of vehicle parking should not be at the expense of cycling or pedestrian facilities i.e. existing footpaths or cycleways should not be removed to make way for new parking spaces.

A particular issue with poor parking practice existing around schools. Parents perceive that the short time for which they park whilst they drop off their children is risk free, but that ignores all the road safety dangers it creates, as there are many small children all of which need to walk some distance, even if it is from the car to the school gate. Instances where parents have parked on zebra crossings have been reported and local residents routinely get their driveways blocked. Eliminating this appalling parking behaviour will be a particular focus of this Parking Plan although schemes will not be limited to school areas.

Parking and Air Quality

Road based transport has a significant impact on local air quality; 60% of small particles come from road transport, from tyre and brake wear and exhaust emissions8. Some 63% of Nitrogen Oxides are believed to come from ‘ground-based transport’, most of which is road transport9.

Parking can contribute to achieving this air quality objective by incentivising cleaner vehicles and discouraging the use of higher emitting vehicles. The 2018 Transport Strategy has already made the commitment to base parking charges on emissions, but the provision of on and off-street Electric Vehicle Charging Points (EVCPs), which require parking space for a vehicle to park whilst charging, is also part of the solution.

Parking and Mode Shift

Numerous studies have shown that parking cost and availability of parking does make a difference to modal choice10. In addition, X% of vehicle based trips in the Borough are less than Ykm, meaning that they are easily walkable or cyclable. Limiting the supply or charging for parking around key destination points such as town centres, stations etc. would reduce the opportunity for driving and potentially increase the use of active modes. This also applies to new housing and workplace developments, where travel modes can be set from the start of occupation.

It is claimed that without sufficient parking spaces people stop coming to town centres at all, however, other studies have shown that those that arrive to town centres by walking and cycling modes spend more over the course of a month or a year than those that come by car and the main reason for that is that these people make several journeys per week to the town centre and their

8 Improving the Health of Londoners Transport Action Plan (2014) TfL 9 Improving the Health of Londoners Transport Action Plan (2014) TfL 10 Dr S Melia & Dr B Clarke – “What Happens to Travel Behaviour When Parking is Removed” – University of West England

cumulative spend is higher (needs citation). As a result, imposing reductions on a town centre is unlikely to have a significant impact upon the town’s economy provided that walking and cycling improvements are made at the same time.

Parking also takes up a lot of carriageway space, space that could be used for better purposes such as making the pavement wider or adding cycle lanes. Evidence shows that a pleasant town centre public realm where the pavements are comfortable for walking in is a key indicator for economic vitality. (needs citation). The 2018 Transport Strategy already contains the policy that parking will be removed where it is a barrier for active travel, this is particularly applicable to many of the Borough’s town centres where a disproportionate amount of carriageway space has been dedicated to parking and motor vehicles.

Similarly, there are many locations where parking is available for free close to town centres or stations for long periods of the day. This encourages driving to these locations even though for many such journeys are easily walkable or cyclable. This also has a significant negative impact on those living in the vicinity of key destinations within the Borough.

7.3 Parking Specific Objectives In addition to help achieving these transport strategy objectives, there are a number of secondary, parking specific objectives which are required to make parking & loading restrictions and enforcement suitable for the local environment and to support people and businesses in their daily activities.

• Make parking and loading restrictions fairer and easier to understand (to avoid unnecessary PCNs and subsequent appeals) • To enhance the customer experience when using the Council’s parking services, e.g. through the use of technology. • To drive value for money on the function of a fair, robust and consistent parking enforcement operation.

Making Parking Services Fairer and Easier to Understand

Parking services are never going to be popular, because no one likes getting a parking ticket. However, as shown above parking services are also essential to achieve road safety and for the Council to achieve other positive health and air quality goals.

The Council will continue to strive to improve its service in other situations where tickets are issued incorrectly. The Borough is already in the top half of London Boroughs when it comes to appeals lost at the Independent Adjudicators (citation needed). In addition, as part of routine maintenance inspections, worn yellow lines will be identified and re-painted, and parking signs will be reviewed to ensure the highest possible levels of understanding and simplicity. To this end, the Council will also be reviewing CPZ hours to reduce the number of different hours of operations to simplify understanding and enforcement across the Borough, to this end, all future CPZs will be all day CPZs.

Enhance the Customer Experience

The Council will also utilise technology to make paying for parking quicker and easier for customers.

The Council has already introduced pay by phone parking facilities (Ring Go), which provides a quick and easy means of paying for parking, without the need for exact change for a machine. This has also reduced the Council’s money collection costs, making the Parking Operation better value for money.

The Council has also significantly improved its products and services on-line in recent years, allowing the payment of resident permits and visitor vouchers, as well as managing and paying for PCNs to be done via the Council’s website.

Technology is, however, improving at a rapid rate, which may allow the Council to introduce new or better services for customers provided they are good value for money.

Customer safety is also one of the primary concerns for Parking Services and as such the Council has made a commitment to join the Association of Chief Police Officers (ACPO) and the British Parking Associations (BPA) Safer Parking Scheme. The purpose of the scheme is to reduce crime and the fear of crime inside parking facilities by ensuring car park operators manage their services robustly and implement a number of crime deterrents, like suitable lighting and surveillance for example.

A Fair, Robust and Consistent Parking Enforcement Operation

The Council publishes an annual Parking Report which details the Operations of the Parking Service, including income, enforcement statistics (including appeals) and complaints made against the Service. The Council will continue to do so and where required seek to rectify issues and make improvements to the Service wherever possible.

8 Policies

Policy Goal Policy Action Example Project Improving Road • To implement robust parking • CCTV enforcement of school zig- Safety controls and enforcement around zags schools • Perfect Parking Campaign • School Streets • To implement robust parking • Implement and enforce parking controls and enforcement where and loading controls on sightlines (drivers, cyclists or junction/street corners pedestrians) are compromised by • Implement new CPZs parked vehicles • To prevent parking from blocking • No new and review existing bus lanes, footpaths and cycleways footway parking schemes • Review and enforce parking and loading controls in bus and cycle lanes • To ensure that larger vehicles park • Investigate the impact of larger and load in safe locations vehicles on CPZ and on-street parking design with the intention of implementing recommendations

• All future developments should incorporate loading off street to avoid creating road safety risks Improving Air • To base all parking charges on • Implement emissions-based Quality emissions charging for parking permits • Implement emissions-based charging for pay and display and Council owned off street parking • Introduce parking charges for motorcycles • Investigate potential and impact of a peak hours parking charge • To implement robust parking • Investigate, with the intention to controls and enforcement on implement, a red route on strategic roads to prevent traffic Uxbridge Road congestion • To implement a network of EVCPs • Implement rapid, fast and lamp across the borough column (slow) chargers to ensure all residents are within a 10- minute walk of an EVCP • To significantly improve the • Include car club bays in all CPZs network of car clubs using EVs • All new car club vehicles must be electric Inducing Mode • To remove parking where it is a • Investigate, with the intention to Shift barrier to active travel implement, a red route on Uxbridge Road • Remove and no longer implement free stop and shop bays • Pocket parks • To review parking pricing to make • Annual parking price review active travel more appealing • To review parking provision • Implement new CPZs, particularly around key destination locations around town centres and stations • Introduce Business CPZs in industrial parks and investigate the potential for a workplace parking levy. • Include cycle facilities within • Bike hangars in CPZs where there parking schemes is no off-street parking for bikes (e.g. terraced houses, apartments/flats) • Investigate adding cycle (and run) commuter changing/ shower facilities in town centre car parks Making Parking • The hours of operation for CPZ will • All future CPZs will be all day Fairer and Easier to be simplified and made more • Significantly reduce the variations understand uniform across the Borough in hours of operation of CPZs across the Borough • Parking signs and lines will be • Review of parking signs maintained and improved

• Disable persons parking is • Free parking is provided to those considered in all parking design with a blue badge Enhance the • New technologies will be • Introduction of Ring-Go across the Customer introduced to make paying for Borough Experience parking quicker and easier A Fair, Robust and • Reduce the fraudulent use of Blue • Enforce and prosecute fraudulent Consistent Parking Badge parking users of Blue Badges Enforcement Operation

9 Implementation Programme

9.1 Controlled Parking Zones

9.1.1 Review and Implementation of Residential Controlled Parking Zones Currently there are X CPZs in the Borough. These range in size, hours of operation, cost of permit, and range of parking opportunities (some provide shared use (i.e. paid and residential) parking, others do not. This means there are currently over 25 variations in the regulations for CPZs within the Borough, which creates confusion for users and creates enforcement issues and means that the CPZs are not necessarily fit for the purpose of helping to contribute towards the Transport Strategy objectives.

The reasons for the variation are mostly historic, therefore this revised Parking Plan gives an opportunity to try and standardise the operation of CPZs and to make improvements to the area as a whole. In effect this means:

• All new CPZs will be all day CPZs. No new part time CPZs will be implemented. • The Council will seek to make part-time CPZs within a 10-minute walking distance of key destination points such as town centres, stations, shopping parades and leisure centres all day CPZs over the next 3-year period. • Whilst the consultation regarding the potential to install a CPZ will remain a significant element of the design and decision-making process, it will not be the only evidence used. The decision will take into account the feedback from local residents and businesses responding to the consultation, road safety and traffic flow and the environmental and air quality impact of parking and traffic. • Increase hours of operation of CPZs in hotspots and to increase the hours of enforcement accordingly • To create one single tariff for CPZ permit, no matter the length of the hours of operation.

Where CPZs are implemented, the Council intends to include additional elements into the design to further enhance air quality and mode-shift policies. This means that CPZs will now also include:

• Electric Vehicle Charging Points (the intention is to have a minimum of 1 EVCP per CPZ, including retro-fitting EVCPs to existing CPZs) • Where the housing stock places physical limitations on cycle parking, cycle hangars will be included

The Council has already introduced parking permit charges based on the CO2 emissions of the vehicle, which aligns with vehicle excise duty. CO2 is a greenhouse gas rather than centred on air pollutants/emissions that have an impact on air quality (exhaust emissions). However, at the time of writing, the DVLA does not have comprehensive data on emissions that affect air quality for every vehicle, due to the lack of sufficiently accurate air exhaust emissions data. The DVLA is working towards collating additional data on exhaust emissions in conjunction with other agencies. This will potentially enable the Borough to convert parking charges to EURO standards. EURO standards regulate the emissions of nitrogen oxides (NOx), total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO) and particulate matter (PM) and therefore, are a much better indicator of a vehicles impact on air quality.

The Council will also seek to reduce its costs of administrating CPZs through reviews of the technologies used for registration for permits and enforcement. This review would also include making it easier and more understandable for residents and businesses to apply for, renew and administer their permit accounts. Where administration costs can be saved, this may be passed onto users.

Introduce a cheaper permit for small businesses? (reduce costs for SMEs)

9.1.2 Business CPZs An on-going issue has been the lack of parking control in business/industrial estates. This has led to a higher proportion of vehicular based trips for journeys to work when compared with other employment areas in the Borough. It has also resulted in road safety issues, access issues and other parking impacts on the surrounding (often residential) areas.

Other authorities have successfully implemented Business CPZs, which have enabled the Councils to significantly improve control and enforceability of parking in business/industrial estates. The Council will seek to implement Business CPZs in Park Royal and South Acton during 2019 and investigate the potential for other business/industrial estates as required.

9.1.3 Work Place Parking Levy A work place parking levy (WPPL) is a charge made by a local authority on employers who provide workplace parking for their employees. The revenue collected must be used to fund transport improvements in the local area providing economic and social benefits for existing employees and residents whilst facilitating more growth. The 2018 Mayors Transport Strategy provided Highways Authorities within London with the powers tom implement WPPLs.

There are areas of the Borough, for example within the larger industrial estates, where the modal split for the car is much higher than the rest of the Borough. Often this is because there are plentiful amounts of free off-street parking available for workers and visitors alike.

The Council is looking at implementing a Business CPZ within the Park Royal and South Acton industrial estates within 2019 and will monitor their effectiveness, however it also wishes to investigate the potential for a WPPL in addition to cover both on and off-street parking. As per the requirements of the legislation, the funding would be used to enhance active travel modes including public transport with the specific aim of reducing vehicle-based journeys within these locations. It is likely that the investigations would occur during 2019/20, with the potential for a public consultation in 2020/21 if the results of the investigation and mitigation measures were deemed feasible.

9.2 Short Term Parking

9.2.1 Differential Parking by Emissions

Differential parking by CO2 emissions has already been introduced to Residents’ Parking Permits in 2018. The intention is to introduce this across all on and off-street parking methods to replace pay & display.

The introduction of emissions-based parking will require an update to the payment technology, so that the individual vehicle can be identified, and its pay-scale calculated. In the first instance this is likely to be using payment by phone, which is already operating in some areas of the Borough but will be rolled out across all paid parking locations. It is recognised that not everyone has access to a mobile telephone, therefore, other payment methods such as using Pay Point are being investigated (which could have benefits for local retailers). As a final resort, some existing payment machines will be retained, but will not offer any discounts for greener vehicle.

The Council expects to trail emissions-based charging in 2019, with the intention to implement it across the Borough by 2020. As with the residents parking permit, the intention is to convert to charging based on air quality pollutants rather than CO2 once the DVLA’s database contains the required information as soon as possible.

9.2.2 Red Route on Uxbridge Road The Uxbridge Roads is one of the Borough’s most important routes; it connects five of the Boroughs Town Centres as well as being a strategic route for traffic going within and indeed through the Borough. Although they make up only x% of the total road length within the Borough, it carries more than y% of London's traffic.

The Council’s priority is to keep traffic moving and reduce delays, which will in turn bring air quality benefits. In addition, the Council wish to promote a segregated cycle lane along the Uxbridge Road to make cycling safer; this can only happen if parking is controlled properly. Unfortunately, there has been an increase in selfish parking and loading along the Uxbridge Road, which blocks the existing cycle lanes, bus routes and bus stops, and the current enforcement regime is unable to cope. A red route would allow enforcement by camera and, therefore, be a much more effective regime at keeping the Uxbridge Road moving. It is recognised that suitable loading faculties will be required, particularly with the town centres.

In 2019 the Council will seek to design and consult upon a joint red route and segregated cycle lane along the length of Uxbridge Road, with the intention to start implementing from 2020.

9.2.3 Motorcycle Parking Currently motorcycle parking with the Borough is provided free of charge both on-street and in off- street car parks. However, providing motorcycle parking still uses up road and car parking space, whilst motorcycles contribute to air pollution and traffic. Additionally, it is being observed that the free motorcycle parking is being used up by motorcycle couriers waiting for their next delivery.

It is proposed, therefore, to introduce a charge for motorcycle parking.

9.2.4 Footway Parking Footway parking (and loading) can come in many guises – two wheels on the kerb, parking fully on the footway, and parking on private forecourts (which is illegal unless there is a drop kerb and

demarcation). However, footway parking can block the footway for pedestrians, and is particularly concerning for those with a mobility issue, a pushchair or with children and can create a road safety issue.

There are minimum footway widths set about in DfT regulations11 to comply with the Disabled Discrimination Act 2005. As the Council’s policy will be to remove parking where it is a barrier to active travel (walking and cycling), the Council will seek to implement restrictions where footway parking is a significant issue, and to enforce against footway parking where possible and practical.

9.2.5 Review of Free Parking/Stop and Shop At the time of writing, the Council has many different variations of free parking in important locations (normally around local shopping parades) from 10-minute stop and shop bays up to 2 hours free and added variations on whether people are able to top-up their parking time through paying a fee. However, free parking bays are very difficult to enforce, meaning that vehicles can park with a significant amount of impunity and, therefore, they do not fit the purpose of providing a high turnover of vehicles, which retailers would like.

The vast majority of these local parades serve a local hinterland, therefore, the trips to these shops are all very walkable or cyclable. In addition, there is evidence that shows that those people who walk or cycle to shops spend more over the course of a year that those that drive, because they visit more often and, therefore, often purchase impulse buys.

Therefore, to encourage mode shift and to improve air quality, whilst also improving the potential income for retailers, it is proposed to remove free parking outside local shopping parades.

9.2.6 Parking Around Schools Parking around schools is particularly problematic with the Council receiving many complaints from residents who find their drives and CPZ parking places blocked by parents picking up or dropping off their children. Worse still, many parents’ cars are left on double yellow lines, and children are dropped off within the school zigzags, which create road safety issues.

From January 2019, the Council will be trialling the removal of the school parking concession in Controlled Parking Zones (CPZ), that has previously allowed parents a 10-minute grace period in resident parking bays. The removal of the concession will enable the Council to meet objectives in modal shift by reducing car journeys and promoting active travel and will help improve air quality near school sites by reducing car journeys, increasing active travel and reducing vehicular emissions. In addition, the 10-minute grace period was routinely flouted and caused issues with enforcement. Should the trial prove successful, then it would be rolled out across the borough from September 2019.

The Council will increase the use of CCTV to enforce school zig zags. This is potentially the most dangerous area for vehicles to stop, and the Council wishes to adopt a zero-tolerance policy on zig- zag stopping.

The Council launched the “Perfect Parking Campaign” in September 2017. It encourages schools to organise activities to promote safe and considerate parking. It includes a range of measures that pupils can deliver and be involved in, to raise awareness of and addressing the road safety issues

11 Manual for Streets – Department for Transport

relating to congestion around the school gate. At the time of writing 12 schools have signed up to the Parking Promise. Examples of projects with the campaign include:

• Working with Parking Services to identify locations for school related enforcement by CEOs, mobile cameras and CCTV • Encourage parent drivers to pledge that they will park safely and considerately. The Council provide resources to support the campaign. • Develop a Pupil Traffic Wardens scheme as a means of raising awareness of and addressing school related parking issues. Pupils are supported by adults (staff, PCSO or CEO) and speak to drivers if their parking causes issues.

The Council is seeking to extend this campaign to as many schools as possible in 2019/20 and beyond.

9.2.7 Connected and Autonomous Vehicles The Council recognises that vehicle technology is moving at some pace. Many new vehicles have the ability to connect with the internet and can use these as driver aids, including in the area of parking. In addition, we are seeing trials of autonomous vehicles taking place right now on London’s streets. To date, technology has been developing quicker than legislation, meaning that there can be both benefits and concerns arising from Connected and Autonomous Vehicles (CAVs).

Without knowing where CAVs will end up, policies and implementation of them is somewhat difficult, therefore, the Council will need to monitor and adapt as developments occur. Having said this, there are certain things the Council can do to assist and/or avoid certain situations depending upon whether or not they are desirable. From a parking point of view, this would be mainly based around loading/unloading of passengers at appropriate drop off locations and not within restricted areas (e.g. double yellow lines, school zig-zags etc.).

To this end, the Council is willing to work with agencies to establish a definitive set of mapping/plans of parking restrictions to enable vehicles to avoid stopping where it is inappropriate or other parking data if deemed applicable and within data sharing law (e.g. GDPR). The initial principle is that this data would be shared on an open source basis provided there is no significant cost to the Council in gathering/distributing it, otherwise the Council would seek to regain its costs.

It is also possible that the Council may need to investigate and/or implement technology to assist further advances. The Council will consider doing so or will look to partner with other organisations to do so, where it is cost effective and significant benefits can be realised. These benefits would need to be aligned with the objectives of the Transport Strategy (i.e. mode Shift, Road Safety & Air Quality).

• Should we have more CEOs to increase risk of being ticketed (I.e. to make behaviour change) rather than based on number of tickets issued? • If someone gets a ticket for parking in a dangerous place, or causes congestion and the lines and signs are clear and obvious, then any anger towards parking services is unjustified.

9.3 Electric Vehicles

9.3.1 Strategy for Implementation of EV Charging Points (On-Street) The Council’s plan for implementation is intended to deliver this policy whilst recognising the rapidly changing EV market, both in terms of demand for EV charging points and the technology used.

9.3.1.1 Phase 1 Implementation – Short Term In the short term (1-3 years), the Council needs to establish an initial network of charging points. Advice from the industry and other local authorities who have piloted schemes recently is to start in locations where there is already a demand and to ensure that charging points are interoperable (i.e. capable of accepting payment from all EV payment plans). This establishes charging points (and in the public consciousness) in locations where they are likely to be used.

There are some minor limitations to this. In order to spread the network as widely as possible, where multiple requests are made in similar locations no two sets of charging points should be within 5 minutes’ walk from each other.

Following the completion of contract discussions, the Council has a commercial provider (Bluepoint) for fast charging points and has partnered with the PFI Lighting Contractor (SSE) to provide lamp column charging points. Given that the fast chargers are more straightforward to install and sue, the Council’s preference will be to install a dedicated EV charging bay or bays with a fast charger where possible initially. Where circumstances do not allow dedicated EV bay the network will be supplemented with lamp column chargers. The appropriate EV chargers will automatically be included in CPZ design from now on.

Rapid chargers will be installed where the National Grid’s electrical loading limitations permit. Given these limitations, these are being planned and installed on a regional basis by TfL. It is likely that these will be based on locations at or near taxi ranks given TfL’s commitment to making all taxis zero emission capable. Many of these rapid chargers will be available for public use.

In addition, it is expected that commercial providers will continue to install EV charging points on private land, such as petrol stations or car sales establishments.

Summary

• Initial network of chargers aligned with requests to the Council • Bluepoint and TfL can install fast and rapid chargers respectively • Council implements lamp column chargers where fast or rapid chargers cannot be installed.

9.3.1.2 Phase 2 Implementation – Medium Term In the medium term (3-7 years), the EV implementation plan will need to be flexible to cope with change within the market and what is expected to be a now rapidly increasing demand as suggested by some major manufacturers (e.g. Audi and Volvo) already signalling the end of the straight combustion engine by the early 2020s.

This means that the charging network is likely to need to grow exponentially. At this stage it would be important to ensure a reasonably consistent/regular network of charging points across the whole Borough on roads where there is on-street parking. This should aim to provide a charging point

within around 10 minutes’ walk of homes, perhaps falling to 5 minutes as demand grows, which is better than the existing petrol station network. Some streets may require additional charging points if demand is particularly high.

The implementation strategy will need to monitor the developments in charging and EV vehicles and respond accordingly. It would still be expected that fast and rapid chargers would remain most popular.

Summary

• Increase the network of charging points (all varieties) to within a 10-minute walk of all on- street parking residences • Monitor usage and double up on charging points within streets if necessary • Monitor the evolution of technology and adapt accordingly

9.3.1.3 Phase 3 Implementation - Long term The longer term (7 years plus) is even more difficult to predict. It is likely that the EV market will approach or potentially over take the combustion engine’s market share. Other fuels (e.g. hydrogen) may also enter the market to a much greater extent than currently (although none of the major manufacturers are currently pushing other fuels in a significant way).

As rapid charging evolves, land use policies may need to adapt to permit larger “electric stations” to cater for demand. By this time, it is possible that new developments will be providing 100% EV charging points in parking spaces as opposed to passive provision and the Council should be monitoring pre-existing passive provisions to ensure they are converted to EV charging points.

Summary

• Monitor the evolution of technology and adapt accordingly • Potentially approaching all on-street bays being EV points

9.3.2 Plan for Implementation of EV Charging Points (Off-Street)

9.3.2.1 Private Land and Roads The Council will not implement EV charging points on private land or private roads, except where the Council is the land owner and only then where the land is used primarily for car parking.

Private land owners are able to implement EV charging points on their own land provided all the relevant standards and planning requirements are adhered to.

9.3.2.2 New Developments The new Draft London Plan 2017 has replaced the 2011 London Plan and has also updated the requirements for electric vehicle charging points. The Council’s policy is to follow the London Plan standards which state:

• Where car parking is provided in new developments, provision should be made for infrastructure for electric or other Ultra-Low Emission vehicles

• All residential car parking spaces must provide infrastructure for electric or Ultra-Low Emission vehicles. At least 20 per cent of spaces should have active charging facilities, with passive provision for all remaining spaces. • Developments should seek to reduce emissions from freight, such as through sustainable last-mile schemes and the provision of rapid electric vehicle charging points for freight vehicles.

9.3.3 Summary of EV Charging Point Options The following table summarises options:

Circumstance Charging Point Option Off-street parking available Owner’s responsibility No off-street parking Apply to Council for EV charge point Private land Owner’s responsibility All Commercial providers available

9.4 Car Clubs As part of our efforts to continue to evolve our car club offering, we have identified two potential pathways for progression;

• Introduce car clubs within new residential developments • Introduction of universal parking permits for all car club operators, which would allow for “floating car clubs”

9.4.1 Introduce Car Clubs within New Residential Developments The first proposal seeks to develop Parking Standards specifically for the provision of car club bays within new residential developments.

Parking standards for new developments that set out the minimum number of dedicated car club bays that are provided relative to the number of units/dwellings that the site offers.

Introducing such controls would help to consolidate and expand the existing network of car club services, while targeting this intervention specifically towards new developments provides a prime opportunity from a behavioural change perspective to help lower private car ownership, as new residents moving into the site are immediately made aware that the only model of vehicle use the Council actively encourages is the shared approach through the use of car clubs.

Establishing the standards is particularly pertinent as many of the borough’s key development sites are situated within high car ownership areas such as Southall, therefore the inclusion of car clubs could help offset the net rate of ownership and mitigate the potential worsening of poor air quality and congestion in comparison the business as usual scenario and would allow a higher proportion of low and no-car developments, whilst maintaining travel options.

9.4.2 Introduction of Universal Parking Permits for all Car Club Operators Currently more than two thirds of the boroughs car club bays are within a Controlled Parking Zone (CPZ) with each company purchasing Business Permits at £800 per space.

In similar fashion to the proposal of introducing shared car parking bays within CPZ’s outlined in the most recent Transport Strategy, we propose to introduce universal parking permits for all operators to use on-street parking spaces.

We envisage that spaces would be charged using a differential emission-based pricing scheme whereby operators that use cleaner vehicles would pay a lower fee versus those that use conventional diesel and petrol vehicles. This could either be enforced per vehicle or based upon the proportion of the fleet that the type of vehicle represents i.e. operators who have a 100% EV fleet would pay a reduced permit price, versus those that have 50% conventional engines and 50% hybrid vehicles.

Introducing universal permits and managing permit’s prices based upon how environmentally green the vehicles are would economically incentivise car club operators to move towards having a fully electric fleet, we anticipate that this would be a key driver in nudging our current three operators to make this switch.

Moreover, the removal of dedicated car club bays will also help to reduce the public’s negative perception of car club vehicles taking up parking spaces, as rather vehicles will now be dispersed throughout the street.

As a Council we have been approached by an operator proposing a “floating car club” operation. who has expressed interest to operate in the borough. In contrast to our current operators, whereby users are not required to end their rental within the same bay they accessed the vehicle, but can drop this off anywhere within a geo-fenced boundary – similar to the dockless bike sharing systems of Mobike etc.

9.5 Freight and Loading The issue of freight vehicles loading/unloading on-street is a growing problem, particularly as more and more households and businesses use the internet for shopping. The fastest growing vehicle sector in recent years has been goods vans. In parking terms there is also an increasing issue of vehicles which park illegally whilst they undertake deliveries. The reasons for this can be numerous – lack of loading facilities, the driver taking a risk to save time, or a misunderstanding of the parking/loading regulations. However, the potential road safety and traffic congestion issues that unregulated loading cause are the same as for passenger vehicles.

From the Council’s point of view, there is a clear need to prevent dangerous loading and to ensure that loading activities do not create congestion. However, it is also recognised that many businesses require deliveries and goods to be picked up and that a total ban is not only unfeasible but could have a large negative impact on the Borough’s economy. This is by no means unique to the borough but, this also means that solutions to the issue are also very difficult: there may be some solutions that work in some locations, but not in others, examples include putting loading bays in side-streets as opposed to the main road, restricting loading to outside peak periods, and using shared space (footway/loading) to avoid blocking cycle lanes or the main carriageway. These would need to be assessed on a scheme by scheme basis.

What is clear is that more information is required on loading – better engagement with both the businesses and the delivery companies to understand the requirements and how this fits with other

street-side requirements. The Council should also investigate how new connected vehicle technologies could assist with loading – a delivery app, bookable loading spaces (including enforcement) and tidal flow-loading are examples of scheme that would require real time information and enforcement to work.

In the meantime, loading will continue to be enforced under the current policy.

9.6 Parking within New Developments Parking within new developments will need to comply with the London Plan. At the time of writing this is the draft London Plan 2017, but his is expected to be adopted during the duration of this Park Plan.

In addition to the parking standards on standard, electric vehicle and disabled persons parking contained within the London Plan, the Council has one additional policy: That all loading should be contained within the site of a new development rather than to be placed on the existing road network. This is avoid loading becoming a barrier to active travel (e.g. blocking current or future cycle lanes) or being a traffic management issue for the council to control or enforce.

10 Performance Monitoring Plan

10.1 Objectives and Targets Table 9.1 Programme Targets and Objectives Programme Objectives Targets

 

10.2 Review We will monitor and review progress by collecting data at least annually using a range of sources to ensure that it is as robust and accurate as possible. This will include the following sources:

Appendix XXX: External Documents Links

Mayors Transport Strategy https://tfl.gov.uk/corporate/about-tfl/how-we- work/planning-for-the-future/the-mayors-transport- strategy Annual Parking Report Draft London Plan https://www.london.gov.uk/what-we-do/planning/london- plan/new-london-plan

TRAVE L TO SCHOOL Contents Introduction ...... 1 REPORT Context ...... 1 School Travel Team ...... 3 Priority schools programme ...... 3 Challenges and solutions ...... 3 Summary progress 2013- 2018 ...... 4 Incorporating Sustainable Modes of Travel What the numbers say: 2017/2018 ...... 5 Child casualty data over time ...... 6 Activities delivered 2016 to 2018 ...... 7 to School Strategy School Travel Work programme ...... 1 September 2018 to August 2020 Key Actions for 2018/19 ...... 10 Appendices ...... 23

Ealing Council

January 2019 Introduction This report summarises the work by Ealing Council to promote sustainable, safe and active travel to/from the 140 schools, nurseries and children’s centres in the borough, see appendix A. The aim of this school travel programme is to reduce car use, especially for short journeys, and to increase sustainable and active modes of travel which in turn will help meet the borough’s Transport Strategy objectives of encouraging modal shift, improving road safety and reducing trasnport’s contribution to air pollution.

The report meets Ealing Council’s statutory duty under part 6 of the Education and Inspections Act 2006, in relation to sustainable travel. For the purposes of the Act and this report, sustainable modes of travel are defined as… ‘those that the Local Authority considers may improve the physical well-being of those using that mode (which would include health benefits derived from increased levels of physical activity), and/or the environmental well-being of all or part of their area (through, for example, reduced levels of congestion and pollution) or a combination of the two’. Sustainable modes of travel include walking, cycling, public transport and greener driving.

Context There are many policy documents and strategies, at national, regional and local levels which have an impact on this SMOTS.

The Mayor of London's main objective for transport, as set out in the Mayor’s Transport Strategy 2018 (MTS), is for 80% of all trips in London to be made on foot, by cycle or using public transport by 2041. The strategy uses the Healthy Streets Approach to make health and personal experience the priority. Areas such as provision for pedestrians and air quality are given increased emphasis.

The Council’s Local Implementation Plan (LIP) and Transport Strategy set the priorities and programme for delivering the MTS. The LIP is a statutory document that includes a programme of investment, delivery proposals and the targets and outcomes the borough are seeking to achieve.

The Vision for Ealing Council’s Transport Strategy is: Within the context of good growth, to improve streets and transport infrastructure to reduce dependency on cars to prioritise active, efficient and sustainable travel modes, making Ealing a healthier, cleaner, safer and more accessible place for all.

The Transport Strategy supports the work of the entire Council and has significant input from the Highways, Parking, Regeneration, Planning, Pollution, Public Health teams as well as the Transport Planning team. Specific ‘Mode Plans’ for specific areas such as parking and cycling provide further, specific details, see figure 1.

1 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Transport Strategy

Implementation LIP Plan

Travel to Cycle Plan Parking Plan School Plan

Figure 1: Structure of the LIP and Transport Strategy

Sustainable travel to school helps meet the Ealing Corporate Objectives, the Ealing Health and Well-being Strategy and mitigates the impact of the Education Plan, see appendix B. The impact of the programme is included in Ealing’s Transport Strategy, Cycling Plan, Parking Plan and Air Quality Action Plan.

The school travel programme is primarily funded via Transport for London (TfL) LIP grant budget. The funding is used to deliver school travel behaviour change projects and road safety engineering. In addition, when new schools or school expansions are approved, funding from the developer is secured to mitigate the highway impacts of the development. Elements of the school travel programme are also delivered in partnership with other council departments including Education, Highways, Planning, Public Health and Parking Enforcement.

2 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

School Travel Team The school travel team provide advice and guidance to schools to encourage and enable walking, scooting and public transport for the journey to school. School travel activities can help families choose active and sustainable forms of travel for all journeys, building it into daily routines to increase their level of physical activity and reduce the environmental and health impact of car use. The school travel team facilitates a wide range of sustainable travel services, commissioning the delivery of training, projects and engineering measures.

The team objectives align with those of Ealing’s Transport Strategy:

1. Mode Shift - reducing car use for the school journey 2. Reducing the Environmental Footprint of Transport – helping to improve air quality around schools by increasing active travel for the school journey 3. Improving Road Safety - reducing child casualties on the school journey

This will be achieved by promoting, encouraging and enabling schools to develop and deliver sustainable, active and safe travel initiatives.

The team support all schools with Transport for London’s (TfL) Sustainable Travel Active Responsible and Safe (STARS) accreditation scheme. STARS is designed to provide the whole school community with skills and resources to inspire young people to travel sustainably, actively, responsibly and safely. It engages and empowers pupils to participate in active travel behaviour; cycling, walking and scooting and using public transport. Schools record and monitor sustainable travel activities on STARS to develop a school travel plan and achieve accreditation. In August 2018 35 schools had achieved accreditation at Bronze, Silver or Gold level (appendix C)

Priority schools programme Given the current and future scale of school provision in Ealing, with new and expanding schools, the school travel team implement a prioritised list of schools, taking a strategic approach, to target resources more effectively (appendix D). The Priority List focuses on maximum of 25 schools, selected using criteria including obesity/overweight in Reception and Year 6; areas of multiple deprivation; air quality focus areas; pedestrian/cycle casualties; parking issues.

A programme of targeted activities is offered to these schools, to enable them to raise awareness of sustainable travel and train their pupils to be safe and active travellers.

The School Travel Advisors continue to support all schools but allocation of funding will concentrate on these priority schools.

3 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Summary progress against targets 2013 - 2018

Academic Year 2013/14 2014/15 2015/16 2016/17 2017/18

KPI Target Actual Target Actual Target Actual Target Actual Actual

Annual pupil % car 16% 20% 15% 13% 12% 12% 10% 19% 18% mode share

Annual pupil % walk & 48% 51% 50% 50% 52% 50.43% 55% 57% 59% scoot mode share

Annual pupil % cycle Base 4% 4% 4% 5% 4.18% 6% 5.57% 7% mode share

No.of accredited 74/114 71 71/114 44 60/114 48 74/114  37 35 School Travel Plans (STPs) Bronze (engaged **) 36 26 26 7 34 12 (26) 10 4 (2) 9 (2)

Silver 26 29 30 21 10 17 20 14 2

Gold 8 15 15 16 16 19 20 19 24

No. school children 800 954 900 995 1100 1745 1100 1811 1463 that have completed cycle training

 A new TfL STARS website and accreditation process was launched in September 2016. Many schools have not transferred to this new system and have not recorded their work on road safety and active travel.

** All schools are asked to register as ‘Engaged’ to demonstrate that they are working with travel advisers on resolving school gate congestion issues and running active travel and road safety schemes.

4 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

• Car use has reduced slightly this year, there are higher levels of active travel, improving physical What the numbers say: 2017/2018 activity • 56% of secondary pupils live up to 1 mile from their school and 57% travel actively to school • 85% of primary pupils live up to 1 mile but only 69% travel actively to school

Distance primary aged children live Usual Mode of Transport (%) For Pupils from school 2017-18 80% 70% 5 miles or more 1% 60% 4 to 5 miles 1% 50%

3 to 4 miles 1% 40% Private Vehicle

2 to 3 miles 3% 30% Public Transport 20% Active Travel 1 to 2 miles 9% 10% 0.5 to 1 mile 22% 0% Within half a mile 63%

0% 10% 20% 30% 40% 50% 60% 70%

Distance secondary pupils live from Pupils mode share secondary Pupils mode of travel Primary school 2017-18 schools 2017-18 school 2017-18 Walking Walking

5 miles or more 2% Scooting 0.43% Scooting 2% 3% 0.43% Park and stride Park and stride 4 to 5 miles 2% 8% Car share 1% Car share 3 to 4 miles 5% 6% 27% Car (+motorcycle) Car (+motorcycle) 2 to 3 miles 10% Rail/Overground 20% Rail/Overground 54% 51% 1 to 2 miles 25% Tube Tube 3% 0.5 to 1 mile 26% 7% Public bus 2% Public bus 1% 10% School bus/taxi 2% School bus/taxi Within half a mile 30% 1% 0% Cycle Cycle 0% 5% 10% 15% 20% 25% 30% 35% 1% Child casualty data over time • There have been no Road Traffic Incidents (RTIs) resulting in a child fatality, in Ealing, since 2008 (TfL collision data) ` • Child casualties have increased for 0-4 year olds and 17 year olds. • There’s been a slight increase in pedestrian casualties and a much higher increase in taxi and bus casualties

Child casualties in Ealing by age Age and gender of child casualties in 2016/17 50% 40 45% 35 40% 35% 30 30% 25 25% 20 20% Female 15% 15 Male 10% 10 5% 5 0% 2010 2011 2012 2013 2014 2015 2016 2017 0 0-4 yo 5-9 yo 10-15 yo 16-16 yo 17-17yo Age 0-4 yo 5-9 yo 10-15 yo 16 yo 17 yo unknown

Age of child casualties in academic year 2016/17 Casualties aged 0-17 in Ealing by mode 40 100

35 80 Other Vehicle 30 Goods Vehicle 25 60 Bus Or Coach 20 Slight Taxi

15 Serious 40 Car 10 Powered 2 Wheeler Pedal Cycle 5 20 Pedestrian 0 0-4 yo 5-9 yo 10-15 yo 16-16 yo 17-17yo Age 0 unknown 2010 2011 2012 2013 2014 2015 2016 2017

6 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Activities delivered 2016 to 2018 STARS Accreditation Grants and Rewards Ellen Wilkinson School for Girls – Produced a film to show the health benefits of active travel. It includes an interview with a bus driver on the effects of anti-social behaviour. Belvue – the YTAs at this SEN school delivered a road safety assembly to their peers. The STARS accreditation scheme is designed to provide the whole school community with skills Junior Travel Ambassadors and resources to inspire children and young people to travel sustainably, actively, responsibly In 2017/18, 14 schools were offered a total of and safely. It engages the whole school £4100 in grants to implement walking, cycling, community and empowers pupils to participate in scooting, public transport or road safety active travel behaviour; cycling, walking and measures at their school. The grant scheme is scooting and using public transport. based on the application and maintenance of Of the 85 schools that could run the scheme, only STARS (travel plan) accreditation. See appendix 16 take part and record information on STARS. Due to changes to the STARS system the E for further details. The TfL JTA scheme was therefore promoted to number of schools registered for the programme all primary schools as part of an annual has reduced. However, the school travel team are Youth Travel Ambassadors programme of events supporting JTAs. Badges working hard to re-engage with schools, providing and resources were sent to participating schools training and support to enable them to deliver and (YTAs) to support their activities. record their sustainable travel activities.

Clifton Primary School and Brentside High School Resources from TfL were awarded the schools of the region, Belvue The Council distribute various resources from TfL SEN school won a Regional Champion Award and Beaconsfield Primary School’s travel to primary schools. champion received a Long Service Award in Five schools participated in the YTA scheme in Walk About, Talk About is a multimedia DVD December 2017. 2017/18, delivering peer to peer activities to resource for parents and carers of pre-school promote active travel and road safety to students, aged children. 7288 were sent to Early Years In 2017/18 academic year there were 6 new staff and parents. Brentside High took part in the providers. 63 Primary schools were sent sets of Bronze, 3 maintained Bronze, 1 new Silver, 5 new full programme, with Belvue, Cardinal Wiseman, AtoZ Traffic Tales for their 5 to 7 year olds. Just Gold and 2 maintained Gold. 12 schools are Ellen Wilkinson and King Fahad taking part in the a Journey is a road safety resource aimed at accredited until August 2019 and 7 until August reduced engagement YTA challenge. children aged between 7 and 11. The CouncilThe 2020. Highlights from this year include: Council sent this mixed media resource to 53 schools 7 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Walking to School Maps Pedestrian Skills Training Theatre in Education -

In 2017/18 Pedestrian Skills Training was In April 2017 15 performances of a road safety Following a successful pilot of the walking to delivered to a total of 1155 Year Three pupils. play called Crime Scene Investigation were school maps in 2016 with four primary schools, a The training was well received by the schools and delivered to 1061 Year 5 and 6 pupils and 38 further 51 maps have been produced. The resulted in pupils learning road safety skills. adults. This play highlighted the importance of schools receive up to 200 hard copies for Training is delivered by For2Feet on behalf of using crossings correctly and behaving safely by distribution to new Reception families. The Ealing Council. schools also receive a PDF version that they can roads. upload to their website and reproduce as Safe Drive, Stay Alive required. A play called Deadly Distractions was delivered to 1711 Year 7 and 8 students at 10 High Schools, Ealing’s Walk to School in January 2018. This road safety performance Mascot, Terri The Tiger raises awareness of the dangers of distractions and peer pressure, along with the possible

consequences and impact of dangerous behaviour. Feedback from students and staff was excellent.

Road Safety Week In October 2017, almost 3000 Year 12 and Year

13 pupils from Ealing and Hounslow schools attended one of 9 performances at Questors Theatre in Ealing, to hear and experience the Schools were encouraged to promote national Terri the Tiger continues to be very popular, tragedies caused by speeding, dangers of not road safety week (20-26 November 2017) with supporting many sustainable travel campaigns. wearing seatbelts and the impact of peer the theme of ‘Speed Down Save Lives’. However, distribution of the costume has become pressure on poor decision-making. This initiative Hambrough and St Raphael’s primary schools difficult, due to the changes in the internal postal was fully funded by TfL. They funded 1/3 in 2018 received pedestrian skills training to support their system, many schools now have to collect and and have withdrawn all funding from 2019. campaign. return the costume. 8 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Balance Bike and Learn to Perfect Parking Campaign Active Travel Challenge

Ride Training The Council wanted to more schools to encourage active travel and organise promotional activities to engage with children and parents. Rather than use resoruces produced by other organisations, the Council decided to produce an The campaign was launched in September 2017, Ealing wide campaign, that links to our current encouraging schools to organise activities to initiatives and can be developed to meet the promote safe and considerate parking. This needs of our schools. In 2017, 9 Balance Bike and 4 Learn to Ride includes a range of measures that pupils can training sessions were successfully delivered by deliver and be involved in, to raise awareness of A bookmark was designed, using a child’s The Bicycle Society. These are CPD courses to and addressing the road safety issues relating to drawing and the LBE Get Moving branding, equip staff with the skills to teach their nursery, congestion around the school gate. incorporating Terri the Tiger as an image on the reception and Year 1 pupils to use balance bikes. collateral. The Council also produced a school 12 schools have signed up to the Parking The Council provided 8 balance bikes to each gate banner to promote the campaign in the local Promise, receiving a total of 1549 resources. school to help them continue to deliver training at area. their school, leading to an increase in the number Blair Peach Primary school organised a Pupil of children who can ride a bicycle. Traffic Warden activity, working with Ealing Council’s parking team and Civil Enforcement Balance Bike Celebration Officers, to deter drivers from parking or stopping inconsiderately at peak times. The pupils Day approached drivers who parked or stopped unsafely and delivered a road safety message. 40 children from 4 The Council piloted a 2 week active travel schools that had challenge with Northolt schools, in October 2017, received training in Scooter Safety and organised a family walk around Belvue Park 2016/17, attended an and the Grand Union Canal, to help us to engage Scooter skills event organised by with parents and carers. training was The Bicycle Society. delivered to almost The children raced The challenge was a success and the Council 580 year 1 and 2 around a track, set up rolled this out to all schools in the Borough in May children and 21 with cones, and had 2018 and ran a competition to design the members of staff, at free play on the bookmark for the next academic year. The 10 schools. The balance bikes. They were rewarded with medals winning designer at each participating school won staff are taught how and certificates. a Halfords voucher and the school of the overall to deliver their own winner received a Scooterpod. In May over 31k sessions. children took part at 66 schools. 9 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Bike It Plus solutions. They arranged, promoted and delivered activities, including an air quality project to raise awareness of the issues of car use

This is a school’s Supported schools: Breakdown of pupils behaviour change regularly cycling to school during 2017/18 project designed to encourage modal shift away School Pre Bike It Post Bike It Peddle My Wheels bike markets were held at Engagement Engagement from car use to active travel, on the school Allenby Primary and Dormers Wells Junior. 17 Brentside High 0.5% 4.5% journey. TfL had previously fully funded this bikes were donated by families at Allenby and 13 Holy Family 11% 22% bikes were sold. At Dormers Wells Junior 17 programme for Ealing schools. From September Ravenor 6.6% 23.7% bikes were donated and a total of 23 bikes were 2017 the funding was no longer available and Southfields 15% 15.2% LBE took over payment in order to continue the Primary sold. project. St John Fisher 8.4% 13% One family bought 3 bikes and the School Travel St Joseph’s 4.1% 5.5% Champion sees them cycling to school every In 2017/18, over 22k pupils participated in 424 Stanhope 5.5% not available morning. events and activities, at 10 schools. These West Acton 13% 11.8% ranged from classroom sessions, Dr Bike events, Active Travel Breakfasts to air quality Southfield Primary School took part in Sustrans campaigning. Bike It message in a bottle activity to celebrate the success of the programme. Pupils wrote, Intensively engaged schools: Breakdown of drew or added photos about what they have done pupils cycling to school every day during 2017/18 to increase active travel journeys, to a scroll that School Pre Bike It Post Bike It was placed inside the bottle. The scroll travelled Engagement Engagement over 60 miles across London, by bike Alec Reed 2.3% 2.4% Academy Big Pedal Tudor Primary 4% 14.9% This is an annual cycling and scooting challenge Tudor Primary engaged with the School Travel organised by Sustrans. According to their register Team for the first time due to their participating in 7 Ealing schools took part, for a total of 65 days, the Bike It Plus programme. They recruited a very with over 12k pupil journeys and almost 6k enthusiastic Bike It Crew who delivered supporter journeys. Ravenor primary school promotional assemblies and helped to increase ranked 2nd in London and Holy Family were 3rd. cycling for the Big Pedal challenge. Seven more schools recorded their participation The Bike It crew at Alec Reed used a Hackathon in a STARS Story and were pleased to see an style focus group to outline barriers and develop increase in active travel. 10 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

School Travel Work programme 2017 – 19 The school travel programme is reviewed annually. These are the projects the Council plan to continue to offer, or to develop, in order to achieve our objectives of reducing car use, especially for short journeys, improving road safety and increasing sustainable modes of travel.

Encouraging and enabling walking, scooting, cycling and public transport for the school journey. Building active travel into daily routines to increase physical activity. By specifically targeting cycling to school the Council aims to Active travel address the problems of lack of enthusiasm for cycling, lack of confidence on the roads, especially amongst parents in their children, and remove maintenance issues as a barrier to cycling. School travel activities can help to encourage residents to choose active and sustainable forms of travel for all journeys. Project Title & Description Specific action/plan Outcomes (business gain) Target audience

Employ a dedicated team member to deliver Increase direct engagement with schools. school walking and cycling activities and support Active Travel Officer More schools promoting and encouraging Primary schools schools with STARS. walking and cycling to increase active travel Initially 1 year contract - Jan - Dec (LIP funded)

Summer 10 day active travel challenge, encouraged schools to organise in May, to Active Travel Challenge coincide with national Walk to School Week. Bi-annual 10 day campaign. The Council Include competition to design the challenge will provide a bookmark that records bookmark for next academic year. Prizes - when children travel actively to school, scooterpod is free Modeshift membership Increase in active travel for school journey. and stickers to reward them at the end benefit, gift vouchers in stock Raising awareness of active travel through Primary schools of the challenge. Schools are Comms encouraged to organise inter-class Autumn term, 10 day challenge, schools are competitions to motivate the children encouraged to take part during October which is to take part. national walk to school month. This will also help to establish good travel habits at the start of the year. Increase in active travel for school journey. Walking Bus Guidelines developed and reviewed by legal and Raising awareness of active travel through Children are escorted to school by insurance service. Schools invited to pilot the Comms. trained adults, on a pre-defined route. guidelines prior to launch. The guidelines will Develop children's road safety skills through Primary schools Volunteers manage the Bus and the help schools to set up and run their own walking daily walk. escort rota. bus, with support from the School Travel Team. Increase local community awareness of ST activities.

Scooter Safety Training Scooting is a very popular mode of Commission supplier to deliver training to Increase active travel for school journey. travel. Provision of scooter training to identified schools. Teachers will participate in the Primary schools Develop children's road safety skills. encourage more schools to promote training to enable them to deliver future sessions. this mode of travel.

Review programme developed by Systra, with a Raise awareness of active travel to Nursery view to piloting an EYFS project. and Infant school parents/carers Nurseries, Starting School - Early Years Conduct research to understand more about Engaging with parents to encourage active Children's Foundation Stage (EYFS) project current EYFS safe and active travel projects. travel to school centres, Infant Develop a project to engage with EYFS Develop and pilot a project. Parents/carers choose active travel for the schools school journey Distribute new and reviewed walking maps (2018 Walking Maps versions), hard copy. And provide PDF for school Personalised maps produced for schools websites etc. Supporting schools to engage with families to offer to new Reception class families and encourage active travel at the start of Primary schools in their Welcome Packs. PDF versions their child's education. can be upload to their websites Develop assembly presentation and text for Welcome Pack, to support provision of maps. JTA Fun Day - induction event, learn how to Junior Travel Ambassadors deliver assemblies, run competitions, organise an Motivate and inspire pupils to promote Primary school pupil engagement to event. Practical example throughout the event - active travel and road safety. promote and encourage active travel, Road Safety Week. Hall hire, catering, reflector Increase the number of schools with JTAs Primary schools supporting the School Travel Champion shop pack, mini Terri the Tiger high-vis mascot Increase the accreditation level of those with STARS activities schools/the number of schools with accreditations

2 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Develop LBE scheme to support Champions to include provision of monthly bulletins, bi annual competitions TfL manage the scheme and support the YTAs in Motivate and inspire young people to Youth Travel Ambassadors their schools. LBE will attend YTA meetings to promote active travel and road safety Secondary school pupil engagement, become more involved in supporting the Increase the number of schools with YTAs Secondary peer to peer projects to organise programme and increase engagement with Increase the accreditation level of those schools sustainable travel projects. secondary schools schools/the number of schools with accreditations Terri the Tiger The Council will encourage more schools to Mascot costume that schools can borrow the costume to raise the profile of their Practical 'tool' to raise awareness of active All education borrow to support their sustainable campaigns and events. travel providers travel activities Cycling Continue to work with 2017/18 schools, no Sustrans Bike It additions, work towards end of project. Sustrans Delivery of the Bike It programme will develop an exit strategy and provide an end This project helps to raise awareness of Project ceased in January 2019, when of project report to help us to continue the legacy cycling to school through the delivery of Primary Schools the new Active Travel Officer take over of this project. activities and pupil engagement. promotion of cycling (and walking) in schools School Champion Training Day and mentoring for participating Bike It schools Sessions to be delivered at schools identified by Dr Bikes the ATO. Plus schools with pool bikes (balance Reduction in barriers to cycling to school Bike maintenance sessions delivered by and standard) that have been provided by LBE through fewer bikes with punctures and All schools local cycle business, London Bike Hub maintenance issues

School Travel Team to plan and run an event at a Balance Bike celebration event host school. A day of activities for children that Raised enthusiasm for cycling at an early age Schools/children Racing day for schools that took part in have received Balance Bike training. leading to increased likelihood of cycling centres that training CPDs later in life. took part in the

3 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Balance/L2R CPD 2016-2019

Bike buses were organised at Oaklands and Fielding Primary, in February 2018. These will be reviewed to determine if the children continued to cycle to school when the bus finished. If Bike Buses successful then additional bike buses will be Year 5 & 6 Escorting pupils by bike from home or organised, with school staff and parent Higher levels of year 5 and 6 pupils cycling to pupils at nearby location to school on a regular volunteers being trained to continue to run the school, supported by staff and parents identified basis bus. schools

Consider including led rides in future Bikeability training. Learn to Balance/Learn to Ride CPD EYFS and KS1 Courses delivered at identified Continuous Professional Development schools. Evaluation of courses to check that Greater numbers of pupils able to cycle, Teaching staff (CPD) course to enable teachers to training is embedded into the school curriculum. cycling to school as well as increase in use of and early years deliver balance bike and learn to ride cycling in the curriculum and KS1 training Balance bikes to be provided for schools as part Increase in the use of balance bikes in Balance Bikes Teaching staff of their Balance biking/Learn to Ride CPD. Staff curriculum lessons Providing bikes to enable training to and early years learn how to assemble and basic bike Increase in pupils able to cycle and riding to continue and KS1 maintenance as part of their training. school Raise awareness that the bike is available for school events, (as well as a bike owned by Public Smoothie Bike Health) eg. health fairs, cycling activities, bike Encourage schools to borrow the bike Increase in the use of the smoothie bike All schools week, Big Pedal. for activities and events Flyer and guidance produced with information about the Bike and share with all schools

4 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Developing road awareness from an early age, to be continued throughout children's education. Providing opportunities for all pupils to learn the importance of developing good road safety skills. Working with Partners Road safety across the Borough, to achieve Vision Zero - no road KSIs Killed and Serious Injury (KSI) casualties in LBE have been falling in recent years, the Council wish to help to continue this trend by offering a range of road safety activities. Project Title & Description Specific action/plan Outcomes (business gain) Target audience Research existing programmes and determine a suitable model for LBE project Schools Streets Develop process for implementation of the Road closures at start and end of school project. Enlist support from LBE stakeholders. Addressing school parking, congestion and All education day to provide safe environment for Produce and agree criteria for school road safety issues providers active travel to school participation. Undertake consultation.

This is successfully delivered in partnership with Raising awareness of dangers for drivers and Sixth Form Hounslow. They project manage the whole passengers to support a reduction in KSI students event. The Council will invite schools and provide casualties of young people staff to support. SDSA Invite Councillors and Senior Managers to attend Raising awareness of the event to highlight Councillors and Theatre performance for Year 12 (and the importance of continued funding SMT Year 13 that have not previously attended) Follow up with information on TfL's young road This programme encourages them to Secondary user ‘YRU’ initiative - online programme to raise consider their current travel choices and schools awareness of active, safe and sustainable modes plans for the future. of travel

Review current provision and appoint suitable Pedestrian Skills Training provider. Commission provider and observe Training provided to develop children's road Primary school Provision of practical road safety training. safety skills. Year 3 and 4 training for 7-8 year olds (year 3/4) Identify schools to receive training. Request Evaluation of programme provision feedback from schools.

5 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Working with Parking Services to identify Targeted approach to enforcement, locations for school related enforcement by supporting Parking Services to provide an CEOs, mobile cameras and ANPR efficient and effective service Parking Promise is a campaign to encourage School and Parent engagement in addressing drivers to pledge that they will park safely and parking issues Perfect Parking campaign considerately. The Council provide resources to Emphasis on schools introducing support the campaign. behaviour change techniques to Develop a Pupil Traffic Wardens scheme as a Empowering children and the school to address the issues of unsafe and means of raising awareness of and addressing address issues. All schools inconsiderate parking by school related parking issues. Pupils are Reducing antagonism and hostility when parents/carers. The campaign includes supported by adults (staff, PCSO or CEO) and addressing parking issues a number of measures to involve pupils speak to drivers if their parking causes issues. in delivering messages.

Develop and promote a play that schools can Schools take ownership of parking issues and perform to parents, to raise awareness of issues support and encourage behaviour change relating to car use for the school journey and sustainable travel

Carry out site assessments of all schools to Improving safety around schools to reduce All schools determine the barriers to walking and cycling. barriers to active travel and improve safety School Site Assessments Consider the Identify actions that could be considered if on school journey. infrastructure related barriers to funding becomes available in the future. walking and cycling to school

Offer and distribute resources to support school Schools use the resources to support their All schools Road Safety Resources activities school travel plans Provision of free resources available Resources available for displays and events, eg from TfL and DfT Think! school health fairs

6 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Working in Partnership with Met Police to deliver Collaboratively working with Police to All schools Working with Emergency Services Activities. support road safety in schools. Collaborative working to achieve Supporting Safety and Citizenship programme respective objectives and Junior Roadwatch campaign

Facilitate delivery of a scheme for Year 6 pupils, Primarily Year 6 Transition Programme to be organised by school staff, including Year 6 pupils better prepared to manage the pupils Information and activities for Year 6 signposting to existing resources and toolkits journey to their new secondary school Consider Year 7 going to secondary school Develop and pilot pedestrian skills for year 6, to students include journey planning Cycling, led rides (see Cycling) Road safety performance for Year 7 students Reducing child road safety casualties for Theatre in Education targeted group, by improving their Performances of plays with supporting Sustainable travel performance for Year 6 to knowledge of causes, impact and Identified materials, to deliver suitable messages support Transition Programme consequences of behaviour schools to the relevant audience Greater awareness of the benefits of sustainable travel

Supporting schools to use TfLs sustainable travel accreditation scheme for schools. Schools record their sustainable School travel travel activities, working towards the 3 levels of accreditation. The system provides ideas and guidelines for activities. It also produces a School Travel Plan. The STP/ STARS data analysis is used to monitor and measure the planning impact of resources and interventions and provides data for the SMOTS. Project Title & Description Specific action/plan Outcomes (business gain) Target audience STARS Encouraging and enabling schools to use the TfLs sustainable travel accreditation STARS tool to record their sustainable travel scheme for schools. Monitoring tool for activities, providing support and guidance Increase in STARS engagement all schools active and sustainable travel activities. through meetings, workshops and email Produce School Travel Plan (STPs). communication.

7 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Organise STARS Surgeries to provide 1:1 advice Efficient use of Officer time delivering and guidance support and guidance Assess and provide transport comments on planning applications for school expansion and Robust and achievable conditions are Planning applications new build project applied to planning applications Supporting developers and schools to Monitor planning conditions for existing planning Schools comply with the planning conditions produce travel plans for planning applications, supporting schools to develop and applied to their applications, addressing the All schools applications and to meet conditions of maintain their school travel plans. Implementing issues relating to an increase in pupil planning permission the use of bonds from Applicants to ensure numbers and reducing the impact of the compliance development

Meet with LBE Health Improvement officer to understand the process for approval of active travel plan for Healthy Schools awards. Healthy Schools Raise awareness of STARS and active travel Increased participation in STARS All schools Supporting applications for HS awards. through Healthy Schools comms channels

The Council have developed a scheme to offer small grants to schools that apply, maintain or reapply for STARS accreditation. Those that STARS Reward scheme Schools continue to use STARS to record maintain do not have to complete an application Grants for schools to support their sustainable travel activities and provide All schools form, making it easier to receive funding. STARS activities mode of travel data, resulting in robust data

Sundries Projects to support the Team's work and the team members, directly and indirectly Project Title & Description Specific action/plan Outcomes (business gain) Target audience

8 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Review reports and consider projects. Work with Increase awareness of the causes of air Ark Priory and AQ Team to apply for new funding to help the quality issues at participating schools. Christ the schools implement the audit recommendations Encourage them to address these through Saviour schools active travel Air Quality Audits Promote and disseminate the Programme Increase awareness of the causes of air All schools Any items from report guidance and audit toolkit to other schools quality issues and encourage schools to recommendations/mitigation the address these through active travel Council need to consider Consider anti-idling campaign Improving air quality around schools All schools Contribute to bid for funding from Mayors Air All schools Quality Fund. Projects to be decided by LBE AQ Team Produce school journey game for delivery by Engage pupils in school travel activities; peer All schools pupils to peer engagement Produce A2 versions of the WtS map for display Support School Travel Champion to increase All schools on School Health Fairs and discussion promotion of walking to school request - not Supporitng schools with events to promoted engage with parents and pupils Attend priority school fairs Raise awareness of active travel to parents; Priority schools increase awareness of courses they and their children can attend

9 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Key Actions for 2018 to 2020

• Reviewing and evaluating provision of services and training, to ensure the Council are achieving the aims of our team and receiving the best value for money.

• Developing guidance and toolkits for active travel and road safety, to support schools in addressing issues and delivering training themselves.

• Raising awareness to Governors and Councillors, to increase their knowledge of our work and gain their support to engage with schools.

• Engaging with providers of Early Years Foundation Stage education, to encourage parents and carers to consider sustainable travel choices for young children.

• Raising awareness of air quality issues relating to car use on the school run, to increase sustainable travel and improve air quality around schools.

• Work towards addressing the challenges faced by the School Travel Team, see appendix E

10 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

11 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Appendix A: Map of Ealing Schools Appendices

12 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Appendix B: Strategic links How the School Travel Programme aligns with other Strategic Strands

Walking Cycling School Travel Engineering Road safety Plans

Corporate objectives ✓ ✓ ✓ ✓ ✓

Travel to School Plan ✓ ✓ ✓ ✓ ✓

LIP ✓ ✓ ✓ ✓ ✓

Transport Strategy ✓ ✓ ✓ ✓ ✓

Cycle Plan ✓ ✓ ✓ ✓

Parking Plan ✓ ✓ ✓

Health and Wellbeing ✓ ✓ ✓

Obesity Strategy ✓ ✓

Education Services ✓ ✓ ✓ ✓ ✓

School Expansion Programme ✓ ✓

Air quality action plan ✓ ✓ ✓

School curriculum ✓ ✓ ✓

Play strategy ✓ ✓ ✓

Healthy schools programme ✓ ✓ ✓

Leisure and parks ✓ ✓

Emergency services ✓

13 | Page LBE Sustainable Modes of Travel Strategy Aug 2018

Appendix C: STARS Accreditation

STARS Schools Accreditation report Date of report : 1/9/2018 The highest level of STARS accreditation. Schools are setting high standards to inspire others to Gold transform travel habits. They have fully engaged the wider community to promote best practices, and have seen a measurable reduction in the number of journeys made by car every day. Schools have engaged with the wider school community to influence travel behaviours. They have Silver started to see a shift away from car use for their pupils, parents/carers and school staff. Schools that are starting their journey towards a safer, healthier school environment. They have Bronze organised campaigns, initiatives and events. Engaged These schools have registered for STARS and have started to work with us.

School name School type Level Date awarded Valid until Beaconsfield Primary and Nursery School Community School Gold 01/09/2017 31/08/2020 Belvue School Community Special Schl Gold 01/09/2016 31/08/2019 Berrymede Infant School Community School Gold 01/09/2018 31/08/2021 Brentside High School Foundation School Gold 01/09/2016 31/08/2019 Castlebar School Community Special Schl Gold 01/09/2016 31/08/2019 Clifton Primary School Community School Gold 01/09/2017 31/08/2020 Dormers Wells Junior School Foundation School Gold 01/09/2017 31/08/2020 Dormers Wells Junior School Academy Sponsor Led Gold 01/09/2017 31/08/2020 Drayton Green Primary School Community School Gold 01/09/2016 31/08/2019 Greenford High School Foundation School Gold 01/09/2018 31/08/2021 Hambrough Primary School Community School Gold 01/09/2016 31/08/2019 Holy Family Catholic Primary School Voluntary Aided School Gold 01/09/2017 31/08/2020 Mayfield Primary School Community School Gold 01/09/2016 31/08/2019 North Primary School Community School Gold 01/09/2016 31/08/2019 Perivale Primary School Community School Gold 01/09/2016 31/08/2019 Ravenor Primary School Community School Gold 01/09/2018 31/08/2021 Selborne Primary School Community School Gold 01/09/2018 31/08/2021 Southfield Primary School Community School Gold 01/09/2017 31/08/2020 St Gregory's Catholic Primary School Voluntary Aided School Gold 01/09/2016 31/08/2019 St John Fisher Catholic Primary School Voluntary Aided School Gold 01/09/2018 31/08/2021 St Raphael's Catholic Primary School Voluntary Aided School Gold 01/09/2016 31/08/2019 St Vincent's Catholic Primary School Voluntary Aided School Gold 01/09/2016 31/08/2019 Vicar's Green Primary School Community School Gold 01/09/2017 31/08/2020 West Acton Primary School Community School Gold 01/09/2017 31/08/2020 Blair Peach Primary School Community School Silver 01/09/2017 31/08/2019 Oaklands Primary School Community School Silver 01/09/2018 31/08/2020 Allenby Primary School Community School Bronze 01/09/2018 31/08/2019 Berrymede Junior School Community School Bronze 01/09/2018 31/08/2019 Greenwood Primary School Community School Bronze 01/09/2018 31/08/2019 Hobbayne Primary School Community School Bronze 01/09/2018 31/08/2019 St John's Primary School Community School Bronze 01/09/2018 31/08/2019 St Mary's Church of England Primary Free Schools Bronze 01/09/2018 31/08/2019 The Ellen Wilkinson School for Girls Foundation School Bronze 01/09/2018 31/08/2019 Three Bridges Primary School Community School Bronze 01/09/2018 31/08/2019 Tudor Primary School Community School Bronze 01/09/2018 31/08/2019 Greenfields Nursery Schl & Children's Centre Local authority nursery Engaged 01/09/2018 31/08/2019 St Joseph's Catholic Primary School Voluntary Aided School Engaged 01/09/2018 31/08/2019 St Mark's Primary School Community School Engaged 01/09/2018 31/08/2019

Appendix D: Priority Schools Priority Schools rating

Accident Accident Zones of Air Quality Existing Reception Year 6 Car Car School Name stats - stats - Multiple Focus planning Expansion Obese & Obese & Parking use use Rating cycling peds Deprivation areas conditions planned overweight Overweight rota 2015/16 2016/17

Tudor Primary School (N) 6 Y Y Y yes 25% 58% Khalsa VA Primary School 5 Y 29% 54% Y 64% Drayton Green Primary School 4 Y 34% 63% YY North Primary School 5 Y Y Y 25% 41% Ravenor Primary School (N) 5 Y yes 23% 32% 39% St Raphael's Catholic Primary 5 yes 30% 55% Y 33%

Alec Reed Academy 4 Y Western Ave yes 33% Durston House 4 Y near AQFA yes y

King Fahad Academy 4 Y Western Ave Y 32% Berrymede Infant School (N) 4 Y yes 37% Y Featherstone Primary and YY Nursery School 4 Y 25% 50% Oaklands Primary School (N) 4 Y yes 42% YYY Stanhope Primary School (N) 4 yes 27% 41% YYY Allenby Primary School (N) 4 Y yes 37% 41%

Coston Primary School (N) 4 Western Ave yes 24% 46% Oldfield Primary School (N) 4 Y Western Ave 27% 47% St John's Primary School (N) 4 Y Y Y 22% Dormers Wells Junior School 4 Y Y yes YYY St Mark's Primary School (N) 4 Y yes 25% 40% West Acton Primary School 4 yes 27% YYY 38% William Perkin C of E High 4 Y Western Ave yes Y Willow Tree Primary School 4 yes 28% 43% YYY Wood End Academy (A) 4 Y yes 44% 40%

Appendix E: STARS Reward

STARS Reward 2017/18

The London Borough of Ealing’s STARS Reward Scheme offers small grants to school that develop and maintain their STARS accreditation.

There are 3 levels of reward depending on the schools STARS status, with a different amount for each level

• Apply - when the school first achieves a level of accreditation, meeting the criteria as per the TfL STARS scheme • Maintain - showing that the school continues to promote sustainable travel and address issues relating to school travel, meeting LBE criteria (see below) • Renew - applying for TfL STARS accreditation to meet the scheme criteria

Schools will submit a funding form when they first achieve a level of accreditation and again when they renew that level. Funding for subsequent years will be automatically issued to the school, providing they have met all LBE criteria by 30th June.

If a level of accreditation has lapsed, the school can reapply for TfL STARS, meeting the relevant criteria, and can apply for the ‘renew’ reward.

Application process Bronze Silver Gold Apply School submit funding form £250 £350 £500 Maintain LBE issue Purchase Order £50 £75 £100 Renew School submit funding form £50 £125 £150

Maintaining your STARS To show that the school continues to promote sustainable travel and address issues relating to school travel, they must complete the following on STARS: • Bronze re-apply for Bronze level TfL STARS, meeting the TfL criteria • Silver update 8 Stories; upload staff and pupil surveys; review issues • Gold update 10 Stories; upload staff and pupil surveys; review issues

What can you use the reward for The grants must be used to fulfil the following criteria: 1. Promote at least one aspect of safer and smarter travel choices (walking, cycling, scooting, safer/ greener driving, public transport, road safety) 2. To help the school reduce congestion near the school.

Ideas include, but are not limited to: • Training - pedestrian skills, scooter safety, balance bike, cycling • Cycling – storage, helmets, pool bikes, bike market, Dr Bike • Resources - sustainable travel and road safety books, reflective and fluorescent products, • Staffing - supply cover to allow STP staff training or workshop attendance

Conditions of the reward: 1. The school must add a STARS Story describing how the Reward has been spent and the impact it has had. 2. The school will submit an invoice to LBE before 31st March 2018. 3. Schools will purchase their own equipment and commission their own service providers.

Appendix D – Challenges and solutions Challenges and solutions Challenges Solutions Engagement School engagement • Supporting schools that want to engage, sharing their success, It can be difficult to persuade schools to develop a travel plan and they will become good practise examples to others. deliver sustainable travel activities. Reasons include • Proactively working with 24 priority schools (2017/18), supporting • Other priorities (OFSTED); them to take ownership and organise sustainable travel activities. • Head teachers do not wish their school to be involved in “yet • Collaborating with Healthy Schools Team another initiative” • Pupil engagement - Junior and Youth Travel Ambassadors • They cannot identify an ST Champion; • Increasing visibility through comms (Ealing corporate comms and • They feel it’s not their responsibility to address school travel dedicated twitter) related issues; • Past experience of ST work; • Inconsistent support from LBE; • They’re not interested! Parental engagement • Dedicated ST webpage would be useful to promote our work. Parents decide how children will travel to school but the Council do • Increase social media not have direct contact with schools. • Involve parents in Cycle Training to give them the confidence to The Council provide information to schools to pass on to parents. cycle with their children and/or allow their children to cycle to Messages may not be expressed in the way the Council would like school independently or may conflict with school policies. • Encourage parent volunteers to organise activities, eg. Bike Bus, Walking Bus Staff engagement • Targeted campaign for school staff members (and parents) to No matter how many pupils travel to school sustainably, school encourage them to travel sustainably staff often choose to travel to work by private car. They may feel that the healthy/environmental/road safety messaging does not apply to them School focus Each school is unique and activities often have to be adapted to • Provide opportunities for schools to meet with Team,so that the meet their needs. Different types of school have different ways of Council have a better understanding of their ethos and specific working, different priorities and different issues issues – 1:1 meetings for priority schools; • STARS Surgeries, • Consider School Travel Conference

Schools have high expectations of the Council and do not take • Prepare schools to manage the impact of reduced ST budget. ownership of addressing issues. • Provide tools to enable them to deliver their own solutions, eg In the past Officers have delivered projects and provided large Parking Play, Scooter Skills lesson plans amounts of funding. With reduced budgets LBE can no longer do • Provide information on alternative funding streams eg. Sports this. premium, Sugar Tax Low level of engagement in STARS, see appendix D, means that • New reward scheme has been introduced to encourage schools to the Council do not have robust data, making it difficult to measure submit data on STARS, see appendix E success. • The Council are evaluating delivery of active travel programmes. There is a lack of information to evaluate the work programme and Evaluation is now being built into our projects. individual projects. School expansion programme • Additional school places are required (statutory duty). Planning for Schools DPD, May 16 advised forecast demand was up to an additional 3.5 primary forms of entry (FE) needed to be provided from 14 to Sept 16 and 19 secondary FE to Sept 19. During 13/14 and 14/15 there was a considerable school expansion programme to ensure places for primary school • Collaboration with other Teams – Education Property Services, children. During 15/16 the plans have been developed for Development Control increasing the number of places available at secondary (high) schools. • No obligation for schools to work with us or to produce a travel plan, except as a condition of planning permission. • Planning conditions are not enforced.

Environment focus Poor air quality as a result of local school runs is often dwarfed by • Focus on other solutions to improve air quality the emissions from nearby main roads such as the A40 or Uxbridge • Increase active travel in schools as a way to improve AQ road, leaving schools feeling powerless to make an impact on air quality Lack of ‘Healthy Streets’ level infrastructure to support behaviour • Support local infrastructure projects through encouraging change initiatives, therefore active travel behaviour can reach a engagement with primary schools, for example the West Ealing plateau until the streets they live in adapt to encourage further Liveable Neighbourhood school project working with St John’s active travel. For example, lack of protected cycle lanes and Primary. welcoming streets. Ealing Council focus

Too much to do, too little time to do it in, too few staff to do it! • Additional staffing resource - School Run Parking Officer; Business Admin apprentice, Active Travel Officer Dwindling budget to deliver paid for services • Actively communicate the team’s success stories in order to justify our existence and demand greater budget Budget reduction for the Parking team to robustly enforce poor • Pupil Traffic Wardens to support the Parking Team’s work. parent parking through the use of Civil Enforcement Officers and CCTV. Low profile for school travel within Ealing Council and some • Raise awareness of work programme to Councillors schools compared to Healthy Schools Programme • Seek support of Councillors to engage with schools • Raise awareness of work programme to school Governors • Engage and collaborate internally • Work with Healthy Schools team to raise profile

Version Control

Version Date Author(s) Revision Notes 1 12/11/2018 Nicky Batkin First draft

2 23/11/2018 Victoria Willis Comments on 1st draft

3 30/11/2018 Nicky Batkin Second draft

4 7/1/2019 Chris Cole Comments on 2nd draft

5 17/1/2019 Nicky Batkin Third draft

NAME TITLE SIGNATURE DATE Author Nicky Senior School Travel Batkin Advisor Reviewer Transport Planning Chris Cole Authoriser Service Manager