City Fringe OAPF

Transport Review

May 2014

Transport for London

Planning: Strategic Analysis Project: City Fringe: Transport Review

Name Role Author Paola Sammarco Principal Transport Planner, Project Lead Reviewers Phil Hawkins Principal Transport Planner Patricia Cazes-Potgieter Area Manager & Strategic Lead

Contents

1 Introduction...... 3 2 The City Fringe Study Area and Transport Objectives...... 4 3 Current Transport Provision and Issues...... 6 4 Planned and Proposed Transport Infrastructure and Development in the Study Area...... 23 5 Future Transport Challenges in the City Fringe Area...... 30 Appendix One: Indicative List of transport schemes and proposals in the City Fringe study area...... 36

List of figures

2.1 The City Fringe Study Area boundary...... 4 3.1 City Fringe Road network...... 7 3.2 Average delay in the PM Peak on a weekday (2011-12)...... 8 3.3 Air Quality in the City Fringe...... 9 3.4 Location of reported collisions (all modes) in the City Fringe Study area (2006-2012)...... 10 3.5 Rail and River Services in the City Fringe...... 11 3.6 Current Public Transport Accessibility Level (PTAL)...... 12 3.7 Trips beginning or ending in the City Fringe study area by mode, by residents...... 13 3.8 Main mode of onward travel from the LU stations within the City Fringe area...... 14 3.9 Current LUL and DLR crowding...... 15 3.10 Current National Rail crowding...... 16 3.11 Current Cycling Provision in the City Fringe Study Area...... 17 3.12 Inbound and Outbound flows through the Central London cordon sites in the City Fringe Study Area...... 18 3.13 Potentially cyclable trips with a destination in the City Fringe Study Area...... 19 3.14 Main mode of trips where a walking stage of over 5 minutes was made (trips with a destination but not an origin in the City Fringe Study Area 21 5.1 Forecast Highway Conditions: Committed schemes only to 2031 (PM Peak)...... 31 5.2 London Underground and DLR Crowding in 2031...... 32 5.3 National Rail and Tramlink crowding in 2031...... 33 5.4 Expected Pressures on the City Fringe cycle network...... 34

List of tables

3.1 Reported collisions within the City Fringe Study Area...... 9

1. Introduction

The transport review report has been undertaken by TfL to support the City Fringe Opportunity Area Planning Framework (OAPF) in conjunction with the Greater London Authority (GLA).

The framework sets out the planning, regeneration and design guidance for the City Fringe opportunity area. It has been jointly prepared by the GLA and TfL in conjunction with the London Boroughs of Islington, Hackney and Tower Hamlets along with engagement from the City of London.

1.1 Purpose of the report

This report provides an evidence base to the Connectivity Chapter contained within the OAPF. This report describes the current transport provision and issues within the City Fringe, details the future transport schemes (both committed and not committed and funded and unfunded) and identifies the main transport challenges resulting from the growth forecast in the study area.

1.2 Report structure

The report structure is described below: • Chapter 2: introduces the City Fringe area and the transport objectives; • Chapter 3: describes the current transport provision and issues within the City Fringe area; • Chapter 4: details the planned, committed and funded transport schemes within the City Fringe area; and • Chapter 5: identifies the future transport challenges in the City Fringe area;

2. The City Fringe Study Area and Transport Objectives

The City Fringe study area is located in inner east London, overlapping with both the central and east London sub-regions, and part of the Central Activity Zone. The study area contains significant development capacity and there is scope to support London’s critical mass of financial and business services as well as develop a technical cluster. The study area also contains some of the most deprived inner city neighbourhoods as well as more affluent neighbourhoods and developments.

Figure 2-1: The City Fringe Study Area boundary

In 2008, the GLA commissioned a draft OAPF for the City Fringe area. This set out for consultation a vision for the City Fringe, a planning framework and a series of objectives for the area. The consultation was completed, but the OAPF was not adopted.

2.1 Growth Aspirations for the City Fringe Study Area

The 2014 London Plan Consultation draft1 identifies the City Fringe as an Opportunity Area which could provide up to 70,000 new jobs and a minimum of 8,700 new homes by 2031. The following provides a transport overview of the revised City Fringe study area as shown in Figure 2.1.

1 https://www.london.gov.uk/priorities/planning/consultations/draft-further-alterations-to-the-london- plan-january-2014 4

The City Fringe area has the potential to become a business hub of major international significance. The area is expected to undergo significant change as the tech city develops over the coming years. This report takes account of this describing the existing transport context and setting down some guiding principles about how transport can support and facilitate the over-arching objectives of the OAPF.

The most relevant objectives for transport are: - Ensure that the business cluster in Tech City can continue to grow and be an engine driving regeneration in inner east London; - Ensure that the large redevelopment sites coming forward maximise the opportunity to assist growth in Tech City and are fully integrated into the fabric of the wider area; - Tackle poor public realm in the City Fringe, particularly at key sites such as around Old Street Roundabout and help facilitate the delivery of the Open Institute; and - Facilitate a more integrated and connected City Fringe with improved walking and cycling links that help unlock development potential while supporting more sustainable transport modes.

3. Current Transport Provision and Issues

This chapter summarises the current transport provision and issues within the City Fringe area. It considers a number of existing data sources to present an overview of the existing transport network, travel patterns and conditions.

3.1.1 Road Network

The area is well connected to all of the three major road networks: Transport for London Road Network (TLRN), Strategic Road Network (SRN) and Borough Principal Road Network (BPRN). To the east, strategic connectivity is provided by The Highway (A1203), Commercial Road (A11) and Whitechapel Road/ Mile End Road (A12), through the residential areas of Shadwell and Whitechapel. There are no strategic connections to the upper east of the area, although BPRN roads do provide some limited access to the A102, and A12. Running through the central spine of the study area, the A10 connects the City with the north of the study area via Bishopsgate.

The Inner Ring Road runs through the lower half of the study area, providing orbital movement around London’s core. It is a heavily used strategic road and carries approximately 72,000 vehicles per day and defines the northern boundary of the Congestion Charging Zone. Throughout the area, roads with strategic classification also play an important role in local and sub-regional connectivity. As discussed in the recent publication of the Roads Task Force Vision Report (August 2013) these roads are important, not just as a means of travel but also as a place or location. This is clearly the case for all strategic roads in this study area, which have many functions for those using them and their local communities. Figure 3.1 illustrates the key strategic roads and some of the neighbourhoods they pass through.

Figure 3-1: City Fringe Road network

3.1.2 Parking Supply

The four boroughs encourage reduced reliance on cars through their local parking policies. These seek to smooth traffic flow, improve the local environment and manage parking making use of the limited provision. The City Fringe study area sits within existing controlled parking zones (CPZs) designated by the four boroughs. The parking bays within these CPZs are allocated to certain users, including residents, businesses and their visitors. Each vehicle must display the relevant permit or visitor voucher for the zone they are parked in.

3.1.3 Taxi Provision

Taxi ranks are located at or just outside all termini stations except at Moorgate station. Taxis are also available via a hail on the street system. A number of private hire companies are located within the area. Trips made by taxi account for less than 2 per cent of onward travel from the Central London Rail termini.

3.1.4 Network Performance

TrafficMaster data presents GPS data on average highway delay compared to free flow night-time conditions. This data is collected by tracking the journey times of vehicles fitted with GPS devices travelling on the network. This data can be used to understand how congested the network is. Figure 3.2 shows the delay in the evening peak period, where the congestion is worst. As can be seen, the whole area is

extremely congested, particularly the TLRN/SRN roads in the south section of the study area.

Figure 3-2: Average delay in the PM peak on a weekday (2011-12)

A Journey Time Reliability (JTR) metric has been defined by TfL’s Network Performance team. The measure is defined as the percentage of journeys, of a nominal 30 minute average length which are completed within 35 minutes. If a corridor can be managed such that 9 out of 10 journeys can be completed within 35 minutes for an allowable 30 minute journey then that corridor would be considered to be 90per cent reliable. The 30 minute journey time represents the average journey time of a typical commuter travelling by any private motorised vehicle across London. Analysis of the JTR metric across journeys on those strategic roads which travel through the study area shows that they are 80-89.9per cent reliable for the entire route which means that over 4 out of 5 journeys made on the corridors are “on time” so not severely delayed. (London Streets Performance Report Quarter 1 2012/13).

3.1.5 Air Quality

The Mayor’s Air Quality Strategy has identified a number of locations within the City Fringe study as priority areas. These are locations where PM10, NOX and NO2 pollution levels regularly exceed European Union limits. NO2 pollution levels and the locations of the priority areas within the City Fringe study area are shown in Figure 3.3. The priority areas are road based and indicate where there are high pollution levels and therefore high human exposure.

Figure 3-3: Air Quality in the City Fringe

EU NO2 Annual Mean Limit Value

3.1.6 Collision Locations

Figure 3.4 shows the locations of the reported collisions between 2006 and 2012 within the City Fringe study area. The figures presented within this section show collisions which occurred within the City Fringe. Table 3.1 records the collision details. During this period, there were a total of 4,950 reported collisions. Of those, 21 were fatal and 603 were serious. The collision data also highlights a high volume of pedestrian and cycle casualties.

Table 3-1: Reported collisions within the City Fringe study area

Casualty severity Mode Fatal Serious Slight Total Pedestrian 11 222 996 1229 Pedal Cycle 9 189 1164 1362 Powered two wheelers 0 135 880 1015 Cars 0 31 817 848 Taxi 0 3 63 66 Bus or coach 0 18 318 336 Goods vehicle 0 4 66 70 Private hire 0 0 7 7 Other 1 1 19 21 Total 21 603 4330 4954

Of the 21 fatal collisions, 11 involved pedestrians and 9 involved pedal cyclists. The majority of the pedestrian accidents involved pedestrians who crossed the road in front of moving vehicles. The serious and fatal collisions tend to occur on the strategic roads within the area such as the A10, A11and A1208.

Figure 3-4: Location of reported collisions (all modes) in the City Fringe Study Area (2006 – 2012)

From further analysis into cyclist accidents in the area, a correlation can be made between the level of seriousness of the accident and the location these occur at big junctions on key strategic roads. Fatal collisions have occurred at junctions including Upper Thames Street/Queen Street Place, Hackney Road/Pritchard’s Road and Kingsland Road/Middleton Road. There are also clusters of serious accidents at the Old Street roundabout, Monument and the A10/Great Eastern Street.

Collisions involving pedestrians are more dispersed across the area with a higher occurrence the strategic roads. As with the cyclist accidents, the more serious collisions occurred at the larger junctions within the area.

3.2 Public Transport

3.2.1 Network

Figure 3.5 shows the London Underground, DLR and National Rail and Overground services serving the City Fringe study area. The area is served by the Central, Circle, Hammersmith and City and District lines. Most of the underground stations are located to the south explaining the higher PTAL scores. The area is connected to the DLR network offering direct connections to Canary Wharf.

The area contains four National Rail termini; Cannon Street, Fenchurch Street, Liverpool Street and Moorgate. The stations offer connections to east London, Hertfordshire, Essex, Cambridge and Stansted Airport. There are also four other National Rail stations including Bethnal Green, Cambridge Heath, Old Street and London Fields. In addition, London Overground services also operate through the area providing connections to Richmond, Stratford, Highbury and Islington and West Croydon.

Figure 3-5: Rail and River Services in the City Fringe

An extensive bus network serves the area with bus routes on the TLRN, SRN and local borough roads. There are two bus stations located within the area at Liverpool Street and Aldgate station. The bus routes offer connections across London as well as interchange opportunities at the stations.

3.2.2 Public Transport Accessibility Levels

The area’s access to the public transport network is reflected in its high Public Transport Accessibility Levels (PTAL). PTALs measure the density of public transport provision in an area and include the number of bus stops, Underground and rail stations, and frequency of services. The results are expressed on a scale of 1a to 6b, where 1a indicates extremely poor accessibility to the location by public transport and 6b indicates excellent access. The majority of the area has excellent access to the public transport network particularly in the south of the study area. This is due to the excellent coverage provided by London Underground and the bus network. These public transport facilities perform an important local and strategic function for residents, commuters and visitors.

Figure 3-6: Current Public Transport Accessibility Level (PTAL)

3.2.3 Local Travel Patterns

The mode of travel by residents of the study area, shown in Figure 3.7, reflects the area’s high accessibility by public transport, with half of the trips from or to the area being undertaken by public transport on an average day, including by Underground (22 per cent), National Rail (12 per cent) or bus (17 per cent). This is above the central sub-regional average.

Data from the London Travel Demand Survey (2012) shows that on an average weekday cycling accounts for approximately 5 per cent of trips to and from the study area. This is higher than the London average which due to the location of the study

area and the positive investment made in the area to encourage and promote cycling.

Figure 3-7: Trips beginning or ending in the City Fringe study area by mode, by residents (all week sample)

Source: TfL, LTDS mode share – all trip types 2011/12 (*other includes taxi, car, lorry and motorcycle)

Walking is the most popular method of travel by residents of the study area for trips beginning or ending in the area. Analysis of RODS data, as shown in Figure 3.8 shows that walking is the most popular mode of onward travel from the London Underground stations within the study area. There is also a high walking mode share for onward travel from the Central London Termini in the area. The high walking mode share is likely to be due to the proximity of the main trip destinations in the area such as main workplace and shopping and leisure services.

Figure 3-8: Main mode of onward travel from the LU stations within the City Fringe area (2011) (peak periods)

Source: RODS (2011)

Cycling has the smallest onward travel option, which could be explained by the difficulty of taking bikes on public transport. Cycling accounts for 3 per cent of all onward travel from all the central London termini. It accounts for less than 3 per cent at the termini within the City Fringe. However, Liverpool Street generates one of the largest numbers of overall cycle journeys. The majority of the trips are made by passengers own bikes although a large proportion are made by Barclays Cycle Hire from the central London termini.

3.2.4 Old Street Station Interchange

Old Street is a key station for interchanging in the City Fringe area and is at the heart of the Tech City aspirations as a focal point the development of the area. The station is connected to National Rail and London Underground.2. The First Capital Connect National Rail services serving the station are not severely congested. However, the Northern Line services see crowding of more than 4 people per square metre particularly in the southbound direction. The National Rail and London Underground station is located at the centre of the Old Street roundabout and is accessed via the subways from the four arms of the roundabout. The quality of the urban realm is poor at the station with the sub-ways dimly lit and low quality shopping provision.

2 Office of Rail Regulation, 2011/12 14

3.2.5 Rail Capacity and Crowding

The London Underground lines which serve the City Fringe area suffer from crowding particularly in the peak periods. The crowding levels shown in Figure 3.9 are based on the number of people standing per square metre on the trains. The crowding map shows crowding on lines serving the City Fringe study area; the Northern Line on the Bank branch and the Central Line show more than 4 people standing per square metre. The National Rail services serving the stations within the study area are not as congested as the London Underground services as Figure 3.10 shows, with available capacity on the lines into Liverpool Street. A similar trend is observed in the PM peak on London Underground and the National Rail services.

Figure 3-9: Current LUL and DLR Crowding

Source:TfL Planning, 2007

Figure 3-10: Current National Rail Crowding

Source:TfL Planning, 2007

3.3 Cycling

As can be seen from previous analysis, cycling is an important transport mode to travel to, from and within the City Fringe particularly for residents and employees within the area. The area contains the key employment destinations of the City and the Tech City triangle around Old Street station. The growing Tech City cluster and profile of employees means cycling is a more attractive mode to travel to the surrounding employment areas in Hackney Wick, Stratford and Kings Cross.

3.3.1 Cycling Provision

The three Cycle Superhighway routes serving the area are CS2 Bow to Aldgate, CS3 Barking to Tower Gateway and CS7 Merton to the City. The area is also served by Barclays Cycle Hire with approximately 60 docking stations located within the area predominantly to the south of the area. The most highly used docking stations tend to be clustered around the rail termini as cycle hire is used for onward travel upon exiting the stations. The area is covered by the London Cycle Network and the cycle routes on borough roads.

A number of businesses located within the area have signed up to TfL’s ’free cycle stands for employers’ programme. The purpose of this scheme is that businesses, through their travel plans and/or other measures, encourage their employees to

travel by more sustainable means to work. The scheme provides businesses who apply with free cycle stands.

Figure 3-11: Current Cycling Provision in the City Fringe Study Area

3.3.2 Cycle Flows

To help understand the amount of cyclists riding through the study area, analysis was undertaken on the results of a cordon study conducted across central London. This analysis found cyclists make up a quarter (63,500 cyclists) of inbound flows in the morning peak. Approximately, 8,760 cyclists pass through the central London cordon within the City Fringe study area into central London in the AM peak. This represents 30 per cent of all traffic which is greater than the proportion of private car vehicles (for all sites3). A similar tidal pattern is observed in the PM peak in which cyclists make up 28 per cent of the passing traffic travelling away from central London.

3 For sites with ‘all vehicle access’ and ‘cycle only’ access in the City Fringe study area 17

Figure 3-12: Inbound and Outbound flows through the Central London cordon sites in the City Fringe Study Area

Cycle count analysis has been completed to identify what areas of the City Fringe are most used by cyclists. The largest proportion of cycles was at Old Street in the eastbound direction, Liverpool Street in the northbound direction, Aldgate High Street and Paul Street in the southbound direction. The three Thames bridges to the south of the study area saw high flows in a northbound direction in the AM peak. The same patterns of hotspots are observed in the PM peak for the opposite direction of travel.

3.3.3 Potentially Cyclable Trips

The analysis of cycling potential seeks to quantify the nature and extent of the potential for cycling in London, by identifying trips made at present by other modes, and assessing whether they could potentially be cycled, based on a set of criteria about the person and trip. More detail on the methodology to derive potentially cyclable trips can be found in the ‘Analysis of Cycle Potential’ report4.

There are currently 11,400 cycled trips with a destination in the City Fringe (average 7 day week). Over half of these trips had an origin in the London borough of Hackney followed by Tower Hamlets. These are the boroughs in closest proximity to the area. The majority of the currently cycled trips are for work purposes.

Figure 3.13 shows the potentially cyclable trips with a destination in the City Fringe area. This analysis shows a potential 90,800 trips with a destination in the City

4 http://www.tfl.gov.uk/assets/downloads/analysis-of-cycling-potential.pdf.pdf 18

Fringe study area. Potential is higher in the London boroughs of Islington and Tower Hamlets due to the current lower cycle mode share in these boroughs which can be attributed to the current population demographic of these boroughs . The majority of potentially cyclable trips tend to be for work or shopping or leisure purposes. Many of the trips have a destination in the south of the area where the job density is higher. A high number of potentially cyclable trips also have a destination in Dalston and Hackney.

Figure 3-13: Potentially cyclable trips with a destination in the City Fringe study area

3.3.4 Cycling Constraints and Issues

One of the biggest barriers to cycling within the City Fringe is the severance caused by roads with high volumes of fast moving traffic vehicles. Key locations of severance include around the Old Street roundabout, Whitechapel Road, Aldgate Gyratory and Tower High Gyratory. In addition, as observed earlier in this section, collision involving cyclists mainly occur at shared junctions such as Upper Thames Street/Queen Street Place, Hackney Road/Pritchard’s Road and Kingsland Road/Middleton Road.

There are a high proportion of cyclists travelling into the City Fringe study area in the AM peak. The area is at the end of three Superhighways and the cycle network within the area is disjointed.

Cycle Hire data indicates that there is suppressed demand for Cycle Hire at central London termini; this includes Cannon Street, Fenchurch Street, Liverpool Street and Moorgate. This means that demand outstrips supply at these locations. The analysis highlighted that docking stations close to Liverpool Street are some of the most highly used for hires and docking across London. The docking stations in the vicinity of the station operate almost without the requirement of Cycle Hire to replenish the docking stations throughout the day.

Cycle parking within the City Fringe study area is not sufficient to meet current demand and there is evidence of informal parking in the area particularly at Bethnal Green Station.

3.4 Walking

Walking is an important transport mode to access the City Fringe particularly for residents/employees within the area. Similar to that of the cyclist, one of the biggest barriers to promoting walking in the City Fringe area is the severance caused by wide roads with high volumes of vehicles. The boundary of the Congestion Charge passes through the City Fringe area and results in a large number of vehicles travelling around central London along the Inner Ring Road to avoid the charge. In addition there are a number of arterial routes which already accommodate high volumes of traffic such as Shoreditch High Street/Kingsland Road (A10), Whitechapel Road (A11) and The Highway (A1203).

Old Street is a traffic oriented roundabout, however, it is also used by a significant number of non motorised users. Old Street roundabout acts as a major severance for pedestrians. Pedestrians are unable to walk the desired shorter route across the roundabout due to the road network and therefore have to walk a longer distance crossing two arms of the roundabout to reach their desired end point.

3.4.1 Walking Connections

The area is linked to the London Strategic Walk network by the Jubilee Greenway and Jubilee Walk routes, and is covered by the Legible London way finding scheme. There are clusters of signs in the south of the area around the Tower of London and also in the north in Dalston (in proximity to Dalston Kingsland and Dalston Junction stations) and in Hackney close to Hackney Central station.

Walking makes up 80 per cent of trips wholly contained within the City Fringe study area with the majority of trips over 5 minutes. A trip which is the one way movement from an origin to a destination may involve travel by one or more individual modes of travel. These component parts of trips are referred to as trip stages. Analysis was undertaken looking at trip stages for trips which had a destination in the study area but not an origin. Figure 3.14 shows the main mode of travel for trips where a walking stage of over 5 minutes was made. The vast majority of walking stages are made in tandem with a journey on public transport. This would be expected due to the excellent public transport provision within the study area and low car mode share.

Figure3-14: Main mode of trips where a walking stage of over 5 minutes was made (trips with a destination but not an origin in the City Fringe study area) (2005/6 -2011/12)

Source: LTDS

3.4.2 Pedestrian Flows

Pedestrian movement counts were undertaken at the Old Street Roundabout, the core of the Tech City, on a weekday in October 2013. Pedestrian movement was counted in the AM (08.30-09.30) and PM (17.45-18.45) peak periods. The counts found that in the morning peak, 42 per cent of pedestrians travel away from Old Street roundabout, of which approximately 17 per cent walked towards Angel. In the 21

PM peak, the majority of movement reverses and gravitates towards the roundabout. Just under a quarter of pedestrians approached via City Road from Angel. These trends are also reflected in the usage of the subway tunnels to access Old Street Underground station.

3.5 Summary of Existing Transport Issues

The key existing transport challenges within the City Fringe area are summarised below:

• Poor Air quality The Mayor’s Air Quality Strategy has identified a number of locations within the City Fringe as priority areas for reducing concentrations of PM10.

• Congested road network The City Fringe area experiences congestion particularly on the TLRN/SRN roads in the south section of the study area.

• Severance impact of the roads with high volumes of fast moving traffic The Old Street roundabout, Whitechapel Road, Aldgate Gyratory and Tower High Gyratory are keys links to, from and to onward destinations outside the City Fringe but the high traffic volumes and number of lanes means that they form a barrier for pedestrians and cyclists.

• Peak crowding on the London Underground lines In the morning and evening peak periods, there are high levels of crowding on the northbound and southbound Northern Line services and westbound Central Line services.

• Fragmented cycle network The City Fringe is served by three Superhighways and the Cycle Hire but the cycle network within the area is disjointed.

• Lack of cycle parking The existing cycle parking provision is not sufficient to meet current levels of demand.

4. Planned and Proposed Transport Infrustructure and Devlopment in the Study Area

There are a number of planned, committed and funded transport schemes within the City Fringe area which are aimed to enhance the existing transport network, increase capacity and improve connectivity. There are also a number of schemes which are proposed, but are not committed nor funded. Appendix One provides details on the transport schemes including whether they are, or are not, funded or committed.

4.1 Completed Transport Improvements

Since the consultation of the City Fringe draft OAPF in 2008 there has been a number of public transport improvements in the revised study area. The most significant of these has been the introduction of the London Overground. The London Overground provides a suburban orbital rail network providing direct connections to Highbury and Islington, New Cross, West Croydon and Clapham Junction. It has introduced new stations at Shoreditch High Street, Haggerston, Hoxton and Dalston Junction.

The DLR has also been upgraded from two to three car services across much of the network leading to 50 per cent capacity increase. Access to River Services has been improved with the implementation of queuing arrangements at the piers and the installation of Legible London at all TfL piers.

The Barclays Cycle Hire scheme has been extended to parts of Hammersmith & Fulham, Lambeth and Wandsworth. Further intensification within the centre has also occurred. The area has also been connected to the Barclays Cycle Superhighways network with routes 2, 3 and 7 ending in the area.

In recent years, there have been a number of areas which have seen schemes implemented to improve the public realm and local connectivity. These include Whitechapel High Street, Spitalfields, around Broadgate Tower, Broadway Market and Mare Street.

4.2 Committed and Proposed Transport improvements

Roads The Mayor’s Transport Strategy (MTS) has identified ongoing and funded measures to smooth traffic flow, manage congestion and improve journey time reliability. There is also the ongoing programme of maintenance on the TLRN. In addition, the Roads Taskforce has identified the A13, A1203 and A3211 as locations where congestion reduction initiatives should be implemented.

Aldgate Gyratory (funded and to be delivered by 2020) The Aldgate area is currently under-going major development at present. The Aldgate Gyratory is being transformed into a two-way system. This will create a new public square at the southern end. The key principles of the gyratory removal are to improve cycle safety, meet pedestrian desire lines and improve the public realm by

creating new public space. The scheme would have an impact on the bus network and therefore TfL Buses are undertaking a review.

Principal Road Renewal Schemes (proposed) The Tower Hamlets LIP identifies renewal schemes on Hackney Road, safety improvements on Bethnal Green Road and road widening on Valance Road / A11.

Rail (National Rail and London Overground), London Underground and DLR

Crossrail (by 2018) The introduction of Crossrail in 2018 will lead to new Crossrail Stations at Liverpool Street and Whitechapel. Crossrail will provide easier, quicker and more direct travel opportunities across the capital for the first time via new railway lines and tunnels. By 2018, upgrade works will have been implemented at Moorgate, Liverpool Street and Whitechapel stations. Crossrail will deliver a major new heavy-duty suburban rail service for London and the South-East. Trains will be 200 metres long and be able to carry 1500 people. It will connect the City, Canary Wharf, the West End and Heathrow Airport to commuter areas east and west of the capital.

Capacity Enhancements on Northern Line and Sub-Surface Underground Lines (by 2020) This is a programme of line upgrades and station refurbishments which are committed and funded. When complete, the upgrade will deliver faster, more frequent and more reliable train services for customers, increasing capacity by 20 per cent and cutting journey times by around 18 per cent. The upgrade works are due to be completed in 2014.

Hackney Downs National Rail station and Hackney Central Overground station upgrade works (by 2015) The scheme will see the implementation of an off street route between the two stations costing approximately £5m. .

Crossrail 2 (safeguarded route) Crossrail 2 is a safeguarded route for an underground railway through central London running from South West London to North East London. Within the City Fringe study area a station could be included at Dalston Junction. Crossrail 2 would create a new high frequency, high capacity rail line with shorter journey times between southwest and northeast London. It would help to relieve congestion on busy main line routes into central London and on the Underground network,

Whitechapel Station (proposed) In 2018, a new Crossrail station is due to open at Whitechapel. Tower Hamlets has developed a Masterplan for the area which will guide the expected growth in the area. The Masterplan sets out the aims of promoting sustainable development and reducing the need for onward travel.

Infrastructure and Rail termini enhancements (proposed) This would include enhanced bus services and interchange at selected Crossrail stations as well as capacity enhancements at the London termini in the area.

Dalston Kingsland Overground station (proposed) Improvements to the station are under consideration associated with the redevelopment of an adjacent site.

Shoreditch High Street Overground station (proposed) A scheme proposing a potential second entrance to station associated with new development.

Tower Hill Underground station (proposed) Developer led scheme for the introduction of step free access at Tower Hill station.

Cycling

The Mayor’s Cycling Vision aims to double the amount of cycling over the next 10 years and provide the infrastructure and support to achieve this. There will be a particular focus on significant improvements to routes and junctions on TfL’s road network as well as a partnership with the borough’s to deliver improvements on local roads. Some of the new cycle facilities are set out below.

Better Junctions Programme (by 2016) A number of junctions have been identified as areas where cycling facilities and safety needs to be improved. Junctions in the first phase within the City Fringe area are: • Aldgate Gyratory; • Old Street Roundabout; • Tower Gateway; and • Apex Junction (Shoreditch Triangle).

Crossrail for the bike (proposed/by 2016) The ‘Crossrail for the bike’ is a fast, segregated cycle superhighway stretching 15 miles west to east from the western suburbs to Canary Wharf. It would link up with the existing Cycle Superhighway 3.

Central London ‘bike grid’ (proposed) A central London ‘bike grid’ of high quality, high volume cycle routes using a combination of segregation and quiet shared streets. Included in the grid would be a network of high quality guided cycle Quietways. The proposed Quietway routes are aimed at those who would like to cycle now, but are put off by having to do it on busy roads. The routes would be on less busy roads. Proposed routing was consulted on in late 2013.

A Tube network for the bike (proposed) Create branded cycle routes where possible in parallel with Tube lines and bus routes.

Shoreditch Triangle Green Zone (proposed) A trial site has been identified in the Shoreditch Triangle area. A Green Zone is intended to provide an integrated approach to delivering transport and environmental objectives within a defined area. The Green Zone would support increased levels of walking and cycling.

Cycle parking and cycle permeability schemes (proposed) The City of London has identified in their Infrastructure Delivery Plan that additional cycle route provisions and cycle parking is required Hackney has identified cycle permeability schemes which could include contra flow cycle lanes and toucan crossings at Goldsmiths Row/Pritchard’s Road and Navarino Road/Greenwood Road.

Cycle parking standards for new developments (proposed) Revisions to the London Plan Cycle standards for new development are proposed as part of the Further Alterations to the London Plan which was consulted on in January 2014. Subject to the London Plan process, these standards would be in place for new developments from 2016. Higher standards can also be applied locally where appropriate.

Walking and Urban Realm

Aldgate Gyratory removal, Old Street improvements, Whitechapel Crossrail scheme, Dalston Station scheme and Hackney stations schemes (committed / proposed) There are number of public realm improvements associated with the projects above which will improve walking and the urban realm.

Public realm and accessibility improvements (proposed) The Hackney Local Implementation Plan (LIP) identified locations for public realm and accessibility schemes. These are Leonard Circus, Leonard Street / Paul Street, Calvert Avenue / Boundary Street, Hoxton Market, Dalston and Rivington Street. The Tower Hamlets LIP identified public realm improvements on Brick Lane. The City of London Bank Area Enhancement Strategy and Liverpool Street Enhancement Strategy identify a number of locations in the area for public realm improvements.

A number of schemes have been identified at the Old Street Roundabout. Detailed design and discussion for proposals remain ongoing. However, the spotlight below provides further information on current schemes.

OLD STREET ROUNDABOUT

Context

The Old Street Roundabout is located at the junction of A5201 Old Street and A501 City Road. Old Street (east) and City Road (north) are part of the London Inner Ring Road (IRR) connecting with A1202 Great Eastern Street and Commercial Street in the south, and A501 City Road in the north.

At present the Old Street Roundabout is dominated by vehicular traffic due to the highways orientated design of the junction. The result is a poor quality urban realm with barriers to pedestrian movement. The Underground station in the centre of the roundabout can be accessed by subways located on the edges of the roundabout.

Old Street has recently been classified as a City Hub by the Roads Task Force, which is a Mayor’s commitment for improving London Highway network. It has also been identified as a Top 100 junction for cycling improvements by the Better Junctions programme. The purpose of the programme is for cycling safety improvements to be implemented at junctions the identified.

A programme of work is currently exploring options for redevelopment of the roundabout. This includes the redevelopment of the Old Street peninsular, reconfiguration of commercial space within the subways and the proposal for Open Institute at Old Street. In March 2014, Old Street Station TfL launched its “first innovative retail destination” with seven new pop-up stores opening at the station. This forms part of TfL’s commercial development strategy.

Issues

The current dominance of vehicular traffic due to the predominantly highways orientated design of junction results in a poor quality urban realm. Analysis shows that the Old Street Roundabout, and its approaches, are severely congested in both peak periods.

Pedal cycle movements at the roundabout account for 30per cent of all vehicle movements during the peak periods. Cycle facilities at the station are low quality.

Due to the highways orientated design of the roundabout pedestrian facilities are not cohesive with pedestrian desire lines not supported. Wayfinding around the peninsular, including the location of the crossings, needs to be improved.

Old Street Underground station is located in the centre of the roundabout. The station is used by approximately 21 million passengers per annum. Northern Line services serving this station are crowded in both peak periods with more than 4 passengers standing per sqm.

Aspirations & Emerging Visions

The aims of the redevelopment programme at the Old Street Roundabout are to:

- Allow direct, convenient, and safe walking in and around the junction;

- Enhance the cycling environment with more facilities for cyclists such as cycle lane, priority cycle measures and link to the Quietway network;

- Improve journey time reliability through and in the vicinity of the junction

- Reduce severance caused by the Inner Ring Road whilst ensuring reliable operation on the strategic highway network;

- Support a downward trend in casualties;

- Create high quality public spaces that support pedestrian activity associated with public transport;

- Navigate pedestrians and passengers clearly in and out of the station with appropriate signage; and

- Enhance the accessibility to station platforms and improve interchange movements between the LU and National Rail stations, with improved visibility of the station on the streetscape.

Improvements at Old Street Roundabout need to benefit all users including station users, pedestrians, cyclists, and vehicles on the surrounding network.

4.3 Future Development Pressures

The 2011 London Plan identifies the City Fringe as an Opportunity Area which could provide up to 70,000 new jobs and a minimum of 7,000 new homes by 2031. The

OAPF identifies that key development opportunities are clustered into strategic locations within the study area and it is at these locations that the most significant development change is likely to occur. These are: • Old Street; • Shoreditch; • Aldgate; • Whitechapel; • The Oval/Cambridge Heath Road; • Hackney Central; and • Dalston.

Chapter 5 of the OAPF considers each of the strategically important locations and sets out the key developments proposed in these areas.

5. Future Transport Challenges in the City Fringe Area

As discussed in the London Plan, London is expected to grow in population and economic activity the coming years. Travel patterns will respond to these changes, as well as those in response to transport infrastructure. This chapter explores the challenges which arise from future growth in the City Fringe area. The committed and funded schemes are included in the 2031 forecast year and there are a number of schemes which seek to improve the existing layouts of the roads in the area.

5.1 Highway Network Pressures

Current forecasts for traffic growth to 2031 predict a rise of around 2 per cent in traffic levels across London. In 2031, the highest vehicle flows are observed on London Bridge, Lower Thames Street, on the InnerRing Road through Old Street roundabout and on Mile End Road. As figure 5.1 shows, these key links also see the highest amount of delay particularly on the approaches to the Old Street Roundabout from the north (City Road) and New North Road. A number of the key links with the City Fringe study area are at or approaching capacity. These locations were highlighted as congested in the current year and therefore without mitigations these areas will get worse in the future.

The implementation of the east-west cycle superhighway on Lower Thames Street and public realm improvements at Old Street Roundabout, as well as the increasing number of cyclists, will further reduce the capacity of the roads in the City Fringe area. Future hotspots on the highway network in the PM peak are highlighted in Figure 5.1. A similar trend is observed in the AM peak period.

Figure 5-1: 2031 Forecast Highway Conditions: Committed Schemes Only to 2031 (PM peak)

Source: TfL Planning

5.2 Public Transport: Committed Schemes Only to 2031

Public transport demand is forecast to rise by 27 per cent between now and 2031. Despite the improvements planned for the London Underground, high levels of crowding remains on the Northern Line and the Central Line within the City Fringe. Some relief is provided to the Central Line within central London as a result of Crossrail.

Figure 5-2: London Underground and DLR Crowding in 2031

Currently, crowding on the National Rail services serving the City Fringe area is less of an issue. By 2018 Crossrail will serve stations within the City Fringe study area. Crossrail will deliver a direct connection between all of London’s main employment centres; linking Heathrow with Paddington, the West End, the City and Canary Wharf. This will improve the international and national connectivity of the area. In the peak periods, up to 24 trains per hour will serve the central section between Paddington and Whitechapel during peak periods. This will provide congestion relief to the Central Line. With the exception of Crossrail, particularly in the westbound direction, the improvements planned for these services ensure that this remains the case in 2031 as Figure 5.3 shows.

Figure 5-3: National Rail and Tramlink crowding in 2031

In addition to the residents travelling from and within the City Fringe, there will be a significant increase in the number of people entering and exiting the stations in 2031 compared with now. When considering the AM and PM peak periods and the number of passengers entering and exiting the stations, the greatest increases are forecast at Old Street, Moorgate, Hackney Central and Homerton. The forecast increase in passengers entering and exiting the stations will put pressure on the footways and key routes to and from the stations. Additional pressure will also be placed on the on cycle hire and bus routes serving the stations.

5.3 Cycling

Approximately 4 per cent of trips with an origin in the City Fringe study area are made by bicycle. As described in Chapter 4, there are several schemes which will be improving facilities for cycling in the City Fringe area increasing its appeal as a mode. As a result of these schemes and natural growth in cycling, there is forecast to be a 216 per cent increase in the number of cycle trips with an origin in the City Fringe study area between now and 2031. By 2031, cycling will make up 9 per cent of trips with an origin in the City Fringe study area.

The proposed central London grid and Quietways network would provide a more integrated cycling network within London. These will accommodate the increase in cycle flows through the City Fringe area. They would also be complemented by Cycle Superhighway 1, 2 and the ‘Crossrail for the Bike’, joining up with the existing Cycle Superhighway 3. Additional pressure would be placed on the highway junctions that currently experience high vehicle flows. The Quietways network would

33 see an increase in the number of cyclists in the north of the City Fringe study area. This is shown in Figure 5.4.

Figure 5-4: Expected pressures on the City Fringe cycle network

5.4 Walking and Urban Realm

The number of residents and jobs within the City Fringe are forecast to increase. There will also be an increase in the number of people travelling into and from the City Fringe by 2031. As seen in chapter 2, walking is the preferred mode choice for many of those travelling within the City Fringe area, and forecasts expect it to remain popular. As the area’s prominence grows with the promotion of the Tech City, there will be a requirement to ensure the walking environment and urban realm facilitates the increased number of walking trips with the City Fringe area.

Over the past few years, there have been several schemes implemented to which have improved the public realm and local connectivity. These should be strategically linked together to form high quality urban realm corridors joining key gateways and destinations within the City Fringe.

The severance caused by wide roads and high volumes of fast moving traffic is one of the biggest barriers to higher walking mode shares in the area. The levels of motor vehicle traffic within the area should be reduced in order to encourage more walking.

Improved crossings facilities within the area would improve connectivity particularly on Great Eastern Road and Bishopsgate (north) linking the new development around Principal Place and the Goodsyard.

5.5 Future Challenges in the City Fringe Area

Over time, travel patterns respond to changes in the economy and the transition of local land use, as well as new transport infrastructure. The most significant drivers of change for the City Fringe area will be the arrival of Crossrail in 2018, the evolving Tech City and the redevelopment and regeneration of the City Fringe area.

The pressures that growth will bring, coupled with general demand for travel, will add to the existing pressure on the local and strategic transport network in the area. The highway network will become more congested with the forecast increase in traffic and cyclists. There will be a continued requirement to ensure safety for users of highway network.

The area is well connected to the London Underground network. However, the lines serving the area are extremely crowded during the peak periods. The improvements planned will provide additional capacity on services, but the services will remain crowded. In addition, there is forecast to be an increase in the numbers of bus passengers boarding and alighting in the area. Pressures on the public transport will continue as the area grows and develops. With increases in rail passengers and more people living and working in the area, the volumes of passengers entering and exiting the area’s stations is forecast to increase. This will place additional pressures on key routes to and from the stations and see servicing pedestrian crossings close to capacity.

There is expected to be a significant increase in demand for cycling with a forecast 9 per cent of trips with an origin in the City Fringe study area being made by bike in 2031. If the objectives of the Mayor’s Cycling Vision are met and the potentially cyclable trips transfer to cycling, then there will be a significant increase in the number of cyclists using the network in the City Fringe area. This will reduce capacity on the highway and add pressure to an already constrained highway network.

Walking is likely to remain the most popular mode for travelling within the City Fringe. It is forecast that there will be a large increase in the number of people walking in the area due to the increase in the residential population and the number of jobs in the area. Whilst Legible London is already in place at some locations within the area, it needs to be enhanced and supported by a good walking environment to support the additional trips and improve the perceived attraction of the area. Consideration should also be made of the most sustainable options to make a journey which could encourage a change in travel behaviour and help residents and businesses in the area have a better environment in which to live and work.

Appendix One: Indicative list of transport schemes and proposals in the City Fringe study area

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 Rail London Plan Crossrail 1 Core scheme: Maidenhead and Heathrow in the west to H (2014 Shenfield and Abbey Wood in the east. Crossrail alterations) stations at Liverpool Street and Whitechapel. Crossrail 2 Enhanced southwest-northeast London capacity and H (formerly connectivity. Scheme detail to be reviewed to ensure Chelsea – maximum benefits and value for money. Hackney line) London Scheme to provide a fifth carriage (and associated M Overground – infrastructure works on the north, west and east London Capacity Lines, as well as the Euston – Watford ‘DC’ line Improvement Programme West Anglia Stratford – Angel Road capacity enhancement to enable M the running of 4 trains per hour. West Anglia Further service enhancements (including the four M/H tracking) across the whole of the Lea Valley Line. Rail termini Passenger congestion relief/onward movement capacity M enhancement enhancement works. Schemes under development including the provision of step free access. City of London: Crossrail 1 Implementation of Crossrail 1. Interchange masterplan H Core Strategy details design options for Liverpool Street and (2011) Bishopsgate London Underground London Plan Northern Line Northern Line upgrade in delivery phase to provide M (2014 (Phase 1) additional capacity and improve journey times alterations)

Northern Line Northern Line upgrade 2 to deliver a further 20 per cent M

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 (Phase 2) increase in capacity through the simplification and recasting of service patterns Sub-Surface Circle, District, Hammersmith & City and Metropolitan H Railway (SSR) lines upgrade (including new air-conditioned rolling stock and new signalling) to provide additional capacity and improve journey times Central Line Central Line upgrade: Including new energy efficient and M high capacity rolling stock and signalling Station Continuing programme of refurbishment / modernisation H refurbishment / of stations. modernisation / programme Core asset Programme of core asset renewal to lock in benefits H renewal from the upgrades and maintain assets in a state of good repair. Energy saving A programme of work to include low energy lighting, L / M initiatives smart electricity metering at stations and low loss conductor rails. Regenerative braking and To be implemented as an integral part of the Tube automatic train upgrade programme control TfL / London Liverpool Street Works are being undertaken by Crossrail to provide new H Underground and Whitechapel infrastructure and improvements to the station Undergound Station

Bank LU are in the process of tendering for a RIBA C study to L Unknown Underground enhance capacity and provide step-free access at the

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 station station following feasibility work to look at two main options to mitigate congestion at the station. Old Street Old Street capacity study exploring provision for future M Underground works at the station. Station Tower Hill Developer led schemes for the introduction of step free L Unknown Underground access at Tower Hill Station. Developer will provide LU Station with the civil infrastructure to incorporate lifts at the station. Aldgate Pre-planning report issued in 2011 regarding a L On hold Underground development proposal adjacent to the station and Station discussions were had about the potential incorporation ofa joint development with the station. The development has not been granted planning permission and the project is on hold. DLR London Plan Station Improved efficiency of interchange to accommodate L (2014 Improvement increased passenger flows resulting from large scale Alterations) and capacity developments. works DLR Extensions Work towards possible extension west of Bank H TfL DLR Tower Gateway Planning consent for a residential development to the L rear entrance rear of the station (on Mansell Street/Royal Mint Street). Through the Section 106 process the developer has committed to fund and install a new entrance to the station from street level to the platform Tower Gateway Aspriation to redesign the front entrance to the station n/a Unknown redesign and station concourse. Buses and bus transit

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 London Plan Bus network Regular review of bus network to cater for population M (2014 development and employment growth, maintain ease of use, attractive Alterations) frequencies and adequate capacity, reliable services, good coverage, effective priority and good interchange with other modes. Low emission Intention that all new buses entering London’s fleet post M buses 2012 be low emission Bus stop Improved accessibility of bus stops – ensure that 95% of L accessibility bus stops are accessible by the end of 2016 programme High Quality Bus Bus priority / transit corridors – investment supporting L Priority economic revitalisation in London’s Opportunity Areas by providing new links and services TfL Buses Aldgate Bus Removal of the gyratory system to complement the L Station removal of the adjacent Whitechapel High Street Gyratory to create a new public square at the southern end. The implications for buses are under review. Cycling Projects London Plan Central London Delivery of central London ‘Bike Grid’ of high quality, L (2014 Grid high volume cycle routes, using a combination of Alterations) segregation and quiet shared streets, along with some innovative use of existing infrastructure

Quietways A well-signed network of radial and orbital routes, mainly L on low-traffic back streets, for those wanting a more relaxed cycle journey. Includes a central London ‘Bike Grid’ of high quality, high

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 volume cycle routes, using a combination of segregation and quiet shared streets along with some innovative use of existing infrastructure. Greenways A network of attractive and functional routes for walking L and cycling to, and through, green spaces across the Capital. Cycle New radial routes to central London and improvements L Superhighways to existing Cycle Superhighways. Including fast and substantially segregated cycle superhighways providing north-south and east-west routes through central London. Cycle Mass cycle storage facilities with good security and cycle L Superhubs at routes at rail stations. rail stations Cycle Parking Continued delivery towards target of 80,000 spaces by L 2016 Better Junctions Better junctions that are addressing cyclist and L pedestrian safety at over 30 key junctions in London including Aldgate Gyratory Mayor’s Vision Crossrail for the Fast, segregated cycle superhighway - stretching at L for Cycling Bike least 15 miles west-east through the heart of London, (2013) from western suburbs to Canary Wharf and Barking. Route will link to existing CS3.

TfL Cycling Green Zones Trial site for a green zone identified in the Shoreditch n/a Unknown Triangle Area. A Green Zone is designed to provide an integrated approach to delivering transport and environmental objectives within a defined area and should support Mayoral transport objectives including

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 increased levels of walking and cycling for short trips, greater use of public transport and electric vehicles for longer distance trips and complementary supporting measures such as walk to school programmes and cycle training. City of London Cycle revolution Includes providing high quality conditions for cycling on L Implementation programme the London Cycle Network and several north-south and Plan (2011) east-west back street routes through the City; enhanced permeability and priority for cyclists; facilitation of the cycle hire scheme and the cycle superhighways and facilitation of cycle hubs at the City's railway stations. City of London Cycle Parking 27,000 additional off-street cycle parking spaces needed L Infrastructure to meet increased demand Delivery Plan Cycle Routes Additional cycle route provision on key routes within the L (2011) City London borough Cycling Could include filtered permeability schemes, contraflow L of Hackney permeability cycle lanes and new toucan crossings where Local Scheme appropriate. Areas identified include: Implementation - Goldsmiths Row / Pritchards Road; Plan (2011) - Goldsmiths Row one way section; and - Navarino Road / Greenwood Road contraflow. Walking and urban realm enhancements

London Plan Enhanced urban London-wide ‘better streets’ initiatives to improve M (Alterations realm and pedestrian connectivity and urban realm including 2014) pedestrian Aldgate Gyratory. environment Improved Targeted programme of works to improve access to M access to stations by different modes (walk, cycle, bus), enhance

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 stations and interchange and ensure local benefits including: integration with Crossrail urban realm complementary measures surroundings schemes at Liverpool Street and Whitechapel. Enhanced bus services t key Crossrail stations. Improved way Targeted introduction of on-street way finding specifically L finding designed for pedestrians through Legible London at a variety of locations. Increased tree Target of five per cent increase in tress in London’s L and vegetation parks, gardens and green spaces by 2025 coverage River Action Legible London Legible London will be installed at all TfL Piers L Plan (2013) London borough Public realm Creating a better balance between vehicles and people. L Unknown of Hackney improvement Places within the City Fringe include: Local schemes and - Leonard Circus, Leonard Street / Paul Street; Implementation accessibility - Calvert Avenue / Boundary Street; Plan (2011) schemes - Hoxton Market; - Dalston; and - Rivington Street.

London borough Brick Lane Public realm improvements to support local economy L Unknown of Tower and clear zone initiative Hamlets: Local Implementation Plan 2 (2011) City of London: Pedestrian Increased public transport provision at key locations due L Core Strategy movement to Crossrail will require greater capacity for pedestrians

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 (2011) City of London: Greater capacity Increased public transport provision at key locations due L Infrastructure for pedestrians to Crossrail will require greater capacity for pedestrians Delivery Plan (2011) City of London: Public realm Public realm improvement by reducing conflict and L Bank Area improvement improving safety for all modes of transport, and creating Enhancement schemes more space for pedestrians. Key locations within the City Strategy (2012) Fringe are: - Birchin Lane; - Finch Lane; - Nicolas Lane; - Abchurch Lane; - Austin Friars; - Walbrook and the Royal Exchange; - Old Broad Street; and - Threadneedle Street. North-South Improvements to the bypass routes of north-south lanes L Court Lane and to generally improve the safety of the area and make it Lombard Street predominantly a safe walking and cycling route

Aldgate Gyratory Removal of the gyratory system to create a public space L / remove subways and improve pedestrian mobility Urban Realm Play space and opportunity for public art providing an L Improvements improved walking route. These locations include: - Vine Street; - Crescent Street; - Hammett Street; and - America Square.

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 Improved Enhance the walking environment along key links L walking through adding trees, green environment and widening environment footways. These locations include: - Little Somerset Street; and - Vine Street City of London: Urban Realm Improve the pedestrian environment and accessibility to n/a Unknown Liverpool Street Improvements the area. The locations include: Enhancement - Bishopsgate; Strategy (2012) - Liverpool Street; - Artillery Passage / Middlesex Street / Moorfields; - Moorgate; - Sun Street; and - Eldon Street Road Projects London Plan Achievement of Ongoing programme of maintenance to maintain the - (Alterations a good state of TLRN to a state of good repair through the renewal of 2014) repair of road carriageways, footways, tunnels, structures, bridges, infrastructure drainage, vehicle restraint systems and other assets.

Enhanced safety Implementation of a number of projects including: L features – Identifying locations for Dutch style roundabouts. improving safety Early start traffic signal technology. for all road users Technology to protect all vulnerable tunnels and structures by 2016. 21st Century Projects include: L/M road works – Lane rental charges to minimise road work disruption. reducing delay Underground utility corridors to reduce the need for roadworks.

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 Greener Streets A range of projects being implemented, including but not L/M – limited to: implementation Extra low voltage traffic signals and centrally managed of a range of lighting systems. environmental Mayor’s air quality fund, e.g. green walls, no engine- measures idling campaigns, local green action zones. Supporting expansion of car clubs. Supporting more environmentally friendly vehicles, including introducing a Euro IV a NOx standard for London Buses in 2015. Provision of infrastructure to support low emission road vehicles, including distribution networks for other alternative fuels including hydrogen and biofuels (unfunded) Re-imagined A series of schemes to support growth and transform L streets and areas of London including at Old Street. places

Better Implementation of a programme of schemes to improve L management of journey time reliability on the TLRN including: road space to Upgrading traffic signal control information to SCOOT. improve journey Traffic Signals timing review at over 1,000 sites across time reliability London. A scheme to actively manage the Inner Ring Road Congestion Implement Mayor’s £50m Blackspot fund by 2016. L hotspot busting Continued programme of smaller scale corridor – tackling key improvements to address congestion hotspots and congestion improve journey time reliability.

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 areas Bus and cycle priority points – implemented at key locations to improve journey times for these modes. Capital Projects Series of capital schemes (often linked to developer M to support funding) to help unlock growth, regenerate key areas; growth and provide enhanced connections and tackle congestion / tackle key constraints on the network. congestion Further gyratory, Work proposed includes: Aldgate, Shoreditch Triangle M one-way system and bottleneck improvement works Roads A13, A1203 and Reducing congestion by rolling out more SCOOT as well n/a Unknown Taskforce A3211 as reducing severance by transforming the public realm (2013) in town centres along the routes. City of London: Aldgate Removal of the gyratory system to complement the L Local removal of the adjacent Whitechapel High Street Implementation Gyratory to create a new public square at the southern Plan (2011) end. Liverpool Street Enhancement of the street environment around the L area City's major railway termini. Includes the provision of better links between the station and key visitor attractions to the east and west. London borough Old Street Close western arm of the roundabout to create two way n/a Unknown of Islington: roundabout working. Improved public realm through creation of Local additional public space and consolidation of current Implementation station entrances. Plan (2011) London borough Dalston Lane Route Study: Proposals on the analysis of the movement L

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 of Hackney: of different users and modes Local Mare Street Corridor Scheme: Proposals on analysis of the L Implementation movement of different users and modes Plan 2 (2011) Amhurst Road Corridor Scheme: Proposals on analysis of the L movement of different users and modes London borough Bethnal Green Safety improvements and street scene enhancements L of Tower Road Hamlets: Local Vallance Road / Road widening and realignment L Implementation A11 junction Plan 2 (2011) improvements Whitechapel Interchange scheme: Improvements to the area around L Whitechapel to strengthen linkages and integrate with other schemes Hackney Road Principal Road Renewal L River Services

London Plan Implement River The Action Plan aims to develop river services to their L (Alterations Action Plan to full potential. Its content is divided into four themes; 2014) achieve Mayoral Better Piers, Better Information and Integration; Better target of 12 Partnership Working and Better Promotion million passenger journeys on the river by 2020 Other London Plan Promoting Initiatives to reduce the environmental impact of travel, L (Alterations sustainable make more efficient use of limited transport capacity 2014) urban mobility and/or encourage active travel such as walking and

Source Scheme Description Cost Anticipated Completion 2013 - 2017 – Post 16 21 / 22 2022 cycling. Sustainable business travel should be influenced through the provision of integrated travel solutions and real time information delivered through mobile applications. Sustainable residential travel should be encouraged through the promotion of car free development, the use of car clubs, flexible working and active travel (walking and cycling). Increased use of Increased use and power of travel plans for workplaces, L travel plans residences and schools and individuals

KEY to Appendix 1 table: Indicative list of transport schemes and proposals in the City Fringe study area

Scheme Cost L = Low £0 – 100million

M = Medium £100 million - £1 billion

H = High £1 billion +

Funding Funded Unfunded