CHAPTER TWO

LOCAL TRANSPORT CONTEXT

Chapter Two – Local Transport Context

Introduction 2.1 Many people have to travel to, from and within the City of Westminster. As the commercial, cultural and administrative centre for the nation, the City of Westminster attracts an estimated daytime population of over one million residents, workers and visitors. About 40% of ’s hotel beds are located in the City of Westminster. More people are likely to be drawn to it during the 2012 Olympic Games and Paralympic Games because of the major attractions and the four events due to be held in it (Archery at Lord’s Cricket Ground, Beach Volleyball at Horseguards Parade, the triathlon at Hyde Park and the road cycling at Regent’s Park).

2.2 Westminster's function as a centre of business and government requires the movement of people and goods on a large scale and without undue delay. The existing transport networks do not always meet this need. They bring hundreds of thousands of people to work each weekday by train, bus, coach, car, taxi, motorcycle, cycle and foot, though sometimes too slowly, unsafely or in overcrowded conditions. The location of major transport nodes and links is illustrated in map 2.1 below.

2.3 The transport systems also give access to shopping, entertainment and the City's historic sites for visitors. The high level of demand for transport for all these varied needs means that the environment of the City, as experienced by residents, workers, and visitors, may suffer.

2.4 Westminster's residents make less complex demands on the transport system. They need to be able to travel conveniently to shops, schools, leisure facilities, work, or to see friends. Many of their journeys are short and can be made on foot or by bicycle, although such journeys are not always perceived as particularly safe or pleasant. For longer journeys, public transport is usually convenient, but it must be maintained and improved, especially reliability and interchanges.

2.5 The environment must be protected from the intrusion of unnecessary traffic. However, much of the City of Westminster, is not like the rest of London. The very different kind of land-use pattern, the varied activities, and the volume of competing demands for transport mean that, in order to satisfy residents‘ requirements for reasonable environmental conditions and at the same time keep the transport system efficient, car use must be reduced. In addition a reduction in car use would reduce damage to the environment, reduce the economic costs of congestion, improve conditions for more sustainable forms of transport and reduce deaths and injuries on the road.

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Chapter Two – Local Transport Context

Map 2.1: Location of major transport infrastructure in the City of Westminster

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Chapter Two – Local Transport Context

Road Hierarchy 2.6 There is a total of 229 miles (369 kilometres) of carriageway within the City of Westminster. The City Council is currently responsible for the maintenance of 180 miles (289 kilometres). is the Traffic Authority for all traffic signals in London and the Traffic and Highway Authority for 15 miles (24 kilometres) of road within the City of Westminster that forms part of the Transport for London Road Network (TLRN). The remaining 35 miles (56 kilometres) of carriageway is made up of private streets, which are privately maintained. Roads in the Royal Parks are the responsibility of the Department of Culture, Media and Sport (DCMS) via the Royal Parks Agency. This is illustrated in map 2.2 below. A number of miles are designated as Strategic Roads and whilst maintained by the City Council are subject to consultation and formal notification with Transport for London.

2.7 In pursuing its statutory duties, the City Council liaises with neighbouring London Borough councils (Brent, Camden, , Lambeth, Royal Borough of and Chelsea and Southwark), and other statutory and non-statutory bodies. Major organisations consulted include the Department for Transport, Transport for London, and Network Rail. The latter three are jointly responsible, along with the Department of Transport and the former Strategic Rail Authority for the planning and provision of public transport (bus, underground, river services and rail) in the Capital.

2.8 The roads must always allow emergency vehicles and essential service vehicles such as those used for refuse collection and cleansing to reach all parts of the City; at the same time, they carry most of the goods moved around Westminster, and loading, movement and parking are difficult.

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Chapter Two – Local Transport Context

Map 2.2: Road hierarchy within the City of Westminster

WELLINGTON ROAD

MAIDA VALE

PARK ROAD

ST JOHN'S WOOD ROAD

HARROW ROAD

ROAD PORTLAND PLACE

MARYLEBONE GLOUCESTER PLACE BAKER STREET

WESTWAY

MAIDA VALE

OXFORD STREET CHARING

REGENT STREET

SUSSEX GARDENS AVE ALDWYCH CROSS BURY DRIVE WATERLOO CARRIAGE WEST NORTH BRIDGE SHAFTES HAYMARKET

ROAD

BAYSWATER ROAD CARRIAGE STRAND

DRIVE MENT

WHITEHALL HOR SERPENTINE ROAD SE

EMBANK

PICCADILLY GUA THE MALL RDS

CONSTITUTION HILL RD VICTORIA SOUTH CARRIAGE DRIVE GROSVEN WESTMINSTER

KENSINGTON ROAD BIRDCAGE WALK BRIDGE

ROAD OR ON

PL

BROMPT STREET MILLBANK

VICTORIA

VAUXHALL BRIDGE ROAD

MILLBANK

GROSVENOR ROAD

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Chapter Two – Local Transport Context

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Chapter Two – Local Transport Context

Central London Congestion Charging Zone 2.9 An area within the City of Westminster, bounded by Bridge Road, Grosvenor Place, Park Lane, , and is subject to the ’s Congestion Charging Scheme. The weekday daily charge has recently been increased from £5 to £8. The scheme is in operation Monday to Friday between the hours of 7.00am and 6.30pm.

2.10 Transport for London has recently consulted on the proposed western extension of the congestion charging scheme. If the scheme proceeds, then the Bayswater, Belgravia and Pimlico areas of the City of Westminster will be covered by the scheme. The proposal includes a north – south ‘free route’ running along Edgware Road, Park Lane, Grosvenor Place and Vauxhall Bridge Road. Other ‘free routes’ would be the boundary roads and the A40 .

2.11 The Mayor of London is currently considering whether the existing congestion charging scheme should be extended to the west. Whilst the City Council remains opposed to the Mayor of London’s congestion charging scheme, Officers are now working in co- operation with officials of Transport for London to try to ensure that the scheme is implemented with as few adverse effects on the City Council's residents and businesses as possible. In particular, the City Council is seeking a 90% discount for excluded residents, improvements to public transport, an earlier finish to the scheme so that it finishes at 6pm now and 1pm after the extension, and improvements to the proposed boundary route including Harrow Road.

Traffic Flows 2.12 The City of Westminster has unacceptably high levels of through traffic and . The problems that this causes include poor air quality and associated illness, a slow and unreliable bus service and large numbers of accidents. The volume of traffic also makes it difficult to provide adequate facilities for vulnerable road users, such as pedestrians and cyclists.

2.13 The number of vehicles entering central London during the morning peak (0700 – 1000) peaked in 2000 at 1,108,000 and has since experienced a slight decline 1. The most common mode of transport used to access central London is the Underground and . The modal split of people entering central London is illustrated in figure four below. For these purposes the City of Westminster is assumed have the same travel patterns as central London.

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Chapter Two – Local Transport Context

Figure 2.1: People entering central London during the morning peak (0700 – 1000)

2.14 Since its introduction in February 2003, the central London congestion charging scheme has had some positive effect on the reduction of traffic levels and congestion. However, there is increasing concern over the longer term effect that the scheme is having on the businesses of central London, in particular the retail and entertainment sectors. If the Mayor of London decides to proceed with the proposed western extension of the congestion charging scheme, then it is feared that this detrimental effect on business could well extend to more economically vulnerable areas, such as Harrow Road.

Public Transport 2.15 The City of Westminster is the most comprehensively served location by public transport in the whole country. Accessibility to public transport services in Westminster is exceptionally high overall, although the predominantly residential areas in the north and north- west of the City are less well served than elsewhere.

2.16 The City Council believes that a good public transport system is essential to meeting the residential, commercial, cultural and administrative functions of Westminster and the capital as a whole.

Rail 2.17 Within the City of Westminster’s borders there are four mainline rail termini which are Charing Cross, Victoria, and Marylebone. Each of these stations has to cope with high numbers of passengers on a daily basis, Victoria Station alone deals with 76.5

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Chapter Two – Local Transport Context

million passengers a year2. Two of these stations, Paddington and Victoria, have direct connections to Heathrow and Gatwick airports. Therefore there are issues surrounding how passengers get to and from these rail termini.

2.18 Although most of Westminster is well served by rail services, problems are exacerbated by the perception that the rail systems are overcrowded, expensive and regularly disrupted and that these problems are getting worse. However, the rail networks in Westminster are largely outside the City Council's control, being the responsibility of the Department of Transport, Network Rail, train operating companies and other agencies. Improvements to rail infrastructure and services are urgently needed to provide additional capacity, which will improve the attractiveness of the railways, reduce overcrowding on trains, improve reliability, promote economic growth and facilitate environmental improvements.

2.19 The City Council plays a role in the provision of the reliable, reasonably priced, efficient, integrated and secure rail and underground systems which are essential to London's economy, vitality and amenity, and to its competitiveness as a World Class City with a sustainable and healthy future. Whilst overall responsibility for the rail and other public transport operations is outside the City Council’s control, the City Council will work with these other agencies to improve rail services in London.

Crossrail 2.20 The Line 1 project involves the construction of a twin bore east-west tunnel under Central London with the western tunnel portal at Royal Oak in the City of Westminster. It would link the existing lines into Liverpool Street in the east with the lines into Paddington in the west. There would be new central London stations at Paddington, Bond Street and Tottenham Court Road (all of which are in Westminster), and at Farringdon, Liverpool Street and Whitechapel. The route through Westminster is safeguarded. A hybrid Bill for the construction of Crossrail Line 1 was deposited in Parliament in February 2005 and received its second reading on 19 July 2005.

2.21 The City Council continues to strongly support the implementation of Crossrail Line 1 because it will bring major benefits to Westminster and Central London. The City Council particularly welcomes the provision of a Crossrail link to , to supplement the existing service, as it will provide a direct link between Heathrow and the West End and City, without the need to interchange at Paddington.

2.22 Notwithstanding this support for Crossrail Line 1, the City Council proposes to petition against the Bill and to give evidence to the Select Committees of the Houses of Commons and Lords for several

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reasons. These concerns relate to the construction of station and ventilation shaft worksites; construction traffic; impact on highways, traffic and pedestrian movement; tunnelling, noise and vibration; impact on operational railways; and the impacts on listed buildings and in conservation areas.

2.23 It is currently anticipated that Royal Assent for the Crossrail Bill will be obtained in 2007. Although there may be some advanced works carried out using other powers, the earliest realistic start date for major construction work on Crossrail Line 1 would therefore also be 2007 and it is currently anticipated that Crossrail Line 1 will be operational by 2013.

2.24 The City Council also welcomes the longer term provision of Crossrail Line 2, linking existing railway lines in southwest and northeast London, which would have stations in Westminster at Victoria, Piccadilly Circus and Tottenham Court Road. The safeguarding directions for Line 2 are currently being reviewed. The earliest that Crossrail Line 2 would be operational is 2016.

Underground 2.25 There are 32 underground stations in the City of Westminster and, with the exception of the Waterloo & City Line and the East London Line, every Underground line runs through the City of Westminster.

2.26 On average London Underground carries over three million passenger journeys a day and 150,000 people an hour enter the underground system. One of the Underground’s busiest stations is Victoria, where in 2004 there were 107,468 weekday passenger entries and 108,363 weekday passenger exits. Oxford Circus is also amongst the busiest stations with 93,649 weekday passenger entries and 108,247 weekday passenger exits in 20043.

2.27 There are a number of stations that do not operate efficiently due to an increase in the number of people using them. Two such examples are Covent Garden and Tottenham Court Road. Works are currently being undertaken to improve the layout of the ticket hall at Covent Garden Underground station. However, this will not be sufficient to resolve the problem in the longer term.

2.28 Tottenham Court Road Underground Station and Victoria underground station have been identified as ‘network critical’ by London Underground. This means that the impact of these stations is beyond the local area and that they affect the performance of the whole network4. The City Council will work with Transport for London to improve the operation of the stations mentioned above.

2.29 It is understood that Transport for London will be creating a step free station at St John’s Wood Underground Station in preparation for the

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2012 Olympic Games and is also considering other stations, like St James’s Park. The City Council supports these proposals.

Buses 2.30 The London Bus Priority Network (LBPN) was developed in 1994 by the 33 London Local Authorities, the former Traffic Director for London, and the Government Office for London. The LBPN partnership is well established, and recognised for facilitating the development of high quality bus priority measures through the annual bidding process and support to authorities. In the eleven years since its inception, it has delivered over 3,500 bus priority schemes, including 25 new or enhanced bus lanes and many other priority measures in the City of Westminster.

2.31 Some 79 bus services pass through the City of Westminster’s streets. Whilst this benefits the City of Westminster in relation to the levels of public transport accessibility experienced by its residents, businesses and visitors there are some examples where the intensity of the routes are so high it is detrimental to the street. For example, Oxford Street suffers from congestion as a result of the high bus and taxi flows. This has the detrimental effect of increasing passenger journey times and reducing the quality of the pedestrian experience of this international centre. The City Council is working closely with Transport for London on measures to improve the reliability of journeys and reduce delays.

2.32 Transport for London introduced the “pay before you board” scheme for buses in August 2003. The scheme applies within the central area, bounded by Victoria Station, Waterloo Station, King’s Cross Station and Paddington Station. Within this area there are roadside ticket machines at every bus stop where bus passengers can purchase a single journey ticket or a 1-day pass, for the exact money. The City Council is concerned at the streetscape impact of bus ticket machines and encourages the roll out of transactions and subsequent reduction in on-site ticket machines.

Coaches 2.33 (VCS) is London’s main interchange for express coach services to and from destinations across the UK and mainland Europe. It consists of two facilities, firstly there is the large departure concourse that is situated within the main VCS building on Road and across the road on Elizabeth Street is the smaller arrivals hall. Both buildings function together in the handling of some 10 million passengers and 210,000 coaches per year. This does not include the many more passengers who arrive in central London by express or commuter coach many of whom disembark in Westminster. TfL have recently been assessing the future of VCS, either through the redevelopment of the existing terminal or relocation to another site. The City Council strongly opposes further expansion of VCS as the intensive coach operation

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Chapter Two – Local Transport Context

of the facility has led to a history of detrimental environmental conditions for the many residents that live in the area.

2.34 The City Council recognises that the tour and express coach market fulfils an important role in the effective movement of commuters, tourists, residents, school children and other visitors across London and that appropriate policies and schemes should be developed.

2.35 To ensure that on-street provision is made for coaches near to the main tourist attractions, public transport hubs and other key destinations for coaches, the City Council has increasingly worked with other stakeholders. These include more set-down and pick-up on-street bays and the improvement of terminal facilities. The City Council has also actively supported the London Coach Forum that TfL chairs. Presently there are some 53 rising to 66 coach bays that the City Council manages and there are plans to introduce a modest increase in this number subject to environmental and other traffic management parameters that affect where coach bays can be developed.

The Cross River Tram 2.36 The City of Westminster is working in partnership with Cross River Partnership (CRP) on a transport programme, which considers and promotes the needs of both Central London and the London South Central areas. One specific area of work covers the development and promotion of the Cross River Tram (CRT) scheme, which includes the Tram Complementary Measures programme. CRP’s dedicated tram team will work in partnership with the City of Westminster to deliver a range of measures to support the development of this major piece of public infrastructure.

2.37 There will be a consistent approach to problem resolution that contributes to ameliorating both existing problems and the impact of London’s proposed growth.

2.38 The CRT is a strategic transport infrastructure project for Central London, being developed by Transport for London (TfL) and the of, Lambeth, Camden, Southwark and the City of Westminster, working together as members of CRP.

2.39 CRT is a modern street running tram system operating a core section between Euston and Waterloo Station, with northern branches to Camden Town and King’s Cross, and southern branches to Peckham and Brixton. The route is 16km long and services would operate every four minutes, at peak times carrying 66 million passengers per year.

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Map 2.3: Indicative alignment and stop locations of the Cross River Tram5

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Chapter Two – Local Transport Context

Walking 2.40 The density of land use and movement in Westminster means that many journeys are short and can be made on foot. As well as the large number of journeys that are made solely on foot, walking forms part of most journeys: for example, from the bus stop, station or parking space to the final destination.

2.41 Walking has a key role to play in establishing a city that is accessible and vibrant. In central London, there is such a density of walking activity that all streets are part of the walking “network”. In turn this means that strategies which aim to encourage more regular “walking as transport” by residents and workers in central London should not be based on formalised routes or networks, although there may well be a role for this approach when considering the recreational and visitor aspects. The City Council also has some concern over the “all routes lead to Westminster” approach. This approach reflects concern that due to the concentration of bridges and attractive, famous destinations in the City of Westminster, other bodies will take the view that routes to many destinations should be signed. Within the dense network of central Westminster this would lead to confusion and a proliferation of pedestrian signs.

2.42 In relation to recreational walking, only two of the six strategic walking routes run through Westminster. Namely these are the Thames Path National Trail and the Jubilee Walkway, which are both already in existence and have largely been completed to a high standard.

Wayfinding 2.43 Visitors to London are often unfamiliar with the geography of the City and frequently use the London Underground map as a method of finding their way around. This leads to tourists making unnecessary short journeys by the Underground that could be more easily, and often more quickly, made by walking. Commuters undertake similar unnecessary short trips as they complete their journey to and from mainline stations by travelling one or two stops using the Underground or bus service. Therefore unnecessary demand is placed on bus services and the Underground and congestion at the busiest interchanges is increased.

2.44 Between 1992 and 1995 a uniform pedestrian signing scheme was implemented throughout the City. This scheme, which is aimed at visitors, is based on a strict set of guidelines, which aims to provide information whilst minimising street clutter. The Council will only provide pedestrian signing for: · Public buildings attracting large numbers of visitors; · Places of significant historical or cultural interest; · Transport facilities that may be difficult to find; · Tourist Information Centres; · Public conveniences; · Church Street market (as a special case); and

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· Paddington Waterside (as a special case) · Housing Options Service (as a special case).

2.45 Since the time that the City Council developed its signing system progress has been made elsewhere in the country in developing new methods of wayfinding. The City Council recognises that there is merit in investigating the benefit of such systems and how they could be applied in central London. However, there are a number of issues specific to central London that need to be taken into account and until these have been addressed the City Council will continue to use its existing system.

Cycling 2.46 The number of cyclists in central London has increased considerably in recent years and it is notable that TfL have reported that since the central London congestion charging scheme was introduced in February 2003, cycle flows into the zone have increased by approximately 30% from 2002 levels. In the period 2003 and 2004 there was a further increase of 4%. The cross London target is 'To achieve at least an 80% increase in cycling levels by 2010 and a 200% increase by 2020 compared to cycling levels in 2000 so much progress has been made already.

2.47 In 2005, there are some 2,300 cycle parking spaces and a further 730 are planned over the next two years.

2.48 Whilst the City Council is fully committed to developing realistic cycle initiatives to ensure safer and better cycle facilities for all, there is also a growing concern about the small number of inconsiderate cyclists who persist to ride on pavements, through red traffic signals and the wrong direction down one-way streets. Initiatives are being developed to address this area of concern to ensure that safety for all road users and pedestrians is upheld.

Powered Two Wheelers 2.49 There has been a notable increase in motorcycling since the Mayor of London introduced the Central London Congestion Charge Zone as these vehicles do not pay the daily weekday charge of £8. Since the introduction of the congestion charge there has been a 12% increase in the number of motorcycles entering the zone during the charging hours6.

2.50 This has led to an increase in demand for motorcycle parking in some parts of the City of Westminster. At popular destinations in the City, such as the West End, demand significantly exceeds supply which can lead to disputes about parking an on occasions vehicle damage.

2.51 The City Council currently provides free on-street parking for motorcycles at some 375 designated solo motorcycle parking bays, which offer approximately 4,000 spaces. Despite increases in

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demand for motorcycle parking, the Council has managed to increase the provision of parking facilities by 15% since 1999.

2.52 There are secure on-street parking facilities for powered two wheelers in the Victoria area of the City of Westminster, as illustrated in map 2.4 below. Users can attach their vehicles to the in-ground security anchors or hitching rails by cables or chains which makes the vehicles less likely to be stolen.

2.53 These facilities can be found at the following locations:- · Broadway, SW1 (2 sites) - hitching rails (38 spaces) · Cateret Street, SW1 - in-ground anchors (21 spaces) · Dartmouth Street, SW1 - in-ground anchors (8 spaces) · Tothill Street, SW1 - in-ground anchors (6 spaces) · Dear Farrar Street, SW1 - in-ground anchors (25 spaces)

2.54 Masterpark, on behalf of the City Council, provides a total of 137 dedicated off-street car parking spaces for motorcycles. These are located at: · Church Street, 12 spaces · Harley Street, 15 spaces · Leicester Square, 17 spaces · Pimlico, 9 spaces · Queensway, 24 spaces · , 40 spaces · St. John's Wood, 20 spaces

2.55 There is a large demand for kerbside space in the City of Westminster to wait, load and pick-up and set-down passengers. It is not usually possible for the City Council to accommodate all parking demands. Motorcyclists can use the existing on-street paid parking bays (meters and pay & display) provided they pay the appropriate fee and do not exceed the maximum period of stay.

2.56 The City Council is currently reviewing its motorcycle policy.

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Map 2.4: Secure motorcycle parking locations

Storey'sGate Lodge

GREAT GEORGE STREET

2 1

3

1

10 Institution of 8 Mechanical

Engineers 5

Institution of Civil BIRDCAGE WALK Engineers 2 6 4 8 to 12 16 14

20 18

36 1 3 to 7 to 3

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OLD QUEEN STREET 15 6

17 GATE STOREY'S

2 13 23

7

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37 to 41 to 37 43

24 22a 22 14 12 to 4 6 8

39 PH Street 34 PH Queen Elizabeth II Conference Centre 36 38

QUEEN ANNE'S GATE 2

10 1 3 Wellington Barracks 5

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Buildings

Chapel 14 11 1

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50 66 19 Bank 14 Bank 5O to 64 1 to 3 24 to 28 40

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49 29 27 37 to 45 to 37 21 55

51

PETTY FRANCE 35 to 31

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98

86 Bank 85

Bank

84 St James's Park Station 82

1 to 12 30 to 22 THE SANCTUARY

81 Albany Court Tk

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55

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Chambers 4 10

Feathers

Hotel DEAN FARRAR STREET 16 (PH)

Underground Railway Westminster Abbey

3 2 to 14 to 2 PALMER 14 to 20 21 1

Albany Court ST ERMIN'S HILL 12

11 (site of) STREET 15 9 17 St Ermin's 11

18 Hotel 10a 3

11 DACRE STREET 9 to 17 to 19 16 10 to 18

21

Caxton Hall 3 to 7 20 1 to 19 to 1 2 3b

BROADWAY

14 Dean's Yard to 12 Bank 24 10

22 Abbey CAXTON STREET 4a Westminster Choir School New Scotland Yard

PCs 4

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GATE (PH) CouncilOffices 14 61-71 Library 31

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Centre Mansions 95 St Matthews C of E

1 to 15 to 1 St Ann's Lane Primary School N

STRUTTON GROUND 1 to 32

7 to 12 to 7 PERKIN'S RENTS 35 1 to 24 to 1 8

D

1 to 25 Edward Alsop 21 ST MATTHEW E

A Court 1 1 to 47 St Mathew's

Bank 44 to 1 Old Pye Street 1 to 24 Church 3 O

Estate 23 to 33 William Gibbs Court 42 Artillery Mansions Abbey

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5 1 to 20 Orchard Westminster Mansions16 Lesley F

18 20 1 to 26 to 1 Street 16

Westminster Palace Court STREET 7 Q

Estate 18 Gardens G Clergy

22

P 1 to 26 to 1 1 to 15 to 1

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Strutton Elizabeth Ct 7

69 71

Artillery 75 Court 73

Mary

House 77

32 79 King George's 50 to 54 Hostel 30 (Church Army)

Chapter Two – Local Transport Context

Taxis and Mini-cabs 2.57 Licensed taxis and mini-cabs form an important and flexible component of the public transport system in Westminster for residents, businesses and visitors. They also enable people to benefit from the convenience and flexibility of making door-to-door journeys without having to own and keep a car in Westminster.

2.58 The City Council wishes to maintain and improve the quality, reliability and accessibility of taxis and mini-cabs, in order to make them more attractive as alternatives to the use of the private car, whilst ensuring that taxis and mini-cabs do not cause an environmental nuisance, particularly in residential areas.

2.59 The City Council welcomed the proposal by TfL in 2005 to regulate taxi sharing at certain locations in London, as two of the fixed fare taxi sharing locations are in Westminster (at Paddington Station and Buckingham Palace). These schemes are successful in increasing the throughput of taxis and in reducing passenger queues at times of peak demand. Having fewer taxis on the network as a result of taxi sharing also means that the road network and residential areas benefit from reduced traffic flows and environmental impact.

Asset Management 2.60 Asset management covers the management of public highway, bridges and structures, street lighting and all aspects of the public realm. The maintenance of these assets is essential to providing a high quality public realm. In the first instance the City Council will maintain existing assets to an acceptable standard, addressing areas of poor quality as a priority. In addition, where possible and appropriate, the City Council will seek an improvement in the quality of materials used to raise the quality of assets across the City of Westminster.

2.61 Effective asset management and high quality public realm introduces benefits across a number of themes. For example, a high quality public realm will act to encourage walking as a mode of transport, which in turn will increase levels of activity and improve peoples health. Furthermore this encouragement and take up of a sustainable mode of transport will have benefits in terms of improved air quality and reduced noise levels from traffic and transport.

Conclusions 2.62 The City Council has had significant success in creating a better environment for residents, workers and visitors by adopting a restraint-based parking policy and investing heavily in traffic and environmental improvement schemes. It has also been reducing traffic emissions and improving air quality through enforcement, persuasion and example.

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2.63 The City Council plays an important role in seeking a reduction in the use of cars as part of the need to promote integrated and more sustainable transport. This can be achieved through a variety of measures, including restraining parking provision.

2.64 The ability of the City Council's policies to achieve the objectives outlined above will depend on the effectiveness of the traffic restraint / reduction policy, and the potential for a Low Emission Zone.

2.65 Far-reaching traffic reduction without complementary improvements to the public transport system would reduce accessibility. Therefore policies in the City Council’s UDP on traffic reduction are closely related to those on public transport, traffic and environmental management. There is a need for a comprehensive and integrated transport strategy that includes a co-ordinated package of traffic reduction, highway, traffic and environmental management and public transport policies.

2.66 The Council will be seeking measures to help create an excellent environment for its residents, businesses and visitors, which need additional enhancement before the 2012 Olympic Games and Paralympic Games.

1 Transport for London , London Travel Report 2004 2 Transport for London, 2004 3 London Underground, 2004 weekday entry and exit counts, 2005 4 London Underground, 2005, presentation given at the LIP / Business Plan seminar on 29 July 2005 5 Cross River Partnership, 2005, www.crossriverpartnership.org 6 Transport for London , London Travel Report 2004

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