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Chapter 2: Local Transport Context

Contents Page Number

Introduction 29

Problems and Opportunities 29

Major Transport Schemes 31 31 33 East Transit 33 Bridge 36

Public Transport 36 Rail Services 36 Services 36 Local Buses 37 The London Bus Priority Network and Other Initiatives 41 Key Interchanges 41 of Public Transport 43

Community Transport 45

Cycling 45

Walking 46

Travel by Car 47

Freight 48 Road Freight 48 Transport of Freight by Rail and Water 48

Road Network 49 Road Hierarchy 49 Bridges 50 Condition of Highway Network in the Borough 53 Traffic Management Act 2004 53

Road Safety 53

Parking 54

Chapter 2: Local Transport Context 27 List of Figures Page Number

Figure 2.1: Proposed Crossrail Route 32

Figure 2.2: Proposed DLR Extensions 34

Figure 2.3: Transit 35

Figure 2.4: Rail and Underground Services in the Borough 38

Figure 2.5: Major Bus Routes 39

Figure 2.6: AM Peak Period Bus Overcrowding 40

Figure 2.7: Key Public Transport Interchanges 42

Figure 2.8: Public Transport Accessibility Levels 44

Figure 2.9: Car Ownership 47

Figure 2.10: Road Hierarchy 51

Figure 2.11: Bridges and Other Road Bearing Structures 52

Figure 2.12: Accident Trends in the Borough 54

Figure 2.13: Controlled Parking Zones 56

Figure 2.14: Areas Covered by CCTV 57

List of Tables Page Number

Table 2.1: Problems and Opportunities 29

Table 2.2: Major Bus Routes in the Borough 40

Table 2.3: Modes of Transport 48

Table 2.4: Wharves Proposed for Safeguarding by the Mayor of 49 London

Chapter 2: Local Transport Context 28 Introduction

2.1 Barking and has a prime location, close to Docklands, Stratford, Central London, the , , the and proposed Crossrail route. Whilst there are good road and rail links into Central London, there is no direct rail connection to growth areas such as Stratford and there are no riverboat services. Within the borough road, rail and bus links run primarily in an east-west radial direction. North-south linkages by public transport are inadequate and will become even more so when , and South Dagenham become developed. The bus is more used than railway to travel within the borough as rail lines only run in an east-west direction and the number of stations is limited.

2.2 The borough is predominantly flat which is advantageous for walking and cycling. However, manmade barriers such as the railway lines and the A12 and A13 trunk roads create severance. The Council is developing a cycle network in the borough and there is a need to develop more walking routes.

2.3 Some parts of the borough, in particular Barking Town Centre, have good levels of accessibility to public transport. Other parts of the borough, particularly south of the A13 and in the north of the borough, have poor levels of accessibility to public transport. New north-south bus services are needed to improve accessibility.

Problems and Opportunities

2.4 The table below sets out the problems and opportunities resulting from local infrastructure, land-use developments and regeneration.

Table 2.1: Problems and Opportunities

Problems Opportunities Threats Major New homes and jobs Major development will New public development in will increase demand be accompanied by transport on already congested improvements to infrastructure is roads and parking public transport (DLR delayed or falls spaces. This will extension, new rail short of what is increase congestion, station at Renwick needed to attract air pollution, and Road, ELT). Better people away from impact on the Council’s public transport their cars. ability to reduce traffic services will Adequate shops growth. encourage people to and services are use public transport not provided locally. more. New Travel Plans are developments have not ambitious travel plans. enough.

Bus Network Inadequate north-south New development in New bus routes are bus services; issues London Riverside will not created early surrounding quality of provide impetus for enough and travel service and pricing. new north-south bus by car becomes routes. ingrained. Quality of bus services is insufficient to attract people away from their cars. Anti-social

Chapter 2: Local Transport Context 29 Problems Opportunities Threats behaviour and crime.

Rail and Overcrowding, Anticipated Rail network is Underground accessibility issues, improvements on unable to cope with Network insufficient number of London to Southend increased stations and services, and Barking to Gospel passenger demand. lack of direct services Oak lines. Proposed to Stratford. new station at Renwick Road, extension of Barking to Gospel Oak line.

Cycling Traffic, incomplete New development will Insufficient funding cycle network, parking be more cycle friendly. and take-up of in cycle lanes, bicycle Completion of the cycling. theft, some cycle lanes borough’s cycle and parking are not network will encourage well used more cycling.

Walking Traffic, severance, Public realm schemes New development overcrowding in town in the town centres will fails to take into centres, crime and anti- greatly improve account the needs social behaviour. conditions for walking. of pedestrians. New development will Insufficient funding. be more pedestrian Crime and anti- friendly. social behaviour.

Parking Growing demand for New public transport New public parking spaces; illegal will provide transport parking. alternatives to infrastructure is travelling by car. delayed or falls Management of short of what is parking to encourage needed to attract short stay parking. people away from their cars.

New public Loss of parking and Reduction in traffic New public transport road space. congestion and transport infrastructure pollution. infrastructure is delayed or falls short of what is needed to attract people away from their cars.

Freight Environmental impacts The borough has a Increase in use of of road freight: large number of wharves but pollution, noise, wharves. Greater use insufficient rail vibration. of rivers and rail to capacity, leading to transport freight. more road freight. Insufficient rail capacity to accommodate growth in passenger services and transport of freight.

Chapter 2: Local Transport Context 30 Major Transport Schemes

2.5 In East London, there are strategic proposals to improve public transport services, both bus and rail. These improvements are set to give a better level of service for the borough. Appendix 1 lists all current proposals. The following paragraphs describe the most significant proposals.

Crossrail

2.6 Crossrail is a heavy rail proposal that will directly link east and west London via a new under Central London. To the west, it will extend to Maidenhead and Heathrow via . To the east, it is proposed to go to Shenfield () via Liverpool Street and Stratford; and to Ebbsfleet (Kent) via Liverpool Street and , with a new tunnel south-eastwards under the river beyond the . A brand new ‘metro’ style fleet of would operate the service and up to 24 trains per hour at peak times could run in each direction through the central area between Paddington and .

2.7 The scheme is estimated to cost in the region of £15 billion. This will be funded in part by the Government, businesses and farepayers. The Government confirmed in October 2007 that a funding package is now in place and work to implement Crossrail is now underway. An amended Crossrail Bill was published in November 2007 and it is anticipated that the relevant parliamentary powers will be secured by summer 2008. Construction is planned to start in 2010, with services commencing in 2017.

2.8 Key details of the scheme in the Great Eastern corridor can be summarised as follows and the proposed route is illustrated in Figure 2.1:

• Crossrail trains would provide a service at Stratford, Forest Gate, Manor Park, , Seven Kings, , , , Gidea Park, , Brentwood and Shenfield; • An old freight loop between Chadwell Heath and Goodmayes would be reinstated, within the existing railway boundary; • Major station improvements and improved access for mobility impaired persons are proposed at Ilford and Romford; • Platform extensions are proposed at Stratford, Forest Gate, Manor Park, Ilford, Seven Kings, Goodmayes, Chadwell Heath, Romford, Gidea Park, Harold Wood and Brentwood; • Minor station improvements are being considered at Forest Gate, Manor Park, Seven Kings, Goodmayes, Chadwell Heath, Gidea Park, Harold Wood, Brentwood and Shenfield.

Chapter 2: Local Transport Context 31 Figure 2.1: Proposed Crossrail Route

Chapter 2: Local Transport Context 32 Docklands Light Railway

2.9 As part of the proposed developments in the south of the borough, the Docklands Light Railway (DLR) will be extended from Gallions Reach to Dagenham Dock, going through the core of the development area. This will provide access onto the rest of the DLR network and direct services to the and Canary Wharf. Passengers travelling into central London or further afield will have more opportunities to transfer onto underground or services, relieving congestion at . A peak hour capacity of 3,600 will be provided with a journey time of 20 minutes to Custom House.

2.10 The 5 km extension, to include five new stations, would cost approximately £150 million. All stations would be fully accessible and integrated with all existing bus services, the new (ELT) and national rail services at Dagenham Dock. Figure 2.2 shows the proposed alignment.

2.11 Initial technical work has now been completed and a preferred route has now been finalised and is currently undergoing public consultation. TfL are seeking to make an application under the Transport and Works Act to secure the necessary powers to construct the extension in March 2008.

East London Transit

2.12 The East London Transit (ELT) scheme is one of several intermediate mode systems proposed by TfL for London. It would be part of the wider network, which includes Greenwich Waterfront Transit and a connection to ELT via the . The Council’s vision of ELT is that of a fast public transport system segregated from traffic. It is likely to comprise a bus based system with high grade/clean vehicles, with high levels of bus priority and fully accessible bus stops. Significant public realm improvements are also proposed.

2.13 The implementation of ELT is due to be carried out in several phases. The first phase is to run between Ilford and Dagenham Dock, via Barking Town Centre and the . Phase 1a is expected to start operation in 2009 and would cost an estimated £27 million. Phase 1b would link Barking Town Centre to Gallions Reach.

2.14 A second phase of the ELT to Rainham and Romford is to be considered after the completion of phase 1. This would give a journey time of 28 minutes between Rainham and Barking, therefore providing a fast link within and around the borough. Figure 2.3 illustrates the proposed East London Transit routes.

Chapter 2: Local Transport Context 33 Figure 2.2: Proposed DLR Extensions

Chapter 2: Local Transport Context 34 Figure 2.3: East London Transit

Chapter 2: Local Transport Context 35 Thames Gateway Bridge

2.15 TfL are proposing a new crossing of the River Thames, known as the Thames Gateway Bridge (TGB). The bridge would run from the A13/A406 junction at (), south-eastwards over the River to the A2016/Central Way at (London Borough of Greenwich). It would comprise four lanes in total for general traffic and two other segregated lanes for public transport. There would also be a pedestrian footway and separate cycleway.

2.16 The bridge would serve a number of needs:

• To make up for the dearth of river crossings in the eastern part of London; • To give new orbital private and public transport opportunities; • To support the regeneration of Thames Gateway.

2.17 The assumed public transport provision over the bridge would consist of two lanes dedicated to public transport. The bridge would make it possible to connect the ELT with the Greenwich Waterfront Transit, linking destinations such as Ilford, Barking and Romford on the north side of the Thames with Abbeywood, Woolwich and Greenwich on the south side of the Thames.

2.18 A Public Inquiry into the scheme was convened in June 2005 and concluded in May 2006 with the Inspector recommending that planning permission be refused. In July 2007 the Secretary of State for Communities and Local Government called for the Public Inquiry to be reopened to further consider the scheme’s environmental and regeneration impacts. No date has yet been set for the Inquiry, but is likely to commence in 2009. If permission is granted scheme construction is likely to be delayed until 2011/12, with the bridge opening in 2015/16.

Public Transport

Rail Services

2.19 Three operators provide rail services to the borough; however direct access to the rail network is limited because there are only three train stations in the borough (Barking, Dagenham Dock and Chadwell Heath, which is actually just within the London Borough of Redbridge). The rail services, illustrated in Figure 2.4, are as follows:

• connects London to Southend and calls at Barking station and Dagenham Dock with an average of 7 trains an hour in each direction; • (formerly ) connects Barking to Gospel Oak and provides a connection to the ; it calls at Barking with an average of 2 trains an hour in each direction, and; • One Great Eastern connects London to Ipswich and beyond and calls at Chadwell Heath.

London Underground Services

2.20 The provides an east-west link with Central London and the west of London. It stops in the borough at Barking, Upney, , Dagenham Heathway, and Dagenham East. The District Line terminates at in the neighbouring borough of Havering. Although the District Line shares the

Chapter 2: Local Transport Context 36 same route as the London to Southend railway line, the only common stops are Barking Station and Upminster.

2.21 The and City line terminates at Barking station and provides another east-west link across London connecting the borough via the City to Hammersmith in the west of London. These services are illustrated in Figure 2.4.

Local Buses

2.22 The majority of services run in an east to west direction with slight variations north and south. The borough has one bus station located at Becontree Heathway. Many services start and end outside of the borough at Rainham, Romford, Ilford or Stratford, but there are no direct bus services into Central London, only ten miles away. Instead, passengers must change to the Hammersmith and City or District Underground lines or use National Rail services to or Liverpool Street.

2.23 In Barking and Dagenham there are a total of 24 routes running daily and two running on fewer days. There are also a number of mobility bus services that serve or come into the borough and two night buses from Central London. Daily services operate mainly between the hours of 0600 and 0000 although some services begin earlier in the morning. Within the borough there are two major operators, Stagecoach and First, who operate approximately 75% of the services. Other operators include Arriva, East Thames Buses and Buses. The major bus routes are illustrated in Figure 2.5 and Table 2.2.

2.24 North south links within the central area of the borough are fairly comprehensive, but the areas to the north of the A12 such as and the former industrial areas south of the A13 are very poorly served, with no or few connections with other parts of the borough. The physical severance caused by the A12, A13 and railway lines makes this isolation even worse. This severance also discourages cycling and walking.

2.25 Local bus services in London are operated on a franchised basis, with inviting tenders from operators to run the service routes. This creates an element of competition within the market for bus services. The network is regularly reviewed and changes may be made by TfL to routes, areas served, times or frequency of journeys; the Borough is consulted if such changers are proposed.

2.26 Whilst the Council is not responsible for the planning and running of bus services, it lobbies to improve the bus network in the borough and holds regular meetings with operators to discuss issues surrounding the daily operation of public transport services. In 2004, the Council produced a draft Bus Strategy study that looked at the existing bus network and possible improvements, in particular to link the new communities in London Riverside to the existing ones north of the A13.

Chapter 2: Local Transport Context 37 Figure 2.4: Rail and Underground Services in the Borough

Chapter 2: Local Transport Context 38 Figure 2.5: Major Bus Routes

Chapter 2: Local Transport Context 39 Table 2.2: Major Bus Routes in the Borough

Bus Description Total Peak Route Hour Buses 175 Dagenham – North Romford/Hillrise Estate 6 174 Noak Hill – Dagenham/Marsh Way 6 145 Dagenham Asda - 6 62 Barking/Gascoigne Estate to Marks Gate 6 364 Dagenham East – Ilford High Road 7 103 Rainham –North Romford 6 173 Becton Asda – King George Hospital/Goodmayes 4 5 Romford Market/Mercury Gardens to Station 9

2.27 Transport for London undertakes regular survey work on the bus network, recording the number of people arriving, departing and travelling through key points and carrying out on-bus origin and destination surveys. From this data the state of the existing network can be analysed and areas where overcrowding currently occurs can be identified. The results of this survey work for the borough are illustrated in Figure 2.6.

Figure 2.6: AM Peak Period Bus Overcrowding

Chapter 2: Local Transport Context 40 The London Bus Priority Network and Other Initiatives

2.28 The London Bus Priority Network (LBPN) is a cross boundary bus network for the capital. It was developed in 1994 by the 33 and , in partnership with the Government Office for London (GOL) and the then Traffic Director for London. The network originally comprised an 865 km network of borough roads across London that complemented the Priority (Red) Routes. To aid boroughs with funding and to assist buses off the original Network from 2003, the LBPN covers all borough roads that carry buses.

2.29 Barking and Dagenham is part of the LBPN partnership, which is well established and recognised by TfL and boroughs alike. The LBPN is now in its eleventh year and has been preparing a consistently accepted annual bid on behalf of boroughs for bus priority.

2.30 A further initiative that has been launched is the London Bus Initiative or BusPlus. This is designed to improve the whole journey experience on 70 routes across London, with new shelters and roadside infrastructure, information displays and greater use of Countdown real time information displays. The improvements will be carried out along the whole length of a route so other services will benefit on common sections of route. TfL is implementing this initiative across London in two phases, with routes 86 (Romford - Stratford), 150 ( – Ilford - Claybury) and 174 (Dagenham – Romford – Noak Hill) in the borough.

Key Interchanges

2.31 Within the borough, there are several key interchange points. These are illustrated in Figure 2.7. These allow various types of interchange, for example, bus/bus, bus/rail and bus/underground:

• Barking Town Centre is one such key interchange and has extremely good accessibility from all parts of the borough. The town centre generates many trips because of the facilities it has to offer, whilst the rail and underground stations increase the range of destinations that may be reached from here;

• Dagenham Heathway has similar bus and rail/underground links, but also benefits from bus services linking the north and south of the borough. This area does suffer from illegal parking and subsequent congestion. This problem is being addressed through greater parking enforcement and use of CCTV;

• Becontree Heath is an important bus/bus interchange as it has links with most parts of the borough. However the bus station has limited facilities and there is no convenient rail or underground station nearby.

2.32 All of these interchanges require reviewing to address current and future problems and to identify opportunities. Improvements can be made and funded through partnership working with other transport operators or landowners. Funding can also be secured through developer contributions from nearby sites.

Chapter 2: Local Transport Context 41 Figure 2.7: Key Public Transport Interchanges

Chapter 2: Local Transport Context 42 Accessibility of Public Transport

2.33 TfL has carried out Public Transport Accessibility Level (PTAL) studies for all London boroughs to determine the level of access for residents onto the public transport network. TfL provides maps to each borough and these are used to determine and implement a range of policies, from deciding the level of car parking provision at new retail developments to identifying public transport shortfalls. The method employed by TfL provides a consistent measure for the whole of London and maps showing accessibility levels at different times of the day can be produced.

2.34 Each area within the borough is given a score based on the distance to train and tube stations and bus stops, and secondly the connections from those stations. Within the borough the town centres and major interchanges have high to medium service levels that decrease within the residential areas. Areas to the south of the A13 as well as in the north of the borough (Chadwell Heath) have low to very low levels of accessibility. This is illustrated in Figure 2.8.

2.35 The PTAL study has identified the areas of the borough with poor access to the public transport levels. Where large areas are shown to have poor access action needs to be taken. This could include the following:

• The diversion of certain bus services or alternative journeys from a busy corridor to serve core roads in the areas most effected; • New feeder services to penetrate into the housing estates linking them with local shopping areas, providing access to facilities and interchange opportunities; • New orbital or north to south routes operating through these areas.

Chapter 2: Local Transport Context 43 Figure 2.8: Public Transport Accessibility Levels

Chapter 2: Local Transport Context 44 Community Transport

2.36 Some members of the community cannot use mainstream public transport such as buses and trains and require door-to-door transport. This is provided through a variety of services including Dial-a-Ride and the Taxicard scheme.

2.37 TfL runs the London-wide Dial-a-Ride service that provides door-to-door transport for disabled residents who are unable to use conventional public transport. The difference between Dial-a-Ride and a conventional bus service lies in the fact that Dial-a-Ride uses minibuses that are specially adapted with a wheelchair lift and removable seats to accommodate wheelchairs.

2.38 Voluntary sector organisations such as the Disablement Association of Barking and Dagenham (DABD) also operate door-to-door services. There is a need to develop more Community Transport services and to support existing ones (See Chapter 5 for proposals in relation to this).

2.39 The Council participates in the London Taxicard scheme, which is funded by participating boroughs and the . The Association of London Government Transport and Environment Committee (ALG TEC) manages the London Taxicard Scheme on their behalf.

2.40 The Taxicard scheme provides subsidised door-to-door transport for people who have serious mobility impairment and difficulty in using public transport. Taxicard holders make journeys in licensed London taxis and the subsidy applies directly to each trip. Some users of the scheme would like it to be extended to include the use of Private Hire Vehicles (PHV) also known as minicabs.

2.41 The Council also provides a “” for the disabled and the elderly. These permit holders are free to travel on buses between the hours of 0900 and 1600 and all weekend. The permits can also be used on rail services within London.

2.42 There is a Shopmobility scheme in Barking Town Centre. Shopmobility provides manual and powered wheelchairs and scooters to help people with limited mobility to shop and use the town centre facilities. It can be used by young or old no matter whether their disability is temporary or permanent.

Cycling

2.43 The Government has set a target to double the number of trips by cycle by the end of 2002 and to quadruple the number of trips by the end of 2012. Barking and Dagenham Council fully endorses the need to encourage cycling and views cycling as a clean, efficient and healthy mode of transport. The Council will actively encourage greater use of cycling and reduce the reliance on the car.

2.44 The Council’s Cycling Action Plan aims to raise the profile of the cyclist and emphasise the substantial benefits to be gained from cycling. It provides a framework within which cycling can be developed to the benefit of the whole borough. Cycling is not just a recreational pursuit; it could be developed as a sport, it has an important role in meeting the transport needs of the community. This strategy will be continually reviewed in order to ensure that every part of the borough shall be accessible safely and conveniently by bicycle, so that once again cycling becomes an attractive mode of transport for a large number of journeys.

Chapter 2: Local Transport Context 45 2.45 The Council has adopted a combination of measures in and throughout the borough aimed at improving safety on main roads, better maintenance and repair of roads and routes, the provision of cycle path facilities and a network of cycle routes connecting important locations such as work, leisure and retail, should ensure that cycling is made safer, easier and more pleasant.

2.46 Cycle routes alone will not dramatically increase the levels of cycling. Action to create a pro-bike culture is needed in a range of areas which includes land-use planning, transport, business and industrial regeneration, leisure, health, sports, education and law enforcement.

2.47 The Council supports the implementation of the London Cycle Network (LCN) as part of a strategy by all 33 London boroughs and TfL for a sustainable integrated transport system across London. The aim of the LCN is to provide a safe, convenient and conspicuous cycle routes linking residential areas with all the major centres of employment, retailing, leisure and transport across the capital. Routes will be suitable for use by all age groups and provide both for longer and short trips. The LCN will be in addition to the cycle routes already proposed and implemented by the borough.

2.48 Additionally the Council proposes to create a number of ‘Green Corridor’ (see Chapter 5) cycling and walking routes. These will go through parks and green spaces thereby avoiding road traffic. It is also developing in partnership with TGLP a number of long distance cycle/pedestrian routes such as the Roding Valley Way and North East Thames Cycle Routes (National Cycle Route 13).

Walking

2.49 Walking is one alternative mode to the car as it is cheap, readily available and accessible to a majority of residents in the borough. Many people in the borough do not have access to a car and therefore walking is the most important and cheapest means of making short journeys; almost all journeys start or end on foot. There are also considerable health benefits to walking, which is an important consideration given the existence of severe health problems in the borough.

2.50 Walking is already a common mode of travel for short journey and pedestrian footfall is high in certain parts of the borough especially Barking Town Centre and Dagenham Heathway. Overcrowding of footways is an issue in both town centres. In other parts of the borough people walk less because of the existence of barriers such as railway lines and busy roads and fears about personal safety. There are a number of footbridges across the railway lines however some people do not feel safe using these.

2.51 To support people who currently walk and to encourage more walking there is a need to improve the pedestrian environment and to provide new walking routes between key destinations. Chapter 5 sets out proposals to develop a Walking Strategy for the borough.

2.52 A significant part of the planned highway maintenance budget is spent on footways and there are several programmes for improvements for pedestrians and people who are mobility disadvantaged. Provision of safe routes to school is also being used as a means of encouraging more children to walk to school.

Chapter 2: Local Transport Context 46 2.53 The Council encourages the community to use eight ‘Just Walk’ routes set up in the borough’s parks. The aim of these is to encourage people to walk and thereby improve their health. The routes range from one kilometre to six kilometres in length. The Council has produced free self-help walk packs that walkers can use to find their way around the routes.

2.54 As previously stated the Council proposes to create a number of ‘Green Corridor’ cycling and walking routes. These will go through parks and green spaces thereby avoiding road traffic. It is also developing in partnership with TGLP a number of long distance cycle/pedestrian routes such as the Roding Valley Way and North East Thames Cycle Routes (National Cycle Route 13).

Travel by Car

2.55 According to the 2001 census, 62% of households in the borough have access to at least one car. This compares to 63% and 71% for London and outer London respectively. The borough also has lower than average households with one, two or more cars. The level of households without access to a car is similar to all of London, though more than Outer London. This is illustrated in Figure 2.9.

Figure 2.9: Car Ownership

Car Ownership/household

50%

40%

30%

20%

% of households 10%

0% No Cars 1 Car 2 Cars 3 Cars 4 or more

LONDON Outer London Barking and Dagenham

2.56 The 2001 Census provides data for where people live and work and how they travel to work. In 2001 the main modes of transport used by people to travel to work were car (45.35 per cent) followed by London Underground (15.89 per cent), train (10.92 per cent) and Bus/mini bus/coach (10.53 percent). The average distance travelled to a fixed place of work in 2001 was 11.47 km. In 2001 61 percent of residents in work worked outside of the borough. It is anticipated that employment growth in boroughs to the west of Barking and Dagenham coupled with the likelihood of Barking and Dagenham becoming a more attractive place to commute from will increase the number of residents commuting out from the borough.

Chapter 2: Local Transport Context 47 Table 2.3: Modes of Transport

Mode of Transport Proportion (%) London Underground 15.89 Train 10.92 Bus/mini bus/coach 10.53 PTW 1.57 Car/van driver 41.00 Car/van passenger 4.35 Taxi 0.77 Bicycle 1.55 Walk 7.08 Other 0.25

Source: 2001 Census, ONS

Freight

Road Freight

2.57 Good road links into Central London and to the national motorway network have attracted transport and storage operators to the borough in the recent past. This has increased the amount of freight movements on the borough’s roads. Manufacturing, wholesale and retail distribution, as well as the construction industry, also generate freight movements.

2.58 The Council recognises the importance of freight within a wider integrated transport strategy for the Thames Gateway and aims to encourage polices for the efficient movement of goods within and across the area whilst minimising the impacts on local communities and the environment.

2.59 There is therefore a need to work in partnership with TfL, the Thames Gateway London Partnership, the London Sustainable Distribution Partnership, DfT’s Rail Group, and other agencies working in the area to ensure that proposals are implemented that will encourage an efficient movement of goods. The Council is keen to be proactive in encouraging the development of Freight Quality Partnerships (FQP) at the borough level and supporting demonstration projects, learning and disseminating good practise lessons across the area.

2.60 The Council wishes to ensure that Heavy Goods Vehicles (HGVs) are restricted from residential areas because residential streets are not considered suitable for the movement of freight, and because HGVs create negative impacts such as noise and air pollution, visual intrusion and vibrations. The Council has introduced traffic measures such as speed humps, chicanes and narrow lanes to deter HGVs from using residential streets.

Transport of Freight by Rail and Water

2.61 Freight in the borough is also moved by rail and by river. There are a number of active rail freight facilities in Barking and Dagenham, including the Freightliner/P&O intermodal terminal and the Ford intermodal terminal.

2.62 Well over half of London’s safeguarded wharf sites identified by the Mayor of London are in Barking and Dagenham. Dagenham Dock’s five terminals alone

Chapter 2: Local Transport Context 48 handled over 1.6 million tonnes of cargo in 2001, keeping 250,000 lorry movements off London’s roads.

2.63 In the ‘Safeguarded Wharves on the River Thames London Plan Implementation Report’, the Mayor of London considered that safeguarding wharves on the River Thames for cargo handling use will form part of the appropriate response to the national requirement to safeguard sites that might otherwise be lost to other development. In furtherance of guidance in PPG13, only wharves that are viable or capable of being made viable have been identified for safeguarding and the requirement to consider a sequential test approach to the reuse of disused sites (wharves) is included at paragraph 4.106 of the London Plan.

2.64 Within Barking and Dagenham, there are 14 Wharves have been proposed for safeguarding. These are set out in Table 2.4.

Table 2.4: Wharves proposed for Safeguarding by the Mayor of London

Wharf Name Location Welbeck Welbeck House, River Road, Barking, Essex IG11 Pinns River Road Kierbeck Wharf River Road Debden River Road Rippleway River Road Docklands River Road Victoria Stone River Road DePass River Road Dagenham Dock RMC Roadstone Choates Road, Dagenham Dock Pinnacle Terminal Thunderer Jetty, Dagenham Dock White Mountain Jetty No 1 Western Extension, Dagenham Dock Van Dalen (Hunts) Chequers Lane, Dagenham Dock Hanson Aggregates Dagenham Depot, Dagenham Dock Ford Motor Company Thames Avenue, Dagenham

Road Network

2.65 Access to the national road system is generally good, particularly via the A406, A12 and A13 trunk roads. The A13 provides access to the M25 and the wider national motorway network.

2.66 In Barking and Dagenham there are 322 km (200 miles) of roads. The Council is responsible for maintaining all public highways, except the A12, A406 () and A13, which are Authority (GLA) roads. Main roads that are maintained by the Council are known as Borough Principal Roads, and include the A124, A118, A1153, A123, A1112 and A1083.

2.67 TfL maintains the A12 and A406, while a Design, Build, Finance and Operate (DBFO) Operator maintain the A13.

Road Hierarchy

2.68 To make best use of the existing roads, the Council has defined a hierarchy of roads and structured the use of those roads accordingly. Existing major travel

Chapter 2: Local Transport Context 49 generating uses should have direct access to trunk or Borough Principal Roads. Some of the areas in need of regeneration within the borough will need to be connected to this network to unlock the potential for development. Directing the appropriate traffic on to the appropriate route will assist in achieve conservation and environmental goals.

2.69 The trunk roads within the borough are now the responsibility of TfL within the GLA and will be roads whose function is:

• To provide for longer journeys moving people and goods, and in particular for those journeys made by coaches and goods vehicles; • To link London to the National Road System serving the rest of the country; • To reduce travel demands on designated and principle roads so that, in association with restraining policies, they can provide an adequate level of service and, in turn, relieve local roads of through traffic.

2.70 Borough Principal Roads are those on which the traffic function will continue to predominate, linking trunk roads, strategic centres, and being the main bus routes. Whereas, on minor roads, there is a presumption in favour of access and amenity, particularly for residents, buses, pedestrians and cyclists.

2.71 The following trunk roads have been designated as Priority Red Routes: the A406 Barking Relief Road, The A13 Newham Way – Ripple Road – New Road, and the A12. In addition, the A13, A12 and A406 have been designated as part of the Transport for London Road Network (TLRN). The road hierarchies are illustrated in Figure 2.10.

Bridges

2.72 There are 95 road bridges and other road bearing structures within the borough, 20 of which are on the TLRN. The location of these bridges is illustrated in Figure 2.11. There are 64 load-bearing structures on borough roads, 10 of which are the responsibility of /London Underground.

2.73 The Council is responsible for bridge assessment and maintenance. The Government has permitted the use of larger lorries (40 tonne lorries) in the UK, in the hope of reducing the number of lorries on the roads. This has prompted the Council to assess the suitability of bridges in the borough to carry such vehicles, and to establish a programme of bridge strengthening. The strengthening programme has been prioritised in order of road classification, volume of HGV traffic flows and track possessions.

Chapter 2: Local Transport Context 50 Figure 2.10: Road Hierarchy

Chapter 2: Local Transport Context 51 Figure 2.11: Bridges and other Road Bearing Structures

Chapter 2: Local Transport Context 52 Condition of Highway Network in the Borough

2.74 The Mayor of London has set all London boroughs the target of bringing all ‘A’ roads and busy bus routes up to a serviceable standard by 2010. This means that there should be no roads that require major structural repair by 2010.

2.75 Condition surveys of London’s Principal Road Network are carried out by the London Borough of Hammersmith and to establish maintenance requirements and provide each borough with a performance indicator, which is required by the Government. This performance indicator measures the percentage of roads in need of major structural repair. Based on recent condition surveys, 11% (approximately 4 km or 2.5 miles) of roads in Barking and Dagenham are in need of major structural repair.

2.76 The Council has drawn up a priority list for structural maintenance on Principal Roads. A number of Principal Roads in the borough are concrete and require substantial maintenance work to improve safety and ride quality.

2.77 The Council receives funds from TfL to maintain Principal Roads. The Council does not receive any external funding for the maintenance of District Roads, which make up the majority of roads in the borough.

Traffic Management Act 2004

2.78 The Traffic Management Act 2004 came into force in August 2005. It places a duty on all highway authorities to manage their road network with a view to keeping all traffic moving and to work with neighbouring authorities for the benefit of the road network as a whole. Barking and Dagenham has appointed a Traffic Manager to oversee these duties on its road network.

2.79 Under the Traffic Management Act 2004 highway authorities are expected to better manage:

• Incidents that occur on their roads; • Parking and enforcement; • Road works and street works.

2.80 Within the Traffic Management Act 2004, there are specific measures to improve traffic management in London. TfL is expected to play an important role, to facilitate co-operation between all London boroughs, building on previous partnerships. The Act includes an enhanced role for TfL through the provision of a strategic road network. TfL is the strategic transport authority and will be able to consider the wider implications of highway schemes and works, particularly how they might affect the smooth running of the wider road network. TfL will have a greater role in co-ordinating these works where they affect the strategic roads.

Road Safety

2.81 Ninety-nine persons, including 23 pedestrians, were killed or seriously injured because of road traffic accidents in Barking and Dagenham in 2004. In addition, there were 665 slight casualties. These are the lowest recorded figures since 1978, as illustrated in Figure 2.12. Casualties in general have reduced over the last 10 years, with the exception of Powered Two Wheeler (PTW) riders, which include motorcyclists, moped and scooter riders.

Chapter 2: Local Transport Context 53 2.82 The Council has produced a Road Safety Plan, included as Chapter 6. The plan will be reviewed annually and used as a tool to help meet the Government’s and the Mayor of London’s casualty reduction targets.

Figure 2.12: Accident Trends in the Borough

2000

1800

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Accidents 1000 Casualties Vehicles

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0 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003

Source: London Road Accident Unit

Parking

2.83 In the borough, the Council decides the number of car parking spaces and level of charges, and is responsible for enforcing parking restrictions. Through the setting of parking standards, the Council can control the amount of private parking associated to new development.

2.84 In 2002, the Council published its Interim Parking Standards, which apply to all new development in the borough. These parking standards recognise that in areas that have good public transport, such as Barking Town Centre, levels of parking should be lower. These standards will be reviewed in line with the London Plan’s Annex 4 guidelines, as part of the borough’s Local Development Framework.

2.85 In managing the supply of parking in the borough, the Council faces the challenge of balancing the parking needs of residents, visitors, services and businesses, with the need to encourage less reliance on the private car and assist access for buses, emergency vehicles, freight and disabled people.

2.86 The Council must also address the pressure being put on parking supply by:

• Growth in population and jobs; • Redevelopment of Barking Town Centre; • Increasing levels of car ownership; • Growth in some areas of local evening and night time economies.

Chapter 2: Local Transport Context 54 2.87 As required by the MTS, the Council has prepared a draft Parking and Enforcement Plan (PEP), which is included in this LIP as Chapter 7. The PEP is a policy tool that will help to better manage parking and enforcement in the borough.

2.88 To manage commuter parking, the Council has introduced Controlled Parking Zones (CPZs) within Barking Town Centre and around all train stations. CPZs aim to balance the requirements of local residents with other road users wanting to park. Existing CPZs are shown in Figure 2.13 below.

2.89 By creating Controlled Parking Zones (CPZs) around the train stations, the Council aims not only to balance different parking needs, but also to encourage people to use alternatives to the car. This is particularly important following the introduction of the London Congestion Charging scheme, which has increased the attraction of using outer stations.

2.90 Illegal parking in bus lanes, cycle lanes and on footways is a problem in the borough. The PEP will set out the Council’s strategy for enforcement. It may also be appropriate to provide more on-street parking in certain locations in the borough.

2.91 The Borough undertakes enforcement of parking and loading restrictions using CCTV. Figure 2.14 shows the areas covered by CCTV. Predominantly CCTV enforcement of parking restrictions takes place within local shopping areas and the town centres.

Chapter 2: Local Transport Context 55 Figure 2.13: Controlled Parking Zones:

Chapter 2: Local Transport Context 56 Figure 2.14: Areas covered by CCTV

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Chapter 2: Local Transport Context 58