Thurrock Transport Strategy 2008 - 2021

1 Thurrock Transport Strategy 2008 - 2021 Prepared on behalf of Thurrock Council by: Small Fish 64 St Leonards Road Norwich NR1 4JF www.smallfish.org.uk FOREWORD

This is the first time that Thurrock Council has produced a standalone long-term strategy for transport provision in the Borough.

The timing is significant, since at the time of writing the Council is close to finalising its first Local Development Framework, which determines how the borough will develop and grow over the same period. An additional 26,000 homes and 18,500 jobs will be accommodated within Thurrock by 2021. Transport provision must be planned and delivered in a way that ensures the network is safe, accessible and free flowing.

The Transport Strategy establishes the way in which congestion, road safety, air quality and enabling better access to services will be tackled in Thurrock. It sets out how transport improvements will be delivered between 2008 and 2021. Progress towards strategy objectives will be assessed by monitoring national and local indicators on an annual basis.

Involvement and investment from partners will be critical. This is already happening through the Local Strategic Partnership, whose transport group have helped to shape the strategy and includes key delivery partners such as the Highways Agency, Thurrock Thames Gateway Development Corporation and the Government Office for the East of England.

The strategy provides a firm basis for the Council and its partners to deliver the shared vision of making Thurrock the location of choice; where people thrive and prosper; where you can access services that will make a difference; and where development is sustainable and supports our new and existing communities as they grow.

www.thurrock.gov.uk This Thurrock Transport Strategy describes Thurrock Council’s intent to deliver transport improvements for the period 2008 to 2021 and will provide the main strategic focus for the third and forth Local Transport Plans, as well as influence the on-going delivery of the second Local Transport Plan to 2010.

The growth Thurrock needs to accommodate is significant. Between 2001 and 2021 there will need to be an additional 18,500 new homes and 26,000 new jobs. For this growth to be delivered sustainably, it will require a solid and sound Transport Strategy. The Local Transport Plan produced in March 2006 was transitional in that the spatial distribution of the growth was unknown with the Local Development Framework at an embryonic stage. The Local Development Framework is now at a more developed stage and so there is much greater certainty over the distribution of growth and the impact this is likely to have on the transport system and vice versa. This is therefore an ideal opportunity to refresh the Local Transport Strategy for Thurrock.

Vision To create a transport system for Thurrock that: • Is fully inclusive, meeting the social needs of residents

• Is integrated to provide seamless multi-modal journeys

• Is accessible for everyone, safe and attractive to use

• Delivers sustainable community regeneration and growth

• Reflects the exceptional circumstances of Thurrock as an international centre for logistics and commercial development

Thurrock Transport Strategy 2008 - 2021 The Challenge

Thurrock is on the north side of the river Thames, only 20 miles east of central London. It has a diverse range of land uses as well as associated social, economic, transport and environmental challenges. As well as current challenges, Thurrock is undergoing significant change. It is part of the Thames Gateway national growth area, the UK’s top priority for social and economic regeneration, and between 2001 and 2021 there will need to be an additional 18,500 new homes and 26,000 new jobs in Thurrock. Challenges facing Thurrock include:

• There are very low levels of skills which are and could continue to be a barrier to greater aspirations and generating good job opportunities • Though it has good employment rates, there are low numbers of people in professional or knowledge based jobs • High levels of obesity in key communities will impact adversely on long-term health • Multiple deprivation is high compared to the region, especially in some urban areas, which may harm social well-being and create community tensions • High numbers of HGV’s and high traffic flows on strategic roads are adversely impacting on local air quality, CO2 emissions, and congestion. Growth could well make this worse. Worsening air quality will increase respiratory problems whilst increasing congestion could harm job creation and economic performance particularly with regard to international gateways, such as London Gateway • There is generally good accessibility by public transport and walking to many services, but poor access to further education and hospitals could exacerbate low skills and health issues, the latter being a particular concern with the ageing population. Many of the new jobs will be at London Gateway, which is away from the main urban areas and so less accessible for employment access by non-car means, which may limit opportunities for many social groups and fail to deliver equality of opportunity • There are very low levels of walking and cycling which could fuel increasing obesity and so it will be necessary to learn from the success of recent School Travel Plans in increasing walking and cycling • It will be important to maintain the increasing use of public transport to limit traffic growth, especially given forecast increases in congestion and CO2 emissions • Slow progress in reducing the number of accidents where people are killed or seriously injured has wider ramifications for human health, incident based congestion, and the chances of encouraging people to walk or cycle more

For the growth to be delivered, and delivered sustainably, a solid and sound transport strategy will be needed.

www.thurrock.gov.uk Delivering Accessibility

The thrust of the accessibility strategy will be to improve accessibility by walking, cycling and public transport to services, but especially education, employment and healthcare. The priority will be to deliver these accessibility improvements where deprivation is most apparent, in order to help tackle deprivation and promote equality of opportunity, and where significant levels of growth need to be delivered and accommodated sustainably. Priorities will include:

• Core pedestrian and cycle routes, supported by 20mph zones, in Tilbury, Grays, West Thurrock, Purfleet and Ockendon, with priority being influenced by prevailing levels of obesity and deprivation. In addition to delivering accessibility, this will improve physical fitness and health, as well as community vibrancy, sociability and cohesion • Rights of Way improvements that deliver the ‘Greengrid’, providing access to greenspace and helping to promote well being and play opportunities for children • High quality public transport routes, including rail and the South Essex Rapid Transit linking Thurrock with other Regional Transport Nodes, and linking urban growth areas within Thurrock. The network will provide connections to town centres, strategic employment sites, further education (rail & SERT do not serve colleges but will integrate with planned services), and hospitals. The network will be a critical element for delivering greater social equity through widening job opportunities for all, and delivering sustainable growth, including through widening the labour market, promoting greater agglomeration for key activities such as the port sector, and improving access to customers • Integrating with other service providers and planners to influence where and how they deliver their services as a non-transport way of improving accessibility, especially the location of new education or hospital facilities • Working with the Voluntary and Community Sector in developing Demand Responsive and Community Transport • Improving connections between modes and enhancing the public realm at transport interchanges / rail stations in Tilbury, Grays, Chafford Hundred, Purfleet and Stanford- le-Hope (London Gateway) to aid access to Thurrock’s strategic employment sites in particular. With rail stations being gateways to the national rail network, this will also improve wider access. • Improving information and ticketing arrangements • Ensuring equality of opportunity by incorporating the needs of people with mobility impairments or disabilities in the design and delivery of improvements.

Thurrock Transport Strategy 2008 - 2021 Tackling Congestion

The strategy for tackling congestion will be to deliver a targeted programme of measures to reduce the need to travel, encourage a modal shift to more sustainable modes of transport such as walking and cycling, particularly in the urban areas, and improve the efficiency of the transport network, especially increasing the capacity of routes providing access to strategic employment sites. Improving accessibility by public transport, walking and cycling, and improving the safety of these modes (see road safety), provides a solid basis on which to deliver measures that will encourage modal shift. The congestion strategy will build on this. The strategy includes: • Using an intensive programme of smarter choices to deliver a modal shift, especially in urban areas, in particular workplace and school travel plans. This will support the delivery of better sustainable transport infrastructure, such as cycle routes and public transport priority • Locking in the benefits of modal shift by reallocating road space to sustainable modes of transport, thereby promoting further modal shift • Providing additional car parking at rail stations and other transport interchange facilities to facilitate a shift to public transport for the main part of the journey • Reallocating the stock of car parking spaces away from long stay towards short stay to promote the use of sustainable transport at peak times, such as for the journey to work and school • Promoting a modal shift on inter-urban journeys through high quality public transport between growth / deprived areas and strategic employment sites and to other Regional Transport Nodes • Improving network efficiency by improving travel information, enforcing parking restrictions, and coordinating street works • Providing additional capacity on strategic routes, with priority for freight routes to strategic employment sites and inter-urban bus routes, where modal shift and network management are insufficient. Improvements have been identified on M25, A13 and A1014 • Promoting a freight modal shift, including through a Freight Quality Partnership.

www.thurrock.gov.uk Improving Air Quality and Addressing Climate Change

Improving air quality and reducing emissions will be achieved by reducing the need to travel and encouraging a modal shift (as per the congestion strategy above). Further improvements will be achieved by reducing emissions from residual sources (such as industry) as well as reducing vulnerability to climate change. Policy interventions will be: • Prioritising actions that both improve local air quality and reduce CO2 emissions. These will include working with partners and transport operators to increase the use of low emission vehicles or using retrofitting, better operating practices such as switching off engines or eco-driving, and beneficial car parking for low emission cars • Neutralising CO2 emissions from road transport arising from growth by reducing CO2 emissions in other sectors as part of the development process, such as by increasing onsite renewable energy generation • Prioritising action to improve air quality in Air Quality Management Areas that fall within health-deprived areas, such as Grays town centre (AQMA1). In improving air quality in AQMAs the Council will ensure that it does not simply move the problem elsewhere • Making sure that other interventions, especially those to improve road safety and congestion, do not adversely impact on air quality • Working with freight operators to reduce emissions from HGV’s • Integrating climate change adaptation when undertaking transport schemes, such as assessing flood risk, using more permeable road surfaces, and designing appropriate drainage.

Safer Roads

The Road Safety Strategy will mainly aim to support other strategy areas. The strategy, whilst aiming to reduce casualties where people are killed or seriously injured, will take a broader and proactive approach, aiming to reduce road danger and thereby promote modal shift and community regeneration, even where large numbers of collisions are not apparent. The strategy will also aim to create a safer transport system through implementing measures that will reduce collision severity. The strategy will therefore:

• Improve conditions for vulnerable road users such as pedestrians and cyclists, by making the overall urban environment safer, especially by reducing traffic speeds in residential areas, such as widespread 20mph zones. This will improve accessibility by these modes and potentially deliver modal shift • Give priority to improving road safety in disadvantaged communities, integrating with wider programmes such as neighbourhood renewal, as well around schools and major workplaces. Again the focus will be on reducing the adverse impact of traffic, such as traffic speed and volume, and helping support modal shift programmes. This will also improve community vibrancy and sociability and give children greater opportunities for play near where they live

Thurrock Transport Strategy 2008 - 2021 • Use casualty severity as a major consideration when prioritising the above interventions • Target casualty reduction on inter-urban routes as determined by the prevalence of killed and seriously injured collisions combined with where this frequently leads to congestion on routes that provide access to strategic employment sites, such as London Gateway • Deploy education, training and publicity focused on the safety of vulnerable road users to improve accessibility as well as focused on reducing traffic speeds and drink driving.

Facilitating Regeneration

The strategy for regeneration strongly influences how the other strategies are prioritised and delivered, being fully integrated into them in order to facilitate economic, social and environmental regeneration. In view of this the following approach has been taken: • Economic regeneration will be promoted by helping to improve business efficiency and journey reliability by focusing congestion reduction measures (supported by road safety measures) on freight routes that provide access to strategic employment sites, and on the inter-urban public transport routes to support modal shift. Economic regeneration will also be delivered through targeted improved accessibility, which will bring more people into the labour market, improve job matching, improve access to customers, and deliver better agglomeration in key economic activities such as the ports sector • Social regeneration will be promoted by focusing accessibility improvements to employment and education opportunities and healthcare for deprived communities. This will be achieved by walking and cycling in order to deliver better health and community cohesion outcomes, and by public transport to improve equality of opportunity, especially by widening access for all to greater job opportunities • Environmental regeneration will be promoted through improving the quality of the built environment by protecting the historic and cultural setting as well as the quality of the public realm. It will also be promoted by ensuring that transport schemes contribute to the protection and enhancement of the natural environment, such as by supporting the Biodiversity Action Plan (Urban Character Study / Street Scene Design Guide), implementing the ‘Greengrid’, and maximising the use of recycled materials for maintenance and construction.

www.thurrock.gov.uk 1. Introduction 1 1.1 Background 1 1.2 Context 3 1.2.1 National Policy Context 3 1.2.2 Regional Policy Context 5 1.2.3 Sub Regional Policy Context 5 1.2.4 Local Policy Context 7

2. Strategic Framework 11 2.1 Introduction 11 2.2 Vision 13 2.3 Strategic Aims and Objectives 14

3. Delivering Accessibility 16 3.1 Introduction 17 3.2 Policy Context 17 3.3 Data Analysis 18 3.4 Issues 19 3.5 Strategy 20 3.5.1 Aim 20 3.5.2 Objectives 20 3.5.3 Indicators 20 3.5.4 Outcomes 20 3.5.5 Policies 21

4. Tackling Congestion 34 4.1 Introduction 35 4.2 Policy Context 35 4.3 Data Analysis 36 4.4 Issues and Priorities 37 4.5 Strategy 37 4.5.1 Aim 37 4.5.2 Objectives 37 4.5.3 Indicators 37 4.5.4 Outcomes 38 4.5.5 Policies 38

5. Improving Air Quality and Addressing Climate Change 50 5.1 Introduction 51 5.2 Policy Context 51 5.3 Data Analysis 53 5.4 Issues and Priorities 54 5.5 Strategy 54 5.5.1 Aim 54 5.5.2 Objectives 54 5.5.3 Indicators 54 5.5.4 Outcomes 55 5.5.5 Policies 55

Thurrock Transport Strategy 2008 - 2021 6. Safer Roads 64 6.1 Introduction 65 6.2 Policy context 65 6.3 Data Analysis 65 6.4 Issues and Priorities 66 6.5 Strategy 67 6.5.1 Aim 67 6.5.2 Objectives 67 6.5.3 Indicators 67 6.5.4 Outcomes 67 6.5.5 Policies 67

7. Facilitating Regeneration 74 7.1 Introduction 75 7.2 Policy Context 76 7.3 Data Analysis 77 7.4 Issues 78 7.5 Strategy 79 7.5.1 Aim 79 7.5.2 Objectives 79 7.5.3 Indicators 79 7.5.4 Outcomes 80 7.5.5 Policies 80

8. Monitoring and implementation framework 85 8.1 Delivering Accessibility 86 8.2 Tackling Congestion 89 8.3 Improving Air Quality and Addressing Climate Change 95 8.4 Safer Roads 97 8.5 Facilitating Regeneration 99

www.thurrock.gov.uk 1.1 Background

The Transport Act 2000 requires most local transport authorities (county councils, unitary authorities and partnerships in metropolitan areas) in England to produce and maintain a Local Transport Plan (LTP). LTPs set out the authority's local transport strategies and policies, and an implementation programme. The first LTPs were submitted in 2000, covering the period from 2001/02 to 2005/06. Second Local Transport Plans were submitted to the Department for Transport in March 2006, covering the period 2006/07 to 2010/11.

The second LTP for Thurrock, publish ed in March 2006, defined a new and positive way forward during a period of considerable change and uncertainty. The Government had identified Thurrock, within the Thames Gateway, as a national priority for regeneration and growth.

The growth Thurrock needs to accommodate is significant. Between 2001 and 2021 there will need to be an additional 18,500 new homes and 26,000 new jobs. Sustainable delivery of this growth will require a solid and sound transport strategy. At the time of the second LTP development, the overall spatial planning strategy for the Borough was relatively embryonic.

The Thurrock Local T ransport Pla n 2006 – 2011 (LTP) , produced in March 2006, was transitional in that the spatial distribution of the growth was unknown with the Local Development Framework at an embryonic stage. The Local Development Framework is now at a more developed stage and so there is much greater certainty over the distribution of growth and the impact this is likely to have on the transport system and vice versa. This was therefore considered an ideal opportunity t o refresh th e long-term strategic elements of the LTP.

Spatial planning in Thurrock has now been driven forward by the Thurrock Thames Gateway Development Corporation’s regeneration strategies and master planning, and by the Council’s own Local Development Framework. Thurrock Council’s transport planning activities have kept pace with this rapidly evolving planning context.

The wider planning context is now at a stage where far greater certainty is available. The Local Development Framework is going through the preferred options stage for the Core Strategy and Development Control Policies Development Plan Document, with a clear direction for the spatial distribution of jobs and housing. Now this greater certainty is available, it is important to refresh the Transport Strategy and to align it with this process so that the Transport Strategy and the Local Development Framework are fully integrated.

This refresh of the long-term LTP Transport Strategy will present a 15-year transport strategy to 2021, with an outcome focused monitoring and implementation framework to 2011. The monitoring and implementation framework will be used to help manage delivery and performance during the next few critical years. It will provide a broad plan for transport interventions that focus on the improvement of quality of life in the Borough and its social and economic regeneration.

1 Thurrock Transport Strategy 2008 - 2021 The Eddington Transport Study stressed the need to be as clear as possible about the objectives of transport policy and the desired outcomes and the practical challenges to be addressed, before identifying, appraising and selecting options. The Government also concludes, in Towards a Sustainable Transport System, that it is well worth devoting time at the front end of the transport-planning process to ensuring that the Council sets the right objectives and tackle the right challenges.

In refreshing the long-term Thurrock Transport Strategy, a rigorous process was followed, in accordance with the Eddington study’s recommendations and similar to that of a Local Development Framework.

The process is outlined as follows:

• October – November 2007: Developm ent of transport str ategy evidence base • December 2007: Identification of issues and development of options • January 2008: Selection of preferred options • February – June 2008: Development of Thurrock Transport Strategy

www.thurrock.gov.uk 2 1.2 Context

Thurrock is located on the north of the River Thames, twenty miles east of central London. It has a population of just over 145,000 people, an increase of more than 10% since 1991 and continuing to rise. The Borough covers 165 km2, more than half of which is green belt, and has a diverse range of land uses and associated environmental issues. The East of England Plan has allocated 18,500 new dwellings and 26,000 new jobs in Thurrock between 2001 and 2021 as part of a jobs-led regeneration of the Borough.

Thurrock is a pivotal location for transport located at the heart of the Thames Gateway - a key growth area in the Government’s Sustainable Communities Plan ‘Building for the Future’, launched in February 2003. Thames Gateway is also the UK’s top priority area for social and economic regeneration.

The Thames Gateway is the largest of four Sustainable Communities Plan Growth Areas that have been identified to accommodate massively increased levels of housing and jobs development.

At the same time as the Sustainable Communities Plan launch, the Government announced the proposals for an Urban Development Corporation to be established in Thurrock to drive forward regeneration in the area. The establishment of Thurrock Thames Gateway Development Corporation (TTGDC) demonstrates the increased focus upon delivery of sustainable communities. TTGDC has published its own Regeneration Framework together with a Spatial Plan, which will set out the vision, strategy and processes of implementation to achieve its objectives for regeneration in Thurrock. Facilitating regeneration in Thurrock through the delivery of transport schemes is an integral part of this new Transport Strategy.

1.2.1 National Policy Context

Towards a Sustainable Transport System

This document outlines a new, long-term approach by Government to transport strategy and includes five goals:

• Maximising the overall competitiveness and productivity of the national economy, so as to achieve a sustained high level of GDP growth. • Reducing transport’s emissions of CO2 and other greenhouse gases, with the desired outcome of avoiding dangerous climate change. • Contributing to better health and longer life expectancy through reducing the risk of death, injury or illness arising from transport, and promoting travel modes that are beneficial to health. • Improving quality of life for transport users and non-transport users, including through a healthy natural environment, with the desired outcome of improved well being for all. • Promoting greater equality of transport opportunity for all citizens, with the desired outcome of achieving a fairer society.

3 Thurrock Transport Strategy 2008 - 2021 Transport White Paper: The Future of Transport 2030

The Government has built on its 10-year transport plan with this analysis and long-term strategy for transport in the UK. It provides a national policy framework with indications of sustained investment for the delivery of local transport improvements. This enables local transport and personalised journey planning authorities to plan ahead with greater policy and financial certainty.

Key objectives include: • Freer flowing local roads • More reliable buses enjoying more road space • Encouraging walking and cycling • Better management of road networks • Using technology to keep people better informed • Promoting school travel plans, workplace travel plans and public transport improvements • More demand responsive transport • Making services more accessible to improve travel choice

Central-Local Shared Priority for Transport

This is the result of an agreement between central government and the Local Government Association. The purpose is to ensure that each level of government is clear about the overall common goal and what they are all trying to do to improve transport.

The Government has agreed a shared priority with the Local Government Association of improving access to jobs and services, particularly for those most in need, in ways which are sustainable: improved public transport; reduced problems of congestion, pollution and safety. The need to plan for access to services such as schools and hospitals has been placed at the heart of transport planning and these priorities are reflected in this revised Thurrock Transport Strategy.

Planning Policy Guidance 13: Transport

The Government has published a series of guidelines and statements that set out its policies for different aspects of land use planning in England. This helps local planning authorities take a consistent approach to land use and transportation development. Development plans at the regional and local level need to be consistent with these.

Key objectives include: • Reduce the need to travel • Integrate planning and transport • Promote more sustainable travel choices, such as walking, cycling and public transport

www.thurrock.gov.uk 4 1.2.2 Regional Policy Context

East of England Plan

In May 2008 the East of England Regional Assembly (EERA) published the East of England Plan, which contains the spatial and transport strategies for the East of England region. The plan proposes 18,500 new dwellings and 26,000 new jobs between 2001 and 2021. It identifies the Thurrock Urban Area as a Key Centre for Development and Change, with a view to:

• achieving an urban renaissance, re-using previously developed land and making best use of the Thames riverside, to bring about substantial improvement in the quality of the urban environment • upgrading the image of the area as a leading centre for logistics, and enhance the scale and sustainability of its role in that respect, while also seeking to diversify the employment base of the Borough • safeguarding wharves and quays considered necessary for the proper strategic functioning of the Port of London • develop long-term strategy for remodelling Lakeside Basin to provide a high-quality, pedestrian friendly environment containing a mix of uses linked with complementary revitalisation strategies for Grays Town Centre and the other urban centres in the Borough

The Regional Transport Strategy, contained with the East of England Plan, supports the spatial development strategy in the plan and provides a framework for delivery of transport infrastructure and service improvements within the region. The Thames Gateway area is a recognised priority within the region for transport investment, and Thurrock is identified as a Regional Transport Node for public transport orientated improvements.

To implement the overall vision and objectives of the East of England Plan, the Regional Transport Strategy gives a clear priority to increase travel by more sustainable modes, while reflecting the functionality required of the region’s transport networks in support of the Spatial Strategy. Objectives include:

• to manage travel behaviour and the demand for transport with the aim of reducing the rate of road traffic growth and ensuring the transport sector makes an appropriate contribution to the required reduction in greenhouse gas emissions • to encourage efficient use of existing transport infrastructure • to enable the provision of the infrastructure and transport services necessary to support both existing development and that proposed in the spatial strategy • to improve access to jobs, services and leisure facilities 1.2.3 Sub Regional Policy Context

Thames Gateway South Essex (TGSE)

Thurrock is within the Thames Gateway, and therefore part of the Thames Gateway South Essex sub region. In November 2006 the Department for Communities and Local Government (DCLG) published the Thames Gateway Interim Plan - Policy Framework, which highlighted the opportunities offered within the Thames Gateway.

5 Thurrock Transport Strategy 2008 - 2021 The policy framework demonstrated an appreciation of opportunities available throughout the Thames Gateway sub-region:

• Economic – key transformational locations relevant to Thurrock are the Gateway Port clusters including Tilbury, Purfleet and potentially London Gateway (Shell Haven) which emphasise the important logistics role played within the Borough • Housing – Similarly to other local authorities within the Thames Gateway sub region Thurrock is expected to accommodate housing growth to ensure that there is appropriate housing to facilitate an increase in employment within the Thames Gateway sub region and the Borough • Employment – The policy framework highlights that there are opportunities for further employment in the sub regions existing town centres, key regeneration areas (Thurrock Urban Area), as well as developing the potential of local businesses and brownfield sites • Environmental – through the Thames Gateway parklands, Greengrid, climate change and flood risk • Community – Central Government’s targeted investment in education and training, better quality of public services and support for inclusive communities is an opportunity for the sub region

Thames Gateway South Essex Partnership

Thurrock works in partnership with other local authorities and stakeholders within south Essex through the Thames Gateway South Essex Partnership (TGSEP). TGSEP has outlined a future vision for the sub region, the overarching aim is to ‘provide an improved quality of life for all the people of South Essex and to allow the area to participate, via the Thames Gateway initiative, in the prosperity of the wider South East and the East of England’.

TGSEP promotes the delivery of complimentary visions for the regeneration sites. Thurrock is highlighted as a key priority for regeneration within South Essex. The overarching vision for Thurrock at the sub regional policy level is to secure Thurrock “as a world leading logistics hub and exemplar for community development, learning and enterprise for South Essex”.

The TGSEP formulates other more specific strategies related to economic development, employment, transportation and the waterfront. These are referred to in the relevant Thematic Policies.

South Essex Transportation Board

Local transport partners in South Essex have come together to form a new Transportation Board in order to focus resources and deliver essential transport infrastructure to support development growth. A Business Plan has been prepared that outlines a strategic programme of schemes ranging from cycleways to major highway improvements through a coherent and integrated package aimed at providing positive benefits that will support the economy, improve health, reduce congestion and improve the environment.

www.thurrock.gov.uk 6 1.2.4 Local Policy Context

Thurrock Sustainable Community Strategy

The Shaping Thurrock Local Strategic Partnership developed the first Community Strategy for Thurrock (ASPIRE) published in November 2003. With regeneration issues in Thurrock becoming clearer following the establishment of the Thurrock Thames Gateway Development Corporation a refresh of the Community Strategy was commissioned in 2005.

The Thurrock Sustainable Community Strategy (SCS) was prepared and approved in February 2007. The SCS outlines a simplified strategic approach and highlights the future vision for the Borough to 2021. It is envisaged that “Thurrock will be the location of choice – a place where people thrive and prosper, where residents can access services that will make a difference; and where development is sustainable and supports our new and existing communities as they regenerate and grow”.

The Sustainable Community Strategy contains three themes related to the overarching vision. They are supported by 12 strategic objectives, including one specific to transport to improve access to and use of alternative and sustainable modes of transport (SO11).

The three overarching themes of the Sustainable Community Strategy are: • A place where people thrive • Services that make a difference and • Development that supports our new and existing communities.

Local Area Agreement

Thurrock’s Local Area Agreement (LAA) will run from April 2007 to March 2010. The LAA is built upon the strategic objectives set out in the Sustainable Community Strategy, which was refreshed in summer 2006, and the subject of extensive consultation with the local community.

It is an agreement between the public and voluntary / community sector organisations in Thurrock, the regional Government Office GO-East and central Government departments. It sets out the priorities for the local area for the three-year period together with actions for sustainable improvements for: - children and young people; - safer and stronger communities; - healthier communities and older people; - economic development and enterprise The LAA sets out a range of high-level outcomes, which are the priorities for Thurrock in the initial three years. This initial LAA seeks to establish secure foundations for the significant changes that will occur in the period up to 2021. If Thurrock is to be fully prepared to take advantage of the opportunities, which will be created through the major regeneration a number of plans will need to be implemented. Transport and accessibility can play a role in a number of these including:

7 Thurrock Transport Strategy 2008 - 2021 • Improve health and well-being and reduce inequality in health by ensuring all groups have access to jobs • Promote the inclusion and independence of people over 50 • Raise adult attainment levels by encouraging families into learning; thereby reducing the levels of deprivation as parents are able to access higher paid jobs • Promote the diversification and strength of economic sectors in the locality and wider region and ensure skill development matches business needs to build on and enhance the traditional industrial base in Thurrock • Save lives at risk of accidents, increasing the safety of Thurrock residents • Keep young people in full-time education and learning and thereby reducing anti- social behaviour • Reduce crime to demonstrate that Thurrock is a safe place to be • Sustainable construction to provide a model of good practice for other areas of regeneration • Develop and deliver a Greengrid to improve the visual environment

Transport measures in the LAA are:

• Km of cycle paths • Number of cycle trips • Proportion of school trips by car • Proportion of school trips by walking and cycling • Percentage of schools with School Travel Plans • KSI casualties on roads in Thurrock (including M25 and A13)

The indicators pinpointed to assist and monitor the delivery of the outcomes cut across a number of strategic objectives within the Sustainable Community Strategy. To ensure the Thurrock Transport Strategy will actively support delivery of the Community Strategy, the Council has decided to incorporate the relevant targets and indicators from the Community Strategy and the LAA as measures of progress in delivering the Thurrock Transport Strategy. These are set out in the Chapter 8 – Monitoring and Implementation Framework.

www.thurrock.gov.uk 8 Thurrock Local Development Framework

The Local Development Framework (LDF) is used by Thurrock Council to plan for the forecast growth in Thurrock in a way that minimises adverse impacts on the environment and maximises potential positive impacts, such as economic opportunities. It will contain a spatial strategy that will guide the future development and use of land in Thurrock.

As part of ensuring the sustainability and deliverability of the LDF, the Council commissioned Colin Buchanan and Partners to identify and estimate the cost of infrastructure required to deliver the planned growth. This included identifying road links and junctions that would be over-capacity and congested as a result of traffic growth, which was used in developing the congestion strategy (Chapter 4).

In particular, it identifies where housing and employment growth will happen, how growth can be delivered sustainably and help to deliver sustainable communities. Work on the LDF is currently on going, but the Council plans to adopt the Core Strategy element of the LDF in late 2009.

The Core Strategy sets out a spatial vision for what Thurrock Council wants to achieve, how the area will develop and how this is going to be implemented up until 2021. Relevant objectives for transport include:

• Achieve sustainable communities in Thurrock with regeneration and growth focused in the existing urban areas with high quality mixed developments and higher density in locations accessible to existing and planned public transport and other non-car modes of travel.

• Increase prosperity and employment growth in Thurrock whilst seeking a sustainable balance between housing and jobs growth across the Borough supported by integration and phasing with existing and planned transport and community infrastructure.

• Plan for provision of transport and utility infrastructure that will support and underpin a sustainable level of development in new and existing communities and address current deficits.

• Provide in Thurrock a safe transport system that supports accessibility, manages the need to travel, and encourages the use of more environmentally friendly modes of transport such as cycling, walking and public transport.

Thurrock Thames Gateway Development Corporation

In February 2003 the Office of the Deputy Prime Minister (now the Department for Communities and Local Government (DCLG)) announced that, as part of the Government’s Sustainable Communities Plan, an Urban Development Corporation would be established in Thurrock to drive forward the regeneration of the area. The Thurrock Thames Gateway Development Corporation (TTGDC) became a legal entity in October 2003 and became operational as from January 2004.

9 Thurrock Transport Strategy 2008 - 2021 The TTGDC has a remit to facilitate the growth, development and regeneration of Thurrock. The expectation is that this will drive a significant increase in housing provision as well as improvements in employment and education. The TTGDC formally received development control powers from October 2005 and has responsibility for dealing with significant planning applications and master planning.

The TTGDC has prepared a Regeneration Framework and a Preferred Options Spatial Plan. The Regeneration Framework sets out the vision, strategy and processes of implementation to achieve its objectives for regeneration in Thurrock. It includes six key challenges and nine strategic goals through which growth and regeneration will take place. The Regeneration Framework also highlights delivery timescales and Thurrock Council’s role. It is important that the Thurrock Transport Strategy takes account of the TTGDC regeneration policies and helps to deliver them.

The TTGDC has prepared a Spatial Plan illustrating their preferred strategic spatial development framework for Thurrock. The Spatial Plan highlights the preferred locations for new employment, residential development, transportation, community infrastructure and other developments aimed at securing regeneration.

TTGDC has commissioned consultants to prepare master plans illustrating a detailed vision for investment, development and re-development opportunities for specific areas throughout Thurrock. At the time of writing, master plans have been published for Purfleet and Averyl / Ockendon. Other master plans, currently in draft form and at various stages of consultation, are being developed for Lakeside / West Thurrock, Grays Town Centre and Tilbury. These are all non-statutory plans.

Thurrock Sustainable Development Strategy and Framework

Thurrock Council has developed a Sustainable Development Strategy and Framework to embed the principles of sustainable development into the local context so that all of its plans are based on sound environmental principles.

The Council’s overarching objective is to ensure the principles of sustainable development underpin physical and social regeneration in Thurrock.

The Council will achieve this by: • Mainstreaming the governments guiding principles for sustainable development into local strategy and policy making through the Sustainable Development Framework • Appraising the Thurrock Sustainable Community Strategy against local sustainability objectives • Identifying local priorities and actions to help achieve the UK shared priorities through the Sustainable Development Strategy

www.thurrock.gov.uk 10 2. Strategic Framework 2.1 Introduction

This Thurrock Transport Strategy has been prepared in response to the poor Government assessment of the second Local Transport Plan (LTP2) for Thurrock. The refreshed Thurrock Transport Strategy has addressed the main shortcomings of LTP2, such as insufficient analysis, and will provide a firm basis for the third and fourth LTPs for Thurrock. It will also be used to influence the delivery of LTP2 up to 2011.

As part of the Thurrock Transport Strategy, a very comprehensive evidence base was developed. This has been published as a separate document called Thurrock Transport Strategy: Evidence Base . The policy and data analysis from this document have been used to understand the relevant characteristics of Thurrock and to identify the issues that the refreshed Thurrock Transport Strategy can address.

These have been derived from an assessment of the characteristics of Thurrock and identifying those key issues that relate to transport. This essentially tells us about recent trends, the current state of Thurrock, as well as what lies ahead if current trajectories continue. A SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis has been undertaken, using an analysis of national, regional and local policies as well as benchmarking (comparing with national and regional averages and/or historic trends) to determine whether each issue is a: •Strength to build on •Weakness to address •Opportunity to take advantage of •Threat to neutralise

Spatial Vision. The spatial vision is needed in order to capture the desired possible future state of transport in Thurrock.

Strategic Aims. The aims are what need to be done in very broad terms to help Thurrock progress from its current state and towards realising the spatial vision.

Strategic Objectives. There are a number of objectives that fall under each aim, and these describe in very broad terms how each aim is to be fulfilled. The objectives should be measurable and progress towards achieving them should be tracked. The objectives themselves are derived from an analysis of the issues to ensure that the strategy will specifically address the issues.

Policies. The policies are statements that direct present and future decisions, written principles to guide decision making or courses of action that will be taken regarding prioritising actions and decision making.

11 Thurrock Transport Strategy 2008 - 2021 Figure 2.1: Relationship between elements of the plan

LOCAL TRANSPORT PLANS

Vision

S

T Aims R

A Targets & Objectives T Indicators P E E R Policies G F O Y R M A Monitoring and Implementation N C E

Programme

Schemes

www.thurrock.gov.uk 12 2.2 Vision

Vision To create a transport system for Thurrock that: • Is fully inclusive, meeting the social needs of residents

• Is integrated to provide seamless multi-modal journeys

• Is accessible for everyone, safe and attractive to use

• Delivers sustainable community regeneration and growth

• Reflects the exceptional circumstances of Thurrock as an international centre for logistics and commercial development

13 Thurrock Transport Strategy 2008 - 2021 2.3 Strategic Aims and Objectives

In delivering Thurrock’s vision for transport, a series of strategic aims were developed. These aims outline the broad goals that Thurrock wishes to achieve to move towards the realisation of the vision.

Within each aim, it is necessary to define a set of objectives. These are precise intentions of how an aim will be achieved. Whereas the aims are broad, the objectives are focused, tangible and precise and can be validated through the use of indicators and associated targets.

Aim Delivering Accessibility Thurrock Council, in partnership with other organisations, will enable better access to employment and educational opportunities and other key services, particularly to those in disadvantaged groups or areas.

Objectives ACC1: To improve accessibility to services, especially education, employment and hospitals ACC2: To tackle deprivation by improving access to services ACC3: To increase levels of walking and cycling, especially where health benefits would be greater ACC4: To continue increasing public transport patronage

Aim Tackling Congestion Thurrock Council will effectively manage the demand for travel in Thurrock through a policy of encouraging sustainable development patterns and use of public transport, walking and cycling.

Objectives CON1: To encourage a modal shift away from the private car to walking, cycling and public transport, especially to work and school CON2: To encourage a modal shift for freight from Heavy Goods Vehicles onto rail and water CON3: To improve bus satisfaction CON4: To minimise traffic growth CON5: To increase public transport patronage

www.thurrock.gov.uk 14 Aim Improving Air Quality and Addressing Climate Change To contribute towards the mitigation of climate change and reduce the vulnerability of the transport network in Thurrock to climate change impacts, whilst also protecting human health from the adverse effects of air pollution.

Objectives AQ&CC1: To improve air quality, particularly in Air Quality Management Areas, in line with National Air Quality Strategy objectives AQ&CC2: To reduce nitrogen dioxide emissions from transport AQ&CC3: To reduce particulate matter emissions from transport AQ&CC4: To reduce carbon dioxide emissions from transport AQ&CC5: To reduce vulnerability to the impacts of climate change

Aim Safer Roads Thurrock Council will work to achieve a reduction in the number of casualties on the Borough’s transport network.

Objectives SAF1: To reduce the number of people killed or seriously injured in road traffic collisions SAF2: To create a safer environment for road users, especially those who are more vulnerable SAF3: To mitigate road danger as a barrier to community regeneration

Aim Facilitating Regeneration Thurrock Council, in partnership with other organisations, will ensure that the transport infrastructure that is required to deliver better opportunities for residents and employees is delivered in a timely and coherent manner

Objectives REG1: To promote economic regeneration by reducing congestion REG2: To promote social regeneration by delivering accessibility REG3: To promote environmental regeneration by improving the quality of the built and natural environment

15 Thurrock Transport Strategy 2008 - 2021 3. Delivering Accessibility

ACCESSIBILITY

Www.thurrock.gov.uk 16 3.1 Introduction

Improving accessibility so that people can get to where they need to is integral to delivering transport improvements. Access to services and employment is an essential component of a properly functioning society, enabling people to realise their aspirations or ambitions by gaining access to work, training or education, and ensuring that people are able to lead healthy lifestyles through access to healthcare and healthy food.

As well as being important for the individual, accessibility can have a positive impact on the economy by enabling access to job opportunities, but also by enabling a better quality workforce, through access to education and training. Accessibility can also be a factor of community cohesion, encouraging vibrancy within neighbourhoods, reducing social exclusion and giving people the opportunity to play a full and active part in society.

Improving accessibility and tackling the problems associated with access related social exclusion is not only about transport mobility, but also about locating and delivering services in ways that enable people to reach them more easily. Reducing the need to travel is the most sustainable way to improve accessibility, having fewer negative impacts on congestion or the environment.

This chapter therefore works to ensure that Thurrock’s transport system provides effective access for everyone, including disadvantaged groups and disabled people, to jobs, services and social networks. It also considers where transport improvements can help redress inequalities, such as deprivation, and how the Council will target efforts to prevent poor accessibility from reinforcing wider social exclusion in Thurrock.

3.2 Policy Context

The national transport policy is focused on improving accessibility to jobs and services, especially for those most in need, and to reduce the adverse impact travel demand has on traffic congestion, road safety, and local air quality. It aims to ensure that transport and accessibility plays its part in promoting social inclusion through equality of opportunity, and tackling deprivation. Equality of access is considered to be an element of community cohesion.

The national policy is therefore concerned in the first instance with reducing the need to travel, such as through locating services close to where people live. Secondly, of the travel that is generated, national policy aims to maximise the proportion undertaken by sustainable transport means through improving the quality of the walking and cycling environment, better bus and community transport services, and fast and efficient train services for inter-urban journeys.

The Regional Transport Strategy in The East of England Plan builds on the national policy, focusing on a clear priority to promote accessibility to jobs and services and improving travel by sustainable modes, especially for disadvantaged areas. In the urban areas there needs to be a greater focus on improving the public realm and promoting walking and cycling, as well as bus use. For rural areas the focus is on improving access to service centres through innovative transport measures such as community transport.

The Regional Transport Strategy has identified Regional Transport Nodes (RTN’s). Improving inter-urban public transport is seen as a priority, especially between RTN’s (Thurrock, Basildon and Southend), between RTN’s and London, and within RTN’s, and improving access to mainline rail stations and interchange.

17 Thurrock Transport Strategy 2008 - 2021 Local policy also has a strong emphasis on the benefits of good accessibility. An aim of the second LTP is to enable better access to employment and educational opportunities and other key services, particularly to those in disadvantaged groups or areas. Other local policies have identified the importance of accessibility for older people, and for deprived areas in relation to jobs and training.

A more detailed analysis of the accessibility strategy’s policy context can be found in ACCESSIBILITY the supporting document Thurrock Transport Strategy: Evidence Base. 3.3 Data Analysis In autumn 2007, Small Fish strategy consultants were commissioned to undertake an audit and analysis of all evidence related to accessibility in Thurrock. This work culminated in the supporting document Thurrock Transport Strategy: Evidence Base . The evidence base analysed data in relation to the following elements of accessibility: • Access to key services and employment • Public Transport Use • Walking and Cycling

Analysis of evidence and data from the Thurrock Transport Strategy: Evidence Base resulted in the identification of strengths, weaknesses, opportunities and threats (SWOT) currently related to accessibility in Thurrock. These are outlined in Table 3.3.

Table 3.3: Accessibility SWOT Matrix Strengths Weaknesses

• Generally good accessibility to services • Very poor accessibility to hospital and employment within 30 minutes, especially for some • Excellent accessibility to services delivered deprived communities and especially locally such as GPs, post offices and for non-car owning households primary schools • Healthcare rated by people as difficult • Very high levels of and increasing use of rail to access • Very good access to rail • Very low levels of walking and cycling • Large recent increase in bus use with no ward reaching the national • Very good rural accessibility to bus services average, though recent increases in and increasing use of community transport cycling recorded. • Increases in walking and cycling on the school run • Good access to the countryside using rights of way • Below average accessibility to services and employment in some deprived wards Opportunities Threats • 100% of schools have travel plan • Remoteness of London Gateway • Cycling and walking levels highest in development from urban areas deprived communities • Accessibility to further education • Good access to current employment areas within 30 minutes is poor • Employment rated by people as relatively • Low levels of satisfaction with bus easy to access services, despite recent increases • Forecast increase in public transport use with planned growth • Most planned growth focused on urban areas, which are generally more accessible

www.thurrock.gov.uk 18 3.4 Issues

Consideration of the evidence base, data analysis and SWOT matrix allowed for issues for Thurrock’s refreshed accessibility strategy to be identified:

• Building on the increasing levels of train use in the face of capacity constraints 1 • Addressing low levels of bus satisfaction, building on the recent increase in bus use, and accommodating the forecast demand for public transport, which could increase viability and range of bus services • Continuing the development of community transport, helping to mitigate rural isolation and social exclusion of disadvantaged groups, especially given projected increase in age of population • Implementing all the School Travel Plans to continue the increase in walking, cycling and public transport use on the school run • Enabling access to the countryside and green open space using rights of way to promote well-being • Below average accessibility in some deprived wards (Purfleet / West Thurrock, Chadwell St Mary, Belhus, and Tilbury St Chads) could exacerbate disadvantage • Time taken to get to hospitals, especially for non-car households, by public transport could be a barrier to seeking healthcare or keeping appointments. This is a particular issue for Chadwell St Mary which has both the worst accessibility and is health deprived 2 • Low incomes 3 could present a barrier to accessing services by public transport even where physical accessibility is good • Low levels of walking and cycling (though there are indications of recent increases in cycling) could have implications for health, particularly obesity 4. This is contrary to good levels of accessibility for locally delivered services • Good access to employment areas should support job creation and jobs-led regeneration, though accessibility to London Gateway by sustainable modes, especially walking and cycling, could adversely impact on job matching, job creation and the jobs-led regeneration • Cycling and walking is more established in deprived wards where the need to address obesity is greatest • Time taken to get to further education by public transport could be a barrier to continuing in education, especially for the more deprived and less accessible wards such as Belhus. This may result in on-going low levels of skills and qualifications which in turn could impact on job creation, especially higher value jobs

1 See also congestion chapter 2 See also regeneration chapter 3 See also regeneration chapter 4 See also regeneration chapter

19 Thurrock Transport Strategy 2008 - 2021 3.5 Strategy

3.5.1 Aim

Delivering Accessibility Thurrock Council, in partnership with other organisations, will enable better access to employment and educational opportunities and other key services, particularly ACCESSIBILITY to those in disadvantaged groups or areas.

3.5.2 Objectives ACC1: To improve accessibility to services, especially education, employment and hospitals ACC2: To tackle deprivation by improving access to services ACC3: To increase levels of walking and cycling, especially where health benefits would be greater ACC4: To continue increasing public transport patronage

3.5.3 Indicators National: • NI 175 Access to further education, general practitioners and hospitals by public transport and walking • NI 176 Working age people with access to employment by public transport and walking • NI 177 Local bus passenger journeys originating in Thurrock

Local: • LTP3 Number of cycling trips • LPI3 Rail patronage • Km of cycle paths

3.5.4 Outcomes The accessibility strategy will work to deliver the following outcomes: • Help to address long-term housing affordability issues by providing the appropriate level of transport infrastructure to support the increase in the supply of housing and to ensure well-designed and sustainable communities. • Enhanced access to key services, goods and opportunities for disadvantaged groups, especially to employment, healthcare and education. • Support the economy by ensuring people can get to shops and businesses, education and leisure facilities. • People in rural areas have access to appropriate transport options • Affordability is not a barrier to accessing transport. • Improved access to international gateways. • Improved access for people on to transport vehicles and networks. • Improved physical fitness, well-being and reduce obesity, especially in disadvantaged communities, through greater use of active transport • Sustainable access to areas of new development and regeneration • Safe, efficient and sustainable movements are available between homes and workplaces, educations, town centres and healthcare provision.

www.thurrock.gov.uk 20 3.5.5 Policies The thrust of the accessibility strategy will be to improve accessibility by walking, cycling and public transport to key services and facilities, especially education, employment and hospitals. The priority will be to deliver these accessibility improvements where deprivation is apparent and where significant growth needs to be delivered and accommodated sustainably. Improving accessibility to key services Access to key services, and particularly local services like the GP surgery and post office, is fairly good across the Borough, with 99.35% of households able to access a GP surgery in 15 minutes by walking, cycling or public transport, compared to 84% nationally. As would be expected, access by public transport, walking and cycling tends to be poorest in the rural areas, but this is where car ownership and levels of wealth tend to be higher. Furthermore, analysis suggests that in most cases access and public transport availability in rural areas of the Borough remain above regional and national averages, with 100% public transport coverage in the rural areas of the borough in 2005 compared to 42% nationally. Accessibility planning analysis highlights the gaps in access by public transport to further education and the hospital and identifies that in some cases poor access may be having a negative impact upon deprivation. High levels of deprivation are apparent in many urban areas of Thurrock, and particularly the wards of Tilbury St Chads, Tilbury Riverside, Belhus, Chadwell St Mary and Purfleet and West Thurrock (See Figure 3.5.5).

Figure 3.5.5: IMD scores for SOA’s in Thurrock

27.4 to 52.93 19.62 to 27.4 13.09 to 19.62 6.83 to 13.09

Belhus

Chadwell St Mary

Tilbury St Chads West Thurrock Tilbury Riverside

21 Thurrock Transport Strategy 2008 - 2021 Considering the links between poor access and social exclusion 5, Thurrock’s comparably high levels of deprivation in the urban areas and relatively good access in rural areas, most benefit will be achieved by tackling accessibility issues in the more deprived areas.

Additionally, Thurrock will be changing considerably up to 2021, with 26,000 new jobs and 18,500 new homes – resulting in a population of 166,000. According to the Sustainability Appraisal for the Local Development Framework Core Strategy and Control ACCESSIBILITY of Development DPD, this growth will generally improve accessibility in Thurrock. For example: • There are likely to be significant positive effects on access to services from the preferred spatial option. The option will provide significant increases in service and infrastructure provision, particularly in urban areas in the Borough. This should help address the current deprivation of many of these urban areas. • The spatial policies should have significant positive effects on local regeneration • Helping deprived areas as the main focus of residential and employment development will be located in urban areas. This should benefit more deprived areas in Tilbury, Purfleet and Grays in particular. For example, there should be increased access to employment opportunities for these communities • The provision of higher density development in urban areas with good transport links should have positive impacts on access to services. • The preferred option should have positive impacts on access to services as it encourages the location of services and facilities in town centres which are accessible. • The provision of education, culture, leisure, sports, cultural, arts and community facilities should have significant positive effects on access to services in Thurrock. This could also have positive impacts on regeneration of the Borough. • The majority of housing will be provided in urban areas on previously developed land. This should help ensure that housing is accessible to public transport, services and employment opportunities.

There will be a need to ensure functionality, that services are not only accessible by virtue of proximity, but also that they have the right links and connections in place.

Policy TTS1: Tackling deprivation and delivering growth Thurrock Council will prioritise accessibility improvements in areas of deprivation and areas accommodating significant growth.

This policy will also be achieved by good integration with the Local Development Framework and its delivery. New developments will provide new transport infrastructure and improved connections. The provision of such new infrastructure should help ensure that new development is well served and deliverable, and it will be vital to ensure that other improvements to transport in the Borough further help improve accessibility, for both new but also existing housing. Links between the development and existing networks will therefore need prioritising, ensuring appropriate provision, especially for pedestrians, cyclists, public transport, and the mobility impaired, as well as by road.

The need to promote equality of opportunity and social cohesion will mean that the focus of accessibility improvements will also be on areas of deprivation. This will be achieved by working with local communities and in partnership with other agencies and interest groups such as the health authority and the police. Emphasis will be on providing accessibility improvements that offer the best outcomes for local communities. This may

5 SEU: Making the Connections 2003

www.thurrock.gov.uk 22 involve a strong focus on transport improvements, but may also include improvements to the way that services like healthcare and further education are provided locally or those, which enhance the integration between transport and service delivery.

For transport improvements, the Council will consider the availability of public transport, walking and cycling networks, but will also investigate the importance of other factors. These include the cost of public transport (already recognised in the concessionary fares scheme, Travel Thurrock) and whether it has a negative impact upon certain low income groups, the physical accessibility of transport and also the provision of information and whether in some cases this constitutes a barrier to travel.

A particular issue identified in the evidence base is that low income could present a barrier to accessing services by public transport, even where physical access is good. Where for example the cost of public transport is identified as a prohibiting factor to people accessing further education, the Council will investigate providing a scheme in partnership with the Learning and Skills Council to subsidise access for families with low income.

There are currently specific challenges to be met around the provision of public transport to more strategic services like the hospital and further education. For example, only 2.94% of non-car owning households in Thurrock are able to access the hospital within 30 minutes. This is almost ten times lower than the national average of 28.54% (see Figure 3.5.6 overleaf). The time taken to access the hospital by public transport may for some present a significant barrier to either seeking healthcare or attending health appointments. In the first instance the strategy is to target those communities where high levels of deprivation coincide with low car ownership and poor public transport access to healthcare and further education. This includes Chadwell St Mary, Belhus, Tilbury St Chads, Tilbury Riverside and Purfleet and West Thurrock.

Policy TTS2: Improving access to key services and facilities There will be an emphasis on delivering accessibility improvements which are likely help to alleviate health and skills deprivation, and which promote equality of opportunity in the jobs market.

Looking to the future, the successful delivery of 26,000 new jobs between 2001 and 2021 will require good and equitable access to employment, both to provide the employment needs of businesses and to promote equality of opportunity. Delivering these jobs will be vital to the economy of Thurrock where between 1998 and 2003 GVA grew by just 8.6%, three times lower than growth rates regionally and nationally.

In addition, improving the skills of Thurrock’s workforce will be a priority in trying to attract and retain higher value jobs, a particular challenge in Thurrock where in 2004 the proportion of people employed in knowledge driven sectors was 11.69%, around half the national and regional proportions.

23 Thurrock Transport Strategy 2008 - 2021 Figure 3.5.6 : Access to Hospitals by public transport, walking and cycling in 30 minutes

KEY % Access to Hospitals

0% ACCESSIBILITY 1-39% 40-69% Belhus 70-99% 100%

Aveley & Uplands

Purfleet/West Thurrock Chadwell St Mary

This map is reproduced from Ordnance Survey material Tilbury Riverside permission of Ordnance Survey on behalf of the Controller of Her Majesty’s stationery Office. © Crown copyright. Unauthorised Tilbury St Chads reproduction infringed Crown copyright and may lead to prosecution or civil proceedings. 100025457 2008

The planned growth in Thurrock should generally improve physical accessibility to many of the new jobs, with such growth being focused on urban areas such as Grays and Tilbury. The exception is London Gateway, which is more remote from the major urban and deprived areas, and so good access to this strategic employment site will need to be given a priority.

Focusing on improving access to employment by public transport will promote equality of opportunity, as it will be available to all rather than only those with access to a car. Those without access to a car need to be given a wider choice of jobs rather than just those that are very local and within walking or cycling distance. This should also bring more people into the labour market and reduce the risk of insufficient labour supply being a barrier to jobs growth (see Policy TTS1). As well as social equity benefits, this will have economic gains, including widening the labour supply for employers, improving access to customers, better jobs matching, and enabling people to access more productive jobs. It should also support modest economic agglomeration by drawing together similar economic activities, such as logistics and port activity.

Thurrock ranks number 344, according to its skills and qualifications score, out of 376 local authorities. By improving access to educational opportunities, the Council will help create the right environment for growth and regeneration. Improved access is likely to have a positive impact on school and college attendance rates, but may also encourage more people to consider further education, leading to a more highly skilled workforce.

www.thurrock.gov.uk 24 Better public transport accessibility could also help deliver the extended schools agenda that seeks to increase the services available at schools to the wider community. On this basis, improved access could be a key element of transport’s contribution to neighbourhood renewal initiatives. In addition, improving accessibility to jobs and education, especially for the more deprived communities will help to tackle underlying causes of crime, such as low income and poor educational attainment.

Policy TTS3: Integrating with other service providers Thurrock Council will provide accessibility planning expertise to other service providers to enable them to more accurately consider accessibility when making locational decisions such as where to locate or deliver new services.

Although current accessibility to further education needs improving, non-transport interventions will help accessibility. The extended schools agenda being developed by the council will widen the availability of further education at schools, and schools are very accessible in Thurrock. In addition, there are emerging plans to put schools right at the heart of the community. The Thurrock Thames Gateway Development Corporation’s master plan for Purfleet, for example, aims to ensure that new schools will provide community and healthcare services in the school environs.

Improving access to schools, as well as existing further education establishments, will therefore provide synergies with these developments. Furthermore, it will help to implement the School Travel Plans and encourage a modal shift.

The Thurrock Thames Gateway Development Corporation’s master plan for Grays, currently in draft form, includes a Thurrock learning campus for further and higher education and New Generation Community Hospital. This will improve access to these services and shows the importance of locational decisions. As these developments are implemented it will be essential that they maximise accessibility for non-car modes of transport to promote equality of opportunity and will therefore be encouraged to develop Visitor Travel Plans in addition to Workplace Travel Plans, outlined in more detail in Chapter 4 – Tackling Congestion.

To ensure that growth is sustainable it will be important that when new services are being planned or delivered, accessibility is incorporated into the decision making process. For example, with the Building Schools for the Future programme accessibility will be considered when making decisions on the locations for new schools. Similarly, the NHS move towards having a commissioning role in providing primary healthcare will be an opportunity to engage with the South West Essex Primary Care Trust and encourage the delivery of more accessible services. By ensuring that services are delivered in ways that make them most accessible, the Council is helping to reduce the need to travel.

In order to deliver Policy TTS3 it will be necessary to make best use of and promote the accessibility planning techniques developed through the LTP.

Walking and Cycling Networks Evidence suggests that levels of walking and cycling in Thurrock are considerably lower than the national average, being 40% lower for the journey to work. Rates are higher in the more deprived communities and areas where there are large local employers such as Grays, where the rate of 12.9% of people walking or cycling to work is only just below the national rate). In addition, although cycling increased by 4.5% between 2002 and 2006,

25 Thurrock Transport Strategy 2008 - 2021 the target in the first Local Transport Plan was not met 6 . This is despite the improvements made during the first Local Transport Plan, such as the Arterial Road Cycle Route and the Two Forts Way cycle scheme.

The strategy is to improve accessibility of ACCESSIBILITY walking or cycling by implementing safe and convenient walking and cycle networks, comprising high quality core routes supported by widespread 20mph areas (see Road Safety strategy at Chapter 6 for more on the latter).

There are wider benefits to enabling people to walk or cycle to access services or employment. Facilitating increased walking and cycling can help increase exercise, which is an essential component of a healthy lifestyle. Increasing the number of people walking and cycling should improve sociability, community vibrancy and social cohesion, and reduce crime through informal surveillance.

Policy TTS4: Walking and Cycling Priority will be given to providing high quality walking and cycling infrastructure, including an identified network of core routes in communities: • Experiencing housing or employment growth • With high levels of deprivation • With a high incidence of obesity

Improvements will be prioritised in areas where they are likely to facilitate growth, help turn around deprived communities, and help promote a healthier lifestyle, reducing negative outcomes such as obesity. High rates of health deprivation and obesity are apparent in the wards of Tilbury St Chads, Tilbury Riverside (the proportion of people estimated to be obese is almost 29% in these wards compared to 20% nationally), Chadwell St Mary, Belhus and Grays Riverside.

Whilst a range of opportunities will be taken to improve conditions for cyclists and pedestrians, the focus will be on the development of core walking and cycling routes, linking residential areas with areas of employment (Strategic Employment Sites in particular), education and healthcare, as well as town centres. Where possible, walking and cycling improvements will be identified as part of school and workplace travel plans (including further developing the Safer Routes to School initiative) and delivered as shared use routes to improve value for money. This will help ensure delivery is closely related to actual need in terms of making essential and regular journeys to work, education and healthcare.

All significant new educational and employment development will therefore be required to develop and implement a travel plan based on a transport assessment (see congestion strategy). The focus will be on delivering measures, which offer good value for money and linking improvements with travel plans may also help facilitate softer measures, such as marketing techniques, which may be necessary to encourage use of any new infrastructure. This will build, for example, on the 6% increase in walking to school between 2005 and 2007.

6 Monitoring Arrangements have since been improved

www.thurrock.gov.uk 26 Improvements to core walking and cycling routes that also help to implement the Council’s Greengrid strategy will be given additional priority because of the added synergy and the delivery of wider benefits (see below).

Improved walking and cycling infrastructure is necessary to promote sustainable growth. New employment sites for example need to be accessible to the surrounding communities and providing essential pedestrian and cycle routes will remove the tendency for people to make relatively short journeys to work by car. All major new housing and employment sites should have safe and convenient walking and cycling networks (see also Policy TTS1) which connect with existing parts of the pedestrian and cycle network. The planning process will help to secure improvements by: • Incorporating walking and cycle improvements at the master planning stage • Attracting developer contributions for transport improvements such as pedestrian Crossings • Securing schemes by use of Development Control policies

The improvements for core routes will include identifying missing links in existing networks and delivering improvements such as fully accessible crossings or cycleways. Improvements will need to consider the quality of the design, including the provision of: • Street lighting and other measures to improve personal security • Street furniture such as benches

In addition to the provision of infrastructure that improves design, the removal of street clutter and barriers to movement, including unnecessary pedestrian guard rails, will be incorporated into design (see Policy TTS33 Chapter 7 – Facilitating Regeneration).

Delivery of the Greengrid Strategy The Greengrid Strategy aims to create a network of multi-functional greenspace and links within Thurrock’s towns and countryside, helping to improve the borough’s visual environment. This includes strategic green links comprising a network of footpaths, cycle paths and green transport corridors that encourage healthier living through promoting exercise as well as through the well-being generated by better access to open and green space. This is especially important for children, whose independence and maturation are promoted through access to playspace.

Thurrock has just over 170km of Public Rights of Way (PROW) including footpaths, byways and bridleways, and 60% are rated as easy to use compared with 69% nationally. At present these are mainly used for recreation, although their functionality as commuter routes in both the urban and more rural areas is growing.

Public Rights of Way provide valuable access within Thurrock to the countryside, local parks and open spaces, helping to promote healthier lifestyles and wellbeing among Thurrock residents. This has increasing importance given the emerging growth and development within the Borough.

Thurrock’s Rights of Way Improvement Plan (ROWIP), adopted in November 2007, sets out the improvements required to meet the current and future needs of PROW users. Thurrock’s ROWIP has four key aims: • To deliver a safe and accessible network of bridleways, byways and footpaths • To improve the accessibility of the existing network so that it available to all

27 Thurrock Transport Strategy 2008 - 2021 • To maintain the existing and future PROW • To provide improved information relating to the PROW which is accessible to all encouraging people to use the network

Public Rights of Way form an important part of the LTP strategy, with high quality routes contributing to all of the shared transport priorities, including accessibility. ACCESSIBILITY

Policy TTS5: Greengrid Strategy Priorities for improvements to PROW will be considered against the contribution such improvements make to: • Improving access to education, employment and healthcare • Delivering the strategic green links in the Greengrid strategy, thereby helping to improve access to green and open spaces as well as contributing to the environmental regeneration of the Borough

An important link in the Greengrid strategy is a high quality riverside route. Sustrans, the sustainable transport charity, is aiming to implement such a route for walking and cycling and the Council supports this development, in line with the Regional Transport Strategy, which aims to complete the National Cycle Network in the region.

Public Transport Network Public transport use within Thurrock is relatively high, with 1 in 5 (20% of the local pop.) using either the bus or rail services to access employment compared with only 11% nationally. Growth in patronage over the last few years on both bus (45% increase between 2002 and 2006) and rail (85% increase between 2003 and 2006) services have been well above national levels. This is most likely due to a combination of factors, such as the increasing population, the introduction of Travel Thurrock (which provides over-60s and disabled people with free travel on the Borough's buses), and improvements to the bus infrastructure and services on routes (especially the quality corridor) through the Quality Bus Partnerships with Arriva and First.

The perception of public transport in Thurrock, however, remains quite negative and the level of bus satisfaction is relatively low, although both have been improving in recent years. For example, Bus satisfaction increased 29% between 2004 and 2006 to 45%, which compares to 50.7% across the region and 60% nationally.

It is essential that improvements are delivered to public transport to continue the recent improvements and ensure that it can accommodate the increasing demand associated with housing and employment growth, forecast to be an extra 18,500 trips per day as a minimum.

Policy TTS6: Inter-urban public transport Thurrock Council will develop a high quality network of public transport linking Thurrock with other Regional Transport Nodes, and linking the urban areas within Thurrock. Routes will connect town centres, strategic employment sites, further education, and hospitals. Priority will be given to developing routes that will promote sustainable growth and help tackle deprivation.

www.thurrock.gov.uk 28 Thurrock is a Regional Transport Node. Policy TTS6 makes clear the need to improve connections with other Regional Transport Nodes, especially Basildon, as there is considerable inter-commuting between Basildon and Thurrock, without the benefit of a direct rail route. Within Thurrock priority will be given to improving connections between urban areas that will need to deliver strategic housing and/or employment growth, such as Grays and Lakeside/ West Thurrock, and in the short term connecting deprived areas such as Tilbury to wider job opportunities at strategic employment sites.

Priority will also be given to developing a high quality network in areas where employment needs can not be met locally and will need to draw employees from a wider area, such as for London Gateway, possibly involving an improved public transport interchange at Stanford-le-Hope.

Delivering this high quality network will help provide the right environment for growth within the Borough. It will play an important role in providing access to employment sites and will ensure a key element of infrastructure is in place to deliver sustainable growth. Thurrock is well positioned in terms of rail services, connecting with mainline services into London and having good services to all the strategic employment sites, except London Gateway. This is the backbone of the inter-urban public transport network and is well established, although further additions may have potential, such as a new station at West Thurrock.

Where rail is not available, a high quality inter-urban network of bus services or rapid transit will be developed, including the South Essex Rapid Transit (SERT), which will work to improve links to Basildon in the first instance. One of the highest priorities will be improving bus accessibility to the London Gateway development, which is more remote from the main urban areas of Thurrock than the other Strategic Employment Sites. London Gateway is also projected to generate the majority of new jobs.

The Council will work in partnership with bus and train operators to provide services on these routes which: • Offer a turn up and go level of service on key routes • Are fully accessible • Connect with rail services at key interchanges • Have bus priority in key locations to avoid traffic congestion at peak times • Be given priority for bus infrastructure improvements such as information or raised kerbs at boarding points

In order to deliver these aims it will be necessary to build on existing Quality Bus Partnership arrangements to establish additional formal agreements with bus operators, clearly stating each party’s commitment to investing in specified improvements over a given time frame. Such partnership agreements will be sought.

The impacts of the Local Development Framework on village services and on towns not located in the principal growth areas are uncertain, according to the Sustainability

29 Thurrock Transport Strategy 2008 - 2021 Appraisal, including access to employment. It will therefore be important to ensure that the rural communities, locking in the achievement in the first Local Transport Plan of 100% accessibility by bus in the borough’s rural areas, can enjoy many of the benefits of growth and development.

In rural areas the strategy is two fold: • Link some rural communities with the urban areas using the high quality inter-urban ACCESSIBILITY public transport described above as well as through the Rural-Urban Bus Clubs • Improve local accessibility by increasing the availability of services that operate demand responsively, building on the current provision of community transport services which served over 46,700 passenger trips in 2006, more than a 7% increase in two years • Demand Responsive Transport should, where feasible, not only improve access to local services, but also integrate with the inter-urban services

Policy TTS7: Demand Responsive Transport In developing Demand Responsive Transport Services the Council will give priority to supporting those initiatives where the Voluntary and Community Sector takes a major role.

Community transport, often led by the voluntary and community sector, can help reduce the isolation faced by people living in the more remote rural areas, offering an essential means of access to services. More flexible transport, such as community transport, is likely to become increasingly important given that the population is continuing to age over time. The main focus of current provision, operated by Trans-Vol (Thurrock’s community transport service) and Shopmobility (which enables people with disabilities or limited walking ability to get around Lakeside Shopping Centre), is on providing a service for those people with mobility impairments. The voluntary and community sector’s role is vital, given its links with local communities and their needs, and the value for money it can provide.

In the first instance priority will be given to reviewing the eligibility criteria for community transport with a view to widening the definition of mobility difficulties to incorporate anyone without access to a conventional bus service. Opportunities will also be taken to support new services where there is thought to be the need to do so, in line with the policy.

As well as providing local access in rural areas, Demand Responsive Transport will also be supported in urban areas to promote the independent living aspirations of people with mobility problems, including people with disabilities and the elderly.

Transport Interchanges The provision of high quality transport interchange facilities (such as that developed at Grays during the first Local Transport Plan) is essential in regional Key Centres for Development and Change, including Thurrock, for encouraging more people to travel by public transport. Having to interchange between modes of transport can be a difficult and uncertain for elements of the journey and therefore can be a barrier to travel. It is important to provide facilities, which make having to interchange as safe, seamless and comfortable as possible.

Policy TTS8: Transport Interchange Improved connections between modes will be delivered at key interchanges, with priority given to improvements that facilitate better access to Strategic Employment Sites.

www.thurrock.gov.uk 30 It is essential that this infrastructure is in place in order to promote sustainable growth and improve accessibility to key services and employment areas within the Borough. Rail stations in particular serve not just a local need, but function as gateways to the national rail network. High quality improvements will be a priority at interchanges critical for delivering sustainable growth, such as the rail stations at Grays Tilbury, Purfleet and Chafford Hundred. A high priority will be further to improve interchange at Stanford Le Hope to improve access to London Gateway as the development is brought forward.

At rail stations the Council will continue to work with the Train Operating Companies and Network Rail to deliver accessibility improvements both on the approach to and within stations. At key interchanges identified at rail stations there will be an emphasis on ensuring adequate facilities for those wishing to change mode. This means provision of secure cycle storage, car parking facilities and taxi ranks, as well as high quality connecting bus services. Improvements at interchanges will be delivered by: • Enhancing personal security, particularly for people travelling after dark, by ensuring there is adequate lighting, good vista, provision of telephones, CCTV and the use of materials such as Perspex rather than glass, where necessary • Improving the quality of infrastructure like timetables, provision of real-time passenger information, shelters and the availability of seating • Ensuring facilities are fully accessible in accordance with the Disability Discrimination Act, for example by providing tactile paving, handrails and raised kerbs at boarding points • Providing improved facilities such as cycle storage and lockers for those wishing to cycle to interchanges • Upgrading walking and cycling routes from interchanges to the surrounding residential and employment areas to ensure they are safe and convenient for pedestrians and cyclists. • Enhancing car parking at interchanges such as rail stations where necessary, with an emphasis on short term parking for dropping off or taxis • Working to improve the coordination between bus and rail services • Integrating transport improvements with wider developments and improvements to public space, such as the proposed Station Square development at Grays. This should help to create vibrant areas that provide a greater degree of informal surveillance and improve personal safety.

In the first instance an audit of interchanges will be carried out. This will enable us to develop a better understanding of the standard of current interchanges and the facilities provided. The Council will aim for all interchanges to be of a high standard and will produce a set of standards in order to develop a programme for delivery. These standards may include the provision of real-time information, cycle storage and the type of shelter or waiting facilities expected.

Information and Ticketing Providing high quality information on the services the Council and partners deliver is essential for enabling people to make use of them. It is also important for ensuring best use of the assets, delivering better value for money, and improving bus user satisfaction levels. The Council will target initiatives which increase awareness of transport opportunities by: • Providing improved public transport timetables at boarding points • Working in partnership with others, especially public transport operators, especially to improve ticketing arrangements

31 Thurrock Transport Strategy 2008 - 2021 • Taking advantage of new technologies, building on real time passenger information already installed and focusing further enhancements at key interchanges and on inter- urban public transport routes • Information will be provided in a range of formats to tackle disability discrimination. There will also be a translation of information into other languages, including for rural services, but this will be kept under review in the light of growing opportunities to learn English 7. This will aid efforts to promote greater integration and community cohesion ACCESSIBILITY • Continuing to support development of the Traveline public transport information service • Improving signage on key walking and cycling routes, particularly those providing access to strategic employment sites

The Council will also investigate opportunities for taking advantage of smartcard technology to help improve ticketing arrangements.

Access for all It is essential that transport services are accessible to all sections of the population regardless of disability, race, religion, gender or ethnic background. In particular, part three of the Disability Discrimination Act 1995 gives disabled people a ‘right of access’ to goods, services and facilities, based on the principle that they should not be discriminated against. This principle can also be applied to other minority groups within the community.

Policy TTS9: Mobility Thurrock Council will incorporate the needs of people with mobility impairments or with disabilities when designing and delivering any transport improvements, and particularly when designing pedestrian access routes in the built up areas.

The Council will ensure that transport services are accessible to sections of the community by: • Providing disability awareness training to operators • Investigating other initiatives to tackle the barriers disabled people may face when sing public transport, such as providing drivers with flash cards to raise awareness of how to deal with people with disabilities • Encouraging operators to invest in low floor buses at the earliest opportunity • Delivering the bus stops programme to ensure all stops are fully accessible, and prioritising those stops on the inter-urban bus network • Considering the needs of disabled people when providing signing or real-time information, particularly in terms of the height of information provided • Providing grants for the retro-conversion of taxi vehicles and requiring any new operators to use fully accessible vehicles • Making people feel safer on public transport and when using cycleways or footpaths by providing lighting and CCTV where necessary • Continuing to introduce tactile paving, dropped kerbs and audible signs at pedestrian crossing points • Providing street furniture such as seating at convenient locations along walking routes • Providing adequate parking for people with disabilities • Providing information in a range of formats

7 The Commission for Integration and Cohesion recommends that resources should be directed at increasing opportunities to learn English rather than translation services. This will clearly need to be a staged process

www.thurrock.gov.uk 32 33 Thurrock Transport Strategy 2008 - 2021 4. Tackling Congestion

CONGESTION

www.thurrock.gov.uk 34 4.1 Introduction Under the Traffic Management Act (2004), Thurrock Council has a duty to keep traffic, including pedestrians, free flowing. Congestion causes frustration and delay, and has a significant impact upon the local economy, environment and well-being of Thurrock residents. The Eddington study identified that congestion plays a pivotal role in productivity and competitiveness, as it can have an adverse impact on the local economy and create uncertainty for businesses, which can be quantified as an economic cost. The costs of congestion are significant – analysis carried out for the Eddington study showed that 8% of UK road traffic is already subject to very congested conditions and that, without action, congestion is likely to increase by a further 30% nationally by 2025. This increased congestion could see costs to business and freight rise by over £10 billion a year 8. Additionally, the environmental and health impacts of stationary or slow moving traffic is felt in terms of poor air quality, leading to associated health problems, particularly for people with respiratory disease. Congestion also significantly effects climate changes by increasing carbon dioxide emissions from transport. Congestion also affects the quality of life for residents and visitors and the environment by contributing to the general degradation of public spaces. It is detrimental to the overall operation of the transport network, leading to the potential for higher accident rates, compromising public transport reliability and operations, and impeding walking and cycling. Taken together, these effects make sustainable transport modes less attractive and encourage more people to travel by car, further increasing congestion and leading to a vicious cycle that deters people from making more sustainable transport choices. The outcomes that the congestion strategy seeks to achieve are therefore two-fold: it will work to maximise the competitiveness and productivity of Thurrock’s economy, enabling it to grow and facilitate regeneration in the most sustainable way, but will also work to promote the health, air pollution and climate change benefits of modal shift.

4.2 Policy Context The overarching transport policy in the UK can be found in The Future of Transport 2030 white paper. Through the white paper, the Government has built on its 10 year transport plan with an analysis and long-term strategy for transport in the UK. It provides a national policy framework with indications of sustainable investment for the delivery of local transport improvements. This enables local transport authorities to plan ahead with greater policy and financial certainty. It focuses on providing freer flowing local roads and better management of the road network. In October 2007, the Government published Towards a Sustainable Transport System. It describes how the Government is responding to the recommendations made in the Eddington study to improve transport’s contribution to economic growth and productivity. It recognises that in certain places the current capacity of networks cannot meet the demand that is, or will be, placed upon them. Eddington concluded that taking action to deal with those areas where unreliability, congestion and over capacity are affecting businesses’ ability to meet with their clients or get their goods efficiently to market, or are preventing them from employing the best people for the job, should be a priority. Regionally, the East of England Plan seeks to manage travel behaviour and the demand for transport with the aim of reducing the rate of road traffic growth and ensuring the transport sector makes an appropriate contribution to the required reduction in greenhouse gas emissions. It further aims to improve journey reliability by tackling

8 Towards a Sustainable Transport System, DfT, October 2007

35 Thurrock Transport Strategy 2008 - 2021 congestion, increasing the use of public transport, walking and cycling, providing sustainable access to areas of new development and regeneration and promote economic growth without a simultaneous growth in travel. Locally, Thurrock’s aim is to improve access and use of alternative and sustainable modes of transport through the Sustainable Community Strategy. A more detailed analysis of the congestion strategy’s policy context can be found in the supporting document Thurrock Transport Strategy: Evidence Base. 4.3 Data Analysis In autumn 2007, Small Fish strategy consultants were commissioned to undertake an audit and analysis of all evidence related to congestion in Thurrock. This work culminated in the supporting document Thurrock Transport Strategy: Evidence Base. The evidence base analysed data in relation to the following elements of congestion: • Traffic Growth • Heavy Goods Vehicles and Freight

• Travel Patterns CONGESTION • Public Transport • Smarter Choices Analysis of evidence and data from the Thurrock Transport Strategy: Evidence Base resulted in the identification of strengths, weaknesses, opportunities and threats (SWOT) currently related to congestion in Thurrock. These are outlined in Table 4.3.

Table 4.3: Congestion SWOT Matrix Strengths Weaknesses

• High growth in public transport patronage • Congestion on strategic road network • High growth in rail patronage in some areas, particularly along the A13 • High growth in rail freight tonnage • Large proportion of in/out commuting • Good strategic road network on which to • High proportion of HGVs on the network build • Low bus satisfaction • High proportion of residents travelling to • Low levels of residents travelling to work via rail work via walking, cycling and bus • Large number of rail stations • High proportion of workplace and resident population travelling to work by car • Uncertain cycling trends Opportunities Threats

• Good rail freight transport opportunities • Growth will lead to more of the could lead to reduced HGV movements strategic road network going over • 100% schools now have travel plans – capacity implementation of these plans should bring • Growth will lead to more of the rail about further reductions in the mode share network going over capacity of journeys to school by car • Growth will most likely lead to an • 26,000 new jobs in Thurrock could help to increase in maintenance requirements reduce the amount of out commuting • Providing for increases in car, HGV and • High number of rail stations near which to public transport movements allocate growth to encourage rail use • Large proportion of workplace and resident population live within viable distances for using sustainable transport to travel to work • Develop a Freight Quality Partnership

www.thurrock.gov.uk 36 4.4 Issues and Priorities

Consideration of the SWOT matrix above allowed for issues and priorities for Thurrock’s revised congestion strategy to be identified.

Issues: • Providing for freight modal shift and minimising the number and impacts of HGV’s • Providing for increases in car and freight movements and public transport use arising from growth • Continuing to build on rail and bus patronage when growth will threaten capacity • Low bus satisfaction and public perceptions of buses in Thurrock • Ensuring growth is located in such a way to reduce the need to travel and facilitate sustainable transport modes • High levels of out commuting from Thurrock • High proportion of HGV’s on the road network and likely future increases from Shell Haven development • Congestion on the strategic road network, especially the A13 • Low levels of sustainable transport use to travel to work Priorities: • Reducing traffic congestion, particularly on strategic roads • Minimising the effects of future growth on traffic congestion • Increasing bus satisfaction and improving public perceptions of buses in Thurrock • Facilitating modal shift to more sustainable modes of transport • Providing for freight modal shift and minimising the number and impacts of HGV’s

4.5 Strategy 4.5.1 Aim Tackling Congestion Thurrock Council will effectively manage the demand for travel in Thurrock through a policy of encouraging sustainable development patterns and use of public transport, walking and cycling.

4.5.2 Objectives CON1: To encourage a modal shift away from the private car to walking, cycling and public transport, especially to work and school CON2: To encourage a modal shift for freight from Heavy Goods Vehicles onto rail and water CON3: To improve bus satisfaction CON4: To minimise traffic growth and reduce average journey times CON5: To increase public transport patronage 4.5.3 Indicators National: • NI 167 Congestion – average journey time per mile during the morning peak • NI 177 Local bus passenger journeys originating in Thurrock • NI 178 Bus services running on time • NI 198 Children travelling to school – mode of travel usually used

37 Thurrock Transport Strategy 2008 - 2021 Local: • LTP2 Area wide road traffic – million vehicle kilometres • BVPI 104 Bus Satisfaction • LPI8 (Port) Freight carried on rail

4.5.4 Outcomes The congestion strategy will work to achieve the following outcomes: • Deliver reliable and efficient transport networks that support economic growth, without a simultaneous growth in travel. • Allow movement of freight, which is reliable, quick and low cost. • Get people to work on time, safely, reliably and quickly, in reasonable comfort and at reasonable cost. • Enable people and businesses to choose lower carbon transport options by breaking down the barriers to these behavioural changes. • Actively promote ultra-low carbon alternatives such as walking and cycling and low CONGESTION carbon alternatives such as public transport options. • Reduce the number of short distance trips by carbon intensive modes. • Ensure interurban travellers and freight can access a range of key destinations reliably and quickly and can return within a day. • Enhance the resilience of national transport networks. • Facilitate shift of freight transport to lower carbon alternatives. • Ensure passengers and freight can access international gateways reliably and quickly, can travel to and from a wide range of destinations from the UK and have a good experience of using the UK’s international gateways. • Provide passengers and freight with lower carbon surface access alternatives to international gateways.

4.5.5 Policies Our strategy for tackling congestion will be to deliver a targeted programme of measures to: 1. Reduce the need to travel 2. Encourage and seek modal shift to more sustainable modes of transport, such as public transport, walking and cycling, particularly in urban areas 3. Improve the efficiency of the existing transport network throughout the Borough 4. Increase network capacity on strategic routes, where appropriate.

Reducing the Need to Travel Traffic has grown substantially over the past ten years in Thurrock by 20% between 1997 and 2006, compared with only 13.1% nationally and 12.6% regionally. However, traffic growth has slowed down considerably in the past five years, with five year growth at only 2.7%. The planned expansion of 18,500 dwellings and provision of 26,000 jobs by 2021 will put enormous pressure on Thurrock’s transport network. Based on TRICS data for the South East, Thurrock will need to accommodate at least 18,500 additional daily car trips from new dwellings in Thurrock by 2011, 55,000 by 2016 and 92,000 by 2021.

www.thurrock.gov.uk 38 This proportion of car trips assumes that existing travel behaviour continues. There is therefore scope, through the Thurrock Local Development Framework, to work to reduce these forecasts by reducing the need to travel. In undertaking spatial planning and allocating land for new development, the Borough will work to locate new development in such a way that firstly reduces the need to travel and secondly to where existing sustainable transport infrastructure exists. This will be delivered through the Thurrock Local Development Framework. The preferred policy approach states:

• New development will be accessible by existing and committed sustainable means of transport and local services that are conveniently located to reduce the need to travel by car. • Developments will be designed so as to make provision for access for both people and goods by all forms of transport including passenger transport, cyclists, pedestrians, people with sensory and mobility impairment and road traffic. • Promote the delivery of high quality Design and Access Statements by ensuring the following factors are considered: • How the development shall be linked to existing transport infrastructure for all modes of travel (private cars, public transport, cycling, walking) • Priorities of different users such as pedestrians, cyclists and motorists • Entrances are visible from the public spaces • Disabled access to promote inclusion and reduce segregation • Ensure emergency and service vehicles are able to access new and existing development sites • Evaluate the need for transport nodes or interchanges for the proposed development that will benefit other developments and the local community as a whole • Ensure that development does not create barriers to access within the local community

It may not, however, always be possible to locate development in ways that will reduce the need to travel, as other environmental, social and economic objectives must also be given consideration when locating new development.

Policy TTS10: Reducing Congestion from Growth Where development takes place in areas that does not reduce the need to travel or in areas where access to existing sustainable transport infrastructure does not exist, the Council will prioritise the delivery of sustainable transport schemes for meeting travel demand arising from that development.

This means that where land is developed in areas that meet wider objectives, but does not reduce the need to travel or currently have sustainable access, the Council will work closely with developers to ensure that sustainable transport schemes are delivered for those living and working at that development, to promote sustainable travel choice.

39 Thurrock Transport Strategy 2008 - 2021 Encouraging Modal Shift The Regional Transport Strategy identifies Thurrock as a Key Centre for Development and Change, with the associated policies of bringing about a significant shift away from car use in the urban area. The proportion of people working in Thurrock who travel to work by car is 72% despite the fact that 17% of journeys to work are less than 2 km. There is substantial scope for encouraging a modal shift, particularly in relation to travel to work. In 2005 the Department for Transport commissioned the study Smarter Choices , which suggests that the high intensity application of travel planning techniques can result in peak period urban traffic reduction of more than 20%. Current evidence suggests that the most effective way of reducing congestion is through a package of such measures. The research also suggests that every £1 spent on well-designed measures could yield £10 of benefits in reduced costs of congestion alone. This type of investment clearly represents good value for money, and Smarter Choices also tend to be more cost effective in reducing carbon dioxide emissions than other transport interventions.

Policy TTS11: Smarter Choices CONGESTION In urban areas, measures to encourage a modal shift to public transport, walking and cycling will be prioritised.

The Stern Review on the Economics of Climate Change (2006) identified that barriers, which prevent people from making informed decisions about transport, must be removed in order to effectively address the impacts of congestion and climate change, and Policy TTS11 works to achieve this. Smarter Choices measures, designed to give better information and opportunities, will therefore be intensively developed. Smarter Choices tend to be focused on providing positive incentives to encourage modal shift rather than on negative incentive schemes. Such measures will include: • Workplace Travel Plans • Visitor Travel Plans • School Travel Plans • Travel Awareness Campaigns • Liftsharing • Personalised Journey Planning

Workplace Travel Plans To date,22 workplace travel plans have been adopted, a 100% increase on 2002/03 levels. Consideration of 2001 census travel to work data, however, shows that Thurrock has lower levels of walking, cycling and bus use than nationally and slightly higher than average travel by car to work.

Walking to work figures are in the bottom quartile nationally, and there is significant scope in Thurrock for increasing this proportion, as 17% of the resident population live within walking distance (less than 2km) to work. Increased adoption and implementation of workplace travel plans may work to encourage a modal shift in travel to work patterns.

www.thurrock.gov.uk 40 Policy TTS12: Travel Plans Travel plans will be required for all development in accordance with Government guidance. Large existing employers, employment areas and visitor attractions will also be encouraged and supported to develop travel plans. Where travel plans have been adopted, the Council will require an annual review to analyse effectiveness of delivery and overall contribution towards travel conditions.

Travel planning has traditionally focused on using planning obligations (such as Section 106 agreements) and conditions to secure travel plans and sustainable transport infrastructure at new development. Thurrock Council will take this one step further by working with large-scale existing employers to develop travel plans and deliver complementary transport improvements at or near existing employment and visitor sites to encourage a modal shift. This intensive application of Workplace Travel Planning at new and existing employment sites, supported by a programme of complementary walking, cycling and public transport improvements should work to encourage a modal shift.

Visitor Travel Plans Additionally, the Council will look to secure Visitor Travel Plans at all new and existing hospitals and further education establishments in addition to Workplace Travel Plans at these sites, as they are also likely to be large employers. This will work to enhance sustainable access to these sites for visitors, particularly for those socially excluded populations that require access to these facilities most. The Council will also encourage tourist destinations in Thurrock that draw a large number of visitors from the region to develop Visitor Travel Plans and will work with these organisations to provide sustainable access to these sites to help deliver their travel plans.

Station Travel Plans Stations are major generators of travel and their impact on the surrounding road network can be large. Historically, there has been a strong emphasis in the rail industry on catering for car trips to stations through increasing station car parking and in some cases through parkway stations. In accordance with the Rail White Paper 2007, we will encourage Thurrock’s rail stations to develop travels plans with a view to reducing congestion and encouraging more sustainable journeys to rail stations. As a result, we will work closely with our rail partners to deliver improvements required at rail stations to implement station travel plans, such as: • Secure cycle storage and cycle hire • Better pedestrian and cycle access to stations • Better signing, information and waiting areas for buses and taxis • New or improved bus services • Car sharing and car clubs, with reserved and priority parking spaces • Shared taxis • Better managed station car parking to give priority to car sharing and where appropriate short-term drop-off parking rather than all-day parking

School Travel Plans The adoption of School Travel Plans at 100% of Thurrock schools continues to influence the way in which parents and children choose to travel. Taking children to and from school by car has a marked effect on traffic and may influence travel behaviour of future generations. The Council will continue to provide professional

41 Thurrock Transport Strategy 2008 - 2021 support for assisting schools in developing and implementing School Travel Plans. Returns from the national PLASC 9 journey survey identified that 31.4% of all journeys to school in Thurrock were made by car in 2006/07. This represented a decrease in car use of 10.6% between 2003/04 and 2006/07.

Policy TTS13: School Travel Plans Those measures within School Travel Plans that will also improve road safety and/or the health of school children will be prioritised.

The Council will build on these achievements and focus School Travel Planning more intensively on the delivery of School Travel Plans. The Council will work with schools to develop a range of transport improvements to deliver on the ground in support of School Travel Plans and encouraging a modal shift. Schemes arising from School Travel Plans will also aspire to promote safer and healthier journeys to school.

Travel awareness campaigns The Council will also develop and implement travel awareness campaigns to encourage Thurrock residents and working populations to use sustainable modes of CONGESTION transport. This will include improved public transport marketing and information, as well as sustainable transport campaigns and events. The Council will work to promote innovative approaches to reduce the need and distance travelled by educating the local community about sustainable transport modes and the contribution this can make towards overall travel conditions, road safety, air quality and climate change.

Lift sharing schemes Lift sharing saves money and reduces the number of cars on the roads - resulting in less congestion, less pollution and fewer parking problems. Thurrock Council has had a lift sharing scheme in place since 2004, supported by Liftshare.com Ltd. The Thames Gateway Car Share site has been set up and funded through a cross-boundary partnership between the Thames Gateway South Essex Partnership, Southend Borough Council, Thurrock Council and Essex County Council. There is, however, scope for improving the lift sharing service and encouraging more people to use the scheme. Focusing the service on developing private group schemes for specific business and school destinations via their travel plans in order to reach the highest density of people travelling to common destinations will do this.

Personalised journey planning The Council will work to develop a personalised journey planning service, which provides individuals with travel advice and incentives for making journeys by sustainable modes of transport. This will be targeted first and foremost in health deprived areas to encourage people to improve their health by using less sedentary modes of transport.

Sustainable Transport Infrastructure The Stern Review on the Economics of Climate Change (2006) concluded that greener transport alternatives must be provided and their use actively encouraged in order to effectively address the impacts of congestion and climate change. Encouraging a modal shift must therefore be supported by measures which provide the necessary infrastructure for people to change their travel patterns away from car journeys and towards more sustainable modes of transport. This is essential in the urban areas of the region’s Key Centres for Development and Change, such as Thurrock.

9 Pupil Level Annual School Census

www.thurrock.gov.uk 42 Policy TTS14: Sustainable Transport - Complementary Infrastructure To reduce current and future congestion, the Council will prioritise walking, cycling and public transport infrastructure improvements in the urban areas in order to facilitate a modal shift to more sustainable modes of transport.

To support implementation of this policy, the Council will identify “core” sustainable transport corridors and focus sustainable transport infrastructure improvements on these networks. This will lead to: • More cycleways that are joined up and enable more seamless journeys • Cycle parking facilities where people need them, for example at large employment sites and in retail areas • Priority pedestrian and cyclist crossings where people need them most • Footway improvements • Public transport interchange improvements • Public transport priority where possible • Better and more bus shelters, with real time passenger information • Improved public transport ticketing arrangements, such as on street ticket vending machines and through ticketing arrangements Some of these measures may need to be supported by traffic restraint measures in urban areas as well as the use of urban traffic control and intelligent transport systems to give priority to sustainable modes of transport. Additionally, the Council will investigate Park and Ride near new residential developments as well as rail station infrastructure improvements to increase rail capacity. These sustainable transport improvements in Thurrock will be developed with a view to: • Promote, enhance and maintain existing and future walking and cycling networks • Enhance access for the local community to places of employment, community facilities and centres as well as to the countryside, urban green space and recreational facilities by walking, cycling and other non-motorised forms of transportation • Maintain and enhance the National Cycle Network in Thurrock and connect it to other forms of transport, residential areas, employment sites and key services Policy TTS14 will also support the delivery of Policy TTS4 (Walking and Cycling Routes), Policy TTS6 (Interurban Public Transport) and Policy TTS8 (Transport Interchanges). Such improvements in accessibility will be delivered in a way that will promote modal shift, such as through high quality design of sustainable transport infrastructure. The benefits of modal shift include reducing congestion. Therefore, it is very important that these benefits are preserved otherwise they have the potential over time to induce new car traffic onto the road network. Once an appropriate level of modal shift has been achieved it is important to secure these changes in the longer-term by reducing the amount of road space available to traffic, as people may shift back to car use.

Policy TTS15: Locking in Benefits Reductions in traffic volumes from modal shift to walking, cycling and public transport will be maintained or “locked in” by complementary reallocations of road space to sustainable modes.

This means that in urban areas, where modal shift has been achieved, more road space will be given over to pedestrians, cyclists and public transport. In town centres,

43 Thurrock Transport Strategy 2008 - 2021 particularly near retail facilities, prioritisation will be given to enhancing pedestrian environments. This will also work to support the economic vitality of the town centres and encourage economic regeneration. Other measures to achieve this could include strategic closures or flexible reallocation of road space which can be altered easily according to modal demand.

Parking Thurrock boasts a large number of relatively inexpensive or free car parking spaces, which is most likely linked to the high proportion of people (72%) who drive to work in Thurrock. Controlled provision and availability of car parking is essential to managing urban traffic congestion and encouraging people to use alternative forms of transport. It can also play an important part in ensuring the economic vitality of areas by enabling people to gain access. Restricting the number of spaces or limiting the availability of long-stay car parking can have a significant effect on traffic volumes, providing that these measures are complemented by the provision of adequate alternative options. Maximum parking standards will be established though the Local Development CONGESTION Framework and will be applied to new destinations consistent with national guidance. The Council will reserve the right to apply tighter restrictions within the Thurrock Urban Area.

Policy TTS16: Car Parking In urban areas car parking provision will be managed to favour short and medium stay and will be limited to the current number of car parking spaces. Additional parking provision may be appropriate at rail stations and other public transport interchange locations to encourage the use of rail and bus to access the main urban centres.

This means that long stay parking in the urban centres will be limited to encourage commuters to utilise public transport, walking and cycling opportunities. Permission will not be granted for new car parking unless it replaces parking elsewhere. Parking will only be increased at rail stations where Station Travel Plans have been implemented and parking capacity shortage remain. Where parking is increased at rail stations, this will be supported by stronger parking controls in the vicinity in order to offset the potential increase in traffic surrounding the station.

Managing the Network Under the Traffic Management Act (2004), Thurrock Council has a duty to keep traffic moving. The following roads have been found to be over-capacity under existing traffic flows and this can be used to determine where congestion in Thurrock currently occurs 10 : • A1306, Gray west of the A1012 • B186 West Thurrock Way south of the A1306 • A13 Horndon-on-the-Hill Additionally, the following links are beginning to approach capacity and are likely to be over capacity by 2021: • A1306 southwest of the A13 Wennington • A13 southwest of the Five Bells junction • A13 east of the A126 • A127 east of the M25 Improving the efficiency of the existing transport network could reduce the need to increase capacity, provide better value for money in managing congestion and improve

10 Infrastructure Deficit Study 2004 - 2021, Colin Buchanan, 2004

www.thurrock.gov.uk 44 the region’s economic productivity. The Eddington study recommended making best use of existing networks, such as traffic flow management on roads or lower-carbon transport choices, in order to maximise the competitiveness and productivity of the economy. The challenge is therefore to improve the performance of the existing network in Thurrock.

Policy TTS17: Network Efficiency Thurrock Council will investigate and deliver transport network management and efficiency improvements before increasing capacity.

Managing and improving the efficiency of the network will be realised in a number of ways, outlined below. Improved information for motorists Improved information for motorists will be used to overcome congestion, for example to direct motorists away from congestion caused by incidents like road works. A review of road signage will be undertaken to ensure that people are directed in the most appropriate manner. Where feasible, people will be directed towards the shortest and most efficient route in order to lower overall vehicle kilometres, which will also work to reduce carbon dioxide and air pollution emissions from vehicles on the network. Variable message signs will be used to direct cars towards car parks and inform motorists which of the car parks have spaces available. Further information for motorists will be advertised on websites showing parking space availability at car parks or road works causing delay that motorist are advised to avoid. Parking enforcement In 2005, Thurrock Council took over the responsibility for enforcing parking and waiting restrictions in the Borough. Parked vehicles, including those being loaded or unloaded can significantly reduce the efficiency of the network. Badly parked vehicles, particularly lorries, can block a whole lane of traffic, resulting in major delays at peak times. Enforcement will therefore be focused on the most congested routes and on bus and cycle lanes. Intelligent Transport Systems The Council will employ the use of Intelligent Transportation Systems to add information and communications technology to transport infrastructure and vehicles in an effort to manage traffic. Urban Traffic Management & Control (UTMC) is an Intelligent Transport System that can be an effective tool through which to manage the traffic on the road network in the most efficient way. The Council will work in conjunction with Essex County Council to use UTMC as a way of monitoring, operating and controlling traffic signals through a central computer, using information gathered from sensors in the road to decide whether traffic is getting heavy or congested on a particular road. The computer then makes decisions and can change the timing of traffic lights to let the traffic move more freely, so reducing hold-ups. Coordination of works The Council will devise operational policies to minimise disruption to the road network and by coordinating road and utilities works and ensure that road works are scheduled for times of day / year when the least disruption will be caused.

Interurban Congestion High levels of commuting in and out of Thurrock coupled with high levels of logistics operations and heavy goods vehicles can lead to significant congestion on the strategic transport network between Regional Transport Nodes.

45 Thurrock Transport Strategy 2008 - 2021 Policy TTS18: Interurban Public Transport The priorities for improvements to interurban public transport will be: • To facilitate public transport movement between Thurrock and the other Regional Transport Nodes by tackling congestion along inter-urban bus and rail routes • To facilitate access to London and to national transport networks • To improve the interchange between modes and the integration of strategic and local networks within Thurrock • To progress bus-based rapid transit links where there is no alternative rail connection and new rail links are unrealistic

Movement between Thurrock and the other Regional Transport Nodes, particularly Basildon, Brentwood, Chelmsford and Southend, as well as Ebbsfleet, Stratford and Central London will be improved. The Council will work with neighbouring authorities to investigate measures to improve public transport links between Regional Transport Nodes to reduce interurban congestion along strategic routes. Measures for reducing interurban congestion will include: CONGESTION • improved access by sustainable local transport to rail stations • facilities to support and encourage high quality interurban bus / coach services where rail is not available • strategic Park and Ride sites • Rapid Transit, such as South Essex Rapid Transit (SERT), will be investigated to facilitate movements between Regional Transport Nodes The main objective of this policy is to enable more interurban movements to be made by public transport and to provide links between modes and with local services. This includes encouraging an integrated bus, coach and rail network that provides good access to strategic employment sites, growth areas and service centres. Service frequency and access to services are critical factors in ensuring rail and bus/coach services provide viable alternatives to the car and reduce social exclusion. There are a number of sections of the inter-urban network where public transport services are very poor and there is no viable rail option. In such places the option of investing in high quality bus and coach services will be considered, as this is unlikely to require new large scale infrastructure.

Network Capacity Increasing capacity has historically been viewed as a sensible solution for reducing congestion. The Department for Transport has since identified that the provision of additional road capacity can induce new traffic onto the road network, which means the demand for car travel can change in response to changes in the supply of road space. Thurrock Council’s Infrastructure Deficit Study , undertaken by Colin Buchanan and Partners in 2004, established baseline conditions for road links in Thurrock that are at or approaching capacity, leading to queuing, increased journeys times and obstructed traffic flows. The addition of traffic growth and extra traffic associated with development at Shell Haven to take the flows to a 2021 baseline situation worsen the performance of the links that are already over capacity. All of the links that were approaching capacity under existing flows will be over capacity by 2021. In Thurrock, the M25 and A13 are routes of national and regional importance. Adverse traffic conditions on these routes often have a knock-on effect on local roads, leading to localised gridlock on occasion and impacting negatively on economic productivity. The Dartford Crossing adds an additional element of traffic risk, as the bridge and the tunnels are more sensitive to accidents and congestion.

www.thurrock.gov.uk 46 The M25 and the A13 (between Wennington and the A1089 Tilbury Dock Approach) are managed by the Highways Agency, as is the A1089 itself. The remainder of the A13 eastwards to the Borough boundary at Basildon falls within the Council’s jurisdiction. The Council will continue to work closely with the Highways Agency to deliver improvements to the strategic road network that will facilitate growth and tackle congestion. There is currently a need to make road network improvements to facilitate access to Key Centres of Development and Change as well as strategic employment sites and areas of regeneration and in support of efficient freight movements. In particular, rail stations and trunk road junctions represent gateways to the national transport network.

Policy TTS19: Strategic Routes Where modal shift and network management are insufficient to tackle congestion on strategic routes, the Council will look to support additional capacity to reduce congestion, improve journey times, facilitate growth and improve access to strategic employment sites.

Currently, the need for major network improvements on strategic routes to facilitate growth has been identified as: • M25 widening to dual four Lanes north of Junction 30 • M25 Junction Improvements 30/31 • A13/East Facing Slips at A126 • A13 widening sections J30-A126 and A128-A1014 • A1014 London Gateway Improvements

Thurrock is well positioned in terms of rail services, connecting with mainline services into London and having good services to all the strategic employment sites except London Gateway. Some services, however, will be over capacity with growth and this will need to be addressed.

The majority of capacity problems are related to high levels of out-commuting for work to jobs in London. Better use of capacity could be achieved by encouraging more people to travel into Thurrock at peak times, for example by attracting workers from areas such as Dagenham to take up opportunities within the Borough. Over the longer term it will be necessary to address capacity problems on the rail network in order to accommodate further increases in rail patronage. Many rail interchanges were improved through the first Local Transport Plan and the Council will continue to work with Network Rail and train operators to make best use of existing rail capacity and to secure the necessary rail capacity and infrastructure improvements required to facilitate growth, particularly: • 12 car platform lengthening at stations is now a committed scheme in the government’s High Level Output Statement and supported in the Greater Anglia Route Utilisation Strategy • Grays Station Transport Zone and improved interchanges at other stations • A new station at West Thurrock • Double tracking on the Grays-Upminster Railway line

Freight Movements Thurrock is traditionally an area of port-related activity, heavy industry, cement manufacture and mineral extraction, and much of its river frontage is highly industrialised. The development of Shell Haven, with a proposed 2.3km long quayside and a 283 hectare (700 acres) commercial centre, will be the largest of all the new container ports in

47 Thurrock Transport Strategy 2008 - 2021 the country capable of handling the equivalent of 3.5 million 20 foot containers each year. The port and a logistics park, with warehousing distribution and associated businesses, will provide for an estimated 16,500 new jobs by 2021.

As a result of high freight activity, there are high levels of Heavy Goods Vehicles (HGV’s) on the road network. HGV’s take up more road space than cars and light duty vehicles, further limiting road network capacity and impeding traffic flows. HGV flows are highest in the following locations: • approaching the port and Tilbury • the industrial waterfront areas in Purfleet • the M25 and • along the A13, particularly at the junction with the A1089 Dock Approach Road to Tilbury.

The Regional Transport Strategy seeks to provide rail freight capability and capacity to ports such as Tilbury and London Gateway. A Regional Freight Strategy is currently being prepared and the Council will need to consider the outcome of this and its alignment with CONGESTION the Thurrock Transport Strategy in due course.

Policy TTS20: Freight To reduce the impact of freight the Council will work to: • Safeguard existing well-located freight wharves and facilities for rail and water freight interchange • Protect previously used rail accessible sites, including those owned by non-railway bodies, from development of non rail based uses where there is a reasonable prospect of developing them for rail freight use. • Encourage new freight and logistics development to locate near and use rail freight facilities and develop sustainable distribution strategies

The Council will continue to develop a Freight Quality Partnership with the freight industry, businesses, residents and community, environmental groups and interested parties through which the Council can deliver measures to tackle freight issues in the Borough. A Freight Quality Partnership will help to develop understanding of distribution issues and problems at the local level and to promote constructive solutions which reconcile the need access for goods and services with local environmental and social concerns.

The Council will work with the relevant organisations to make best use of existing rail capacity and to secure the necessary rail freight capacity and infrastructure improvements required to facilitate sustainable freight movements, such as rail freight terminals at London Gateway and West Thurrock.

The Council will continue to work with the Highways Agency and other relevant organisations to reduce the impact of freight transport on congestion. To that end, the Council will look to investigate the use and implementation of: • High Occupancy Vehicle Lanes / Freight Vehicle Lanes • Heavy Goods Vehicle exclusion times • Secure 24-hour lorry parking provision and adequate facilities for drivers on sites

New development sites for freight handling will be required to prepare a sustainable distribution strategy. This will work to minimise the impact of road traffic on the strategic and local road network, whilst ensuring that any opportunities that may arise for rail and water freight can be maximised.

www.thurrock.gov.uk 48 49 Thurrock Transport Strategy 2008 - 2021 5. Improving Air Quality and Addressing Climate Change

AIR QUALITY

www.thurrock.gov.uk 50 5.1 Introduction

While congestion and traffic management are familiar territory for transport strategies, climate change is a relatively new challenge. Emissions from transport have recently come to the forefront of the environmental debate regarding the detrimental effects that poor air quality and climate change have on human health, quality of life, economic growth, the environment and future generations. Growing concern from Government has seen the profile of these two issues rise up the political agenda substantially in the last few years, and these issues have also been highlighted as key challenges in Thurrock.

Local air quality is of immediate concern due to the adverse affects of air pollutants such as Nitrogen Dioxide (NO2), Particulate Matter (PM) and Ozone (O3) on human health and biodiversity. As a consequence, district and unitary authorities are charged with meeting air quality standards under the Environment Act 1995. In addition, the incorporation of an action plan into Local Transport Plans to improve air quality where transport is identified as the primary contributor to poor air quality is now a statutory requirement.

The importance of climate change as an environmental issue of global significance has increased enormously in the past few years. The Stern Review on the Economics of Climate Change and the Energy White Paper (2007) highlighted the importance of the need to reduce global carbon emissions. Whilst climate change has been identified as one of the most important challenges we face as a global community, it will also have severe repercussions on a local level in Thurrock.

In developing strategies for tackling climate change and improving air quality, local authorities should be mindful of the synergies between air quality and climate change, and the added benefits to the local, regional and global environment of applying an integrated approach.

Addressing greenhouse gas emissions reductions in isolation from air pollutants fails to recognise the wider benefits of abatement measures as both sets of gases share common sources, such as fuel combustion, and there are a number of transport measures which can reduce both air pollution and greenhouse gas emissions.

The Council’s air quality and climate change strategy therefore works to ensure that climate change is addressed in conjunction with improving air quality to protect people’s health. This integrated approach will maximise the synergies between improving air quality and mitigating climate change, as well as the added health and environmental benefits to the local, regional and global level.

5.2 Policy Context In October 2007 Government published Towards a Sustainable Transport System providing a policy framework through which to reduce carbon dioxide (CO2) emissions from transport. It focuses on potential cost-effective emissions reduction pathways for different types of journey and different transport modes. It also looks to ensure that transport systems can adapt to those impacts of climate change which cannot be avoided, to minimise disruption, maintain high levels of safety and ensure transport’s continued contribution to the economy. Through this strategy, Government aims to ensure local authorities make low carbon travel a priority in their Local Transport Plans, Local Area Agreements and Local Development Frameworks.

51 Thurrock Transport Strategy 2008 - 2021 The overarching transport policy in the UK can be found in The Future of Transport 2030 white paper. Through the white paper, the Government has built on its 10 year transport plan, with an analysis and long-term strategy for transport in the UK. It provides a national policy framework with indications of sustainable investment for the delivery of local transport improvements and also aims to mitigate the air quality and climate change impacts arising from emissions from transport.

Under the UK Government’s “freedoms and flexibilities” agenda, local authorities in England were encouraged to integrate their air quality action plans into their Local Transport Plan (LTP), where local road transport was a primary factor in Air Quality Management Areas (AQMAs). Most English local authorities have now either integrated their action plans or included air quality information in their LTP. Including air quality measures in the LTP should increase the capacity to deliver cleaner air by tackling the local road sources of pollutant emissions.

The importance of climate change as an environmental issue of global significance has increased enormously in the past few years. The Stern Review on the Economics of Climate Change (2006) and the Energy White Paper (2007) highlighted the importance of the need to reduce global carbon emissions. The Government’s environmental policies will be developed with a consideration of their impact on climate change and greenhouse gas emissions, and this is particularly true of air quality. Where practicable and sensible, AIR QUALITY synergistic policies beneficial to both air quality and climate change will be pursued.

Planning Policy Statement: Planning and Climate Change - Supplement to Planning Policy Statement 1 sets out how planning should shape places with lower carbon emissions and that are resilient to climate change now accepted as inevitable, with an expectation to deliver patterns of urban growth that help secure the fullest possible use of sustainable transport for moving freight, public transport, cycling and walking.

Regionally, the East of England Plan seeks to manage travel behaviour and the demand for transport, with the aim of reducing the rate of road traffic growth and ensuring the transport sector makes an appropriate contribution to the required reduction in greenhouse gas emissions. It aims to minimise the environmental impact of travel, by reducing the need to travel, encouraging the use of more environmentally friendly modes of transport, widening choice of modes and also aims to minimise the risk of flooding.

Locally, Thurrock Council are working through the Sustainable Community Strategy to promote healthy living and reduce health inequalities, well planned quality housing and sustainable development and to improve access to and the use of alternative and sustainable modes of transport. This strategy will work towards the achievement of these objectives.

A more detailed analysis of the air quality and climate change strategy’s policy context can be found in the supporting document Thurrock Transport Strategy: Evidence Base .

www.thurrock.gov.uk 52 5.3 Data Analysis

In autumn 2007, Small Fish strategy consultants were commissioned to undertake an audit and analysis of all evidence related to air quality and climate change in Thurrock. This work culminated in the supporting document Thurrock Transport Strategy: Evidence Base. The evidence base analysed data in relation to the following elements of air quality and climate change: • Per capita carbon dioxide emissions • Carbon dioxide emissions from road transport • Nitrogen oxides from road transport • Particulate matter from road transport • Pollutant concentrations, traffic volumes and heavy goods vehicles in Air Quality Management Areas

Analysis of evidence and data from the Thurrock Transport Strategy: Evidence Base resulted in the identification of strengths, weaknesses, opportunities and threats (SWOT) currently related to air quality and climate change in Thurrock. These are outlined in Table 5.3.

Table 5.3: Air Quality and Climate Change SWOT Matri

Strengths Weaknesses

• Air quality is improving at the majority of the • High levels of HGV’s monitoring locations • Higher than average per capita road • Traffic flows in most of the AQMAs are transport CO 2 emissions reducing • Air quality is currently above safe levels • High levels of rail patronage and freight at 13 monitoring locations flows • Large number of strategic roads = • Increasing levels of bus patronage high traffic flows • AQMA 4, AQMA 12, AQMA 15, and AQMA 16 are likely to meet the 2010 NO 2 objective

Opportunities Threats

• To encourage a modal shift to reduce • 11 AQMAs are predicted to exceed the emissions from transport threshold limit value by the 2010 • Good rail network means increased objective date opportunities for moving freight from • Increases in traffic from growth will shipping by rail rather than HGV lead to increases in CO 2, NO 2 and • To investigate reducing other sources of PM 10 emissions. NOX in AQMAs 1, 2, 8 and 13, which may • The development of the port at London be more cost effective than transport Gateway could lead to increases in schemes HGV movements in the area which are • To extend the London low emission zone disproportionately polluting • To promote cleaner vehicle fleets • Total CO 2 emissions from road • To establish an effective Freight Quality transport are likely to rise as a result of Partnership housing, traffic and population growth

53 Thurrock Transport Strategy 2008 - 2021 5.4 Issues and Priorities

Consideration of the SWOT Matrix above allowed for issues and priorities for Thurrock’s new air quality and climate change strategy to be identified.

Issues: • Eleven AQMAs will remain over the limit value for NO 2 by 2010 and nine are not on track to meet LTP targets • High per capita CO 2 emissions from road transport • High proportion of HGV’s which are disproportionately polluting in terms of CO 2 and air pollution emissions • Current and future traffic growth is likely to lead to increases in air pollution and CO 2 emissions from transport • Growth will increase total air pollution and CO 2 emissions in Thurrock

Priorities: • Ensuring that AQMAs are below limit values by 2010 • Reducing per capita CO 2 emissions from road transport • Working to reduce air pollution and CO 2 emissions from HGV’s • Encouraging a modal shift to reduce air pollution and emissions from cars • Locating growth in such a way as to reduce the need to travel and facilitate more sustainable modes of transport

5.5 Strategy

5.5.1 Aim

Improving Air Quality and Addressing Climate Change To contribute towards the mitigation of climate change and reduce the vulnerability of the AIR QUALITY transport network in Thurrock to climate change impacts, whilst also protecting human health from the adverse effects of air pollution.

5.5.2 Objectives AQ&CC1: To improve air quality, particularly in Air Quality Management Areas, in line with National Air Quality Strategy objectives AQ&CC2: To reduce nitrogen dioxide emissions from transport AQ&CC3: To reduce particulate matter emissions from transport AQ&CC4: To reduce carbon dioxide emissions from transport AQ&CC5: To reduce vulnerability to the impacts of climate change

5.5.3 Indicators National: • NI 186 Per capita carbon dioxide emissions in Thurrock • NI 188 Adapting to climate change • NI 194 Level of air quality – reduction in NOx and primary PM10 emissions through Thurrock Council’s estate and operations

Local: • LTP8 Nitrogen dioxide and particulate matter concentrations in Air Quality Management Areas • Tonnes of nitrogen dioxide from transport • Tonnes of particulate matter from transport • Tonnes of carbon dioxide from transport

www.thurrock.gov.uk 54 5.5.4 Outcomes The air quality and climate change strategy will work to achieve the following outcomes: • Encourage and enable low-carbon technology innovation in the transport sector. • Facilitate shift of freight transport to lower carbon alternatives. • Provide passengers and freight with lower carbon surface access alternatives to international gateways. • Enable people and businesses to choose lower carbon transport options by breaking down the barriers to these behavioural changes. • Actively promote ultra-low carbon alternatives such as walking and cycling and low carbon alternatives such as public transport options. • Reduce the number of short distance trips by carbon intensive modes. • Minimise adverse impacts on air quality for local residents arising from transport • Improve vehicle energy efficiency across all modes and promote lower carbon fuels • Minimise adverse impacts on air quality for local residents around international gateways. • Reduced greenhouse gas and air pollution emissions.

5.5.5 Policies Thurrock Council will deliver a targeted programme to improve air quality and reduce emissions from transport overall by: 1. Reducing the need to travel 2. Encouraging a modal shift to more sustainable modes of transport, such as public transport, walking and cycling 3. Reducing emissions from residual sources 4. Reducing vulnerability to climate change

Many of the policy interventions that improve accessibility and reduce congestion will also work to meet our environmental objectives. Reducing the need to travel is dealt with in depth in the emerging Thurrock Local Development Framework, while encouraging modal shift to more sustainable modes of transport is the main focus of the congestion strategy (Chapter 4). The policies below therefore focus efforts on reducing emissions from transport at the source and ensuring that the transport network can adapt to climate change.

Encouraging Low Emissions Transport In Thurrock, Air Quality issues have been highlighted in relation to two regulated air pollutants – nitrogen dioxide (NO 2) and particulate matter (PM 10 ). There are currently fifteen Air Quality Management Areas in Thurrock declared for exceeding pollution limits values as a result of transport emissions.

The National Air Emissions Inventory (NAEI) provides annual estimates of air pollution emissions by local authority area for each sector and for point sources. In Thurrock in 2005, 8% of total PM10 emissions were attributed to road transport and 17% to other transport, such as shipping, rail and aviation. For NO 2, road transport accounted for only 7% and other transport 11%. For both pollutants the most substantial contribution was from point sources, followed by other transport and road transport.

55 Thurrock Transport Strategy 2008 - 2021 Road transport in Thurrock was responsible for 305,000 tonnes of CO 2 in 2005. Within the road transport sector the most major contributions to total CO 2 emissions arise from transport on “A” roads at 52%. Transport on motorways accounts for a total of 30%, whilst transport on minor roads accounts for only 18% of total CO 2 emissions. By fuel type, diesel vehicles in Thurrock account for over 54% of road transport emissions, whilst petrol vehicles are responsible for 46%.

High daily traffic flows in Thurrock means high emissions from vehicles, and congestion and queuing from stationary or slow moving vehicles further increases tailpipe emissions. Growth is likely to exacerbate this problem.

Policy TTS21: Reducing Emissions from Transport The Council will work to deliver transport improvements aimed at reducing emissions from transport. To increase value for money, transport measures that reduce both greenhouse gas and air pollution emissions will be prioritised for action.

Different parts of the Thurrock transport network will require different ways of reducing emission from transport and these are outlined below.

Strategic Roads The Council will work closely with the Highways Agency to tackle climate change in partnership and investigate the delivery of: • High Occupancy Vehicle lanes, to encourage car sharing • Carbon efficient speed limits • Tolls

Strategic Rail The Council will work with the local train operators and Network Rail to investigate: AIR QUALITY • Low emission/alternative fuel trains • Engine switch off policies at rail stations to deter idling and improve air quality on station platforms, where people are regularly exposed to air pollution • Use of pollution absorbent paving and paint where rail transport emissions are high

Buses The Council will work with bus operators through Quality Bus Partnerships and Contracts in Thurrock to promote and encourage: • The use of low emission/alternative fuel buses • Eco-driving training for bus drivers • Retrofit pollution reduction equipment

Passenger Cars As seen in the congestion strategy, there is substantial scope for encouraging a modal shift, particularly in relation to travel to work. For trips between 10 and 25 miles, emissions associated with commuting trips by car are high 11 . Travel planning will be complemented with a programme of sustainable transport improvements, such as high quality walking, cycling and public transport infrastructure. Once modal shift has been achieved, the benefit of this behavioural change will be locked in (Policy TTS15 in the Chapter 4 – Tackling Congestion).

11 DfT, Carbon Pathways Analysis, July 2008

www.thurrock.gov.uk 56 The delivery of Workplace Travel Plans, particularly in Grays town centre, will be essential to meeting air quality and climate change targets. This will be supported by the recruitment of a full time Travel Plan Officer. The Council will lead by example in this, by developing and implementing a travel plan for the council offices, with targets set for employee modal shift. The Thurrock Council Travel Plan is currently in draft form and will go through the adoption process in summer 2008.

Additionally, the implementation of School Travel Plans should also help to reduce transport emissions by encouraging parents and children to travel sustainably to school.

The Council will work to further encourage Thurrock’s working and resident population, for those essential trips that remain after modal shift has been maximised, to use low emission transport, by: • Investigating of the use of financial incentives – such as beneficial car parking tariffs for low emission vehicles consistent with the 2007 Parking Strategy • Encouraging fuel retailers to help ensure that alternative fuel infrastructure is available to our workers and residents

The Stern Review on the Economics of Climate Change (2006) concluded that putting a price on carbon is essential to reducing emissions – the Council will therefore investigate the use of positive financial incentives for low emission transport to encourage more sustainable travel behaviour throughout the Borough.

Thurrock has grown substantially over the past ten years, and keeping signage up to date and directing people to the most appropriate route has been challenging. There is currently scope to improve signage for different road users, directing them appropriately toward the shortest, fastest route. A review of road signage will be undertaken, to ensure that people chose the shortest route possible to their destination in order to avoid unnecessary vehicle kilometres, which will lower CO2 and air pollution emissions. The Council will also investigate the use of variable message signing, including car park capacity.

Taxis The Council will work with taxi companies to encourage the use of low emission taxis throughout the Borough. This will include the investigation of financial incentives for taxi operators through licensing and business rates to promote: • Alternative fuel use/conversion • Replacement of vehicles with low carbon vehicles (in accordance with government classification) • Retrofit pollution reduction equipment • Eco-driving training for taxi drivers • Engine switch off whilst waiting to pick up passengers

57 Thurrock Transport Strategy 2008 - 2021 Mitigating Climate Change from Transport Growth The importance of climate change as an environmental issue of global significance has increased enormously in the past few years. The Stern Report and the Energy White Paper highlighted the importance of the need to reduce global carbon emissions.

Road transport in Thurrock was responsible for 305,000 tonnes of CO 2 in 2005, accounting for 17% of the total, compared with 29% on the East of England and 25% in the UK. However, per capita road transport emissions in Thurrock are 2.1 tonnes per annum – 5% lower than regional levels but 11% higher than UK levels. If left unchecked, growth is likely to significantly exacerbate this problem.

Policy TTS22: Neutralising CO 2 Emissions from Growth The Council will work to neutralise increases in CO 2 emissions from road transport arising from growth by reducing CO 2 emissions against other sectors. At new developments, the Council will require developers to offset or neutralise the projected transport emissions from the development through the development in other ways.

Initiatives that may contribute towards delivery of this policy include requiring developers to: • Provide a greater proportion of onsite renewable energy generation at development than required by the Local Development Framework Core Strategy • Ensure that housing development conforms to a higher rating of the Ecohomes Code for Sustainable Homes than required by the Local Development Framework Core Strategy • Ensure that industrial and commercial development meet a higher BREEAM standard than required by the Local Development Framework Core Strategy • Provide more green space or landscaping for sequestering transport’s carbon emissions AIR QUALITY This will be carried out through the implementation of the Local Development Framework for Thurrock and will form an essential part of planning obligations and conditions for minimising the effects of growth on climate change.

Air Quality and Health Exposure to air pollution emissions such as PM and NO 2 are consistently associated with respiratory and cardiovascular illness and mortality, as well as other ill-health effects, and these associations are believed to be causal. Air pollution emissions are also harmful to biodiversity and vegetation.

Local Air Quality Management exists primarily to protect human health, and it is important that those who are most vulnerable, such as health deprived populations, are protected from further health impacts as a result of poor air quality.

Policy TTS23: Air Quality and Health Air Quality Management Areas within areas also defined as within the 20% most health deprived in England will be prioritised for action.

Only AQMA 1 currently falls within a health deprived area. It is important to ensure in the future that spending and prioritisation is focused on the appropriate outcomes related to improving air quality, i.e. the protection of human health. This means that the delivery of the Air Quality Action Plan for AQMA 1 will be the top priority.

www.thurrock.gov.uk 58 Air Quality, Climate Change, Congestion and Road Safety Both road safety and air quality are about improving health and the quality of life for Thurrock residents. Many road safety improvements can, however, lead to increases in emissions. Engine idling, lower speeds and sudden acceleration and deceleration all reduce engine efficiency – leading to an increase in vehicle emissions. Additionally, traffic restraint measures aimed at reducing vehicle flows can often lead to increases in transport emissions in the same way as road safety measures. Such measures to relieve congestion can often displace traffic onto residential roads which can lead to more people being exposed to higher levels of air pollution. Increasing capacity to relieve congestion can also increase overall air pollution and greenhouse gas emissions by inducing additional traffic onto the network.

Policy TTS24: Air Quality, Climate Change, Congestion and Road Safety The Council will work to ensure that road safety and congestion schemes, particularly in Air Quality Management Areas, do not increase vehicle emissions.

An air quality assessment of the impact of road safety and congestion relief schemes undertaken in Air Quality Management Areas, or areas nearing such status, will be undertaken to ensure such schemes do not increase air pollution levels from road transport. Local Air Quality Management Part IV of the Environment Act 1995 introduced new responsibilities to both national and local government throughout the UK. These responsibilities include a requirement for local authorities to review and assess air quality across their areas. Air quality objectives (air pollution limits) have been set for those seven air pollutants deemed to be of most concern for human health. The Local Air Quality Management Regime requires all local authorities to review and assess local air quality in a staged process. Should this confirm that any of the objectives will not be met within the required timescale, the local authority must designate Air Quality Management Areas (AQMAs) and produce an Air Quality Action Plan setting out how it intends to improve air quality in these areas. Thurrock currently contains fifteen Air Quality Management Areas declared for exceeding threshold annual average limit values for nitrogen dioxide (NO 2), four of which were also designated for exceeding the 24-hour mean limit value for particulate matter (PM 10 ).

Policy TTS25: Local Air Quality Management The Council will continue to develop and implement Air Quality Action Plans for individual AQMAs as and when the need arises. Additionally, the Council will ensure that measures to reduce air pollution in one area do not displace air quality problems to another area. Where appropriate, the Council will also carry out general liveability improvements with wider benefits to maximise value for money.

59 Thurrock Transport Strategy 2008 - 2021 It is possible that new AQMAs could continue to be declared throughout the lifetime of this strategy. Policy TTS25 outlines the commitment to developing actions plans in a timely manner when pollution levels are attributed to road transport and also ensures that new AQMAs are not created as a result of transport schemes delivered to improve air quality elsewhere. Air quality assessments of the impact of air quality improvements schemes will be undertaken to ensure such schemes do not increase air pollution levels from road transport elsewhere.

Freight Emissions Port activity in Thurrock and an extensive strategic road network results in high proportions of HGV’s travelling from the port areas to other parts of the region and country as freight is transferred from water to road at these locations.

The majority of road transport CO 2 emissions in Thurrock come from diesel vehicles (54%) and a high proportion of these are likely to be the result of a large number of Heavy Goods Vehicles travelling in and through the area. As might be expected, the majority of CO 2 emissions in the area do not arise from the M25 motorway (30%), but rather from the network of “A” roads within the Borough (52%). A large proportion of NO 2 and PM 10 emissions are also likely to be attributable to freight transport. Schemes to improve air quality and reduce CO2 emissions will be focused on reducing emissions from those vehicles that are disproportionately polluting, such as heavy goods vehicles.

Policy TTS26: Reducing Freight Emissions The Council will work with freight associations and operators to mitigate the adverse impacts of freight operations by reducing emissions from Heavy Goods Vehicles in Thurrock and encouraging the use of rail and water freight where feasible. AIR QUALITY

The Council will work with freight operators to increase the amount of freight that is transported via rail and water. Thurrock is well placed to do so, and the London Gateway port will help to achieve this. The Council will work closely with port operators, logistics firms and the rail industry to ensure that as much freight as possible is transferred to rail from water and vice versa. For essential road freight vehicle movements that remain, operators will be encouraged to consider: • eco-driver training for haulers • the use of alternative, low carbon fuels in their fleet • the use of retrofit pollution reduction equipment

The extension of the London Low Emission Zone for freight vehicles throughout Thurrock will be investigated. The London Low Emission Zone (LEZ) applies to older, diesel- engined lorries, buses, coaches, large vans and minibuses. Cars, motorcycles and small vans are not currently included in the London LEZ.

This measure will be imperative to ensure that air quality is improved throughout the Borough but specifically in those AQMAs with high proportions of heavy goods vehicles, predominantly those west of the M25 in the Purfleet area.

www.thurrock.gov.uk 60 To support the possible implementation of a Low Emission Zone and to reduce emissions in the interim, a Freight Quality Partnership will be established. Through this forum, freight operators will be assisted in purchasing and fitting retrofit pollution reduction equipment to Heavy Goods Vehicles.

Adapting to Climate Change Whilst climate change has been identified as one of the most important challenges we face as a global community, it will also have severe repercussions on a local level in Thurrock. In particular, a significant portion of the Borough is within Flood Risk Zone 3 (high probability of flooding), thus limiting options for housing and employment development and increasing risk and vulnerability from climate change impacts. In 2003, the East of England Sustainable Development Roundtable commissioned Living with climate change in the East of England to identify the regional impacts from climate change. Impacts identified include hotter drier summers, warmer wetter winters, 22-82 cm of sea level rise and increases in storm surges in size and frequency. Increased precipitation and storm surges could lead to increases in flooding of infrastructure and severe weather events have a known detrimental impact on the number of road traffic collisions. Increases in temperature can also lead to buckling or melting of road surfaces and rail infrastructure.

Policy TTS27: Adapting to Climate Change When undertaking transport improvements, including maintenance schemes, the Council will integrate climate change adaptation measures into design to ensure that vulnerability to the transport network from climate change is minimised.

This means that, when designing transport schemes for all modes, current and future vulnerability to the impacts of climate change will be assessed. This will determine whether the scheme is within an area of high probability for flood risk (currently Flood Risk Zones 3a and 3b) and design appropriate adaption measures into the scheme, such as: • Permeable road surfaces • Sustainable Drainage Systems and other improved drainage measures • Surfacing that can withstand higher temperatures and precipitation and is air pollution absorbent • Increased landscaping, to absorb and neutralise some emissions

When undertaking maintenance schemes, the Council will work to integrate climate change adaptation measures to ensure value for money is maximised. For example, when undertaking resurfacing schemes, the Council will look to ensure that road surface materials used will withstand higher temperatures and that surfaces are more permeable, with adequate drainage to minimise flooding on our roads.

When undertaking major schemes the Council will carry out a climate change adaption risk assessment to ensure that large sums of money are not spent on infrastructure that is vulnerable to climate change impacts. For example, when designing bridges the Council will ensure that they can withstand increased incidence of storm surges and are high enough to cope with predicted changes in sea level rise throughout the lifespan of the bridge.

61 Thurrock Transport Strategy 2008 - 2021 Finally, the Council will work closely with partner agencies and organisations to ensure that climate change adaptation is given proper consideration to other transport schemes undertaken in Thurrock. For example, the Council will work with Network Rail to ensure that new rail infrastructure is not at risk of flooding and that rail tracks can withstand higher temperatures without buckling.

The Council will also work closely with the Highways Agency to ensure that large scale road schemes on the strategic road network are not at risk of flooding, can withstand temperature variations and increased precipitation and encourage the increased use of landscaping to absorb emissions.

AIR QUALITY

www.thurrock.gov.uk 62 63 Thurrock Transport Strategy 2008 - 2021 6. Safer Roads

SAFETY

www.thurrock.gov.uk 64 6.1 Introduction

Road safety continues to be a major concern nationally, despite considerable progress in reducing Road Traffic Accidents. Road Traffic Accidents impact on a wide range of policy areas: • They are a significant contributor to mortality and morbidity rates, and are one of the most common causes of death amongst people aged 18-24. As well as the human suffering, this represents a considerable impact on the resources of the health service • Community severance in rural and urban areas, and affecting the vibrancy of neighbourhoods • High traffic speeds, which exacerbate the frequency and severity of collisions, also generate more pollutants and carbon dioxide emissions • Safety concerns are a contributory factor of social exclusion and poor accessibility, especially for those who are most vulnerable • Road Traffic Accidents cause significant delays on the roads, reducing the efficiency of the transport network and causing frustration • The cost to the economy of road traffic collisions resulting in injury.

Thurrock Council’s Road Safety Strategy (updated in 2008) therefore works to protect people’s safety, security and health from the negative impacts of transport.

6.2 Policy context At the national level, local authorities have a duty to improve road safety. This has tended to focus on reducing the number and severity of casualties and there are national performance indicators that measure progress towards casualty reduction. Accidents resulting in people being killed and seriously injured tend to have a greater policy priority. In the recently published national transport strategy, Towards a Sustainable Transport System (2007) , safety is one of five goals, which explicitly makes the link road safety has with health, noticeably through using better road safety to encourage active transport such as walking and cycling. At the regional level, in addition to generally improving safety on roads, there is recognition of the importance of improving the safety of cyclists and pedestrians by improving the safety of the public realm. Locally, the emerging Local Development Framework aims to promote a safe transport network, especially to improve accessibility and encourage the use of cycling and walking. A more detailed analysis of the road safety strategy policy context can be found in the supporting document Thurrock Transport Strategy: Evidence Base .

6.3 Data Analysis In autumn 2007, Small Fish strategy consultants were commissioned to undertake an audit and analysis of all evidence related to road safety in Thurrock. This work culminated in the supporting document Thurrock Transport Strategy: Evidence Base . Analysis of evidence and data from the Thurrock Transport Strategy: Evidence Base resulted in the identification of strengths, weaknesses, opportunities and threats (SWOT) currently related to road safety in Thurrock. These are outlined in Table 6.3.

65 Thurrock Transport Strategy 2008 - 2021 Table 6.3: Road Safety SWOT Matrix

Strengths Weaknesses

• Reduction in the number of children killed • Insufficient reduction in numbers of and seriously injured people killed and seriously injured, • Very good progress in reducing slight injury both on local roads and Highways accidents Agency roads • Reduction in cyclist and pedestrian injury • Inconsistent trends in levels of people accidents killed or seriously injured • Stubbornly high incidents of alcohol related death s/ injury accidents

Opportunities Threats

• New development focused on urban areas • Growth in travel could increase cycling and walking levels are higher exposure to road traffic accidents • Reducing KSIs is a priority in the Local Area • Modal shift could increase pedestrian Agreement and cyclist accidents • School Travel Plan implementation through • Higher incidents of pedestrian and Safer Routes to Schools cyclist casualties in deprived areas • Improving enforcement technologies

6.4 Issues and Priorities

Consideration of the SWOT Matrix above allowed for issues and priorities for Thurrock’s refreshed road safety strategy to be identified.

Issues: • Maintaining progress in reducing casualties in the face of travel growth • Good reduction in the incidence of child, pedestrian and cyclist accidents could help to promote sustainable modes of transport, especially on the school run. However, modal shift towards these modes might result in increases • Insufficient progress made towards the target for reducing the number of people killed and seriously injured, and these are the accident types that have the greater social and economic impact

• Higher incidents of pedestrian and cyclist casualties in deprived areas could have SAFETY adverse health impacts in these health deprived areas because of morbidity and may deter use of these modes, adversely impacting on accessibility and further health issues such as obesity • Most new development will be in those parts of Thurrock that are most accessible, thereby enabling increased walking and cycling. Good design and access standards of new development presents the opportunity to maintain the low incidence of pedestrian and cyclist accidents • Unchanging causes of accidents, such as alcohol related, might make it more difficult to reduce overall casualty levels

12 See Regeneration Chapter

www.thurrock.gov.uk 66 6.5 Strategy

6.5.1 Aim

Safer Roads Thurrock Council will work to achieve a reduction in the number of casualties on the Borough’s transport network.

6.5.2 Objectives SAF1: To reduce the number of people killed or seriously injured in road traffic collisions SAF2: To create a safer environment for road users, especially those who are more vulnerable

6.5.3 Indicators National: • NI 47 People killed or seriously injured in road traffic accidents • NI 48 Children killed or seriously injured in road traffic accidents

Local: • Pedestrians and cyclists killed or seriously injured in road traffic collisions

6.5.4 Outcomes The road safety strategy will work to achieve the following outcomes: • Reduce deaths and serious injuries in urban areas of: o children o pedestrians and cyclists • Reduce crime and the fear of crime on transport to ensure safer communities. • Reduce deaths and serious injuries of all users across all transport networks. • Reduce death and serious injuries on national transport networks and reduce accidents which cause journey disruption on key routes. • Improve access for vulnerable road users and renew disadvantaged neighbourhoods through reducing traffic and road safety concerns. • Safe movements between homes, workplaces, education, town centres and healthcare • Safe movements for passengers and freight to and from the region’s international gateways

6.5.5 Policies The road safety strategy will mainly aim to support the other strategy areas, especially accessibility, congestion, and regeneration. The strategy, whilst still aiming to reduce casualties involving people killed or seriously injured, is likely to take a broader approach, aiming to reduce road danger and promote regeneration and modal shift even where high numbers of recorded killed and seriously injured accidents are not necessarily apparent. It is inevitable that collisions are still likely to occur, and it will be necessary to make sure that the chances of them being serious are reduced. The strategy will therefore aim to create a safer transport system through implementing policies and measures that will reduce collision severity.

67 Thurrock Transport Strategy 2008 - 2021 Improving conditions for vulnerable road users The strategies for accessibility, congestion and air quality will increase walking and cycling trips. For example, modal shift should reduce the rate of traffic growth, but it will do this by increasing walking and cycling, as well as public transport use. It will therefore be necessary for the road safety strategy to ensure collisions involving these vulnerable road users do not increase, reversing the significant reductions evident in recent years, such as the 28% reduction in pedestrian casualties between 2002 and 2006. In addition, the road safety strategy will need to ensure that road safety interventions help to deliver these other strategies, such as by enabling modal shift through removing safety concerns that pedestrians and cyclists have.

Policy TTS28: Safer walking and cycling Improving the road safety of these vulnerable road users and mitigating safety concerns that currently act as barriers to the use of these modes will support accessibility by, and modal shift to, walking and cycling.

The Council will achieve this by: • Creating an overall safer urban environment such as by reducing traffic speeds, so that not only will collisions be less likely, when collisions do happen they will be less serious, especially involving vulnerable road users such as pedestrians and cyclists. Widespread 20mph zones will therefore be implemented on residential streets • Where there is significant potential for conflict between vehicles and pedestrian s/ cyclists, more engineered solutions such as mixed priority routes will be used • Giving priority to accident remedial schemes that reduce pedestrian and cyclist casualties • Targeting such road safety interventions in those areas of Thurrock where efforts are also being made to improve accessibility by walking and cycling and deliver modal shift. This will include integrating road safety schemes into Workplace Travel Plans and, especially, School Travel Plans • Working with interest groups and communities to identify key road safety related barriers such as busy roads or traffic speed Most of the measures are likely to be relatively low cost. However, major road improvements (such as the West Thurrock Marshes relief road from the first Local Transport Plan) can contribute to road safety, by transferring traffic to other or higher quality roads where accident rates SAFETY should be much lower than those of typical local urban roads. In this case the Council will be careful not to allow the effect to be eroded by increased traffic speeds. This measure could be particularly useful to remove traffic from roads being developed as cyclist and pedestrian routes, and could make widespread speed limit reductions more acceptable.

13 Demonstration Projects, designed to calm traffic and remove street clutter, such as those in Hull and Norwich, have reduced injuries in road traffic collisions and vehicles flows as well as increased cycle trips and pedestrian activity

www.thurrock.gov.uk 68 Neighbourhoods and Regeneration In Thurrock the levels of deprivation (see Figure 3.5.5 in Chapter 3) show there is a clear need to regenerate key communities through a range of interventions, including: • Enhancements to the built environment, making use of the Street Scene Design Guide and the Urban Character Study • Changing the balance between traffic and residents and reduce the adverse safety impact traffic can have on neighbourhoods, and • Making local residential streets more liveable through creating public space that people want to use and contributing to a sense of place. • Local efforts that are promoting community cohesion and encouraging social interaction on neighbourhood streets • The extended schools agenda. This agenda will result in schools delivering wider community services which will result in more activity around schools. In particular, schools will become the heart of many communities and a safer environment will help to realise this. Chapter 7, Facilitating Regeneration, explains this in more detail and the Road Safety Strategy has a key role to play in achieving this.

Policy TTS29: Safer Neighbourhoods Priority will be given to improving road safety in disadvantaged communities and in areas around schools, colleges and major employment sites. Road safety measures will be fully integrated into wider policy initiatives to add value and quality design will be used to improve the visual appearance of targeted areas, especially by avoiding street clutter.

To deliver this policy, the Council will work with other agencies and partners to integrate with their wider programmes, such as promoting community cohesion, neighbourhood renewal and environmental enhancement. The Council will also give priority to schools that are part of the extended schools agenda. As with Policy TTS28, there will be an emphasis on creating an overall safer urban environment such as by reducing traffic speeds, so that not only will collisions be less likely, but when collisions do happen they will be less serious, especially involving vulnerable road users such as children and the elderly. The focus of measures will be on reducing the impact of traffic, either traffic volume or especially traffic speed, on key routes or in residential areas being developed as part of wider programmes to promote regeneration. Measures used will include conventional traffic management, such as 20 mph zones, banned turns, a wider use of traffic calming and Home Zones, traffic restraint measures to remove extraneous traffic, improved priority for cyclists and pedestrians, lorry routes or bans, and new routes to remove traffic (such as the West Thurrock Marshes relief road). This will also promote independence and maturation in children, partly through enabling active transport, but also by providing play space for them in their own streets.

69 Thurrock Transport Strategy 2008 - 2021 There is a risk that such measures will result in further street clutter and over-engineering and the degradation of the visual environment. There will therefore be an emphasis on high quality street scene design and measures requiring less engineering (see Policy TTS33), such as Vehicle Activated Signing 14 and cameras that measures average traffic speeds rather than physical road humps, and the use of psychological traffic calming techniques 15 .

Integration with new development sites New developments will build road safety into the access and design statements, with particular consideration given to vulnerable road users such as children, pedestrians, and cyclists. Travel Plans required as part of new development will incorporate road safety initiatives, especially to remove safety concerns acting as a barrier to the uptake of sustainable transport modes.

Casualty Severity It was evident in the data analysis that the 8% reduction in 2006 since the mid-90s in the number of people killed and seriously injured has been slower than the target rate. This is one of Thurrock’s main road safety challenges. Policies TTS28 and TTS29 will help reduce the number of people killed and seriously injured. Policy TTS28 will improve the safety of vulnerable road users who are more likely to be seriously injured or killed in road traffic collisions. Policy TTS29 will mitigate some adverse impacts of traffic such as traffic speeds in some of the more vulnerable communities.

National research 16 has shown that casualty severity is greater when traffic speeds are higher, especially for vulnerable road users. Given the extent of the challenge, it will be necessary to have more targeted policies on reducing killed and seriously injured casualties. For this reason, Policies TTS30 and TTS31 have been developed.

Policy TTS30: Prioritising Safety Interventions The number of killed and seriously injured casualties recorded in recent years and likely to be prevented in future years, will be used to help prioritise the road safety interventions in Policies TTS28 and TTS29.

This represents a slight shift in approach compared to that used during the first Local Transport Plan and so it will be necessary to review the priority system for accident reduction measures.

On inter-urban routes, the contribution that road safety interventions can make to the wider issues is not so obvious. As well as being a concern in their own right, road traffic SAFETY collisions often cause congestion and delays. Such congestion, and the consequent reduced journey reliability, can have an adverse impact on wider economic performance and business productivity. In addition, reduced journey reliability particularly adversely affects public transport and its patronage.

14 Winnett and Wheeler (2002) concluded that vehicle-activated signs appear to be very effective in reducing speeds because they can be operated at thresholds well below normal police enforcement levels

15 Design measures where drivers naturally adopt a lower speed, due to the perception of the road environment and the perceived level of risk.

16 Ashton S J and Mackay G M (1979), Some characteristics of the population who suffer traumas pedestrians, Goteborg 1979

www.thurrock.gov.uk 70 Policy TTS31: Safer inter-urban journeys On inter-urban routes, priority will be given to reducing the number of people killed and seriously injured where they clearly cluster at certain locations or along certain stretches, and where the incidence of them frequently causes congestion on routes that are important in providing access to strategic employment sites and on interurban public transport routes.

The approach for this policy will be making the transport system safer so that if collisions do occur they will be less serious. This will require safer road infrastructure (as well as good enforcement of traffic regulations such as speeding and drink driving; see Policy TTS32). This could include, depending on collision causation, clearing roadsides of obstructions that could be potentially fatal in a collision, and preferring roundabouts to traffic signals when designing new infrastructure as the collisions tend to be less serious at roundabouts. Managing traffic speeds will also be a key intervention because of the increase in collision severity with increasing traffic speed.

This will be implemented through accident remedial measures that address the specific collision causation factors. However, these will not be considered in isolation, but will be part of the consideration for a whole route. They will also be designed in association with other interventions being planned, such as those to increase road capacity or provide bus priority.

Partnership working will also be key in reducing casualty severity and improving road safety. The Highways Agency is currently responsible for sections of the A13, M25 and the A1089 and the Council will work with the Highways Agency on helping to prioritise their programme and making sure that their proposals integrate with anything planned on the local network.

Road User Behaviour As the locations of collisions are becoming less concentrated in clusters and instead becoming more dispersed, there is an increasing need to target road user behaviour so that road users use the transport network in a safe way wherever they are. Road user behaviour is a causal factor in 90-95% of road traffic collisions.

Although measures to make the highway infrastructure safer can make behaviour safer, it is also necessary to target unsafe and high risk behaviour directly by equipping road users with the necessary knowledge, skills and attitudes. Some groups of road users are more likely to be injured, seriously injured or killed in collisions, such as cyclists. In addition, some types of road user behaviour are more commonly causal factors underlying collisions. Inappropriate or excessive speed is one example, and in Thurrock alcohol related collisions seems to be an intransigent and serious issue with the rate of alcohol related deaths 40% higher than the national rate in 2003 to 2005. Thurrock Council already has a comprehensive Education, Training and Publicity programme that tends to support publicity campaigns run by the Department for Transport, but also focusing training on key groups such as pre- school children, and 5-7 year olds.

71 Thurrock Transport Strategy 2008 - 2021 Policy TTS32: Safer road user behaviour Education, training and publicity measures will be used to improve road safety, with a focus on improving the road safety of vulnerable road users, especially pedestrians and cyclists, reducing dangerous traffic speeds, and reducing drink driving. The Council will also provide expertise to the police to help with enforcement on key issues, such as drink driving.

This policy would mainly be implemented in the form of targeted initiatives focused on known behavioural issues. Linking with complementary initiatives by other agencies, such as campaigns by the health authority and police enforcement activities, will improve value for money.

The strategy will: • Focus especially on the safety of vulnerable road users, to improve the safety of these and help deliver better access and facilitate modal shift • Target areas of disadvantage to help promote their regeneration and renewal • Improve the skills of child cyclists and pedestrians through better training, especially in deprived areas and as part of School Travel Plans. Road safety education will also be delivered in schools • Develop initiatives to reduce speeding and drink driving in collaboration with the police

SAFETY

www.thurrock.gov.uk 72 73 Thurrock Transport Strategy 2008 - 2021 7. Facilitating Regeneration

REGENERATION

www.thurrock.gov.uk 74 7.1 Introduction Thurrock has a key role in the Thames Gateway, the Government’s top priority area for economic and social regeneration. The Thames Gateway is one of only four Sustainable Communities Plan Growth Areas that have been identified to accommodate massively increased levels of housing and jobs development. The East of England Plan has allocated 18,500 new dwellings and 26,000 new jobs in Thurrock between 2001 and 2021 as part of a jobs-led regeneration of the Borough. The regeneration objective in the Local Transport Plan 2006 to 2011 has two components. These are: • Quality of life for those living and working in Thurrock as part of its social and economic regeneration • Delivering infrastructure for growth, especially to unlock employment growth Many elements of quality of life and regeneration are automatically covered in other chapters, such as: • Chapter 3 – Delivering Accessibility: Improving accessibility by alternative modes of transport, such as public transport, will impact on quality of life and community cohesion mainly by enabling people to get to those services and facilities they need, such as employment and healthcare, as well as improving access by healthy means such as walking and cycling. This chapter also looks at mobility and quality of journey and of information, important aspects of quality of life according to the Government’s new transport strategy Towards a Sustainable Transport System (2007) . • Chapter 4 – Tackling Congestion: Promoting competitiveness and productivity and help with the jobs-led regeneration as well as improving quality of life directly by reducing congestion and related noise and vibration, and improving the quality of journeys • Chapter 5 – Improving Air Quality and Addressing Climate Change: Reducing pollution will impact on quality of life directly by improving air quality and consequently human health. • Chapter 6 – Safer Roads: Improving road safety and reducing casualties will have the health impact of reduced morbidity and mortality From the above it can be seen that there is an opportunity to inform priorities for transport interventions through a direct analysis of quality of life and regeneration needs. This regeneration strategy therefore identifies those aspects of quality of life and regeneration that relate to transport and require investigation in order to identify which aspects and which parts of the Borough should be considered priorities. Rather than priorities for transport interventions being driven by transport analysis, this regeneration strategy presents the opportunity to prioritise transport improvements on the basis of quality of life and regeneration priorities. The analysis includes:

• Deprivation in general • Skills and qualifications • Employment • Health • Crime • Strategic transport access to strategic employment sites to deliver the jobs-led regeneration

75 Thurrock Transport Strategy 2008 - 2021 The transport shared priorities will have a significant role to play in improving quality of life and facilitating regeneration. Therefore, this chapter will inform the analysis throughout the Thurrock Transport Strategy, particularly accessibility, as well as ultimately influence the strategy and the policy interventions. The outcomes that the Council’s regeneration strategy seeks to achieve are improving the quality of life for Thurrock residents and workers, including through a healthy natural environment. This will be achieved by reducing transport’s negative impacts on quality of life whilst enhancing the positive benefits transport offers to improving quality of life.

7.2 Policy Context The Government’s new overarching transport strategy Towards a Sustainable Transport System 2007 has strategic goals of: • Improving quality of life in terms of mitigating impacts on amenity whilst enabling mobility • Promoting equality of opportunity to provide access for everyone and tackle deprivation • Improving productivity and competitiveness by tackling congestion by making the best use of transport infrastructure and targeting investment hot-spots such as ports Growth and regeneration in the East of England Plan will need to be focused on the Key Centres for Development and Change, of which Thurrock is one. The strategy for Thurrock is for an urban renaissance and improving the quality of the urban environment, at least partly delivered by a jobs-led regeneration of 26,000 new jobs and 18,500 new homes. A priority for regeneration, on the basis of weak economic performance and deprivation, includes Essex Thames Gateway, the strategy for which is improving the attractiveness of the area, the value of the economy, and skills and education. The Regional Transport Strategy aims to deliver regeneration and quality of life, including through improvements to the strategic and local road network to access strategic employment sites and priority regeneration areas, and improving the attractiveness and safety of the public realm, particularly for pedestrians and cyclists. The Thurrock Thames Gateway Development Corporation has a remit to facilitate the growth, development and regeneration of Thurrock. It has prepared a Regeneration Framework, as well as a Spatial Plan, and is developing master plans for specific areas throughout Thurrock, including Purfleet (complete), Lakeside/West Thurrock, Grays Town Centre, Averyl & South Ockendon (complete) and Tilbury. The transport implications of these plans will need to be addressed. Other wider national and regional policies have an emphasis on strengthening local communities, increasing their prosperity and achievement, and making key neighbourhoods desirable places to live. These policy areas have a particular focus on tackling areas of disadvantage and inequality. Health policy directs interventions towards improving health for those worst off in society. Of the four main killers being addressed, two have clear links with transport; accidents and coronary heart disease. Increasingly, obesity is being recognised a growing health issue. The National Community Safety Plan has a number of policy approaches where transport may have synergies, including building stronger communities and contributing to community cohesion, and improving the overall safety of the environment. This also seems to be targeting key communities.

REGENERATION

www.thurrock.gov.uk 76 Thurrock’s Sustainable Community Strategy aims to deliver much of the above, recognising the need to make Thurrock an attractive and high quality place to live, where people thrive and prosper, where regeneration is supported through the diversification of employment opportunities and the raising of skills and attainment, and reducing health inequality. A more detailed analysis of the regeneration and quality of life strategy’s policy context can be found in the supporting document Thurrock Transport Strategy: Evidence Base.

7.3 Data Analysis In autumn 2007, Small Fish strategy consultants were commissioned to undertake an audit and analysis of all evidence related to regeneration in Thurrock. This work culminated in the supporting document Thurrock Transport Strategy: Evidence Base. The evidence base analysed data in relation to the following elements of regeneration: • Multiple Deprivation • Income and Employment • Knowledge and Skills • Health • Crime & Safety

Analysis of evidence and data from the Thurrock Transport Strategy: Evidence Base resulted in the identification of strengths, weaknesses, opportunities and threats (SWOT) currently related to regeneration in Thurrock. These are outlined in Table 7.3.

77 Thurrock Transport Strategy 2008 - 2021 Table 7.3: Regeneration and Quality of Life SWOT Matrix

Strengths Weaknesses

• Multiple deprivation generally below national • Multiple deprivation is high in some key average (though higher than regional communities. Tilbury St Chads has average) twice the level of multiple deprivation of • Health deprivation especially low in general the Borough as a whole • Good employment rates • Health deprivation is high in some key • Generally high quality strategic transport communities infrastructure (road and rail) to strategic • High rates of crime for the Borough employment sites • Low incomes across Thurrock, especially in some key communities where levels of income deprivation and unemployment are higher • Low occupational classes/non- professional jobs dominate • Very low qualification levels among the adult population as well low achievement levels among school children, particularly in some key communities such as Tilbury St Chads which is twice as bad as Thurrock as a whole • High rates of obesity and heart disease, especially in key communities Opportunities Threats

• 26,000 new jobs could be higher value jobs • Impact of traffic growth and rail growth with higher rates of pay on strategic transport access to • New development (except London strategic employment sites Gateway) being focused on urban areas • Remoteness of London Gateway from where the more deprived communities are main urban areas, with poor access by located non-car modes • Poor suitability of resident population for higher value jobs due to low skills and qualifications • Lack of supporting transport services and infrastructure to accommodate housing and employment growth

7.4 Issues Consideration of the SWOT Matrix above allowed for issues for Thurrock’s refreshed regeneration and quality of life strategy to be identified: • Access to health care for health deprived communities whose populations will have a greater need for healthcare. Communities such as Tilbury St Chads, Tilbury Riverside, and Chadwell St Mary (Chadwell St Mary has the worst accessibility in Thurrock by public transport to hospital 18 ) • In the face of growth, ensuring high quality strategic transport infrastructure (road and rail) to strategic employment sites to help with job matching, access to markets and job creation REGENERATION 17 See chapter 5 - Tackling Congestion 18 See chapter 4 - Delivering accessibility www.thurrock.gov.uk 78 • Affordability of transport costs, especially public transport, because of low incomes Borough wide, but especially in income deprived wards such as Tilbury Riverside, Tilbury St Chads and Belhus. Low incomes could be related to low levels of skills and qualifications. • Low levels of physical activity (levels of walking and cycling are also low 19 ) potentially causally related to high levels of obesity and heart disease, especially in deprived communities such as Tilbury St Chads • Growth agenda provides opportunity to ensure high quality transport improvements are focused on the multiple deprived urban areas, such as Tilbury St Chads, Tilbury Riverside and Belhus. • New jobs growth being generated could be in higher occupational classes, thereby improving incomes and affordability of transport and, through that, improving accessibility. However, very low levels of skills and qualifications could be a barrier to this aspiration • Change and development through the growth agenda provides an opportunity to design crime out of the transport system • Both rail and road congestion, but especially on strategic routes providing access to strategic employment sites such as the A13, could adversely impact on journey reliability for freight, affecting productivity and job creation / jobs-led regeneration • Poor employee accessibility to London Gateway by non-car modes, especially walking and cycling, and train, could adversely impact on job matching and job creation/jobs- led regeneration • Car based access to London Gateway could exclude key social groups from job opportunities, further embedding disadvantage and social exclusion 7.5 Strategy 7.5.1 Aim Facilitating Regeneration Thurrock Council, in partnership with other organisations, will ensure that the transport infrastructure that is required to deliver better opportunities for residents and employees is delivered in a timely and coherent manner 7.5.2 Objectives REG4: To promote economic regeneration by reducing congestion REG5: To promote social regeneration by delivering accessibility REG6: To promote environmental regeneration by improving the quality of the built and natural environment 7.5.3 Indicators Indicators for economic regeneration and social regeneration can be found in the Delivering Accessibility (Chapter 3) and Tackling Congestion (Chapter 4). Indicators for environmental regeneration are measured through the Strategic Environmental Assessment monitoring report, which will be published alongside any progress reports for the Local Transport Plan. Nevertheless, three relevant transport indicators have been identified that can be used to monitor the implementation of the regeneration strategy: National: • NI 168 Principal roads where maintenance should be considered • NI 169 Non-principal roads where maintenance should be considered

19 See chapter 4 - Delivering accessibility

79 Thurrock Transport Strategy 2008 - 2021 Local: • Percentage of transport infrastructure construction and maintenance using recycled materials (Westminster Council has recently achieved 99.8% for highway maintenance) • Quality of life indicators in annual survey of residents

7.5.4 Outcomes The regeneration strategy will work to deliver the following outcomes: • Allow people to get to work in reasonable comfort. • Promote business competitiveness and economic productivity through better journey reliability on key networks • Improve access to a range of employment and educational opportunities, especially for disadvantaged groups • Minimise noise pollution from transport in key urban areas. • Minimise the impact of transport on townscape and heritage. • Promote health and well-being through transport • Ensure passengers have a good experience of using the UK's international gateways for end-to-end international journeys to or from the UK. • Protect the environment around international gateways by noise pollution, marine pollution and preserving biodiversity. • Minimise the impact of transport networks on landscape, biodiversity and the water environment. • Minimise the noise pollution impact for residents close to transport infrastructure. • Ensure key network journeys are comfortable and convenient and that travel time can be used productively. • Improved journey reliability as a result of reduced congestion. • Sustainable access to new development and regeneration • Safe, efficient and sustainable movement of passengers and freight to and from the region’s international gateways

7.5.5 Policies This strategy will not generally have its own policies, programmes and interventions. Rather, it influences how the policies and interventions in the other chapters will be prioritised and delivered. It will be fully integrated into the strategies for accessibility, congestion, air quality/climate change and road safety and will aim to facilitate economic, social and environmental regeneration.

REGENERATION

www.thurrock.gov.uk 80 Economic development and regeneration Productivity growth is a key driver of wages, profits and ultimately prosperity and living standards. A high-performing transport system is a key enabler of sustained economic prosperity and this is a key issue in Thurrock with the current low wages and the need for job creation. One of the means of achieving this is by increasing business efficiency, through time savings and improved journey reliability for business travellers, freight and logistics operations. This will therefore focus on tackling congestion, especially as it affects: • Freight operations and freight movements on the routes, including the A13, that provide access to strategic employment sites such as London Gateway, a key international gateway in the Regional Economic Strategy and a priority for access improvements in the Thurrock Economic Development Strategy • The operations and journey reliability of the high quality inter-urban public transport services that will be developed, such as South Essex Rapid Transit (SERT). These will link growth areas and strategic employment sites and are an essential element of efforts to promote modal shift and hence reduce congestion For this reason, such interventions have been given a priority in the congestion strategy. In addition, the road safety strategy gives a priority to tackling collisions that cause congestion that adversely impacts on freight access to strategic employment sites and on the inter-urban public transport network. The above tends to focus on how transport infrastructure is used and managed. Clearly an important part of jobs-led regeneration is the timely provision of actual transport infrastructure that enables improved access to new or growing employment sites. This is considered in the accessibility strategy, which states that: “New developments will provide new transport infrastructure and improved connections. The provision of such new infrastructure should help ensure that new development is well served…Links between the development and existing networks will therefore need prioritising, ensuring appropriate provision, especially for pedestrians, cyclists, public transport, and the mobility impaired, as well as by road and also rail where appropriate.” In addition, the strategy will also support new infrastructure such as the West Thurrock Marshes Relief Road which will not only improve access to employment sites and better management of lorry movements, but will also provide relief from traffic for local communities by providing an alternative route for the commercial traffic. Social Regeneration The emphasis of the approach to social regeneration will be on access to services and opportunities, but especially access to employment, education and health care. Access to education, a priority in the Thurrock Economic Development Strategy, is especially critical given the low levels of skills and qualifications and the need to provide skills for the knowledge sector, a key growth area in the Regional Economic Strategy. The priority will be to target those residents and communities facing disadvantage.

A strong element of this option will be to improve incomes through better skills as well as reduce income inequalities by improving equality of opportunity. Accessibility, however, is not simply a transport issue. It is about the range of opportunities and choices that people have in accessing jobs and services, so it will be influenced by wider growth and development in Thurrock, including the Building Schools for the Future programme.

81 Thurrock Transport Strategy 2008 - 2021 The option will therefore focus on delivering accessibility by: • Prioritising improved access to employment, healthcare, and education, especially for deprived areas. Improving access to London Gateway will be a key area for action, as will improved access for communities such as Tilbury St Chads, Tilbury Riverside, Belhus and Chadwell St Mary • Having a strong focus on increasing walking and cycling, especially for the journey to work and education, with priority given to deprived areas where obesity is an issue, such as Tilbury St Chads. This should promote community vibrancy, sociability and cohesion and potentially help to reduce crime • Focusing on improving access to employment by public transport will promote equality of opportunity as it will be available to all rather than only those with access to a car, providing people with a wider choice of jobs and enabling more people to enter the jobs market • Prioritising improvements to transport interchanges that improve access to strategic employment sites, such as at Stanford le Hope • Through the road safety strategy, giving priority to delivering accessibility by improving the safety of cyclists and pedestrians, especially in deprived areas. This approach to social regeneration will also support economic regeneration and development by: • Improving the functioning of labour markets, such as through better job matching • Improving access to customers • Widening the labour market • Improving agglomeration, such as for the logistics and port sectors • Bringing new people into the labour market, and • Providing the skills required, especially for the knowledge sector.

The Greengrid Strategy aims to create a network of multi-functional greenspace and links within Thurrock’s towns and countryside that encourage healthier living through promoting exercise as well as through the well-being generated by better access to open and green space. This is especially important for children, whose independence and maturation are promoted through access to playspace. Children’s play and independence will also be promoted through the 20mph zones and Home Zones in the road safety strategy.

REGENERATION

www.thurrock.gov.uk 82 Environmental Regeneration Transport can have many adverse as well as beneficial impacts on quality of life. As well as helping to prioritise interventions in the other policy areas, the strategy for facilitating regeneration includes the need to improve the impact that transport interventions have on the overall living environment, both the built and natural environments. The strategy will require the provision of an attractive and high quality built and natural environment, with transport playing its part. This approach should change the way Thurrock ‘looks’ and how people feel about their town, and how others perceive it. This in turn should attract outside business investment. This strategy only influences how interventions in other policy areas are designed and delivered, rather than having its own programme of schemes.

Policy TTS33: Quality of the built environment When designing and implementing transport improvements the Council will ensure they contribute to the quality of the public realm and the integrity of its historic and cultural setting

This policy will treat the transport network as part of the public realm, especially in the urban areas, that people not only have access to but want to have access to. The growth agenda provides a real opportunity to ensure that transport improvements of a high quality are focused, particularly, on multiple deprived urban areas, such as Tilbury St Chads and Tilbury Riverside.

This will be implemented through the rigorous application of good design principles. This will mean that transport development delivers a safe (including ‘designing out’ crime), attractive, uncluttered public realm that works effectively for all in society, including elderly and disabled people. Improving the quality of transport design will be critical in delivering modal shift to tackle congestion and improve air quality by making pedestrian and cycle routes and transport interchanges attractive to use. Reducing over-design and street clutter will also reduce future maintenance costs of new infrastructure, such as cyclist and pedestrian routes.

Additionally, environmental regeneration will be supported by: • Reducing the adverse impacts of roads and railways on noise and vibration, especially in built up areas and areas of tranquillity, such as by using low noise road surfacing • Promoting character in townscape, including preserving character in conservation areas and making use of the Urban Characterisation Study, by responding to and reinforcing locally distinctive transport development • Mitigating adverse impacts on cultural heritage, such as historic parks and gardens, listed buildings, Scheduled Ancient Monuments and archaeological assets • Delivery of the Greengrid strategy (see Policy TTS5), which will improve the visual environment of the borough This option will also include a strong element of protecting, and where possible enhancing, the natural environment by way of mitigating any adverse impacts on protected habitats but also using the design of transport interventions to create habitats and promote biodiversity, in a bio-diversity led approach that will help to deliver Thurrock’s Greengrid.

83 Thurrock Transport Strategy 2008 - 2021 Policy TTS34: Quality of the natural environment When designing and implementing transport improvements the Council will ensure they contribute to the protection and enhancement of habitats and biodiversity, the integrity of water quality, and the preservation and enhancement of the landscape.

International and national nature conservation and landscape designations will be given the highest levels of protection from transport development. Outside of these areas, new transport infrastructure will still need to mitigate adverse impacts on biodiversity and landscape, including through fragmentation of habitat, and take opportunities to deliver enhancements. This will be a particular priority for the development of Thurrock’s Greengrid, where open green spaces will be connected by green routes. Policies to protect, enhance and provide green space, biodiversity and woodland should have significant positive effects on access to open space and wildlife.

This will be implemented by: • Supporting the Biodiversity Action Plan priority species and habitats • Protecting local wildlife sites • Promoting wildlife corridors through the Greengrid strategy, including reducing barriers to wildlife across major roads • Promoting networks of semi-natural green links in urban areas through the Greengrid strategy as part of the cycling and walking network • Reducing the risks to marine habitats and ecosystems through development of river transport, by requiring a risk assessment and risk management to be in place as part of development • Minimising the adverse impacts on water quality from road run off or spillages, especially in groundwater protection zone 1 • Maximising the use of recycled materials for the maintenance of the highway network in order to divert waste from landfill and reduce the need for the primary extraction of minerals • Respecting the landscape setting and be sympathetic towards both landscape character assessments and historic landscape characterisation data • Seeking opportunities to restore geodiversity and landscape that has been degraded

REGENERATION

www.thurrock.gov.uk 84 8. Monitoring and Implementation Framework

Linking the strategy with an implementation and monitoring framework is an essential element of delivering an effective transport strategy. This section looks at each of the policies contained within the transport strategy and describes the implementation mechanisms – such as interventions, measures and schemes – that result from application of the policies. It also links the policy and interventions back to the objectives that they will work towards achieving, as well as the indicators that will be used to monitor progress towards meeting those objectives.

Implementation will require funding. This will need to be secured from a number of funding streams and prioritised accordingly, including:

• National funding for the Strategic Road Network and rail • Regional Funding Allocation • Local Transport Plan • Developer contributions

The latter will be of growing importance during the delivery of this strategy, given the high levels of growth forecast. This will include funding from Section 106 agreements, but also funding for more general strategic improvements, possibly through the Community Infrastructure Levy. As part of the evolution of the Local Development Framework, Thurrock Council identified the impacts of traffic growth associated with housing and jobs growth on the transport infrastructure and the consequent congestion. Assuming no transport strategy to be in place, the forecast identified significant future congestion on local roads and on the Strategic Road Network. With this transport strategy in place, notably the modal shift as part of the congestion strategy, mitigation of congestion in urban areas can be expected, but significant congestion will still be evident, especially on the Strategic Road Network, which will require further mitigation through capacity improvements. Developer contributions will be vital in delivering the required modal shift and capacity improvements as well as mitigating other adverse transport-related impacts, such as on road safety and air quality.

85 Thurrock Transport Strategy 2008 - 2021 s s d d d e e i i n n n r r a a a e e s e g g n n n o o o o o o i r r r t t t t t t r o o o u u i i i o e s s s s s s t t t s s t g s s s s s s a a a t t t r a e e e e e e P P c c c n n n u c c c c c c u u u c e e e G G s i c c c c c c d d d / / / l l l m m m A A A A A A d e e e y y y a a a r r r t t t n 5 6 5 6 5 6 i i i o o o l l l I e e e 7 7 7 7 7 7 p p p h h h p p p 1 1 1 1 1 1 t t t s s s r r r I I I I I I o o o m m m u u u N f h N e N f h N e N f h N e • • • • • • s e v 1 2 1 1 2 1 2 1 2 2 n i i t C C C C C G G G G G a c E E E E E C C C C C e A A R R A R R A A R M j b O t g S n g i d l t l n n n i , e d e i a k k s / n w e a y k c n a i d s P t a c o d m r k i a o o t r G n e h r h h G n g a r y o t / a d g l i , C e n c u a i w u y a s d , h u w h t r d e w i o y e n r e r T d a r w e p k a t a m n h e t u s a y t M , a a s g t , b i n o L r t l t s ) l e i e i G e h F / n r e e S T i b k e t W t e l i s i l d n m l c n n s i e w i e n m d o o t o s i e b y t r a n c y m e w e l r a l o a : m a n a b d l c i r n u s y a i , p h , l i a c p h o o l t i d n o T c w h r a t l T p a m i s o r e o t o a e h t k C l e c e t d o p n v c i i p s c , e n n s y u s e c u e g C o w i r p r l e e o n o d n t D r u i s W k o e , c a e l n l s u s r e b c i n p c l t , e a d p h s i , t l o a y O c n i o T T e l s e n m a t i l o a e c o n h e a n p n d t b t L , i c m p o o o i n n a u m i n l a m a i , y e t s f r a n y t o e i o m r e i i h a l f e o r o v t c i S k k d a o f l s c e k p f t r r e i o e r / n n i p y h o a s i o o o l r l s t y d u e l D n l l g t u e l m p - u k w w a y s e s i y u a u p a a e t r c h e e i v l h c n a o r F r d c t y h e r c i a e o O e o m m o e w v e t i n r g e f e h i c j t t p a a B l w t e d e h o h r r p l t s o t a f l s y e , e , t t l r g r t s F F l a o n y u o e o n d r t p o ( e e A t t i a o r o n M l i e G o i y i t e p , e n n f t t o l h s n d S c r i s f l f b l s c n e e m c i c i i r n o e n s / o u o i l e o e p g g s s v e r t u i s b a p y m m t r t o o C t o n s T n n o a t a u i s m P i i l p p n e l s h t a o i n e t i c d h e , a e n n e s o o l u l c e n r h c l l o a r i u i v s , a m h n n o e e c a S c v r e e c t c a d y s d e T a a c c v v l l B b a a S t o n k n a e m d C n d s f s r i e r k e e t , i p p l e n a t r p e e e e n g i o e e y c d i i l g s d r r a l D D G g i v v r e a r o d n t p l o l i i n l e l e a s , a m o o a i e s r e s d t t n s i e l m e t y r r m r a a d p n e t r f e l s s r g e o v n v i s r s e m s r c c u p p k t r l o e i e i a a a l i o a a e l u u r x r a o h x t a o o u r r n c u m m t P I M L G e I F D L f T o m h T s P E B L T m a p r c c a o m • • • • • • • P • • • l • • A I g d n n n o i s i t a s r a e s h v e t i c e i g r v c c : : : e n i w p i i A 2 3 1 l c r v e i r g e S S S v d g e e y s r n v T T T i i r s n l t i S e g c T T T e e D i v e i s a h n y l t r i t d y y y i o l d i r l e r i g c c c o k v w e i i i l l l K c d p e c o o h t P r r o o o 1 t a n a o m n . P T a g P I t F P I o p 8

www.thurrock.gov.uk 86 e g e a g s s n a o r p p t o i i n r r r o t t t s o t r a s t t g g a p e a n n n i i c c l l p e s i c l c c u i m A y y d a B y C C n 6 R o 7 l I 7 3 3 7 p 3 1 I P P 1 I I m P T T N L L e N L • • • • • s e v 1 2 3 1 3 1 2 4 2 2 1 2 n i i t C C C C C C C C G G G G a c E E E E C C C C C C C C e A A A R A A R A A A R R M j b O , e . l n , e c f d y o h r i y d , o n t i t d c a c s t a s a l a n a r n , , e M c a a o e a n t g w k r k i t u c d p k o n s o c l a a i i p S d r t / n t t e c a o L s s l s e o t a l r a h s n h a n / o r e i u t e / w t g o u l k o h u i m w t s o i s l e u r w d a c b r h e h g t n s d o o e n d t o T m n f r y n e r e o s n h a a a i r a n e a t e e n i R n a r e , h p i r u k t n r a b g t c e r F t y h r h C n n o o e s t t c n e n e t i l s e e i i i u T , o t l e t t c , a r i a l h n c y n w t i i t w t a a u u s t r e r y e e m s g g t a a t c y o u i o o e u s c r y h e r r s c n n u a m s t q i i b b a o o l e u l d o i d t p e e , W w d e t n y n h i t t d r d n p T e t o d d r y t i l v o o i i g o d l e a e t a i , , r i i o t e m o s s y a o n r k p e r o h r r r d t f s v h c p r e r i a u t o e e e p r r e p i s h e e o d u , r t o q h r v v t o s s s e w o n i i i t t n t i s D w n a p r r c r n e u h r o a h d a l t e t s r f o y r p u u a c t p t l t e e h t g t a f r u r l o o g i t d d t o t u n i h h s o c , f o a a i h e t t n s l n i o l r s d e l n s o o w r e a a f c s a s c e n s s b a e e L r , d r m k t c e e , y f - a c a i ) a a a i b g e e c e o t s l e c o r n p , a s i T f n l i a l n m k v i n r h h h s g u r b n O t e t r i R a c p y o a o c c s e o e l n i u a r i t n t l i r i l i y e f n i E t t h i u u r s , h f e o P s r e t s b p a e h a a s s S a t n k s : p a t c h g t u o s u a ( r e r i v w m n e e m n o s s u t a n s s r m o o i n w t t e o y y a i e i w e r r d e e e o e e r p t t c u S c i y h d t t t s o r a w s c l o g t u l o t i t a e i f m n l o n / d n u u m n f l h o e h c n r v i s p t e y t t i n c n b s a e n i a G e a o o n i y c a e u t n r u r r o a n d u n u l e v a l i m i r l w d s a s r T e s n n r o u e h i q f s o l t e p l t l e g a p p r t , n l h o M p r o r i e i l y e e d y s c e i n g n o o a i t c r g c c o i p y o i l l d m b i f l h e w t n g t m a n B u t i p i n e n e e a n e p r s y i i c s g r e d m p e g s t , s e s o , a v v I t p o i e p y k t t o e r l o e w s m s e d n o k r s c n e e t i i s a i l L R c i r u d e n r y r s a r e p t n i a u a e o e y d d e e v n s t s e e o i a o x r a u r p c l , o r a d o t s p b v , a a t s e n f t d h y e i o o c o p N q e o t r w n a e t p s s e W t t a g e d t t i w s e r l d c w y c a s t d u r l k a t c r l t f i d n e h e n r e s l g o s s e n f p r s c a n u o P o i s n t x o e e i a g n o i a g i e E n n n l d i o e g y r m g i c r i , o d v v e o e i i h p n s a a t t g a n e c n e h i s i c C c M c F e p H d h t o o i s r r d t r c s t l i l t m t r r r t t n l s e i y e k r i h l s p v o g n s a u s s a c e a p p a e r p e e i k g a a a o r r t a p l i e u u o o a e h x s e r n m m n i G W e m S • • M • S R G G T • h I i F s T l e R I b U S p m • • • • • • • • • • • • I y g c i e l t b a r u t : : : d P S 5 6 4 n S S S n t d a y i r T T T a r o c g T T T b g g i r p n l n n i y y y i u s l e k r c c c o l i i i n c l l l e e a t r a y P o o o r n P W C P G P I T

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www.thurrock.gov.uk 88 k k y y e e l l l l d d c c l l e e – – – – c c a a s s o o s a s a i i l l r r m m e e y y e e o o n n u u i i r r h h o o r r t t h h e e c c s s o o e e u u i i s s o o t t i i r n n t t y y u u v v e e v v h h u u h h e e r r n n r r s s l l e e g g o d d T T c c b b s u u n n i i e e e e t k k e e e e n n n n m m r r s s l l i i i i u o o r r o o s s n n v v a a w w t t g g i i j j r r a i i d d a a l l u u l l n B l l a a e e o o n n u i u i r r s s i i c c r r a a c t t n n o o g g s s o : t t p p i o h o h j e j e d d u u i o o e e o o t n n m m e e 4 f f r r g g i i g g r r C L B C C L B C d g g e e t t e e c 0 t t o o l l n n g g A A – – n n i i i i n n a a a g g l l 1 n e e 7 7 8 8 7 7 8 8 i i n n f l l : : e e e e I i i n n c c a a I 6 7 7 9 6 7 7 9 n n m m i i i i s s s e e 2 2 d d r r m m i r d r d n n f f 1 1 1 1 1 1 1 1 P t s s v f v f r r g g e e e e P P o o i i n n o o o o I I I I I I I I l l V a e a e a a a a a r r s s v v i i T T u u r r r r N a p m N p o N r N t m u L t k B N S a p m N p o N r N t m u L t k • • • • • • • • • • • s 1 2 3 4 e C C C C v n i i 1 3 4 5 4 5 C C C C 1 2 t 1 a N N N N N N & & & & c C C G O O O O O O E C C Q Q Q Q e M j C C C C A A C C A A A A R b O t s n e v e i w t e m a n p n r o d d l e t o s e n l v o a a a e e g c r g d i d t e a n o i r a t g o e d s n i i g m h e t x e v l w i a e e r r c b f s e p o o o a l h r e e s p d y w r e b a s r h s i t t l s e n n r g a a t a e n e e n i b c r r h e k a r u e c n a i g h n s r n t i p d n a a w l e e d o b i r o s r t e n r e s u u a o g h c u n i n d n w i t c o i f m e s o y y f s k l l s s e g r r r r i u s d n e a a o i l l c n n t y l n w u u o s g e a o i f i l n e c c r v i i a h t t a p – u l a r r m p r c o t P a a a m s t r m e e n p p y t o F a t a , , r e a l t s s M o C n j d P n s r n n l s e a e s n u t a a n l l e e s a s o m l m i v o P P n e J i x p p a l l n o t r e e l t t o e e d e T l h a e r n v v e s t e g t n v a e e a a s e v i n r r a e l i c n v w r e o T T r i m c a a i t T e l l A y a D u t n n a r l o p o h l l s d o o n s e o k m i t o a r S t s t e r p v i s h r r c e t e i e a o s a t f l t c e i l m x o i r o g L W t e V S e S L T a P p n m • • • • • • • • I o C g s m n e i o c l : : r i f 1 0 o k 1 1 n h c S S o i C g y t T T a r n s c i T T h T e i e t c t l y y r g u w c c o a i i n d l l o r o P e m o o 2 . P R C G P S 8

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www.thurrock.gov.uk 90 k k y y e e l l l l d d c c l l e e – – – – c c a a s s o o s a s a i i l l r r m m e e y y e e o o n n u u i i r r h h o o r r t t h h e e c c s s o o e e u u i i s s o o t t i i r n n t t y y u u v v e e v v h h u u h h e e r r n n r r s s l l e e g g o d d T T c c b b s u u n n i i e e e e t k k e e e e n n n n m m r r s s l l i i i i u o o r r o o s s n n v v a a w w t t g g i i j j r r a i i d d a a l l u u l l n B l l a a e e o o n n u i u i r r s s i i c c r r a a c t t n n o o g g s s o : t t p p i o h o h j e j e d d u u i o o e e o o t n n m m e e 4 f f r r g g i i g g r r C L B C C L B C d g g e e t t e e c 0 t t o o l l n n g g A A – – n n i i i i n n a a a g g l l 1 n e e 7 7 8 8 7 7 8 8 i i n n f l l : : e e e e I i i n n c c a a I 6 7 7 9 6 7 7 9 n n m m i i i i s s s e e 2 2 d d r r m m i r d r d n n f f 1 1 1 1 1 1 1 1 P t s s v f v f r r g g e e e e P P o o i i n n o o o o I I I I I I I I l l V a e a e a a a a a r r s s v v i i T T u u r r r r N a p m N p o N r N t m L u t N k a p m N p o N r N t m L u t B k S • • • • • • • • • • • s e 1 2 3 4 1 2 3 4 v n i C C C C C C C C i t 1 4 5 1 3 4 5 C C C C C C C C a 3 4 1 2 c N N N N N N N & & & & & & & & C C G G e M j O O O O O O O E E Q Q Q Q Q Q Q Q C C b C C C A A A A C C C C A A A A A A R R O y l r l a i l s a u n t t c o e i e i , t r t e r r s , a t m a t s e s e t p s e h l u , n i t g s o o a t n r r d n a s t e c e i h a a e c g n m r h y e l e e t c r e t l a g u a n l r p i n s t u t o s a , r c r n i e s r t t o g o r p i a n n p t a e e s o a g s k l r p n r n e a m e , i m a o t r s e h r m t d t e o w g f w e t n k n c n n e h i e c a i s l i a c n t r r g b s m r s ” s e n h u a e s l i a e e g v g e p e s r o v r g n i o , u s g o o t r a e n s k o o k n c i h l a m r p r r r t s i “ n a c t o o h c s i e o s a t m h i S o e i k t a n w w i b c h t h t s c d n r r p o t i l i e l c e t t e n e u a a g t e s c n n t n r a s r n y n n t h o u s i ” i y ” m o a c s i a o e e t e t c e s i y h e r p r r t t l a n t s d v i e c s n o r o n r i a r e n n a i n c d u c e o h e t e e a h i “ i M “ a r t n o l r c c r i e m n t J a n e a i p e h t c b e n t a r h i t t h i s c n a v t i m t r r f r e l n o e i e t w o i o o r a r n b n s g h t g t l , t m p p o u p l e o n n s n P i y a i s s r a p d e t l y s k m d o n n l e i l e r c e t e r y n d n a a l p a v r r p a y H a e e n e l t t e a p a v v y m a h u w r d t c c t i T o s i i w e c e e b n l l i m l l r t r r l e t a s c c b b o r o d p u k e o i y y l r u u u r a o n c o i m n e C C a P P F p P B I t i p f h c a m • S S • • • • • • • I s n a l y r P a : : l t e 4 3 e r n v e 1 1 l – u e t a S S t b r y c r m T T T a u o e c T T l l n r i i t p l o p y y a s s o t c c o a i i n m s l l h r f a o P u c o o r n C I S T P P S

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www.thurrock.gov.uk 92 k y e e l l l d d c l e e e – – – – c c a a s s o s a i i l r m m m e e e y e e o o n n n u i i i r h h o r r t t t h h h e c c s o o o e e u i i s o t t t i i i r n t t t y y y u v v e e v v h u h e e r n r r s s s l e e e g g g o d d T c b s u n n i i e e e t k k k e e e e n n n n n n m m r s l i i i i i u o r r r o o s s n v a a a w w t t g g g i i j r r r a i d a l l u u u l n B l l a e e e o n n n u u i u r s s i i c r a a c t n n o o o g s s o : t p p p i o o h o j j e j d d d u u i o e e o o t n m m e e 4 f r r g i g r r C B C L B C C d g g g e e e t e e e c 0 t t o l l l n g g A A – – n i i i i n n n a a g g g l 1 n e e 7 8 7 7 8 8 7 i i i n n f l : : e e I i i n c c a a a I 6 7 6 7 7 9 6 n n n m m m i i i s s e 2 2 d r r r m m i r r d r n n f f 1 1 1 1 1 1 1 P t s f v f r r r g e e e e P P o o i n n o o o o I I I I I I I l l V a e e a e a a a r s v v v i i T T u u r r r N a p m N r L t k N a p m N p o N r N t m u L t k B S N a p m • • • • • • • • • • s e 1 2 3 4 1 2 3 v n i C C C C C C C i t 4 1 3 4 5 1 5 4 C C C C C C C a 1 2 4 1 2 c N N N N N N N N & & & & & & & C C C G G e M j O O O O O O O O E E Q Q Q Q C C C Q Q Q b C C C C C A A A A A A A R R C C C A A A O h c a k o r c o s s / a e w t e s s r e s u u a n n a b o n c i d t n a a g a a b t o k n r b r r i s r u k l o c i u r 0 i r n w a a i 3 t g e r t s p e e y n t 4 l n o k t n i r t r o 1 a e i r a t a t y l 0 d t r e t i c r p u 1 s a l o t n r c o A a s i p e r - t u - a u s r h J 8 n c t c q n a i f 2 o r a p n g 1 h o r o t j e , o e s g l A r s t i t l h a t o y e n a h n a l r d r r r m t h o t c e 1 o n i e a n t r s l o 3 w n a l ) m g e a o o u l / t e f y T e a s 6 m c l e c r b s l h r i v e 0 R 2 n t t s u a t d b a o r l i 3 n 1 6 l E o i r o a i n a n a a s 2 u t A S a n s p c a n o - ( t p L e 1 c i a g v i n t a t 0 t n i r t m a y a n A i I g e l i r t m n 3 s e h u r t s t r n s n a J e y i o a d n o a c o e m l f e u p f a n n s a n m e l d s u h s e s , r i n g t a w n t i e v i a c k T s p y i i R r i t e g n o o g t u l S i M t r g r l b r t o d e n i a d i d S a o n a p e c e i a s n w l p n n m p r p e G g o k g s a f m t a a r e p s I , a o n e e o n m i i a c R r u m s e k g r c r t n g c o r p s s e n g x n c o o c o n i a a d a f i f r e i i h o a e a t f i n o t t n F n P f n a t t n s n a w c M o e t l o d n a e c i a e s c g s t r n s i i d s p L e t t n e d i e E s i l e g i u s a g v e i r e t 4 e J w d n b n i c e h E o w a i n r l i d t t m / 1 r g i a a r k c i 5 5 v o a a u 3 3 0 r c n p r - e r b e r 2 2 t r o l o 1 1 1 t o a a 2 a o e n m V I c U I C P R 1 A A M A F s S S M p m • • • • • • • • • • • • • • • • I y c s n e e t i : : u c 8 9 i o f 1 1 n f R S S o : n E i y t T T 7 a c i k s c 1 T T r b i g r e l o y y y e u g t r c c c w o i i i n t a l l l e r t e o P t o o o n N P P C I P S

93 Thurrock Transport Strategy 2008 - 2021 e l d c a i t o h h r e g i v e e d l n i r i F o a w i l r ) l i t a s r n e m e o r o r t P A – ( d e : : e c i i 2 m f 8 r I f r P o l a P a i T r L t c L k • • 4 1 2 3 4 C C C C C 2 C C C C C 1 2 4 1 2 3 1 N & & & & & C C C G G G G O E E E E Q C C C Q Q Q Q A A A A R R R C A A A A R s t r n e v e i s r y m d a r p r e w o l o h h f t e g o v s i y t e e k H i c a t d c i n l h i o s t e g r i c e r n g i a w u l g f A h n d s e s T a n e t y t h a n a a s c a h u r e w L t q e h t h e W e e l n g g d i i i c n d i a i e l H n d r h f d a e y h e t v n a i V y w a o t w a e w r l i h n n p w s a g t o e i i e m t R a i e s i a r r m i s v d t F e G e / t o n i r s n s k n a g r p e n o o s i i e o e t n e s d g n r m a s a w u t n n r k l o i L e p t p n o i c c k Z s r U e L e h x m o l t - r a c s t n r e a c r s r r i p a o o y s u i e e F h l t p c a y h s n i t e l r c r u t s t i T r r V n a b n s G h t i i o a e n l r a y i s e t g r P g r c e V m s T o m i n l u y n i r p t s W d i n o r a k e l o d t l o h a c p a n e i - l e t o t e a u u o 4 v r i h b o a n c t t T e 2 Q a g c G i a s s S y t t n D e e i e l e n O c y r s h l r t s a f i b o v n u t a y g i h l i s t u a w e i s c c a g e a r e i e o a g e u n r o t F A H S o S H L D R G s N • • • • • • • • • • : 0 2 S T T t h y g c i i l e o r P F

www.thurrock.gov.uk 94 e e e t r r r k k r t t t t d d d e e e r r r r i i i c c e t o t t i i i n n n t t t t o x x x o o p A A A e e e a r r a a a o o o n p l s r r i i i d d n n s e a a n n n u m m m n u u m m m i i i r d d d t t a a i i n o o c g e e e a h h i o o e e e s s s e e o r t a n n n p p b b o g g g t T T t t t r r r r t r r r n n n d d e e e a a t t a a a i i a a a a i a a l l l n n a o o o c c g g g x x i i n n n i i i m m m n p c c u u u t t t r r o o o m c o o a a a o o o i i f f f f s s r r r c c c i a a a e e r r r i i i t t o t t t r r r f f f i i i t t t o o o o n n d d r r r M M M t t t P P r r r d f o o o o N N N n n n e e e s s s s i i y y y a a a n n r n 6 6 t t t p p e e e : : : s s i i i e e e e d d d s s s I o o p p p e l l l i i i 8 8 s s t c c c 8 8 8 s s n n n n a a a t i i b b x x x a a a 1 1 n n d d d n n n r r P P P n n n n e e e a o o o u u u I I r r r i i i a a n n n m m o a a o o T T T o o o o r r L c a Q A T d T m N c e T d t N c e T d t L c a Q A L c a Q A • • • • • • • • • s e 1 2 3 4 4 1 2 3 4 1 v n i C C C C C C C C C C i t 4 C C C C C C C C C 3 3 2 3 C a c N & & & & & & & & & & G G G G e M j O E E E E Q Q Q Q Q C Q Q Q Q A A A A C R A A R R A A A A R b O c i s s g t e e n s i t m l r o i a i e s r o a i s t t h e r x s s o i c t a g t s a n m m s o y n e d n d t e , t n o n e a t i s w f g a a r t a v A a o n h a o i l i s s s r r s g p M e i e a i A p C l s a d r Q g h r b n e a M d s r a A o o e a o r l n / r Q a r r t t u , a d s a A s s g o , a e d n n c e e v s n c n n t o i i i o i i i s t e r n t a x u i t m i s u g p s e i a o a n r d s n t l r i b a e i o r w e n , o a t d i c n v i u m t s o i C i p x r s o s e h e o c g t t a l t d e d s c e t c g g t w a n n u g n y a n a d o r e e a r e n i b n l r r t s t i n h n o r n m o g n o s e a l i c n t o s n m o n p f g i i a i a , n s l d r n s s v a C u s t n s o n i r n p o a l e q e o e o u d a i n s i p e e k n s e r t t n o r r t s i m t s u a a r a l f c a u n o n t d e n u t e m h n i e o s h s w e l e e v c b i l d e t l s c c v e i p n b u r m i c i c d r r i e t s a o e s o t o t A h m r e t u o f h a t s c s u s a e t s / d e n n r s e a r M o g r a e p e r b V d e r e s e F f r n e s s f i a t v s n f y t n n l i n c m t u i t n i t n a r c i o n n a e l l o n n / g a o t a n a e i i v o e e e h i r t e e n c t i a P t t o t u u c m u c r a o c f f y l t p u a i a i l i s l n g t p f r t p p l i s u f t e e i o u n w o o l s l c i l n s e v v i m m p i i s B i i a v p c t t e i i s e t a n n r i m f v y e a a y y c n f O t s t t s o o i e e d o i i u n n n n l o l l o i m - e r r e i b h r t s a D a t r a a e t l g o s e e w e l g u l t t Q n a u i s a u u l e l l n c u i o t o o a q q H L E U T r C s Q b A E R F A p r c r r i i i o m • • • • • • • • • • • • L A A A I g n i 2 v d O m m n d o : : : : C o o a n r 2 3 4 1 r r y f f a g t 2 2 2 2 n , p e n s s y y S S S S o i t f i t t g y r i i t n n T T T T s l l a i n m s l o c o o i T T T T a a i i S h I i e a p t c h l u u s s y y y y r t s g t l u d s s w c c c c o i i Q Q i i i i n n u a a d l l l l o r r r a e e o P e o i i m m o o o o 3 r . P N G P A P R E E T H P A C R 8

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www.thurrock.gov.uk 96 t t k s s i i c l l o c c r o y y t r d n a c c u r r t s a g i o I h e o d d e o o n p b S i T r g t t r t n n d a i K n a a a n p a a c x i m a c a d r c c o n n l o i h f s i i i d e r t a a f c o n d i i r h P A d d r r o o t t e e s i C n t n n 6 8 s s p s e d I I o i a 8 8 8 e e s s n s s i b x I I 1 1 4 n d d r n m o i I I I S S i a e e m a l o r N c e T N c d t P K N P K • • • • • • s s 1 2 3 4 1 2 3 4 e e 5 C C C C C C C C v v n n i i C i i 1 1 C C C C C C C C 3 3 t t 3 3 2 2 C a a 1 3 N N & & & & & & & & c c C C G G F F & G G O O E E C Q Q Q Q C Q Q Q Q e e A A M M j j E E Q S A C A A A A R S A C A A A A R b b A R R O O , t t f y n t l o e l o o S e n e i r a l t / i , k f d e l i s r u l s c s i l h i l c u e u e r k g n o s / i P h t i p r w . l p k n h , s a o o e d e c r s o e c . i a d i w d B e i y o t , e s a h r s n , s b a e r e s y d r e i a e C i d r n u t t g d k s , l G n l a s h u a m t i 3 a e u , a h T o n e e a M y i L k t r o r e i t r e s t a l a / e c s s n s f u r n w t t e e k L S r t r e o b d m a n n h c l l / i u a n l t u i Z r o e e t k o W t d d h a P d e t T r s t a c k s r a a c , e m m a r d w s n o e s v e u s t o o i i h p p e r n d t y s r d h o a g R R o o i R p a s a r l l l a u e T h n e f f i , r t h d e e a p r d m h t p r e e s n v v i i o t u C G o s e k T l l m s t e e o i d o s u , , e c o t e e o l r y y d d d n r n h e r s a r r R R r F W e r n a e e n c e t u u u w w h e l s s t h n i . d t b b i d o e e g W k s g e e l l i i a e i i n o l n n n b n c . h h y i i T T h d l a R c a l h r r s s s d O n , r r i y – a n n o o g t d k s i n i i i b f f a a a a c r t m m h r e n r c e a t t t e o i i n r k k y o e n s s a M M , e u n l r r t i i s e u f s w e o g m m p t o s r t o o k k i i k d n n b l l d s n m s m a e h u c c S i w w r e t a l n e s e e a a e i o o / P d d t e e t N v e k r r r e s i , s o , e e w r r s h h r u c e p k t s e m m d u s y e e u u o p u h c c c , s e n a a n r y h m S h h p p e r r l b s c g a w e e a a O e s s T T e F F d a t r d t a n c e i f s t t s 3 t t h e u B h h r t r g y M M r k G t p s s e k n n o , e a t u p p a e s , o e u e e a i y c t e e h s h h u k i r n n n n r n o t c i t f m m a i W W o g f a o o r m m s i S a d n e 0 0 r o o i f f r a w g i i e d Z p p d h / a 2 2 r g M t t y o o n t s D n p n s o o i s t o n k t l l i o r d d a a e e a c o u r e t y n n a s l e e e S l t t r i a a l k i n a h o t o o e h v v l l i f n e i i l u v l e e c R n n b i l o d r t t r t e n c e e r r e b a e a a e b Z e e u p a e e e O d p p g d l l r D D B i a e e r s n t s a w t b i s s n l l o e p p s r , e d e h h i r l a d a t m m a e e y a a o e e d e t p o e a d r l m m m a m h u d d c c r k x e e n a s t s i i r m c i a o F l o o o h i i l l o m c o a o l o u e b o o u e l n S C M W w C M W L C H L L n p p S t f i a I R v L C P s m m • • • • • • • • • • • • • • I I d a e t o a d s n R m i d a l r : : : o C g 7 8 9 o e n 2 2 2 o i h f t r k S S S l y y u a T T T g a o e c c T T T n i S i i w g b t g l l y y y r r n h n p i c c c l o o e e i i i g a a f f l l l i c h P P d a a o o o e y 4 . P A C S P c P S n 8

97 Thurrock Transport Strategy 2008 - 2021 t t s s i i l l c c y y s s I I c c s s I I S S d d S S K K n n K K a a e e l l d d n n l l p p i i a a o o i i h h r r e e t t C C P P s s 8 8 e e s s 7 7 I I 4 4 d d 4 4 I I I I S S e e P N P K N N N K • • • • • • 1 2 3 4 C C C C 3 5 1 C C C C 3 1 1 1 1 2 N N N & & & & C G F F F F O O O E C Q Q Q Q A A A A S S C C R S S A C A A A A e l d h b , e t i k s a s e t - r t c n e r w a s p t e k i o o e , S e s t r n h s n l s l r i l r n d c r t W i e u u e o t n u n v f d h o n u e w s h e f t f T t y o o p d t o o s r i t u 6 m s e a r s t e s y y o 2 n t n h d o t 9 a i n e i o 1 t S o a l l r l e 2 s i e / l C l f s t i A W b p p t s , e r a e s c d m , w y t n u s o y u r m n n w n e t r u W e - h s l e u a r u a c e l j u s b r e 6 e e b m d v r c l t a P b , 8 o i i 2 l y g n B f o i u l k n 2 T r 1 i g e o n a , n s T l e i c e p A s s d , s e v a n n t i o p d l i o y e , r n e a ) t i s a o m a r o y t r i a r m r s o r c e t r u T o i m 9 n s e l n g d k u o s l h h - 8 a e t G o o y n a b r c i o T c v l 0 p i , o t i e P e L u t d s o y e / 1 u g : s n l g T k r t K s e h k r s e A s t e e e n n c a . a n t i c r o c s t o v , e o d o t e e a r n O r 2 o S M e e i p 3 r g u e 2 r h e l t c r 9 r d c t e r a m 1 t p h l h s c r t a a 8 s w e f c e t u S t n u A i t r s i n n u s 0 n a h l i h s t s o , s l u e w o l t y o 1 u o i t T s o n w t s i e i g t i o t P a o c t l S A s u y t t s t o / n n c y i w n c c o i i , s e s a o t n o l f s y c e r s r r t y d g u l d 3 e e a e i i r b v u l n e u c a e n t 1 v c G s r 6 v g i e u h u s e W h k s l o c r A i 0 u d o n i g p l a n g o g t e r b a C p s t , d 3 n o t e a e l A a y p o B , s d a n 1 r a t u g h 2 d a i c y y f , m n e t a s r A r e t n 1 b n t g n u a i o y a , r , s o u y r e 0 m a t n i n a d t d s a i i e r e o s i b e l l 1 r e g e r e l e l G e h i d t v w f e p h d t f a a e o t n A i d t i i r l i s t T e y m i o h e o a d f s a t , i r h t u d d n r c e s e e r s t e o g i n e e 4 s i l i t p e e i P u a e f d f p g 2 a k f s 1 d r e r t w k , H t s a e P a t s 1 n t m m a 0 a u y s n , a s u , p n a e 0 e , e e L r 1 d d t y o r s P e L r r o n v a 1 r n r / / o i d n n A a d u g t t t l o b r k k e o A o m i a a g a m o i e g t u n n s a ( d s c c t r t , e h o G n e e y b a g n d i u d a o o n 4 6 c i t e , I R C r n i r r r r d d n e n c e 1 0 y r i i r r t i h c a a d r i o k u e u 0 3 l c c o v n u u f c e i i a b a c l o c c 1 1 p d r r o r h h n o u o R E T • r • M p s A • P d T O u A e C S c A A • • • • • • • y t n r e a f e : : : b a s r 2 0 1 s u S u 3 3 3 n - r r d g o S S S i e t u a n T T T t s i n o o T T T n y s i i r i e t v e y y y i r r v r a n r c c c e e i i i r f f l l l o h e i t u a a r o o o e n o P P P I S j P S b

www.thurrock.gov.uk 98 r o t a c i d n I A A / / N N s e v n i i t 3 3 a c G G E E e M j R R b O y d t e i g n r l l s n i a u e i t t e u h s d u t h q f m e a - g n s i e o l e m a a m r n h e r , e p t f o a c c h g l r i h a f o s f c v n P c c i o r t u n r g t s s c e t s s o n n o d a s i i n o a f t s e t p n r e e a d m e s t a r u l t l m y c n n m u s a a s u e g o s a c a p p e l c i e v o l r e n r e , r r t i n o t o i l a c e m o r i a c m t e e i f p g d r g e e p t f r t e s v n n o i a h i e l a d s h e t i m r a d h i c n e I h t c v r d t n d s v s ’ i g s d e o y t s i a a r e r t r a n e n s a H p , g g d n p e o o c a e i r g n n e W t h p i m n e y d o a s e n n f c t s s y i n a t c d i m t e i l g e n s o n n p i n n r n l s s n u f g e a s a u e e e s s n l g r a G t e n t h l e t t G e g a n l p f n m d h i i r E p i d r s w t A s n o l u g d a n s e i s s t s y e d t a g u v b e i r A l u i a n e R m n d c m r s h i n m a t c s e S n t t a u l h i y e o r s e t l c n p w s s i n i i s c a h t m e e h a a s S D e a t e r , s u i d v a n n c w r p d m r ‘ s u a s n e m s e s o m t w t h i o l a e e a i r , f n o s m t e t i e n s i I n a g o l k n o s t i s e h u c v h r t e r h r l k r a n p t y i a h c c a n c t s a u o e r n o r n i s s a f m t i t s r S i E r m u n t a e a w i o r i e t n s l p t o t e p r f g h , , e e d c e e e d P e t g g n e a n M c 5 5 i l n n e g a i s d e c n l a r m r n p r i c S S a a a n t e n t e t a e a n n o y c n i i T T r s h n i f p g e p S r d d i o t o c a i a a T T , n a r o o f g i a e r s n i s c v i r s e t e h e t c a d y y t v e t d m a t a e A o t u h a l i s C c c n r n t n d u s a i i r s a e g e m l l h y d d a e l l t p m t E r u o t e n i n n c o o n r e n a n b m t s h a s n s m e d u e e a E P P s a e r e a r u i t l e l h b e r s l e h m e t e r l e n s a o o a n f h h d v i m n a a i t t r a w v c c s e d i i n r n r U o i i o a i e i y s g e l u y m p l t r c i e r u r v g t d a t w w t l r e e c b s t s s w a p p m e e o o g o o i a s s u a l e i s s s u u l r e r a o v p i o m m e P p C L E d i I U s A r A f A C N R p U d B S p R m • • • • • • • • • • • • • • • I g t n n i t t l e i u a m t b n i : : l o e e t 3 4 i r i h h n 3 3 t t v c e S S f f n y a T T o o e m c T T l n F i y y t t l a y y o i i r l l r c c i o u i i a a l l t v u u P o o a n 5 . e P P Q Q n 8

99 Thurrock Transport Strategy 2008 - 2021 ACC Accessibility AQ&CC Air Quality and Climate Change AQMAs Air Quality Management Areas BREEAM Building Research Establishment Environmental Assessment Method BVPI Best Value Performance Indicators CCTV Closed Circuit Television CO2 Carbon Dioxide CON Congestion DCLG Department for Communities and Local Government DDA Disability Discrimination Act DfT Department for Transport DPD Development Plan Document EERA East of England Regional Assembly GDP Gross Domestic Product GO EAST Government Office for the East of England HGV Heavy Goods Vehicle IMD Index of Multiple Deprivation KSI Killed or Seriously Injured LAA Local Area Agreement LDF Local Development Framework LEZ Low Emissions Zone LTP Local Transport Plan NAEI National Air Emissions Inventory NI National Indicator NO2 Nitrogen Dioxide NOX Nitrogen Oxide O3 Ozone PM Particulate Matter PROW Public Rights of Way REG Regeneration ROWIP Rights of Way Improvement Plan RTN Regional Transport Nodes SAF Safety SCS Sustainable Communities Strategy SERT South Essex Rapid Transit SOA Super Output Area SWOT Strength, Weakness, Opportunity and Threats TGSEP Thames Gateway South Essex Partnership TTGDC Thurrock Thames Gateway Development Corporation TTS Thurrock Transport Strategy UTMC Urban Traffic Management & Control

www.thurrock.gov.uk 100 TCRD/08/69

Strategic Transportation Thurrock Council Civic Offices, New Road, Grays, Essex, RM17 6SL email: [email protected] www.thurrock.gov.uk/travel

This document is available in large print, Braille and other languages. For further information call 020 8430 6291. All significant Council publications, including this Transport Strategy, are available to view and download on our web site www.thurrock.gov.uk