Bromley’s transport

for the future

0 Bromley’s Third Local Implementation Plan 2019

1 Contents

Foreword ...... 4

Executive summary ...... 6

Introduction and preparing a LIP ...... 12

Introduction ...... 13

Local approval process ...... 14

Statutory consultation ...... 15

Statutory duties ...... 17

Draft SEA ...... 17

Draft EQIA: ...... 18

LIP approval ...... 19

Local context ...... 21

Changing the Transport Mix ...... 28

Borough objectives ...... 33

Mayor’s Transport Strategy Outcomes ...... 35

Outcome 1: London’s streets will be healthy and more Londoners will travel actively ...... 36

Outcome 2: London’s streets will be safe and secure ...... 59

Outcome 3: London’s streets will be used more efficiently and have less traffic on them ...... 71

Outcome 4: London’s streets will be clean and green ...... 79

Outcome 5: The public transport network will meet the needs of a growing London ...... 92

Outcome 6: Public transport will be safe, affordable and accessible to all ...... 103

Outcome 7: Journeys by public transport will be pleasant, fast and reliable ...... 108

2 Outcome 8: Active, efficient and sustainable travel will be the best option in new developments ...... 119

Outcome 9: Transport investment will unlock the delivery of new homes and jobs ...... 122

Other Mayoral Strategies ...... 125

The Delivery Plan ...... 126

Introduction ...... 127

Linkages to the Mayor’s Transport Strategy priorities ...... 127

TfL Business Plan ...... 132

Sources of funding ...... 133

Long-Term interventions to 2041 ...... 137

Three-year indicative Programme of Investment ...... 145

Supporting commentary for the three-year programme ...... 147

Risks to the delivery of the three-year programme ...... 151

Annual programme of schemes and initiatives ...... 155

Risk assessment for the annual programme ...... 159

Monitoring the delivery of the outcomes of the Mayor’s Transport Strategy ...... 163

Overarching mode-share aim and outcome Indicators ...... 163

Delivery indicators ...... 163

Local targets ...... 163

3

Foreword centres, maintaining independence, healthy residents and a quality These are exciting times for the environment. This LIP3 strategy sets transport sector with potentially large out how we will deliver new transport changes in the way we travel over the infrastructure to support these next two to three decades. Providing outcomes in the short and long term. I residents and visitors to Bromley with am especially keen that new transport high quality transport infrastructure to infrastructure contributes positively to enable them to make choices about the qualities that Bromley has and the way they travel is at the centre of what attracts so many people to live this third Local Implementation Plan and spend time in the Borough. (LIP3) document. I am determined to see the development of new public Much of what is proposed in the LIP3 transport infrastructure in the Borough, builds on the good work we have to provide new connectivity to other undertaken as a Council. For example parts of London and Kent, offering the KSIs have been reduced by 55% since opportunity for continued economic 2005. We have achieved all Mayoral regeneration in Bromley and improved targets early although we do not intend access for visitors to our Borough. In to rest on our laurels. Through this LIP addition to allowing Bromley residents we a reaffirming our drive to reduce greater and easier access to jobs in those being killed and seriously injured Docklands and East London for on our roads with an ambition to example. reduce this to zero by 2041. This will be challenging to deliver and needs In Bromley, transport plays a key role the efforts of many working together, in supporting our own Council but is the right approach to take for the objectives such as vibrant town future.

Cllr William Huntington-Thresher

Portfolio Holder for Environment & Community Services

4 5 Executive summary capacity and encourage residents to choose the most appropriate mode for This document is Bromley’s transport their particular journey, thereby strategy for the next three years and is enhancing the Borough’s quality of life, the Local Implementation Plan (LIP) of health and local economy. the Mayor of London’s wider transport objectives for London as set out in the The Council’s high level objectives are Mayor’s Transport Strategy (MTS). set out in “Building a Better Bromley”, these are: In the context of a growing city, Bromley’s population is predicted to  A Quality Environment increase by almost 30,000 by 2032.  Regeneration  Vibrant Thriving Town Centres This level of population growth will  Supporting our Children and present challenges for the Borough’s Young People transport networks, to ensure that  Supporting Independence residents can still move about safely  Safe Bromley and efficiently to access employment,  Healthy Bromley education, health provision, retail and leisure opportunities. Providing an Transport has a key role to play in efficient transport network has a delivering these objectives, for central role in ensuring the quality of example by providing attractive life in Bromley and promoting walking and cycling infrastructure, economic growth across the Borough residents will be able to undertake exercise as part of their everyday and Capital. routine, such as travelling to the If this growth in demand for travel were station, improving their health and to be accompanied by an equal growth reducing the chance of disease, in-car use, congestion and traffic thereby supporting independence and would get worse, with slower journeys promoting a healthy Bromley. for residents and businesses and air Similarly, whilst the Borough does not quality will deteriorate. To have the same air quality problems as accommodate this increase in demand inner and central London, the Council requires us to make the most efficient will work to maintain and improve its use of the capacity we have on our air quality in a targeted way that transport networks, through the use of supports the ambition for a Quality space-efficient modes. Essentially this Environment and Healthy Bromley. means that high quality, attractive alternatives to car travel need to be The Mayor of London has set an developed to provide genuine ambitious target for 80 per cent of all transport choice and to avoid gridlock trips in London to be made on foot, by in the more built-up parts of the cycle or by public transport by 2041, Borough. We need to focus on the compared to 63 per cent today. This is most efficient use of the available not a one size fits all target for the

6 whole of London and instead, there series of local routes including are specific mode share targets for upgrades to the existing London Cycle each borough, which contribute to the Network to create routes that serve overall 80% target. In the case of town centres, stations and act as Bromley, the target is for 60% of trips feeders to the strategic cycle network. to be made by public transport, For the user, there will be no walking and cycling by 2041. A difference between the quality of these shorter-term mode share target is for routes with the Council planning both 47% of trips to be made by those strategic and feeder routes to be sustainable modes by 2021. This included in the new unified London- represents a 1 percentage point wide cycle network classification change from the current public proposed in TfL’s Cycling Action Plan. transport, walking and cycling mode This will be complemented by share of 46%. investment in cycle parking and small As an outer London Borough, a scale local schemes to reduce barriers number of destinations in Bromley are to cycling. Town Centres of Cycling rural in nature with low Public Potential have also been identified Transport Accessibility Levels where localised interventions will be (PTALs); these areas have higher implemented to address barriers to levels of car ownership and are often cycling. dependant on the car for access to Consideration will also be given to how employment, education and services. an electric bike hire scheme can be Therefore, without investment in new implemented working with private public transport connectivity, improved sector partners to open up cycling to a weekend and bank holiday services wider range of people and address alongside walking and cycling barriers to cycling locally. investment, the potential to achieve mode shift will not be met with Walking is already a popular mode of residents still reliant on private transport in the Borough and to unlock vehicles to make trips that are further potential for walking the Council currently inconvenient and significantly will continue to invest in improved longer by public transport. footways and new crossing facilities The strategy sets out how Bromley will including on the Walk London network deliver the MTS locally for the benefit to make walking an attractive and of residents in the long term. There is enjoyable choice for local trips. great potential for walking and cycling Walking investment will also be in Bromley so the Council will seek to directed towards promoting walking to work alongside TfL to deliver high- school to reduce the negative traffic quality strategic cycle network routes and parking impacts associated with in the Borough, something which has the school run and promote healthy, already begun with the proposed active lifestyles from a young age. Quietways. It will also look to deliver a Local Neighbourhood schemes will

7 also be developed to promote active think more about their mode choice travel and reduce the fear of road and to reduce car ownership and use, danger. At a more transformational by providing residents with the choice level, the Council is also seeking of a car when they need one as part of funding for a Liveable Neighbourhood the modal mix. By enabling residents in Shortlands Village that will improve to choose to own fewer cars and enjoy road safety, deliver attractive the cost savings this brings, there will infrastructure for active travel and be less demand for overstretched improve the public realm of the village supplies of parking, addressing a key centre to support the Building a Better resident concern. The Council will also Bromley priority of vibrant town look to work with communities to centres. develop proposals for parking controls such as CPZs or parking charges The LIP3 reaffirms the Council’s long around stations and town centres to term commitment to make the reduce the impact and better manage Council’s roads safer by adopting the parking around these high demand Zero KSI ambition of no deaths or areas. serious injuries on the roads by 2041. This is a challenging target and one The Council will also seek to develop that the Council can’t achieve alone. the car club offer for businesses to However the Council will play its part allow them a greater choice of low by working to improve safety at cluster emission vehicles at an affordable sites, especially for vulnerable road cost. Working through Business users who make up a Improvement Districts, the Council will disproportionately high number of seek to work with local businesses to those Killed and seriously Injured (KSI) make deliveries more efficient and compared to their mode share. reduce the impact of freight on peak Through a targeted approach to the hours’ traffic and the reliability of the use of 20mph speed limits, Bromley network. aims to use them in the areas of highest risk where active modes are The Council will focus initiatives to most prevalent. The Council’s Road reduce the impact of air pollution in the Safety Team will also continue to areas of highest exceedance, primarily develop and innovate in its successful within the Air Quality Management and award winning education Area (AQMA) or where vulnerable programme to encourage safe use of people may spend significant amounts roads and smarter travel choices. of time, for example, schools. These interventions will be developed in Reducing the impact of excess parking detail in the Council’s Air Quality are key Council priorities. Therefore to Action Plan review which will be manage demand the Council will assessing how various Air Quality continue to develop the car club issues might be tackled most network to encourage residents to effectively in future years. From a

8 transport perspective, the Council will Borough’s town centres. However, a participate in the London anti-idling key challenge is to provide additional campaign when funded by the Mayor’s capacity on these services to Air Quality Fund. The Council has set accommodate growth, especially in out its time-line for the continued Bromley Town Centre. Also, orbital introduction of alternative fuel vehicles public transport connectivity from into its own and its contractor’s fleets many areas of outer London is poor, that to reduce emissions where cost- creating conditions where the car is effective, practical and reliable. The the default choice for many of these Council will continue to develop the trips. Therefore providing frequent, fast electric vehicle charging network in convenient and reliable public Bromley with the roll-out of a range of transport on key orbital routes will play points including Rapid charge points, an important role in mode shift and Standard chargers and consideration reducing congestion and traffic given to Lamp Column chargers. volumes in the Borough and outer Particular focus will be given to London. working with Business Improvement Districts to encourage their members A further key connectivity gap is to switch to cleaner vehicles and between Bromley town centre and promote alternatives such as public Canary Wharf /Docklands. Improving transport for staff travel. This will be connectivity on this corridor is a key backed up by the delivery of Rapid priority because it will improve Charge infrastructure at key industrial residents’ access to jobs and support and town centre locations throughout the Council’s regeneration of office the Borough. space. The Council is, therefore, looking to work with TfL and other industry partners to develop The Council will also seek to reduce deliverable and cost-effective solutions emissions from on street car club that offer fast, frequent and convenient vehicles, requiring suppliers to move to public transport services at an hybrid and electric cars and vans. It affordable cost for funders. will also lobby TfL to speed up the greening of its own fleets, notably the Considering connectivity to the wider bus fleet in outer London. Tree south east region, journeys from planting as part of transport schemes Bromley to North West Kent are often will also act to provide a green lung to slow and circuitous. The Council, capture pollutants and improve the therefore, supports proposals from environment with shade and shelter. Network Rail’s Kent Route Study for a direct service between Bromley and The provision of efficient and high- Ebbsfleet International. Improving quality public transport is a key priority connectivity on this corridor by rail will for the Council, especially the fast rail importantly act to reduce car links to central London from the dependency in this part of Kent and

9 open up employment and leisure Hotel and Aviation Technology opportunities including in the proposed College, and to reduce car Paramount Leisure Resort on the dependence along with minimising any Swanscombe peninsula. increase in car-borne trips as a result of the development, the Council will The way that the rail network has work with TfL to improve bus reliability developed has meant that much of it is through Keston Mark junction, making not accessible to those with mobility buses more competitive with car issues, heavy luggage or travelling journey times, offering an attractive with young children. The Council is alternative to driving. In addition to therefore strongly supportive of this, the Council would like to see measures to make the rail network whether express or limited-stop more accessible and will lobby for services to the SOLDC could reduce funding to make more of the Borough’s car-borne trips that the employment stations step-free. This will be and expected education growth in this complemented by the Council’s own area will create. station access improvements on the routes to stations. The Council will also lobby TfL to improve bus services throughout the Buses form an important part of the Borough, notably to improve weekend Borough’s public transport network services, improve connectivity with and could be further developed, hospitals, provide good connectivity to incrementally, based on changes in new developments and provide new demand. The Council, however, school bus routes. Promoting and wishes to work closely with TfL to expanding public and active travel develop the network and new and options for school journeys is essential innovative bus services. The Council to reduce school-run trips which cause will seek to work with TfL to support congestion, local parking issues and the potential limited-stop bus corridor safety concerns at the beginning and identified in the MTS between end of the school day. Based on past Beckenham and Bexleyheath, which experience the Council has observed connects with the London Tram the difficulty in changing established network at Beckenham Junction. The travel modes. Each year a new cohort Council will also seek to work with TfL of residents reach adulthood and the to understand whether there is a case possibility of switching to car travel. A to provide interchange opportunities good experience of public and active between this corridor and the Elizabeth travel during education should make Line at Abbey Wood. these the default travel options later in life. It should also maintain good To support the development of the health. Biggin Hill Strategic Outer London Development Centre (SOLDC) An efficient, convenient and reliable including proposals such as a new bus network is essential in providing a

10 good public transport experience in the is detailed in the Council’s Local Plan. Borough and in many areas of the By focusing growth in the areas of Borough that aren’t served by rail or highest accessibility the impact on the tram, buses are the only form of public Bromley’s road network can be transport available. In such cases, they minimised. The Council recognises play a vital role in reducing car that achieving its housing targets will dependence and isolation for those be likely to mean some residential without access to a car. So development also occurring in areas maintaining and expanding a reliable with lower PTALs. The Council may network is important in providing a also seek developer contributions, in quality public transport network. This line with its adopted Planning includes tackling longstanding issues Obligations SPD, to improve transport with bus reliability, particularly in rural infrastructure serving the development, areas and those areas only served by although, given the pressure that this one or two low-frequency routes. growth will put upon existing transport Whilst much of this rests with the networks, the Council will also lobby operators, the Council will play its part TfL, Network Rail and other funders to by undertaking schemes to reduce deliver new public transport capacity congestion on bus routes and and connectivity. reviewing existing bus priority measures.

Public transport investment will be linked to housing development which

11 Introduction and preparing a LIP1

1 Requirement R1: No response required in LIP submission. It is a requirement for the borough to provide a response to every Mandatory Requirement.

12 Introduction2 Council proposes to implement the Mayor’s Transport Strategy (MTS) as This chapter sets out the local policy well as contributing to other locally and context for the third round of LIPs. It sub-regionally important goals. It has covers Bromley’s detailed been developed in accordance with interpretation at a spatial level of the Guidance on Developing the Third projects that will be required to achieve London Local Implementation Plan the overarching mode share targets and with reference to the MTS itself as and Mayor’s Transport Strategy (MTS) well as taking account of the transport outcomes as well as setting out broad elements of the draft London Plan and approaches and local policies which other relevant Mayoral and local will help deliver the MTS and inform policies. the development of schemes. The chapter also considers the link This document is the third LIP for the between the LIP and other key London Borough of Bromley and frameworks against which the Council covers the period 2019/20 to 2021/22 plans and delivers local services. including delivery proposals for this period. It also sets targets and During the development of the LIP, the outcomes that Bromley is seeking to Council has made use of a wide achieve with the most detailed delivery evidence base and analysis of local plan provided for the first year under needs and issues. The spatial which the LIP3 will apply, 2019/20. interpretation, policies and approaches Furthermore, it includes references to set out under each of the MTS longer-term aspirations the Council outcomes in this chapter have been believes are necessary to achieve the developed within the wider context of MTS outcomes by 2041. the MTS vision, the MTS Healthy Streets Approach and the MTS Bromley’s LIP3 identifies how the policies, proposals and outcomes. Council will seek to work in a locally appropriate manner to achieve the This Local Implementation Plan (LIP) MTS objectives of: is a statutory document, prepared under Section 145 of the Greater  Healthy streets and healthy London Authority Act 1999. This sets people out how the  A good public transport experience  New homes and jobs

As already described, the Council’s mode share target for 2041 is for 60% 2 Requirement R2: Boroughs are required to of resident trips to be made by public include in their LIP an explanation of the transport, walking and cycling by 2041. statutory background of the LIP process. Whilst this is ambitious it recognises

13 the nature of many parts of the Regeneration to ensure that the Borough, where walking, cycling and Borough’s town centres act as public transport is unlikely to be viable destinations in their own right, modal choices for many residents or is reducing the need to travel long unsuitable for the type of journeys distances for employment, leisure and being made. We need to focus on the shopping purposes and therefore most efficient use of the available making active modes a more viable capacity and encourage residents to option. For those visiting Borough choose the most appropriate mode for destinations new public transport, their particular journey, thereby connectivity will be key to supporting enhancing the Borough’s quality of life, regeneration and reducing car trips health and local economy. into town centres.

Major transport investment in the next The document also outlines how the few years makes this target attainable Council will work with TfL and other although the quality of infrastructure stakeholders such as Network Rail, to provided is essential to successfully assist with delivering the outcomes, achieve this short term target. polices and proposals of the MTS in a locally appropriate way that supports To achieve the 2041 target will require the quality of life, health and economy significant investment in the Borough’s of the Borough. public transport and cycling network and the Council has concerns about Local approval process3 the limited scope of proposed public transport investment in outer South As part of the development of the LIP3 and South East London especially in document, a small working group of relation to new connectivity to the East Members chaired by the Chairman of of London and other town centre the Environment & Community destinations in outer London. It is also Services PDS met to inform and important to recognise that this also debate approaches to the challenges applies to the connectivity of and objectives as set out by the destinations and Town Centre’s in the Mayor. London Borough of Bromley to residents of surrounding boroughs. The LIP3 was considered by the Realistically journeys of the shortest Environment Policy Development and th distance are more likely to be Scrutiny Committee on 10 October completed by public transport, cycling or walking and so it is a key focus to provide attractive alternatives to switch unnecessary short trips from cars. This 3 Requirement R3: The boroughs are required LIP, therefore, seeks to support the to outline the democratic processes taken to Building a Better Bromley Priorities of approve the submission of the LIP at a borough level. Vibrant Town Centres, and

14 2018 who endorsed it and consult with the following recommended that the Portfolio Holder organisations: for Environment permit public consultation to take place. Through  The relevant Commissioner or this recommendation amendments to Commissioners of Police for the the LIP consultation were delegated to City of London and the the Executive Director in consultation Metropolis with the Portfolio Holder for  TfL Environment.  Such organisations representing disabled people as Following the consultation a report was the boroughs consider taken to the February Environment appropriate and Community Services PDS  Other London boroughs whose committee which summarised the area is, in the opinion of the results of the consultation, and sought council preparing the LIP, likely any further feedback from committee to be affected by the plan members.  Any other body or person required to be consulted by the The consultation results have been direction of the Mayor. published on the Council’s webpage for the LIP3. This report includes a The Council undertook a consultation response to the key issues raised by exercise between 5th November 2018 respondents to the consultation as well and 13th January 2019, The draft LIP3 as the responses to organisational had a dedicated webpage on the consultation responses. The LIP Council’s website changes to the LIP has been approved (https://www.bromley.gov.uk/localimple by the delegation recommended via mentationplan) where it and all the October PDS. associated documents were available to be downloaded, along with details of 4 Statutory consultation how to respond to the consultation. Response to the consultation was The GLA Act 1999 places a duty on all intended to be as straightforward as boroughs, when preparing a LIP, to possible with a simple online survey, although there was the option to send more detailed comments by email or post should someone wish to.

4 Requirement R4: Boroughs are required to Additionally, a total of 526 bodies were provide evidence to show that all statutory directly consulted, including the consultees and any other organisations/groups have been engaged with during the formal statutory consultees mentioned above. statutory consultation period. They must also Representatives of all direct demonstrate how the views of their consultees consultees were contacted by post or have been taken into account. email. It was also made known that the

15 consultation was available on the News. Furthermore, information about Council’s website. Consultees were be the consultation was included in the able to request a printed copy of the Bromley Winter Newsletter which was documents if they required them. emailed to around 50,000 residents who have provided their email To generate as much interest as addresses to the Council for this possible amongst the general public, purpose. the Council published a press release which was shared on the Council’s The direct consultees fall into a Facebook and Twitter accounts. This number of broad categories as follows: was reported in the News Shopper, Bromley Times and Bromley Borough

Statutory consultee Number consulted

TfL 1

Police 2

Disability groups 5

Local authorities 10

Non-statutory consultee

Emergency services 3

National agencies 5

Transport groups and operators 29

Business groups 10

Community groups 22

Friends of Groups 37

Residents’ groups and associations 194

Other groups 197

Other 11

16 A report of the consultation results with The final SEA and final EQIA will changes that have been made to the remain on the website alongside the final LIP3 document will be taken to final LIP document and links to PDS and published on the council’s relevant committee reports. website. Subsequent to the consultation on the draft LIP3 and the Environmental Statutory duties5 Report, a SEA Adoption Statement will be prepared. The Council has taken into account all the statutory duties and processes as The Council has reviewed both the set out in the requirements in the GLA draft LIP3 SEA and EQIA in the Act in the preparation of this LIP. preparation of the final LIP3. The overall assessment was that the LIP The Council has met its statutory duty would make a positive impact on the and conducted a Strategic Environment and Equalities so it is not Environmental Assessment (SEA) and, thought that changes are required to as recommended, an Equality Impact the LIP in response to these Assessment (EQIA) on the proposals assessments. A summary of the key contained in its LIP. The LIP conclusions of these assessments Outcomes and programmes have made during the assessment of the been assessed for both purposes. draft LIP is provided below, which the Council has considered when The SEA, including a non-technical producing the final LIP. summary and an EQIA, were available to view on the Council’s website during Draft SEA the consultation period and comments are invited on the two documents. Air Quality

It is considered that there is the potential for minor negative effects on air quality in the short term arising during construction phases of the programmed works. However, project level mitigation should ensure that no significant negative effects arise from 5 Requirement R5: There is a requirement to undertake a Strategic Environmental construction activities. Assessment and it is recommended that an Equalities Impact Assessment is also done Biodiversity and Geodiversity (which addresses the borough’s Public Sector Equality Duty). The boroughs are required to consider whether it is appropriate for the LIP to The LIP3 is considered overall to have be assessed against other matters, for positive effects for air quality in the example crime and disorder, health, economic borough. This will bring indirect and business issues, air quality and climate change. positive effects for biodiversity,

17 including a reduction in the effects of Communities nitrogen deposition and ground-level ozone on ecosystems. The proposed Without the Bromley LIP3, it is forecast green infrastructure including targets that such growth could lead to for new street trees will help enhance significant negative effects for the biodiversity linkages along key communities in Bromley. Therefore in transport corridors in the borough, the context of population growth, all of supporting borough-wide ecological the programmes proposed through the networks. LIP3 are considered to positively affect communities in the long term through Climate Change reduced congestion on the highways network, improved connectivity and The LIP3 is considered to proactively accessibility, enhanced opportunities manage the pressures of forecasted for sustainable transport including growth on transport infrastructure to active travel opportunities, improved reduce the potential for significant safety and reduced road danger and negative effects in terms of emissions, reduced impacts of inappropriate and with the potential to deliver long term unsafe parking. positive effects for climate change. Health and Wellbeing Historic Environment and Landscape The programme of works proposed through the LIP3 may potentially Whilst there are potential negative negatively affect health and wellbeing impacts in the short term resulting from in the short term, during construction the construction phase of new phases but these can be minimised transport infrastructure, in the longer through project level mitigations. term from increased noise and light Overall the LIP3 proposals will bring a pollution and poor design, these can range of benefits for the health and be mitigated at the project level. wellbeing of residents in Bromley Overall it is likely that the initiatives through a focus on enhancing proposed by the LIP3 will in many accessibility to services, facilities and respects support the integrity of the opportunities by non-car modes and historic environment and landscape/ promoting enhanced active transport townscape quality by helping to links. mitigate the impacts of new development areas from transport. Draft EQIA:

Land, Soil and Water Resources The findings of the initial EQIA were that the draft LIP3 did not have any The LIP3 is not considered likely to disproportionate or differential negative lead to significant negative effects in impacts on any one demographic terms of land, soil and water resources group and can help to mitigate barriers in relation to landtake or soil quality.

18 and advance equality of opportunity for specific groups using the transport network.

Specific benefits are likely to be realised through a reduction in road accident casualty rates which disproportionately impact children, young people and young male drivers. Increased levels of travel by sustainable modes will lead to more physical activity and associated health benefits, as well as increasing opportunities for local services and facilities. Walking and cycling links to public transport help to increase access to opportunities further afield for all groups with regards to employment, education, healthcare and recreation. Reductions in car use and increases in walking and cycling also lead to cleaner air which has a benefit for more vulnerable groups including children. Therefore no changes to the LIP are thought to be required on the basis of this EQIA.

LIP approval6

The draft LIP was submitted to the Mayor of London on for approval 18th February 2019.

6 Requirement R6: Boroughs must meet all of the following requirements for the submission of their LIP set out below under the following headings: a. Name of document b. Submitting the document to TfL c. Submission milestones.

19 20 Local context7 Bromley’s Population

Borough Context The latest (2017) estimate of the resident population of Bromley is Bromley is geographically the largest 330,909 (estimate based on a capped of the 32 London Boroughs, which, household size model from the GLA’s together with the City of London, make SHLAA population projections.) up the 33 local planning authorities in Mottingham and Chislehurst North and London. Covering 64 square miles, Cray Valley West have the highest Bromley borders the London Boroughs proportion of young people (aged 0-19 of Bexley, Croydon, Greenwich, years), whereas Copers Cope has the Lambeth, Lewisham and Southwark, lowest. In turn, Farnborough and the Surrey district of Tandridge and the Crofton have the highest proportion of Kent districts of Sevenoaks and elderly people (aged 75 and over), and Dartford. Crystal Palace has the lowest.

The Borough has just over 9000 The Borough's population will continue hectares of Green Belt or Metropolitan to grow and, it is predicted that by Open Land (MOL), 120 miles of public 2031 Bromley's population will rise to rights of way, and over 2,900 acres of 370,369, a 13% increase over fifteen council-owned parks and open space. years. The predicted population (Taken from the LDP (para 7.3 p37). increase in the Borough will vary by Housing densities and typologies vary ward and the GLA ward-led projections across the Borough, from higher estimate that there will be a 39% density areas in the North West, to increase in Bromley Town Centre, a rural areas in the South. The mixture 21% increase in Petts Wood and Knoll of rural space and suburban and a 17% increase in Kelsey and development defines much of the Eden Park. Authority Monitoring Borough’s unique character. The Report (2018) Borough also has undulating typography. The proportion of older people in Bromley (aged 65 and over) is expected to increase gradually from 17% in 2017 (57,800) to 20% in 2032 (76,100). This equates to an additional 7 Requirement No R7: Boroughs are required 18,300 older people living in the to set out the local context including the Borough over the next fifteen years, geographical, demographic and other characteristics of their boroughs, cross- including 7,900 additional people aged referencing existing policy and context 80 and over. Bromley’s Joint Strategic documents as appropriate. Alternatively, Needs Assessment (JSNA) notes that please provide web-link(s) to a borough document that contains this information and health and social care planning will reference the section and page numbers need to take account of this rise in where this information can be found. older residents. However, transport will

21 play an important role in keeping Each of these centres has a rail people independent and supporting connection and is served by buses. active lifestyles to improve health Beckenham is also served by the outcomes. London Tram network.

Bromley’s main commercial centres Additionally, the Council has are: designated the following as Local Centres in the Local Plan:  Bromley Metropolitan Centre  Orpington Major Town Centre  Biggin Hill  Beckenham District Centre  Chislehurst  Crystal Palace District Centre  Hayes (across 5 boroughs)  Locksbottom  Penge District Centre  Mottingham  Petts Wood District Centre  West Wickham District Centre

Fig. 1 Map of the Borough town centres

22 Bromley’s Local Plan also sets out the Transport has a major role to play in spatial strategy for development in the these areas, not only through Borough, as well as areas where supporting regeneration and protection and more constrained increasing opportunities for residents development is anticipated. At a high but through sustainable development level, the focus of the spatial strategy that reduces the overall environmental is: impact and needs to travel.

 Bromley Town Centre – a focus Bromley has also identified five for sustainable growth of retail, ‘Renewal Areas,’ which include the office, homes, and leisure and areas considered as most deprived by cultural activities. the English Indices of Deprivation  Cray Business Corridor - the (2015). Deprivation is measured based main industrial and business on information about income, area within the Borough, employment, health deprivation and providing accommodation for a disability, education, skills/training, full range of businesses, and barriers to housing and crime. The improving the offer for modern following places, which incorporate the business. most deprived areas in line with the  Biggin Hill SOLDC a cluster of Mayoral “Areas of Regeneration,” are businesses focused on aviation listed as follows: and high tech related industries.  Crystal Palace, Penge &  Crystal Palace SOLDC. Anerley  Protect and enhance the quality  Bromley Common and character of all Bromley’s  The Cray Valley, including the Places. two adjacent 'places' of:  Protect and enhance the  Cray Valley, St Paul's Cray, St Borough’s varied open spaces Mary Cray; and and natural environment.  Orpington, Goddington & Knoll  Improvement of Renewal Areas.  Mottingham  Maintain and enhance the  Ravensbourne, Plaistow and network of town centres, local Sundridge. centres and neighbourhood parades.

23 Bromley’s Transport Geography Bromley are rural in nature with low PTAL scores These areas have higher Bromley is served by a range of public levels of car ownership and are often transport modes although the level of dependant on the car for access to service and modal mix is not employment, education and services. consistent throughout the Borough, with more densely populated areas Figure 2 shows ward profiles taken enjoying better access to public from the GLA data store relating to transport with rural areas having cars per household, PTAL and cycling limited options. As an outer London to work data to give a high-level view Borough, a number of destinations in of the transport mix in each ward.

Fig. 2 Ward Profiles

% Travel by Average PTAL Score - Bromley Ward Names Cars per Household - 2011 cycle to Work 2014 - 2011

Bickley 1.4 2.4 1.3

Biggin Hill 1.7 1.8 0.5

Bromley Common and Keston 1.3 2.3 1.5

Bromley Town 1.0 3.8 1.7

Chelsfield and Pratts Bottom 1.5 2.1 1.0

Chislehurst 1.4 2.1 1.2

Clock House 1.0 4.0 2.1

Copers Cope 1.0 3.3 1.7

Cray Valley East 1.0 2.1 1.1

Cray Valley West 1.1 2.3 1.1

24 Crystal Palace 0.6 4.6 3.2

Darwin 1.7 1.3 0.9

Farnborough and Crofton 1.3 2.5 1.1

Hayes and Coney Hall 1.4 2.3 1.6

Kelsey and Eden Park 1.3 2.7 1.8

Mottingham and Chislehurst North 1.0 2.5 1.1

Orpington 1.2 2.9 1.0

Penge and Cator 0.8 4.2 2.5

Petts Wood and Knoll 1.4 2.8 0.9

Plaistow and Sundridge 1.0 2.9 1.9

Shortlands 1.3 2.7 1.4

West Wickham 1.4 2.2 1.2

Borough 1.2 2.8 1.5

London 0.8 3.8 4.0

25 Public Transport What is orbital travel? The level of public transport provision Orbital travel is travel to destinations varies throughout the Borough, with in inner and outer London from other rural areas in the south of the Borough inner and outer locations rather than having limited public transport radial travel to and from the centre of services. In many cases, the only London CAZ public transport options available are low-frequency bus routes. The north west of the Borough, lying closest to new connectivity. The Council is Central London and the Borough’s therefore keen to work with TfL and main town centres, including Bromley the rail industry to develop the Metropolitan Centre, Orpington and proposals of the MTS for rail in south Beckenham town centres, have good London in more detail, focusing on transport links to central London via capacity and connectivity i.e. new the rail network. Beckenham corridors. Without this investment, the additionally has good westwards potential to achieve mode shift will not connections towards Croydon and be met with residents still reliant on Wimbledon via the London Trams private vehicles to make trips that are network. currently inconvenient and significantly longer by public transport. Public transport within the Borough includes bus, trains, London Trams Buses are a key part of the public and the London Overground. Bromley transport system in the Borough and, has recently benefited from increased along with Trams, account for 10.0% frequency of Thameslink services as of trips made by residents. There are part of the Thameslink programme 61 bus routes in Bromley, providing and. there are 26 railway stations in links within the Borough and to/from the Borough, served by South Eastern, destinations in neighbouring boroughs. Thameslink and London Overground. Some 93% of Bromley’s population lives within 400 metres of a bus stop. The current system primarily provides The Borough’s town centres and radial travel opportunities which are principal railway stations are relatively well suited to many residents for well served by buses, although employment purposes, so to deliver services away from town centres mode shift investment in new orbital especially in more rural areas are often facilities and routes for leisure infrequent, unreliable and do not offer purposes are required. Whilst other an attractive alternative to car use. At areas of London have or are soon to weekends and especially on Sundays benefit from major transport some areas have little or nothing in the investment such as Crossrail 2, way of bus services. Bus routes need Bromley, is currently set to receive no to evolve as destinations change in major investment in rail capacity or attractiveness for residents e.g. new

26 schools. The Council is therefore London to areas of outer London supportive of proposals to reallocate where it can deliver mode shift and underutilised bus capacity from central cope with population growth.

Borough Transport Map

Fig. 3 Map of the Borough’s main road network

27 Cycling and Walking Changing the Transport 8 The Borough has over 100 miles of Mix cycle ways including London Cycle With limited road space and an network routes and is served by anticipated growth in trips to 2041, National Cycle Network route 21. limiting any increase in the number of These routes are predominantly in the trips made by cars (so that the mode north of the Borough although the share falls) through the provision of quality of a number of routes does not high quality walking, cycling and public meet current standards. transport alternatives, is essential if the There are 870 miles (1,400km) of Borough is to accommodate predicted footway throughout the borough and growth in demand without suffering the Borough has two walking routes as serious negative consequences of part of the Walk London Network, The congestion. Across London, the Green Chain and The London LOOP; Mayor has set very ambitious targets these are made up of a mixture of to increase the sustainable transport footways, footpaths and paths through mode share (as already described), parks and greenspaces. however, it is accepted that this will vary across London although the Car Ownership Mayor expects each Borough to reach their own locally appropriate but still The lack of public transport in many ambitious mode share target, in parts of the Borough and poor orbital Bromley’s case, 47% by 2021, as set connectivity means that car travel out in the MTS borough data pack, remains the main mode share in the from a baseline of 46%. borough at 53% (Londoners' trips by borough of residence 2015/16 to Whilst the PTALs give an indication of 2017/18). This is reflected in the the public transport provision of an average car ownership level of 1.18 area, they do not take into account the cars per household compared with an destination of services. Therefore the outer London average of 1.02. 77% of higher PTALs are reflective of frequent households have access to one or more cars. Areas of lower car ownership are primarily located in the denser, urban areas of the Borough 8 that are also broadly identified as the Requirement R8: Boroughs are required to identify key opportunities for shifting trips and most deprived. Provision of good journey stages to walking, cycling and public public transport and walking and transport to contribute to achieving the cycling options is therefore essential to overarching aim for 80 per cent of trips to be made by active, efficient and sustainable provide access to education, modes by 2041. employment and health provision.

28 services to Central London, which 2.8, 14 of the Borough’s wards have a almost disguises the fact that the PTAL below this, with the lowest being Borough suffers from poor orbital 1.3 in Darwin ward. The higher PTAL connections to other outer London areas are located in the north west of destinations. Providing improved the Borough and generally, have the orbital connectivity will, therefore, be a highest development density. key opportunity for mode shift. Bromley is not simply a dormitory Across London it is estimated that 25% borough as it has town centres, of peak hours traffic is associated with employment areas and quality leisure the school run, in Bromley, around opportunities that make it a destination 40% of Children are driven to school in its own right, reflected by Bromley (Fig. 4). Driving to school creates Town Centre’s status as a issues for local residents including Metropolitan Town Centre. Economic peak hours congestion that impacts on growth and vibrant town centres are the reliability of the bus network and key Council priorities, therefore, new parking issues for local residents as orbital connectivity from other parts of well as concerns about safety, in the outer London and Kent are vital for vicinity of schools. Providing and supporting Bromley’s town centres as adjusting school bus services as the destinations and delivering mode shift catchment area evolves and schools into the Borough’s town centres for expand will form an increasingly both commuting and leisure purposes. important part of the Borough’s public transport network. Reducing the car It must also be recognised that the mode share for travel to school by borough is also a destination in its own promoting mode shift to both public right and improved connectivity from transport and active modes is a key other boroughs and Kent is also key Council objective and is seen as for mode shift. important for encouraging healthy lifestyles from an early age. A good The average borough PTAL is 2.8, experience of public and active travel which is less than the London average during education should make these of 3.8 which reflects the limited public the default travel options later in life transport provision in many parts of the and minimise those who choose car Borough compared with much of travel when reaching driving age. London. Whilst the average PTAL is

29 Fig. 4 School Mode Share 2011/12-2017/18 (N.B. rounding means that some totals are over 100%)

School mode share by mode grouped* 100%

90%

80% 38% 40% 37% 37% 38% 37% 40%

70%

60% 14% 50% 16% 24% 25% 25% 21% 18%

40%

30% 48% 44% 43% 20% 39% 38% 38% 42%

10%

0% 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18

Active total PT Total Car Total

 *Active Total- Walking, Cycling and Scooting  *PT Total- Bus, School Bus/Taxi, Tram, Train  *Car Total- Car/ Motorbike, Car share, Park and stride

30 Fig. 5 PTAL map of Bromley

31 Connectivity to the growing Improving reliability of bus services employment centre of Canary Wharf is and reducing journey times are also poor. This limits residents’ access important factors in increasing bus to employment opportunities in this key use, therefore addressing congestion growth area and improving hot spots that impact on bus reliability connectivity between these locations are an important opportunity to remains a Council priority. Previous improve the quality of the public options to extend the DLR to Bromley transport network and deliver mode North have not yet proceeded, shift. In order to do this, the Council however, the Council remains will look to work with TfL to develop committed to the aspiration of proposals for interventions as part of improved connectivity on this corridor the Bus Priority Programme. A number and believes that an extension of the of schemes to improve bus reliability London Overground or Bakerloo Line have already been successfully may enable this through better links to delivered, notably a series of interchange hubs. Additionally, these improvements on the route of the 176 projects would contribute to the through Penge and Crystal Palace. delivery of new homes and jobs in areas where active, efficient and As the London Borough covering the sustainable travel are the best travel largest area, it is often difficult or options. impossible to reach a destination on a single bus route. The ‘hopper’ fare has Bromley has an extensive network of improved the situation, however the bus routes, although in the south of the Council would also like to explore with Borough around Biggin Hill and Downe TfL the possibility for TfL to similarly for example, are often infrequent and reduce the bus fare cost where a bus therefore do not offer an attractive is used to access other modes of alternative to car use. Furthermore, public transport, particularly off-peak. some of these routes do not run on Sundays or Bank Holidays, There is potential for short trips to contributing to higher levels of car trips deliver mode shift and relieve because no alternatives are available. congestion in Bromley through the Enhanced weekend and bank holiday promotion of cycling and walking as services and frequencies for routes alternatives when high quality walking that do run should be considered to and cycling infrastructure is provided. both deliver mode shift and open up However, although there are already a Biggin Hill and Downe as leisure significant number of walking trips destinations, supporting accessibility made every day in the Borough, to, for example, the new Biggin Hill unlocking the potential of cycling is a Memorial Museum. challenge. Bromley’s topography makes cycling in some areas

32 challenging, however, this does not  Higher frequency rail service on take away from the great potential that Southeastern Metro services to exists in many parts of the Borough Lewisham and therefore delivering safe and high-  Reduced Journey times quality cycle routes represent a key between other boroughs and opportunity to deliver mode shift. Pedal Bromley to support regeneration assisted electric bikes may reduce this and economic growth in the as an issue; however other barriers Borough, including emerging such as the availability of secure plans for office quarter storage of these bikes (at home and regeneration around Bromley destination) may still limit the South. attractiveness of cycling for some. These are long term objectives and it 9 Borough objectives is recognised that they will take until In order to meet the Council’s mode 2041 to be fully realised. In the period share targets, it will be necessary to of the LIP3 delivery plan to 2022, the deliver a new public transport and Council will aim to work with TfL, cycling infrastructure for both long and Network Rail and other partners to short local trips, enabling residents undertake or contribute to studies that and visitors to the Borough to make provide costed options for delivering the choice of not driving, but still the above connectivity objectives. having convenient and efficient access to employment and leisure The bus network is vital for providing opportunities as well as keeping the connectivity within the Borough and Borough’s town centres thriving and to/from other areas of south London. In vibrant destinations. some more rural areas of the Borough, it is the only form of public transport In order to deliver mode shift, new available. The Council is, therefore, connectivity along key corridors will be aiming for an increase in weekend and necessary. Corridors prioritised for bank holiday services to serve new connectivity by the Council are: destinations in the south of the Borough. It is also keen to explore the  Reduced Journey time between potential for new types of services to Bromley town centre and deliver mode shift. Public transport Canary Wharf reliability is vital for it to be an attractive alternative for the car; therefore a key objective is to maintain Bus Excess Wait Time (the additional wait experienced by passengers due 9 Requirement R10: Boroughs are required to compared with the scheduled wait time set objectives that explicitly assist with between buses) at 1.0 minute or less. meeting the Mayor’s Transport Strategy aim of increasing the sustainable travel mode share.

33 To increase the level of cycling in the reliability, releasing road space to Borough and to support mode shift for make infrastructure for space-efficient short local trips, the Council will seek modes more attractive. In order to to complete the Lower Sydenham to reduce switchable short car trips, it will Bromley and Greenwich to Kent House be necessary to deliver infrastructure Quietways by 2021/22. This will that makes other modes more require considerable effort and attractive as such new public transport sustained investment from both the connectivity, a strategic and local cycle Council and TfL to deliver high-quality network and streets that encourage attractive cycle routes. This will be walking for all age groups are key to complemented by the Council’s own the Council’s proposals to deliver the local cycle network expansion which MTS objectives. As part of this, it will will seek to deliver at least one be necessary to reduce the impact of upgraded LCN route by 2021/22. the school run by shifting school trips from cars to other modes. The Council A key area of focus for the Council is will, therefore, aim for 50% of travel to to shift switchable short local trips school trips to be by active modes and away from the car; this will reduce 20% by Public Transport by 2021/22 traffic on the Borough’s streets importantly improving journey time

34 Mayor’s

Transport

Strategy

Outcomes1011

10 Requirement R9: Boroughs are required to set out local issues, challenges and opportunities within the context of contributing towards the achievement of the nine Mayor’s Transport Strategy outcomes and the relevant polices and proposals.

11 Requirement R11: Boroughs are required to identify a set of locally specific LIP objectives that contribute to achieving the nine outcomes of the Mayor’s Transport Strategy, and the relevant policies and proposals.

35 Outcome 1: London’s streets will be healthy and more Londoners will travel actively Challenges and opportunities health burden upon the Council and NHS, and supports the Council’s Walking and cycling present significant Building a Better Bromley objective of opportunities for mode shift in focusing on Wellbeing and Prevention. Bromley. They can, therefore, In the local context, the Joint Strategic contribute to reducing congestion on Needs Assessment (JSNA) identifies the Borough’s roads, alongside the most common causes of death in delivering other health and Bromley as cancer (29.5% of deaths) environmental benefits. It is important and circulatory disease (27.9%), both of that these modes complement each which can be minimised through other with schemes that are designed physical activity. in to benefit both modes. Walking is already a popular mode in the Borough The Borough on average has lower with over 25% mode share. Cycling levels of childhood obesity than the has seen an increase in mode share in London average with 7.8 % of children recent years to 1.2% of trips, however, in reception obese compared to a London average of 10.8% and 16.2 % a step-change in the delivery of infrastructure to make cycling an of children in year 6 compared to a London average of 22.5 %. There are attractive choice is required if its full however particular challenges in potential is to be realised. Plaistow and Sundridge, Orpington, Undertaking just two ten minute Penge and Cator, Cray Valley East, sessions of physical activity per day Cray Valley West, Crystal Palace and helps to improve the health of Clockhouse wards where obesity individuals and significantly reduces levels are higher than the Borough their chance of succumbing to a average. Furthermore, in Darwin and number of serious diseases (Fig. 6). Mottingham & Chislehurst North Although many people struggle to fit obesity levels are higher than the exercise into their daily lives, this London average amongst children in activity can be embedded into their reception. Obesity levels amongst everyday routines by walking or children in year 6 are above the cycling short trips or trip stages, London average in Crystal Palace, including walking to the bus stop and Mottingham & Chislehurst North and railway station. At present only 30% of Penge & Cator. These locations are the Borough’s residents undertake this broadly correlated with the areas of level of active daily travel. deprivation identified in the Local Plan.

In the long term, this preventative approach should help reduce the

36 Fig 6. Disease reduction through Physical activity Disease Reduction in risk of disease through physical activity Type 2 diabetes 35–50% Depression 20–30% Coronary heart disease 20–35% Alzheimer’s disease 20–35% Breast cancer 20% Colon cancer 30–50%

The potential for cycling where public transport alternatives to TfL analysis has shown that the the car are poor. Furthermore, 64 per greatest unmet potential for growth for cent of the potentially cyclable trips in mode shift to cycling is within outer London have an origin or destination in London, where 55 per cent of outer London. The Council will, London’s potentially cyclable trips take therefore, continue to lobby TfL for place. Within this analysis, TfL defined funding and identify suitable a potentially cyclable trip as less than opportunities for developer and third- 10 km (6 miles) for the purpose of party funding. commuting. Bromley Metropolitan town centre In total, there are 320,800 potentially offers significant potential for growth in cyclable trips per day made by cycling, with over 40,000 potentially Bromley residents, of which just 3% cyclable trips per day either to or from are currently cycled. There are the town centre. Orpington, the 400,000 trips with an origin or Borough’s second major town centre destination in Bromley that could be also has the potential for over 21,000 cycled, highlighting the importance of trips per day. The Council will, good cross-boundary cycle routes. The therefore, focus on developing and majority of these potentially cyclable implementing strategic cycle routes to trips are currently made by car rather serve both of these town centres. It will than public transport. also be important to improve local conditions for cycling in the two town Just over half (54 per cent) of all centres, by reducing the severance current, potentially cyclable trips are caused by major roads on their made entirely within outer London, approaches. These locations have therefore the development of an orbital been identified as Town Centre Areas cycle network and local routes that of Cycling Potential where undertaking facilitate short intra borough trips is a number of interventions that may not essential to release the potential mode necessarily be part of the delivery of shift and relieve congestion on routes cycle routes will be undertaken to

37 unlock the potential for cycling. Penge commute replaced by cycling. These and Beckenham have also been short cycle trips and trip stages identified as a Town Centre Area of provide an easier way to encourage Cycling Potential. cycling and reduce traffic volumes than longer trips. Proposals to improve There also exists the opportunity to cycle/rail interchange are set out in incorporate cycling into longer detail in Outcome 5. However, the journeys by cycling trip stages that are potential range of cycling can be currently made by motorised modes. extended with cycle technology such Such trips are generally considered to as pedal-assisted electric bikes, which be cyclable if less than 5km (3 miles), may make longer trips more for example, a short car trip made to realistically achievable than in the the local station as part of a rail past.

38 Fig. 7 Cycling potential analysis source TfL

1 Building a cycle network Bromley Quietway to be extended to Bickley, Petts Wood and Orpington, The Council, working with TfL, will forming an important east/west spine continue to develop strategic cycle through the Borough. routes that support London’s Strategic cycle network. During the initial three- Quietway 7 currently ends in the year delivery plan, the proposed London Borough of Lambeth on the Greenwich to Kent House and Lower Borough boundary with Bromley at Sydenham to Bromley Quietways will Crystal Palace Parade, Bromley will, be completed. These are designed to therefore, seek to have the route be high-quality cycle routes that will extended into the Borough, reducing contribute to unlocking demand for severance across Crystal Palace cycling in the north west of the Parade for cyclists. Consideration will Borough where potential for cycling is also be given to extending the route highest and, of particular importance, further into the Borough towards they link to five of the Borough’s Penge and onwards to link up with the stations, thereby supporting cycle to Lower Sydenham to Bromley and rail. The Council is also working to Greenwich to Kent House Quietways deliver pedestrian improvements such at New Beckenham. as new and improved crossings as Continued development of the London part of the Quietways to support the wide strategic cycle network in south Healthy Streets ambitions. Further east London is a priority for the extension of these routes would Council and it is important for new extend the catchment of the strategic routes to serve different areas of cycling network in the Borough and Bromley to sustain the attractiveness provide opportunities for mode shift, of the Borough and to avoid increases potentially reducing car/motorcycle in car/motorcycle traffic volumes with traffic volumes, increasing other new developments. Whilst keen to see space-efficient mode traffic volumes an increase in Bromley residents and improving public health. cycling it is equally important for other In the short term the Council will seek London boroughs’ residents to reach extensions of the proposed Quietways destinations in Bromley by cycling or in the Borough, the Council will seek walking as for Bromley’s residents to for the Greenwich to Kent House reach destinations out of the Borough Quietway to be extended to the or switch to alternative in Borough London Borough of Croydon (initially to destinations in order to deliver wider Norwood Junction), offering an mode shift targets and reduce traffic important cross Borough connection congestion. and reducing the severance caused by The current extent of the planned railways in the area. The Council will Quietway network in the Council is lobby for the Lower Sydenham to limited, and will need to be expanded if

40 the target of 41 per cent of the Local Plan, and traffic reduction, the Borough’s residents being within 400m Council will lobby TfL to prioritise of the strategic cycle network by 2041 investment in the Catford to Bromley is to be met, from a current baseline of corridor (A21) and respective junction 0 per cent. This is though heavily improvements to allow for safe dependent on TfL bringing forward segregated cycle access to the town sufficient funding to enable barriers to centre. The Council is also keen to cycling to be tackled in an ambitious see links from Orpington developed to and locally appropriate way. east London, via Elizabeth line stations and support growth in Orpington town Analysis of the prioritised strategic centre. cycling connections from TfL’s CYNEMON model shows that there These strategic cycle routes form an are a number of connections in the important part of providing genuine Borough classified as medium priority. transport choice; however, as they are Development of these connections primarily radial need to be would provide a network of routes complemented by a network of local throughout the Borough, with links to links and interventions to facilitate neighbouring boroughs, and the easy access to the strategic network Council will work with TfL to develop and for local trips, where significant suitable designs. In broad terms the traffic reduction potential exists. The routes to be developed up to 2041 are: proposals for individual routes will vary depending upon the location but may  Catford to Bromley town centre include reducing inappropriate rat and Farnborough (A21 Corridor) running in residential streets and  Orpington to Sidcup via Eltham, reducing the dominance of motor providing connections to traffic to reduce road danger and Docklands improve the environment for walking  St Paul’s Cray, Chislehurst to and cycling. Segregation from Sidcup, providing connections motorised traffic is likely to be a more to Docklands suitable option on more heavily  Orpington Station to trafficked streets. Locksbottom  Crofton to Petts Wood and A21 In a number of cases areas of the  Shortlands to Croydon Borough are already served by the  Elmers End to Forest Hill via London Cycle Network but this is often Penge of poor quality and poorly signed. Therefore, as part of the delivery of  New Beckenham to Streatham strategic and local routes, these routes To support growth ambitions in will be upgraded and rebranded as Bromley town centre, in line with the part of the London-wide network of principles of set out in Outcomes 8 and high-quality cycle routes. 9 of this LIP and the Council’s adopted

41 As a local cycle network, they are also be given to how routes can intended to link to the London wide connect to surrounding areas of Kent, strategic network as well as providing which may reduce car trips and “rail easy and safe access to town centres, heading” into the Borough and stations and schools. By facilitating London. local trips by cycle through the provision of high-quality infrastructure, The Council fully supports TfL’s they will have an important role in proposals in their Cycling Action Plan relieving congestion and encouraging to develop a single brand for all high- more residents to undertake active quality cycle routes in London. travel on a daily basis. However, this unified brand must also include routes delivered and previously Local routes including sections of the delivered by Boroughs such as the LCN (once upgraded) that will be given local cycle routes proposed in this LIP. consideration to forming a local cycle The Council, therefore, wants to work network by 2041 include: with TfL to develop processes for delivering local cycle routes and for  Bromley to Chislehurst via their inclusion in the London wide Elmstead Woods brand of cycle routes, bringing them  Kent House to Shortlands via into the journey planning tools used Clock House across London.  Beckenham to West Wickham  Orpington to Green Street Electric Cycles Green, potential extension to Knockholt and Kent The topography and size of the Borough can be a barrier for some  West Wickham to Crystal people to begin cycling in Bromley. Palace via Elmers End Electric bikes which are a standard  Grove Park and Sundridge Park pedal bike fitted with a battery and to Bromley town centre electric motor can help overcome  West Wickham/Hayes to some of these barriers to help people Bromley Town Centre to cycle further, negotiate hills, or just  Eden Park to Bromley Town make riding a bike easier. Centre  Upgrades to NCN21 The Council will investigate  Hayes to Addington/Selsdon opportunities to introduce a commercially viable electric bike Whilst no routes are proposed for hire/lease scheme in the areas of Biggin Hill due to lower mode shift highest potential demand for cycling, potential to cycle, consideration will be focused on Town centres and other given to local schemes to unlock short areas with a predominance of flats and local journeys in Biggin Hill Valley and stations. The considerations for the surrounding villages. Consideration will potential demand for these bikes will

42 include those visiting the Borough for expansion of dockless bike operators. employment and leisure where a car The Council will continue to observe journey could be converted to a rail developments in the dockless cycle journey and electric bike hire. Any hire market and work with TfL and scheme launched in the Borough will other Boroughs to develop appropriate have to comply with TfL’s code of and proportionate powers for Local practice on dockless cycles. Authorities to control whether and how dockless operators can operate on the Dockless Cycle hire Borough’s streets. Any scheme launched in the Borough will have to The market for cycle hire has changed comply with TfL’s code of practice on rapidly in the last year with the dockless cycles.

43 Fig. 8 Map of Bromley Cycle Network 2022

44 Fig. 9 Map of Bromley Cycle Network 2041

45 Cycle Parking cycles and where suitable, appropriate parking for electric bikes. In addition to Research for the Council’s cycle this demand led approach, it is strategy in 2015, identified that proposed to introduce Bikehangars residents felt that there was a lack of into new areas as complementary secure and attractive bike parking measures in new or reviewed CPZs as facilities available. The bike parking well as including them in any Liveable that existed then was often hidden, Neighbourhood or similar large scale which did not give confidence that the area wide schemes. bike would be safe and secure. Cycle parking in the home is also a major Public cycle parking is key to providing issue, with those living in flats people with the confidence that they particularly at a disadvantage, which can securely park their bike close to discourages some residents from their destination. The Council will, owning or using a cycle regularly. This therefore, continue to introduce cycle is a particular issue in the north west of stands at key destinations such as the Borough, e.g. Crystal Palace, shopping parades and will include where there are a number of flats and them into the design of schemes houses converted to flats that lack the where appropriate. Locations will be outdoor space so addressing this is chosen to take advantage of natural particularly important because it is an surveillance and CCTV. area where residents are likely to Additionally the Council will switch mode to cycling. , investigate the feasibility and business In recent years the situation has case for purposing car parking spaces improved with investment in cycle especially in town centre multi-storey parking from the Borough Cycle for secure cycle parking that users can programme and the Council has choose to pay for. This could be on a continued to invest in this important season ticket basis or pay as you go complementary measure from the LIP for those who wish to have a higher budget. It is therefore proposed to level of service/security than on-street continue to roll out both public and parking can provide. It may be residential on-street cycle parking possible to market this offer via BIDS (N.B. Station cycle parking is referred to businesses who do not have secure to in Outcome 5). on-site cycle parking for their staff.

The Council will continue to introduce Consideration will also be given to how on-street Bikehangars, which have suitable secure cycle parking facilities been increasingly popular, where there with charging opportunities for E-Bikes are requests from residents or where can be provided in town centres and at there are waiting lists for existing stations. hangers. Additionally the Council will seek to deliver cycle parking for larger

46 The potential for walking walking a hostile and intimidating experience that discourages people Walking provides a good alternative to from walking, including children being driving for short local trips, especially allowed to travel independently to within town centres. Walking has the school. In the Borough as a whole, potential for trips up to between 1.5km there are estimated to be over 97,000 and 2km (c. 1 mile), depending on trips that could be walked in addition to age, and as it does not require any over 184,000 that are currently walked special equipment; it is very cheap and by Borough residents. therefore essentially accessible to all. There is also potential to promote In both Bromley Metropolitian centre more walk trip stages as part of a and Orpington town centre there are longer trip that cannot be walked in its opportunities for over 6,000 walkable entirety. trips to/from each centre. Unlocking the potential for walking to Bromley Walking already has a 25% mode and Orpington centres as well as share in the Borough demonstrating others throughout the Borough will how it is already considered to be a form an important part of realising the popular and convenient mode of potentially walkable trips in the transport which often forms the first or Borough and reducing car use for last mile of a trip. Although the current short local journeys. street network can sometimes make

47 Fig. 10 Walking potential analysis source TfL

48 Walking infrastructure What is pedestrian severance? To unlock the potential for walking it is important to create an environment This is where transport infrastructure such that encourages people to walk and as major roads or rail lines creates a feeling safe and secure is an important barrier to the movement of pedestrians element of that. Walking improvements across it. For example a major road will be addressed as part of all cycling running through a town centre is difficult to schemes to ensure that they provide cross and could be said to divide the town benefits for both modes. centre or community. This can reduce the Improvements to walking can be very propensity to make short journeys by foot simple, for example, the introduction of and reduce the sense of place of an area. dropped kerbs, well-maintained surfaces to reduce the risk of trip The Council will also seek to identify hazards, fewer obstacles, including key severance issues that prevent sensibly located columns and signs people from walking and seek to and tree planting to improve shade address them with the introduction of and shelter. Simple measures such as new crossing facilities. The provision these serve to make streets more of new crossing facilities near stations accessible and attractive thereby will be an important part in shifting trip helping to create a street that people stages to walking and can be choose to walk on and spend time in. incorporated into wider station access schemes. In order to prioritise Another small intervention that the investment in new crossing facilities, Council has successfully undertaken in the Council will utilise TfL’s City the past and will continue to do is to Planner tool to assess the level of remove unnecessary clutter and switchable trips in an area and the consolidate new highway equipment degree of severance experienced. as it is installed. This will be particularly important with the The Council already has two walking installation of Electric Vehicle charging routes as part of the Walk London infrastructure to avoid creating access Network, The Green Chain and The impediments on footways. These small London LOOP. The Council will seek measures should be incorporated into to continue to maintain these routes all transport schemes where feasible and to make improvements where a and it will be necessary to consider good case can be made for how schemes can make environments investment, for example, improving suitable for independent travel for access to a station or town centre as those with visual impairments and well as enhancing the Walk London other disabilities. Network.

49 Walking to School What are STARS (Sustainable A key Council priority is to reduce car Travel: Active, Responsible, trips to school through greater uptake Safe)? of active and independent school journeys. These healthy and safe STARS’ is a school travel plan routes to schools will be created accreditation scheme run in 69 per through infrastructure improvements cent of Primary and Secondary alongside behaviour change schools in Bromley. STARS aims to education. Work with schools to work with schools, pupils, their encourage walking as part of an active families, staff and the wider school lifestyle is particularly important and community to reduce the number of will aim to ensure that when children journeys made by car. STARS offers reach adulthood they continue to a framework to reward schools for choose active transport modes rather their achievements at three levels than migrate to car journeys. Providing (Bronze, Silver, Gold). high-quality routes with crossing A school Travel Plan is a working facilities on well-used routes across document that draws upon survey busy roads will permit a greater level data to identify ways to promote of independence for children and walking, cycling and public transport reduce issues associated with school as a viable, active and sustainable pick up and drop off such as alternative to using the car. Bromley congestion and inconsiderate parking School Travel Plan Advisors offer a near schools. platform of measures designed to The Sustainable Travel: Active, reduce congestion on the school run Responsible, Safe (STARS) whilst promoting road safety, healthy lifestyles, and environmental programme in schools is a key tool for awareness. promoting active travel to school and forms the basis for the Council’s Where required, we also support engagement with schools across schools through the school expansion Bromley. There is a dedicated School program, consulting with stakeholders Travel Planning team who have and engineers to create solutions successfully developed working tailored to the individual school’s relationships with schools across the needs. Borough. They work closely with the Travel Champion at schools, to As part of their school travel plans, develop a School Travel Plan, which schools have the opportunity to will address challenges and identify highlight any issues or concerns how active travel can be encouraged relating to their pupils’ journeys to through activities and initiatives school, parking or congestion via the tailored to each School’s requirements. on-line STARs system. Where requests for infrastructure are

50 concerned, the Council will then The Council will also consider investigate the requested infrastructure implementing School Streets in areas enhancements proposed in the travel where these can be shown to have a plan of Gold accredited schools as part clear benefit to mode share and safety. of its annual LIP programme. Schools School Streets, for around 45 minutes who are either Bronze or Silver at the beginning and end of the school STARS accredited will be encouraged day will play an important role in select to gain Gold accreditation through the cases at promoting active travel to investment in their travel to school school and reducing vehicle priorities that the highest level of movements in the vicinity of schools accreditation can bring. where they are implemented. They will be focused on residential streets The types of intervention that should where school run traffic has the be identified in a School Travel Plan greatest negative impacts. School which the Council will consider funding streets themselves are only part of a need to contribute to increased active wider healthy route to school, and public transport mode share, therefore, they are likely to be reduced car use, improved air quality delivered alongside other interventions and improved road safety in line with to improve walking and cycling routes the Council’s Zero KSI aspirations. For to schools. They may also be delivered example a school might identify the as part of wider neighbourhood need for a new pedestrian crossing on schemes where they support the a difficult street to cross, the need for overall outcomes of that scheme. improved lighting or may wish to have a 20mph limit or part time advisory limit implemented outside their In addition to the STARS process, entrances. To help prioritise schools will also be encouraged to investment to locations that will have consider how they can promote active the greatest beneficial impact in travel and public transport to their staff, achieving the outcomes of their LIP the Council may be able to support this and the MTS, the Council will use data through workplace travel planning, from TfL’s City Planning tool and building on existing contacts within GLA’s School Atlas. schools via the STARS process.

Accreditation level Primary Secondary Gold 27% 19% Silver 29% 11% Bronze 25% 11% Not accredited 19% 58%

51 52 Neighbourhood based schemes  Address local parking issues to manage demand and turnover To promote walking and cycling for of parking local trips, such as to school and the  Improve access to green space shops, neighbourhood based schemes that deliver a series of interventions in The smaller Local Neighbourhood a neighbourhood (e.g. a series of schemes will address a number of streets or a town centre) will be local issues and opportunities to meet developed. These will generally be in LIP and MTS objectives. Communities the areas of highest walking and often approach the Council with cycling potential or where they support concerns about road danger and the development of cycle routes and where this is confirmed, these Local walk to school routes discussed Neighbourhood Schemes are likely to elsewhere in this LIP. These schemes be suitable to address these concerns will fall into two broad categories, on a more holistic basis than simply those at a smaller scale developed treating an isolated concern. For using LIP funding and those which are example, a road danger reduction transformational over a wider area that scheme might also take the the Council will bid for additional opportunity to improve a cycle route in funding from TfL to deliver Whilst each the area, introduce improved project will of course be specific to the pedestrian crossings or deliver urban area and, importantly, developed with greening and cycle parking for the local communities, these projects example. For further details about the will in general aim to; road danger reduction aspect so these schemes please see Local  Make walking to school Neighbourhood schemes under independently safer and an Outcome 2. attractive choice  Provide a local network of The Council has already submitted a streets that links to the strategic bid for the 2019/20 round of Liveable cycle network Neighbourhoods funding, for the  Reduce severance of major Shortlands Ravensbourne and roads for pedestrians and Bromley Better Villages scheme cyclists (SRBBV). This scheme will make  Improve access to and improvements for active travel and interchange between public public transport as well as creating transport modes new public spaces. It will allow for  Revitalise local shopping improved alignment of the Lower parades and district centres, Sydenham to Bromley Quietway and contributing to place making link this strategic route into the  Reduce on-street clutter and proposed local cycle network. It will improve surface condition also address longstanding local concerns about road danger by

53 improving conditions for pedestrians which the Council will lobby TfL for walking to the schools in the area and funding to realise. This follows the using the car dominated junctions announcement that West Wickham around Shortlands station. The High Street will be included as a scheme will also seek to improve the section of the TLRN where measures transport interchange between bus will be taken to provide increased and rail, taking advantage of DfT pedestrian priority due to its High investment to make the station fully Street function. accessible which complements well a doubling of the Thameslink frequency. To support walking in town centres Additionally, the Council has submitted and access to destinations from a bid for a Low Emission transport hubs, wayfinding schemes Neighbourhood in Birkbeck Village, will be developed. This will allow for Clock House; see Outcome 4 Area the development of local walking based schemes for further details. routes and improve the experience of visitors to the Borough’s town centres. Vibrant and attractive town Where appropriate the Council will centres seek to work with BIDs to develop proposals for town centre wayfinding. A key Council priority is to ensure its Wayfinding for cyclists may also be town centres remain vibrant centres for developed to help clearly sign cycle employment and leisure. In recent routes around town centres. years the Council has successfully delivered schemes to enhance the The Council has previously sought to public realm of Bromley North Village engage businesses through the Beckenham and Orpington, to promote business travel planning process with regeneration, support increases in varied results. Whilst the Council footfall and reduce vacant units along remains open to helping businesses to with wider transport objectives of change their travel behaviour previous increasing walking through difficulties establishing meaningful transformational schemes. Successful dialogue means that this is not a schemes should help create town priority area for the Council. Instead, centre and local parades as the Council will seek to work with the destinations, making short active trips growing number of BIDs, to promote to the shops and leisure opportunities active travel and greater use of public possible compared to driving longer transport to businesses and their distances. employees. The Council will also consider hosting events such as free The Council will continue to seek cycle training and DR Bike sessions funding to improve other town centres for BIDs who are proactively engaged. and local shopping parades. A key priority is a transformational scheme on West Wickham High Street (A232),

54 Communities the type of events that are encouraged include community lunches, temporary The Council has previously offered play streets, and events that promote residents the chance to close their active travel. Whilst it is intended to streets (where appropriate) to offer this facility for the duration of the celebrate a major national event, such LIP3 it will be kept under review to as Royal weddings or the Big Lunch. ensure it continues to offer good value This has been popular with residents, for money in response to demand. allowing them to host street parties and bring local communities together. Outside of this, at other times the The Council will, therefore, continue to Council will permit reasonable closures offer this facility to celebrate nationally but a charge will be applied to recover significant events such as Royal legal costs from the event organiser. weddings or jubilees. In addition to Roads around war memorials in the this, the Council will consider, if they Borough are also closed for free on an remain very popular events, providing annual basis on Remembrance free road closures for the Big Lunch, Sunday, supporting local communities’ and potentially, World Car Free Day, to acts of remembrance. streets who wish to host a high-quality The Council will be open to working community event that will transform with BIDs to develop a programme of the street for the day and contribute to weekend road closures to allow town active travel outcomes. In order to centres and high streets to be used in qualify for a free closure for this day, new and innovative ways, supporting residents will need to submit a brief vibrant town centres and communities. proposal to the Council outlining the type of event they wish to run on their street during the closure. Examples of

55

Outcome 1- Borough Objectives

Proposals

 Complete the Quietways proposed for the Borough and lobby for extensions  Deliver a network of strategic and local cycle routes by 2041

 Launch an electric cycle hire scheme  Deliver cycle parking at key destinations and in residential areas  Deliver new pedestrian crossings to reduce severance  Work with STARS gold accredited schools to deliver infrastructure identified in their School travel plan to deliver healthy routes to school  Maintain and enhance the Walk London network  Deliver local neighbourhood schemes that respond to local concerns and unlock

potential for walking and cycling  Bid for Liveable Neighbourhoods funding for Shortlands  Offer free road closures to communities at set times

56

Objectives

The key target of Outcome 1 will be an increase in the percentage of residents undertaking at least two x10 minutes of active travel every day. At present only 30% of residents are achieving this, however, although the Borough aspires to achieve 38% by 2021 and 70% by 2041. This is against the context of a growing population so in real terms this is a significant increase in the number of residents travelling by foot or cycle. Furthermore, this will be challenging with an ageing population and the predicted increase in mobility issues in the Borough over the next two decades.

From a baseline of zero, in 2021, the Council will aim for 5% of the local population to live within 400m of the strategic cycle network, significantly increasing to 41% by 2041. To achieve the initial target, the Council will seek to complete the Lower Sydenham to Bromley and Greenwich to Kent House Quietways by 2021/22 but it will take considerable effort and sustained investment. This will be complemented by the Council’s own local cycle network expansion which will seek to deliver at least one local cycle route by 2021/22.

To deliver the overarching mode share objective, by 2021/22, the Council will aim for 2% of daily trips originating in the borough made by bicycle and 30% daily trips originating in the borough made by foot.

To support short trips to shops, the Council will aim to have introduced LCDS compliant cycle parking at all locations identified in the Local Plan Town Centre and Shopping Hierarchy by 2021/22.

To improve conditions for walking, a key Council objective is to successfully bid for Liveable Neighbourhoods funding for Shortlands in the bidding round for 2019/20.

57 58 Outcome 2: London’s streets will be safe and secure Challenges and opportunities self-reporting is available. Both of these changes are expected to provide Reducing causalities is central to a better assessment of injury Bromley’s transport priorities. The occurrence and severity but have Council has a good record of made data collected from November improving road safety and has focused 2016 onwards difficult to compare with its efforts in recent years on reducing earlier data. the numbers of those killed and seriously injured through a programme TfL commissioned the Transport of treating a number of collision hot Research Laboratory (TRL) to spots and successfully delivering a undertake a back-casting exercise to road safety education programme. enable pre-November 2016 data to be This has led to significant decreases in compared with post-November 2016 KSIs from 1999 and from the 2005-09 data. These initial backcast estimates baseline used for setting the 2022 include the number of people killed or target for KSI reduction. Since 2005 seriously injured (KSI) for each KSIs have reduced by 55% which borough between 2005 and 2017 supports the Council’s targeted and this data has been used to update approach to reducing casualties and borough targets to align with those improving road safety. Although contained in the Mayor’s Transport unfortunately as with much of London, Strategy, namely a 65 percent since 2014 KSIs have exhibited some reduction in KSIs by 2022 against the small increases, in the context of a 2005-09 baseline, a 70 percent growing population and economy. reduction in KSIs by 2030 against the 2010-14 baseline and zero KSIs by The Metropolitan Police Service (MPS) 2041. The targets contained in this introduced a new collision reporting final version of our LIP have been set system in November 2016 - the Case against Outcome 2 for Vision Zero to Overview and Preparation Application reflect the reporting changes. The level (COPA). The City of London Police of ambition remains unchanged, also moved to the Collision Reporting despite these revised figures. And SHaring (CRASH) system in October 2015. This has had a number In addition, the introduction of online of impacts on the data that is available self-reporting is expected by the to Transport for London (TfL), and the Department for Transport to have London Boroughs in the ACCSTATS increased the numbers of those database for collision investigation. recorded as injured, as “The principle of online reporting is to make it easier Under the new systems officers use an for members of the public to report ‘injury-based assessment’ in line with accidents and it is therefore expected DfT STATS 20 guidance and online that the introduction of online reporting

59 will lead to an increase in the total number of accidents…”.

Fig. 11 2005-2017 KSI Recorded and Backcast 300

250

200

150 KSI

100

50

0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 Backcast 237 247 224 212 205 161 149 147 124 107 131 129 107 Recorded 134 163 143 140 127 90 81 90 70 50 77 92 107

The Council has continued to innovate, the Council’s control; with the such as the development of the award- development of driver assistance winning Driven by Consequences technologies, safer vehicles including training course for sixth form students, buses are key to achieving the target. which continues to evolve and now The Council will, however, undertake a includes hard-hitting immersive range of infrastructure and behaviour content to promote safe driving change education, to play its part in amongst young drivers. achieving zero KSI.

The Council will continue this focus The zero KSI ambition will require and take it a step further by supporting schemes that create safe road layouts the aspiration of the Mayor to achieve for all modes. However, when Vision Zero of no one killed or compared to mode share (2015/16 to seriously injured on the Borough’s 2017/18), pedal cycles have a roads by 2041. This will be a disproportionately high level of KSIs continuation of the Council’s long- with 22% of KSIs for just 1% mode standing approach to target KSIs share. However the fact that 57% of which moves to an ambition to have KSIs have a victim in a car or on a zero KSI. That said achieving such an motorcycle demonstrates the need to ambitious target is not entirely within improve safety at cluster sites and

60 continue with driver education confidence and also identify and avoid programmes to reduce the borough’s potentially dangerous situations when KSIs to zero. Motorcycles account for on the road. a disproportionately high share of KSI compared to their mode share. The The Council faces challenges with regards to reducing slight casualties, Council will, therefore, take steps to identify causality in infrastructure and which whilst declining have effectively behaviours which can then be flat-lined in the past few years. addressed using reasonable and It is also important to recognise that proportionate measures. The Council there are locations where road will also continue to implement a danger, real or perceived, is programme to provide anti-skid supressing demand for active travel, surfacing at sites where skidding is a thereby reducing accessibility for those key factor in accidents. without cars and forcing those who Promoting safe driving also benefits would otherwise walk or cycle into other modes by promoting considerate cars, contributing further to congestion road user behaviour that takes into and poor air quality. Whilst tackling account the appropriate speed for the sites with poor collision records will surroundings and the needs of remain the priority for investment, the vulnerable road users. Fear of collision severance caused by fears of road and road danger is a key reason that danger will be tackled through walking people do not cycle therefore and cycling investment programmes improving cycle safety will be an that seek to deliver mode shift. important factor in delivering mode shift. Part of this will include cycle training (Bikeability levels 1,2 and 3) so that cyclists can increase in

61 Fig 12. Bromley KSI 2017 V. Mode 2015/16 to 2017/18 60% 54%

50%

40% 39%

32% 30% 26% 22% 20% 18%

11% 10%

2% 1% 0.2% 0% Pedestrian Cycling Bus/Coach Car Motorcycles

Mode Share Mode KSIs

The priority for the Council, as for roads, prioritisation of remedial London as a whole, is to focus on schemes must take place to deliver the preventing collisions leading to death greatest benefit and quickest and serious injury. To work towards reductions towards Zero KSI. The achieving Zero KSI, the Council will Council will, therefore, continue to ensure that it is embedded into the investigate road accidents and design of all schemes with particular maintain a rolling programme to consideration given to how identify, prioritise and implement improvements can be made for casualty reduction schemes and will pedestrians, cyclists and motor continue to prioritise collision hotspots cyclists, improving safety and for remedial action as part of its annual encouraging mode shift by reducing LIP programme, especially those fears of road danger where these can where KSIs have occurred. be done in a manner that is safe and does not lead pedestrians and cyclists Currently, to prioritise investment, into a false sense of safety. annually Bromley examines a list of locations where there have been 5 or Action on cluster sites more collisions where a personal injury has occurred, within a 50 metre radius, With limited resources even for an over the last 3 years of available data. absolute priority such as improving The collisions at these locations are road safety and reducing those killed analysed to identify if there are any and seriously injured on the Borough’s

62 common patterns between the System (TADS). Additionally, all traffic collisions and if so whether there are schemes where there is a substantial any measures which could be change to the road layout will be implemented to prevent similar subject to the independent Road collisions occurring in the future. Safety Audit process. Where there are limited funds available to carry out interventions, Safe Speeds schemes have to be prioritised using a Safe speeds are vital to road safety cost-benefit analysis, with a higher and the Council will use targeted weighting given to collisions that led to measures at identified hot spots to serious or fatal injuries. reduce speeds. For example, the Measures taken to address cluster removal of centre line markings has sites will vary on a case by case basis been shown to deliver a reduction in and will be determined on the basis of vehicle speeds and the Council will, careful analysis of previous collision therefore, undertake area reviews of patterns. Interventions may vary from line-markings to establish where they low-cost measures such as revised can be removed. This will be road markings to completely undertaken on a rolling basis annually redesigned junctions. Where major and, when resurfacing is planned, the interventions are undertaken to need for the replacement of markings address cluster sites, designs will be will be reviewed in advance. There will developed to improve conditions for however be locations where retaining walking and cycling, to unlock the centre markings are of benefit to the potential for active travel. A good safety of road users. example of this approach is the With regard to 20mph speed limits and 2018/19 LIP project to address the zones, the Council does not believe Court Road (A224)/Warren Road that a blanket approach is the most cluster site that in addition to effective means of improving road addressing the cluster site will seek to safety. Too often such schemes do reduce severance for cyclists and nothing to change the characteristics improve access from Chelsfield village of the street and lead to only quite by bike. insignificant reductions in speed and The Council is committed to measuring the cost of a Borough-wide approach the effectiveness of schemes and would also mean that resources would implanting remedial measures if be diverted from schemes that tackle necessary and learning lessons for actual hot spots and priority areas that future schemes that may be of use to require more significant engineering both Bromley and other authorities. measures. There is also a concern that Bromley will, therefore, undertake Borough-wide approach could lead to robust monitoring of infrastructure an element of driver fatigue with the schemes via the Traffic Accident Diary

63 result that the key areas for driver traffic through residential areas are attention are no longer prominent. important factors in mode choice. Therefore promoting area wide The Council will therefore adopt a schemes to remove inappropriate rat targeted approach to the introduction running and promote the use of safe of 20mph speed limits or advisory speeds presents an important limits, focusing on the areas around opportunity to facilitate walking and schools, key walking routes to schools, cycling for local trips especially to areas with high pedestrian footfall, schools as well as to improve the e.g., outside railway stations, and high public realm. This can be delivered streets/district centres where a lower through innovative designs and speed limit will allow for improved streetscape improvements as part of public realm, thereby also supporting local neighbourhood schemes Council strategic ambitions for vibrant potentially including modal filtering. thriving town centres. Additionally, Such schemes will need to be 20mph limits will be considered on developed with communities to ensure cycle routes where cyclists mix with that they are locally appropriate and general traffic and where benefits to serve the residents of the area they safety can be derived. are intended to benefit. Promotion of lower appropriate speeds around such As compliance is essential, wherever areas will also help reduce the severity 20mph limits are introduced, this will of any collisions which do occur. normally be introduced alongside Road Safety Education and changes to street design that will result smarter choices promotion in also making them less traffic dominated and more attractive places Safe behaviours form a key part of to walk and spend time which, e.g., Bromley’s casualty reduction may include new crossing facilities, programme and, alongside tree planting and better managed infrastructure measures, will play a key parking. These schemes may form part in achieving the Council’s targets part of the larger area based schemes for reducing KSIs. Statistics show referred to in Outcome 1. that 10-19 year olds account for 15 % of the Borough’s KSIs, therefore the Local neighbourhood schemes Council carries out a comprehensive programme of curriculum-based Residents frequently approach the activities at Secondary School, for council with concerns about speeding years 7, 9, 11, 12 and 13, with a and rat-running. In isolation, it is changing emphasis for each year difficult to solve the issue without group to promote independent travel, simply moving the problem to an and safe road skills given that adjacent street. However, concerns motorised modes are opened up to about the danger presented by the these year groups throughout their perception of speeding and rat-running time in education.

64 As part of the wider Traffic Education independently to school and other programme, the Council will continue destinations. to deliver the award-winning Driven by The Council runs a very successful Consequences (D by C) events via Junior Travel Ambassadors scheme as their schools and colleges to around part of the London wide programme. 2,000 post-16 students per annum. D Year 6 pupils are inducted as JTAs by C is an award-winning, thought- and given the knowledge and provoking event presented by the resources to be able to reinforce the London Borough of Bromley’s Road road safety and smarter mode choices Safety Unit, working in partnership with message in school by carrying out fun competitions, campaigns and a number of public service assemblies. organisations such as the Metropolitan Police, London Ambulance Service In order to reach a wider audience and London Fire Brigade. D by C than can be reached by traditional face targets students, who may be about to to face methods, the Council will start driving or have recently passed investigate the feasibility of new online their tests and are already passengers, and virtual reality technologies to often with young drivers. The disseminate road safety content. This workshops explore how human factors may include apps and the use of social affect driving, helping pupils to make media channels. informed decisions about their safety. To encourage modal shift and to The Council will continue to work with highlight other road user groups to the Metropolitan Police to deliver driver students, cycling workshops are also education sessions such as Close provided as part of the day long Pass and Exchanging Places, which course. Moped education will also encourages road users to consider the continue to be provided to over 3,000 needs of other road users and act in a students in this age group per year to considerate and safe manner. In ensure they are equipped with key addition to this, the Council will make safety skills if they choose this mode of targeted use of Road Safety posters to transport. deliver key road safety messages such as Stay Wider of the Rider and Belt Up Whilst a significantly smaller proportion in Bromley. These types of portable of the Borough’s KSIs occur to those posters have been used for a number who are aged 0-9 (3%) the Council of years and are rotated around the wants to imbed safe behaviours and smart mode choices from the youngest Borough every few months, however, age. In Year 2 and Year 6 road safety in many cases, they are now outdated. education is offered to provide children with knowledge about how to safely Therefore all Road Safety posters will use the street. For the latter year be redesigned in a similar style to the group, this is focused on providing Stay Wider of the Rider poster shown them with the skills to travel at the end of this Outcome. This consistent design language will help

65 promote key road safety messages, London to adopt the graphics the the use of road safety posters at London Cycling Campaign has prioritised sites will be backed up with developed for road safety messages social media activity using graphics London wide. with the same design language. Notably, through this initiative, the Council will be the first Borough in

Fig. 13 LBB Casualties by Age Group 2017

0% 2%

3% 3% 0-9 6% 15% 10-19 6% 20-29 30-39 40-49 13% 50-59

22% 60-69 70-79 80-89 14% 90-99 16% Unknown

Work related road risk responsible for all aspects of vehicle procurement, routine and reactive The Council aims to provide its maintenance, accident management, workforce with the safest possible driver assessment and licence checks environment in which to complete their and the overall operational policies diverse range of tasks, which extends connected with the vehicle fleet. All to include staff that use Council council employees driving for council vehicles as part of their work. As a business are required to undergo a licensed goods vehicle operator (by rigorous assessment process with the the South Eastern & Metropolitan driver code of practice subsequently Traffic Commissioner) the Council is strictly enforced. As part of this code of already subject to specific legislative practice, consumption of alcohol is requirements which affect the strictly forbidden during working hours operation of its vehicle fleet. The and when engaged in driving activities. Transport Operations Section is Council staff are encouraged to use

66 pool bikes for short trips and are also vital in supporting the night time expected to undertake Bikeability economy. training to prior to using a cycle for Council business. Creating secure environments will form an important design consideration for In addition to the direct requirements station access and transport for the Council’s own fleet, monitoring interchange schemes and measures and advisory work is undertaken on may include improvements to lighting behalf of other Council departments in on the approach to stations and connection with their contracted between modes at interchanges. The services, including undertaking Fleet Council will give consideration to the Management Audits and Spot Checks installation of CCTV at areas where and Inspections. The section aims to the risk from crime and terrorism is work closely in a partnership approach considered to be greatest. with service providers, to ensure that Furthermore, schemes will seek to they operate to a high standard of maximise the availability of natural service delivery. surveillance, for example overlooking cycle parking and Bikehangars, and Security consideration will also be given to personal security when proposing new In addition to road safety, creating car club bay locations. streets that are secure by design in order to reduce crime is important for At key sensitive sites, the Council will creating streets that residents feel work with the Police to design in heavy confident and comfortable in using, vehicle mitigation as required. When throughout the day and supporting the undertaking schemes at railway Council’s aims to ensure a Safer stations, the Council will work with the Bromley. Safe and secure transport rail industry to incorporate design interchanges are just as important, elements, as recommended in the helping support travel by public latest guidance, into schemes that transport throughout the day and are enhance security.

67 Outcome 2- Borough Objectives

Proposals

 Identify and take action through an evidence led approach to improve the road infrastructure at collision cluster sites  Deliver targeted 20mph limits  Review road markings with a view to reducing speeds  Deliver local neighbourhood schemes to address local concerns about road danger  Deliver a road safety education programme in schools and develop innovative teaching methods  Work with the Police to deliver education such as Operation Close Pass  Deliver streets that that residents feel confident and comfortable in using, throughout the day  Deliver safe and secure environments around transport interchanges to including measures to reduce the threat of terrorism.

68 Objectives

By 2041, the Council aspires to have no deaths and serious injuries from all road collisions on the Borough’s roads. This will be challenging against the backdrop of a growing population and a transport mix that is changing away from car use where historically the largest reduction by mode of KSIs has occurred. The trajectory the Council has set for is set out in Figure 14. By 2022 the Council is aiming to have no more than 79 KSI which represents a 65% reduction from the backcast 2005-9 baseline. By 2030 the target is for no more than 41 KSIs which represents a 70% reduction on the 2010-14 backcast baseline. By 2041 the Council will target having no KSIs on its streets.

The Council has a successful long term record of reducing KSIs, however it is not complacent and recognises the need to reduce KSIs amongst vulnerable road user groups such as pedestrians, motorcyclists and cyclists. As a local objective the Council will therefore aim to reduce KSIs amongst these vulnerable road user groups by 65% compared with the 2005-2009 baseline by 2022.*

The Council has traditionally focused on KSI reduction as these are the collisions that cause the most harm and change lives, and indeed will continue to do so with its contribution to improved Road Safety as the Mayor of London works towards zero KSI targets for the whole of London. It will also seek to target a reduction in Total Deaths and Injuries (TDI); by 2022 the Council will aim to have reduced all collisions by 10% from the 2005-09 baseline and by 2041 to have reduced them by 50%.*

*N.B. these targets are indicative and may be adjusted when further back cast casualty data including for all severities is provided

Fig. 14 KSI Trajectory/targes 300

250

200

150

100 79 41 50 0 0 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 2039 2040 2041

Observed Trajectory Expon. (Observed)

69 70 Outcome 3: London’s streets will be used more efficiently and have less traffic on them Challenges and opportunities context of a growing population by having more trips by space-efficient Reducing congestion to support modes and less by inefficient means. economic growth in the Borough is a Therefore, whilst providing attractive key priority for the Council, however, infrastructure to encourage mode shift this is challenging in the context of an requires consideration of the whole increasing number of trips. Reducing journey; it includes decisions about congestion within the context of an appropriate road space reallocation increasing number of trips requires a such infrastructure facilitates a greater multi-faceted approach. This is partly number of people to travel along a associated with encouraging more route more efficiently and park their local provision of services so distances cycle etc. at the destination. are reduced and the mode can change; it is partly associated with Proposals for improved walking and mode shift, in particular ensuring that cycling infrastructure including the new borough residents and residents proposed network of high-quality cycle reaching adulthood initially consider routes, alongside other complementary modes other than the car; it is partly measures are set out in Outcome 1. associated with providing attractive Additionally, improvements to bus and convenient alternatives. reliability and bus routes/corridors form an important part of making buses a Increasing numbers of cyclists and more attractive mode choice and the pedestrians would increase congestion Council will seek to steer development if the number or distance of car trips to areas of better accessibility and remains constant. It is acknowledged seek developer funding to improve the that if this growth in demand for travel transport network, in order to reduce were to be entirely car-based, then this car dependency and traffic. However, growth would lead to worsening traffic development is not always under the and increased journey times. To try control of the Council, e.g. changes of and address this growth in demand by use by virtue of permitted development adding significant amounts of new and development allowed on appeal capacity for motorised modes would by the planning inspectorate. In be difficult without significant damage circumstances where it has not been to the Borough’s environment and possible to obtain developer funding to character, and also risks encouraging improve accessibility, the Council may even more car use. It is, therefore, request TfL provide new routes or necessary to provide the infrastructure revise existing routes to service those that makes space-efficient modes an developments as residents move into attractive and convenient choice and them. Overall this should allow traffic avoids increasing car trips in the to be reduced, especially by ensuring

71 that new residents to the borough start The existing car club network in the by travelling by public and active Borough consists of 14 on-street back- means and avoid making short trips by to-base vehicles, primarily in the car that can be easily undertaken by northwest of the Borough, although other modes. there are two vehicles secured by s106 conditions in Orpington Town There are also opportunities to make centre. These vehicles have enjoyed more efficient use of road space by growing levels of utilisation since offering greater choice to allow network expansion in 2016 and now residents to reduce their vehicle form an important part of the transport ownership with the wider adoption of choice offered to residents. Research car clubs. Similarly, the use of parking by CoMo (formerly CarPlus) shows controls can be used to ensure that that each back-to-bay (as opposed to parking is appropriately managed to floating car club schemes) car club encourage the use of active modes to vehicle takes 10.5 private vehicles off access local amenities and services as of the streets, as car club members an alternative to driving, reducing the choose to sell their car. Therefore, the number of short trips by car that provision of car clubs plays an contribute to traffic. In addition to important role in reducing car changing individual travel behaviour, ownership and parking pressure on the there are opportunities to work with Borough’s streets. businesses to make their delivery and servicing more efficient, reducing its The Council will, therefore, work to contribution to traffic whilst ensuring identify suitable locations for further that they can efficiently service car club expansion and add vehicles to customers to maintain the economic locations that are currently performing vibrancy of the Borough. above their usage target. These locations are most likely to be in PTAL Car Clubs 2 or above, will be based on knowledge of the local demographics, The limited public transport options for and areas of parking pressure where orbital and travel to some locations vehicles are likely to reduce car within the Borough means that car ownership. The Council sees the travel will remain a necessity for some provision of car clubs as an important trips even for residents in high PTAL tool for enabling residents moving into areas. The Council will therefore seek , , new developments and existing to continue to use car clubs as a way residents to reduce their car ownership of enabling such mobility whilst and use by allowing them the option of reducing car ownership and car use using a car for occasional trips when and promoting the most appropriate required but not making it their default mode choice for trips where alternative mode choice. The focus of car club modes are not viable. locations will, therefore, be within or

72 close to new developments and within thereafter each year of the free the design of new or existing CPZs membership offer and parking control schemes where alongside managed supply of limited For larger developments that have parking they will serve to offer sufficient units to support a car club residents the opportunity to reduce car vehicle, developers may be required ownership and use. by a planning condition to provide a car club service, indicating, for As the network continues to expand example, whether it will be located on- the current multi-operator approach street or within the curtilage of the where CoMo accredited operators are development and the number of welcome to work with the Council to vehicles provided, but those details will develop locations in partnership and be agreed with the Council on a case controlled by a permit may be replaced by case basis. by a more formal single operator approach, decided through competitive Parking Controls tendering. Operators will be required to Parking is a key issue for residents. meet strict emissions standards with The effective management of parking all vehicles (excluding vans until viable facilities both off- and on-street will technology is available) to be ZECs remain a key priority of the Council. petrol hybrids with no diesels in the Pay and Display parking controls fleet. In the longer term, the Council provide an important demand will work with partners to understand management tool to ensure turnover of how all car clubs could be moved to parking and availability of spaces. become ZEC in a cost-effective Similarly around stations the use of manner as quickly as possible without , , parking controls offers an important limiting their rollout. tool to manage demand, disperse anti- Bromley’s Local Plan suggests using social parking and encourage the use car clubs to mitigate the impact of new of active modes to access the station development. For developments that as an alternative to driving. The do not have sufficient units to support implementation of CPZs and P&D a car club and are close to an existing parking will be developed on a rolling car club bay, it may be suitable to basis with schemes developed as require: issues are identified.

 Two years free membership of To encourage residents to consider the car club operator alternatives to car ownership and  20 hours free drive time release road space, the Council will  Information about the car club seek to offer residents infrastructure to to be provided to all residents support other mode choices as part of upon first occupation and larger CPZ and parking schemes. For example this could include the

73 provision of car clubs and Bikehangars of this growth may require to provide opportunities to choose infrastructure measures to reduce the alternatives to the private car. This impact on network reliability such as could include incentives for residents changes to and in some cases the to trial alternatives to car ownership. implementation of new waiting and loading restrictions/facilities. It may It is intended to undertake a review of also be necessary to review the the Council’s Parking Strategy after infrastructure based restrictions put in the publication of this LIP to ensure place to limit the impact of HGVs on that it is consistent with current residents. However making deliveries priorities and challenges. Measures to more efficient is vitally important to reduce multiple car ownership per reduce the impact of freight on household in the areas of where congestion, air quality and road safety. parking is under most pressure and accessibility is higher could include The Council will work with Business the implementation of a parking permit Improvement Districts (BIDs) in town price escalator so that the price a centres to understand the freight household pays for more than one requirements of local businesses and permit is higher than for the first develop proposals to reduce the vehicle others are indicated above. impact of deliveries upon congestion Although the current cost of taxis and and the environment. Interventions will mini-cabs can also mean that they can depend on local requirements, which reduce the need for car ownership if may include: they are used for too many journeys they could actually increase  delivery retiming where suitable congestion as they can double the low noise delivery methods can number of journeys for a single trip. be employed  promotion of low emission vans Freight and the provision of low emission car club vans Freight and servicing play a vital role in  promotion of joint procurement the Borough economy, allowing shops options amongst local and restaurants to support vibrant businesses co-ordinated by town centres and allowing residents to BIDs get the goods they need for work and  cargo bike rental for local leisure when they need them. deliveries Throughout the Borough, freight flows are expected to significantly increase The Council has seen a long term to 2041 especially around Bromley trend of reducing demand for its town Town Centre, the south of the Borough centre car parks, which presents the in rural areas and the east of the opportunity to consider repurposing a Borough around Orpington and the limited number of spaces in selected Cray Valley industrial corridor. Some car parks. One possibility is to

74 repurpose small sections of car parks in town centres as micro consolidation What are CAVs? centres where deliveries can be dropped off for onward delivery by Connected and Autonomous Vehicles cargo bike. This would reduce the refer to a range of technologies that are impact of loading on town centres; being developed to improve vehicle reduce localised emissions and safety and efficiency. Connectivity and present opportunities for new and Automation are two separate concepts innovative street uses. although can be complementary to each other. At present this is seen as a possibility to reduce HGV movements and Connectivity allows vehicles to pollution in town centres where communicate with their surroundings. pedestrians are more exposed to Automation refers to making functions of pollution and danger associated with cars work without the need for driver HGVs. However, it is not clear how input through the use of sensors and financially viable it would be, so systems. There are six levels of throughout the lifetime of the LIP3, the autonomous driving ranging from Level Council will seek to assess the 0 (no automation) to Level 5 (complete feasibility and financial viability of the automation with no human involvement proposal with a view to launching a in the driving process). trial in a limited area with a BID. It is likely that the Council will seek the experience of other authorities who Connected and Autonomous have experience of micro- Vehicles consolidation to develop this proposal. Connected and Autonomous Vehicles The Council will also continue to seek (CAVs) offer great potential to improve to work with collection locker providers road safety contributing to Zero KSI as to provide such facilities in some well as opening up new opportunities borough car parks to reduce delivery for transport services where it is miles. currently uneconomic. However, there are challenges if not properly managed As set out in Bromley’s Local Plan, any with the potential for more congestion, development that is likely to create a reduced levels of active travel and significant number of trips will, where impact on traditional revenue flows for necessary, be required to enter into an both TfL and the Council. The Council agreement to submit and implement is therefore keen to work with TfL and acceptable Construction Logistics other partners to understand how Plans, and Delivery/Servicing Plans. CAVs can be managed to achieve the benefits of more efficient streets with less traffic and improved urban realm.

75 The Council has already been working offer basic maintenance to cycles. to inform the Innovate UK funded These measures will be increasingly Streetwise project, led by UK Artificial targeted towards areas of the highest Intelligence specialist FiveAI. potential for cycling and alongside Streetwise is a project which aims to corridors where cycle routes have develop autonomous vehicle (AV) been delivered or as part of area- technology that is suitable for an urban based schemes. environment and then apply it to a transport service in London. By Managing road works working with industry on this project it To reduce the impact of road works on will be possible to understand how the Borough’s road network the service models for AV transport Council operates a permit scheme. services might work and shape the The LBB Permit Scheme is a way of development to provide traffic working in managing both road and reduction and environmental street works. The aim of the scheme is objectives. to deliver consistency and parity in Mode shift marketing and coordinating street works, but equally Smarter Travel measures to deliver real changes for all road users. The permit scheme also To complement infrastructure enables LBB to co-ordinate works to measures, the Council will undertake a ensure the effective coordination of number of activities to raise awareness traffic management to help reduce of new infrastructure and mode choice. travel disruption. Cycle training will be an important part of this, training adults, children and The Street Works team monitor the families to Bikeability levels 1, 2 and 3. progress of utility works though the scheme and take enforcement action To give those who want to cycle the when works are not completed within confidence to do so, the Council will the agreed timescale (to reduce traffic continue to offer escorted rides to congestion). The street works team show residents how they can cycle to inspect utility works to ensure work or a regular destination safely reinstatement is undertaken to the including showing them how to use correct standard – taking enforcement cycling infrastructure. The Council will action where necessary to protect also look to deliver Dr Bike sessions to highway assets.

76 Outcome 3- Borough Objectives Proposals

 Deliver car clubs in locations where they support a reduction in car ownership and use e.g. in CPZs  Deliver strategic parking projects such as controls and CPZs around stations and town centres as well as more reactive projects in response to local resident and ward member concerns about inappropriate and unsafe parking  Work with BIDs to promote more efficient freight and servicing  Give consideration to micro-consolidation in town centres using cargo bikes  Work with TfL, Five AI and LB Croydon to develop an autonomous vehicle service trial  Deliver a behaviour change package to launch new active travel infrastructure  Manage the impact of roadworks via a permit scheme

Objectives

By 2021/22, the Council will aim to have increased the coverage of the car club network, in order to offer more residents the choice not to own a car. This will be focused on areas of PTAL 2 or above where the Council will aim to reduce second car ownership. Achieving this objective will support a wider borough objective of reducing the pressure on parking.

The Borough will aim for 50% of travel to school trips to be by active modes and 20% by Public Transport by 2021/22

77 78 Outcome 4: London’s streets will be clean and green Challenges and opportunities Acknowledging the central role TfL has to play in this area, the Council would Air Quality like to see an acceleration of the introduction of electric or hydrogen Whilst Bromley does not experience single deck buses in outer London. the same level of intensity of air quality This is particularly important for those issues as other inner and central routes in areas of high pedestrian London areas, there are locations in footfall such as High Streets. The the Borough, especially around key current proposal for outer London’s surface transport corridors where fleet of single deck buses to be electric emissions are high. In 2007 the or hydrogen by 2035 lags significantly Council declared an Air Quality behind the timeline for central London, Management Area (AQMA) which therefore the Council would welcome covers the north and North West of the an acceleration of this timeline once Borough in response to predicted the most pressing air quality issues exceedances in nitrogen dioxide have been cleaned up in Central levels. Subsequent air quality London by 2020. Similarly, whilst the monitoring for nitrogen dioxide, target for all double deck buses to be published in the Council’s Annual Euro VI as a minimum by 2020, the Status Reports, has shown that Council would welcome an anticipated reductions in roadside acceleration of the introduction of pollution levels have fallen at a slower hybrid double-deck buses in inner and rate than originally anticipated and, in outer London to reduce localised some areas, have actually emissions especially in town centres. increased. The Council will, therefore, focus Even in areas that do not experience initiatives to reduce the impact of air exceedance, there is still a need to pollution in the areas of highest maintain and improve the Borough’s exceedance, or where vulnerable air quality especially in the context of a people may spend significant amounts growing population. The main cause of of time, for example, schools. The air pollution problems in Bromley arise Council will also seek to use mode from traffic, domestic heating and shift, alternative fuels and other cooking (boilers, gas cookers, stoves), mitigation strategies to reduce restaurants and commercial cooking pollution and carbon emissions across and heating, industrial emissions and the Borough as a whole. These construction. interventions will be developed in detail in the Council’s Air Quality London wide interventions such as the Action Plan review which will be Euro VI standard for heavy vehicles assessing how various air quality will play an important role in improving issues might be tackled most air quality across the Borough.

79 effectively in future years. Some initial Greening the Council’s fleet suggestions for transport led interventions and policies are provided The Council will continue to work in this LIP. towards reducing the emissions from its fleet and those of contractors Anti-Idling working for the Council. In the short term the Council will focus on bringing Idling vehicles are a cause of its fleet up to the 2020 Low Emission unnecessary emissions. The Council Zone (LEZ) heavy vehicle compliant has therefore chosen to participate in standards with some Zero Emission the London-wide anti-idling campaign Capable (ZEC) vehicles introduced whilst funded from the Mayor’s Air where the market has shown them to Quality Fund. As part of this, the be reliable and affordable alternatives Council will, therefore, investigate to compliant Internal Combustion powers to discouraging unnecessary Engine (ICE) vehicles and suitable for idling by taxis, coaches and other their intended duty cycle. The speed vehicles. Anti-idling campaigns will and nature of this will be determined also be developed to offer advice and by the availability and cost of low education, targeting those areas of emission/alternative fuel vehicles for greatest risk, for example delivering the council’s diverse and often education via schools. Such activities specialist needs. Working with the can be used to promote good air Procurement team, commissioners quality practice similar to the Council’s from across the Council will, therefore, work on road safety education, be asked to consider how they could providing education about what ask contractors to innovate towards a families can do to minimise air greener fleet and the aspirational road pollution in the home or on the school map to reducing emissions from the run, including mode choice. Council’s fleet detailed below.

80 Fig. 15 Road map to reducing emissions from the Council’s fleet

Road map to reducing emissions from the Council’s fleet

2019 Ongoing programme of training all council staff driving on council business fuel efficient driving.

2019 Work with procurement to imbed requirements for ULEZ/ 2020 LEZ heavy vehicle compliant and ZEC vehicles in procurement processes

2019 Update of Council contractor waste and street sweeping fleet, allowing integration of lower emission vehicles meeting 2020 LEZ heavy vehicle standards.

2019/20 Pool car fleet will be Hybrid

2019-21 Withdraw from service of non-ULEZ compliant vans

2019-23 Review options to reduce emissions from gritter fleet by new technology and working closely with the Highways contractor

2020s Work with industry to understand the potential for electric and hydrogen

2025 Electric pool car fleet

2027 Update of Council contractor waste and street sweeping fleet, allowing integration of lower emission vehicles

2025-30 Increasing use of electric and hydrogen vehicles in council fleet

2035 Update of Council contractor waste and street sweeping fleet, allowing integration of ZEC (depending upon availability and reliability)

2035 All vehicles working over 50% of their time on Council business will be ZEC (depending upon availability and reliability)

2041 All vehicles working on Council business will be ZEC (depending upon availability and reliability)

81 82 The majority of vehicles operating for the Council throughout the lifetime of the Council are provided by private the contract. contractors; therefore reviewing procurement policies will be essential The Council is committed to in reducing the emissions from those minimising the effects of vehicle use sources. Consideration will be given to upon the environment and encourages the business case for replacing the careful use of resources and best grey fleet operating on Council practice in the operation of its vehicles. business with a hybrid/EV car club In the interests of economy and the alongside measures to promote environment, employees are reminded sustainable travel for work journeys to that Council vehicles should only be staff and to reduce the number of used for essential journeys, with miles driven by staff on Council alternatives such as Oyster cards, pool business. bikes and electric pool bikes promoted to staff as alternatives. If using a In order to support the greening of the vehicle staff are encouraged whenever Council’s fleet, the Council will work possible to combine journeys to with contractors to install charging reduce mileage and emissions. To infrastructure at sites around the reduce car travel by Council staff at borough which supports efficient duty work, the Council will look to introduce cycles and service delivery. The a new and more convenient pool bike Council will work with its partners and service, including electric bike facilities the wider transport industry to follow for staff. developments and to trial alternative fuel technologies and new ways of The Council will seek to work with TfL working to reduce emissions in the to reduce emissions from their fleet in AQMA, targeting the areas of highest the Borough and will lobby to ensure emissions. In addition to the road map, that the introduction of the ULEZ and the Council will continue to educate earlier adoption of lower emission and staff driving on Council business about ZEC bus fleets in Central London do fuel-efficient driving to minimise not lead to fleet redistribution to the emissions and costs as part through its Borough that would negatively impact driver induction process, following the on air quality. The Council will seek to Driver’s Code of Practice as well as lobby TfL to reduce emissions from its promoting staff pool bikes and travel contractor’s fleet operating in the by public transport for work business. Borough at a similar rate to that If resources are available, proposed in the Council’s own consideration will be given to how the greening the fleet road map. Council can work with its contractors to To unlock and bring forward the promote fuel-efficient driving. Savings benefits offered by the London wide will, however, be expected to accrue to requirement for all new taxis and private hire vehicles (PHVs) to be

83 ZEC, the Council will work with TfL to benefit in areas of exceedance. investigate the feasibility of introducing Consideration may also be given to zones where TfL licenced taxis, PHVs expanding these zones to other and AVs in the future must be ZEC vehicle types whose emission and operate in zero-emission mode. requirements are not directly These zones are likely to be focused mandated by TfL depending on the on town centres or other locations with economic impact and need for public high pedestrian footfall and within the vehicular access. AQMA, where they will deliver greatest

84 Fig. 16 Council aspirational road map to reducing emissions from TfL’s & TfL’s contractor/controlled fleet

Council aspirational road map to reducing emissions from TfL’s & Source TfL’s contractor/controlled fleet

2018 All new TfL’s licenced taxis are ZEC MTS zero emissions transport timeline

2020 All TfL bus services in the Borough will meet 2020 LEZ heavy MTS Cleaning the Bus vehicle standards. Fleet

2020-2030 TfL’s & TfL’s contractor fleet show a continual reduction in Council lobbying emissions and TfL does not move or allow to move higher emission vehicles to the Borough as a result of tightening emission standards elsewhere in London.

2020/21 Withdraw from service of non-ULEZ compliant vans on TfL Mirrors Council’s road Business in LB Bromley map action

2019-23 Review options to reduce emissions from TfL’s gritter and Mirrors Council’s road other vehicle fleet by new technology. map action

2023-2028 Work with TfL to investigate the feasibility of introducing and MTS proposal 35 expanding areas where TfL licenced taxis must be ZEC and operate in zero emission mode. If possible apply to all taxis, PHVs and AVs.

2025-30 Increasing use of electric and hydrogen vehicles operating in Mirrors Council road map the borough in TfL’s fleet, TfL contractor’s fleet and TfL action licenced taxis.

2025-30 All TfL Bus Services in the Borough to be as a minimum MTS cleaning the Bus hybrid and preferably electric or hydrogen. Fleet

2035 All vehicles working in the Borough over 50% of their time on Mirrors Council road map TfL business will be ZEC (depending upon availability and action reliability)

2041 All vehicles working in the Borough on TfL business will be Mirrors Council road map ZEC (depending upon availability and reliability) action

85 EV Charging Infrastructure lamp column charging infrastructure, which can be delivered cheaply with Whilst mode shift to more efficient no need to reserve space on-street. modes of transport is central to delivering an efficient, low carbon To ensure that charging infrastructure transport network, private vehicles will is provided with new homes in the remain necessary for many journeys in Borough, policy 30 of the Local Plan the Borough that cannot be made by requires 1 in 5 car parking spaces to other modes. However, in order to be provided with electric vehicle reduce the impact of these, the charge points. This includes active Council will support measures to provision, with charge points and facilitate the adoption of alternative passive provision with ducting ready fuels. for future demand when units could be easily installed. The Council is a member of the Source London network and will work The Council will also continue to work with Bluepoint London to continue to with the London Taxi Drivers roll out electric vehicle charging Association (LTDA) to develop infrastructure. Whilst the main focus proposals for the introduction of has primarily been focused on High charging infrastructure exclusively for Streets and town centres, access to taxis and that has already resulted in charging infrastructure at home is the provision of a fast charging point at recognised as a vital consideration for the main taxi rank in Bromley town many purchasing an electric vehicle centre, the second Borough in London and to help reach that tipping point in to do so. Exclusive charging the shift from fossil fuels powering the infrastructure is necessary to give private car and van to electric. Whilst drivers confidence that they will be those with off-street parking are able to able to charge their cab when they purchase a home charger using a need to and contribute to the gradual Government grant, residents without conversion of London’s taxi fleet to access to off-street parking currently ZEC. find charging at home difficult if not Working with the BIDs throughout the impossible. Many of the residencies in Borough, the Council will seek to the AQMA do not have off-street provide local businesses with parking and the streets within the area information about how they can reduce experience high demand for on-street their transport emissions, through parking. Consideration is, therefore, reduced vehicle mileage and a switch being given to the provision of both to active and public transport for staff standard chargers as part of the travel, freight consolidation, and the Source London network in locations introduction of cleaner vehicles into that are convenient to a wide their fleets. Where there is local catchment of residents, as well as support the Council may look to

86 introduce low emission car club vans terms of other transport objectives to allow businesses to switch to low because the area also suffers from emission vehicles without significant collisions and severance created by capital expenditure. the gyratory around Elmers End Green, in addition to a generally poor In order to support the adoption of EVs quality public realm. Consideration will, by businesses, visitors and taxis, the therefore, be given to removing the Council will work with TfL to identify gyratory, reducing severance to locations for rapid charge Elmers End Green and the shops to infrastructure to be installed as part of create a new public space and TfL’s GULCS funded rapids improvement of the cycling and programme. To encourage businesses walking routes to the station/tram stop. to switch to ULEVs the Council will Funding for this major project is not yet seek to introduce rapid charge identified, however, any scheme would infrastructure in town centres where need to be transformational and there are high concentrations of retail support other LIP priorities for the businesses and at Strategic Industrial Borough such as delivering a vibrant Locations and Locally Significant and thriving area. Industrial Sites. The Council has less control over the The Council will also require all car Bromley town centre focus area clubs (excluding vans) introduced in because the areas of highest the Borough after 2020 to be petrol concentration within the focus area are Hybrid as a minimum and along the A21 which is part of the consideration will be given to TLRN and therefore the responsibility introducing fully electric car clubs of TfL. The Council will, therefore, within the AQMA if there is market work on proposals to reduce the need interest and suitable funding is to drive to the town centre and reduce available. the severance for cycles, making it easier to cycle through Bromley Town Area based schemes Centre. It is also intended to lobby TfL The Council will focus area based to use less polluting buses on routes schemes to improve air quality in the serving Bromley town centre. AQMA, these will consist of a range of Additionally, the Council has already measures to reduce trips by car, submitted a bid to the Mayor’s Air change vehicles to cleaner fuelled Quality Fund for a Low Emission vehicles and absorb pollutants. Neighbourhood in Birkbeck village. Elmers End and Bromley Town Centre Birkbeck village is in Bromley’s Air both within the AQMA have been Quality Management area, and is identified as an Air Quality Focus bounded by A213 and A214; it is one Areas by the GLA. Elmers End is a of the densest residential areas in particular priority for the Council in Bromley including Stewart Fleming

87 Primary School, within the village. The LEN is 1km from Elmers End Air Where any infrastructure Quality Focus Area and will contribute improvements are implemented, the to improved air quality there which impact on local flora and fauna will be seeks to reduce rat-running, improve considered, particularly where it is in the routes to Stewart Fleming School proximity to environmentally sensitive and improve the air quality both within areas. the village and on the surrounding A213 and A214 corridors. SUDS (Sustainable Urban Drainage Systems) see London Green infrastructure see London Borough of Bromley Local Flood Risk Borough of Bromley tree management Management Strategy, August 2015 for further strategy 2016 – 2020 for more details about details about the flood risk and mitigation tree management and planting policies measures in the Borough

The Council’s arboriculture strategy, Bromley has experienced severe ‘London Borough of Bromley tree flooding in the past and whilst work management strategy 2016 – 2020’ has been undertaken by the Council, sets out in detail the Council’s our partners and others, the risk of approach to managing its extensive flooding will continue into the future. In tree stock. Street trees are a vital part fact, the probability of flooding will of the Borough’s streets and provide a increase in the future and may affect diverse range of benefits including areas not previously directly affected carbon and pollution capture and by flooding, as a result of factors such storage, a role in Sustainable Urban as: Drainage Systems (SUDS),  Urban Creep (infill shade/shelter and attractive development and loss of green streetscape. As part of transport space), (However the Council infrastructure projects, the Council will has already taken action to seek to retain and undertake mitigate these consequences maintenance of existing street trees to through the Council’s Local improve the quality of the stock, as Plan Policy 116 that requires well as seeking to plant new trees, all developments to seek to making a contribution to capturing incorporate Sustainable Urban pollutants and rainwater. Drainage Systems (SUDS) or demonstrate alternative The Council will also look to undertake sustainable approaches to the a trial of new green infrastructure, such management of surface water as trees and green walls around as far as possible schools in the AQMA and alongside  Ageing Infrastructure corridors with the highest (increased pressure on concentrations as a means of natural drainage systems and other emissions capture. infrastructure designed for

88 different levels and patterns of viability of infiltration to subsoil which use and in deteriorating will be undertaken where possible and condition). scheme designers will remain open to  Population Growth (denser innovative urban surface water populations mean the impact management strategies’ (i.e. water of a flood for a given area will gardens, linear swales etc.) These impact upon more people). measures will also enhance the public realm and improve air quality through  Climate Change causing enhancements to urban greening increased storm frequency and . intensity The maintenance requirements of any SUDS measures introduced will be Due to the clay-based nature of the sub-strata in the north of the Borough, factored into the design and costing of infiltration based SUDS is unlikely to every new traffic scheme. be feasible in these areas. However, Consideration will, therefore, be given any reduction in the amount of to involving communities in the care of rainwater reaching the surface water green infrastructure, giving them a drainage system is helpful and the stake in their areas thereby ensuring a inclusion of SUDS within the high standard of care. This may utilise Borough’s transport schemes has the the highly successful ‘Friends of’ potential to raise public awareness of groups active elsewhere in the flood risk management as a current Borough. and vital issue. To reduce the impact of extreme heat The Council will commit to a SUDS the Council will seek to implement feasibility assessment as part of all green infrastructure that reduces the new traffic schemes where civil urban heat island effect as part of its engineering takes place. The type of transport projects. SUDS will depend upon the location and soakage tests to determine the

89 Outcome 4- Borough Objectives

Proposals

 Deliver an anti-idling campaign as part of the Mayor’s Air Quality Fund  Reduce emissions from the Council’s fleet  Consider a zero emission zone for taxis and PHVs  Lobby TfL to reduce the emissions from its fleets operating in the Borough  Deliver EV charge infrastructure to support residents and businesses to switch to EVs  Deliver fast or rapid charge infrastructure for taxis  Introduce new trees and urban greening as part of traffic schemes  Deliver SUDS as part of traffic schemes where appropriate

Objectives

The Council will aim to develop an anti-idling education programme during 2019/20 to be delivered during the three years of the LIP.

In order to support the adoption of electric taxis and PHVs, Bromley will aim to have delivered a number of fast/rapid charge points for taxis in or near all major town centres or at/near all major stations in the Borough by 2022.

By 2022 the Council will aim for no car club vehicles operating from on-street bays to be diesel.

By 2022, the Council will aim for half of car club vehicles operating from on-street bays to be either plug in hybrid or fully electric.

To improve the local environment, the Council will aim to introduce a minimum of 50 new street trees, each year, throughout the three years of LIP 3 as part of Traffic projects, including the strategic cycle network and Liveable Neighbourhood projects.

90 91 Outcome 5: The public transport network will meet the needs of a growing London Challenges and opportunities that provide a good whole journey experience, contributing to mode shift Bromley is served by a range of public and healthy active travel. transport modes, although the level of service and modal mix is not Delivering new connectivity consistent throughout the Borough. More densely populated areas enjoy The majority of the Borough’s rail better access to public transport which services are provided by the rail is more limited in rural areas. As an operator, Southeastern, which is outer London Borough, a number of currently subject to the refranchising destinations are rural in nature with process. The Council has been low PTAL scores, areas which have actively engaged in lobbying and higher levels of car ownership and working with bidders to develop usage. The north west of the Borough, proposals to benefit the Borough and lying closest to Central London, and promote public transport use as part of the Borough’s main town centres, have that process. good transport links to/from outside the Fast services to central London are Borough via the rail network, and very important in providing good westwards to/from Croydon via the connectivity with the Borough, London Tram network. however, the key challenge on these As the current system primarily routes is capacity and overcrowding at provides radial travel opportunities, to peak times. The Kent Route Study has deliver mode shift, investment is identified ways to accommodate required in new connectivity to growth in demand to 2024 however facilitate orbital travel and improve beyond that more radical approaches links to outer London and some areas to ensure the network is efficiently of inner London with significant trip utilised will be required. patterns to/from Bromley. Without this Whilst the fast radial links provided by investment the potential to achieve , the rail network to the Central London mode shift will be limited with many Central Activity Zone (CAZ) are good residents still reliant on private but overcrowded for example Bromley vehicles to make trips that are and Orpington to Victoria and Charing currently inconvenient and significantly Cross, orbital journeys to other longer by public transport. Whilst the destinations in outer London are often Council’s role in developing these difficult and inconvenient. In some modes is as a key stakeholder and cases it is quicker to travel into Central partner of TfL, plus a general London and then travel out again, facilitator, the Council recognises its putting increased pressure on radial key responsibility in delivering streets

92 networks. A further key connectivity employment opportunities in gap is between Bromley town centre Canary Wharf and Canary Wharf /Docklands.  Higher frequency services from Orpington to Lewisham for Providing frequent, fast and reliable onward connection to Canary public transport on key orbital routes Wharf will play an important role in delivering  Intra Borough travel by rail i.e. a mode shift from cars and with it local radial network of high reducing traffic. An important aspect of frequency and fast these proposals will be developing rail/trams/BRT between excellent links from other town centres Bromley’s key town centres to Bromley. This will help support the bringing people to work and future economic regeneration of leisure opportunities in the Bromley town centre’s office quarter Borough e.g. an extension of and to provide access to town centres the tram from Beckenham to to ensure that they remain vibrant and Crystal Palace or new BRT thriving mixed-use locations, with high- services along the A21 corridor quality retail, employment and  Orbital travel around outer residential uses. The Council is looking London on key corridors to the to work with TfL and other industry Borough’s town centres to partners to develop deliverable and support the economic cost effective solutions that offer fast, - regeneration of Bromley in a frequent and convenient public sustainable way and provide transport services at an affordable cost alternatives to the car. for funders. These may include greater  Improved links to North West and more effective use of the existing Kent, potentially via access to rail network to facilitate new journey the Elizabeth line e.g. to opportunities to interchange hubs or Ebbsfleet International and the Bus Rapid Transit (BRT). other facilities proposed around The Council will seek to work with TfL Ebbsfleet. to understand the scope and potential Lewisham is identified in the MTS as of ‘metroisation’, mini radial networks, having an important role as a strategic and BRT to assess which transport interchange which will be enhanced by projects could offer the most cost the Bakerloo line extension. Lewisham effective public transport provides Bromley residents with an improvements on the following interchange to the DLR for onward corridors: travel to Canary Wharf. The extension  Bromley town centre to of the Bakerloo line to Lewisham Lewisham and Canary Wharf/ presents an important opportunity for Docklands to support improved the Borough, in that it will allow for connectivity with the expanding interchange at Lewisham for onward

93 travel to destinations notably south Paramount Leisure Resort on the east and west London. However, the Swanscombe peninsula. current service pattern does not make for convenient turn-up-and-go journeys Delivering more capacity with seamless interchange To accommodate a growing population opportunities. Therefore, in order to and to ensure that rail is an attractive unlock the potential of Lewisham as an mode for individuals to switch from interchange for Bromley residents, it is private cars from ensuring that the necessary to evaluate options for services in the Borough have sufficient higher frequency services from the capacity is key. A significant volume of Borough’s stations to Lewisham. work has been undertaken to The Council, therefore, supports the understand the growth challenge by efforts of LB Lewisham to extend the Network Rail in the Kent Route Study Bakerloo line to Lewisham and would and the Council supports proposals for consider options for a further extension longer, modern walk-through trains to into the Borough where this provides deliver capacity uplifts on the genuinely new connectivity and constrained Victorian infrastructure of capacity. For example, a phase 2 South London’s rail network. Bakerloo Line extension to Bromley In the longer term (after 2024) more North could be acceptable to the radical steps need to be taken to Borough if it contributed to improving deliver more capacity which the connectivity on one or more of the Council argues should be through identified corridors. higher frequency services providing a Given its location as an outer London clock face timetable and consistent Borough, connections with the wider stopping pattern on the South Eastern South East region are important in metro network. order to reduce car trips into the Borough including a reduction in the Trams negative effects of rail heading. As The north-west of the Borough is journeys from Bromley to North West served by London Trams to Kent are often slow and circuitous, the Wimbledon and the tram network Council therefore supports proposals , , provides an important orbital link from from the Kent Route Study for a direct Croydon and Wimbledon town centres service between Bromley and as well as employment opportunities in Ebbsfleet International. Improving outer London. The Council will connectivity on this corridor by rail will continue to work with TfL to support importantly act to reduce car higher frequency services that deliver dependency in this part of Kent and the Trams for Growth strategy. open up employment and leisure opportunities, including the proposed TfL is proposing to invest in the double tracking of the Elmers End branch and

94 adding a second platform at Elmers Buses and Express Buses End, to improve reliability, journey times and, eventually, increased Buses form an important part of the frequencies. This significant Borough’s public transport network investment in the tram network is and could be further developed, welcomed by the Council, although incrementally, based on changes in only forms part of the investment demand. The Council, however, needed to increase capacity on the wishes to work closely with TfL to Tram network identified in the Trams develop the network and new and for Growth strategy. innovative bus services.

The Council will, therefore, continue to The MTS identifies a potential orbital work with TfL to understand where it express and limited-stop bus corridor can help to deliver the full Trams for between Beckenham and Growth strategy to achieve higher Bexleyheath, which connects with the frequency services from both Elmers London Tram network at Beckenham End and Beckenham Junction and Junction. Development of this corridor provide improved interchange with as a limited-stop, high frequency and metro rail services at both of these high quality bus service, therefore stations. Delivering a high quality potentially makes a valuable interchange between tram stops and contribution to improved orbital travel future orbital express and limited-stop in south-east London if integrated with bus corridor stops (see Buses and the tram network, in terms of both Express Buses for further details will timetables and infrastructure. As this enhance quality of the orbital transport corridor proposal is developed, the network and provide new opportunities Council will seek to work with TfL to for travel to destinations in Bromley understand whether there is a case to and enable visitors from out of the extend the corridor to provide Borough to avoid car use and support interchange opportunities with the the vibrancy of the Borough’s town Elizabeth Line at Abbey Wood. The centres. Council will, therefore, work with TfL to develop the infrastructure required to Improving links to Crystal Palace provide high quality, reliable service on remains a priority and would support this corridor. the proposed regeneration to Crystal Palace Park detail. An extension of the To support the development of the tram network is one option for Biggin Hill SOLDC and reduce car achieving this. Although further dependency the Council will work with appraisal of options including TfL to improve bus reliability through metroisation are required to determine the Keston Mark junction. However, whether tram remains the optimal this should not be seen isolation and option for this corridor. should be developed as part of a wider package of enhancements to bus

95 services to Biggin Hill. This could What is Biggin Hill Strategic include the introduction of express or Outer London Development limited-stop bus services to the Centre (SOLDC)? SOLDC could act as rail feeders to help minimise car-borne trips that the Biggin Hill Airport has been employment growth in this area will designated a SOLDC. The SOLDC create. concept seeks to support the growth of business and employment In the south of the Borough around opportunities beyond central Biggin Hill and Downe for example, London. This involves realising the buses are the only form of public potential of such locations to transport and are often infrequent and develop their specialist economic therefore do not offer an attractive growth. The exact nature of the alternative to car use. Furthermore, Biggin Hill SOLDC is still under some of these routes have development but minimising vehicle longstanding bus reliability issues and trips is a priority in its planning. do not run on Sundays or Bank Holidays, contributing to higher levels of car trips because no alternatives are service to serve these markets, for available. Enhanced weekend and example, demand responsive bank holiday services and frequencies transport. This may be suitable for for routes that do run should be enhancing connectivity from the South considered to both deliver mode shift of the Borough to/from neighbouring and open up Biggin Hill and Downe as villages in Kent. leisure destinations, supporting A recent piece of TfL research into bus accessibility to, for example, the new services to London’s hospitals Biggin Hill Memorial Museum. identified a connectivity gap in the bus Too often the low number of users in network between the Princess Royal rural locations results in stops in these University Hospital, Orpington and locations being missed to recover time West Wickham. Closing this due to delays in the more congested connectivity gap has been a long term urban areas. The Council will work aim of local stakeholders and the with TfL to ensure that TfL’s reliability Council will work with TfL to identify procedures do not act to discourage ways to improve this situation, cost- bus usage in areas where there are effectively. limited alternatives to the car. A further area the Council wishes to In areas of the Borough where explore is the provision of additional densities do not make traditional bus new school bus routes to support services economically viable, the independent travel and reduce school Council is keen to see the run trips and support the target set out development of new types of bus in Outcome 3 for travel to school mode

96 share. Furthermore, by embedding the has been the partnership working with use of public transport from a young TfL to introduce the new 684 route age, children are more likely to make from Orpington to Charles Darwin smarter travel choices as they go School. through life. A recent notable success

97 Copyright Transport for London Station Access repair facilities or in cases of sufficient demand lockable hubs The Council has a key role in  Improved signage to ensure facilitating sustainable transport stations are locally integrated access to stations to reduce car-based  Improved connections between trip stages and parking pressures stations and tram stops to around stations. Cycling and walking facilitate orbital travel via out of will play an important part in reducing station interchange car-based trips to stations and provide active trip stages where residents are Stations will be prioritised on the basis able to achieve their 2x10 minute of strategic fit alongside other projects sessions per day of physical activity. A such as Quietways and DfT funded number of the Borough’s stations are Access for All, station usage and on the Quietways network or routes potential for mode shift to sustainable proposed in Outcome 1 of this modes. Likely priorities for the three document. years of LIP3 are

The Quietways network will serve a  Kent House- linked to Quietway number of stations, importantly  Lower Sydenham- linked to providing links between different lines, Quietway thereby contributing to improved  New Beckenham- linked to destination accessibility for residents. Quietway The Council will seek to maximise the  Clock House- linked to the investment in the strategic cycle Beckenham Road LIP funded network by working with the rail corridor scheme industry on supporting measures at  Shortlands- as part of a stations on the strategic and local Liveable Neighbourhood cycle network, such as:  Elmers End- supporting TfL investment in the tram  Improved public realm around branch/stop stations, ensuring that stations act as gateways to the areas A key intervention for promoting they serve. These will be cycling to stations and increasing exemplar projects for the cycling trip stages are high-quality Council and include tree cycle hubs to safely and securely park planting, shade and shelter, cycles. Twenty five of the twenty six integration between modes, use stations in the Borough have some of high quality materials and be form of cycle parking facility. These designed to offer a safe and vary in quality but in the majority of secure experience for all users. cases whilst these facilities are  High quality covered cycle functional, a number no longer meet parking, covered by CCTV with passenger expectations and would benefit from renewal/replacement.

98 Recently Bromley Council has segregation to continue the invested in improving the facilities and development of the strategic cycle capacity available at Bromley South network in the Borough once the and has delivered high-quality secure Quietways are completed. Of particular hub facilities at Elmstead Woods and importance is the Borough’s busiest Orpington. station Bromley South, with over 8.5m entries/exits in 2016/17. The location Going forward the Council will seek to of this station in Bromley town centre deliver upgrades to cycle parking at means that it is close to some of the key stations where there is good most congested roads and junctions in potential for cycling or are on a cycle the Borough. It is also located within route. Where demand is sufficient the the Bromley Town Area Action Plan Council will look to deliver lockable area, designated for the delivery of secure hubs alongside free facilities, significant housing growth and within providing residents with a choice. At the Bromley Opportunity Area as lower footfall stations provision will still designated in the London Plan. These be high quality and whilst perhaps not pressures mean that facilitating having lockable compounds, it will still efficient use of highway space to be monitored by CCTV and be access the station is essential to designed to reduce thefts from the delivering a public transport network to start. These will also incorporate meet the needs of a growing London parking for larger cycles and if possible and Bromley. appropriate parking for electric bikes. The Council therefore sees a major Delivering projects at stations is opportunity for cycle to rail trips to complicated by the ownership Bromley South station by providing a structure of land adjacent to rail segregated cycle facility alongside the facilities, which generally belongs to A21 with safe and easy to use Network Rail and is leased to the junctions for cyclists. This facility would respective train operating company need to be delivered in partnership (TOC). However, via successful with TfL because the A21 is a TLRN partnership working, the Council has road. Within TfL’s strategic cycling already demonstrated how these analysis the A21 is identified as a improvements can be delivered and medium priority connection and as a through partnership working with the key project within the Council’s cycle rail industry, it has been possible to strategy. The opportunity should be obtain third party funding, which the taken to use land value capture Council expects to continue, going mechanisms from development in the forward. town centre to contribute to the project alongside TfL and Council funding. As detailed in Outcome 1, the Council This link could also be designed to intends to develop a network of cycle serve Bromley College, promoting routes on quiet streets or with

99 active travel trips to this key education access employment and leisure, when centre for the Borough and wider south considering the provision of facilities at east London. stations, the needs of visitors to the Borough arriving by train or light rail In addition to cycling, walking has an will also be included. important role to play in station access and shifting trip stages away from car Station upgrades use and making travel by public transport a more attractive option as As gateways to the rail network, part of the whole journey experience. stations are vital facilities for residents The Council will therefore seek to but often the Borough’s stations are in make access to stations easy and need of refurbishment and cannot attractive by foot, to contribute to cope with the demands now placed on improving the whole journey them. If sufficient capacity is not experience. This will involve delivering provided, then not only will safety be attractive station forecourts and public compromised, but journey times will be spaces, creating a welcoming increased due to increased dwell time. entry/exit to the station with the public The Council is therefore keen to obtain realm and station acting as a gateway investment into its stations from TOCs to the Borough. Beyond this, the and the DfT as well as TfL for TfL Council will seek to deliver walking managed London Overground environments that facilitate and stations. promote efficient convenient and Providing sufficient space at stations is accessible interchanges between key to running a high capacity metro modes, making journeys public network with effective interchanges. transport easier and more attractive The Kent Route Study identified options for travel. The Council will also Bromley South and Beckenham seek to deliver and safe and Junction as requiring capacity convenient crossings on the approach enhancement work. Bromley South to stations to help communities access has been identified as requiring their station. These projects will vary in intervention during Network Control scale but the Council will seek to work Period 6 (CP6) 2019 to 2024 and with the station operator to seek Beckenham Junction by 2044. The funding from them to improve the Council is keen to see these works appearance of their station alongside take place and will lobby for work at Council investment in access to the both stations during CP6. The Council station and the public space around will also look to identify sources of third the station to create an attractive and party and developer funding for station welcoming experience to encourage upgrades and will work to deliver the use of rail. complementary public realm and Although the majority of reasons for station access improvements where station access are for residents to major station upgrades take place.

100 As well as these transport hubs, the basic facilities such as seating, shelter Borough has 12 small stations (defined and lighting. In some cases, it may be as those with less than 1m passenger desirable for operators to repurpose entries/exits per year). The role of space at the station to provide useful small stations as important to the community and retail facilities to communities they serve was identified improve the offering to passengers in the 2017 London Travel Watch and local residents. report ‘Small stations – too big to forget’. However too often small To achieve this, consideration will be stations fail to live up to passengers’ given to the potential to seek expectations and fulfil their potential developer contributions to make for serving the local community. station improvements where these will contribute to Outcome 8 of the LIP, Recognising the importance of these Active, efficient and sustainable travel stations, the Council will lobby as the best option for travel from new operators to make improvements to developments.

101

Copyright Transport for London The Council is also keen to work with improve the appearance of stations operators to promote community and to act as champions of the service involvement in stations, to help locally.

Outcome 5- Borough Objectives

Enhancing the capacity and connectivity are key objectives for the Borough’s public transport network. Investment needs to provide a reliable and convenient service that allows residents to undertake a range of trips without having to rely on a car and contribute to a reduction in car trips and car mode share. The objectives are split into two main categories, high-level network improvement objectives over which the Council does not have overall control, but works with industry partners to deliver, and secondly, station access objectives which the Council has control over and are therefore more specific.

High level connectivity proposals and objectives by 2041

 Reduced journey time between Bromley town centre and Canary Wharf  Higher frequency rail service on Southeastern Metro services to Lewisham  Reduced journey times between other boroughs and Bromley Borough to support regeneration and economic growth in the borough, including emerging plans for regeneration of Bromley South and Orpington town centre.

These are long term objectives and it is recognised that they will take until 2041 to be fully realised. In the period of the LIP3 delivery plan, the Council will aim to have worked with TfL, Network Rail and other partners to undertake or contribute studies that provide costed options for delivering the above connectivity objectives.

Station access proposals and objectives

By 2022, the Council will aim to have improved walking and cycling access to stations in the borough to reduce short car trips and specifically, the borough will aim to:

 Have 25% of the Borough’s stations served by new or upgraded cycle infrastructure (e.g. routes, crossings and area based schemes)  Have worked with the rail industry to deliver cycle parking upgrades at 25% of Borough stations  Deliver at least 1 secure cycle hub

102 Outcome 6: Public transport will be safe, affordable and accessible to all Challenges and opportunities from Orpington to Victoria with four stations having benefited from funding. The number of residents with mobility impairments is expected to increase by There is a strong local campaign for 9% from a 2010 baseline. Providing an improving access to Penge West accessible transport network is Station because, at present, there is essential to enable these residents to only an entrance to the station from maintain independent lives, a key Anerley Park and no-step free access priority of the ‘Building a Better to the southbound platform. The Bromley’ vision. proposed accessibility scheme would see the old bricked up entrance onto Rail Accessibility Penge High Street reopened and a new entrance from the southbound The Borough has benefited from platform opened onto Meaford Way. In significant funding from the ‘Access for addition to creating step-free access to All Programme’ to make Bromley all platforms reopening the entrance South, Orpington and Crystal Palace onto Penge High Street would support stations accessible. Further investment the ongoing regeneration of the area. It is proposed by the DfT which should would also reduce the distance see Shortlands station made fully between the entrances of Penge East accessible following the installation of and West stations, thereby improving lifts in 2019. Both Petts Wood and St the out of station interchange Mary Cray have also been proposed objective, and opportunities for orbital as Access for All projects, however, rail trips, if supported by a their delivery and funding is now less complementary walking route and certain as they are likely to be public realm improvements between delivered by Network Rail in CP6. The the stations. Council will, therefore, lobby the DfT to ensure that all proposed Access for All The Hayes line benefits from a number projects are completed during the first of stations having level access half of CP6. between the street and platforms, however, the lack of accessible To enhance the range of destinations platform interchanges and out of that residents can reach on the step- station accessible routes are often free Network, the Council will continue long and inconvenient. A priority for to lobby for further Access for All (or improved accessibility on the Hayes similar) funding to make Borough line is therefore at Elmers End, stations fully accessible. At present because of the interchange investment has focused on the line opportunities it offers with London Trams and the bus station. The

103 Council will therefore look to work with Accessibility criteria enable buses to TfL and Network Rail to seek to realise pull up parallel to the kerb and deploy a scheme that can be delivered to the ramp by ensuring the bus stop complement TfL’s investment in tram area is guaranteed to be free of capacity on the branch. parking, there is sufficient kerb height and no clutter is present in the bus The Council will also lobby for boarding and alighting zones. This accessibility improvements at stations means buses are able to pull up to the on the line from Orpington serving kerb, reducing the risk of trips and falls London Bridge, Charing Cross and for people boarding and alighting Cannon Street, in particular, buses. A clear stopping zone also Chislehurst but also others such as means that less sharp movements are Elmstead Woods. required on the approach and exit of the stop reducing the likelihood of in- To add value to Access for All bus falls, supporting the Council’s Zero schemes, the Council will undertake KSI objectives to make the Borough’s audits of the area surrounding a roads safer as set out in Outcome 2. station with the involvement of key access group and stakeholders to Central to achieving this is providing deliver small low-cost accessibility accessible bus stops that guarantee improvements such as the provision of buses access to the kerb, thereby dropped kerbs and the removal of avoiding passengers having to step unnecessary footway clutter that could into the road to board and alight. This impede movement, particularly for minimises the step between the kerb wheelchair users. and bus also enabling ramp deployment for wheelchair users. The When undertaking schemes nearby, Council’s view is that bus stop and where reasonably practicable, the accessibility starts from each Council will also seek to upgrade taxi resident’s home and thus is wider than ranks to make them accessible. the final step, so it is important not to Bus Accessibility deliver bus stop accessibility improvements just in isolation. Buses form a key part of the transport network and serve destinations Whilst the rural nature of many stops throughout the Borough. Providing an means that they are not suitable to be accessible bus network is therefore made fully accessible, the Council will important for enabling the Borough’s work towards 95% of all urban stops residents with mobility impairments to being wheelchair accessible by 2025, travel independently and in accordance with the Council’s duty spontaneously. Providing bus stop under the Equalities Act (2010) accessibility enables a safer stopping However the number of stops in the procedure for buses. The Bus Stop Borough makes this a significant challenge and the Council recognises

104 that this must be delivered in a cost- stops accessible, guaranteeing effective and value for money way for accessibility will require improved public money with low cost and levels of enforcement by both the schemes and ones where there is high Council and Police to ensure that demand prioritised. The Council will, stops are not blocked by other vehicles therefore, seek to include accessibility waiting and loading or parked. improvements of stops and journeys to/from them into other traffic schemes to increase the accessibility of the bus network whilst minimising the disruption of works. The Council will also improve accessibility at stops where a demand is required e.g. where issues have been identified by operators through the Council’s ongoing liaison with them. Other stops which will be a high priority to make fully accessible are those serving railway stations and hospitals, care homes and other health services, again considering the full route. As part of this investment, the Council will seek to work with TfL to ensure that stop location remains optimal and supports demand and bus journey time reliability. The Council will seek TfL support when approaching operators etc. to make their infrastructure accessible.

Beyond this, any further urban bus stops where there aren’t technical or stakeholder challenges and need can be demonstrated, will be made accessible on a rolling basis as funding is made available. The Council will continue to seek that all new urban Bus Stops delivered, at locations it supports, in the Borough are accessible.

It is also recognised that in addition to the physical interventions to make

105 Outcome 6- Borough Objectives

Proposals

 Lobby the DfT to make Chislehurst or Elmstead Woods and Penge West stations accessible  Deliver an incremental and prioritised programme of bus stop accessibility improvements

Objectives

 Ensure that 100% of bus stops at station interchanges and serving hospitals are fully accessible by 2021/22  Work towards 95% of urban stops i.e. those accessed by footways, being wheelchair accessible by 2025Work with Network Rail to deliver Petts Wood and St Mary Cray Access for All by the end of CP6 (2024)  Secure funding from the DfT for further Access for All (or similar) at Chislehurst or Elmstead Woods and Penge West

106 107 Outcome 7: Journeys by public transport will be pleasant, fast and reliable Challenges and opportunities additional resources required to maintain timetables. Improving bus An efficient and reliable bus network is speeds is therefore a Council priority, essential in providing a good public without which the further deterioration transport experience in the Borough in bus speeds will impact upon the and in many areas of the Borough that viability of the network and quality of aren’t served by rail or tram, buses are service. the only form of public transport available. In such cases, they play a Of the Borough’s top 20 busiest bus vital role in reducing car dependency routes in terms of ridership (three year and isolation for those without access average) over 25% are failing to reach to a car. Furthermore, an efficient their Excess Wait Time (EWT) targets. highway network where unnecessary These are all high-frequency routes trips by car are minimised is important carrying significant volumes of for reducing traffic which causes passengers, so any delay has a unreliable journeys and delays to the significant financial cost in terms of lost bus network. time, reduced revenue and resource increase for TfL. Bus reliability Low-frequency routes in the Borough As with many areas in London, mean also suffer from poor reliability, with observed bus speeds have declined in over half of routes failing to reach their the Borough in recent years, with an target for on-time arrival. Many of average decline of 4.7% from 2013 to these services offer the only available 2017. Reductions in speed mean that public transport in some areas and, bus journey times are less competitive therefore, poor reliability has an with cars and increases their adverse effect on residents’ ability to operational costs through the plan journeys which, ultimately, discourages bus use.

What is Excess Wait Time In a number of cases, improvements to (EWT)? key junctions and corridors will benefit a number of routes, however, during This metric applies to high-frequency the lifetime of the LIP, it will be routes and is the additional wait necessary to continue to work with bus experienced by passengers due to operators to understand where there the irregular spacing of buses or are localised issues that impact on those that failed to run compared with service reliability. A number of bus the scheduled wait time between hotspots where bus speeds are low buses. have been identified, primarily at

108 junctions. This high-level analysis of appreciate that locations with higher bus speeds in the Borough has speeds may deteriorate over time and focused on the two lowest speed could be identified at some time in the categories of 0-5mph and 5-10 mph. future for bus reliability improvements. Analysis of higher speeds would More localised issues will be identified include too many roads to be in consultation with bus operators. meaningful. It is also important to

109 Fig. 17 Bus usage and performance analysis

Number of Utilisation % On instances of rank 3yr Average % On EWT Time Route hot spot delay average EWT Time Target Target 176 0 1 0.88 1.3 208 4 2 1.01 1.2 54 1 3 1 1 3 0 4 0.99 1.2 51 2 5 1.41 1.1 321 0 6 1.08 1.3 157 1 7 0.98 1.2 75 1 8 1.1 1 161 1 9 1.47 1.1 119 3 10 1.05 1 197 0 11 0.88 1.1 358 7 12 1.03 1.1 261 3 13 1.29 1 249 1 14 0.56 1 410 1 15 0.92 1.1 227 2 16 1.11 1 417 1 17 0.81 0.9 432 1 18 0.72 0.9 450 1 19 0.88 1.1 194 3 20 0.67 1.1 320 4 21 1.24 1.1 124 0 22 1.27 1.1 269 2 23 1.3 1 289 1 24 73.4 78 314 3 25 77.7 126 2 26 0.64 0.9 61 5 27 80 78 322 1 28 1.49 1.1 R9 1 29 70 160 1 30 80.8 78 162 4 31 79.1 78 336 3 32 79.5 78 273 3 33 68.9 78 353 2 34 81.7 82 367 4 35 72.6 82 R8 1 36 70.9 82 356 1 37 80.1 82 R1 3 38 88.2 82 R10 1 39 71.9 ?

110 R11 2 40 0.68 0.8 R4 1 41 80.6 86 352 2 42 81.8 82 354 1 43 77.9 82 B14 2 44 70.2 78 R2 2 45 88.3 82 138 2 46 78 86 246 2 47 79.3 86 R7 1 48 72.4 86 R3 1 49 81.6 82 R6 1 50 78.3 86 464 0 51 84.2 86 146 2 52 79.3 86 R5 1 53 75.1 82

Fig. 18 Bus speed hotspot analysis

Hotspot Routes Affected Notes Continue to work with TfL to develop proposals to improve bus reliability and support the development of the Biggin Hill Keston Mark and A232 between SOLDC. Consideration should 353, 320, R2, 664, 654, 684 Coney Hall and Locksbottom also be given to enhanced bus service to serve the SOLDC and connect it with rapid public transport services to the nearest railheads.

Investigate interventions measures for the junction of Croydon Road and Elmers End Road. Proposals could be expanded to become an area wide scheme to improve the public realm and improve pedestrian access to buses, trams and trains. Consider the Elmers End 289, 367, 356, 54, 194, 358 removal of the gyratory around Elmers End Green to create a new public space and improve pedestrian access to the shops, this could include making the arm of the gyratory nearest the shops access for deliveries, buses and cycles only to provide buses with greater priority and improve journey time.

111 Crystal Palace Parade/ Anerley 157, 249, 322, 358, 410, 417, Needs further investigation Hill 432, 450, N2, N3, N137 Newlands Park 194, 75 Needs further investigation Schemes have previously been 61, 160, 161, 162, 273, 269, proposed in this location Chislehurst Common 625, 638, 661, N136 however have been unable to be implemented due to issues with the Common. 61, 273, 661, R1 Leesons Hill/St Paul’s Wood Hill Needs further investigation Crofton road from War 51, 61, 208, 353, 358, 654, 684, Needs further investigation memorial roundabout to Station B14, R1, R2, R3, R4, R5, R6, Approach R7, R8, R9, R10, R11, N199

The Council has an aspiration for a transformative public realm The Swan Junction West scheme on West Wickham High 119, 194 Wickham High Street Street that could support delivery of improvements at this location

Proposals for a Liveable Shortlands 227, 354, 358, 367 Neighbourhood are currently under consideration.

A major town centre access 61, 119, 138, 146, 162, 208, Westmoreland Road/ Masons scheme is required for this 246, 261, 314, 320, 336, 352, Hill location that should also 358, 367, 638, N3, N199 improve cycling and walking access to Bromley town centre.

61, 119, 126, 138, 146, 162, Bromley Town Centre Widmore 208, 227, 246, 261, 269, 314, TLRN Road/Kentish Way 320, 336, 352, 358, 367, 638, N3, N199 A major town centre access scheme is required for this 126, 162, 208, 261, 314, 320, Bromley Town Centre High location that should also 336, 358, 638, N199 Street/ Elmfield Road improve cycling and walking access to Bromley town centre.

Whilst a number of schemes have taken place on to reduce congestion on the A224 in A224 Corridor from High recent years, bus speeds Street/Court Road- priory 51, 273, B14, R1, R11 remain low for a 40mph Gardens to Crittall’s Corner corridor. Given the width of the corridor, consideration should be given to allocation for space efficient modes.

112 In order to improve bus speeds and available road space so it is reliability, the Council intends to anticipated that the use of innovative develop proposals to tackle these signal technology at key signalised hotspots and other localised issues junctions will form a key part of the through a range of measures and will projects to enhance bus reliability. On where appropriate submit bids for a more localised level consideration funding from TfL’s Bus Priority can be given to removing parking that Programme. The types of intervention impacts bus reliability and to easing will be determined in a case by case turns at junctions which buses find basis however careful consideration difficult to safely and efficiently will need to be given to the design of negotiate. schemes to ensure that they lock in bus reliability and improvements for As part of the preparation of this LIP, active modes alongside the zero KSI the Council has reviewed the hours of aspiration and road danger reduction bus lane operation and effectiveness objectives and do not lead to increases of existing bus lanes in relation to bus in general traffic capacity that are speed maps provided by TfL. In a quickly ‘back-filled’ through induced number of cases, it is recommended demand. On corridors where the that extended hours of operation, volume of buses is sufficient to warrant including weekends, are considered to it, road space-based bus priority provide more reliable bus journey measures may be considered. It is times throughout the week and reduce also important to ensure that bus traffic volumes at these bus speed hot reliability measures deliver benefits for spots through mode shift. These walking and cycling. proposals will be developed and prioritised alongside operators and TfL The types of intervention that might be with funding expected to come from delivered are naturally limited by bids to TfL’s Bus Priority Programme.

Fig. 19 Bus Lane timing analysis

Times of Lengths of road High level suggestions for review operation

7am to BROMLEY COMMON, 10am Mon Consider off peak and weekend operation to Fri

CRYSTAL PALACE PARADE, Crystal 24 hours Crystal Palace bus station project. Palace - east side,

113 Look to extend bus lane further along the 7am to HIGH STREET, Bromley – north east high street and provide greater signal 7pm Mon side, priority as part of Bromley T/C junction to Sun project

MITCHELL WAY, Bromley - eastern Review design as part of TfL Sherman At any time arm Road project 7am to 10am and CRYSTAL PALACE PARK ROAD, 4pm to Consider off peak and Saturday operation Crystal Palace - south west side 7pm Mon to Fri 7am to Retain and review whether signals should BECKENHAM LANE, 7pm Mon provide greater priority at junction to Sun

7am to LONDON ROAD/HIGH STREET, Retain and review whether signals should 7pm Mon Bromley - east side, provide greater priority at junction to Sun 7am to 10am and Review bus performance in the area upon HIGH STREET, Penge - south west 4pm to completion of the Penge High Street side, 7pm Mon scheme to Sat

7am to Review bus performance in the area upon HIGH STREET,PENGE - north east 7pm Mon completion of the Penge High Street side, to Sat scheme

Operators have asked for this Bus Lane to 7am to be extended northwards, this should be BROMLEY ROAD, Shortlands - north 10am Mon considered. Consider Saturday operation. side, to Fri Review signal priority as part of Shortlands LN scheme proposals.

7am to 10am Mon WIDMORE ROAD, Bromley - south to Retain existing provision side, Fri 10am to 4pm Saturday 4pm to ANERLEY ROAD, Anerley - north east Review after completion of Green Lane 7pm Mon side scheme to Fri

114 7am to 10am and Review the hours of operation as part of a CRAY AVENUE, Orpington. 4pm to wider review of congestion on this section 7pm Mon of the A224 to Fri

The Council intends to work with TfL to Reliability of routes serving Biggin Hill review duplications of parts of bus are a particular issue for residents routes now that the introduction of the given the isolated nature of the area ‘hopper’ fare now makes bus changes with buses providing the only public more viable. The removal of route transport in the area. Reducing duplications can improve bus congestion at Keston Mark junction reliability, and allow the network to and other reliability hot spots in the respond to changing demand within a area will be necessary to improve the restricted resource. It is also important reliability and attractiveness of the bus to reduce bus congestion through town service for residents and visitors to centres to improve air quality. Biggin Hill.

115 Rail reliability and timetabling Effective movement of passengers around stations is a key part of A key Council priority is rail reliability, efficient train dispatch, contributing to as it is vital to give residents the performance. As identified in Outcome confidence in the public transport 5, the Council will lobby the rail network and to encourage mode shift industry and work with partners to to public transport. Reliability is deliver upgrades at Bromley South and especially important for journeys Beckenham Junction to improve where passengers are required to passenger flow, improve safety, make interchanges between services. contributing to reduced dwell time and improved reliability. Whilst the Council has no direct influence over the operation of the The Council will lobby for the delivery railways, it will continue to work closely of a modern metro style railway with the rail industry to seek alongside the important fast mainline enhancements to capacity and services that provide vital links to improvements to reliability. The central London. Improvements to both Council will continue to lobby the rail types of service are important and industry to improve reliability by improvements on one must not impact representing the views of the Council negatively upon the other. The at stakeholder forums and continuing Council is keen to better understand to make the case for metro style what a simplified service pattern could operations where timings and deliver in terms of increased frequency operating practices are optimised to and enhanced reliability. Similarly, the ensure right time departure. Council will lobby the rail industry to produce timetables which reduce Additionally the Council will work with , ‘slack’ and free up additional capacity TfL and Network Rail to maintain the through better asset utilisation. Taking structural integrity of the bridges over this approach will also allow journey the railway. Bromley will also examine times to be reduced by eliminating the possibility of road/rail incursion on unnecessary and wasteful recovery our road network (where a vehicle time which has crept into schedules. leaves the road and intrudes upon or obstructs the operational railway) and Whilst demand is lower for services at identify any preventive or remedial weekends than during weekday peaks, actions which may be necessary. the reduction in frequency to some Consideration will also be given to how stations in the Borough at weekends the Council can work with Network Rail means that public transport is not an to reduce instances of bridge strikes, attractive or convenient option for which cause delays for both rail and leisure travel or those employed at road networks. weekends. The Council will, therefore, lobby for increased weekend frequencies throughout the Borough,

116 ideally with a minimum 4tph service throughout the week. Similarly, as the Night Tube network has shown, late night services are popular where they are provided, allowing people to access employment, cultural and leisure opportunities throughout the city without having to drive or use PHVs/taxis. Given the importance of links to the CAZ, the Council will lobby operators to provide later last trains from central London. However, later services will impact on the time available for maintenance, which must not be compromised if it risks affecting key peak hours services.

Outcome 7- Borough Objectives

Proposals

 Develop bids to TfL’s Bus Priority Programme for schemes to improve bus reliability at identified reliability hotspots  Review hours of bus lane operation to ensure they are fit for purpose to support bus reliability  Lobby the rail industry to deliver a reliable railway and for a modern metro style railway alongside the important fast mainline services

Objectives

The Council will aim to Maintain Excess Wait Time (EWT) annually at less than or equal to 1.0 minutes.

117 118 Outcome 8: Active, efficient and sustainable travel will be the best option in new developments

Challenges and Opportunities are the only viable option. To achieve this some developments may need to fund the linkages from the Bromley’s Local Plan sets out planning development site to the external policies to deliver the Council’s network. transport objectives. Public transport, cars, cycling, and walking are often Developments that generate a used in combination to make journeys. significant movement should be Despite this, peak-time traffic located where the need to travel will be congestion and high levels of car minimised and the use of sustainable journeys remain predominant transport transport modes maximised, with issues. As an outer London Borough, developments located in positions the Council recognises that transport accessible or capable of being made issues also arise from trips through the accessible by a range of transport Borough. In order to mitigate these modes. Where necessary, developers pressures, the Council will frequently will be required to enter into an submit comments on developments agreement to submit and implement close to the borough’s boundaries; in acceptable Travel Plans and Delivery borough development proposals that and Servicing Plans. are likely to have significant transport, implications will be assessed for their Bromley’s Local Plan sets parking impact on all modes of travel. Such standards which the Inspector, through proposals shall be accompanied by a their Report on the Examination of the Transport Assessment which should Bromley Local Plan, has found to be reflect the scale and likely impact of sound. These parking standards reflect the development. For example, the Borough’s diverse geography, assessing the volume and destinations accessibility and destinations of of trips, setting out the impacts of their residents for both employment and development on the local transport leisure. The standards also reflect the network (and strategic road network expectation that developments should where applicable) and propose not result in parking pressures on the appropriate mitigation measures to surrounding road network. The Local deal with the impacts and to integrate Plan standards provide a degree of the development into the cycling and flexibility with each application to be walking network plus provide linkages judged on its merits. In certain cases, to the rail network in order to ensure all the Council has permitted lower levels modes of transport are truly viable of parking than set out in planning travel options for residents to minimise policy though mitigation for example, the scenarios where car-based trips the car-free Orpington Halls

119 development with the supporting car parking spaces in accordance with club and reduced levels of parking at adopted standards that reflect some of the developments in Bromley accessibility limiting on-street parking. Town Centre. Furthermore, the council On-street parking which may create objective is to locate major street environments that deter cycling development to maximise the use of and walking. Developments will be public transport by residents in support expected to detail how they mitigate of the LIP objectives. Furthermore, the any increased demand for on-street Council’s adopted parking standards in parking. Throughout the term of the the Local Plan set maximum parking LIP, it will be used by the Council’s standards in areas of higher Highways team as a statutory accessibility (PTAL) recognising the consultee for planning applications, to transport choice that these areas respond to consultations to limit provide, and are likely to have increases in pressure for kerb space. restrained parking with the use of CPZs restrictions as is consistent with To promote sustainable modes, the approach of this LIP. developments may need to incorporate or contribute to improvements to the The draft London Plan is currently highway network including traffic (Spring 2019) subject to Examination management measures and layout in Public to which the Council is that is designed to provide pedestrians making representations. Bromley’s and cyclists with safe and attractive local plan is developed under a routes, e.g. segregated paths, separate process to this LIP, involving including from each other. These may consideration of conformity with the assist in limiting the impact of the adopted London Plan, the National development and are designed to be Planning Policy Framework and local sensitive to the surroundings as well circumstances. The Housing Strategy as encourage walking and cycling and draft London Plan will be through the provision of suitable considered by future updates of the facilities such as high quality i.e. Council’s Local Plan and Town Centre secure, well-lit and covered cycle Area Action Plans, developed jointly by parking provided in accordance with Transport, Regeneration and Planning the London Plan and London Cycling Policy teams within the Council. Design Standards (LCDS).

Residents of new developments The Council’s proposals throughout should not expect to be permitted to this LIP Outcome 1-7, to reduce car apply for CPZ permits, and where dependency through the development appropriate developers may be of alternatives to car use such as the expected to facilitate and encourage strategic and local cycle networks will car club usage. In areas without CPZs, play an important role in reducing car Bromley’s Local Plan aspires that dependency in new developments. To developments will accommodate ensure that new development is

120 served by these networks, developers for trips where public transport may be required to contribute to alternatives are not available. A providing high-quality links between significant increase in taxi/PHV their developments and the borough’s associated with new development walking and cycling routes. could contribute to congestion through Furthermore, it is the Council’s dead-mileage. Therefore, car clubs are aspiration for developments to be in seen as an important component in sustainable locations, as expressed in limiting the increase in traffic the Local Plan, close to existing associated with development, thereby facilities, where the need to travel contributing to Good Growth. means that they should benefit from good access to public transport, the Where appropriate the Local Plan may benefits of which can be enhanced, require developers to undertake a and car dependency reduced, through Road Safety Audit of their proposals the Council’s proposals to improve as part of a Transport Assessment to active travel access to stations ensure that development is not including walking improvements and creating significant new risks on the delivery of secure cycle hubs. road network for all road users. Reflecting the National Planning Policy The provision of high-quality Framework which points to an overall alternatives to car use, including where need to reduce the use of high- appropriate the introduction of car emission vehicles, Policy 30 of the clubs into new developments, is aimed Local Plan requires 1 in 5 car parking at ensuring that the choice of journey spaces to be provided with electric mode is dictated by the destination. vehicle charge points. Active Car clubs whilst helping to reduce provision, with charge points and private car ownership and use may passive provision with ducting ready also have an important role to play in for future demand when units could be limiting the growth in increased use of easily installed assists in future- taxis and PHV from new developments proofing development.

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

Challenges and Opportunities local Community Infrastructure Levy (CIL) (currently being developed) or S106 Agreements for site specific The Council will work with and lobby matters. Developers in Bromley partner agencies including Transport already contribute to the Mayoral for London (TfL), Network Rail, and Community Infrastructure Levy for Department for Transport (DfT) to Crossrail. To ensure alignment with secure investment in transport the LIP, MTS and more generally with infrastructure for the benefits of the the Healthy Streets approach, the Borough, such as increasing capacity Council will be refreshing its and making improvements to public Infrastructure Delivery Plan. This will transport. This is critical to the be based on the need to prioritise development of the Borough. In investment in active travel and public particular, improvements in public transport infrastructure. The transport connectivity to Canary Wharf interventions in the transport section of and East London to Bromley Town the IDP will mostly be taken from table Centre and commitments to a 3 of this LIP which sets out the long dedicated off-road cycle route along term interventions the Council believes the A21 will support improved are necessary to deliver the objectives connectivity and unlock development of the LIP and mitigate the impact of outlined in Bromley’s Town Centre growth in a sustainable way to 2041. Area Action Plan in a sustainable way. It is also important to recognise that to The Council, working with other ensure residents have a true choice of boroughs and TfL, also intends to transport modes, that the transport explore options for new public investment encompasses both transport connectivity on corridors employment and leisure requirements where growth either in Bromley or of residents. neighbouring boroughs could be unlocked by cross borough transport As previously noted transport and investment. The Council is particularly transport investment is also important keen to understand the potential for in sustaining local facilities as shorter high-end Bus Rapid Transit to improve journeys from the new developments connectivity and support the delivery are inherently more sustainable. housing delivery.

Where appropriate, developments may be expected to contribute towards the cost of implementation of the strategic transport schemes either through a

122 Outcome 8 & 9- Borough Objectives

The Council’s objectives for growth relating to Outcome 8 & 9 are set out in the Council’s Local Plan https://www.bromley.gov.uk/info/1004/planning_policy/153/developing_bromley_s_local _plan

Whilst working towards its targets set out in the Local Pan, the Council will seek to reduce and mitigate the impact of new development on transport networks, including the location of development where the need to travel will be minimised and the use of sustainable transport modes maximised.

A key objective is for new development to promote sustainable modes, and to incorporate or contribute to improvements to the transport network including measures to encourage walking and cycling.

The Council will aim to secure high quality cycle parking in accordance with the Local Plan and delivered to London Cycling Design Standards (LCDS) in new developments.

The Council will seek to mitigate the impact of development by obtaining contributions towards the cost of implementation of the strategic transport schemes either through a local Community Infrastructure Levy (CIL) (currently being developed) or S106 Agreements for site specific matters. Developers in Bromley already contribute to the Mayoral Community Infrastructure Levy for Crossrail.

123 124 Other Mayoral Strategies12 Environment

The Mayor of London has published a The Council has considered the number of strategies which the Council Mayor’s Environment strategy which has taken account during the has informed the approach to development of this LIP. Outcome 4. The Council’s proposals have responded to the Mayor’s Housing Strategy and Draft concerns about flood risk with the London Plan approach to SUDS within transport schemes, set out in Outcome 4. The The Council acknowledges the Council’s proposals for to anti-idling, important link between transport and electric vehicle charging and work in achieving sustainable growth that and around the AQMA and air quality minimises the impact of development. focus areas is intended to respond to The Council’s approach is set out in concerns about Air Quality, as are the detail in its Local Plan and is covered proposals for tree planting, which also briefly in Outcomes 8 and 9 of this LIP. contribute to maintaining and The Housing Strategy and draft enhancing biodiversity. London Plan will be considered by future updates of the Council’s Local Health Inequalities Plan and Town Centre Area Action This LIP aims to provide transport Plans, developed jointly by Transport, choice for residents and visitors to Regeneration and Planning Policy Bromley, offering the opportunity to teams within the Council. choose to walk or cycle, if they wish to. Economic Development This includes promoting active travel to schools, promoting healthy lifestyles The LIP supports the Economic from an early age and reducing Development strategy’s aim to improve childhood obesity. employment and education outcomes, by delivering new connectivity to Cultural Strategy increase opportunities for work and education in the Borough, including There are no specific policies within improving travel options for residents the draft Cultural Strategy that the from other Boroughs to travel to the Council is required to consider as part Borough’s key employment and of this LIP. However, the Council will educational sites. use transport schemes to enhance the offer of town centres in line with the Building a Better Bromley objective of ‘Vibrant Town Centres’. Where appropriate larger schemes may seek 12 Requirement R12: Other Mayoral strategies to enhance and promote the Borough’s are also relevant to LIPs, and boroughs should heritage. have regard to these as they are published.

125 The Delivery Plan

126 or using public transport, for example, Introduction whilst Casualty Reduction and road danger reduction, is primarily to work This chapter sets out Bromley’s towards zero KSIs, schemes will also Delivery Plan for achieving the contribute to feelings of safety and objectives of this LIP. It includes: encourage more people to walk or cycle. Projects will also be designed to  Linkages to Mayor’s Transport offer a matrix-based approach to Strategy priorities benefits realisation, considering how a  A list of potential funding scheme could be enhanced with small sources for the period 2019/20 details or consideration of best to 2021/22; practice to improve conditions for as Long-term interventions to 2041  many modes as possible, contributing  Three year indicative the MTS outcomes. Programme of Investment for period 2019/20 to 2021/22 The programme is set out in Table 1  A detailed annual programme which shows overall programme for 2019/20 headings underneath which key projects/interventions are identified. In Linkages to the Mayor’s many cases, these projects will be Transport Strategy spatially defined during Investment for priorities13 period 2019/20 to 2021/22.

The Delivery Plan was developed to align Bromley’s projects and programmes with the policy framework of the Mayor’s Transport Strategy, the overarching mode share aim, each of the nine outcomes, and the relevant policies and proposals detailed at a local level in this LIP.

Each of the programmes is intended to overcome barriers to travelling actively

13 Requirement R13: Boroughs are required to outline projects and programmes that contribute to the delivery of the Mayor’s Transport Strategy – including the overarching mode share aim, each of the nine outcomes and the relevant policies and proposals – in preparing a Delivery Plan.

127 TABLE 1 - Linkages between LIP projects and programmes and the Mayor’s Transport Strategy outcomes

ode MTS outcomes

m hare MTS s Project / Programme

Safe Clean & Quality

Active Efficient ------: ctive, Improving a efficient and sustainable mode share No 1 No 2: No 3: No 4: Green No 5: Connected No 6: Accessible No 7: & Nos 8 9 Sustainable Growth /Unlocking

Network Reliability

BPP bid development     

Minor bus reliability improvements     

LN Match Funding

LN Match Funding         

Casualty and road danger reduction 

128 Cluster sites and skidding accident mass action  

Speed management and road danger reduction   

Local Neighbourhood schemes     

Carriageway marking reviews  

Local Cycle infrastructure

Local Cycle network development       

Cycle Parking    

Cycle contraflows and small interventions   

Active corridors

Crofton Road phase 2      

Beckenham Road Corridor enhancements       

Walking infrastructure development 

129 Severance reduction    

Healthy routes to schools inc. School Streets and SKC cameras     

Walk London network enhancements   

Public Transport interchange and access

Elmers End access improvements      

Access for All supporting measures   

Cycle Hubs at stations     

Bus Stop improvements   

Parking controls and Kerb space management

CPZs (New/Reviews) and parking at stations  

Individual Parking Assessments (IPAs)   

Car club/EVs initiatives   

130 Scheme development

Advanced planning for future schemes         

Non-infrastructure development   

RS education and Behaviour Change initiatives

Cycle Training & Promotion    

Mode Shift Marketing     

Travel Planning Activities (inc. School expansion programme      support)

SCP support grants   

Road Safety Education    

131 TfL Business Plan14 and more pleasant environment for cyclists and pedestrians with new, In developing and preparing the direct crossings and a new traffic Council’s programme of works (as signal for cyclists crossing between outlined in the Delivery Plan), the Sherman Road and Bromley North Council has considered the Mayor’s Village/North Street, reducing the aspiration to deliver the major projects severance caused by the A21. The in TfL’s Business Plan and the project will also provide more space for milestones associated with these buses leaving the bus stands at projects – including major Bromley North so they can access bus infrastructure associated with Growth stops more safely and easily, which will Areas and Opportunity Areas. improve bus reliability. The Council understands that the general Notably, the Council will continue to performance of the junction should work with TfL to deliver the two cycle also improve. Importantly as part of the routes (currently referred to as scheme, the street environment in this Quietways) proposed for Bromley in part of Bromley North will be improved Appendix 1of the Cycling Delivery with resurfacing, new signage and Plan, 2019-2024 during LIP3 and will refreshed road markings, to commit funding to deliver complement the public realm style of complementary measures and launch Bromley North Village. packages to derive additional benefits from this funding stream. This junction improvement will form an import part of the local cycle route The Council, on the basis of advice proposed from Bromley town centre to received from TfL regarding Grove Park via Sundridge Park which congestion, supports TfL’s investment the Council will seek to deliver during in the A21 Tweedy Road at the LIP3 to unlock the benefits of TfL’s junctions of Sherman Road, East investment in the Tweedy Street and Mitchell Way in Bromley Road/Sherman Road junction. North. This scheme will create a safer

14 Requirement R14: When preparing their LIPs, boroughs are required to take into account the major projects and investment in all modes of transport, as well as the investment in the road network that may impact on their borough, as set out in the TfL Business Plan.

132 Sources of funding15 year basis for the delivery of the two Quietway cycle routes proposed in Table 2 identifies potential funding Bromley, which are outlined in TfL’s sources for implementation of Cycling Action Plan. Bromley’s LIP3, including the anticipated level of LIP funding The Council has submitted a bid to TfL allocation from TfL, contributions from for the SSRBV Liveable the Council’s own funds, and funding Neighbourhood for £2.4m of the from other sources Mayoral and third anticipated total £3.5m cost (£4.9m party sources. with 40% contingency) and for the Birkbeck Low Emission Neighbourhood The key source of funding is the LIP for £285k of the total estimated value Formula funding Corridors & of £570k. The Council is intending to Supporting Measures allocation. provide match funding for both of these Figures provide by TfL indicate that schemes if successful using a Bromley will receive £2.076.1m in each combination of LIP, S106 and Council of the three years of the LIP3 delivery resources in terms of both funding staff plan. An allocation of £100k Local time. Transport Initiatives is also expected to fund local transport priorities. The The Council will continue to appraise Council will look to submit bids to the the viability of other GLA funding Bus Priority Programme as schemes to streams such as the Good Growth fund address bus journey time reliability where these can support the delivery issues identified in Outcome 7 are of the LIP and Building Better Bromley developed. objectives. Through a combination of CIL funding Additionally, it is anticipated that funding will be confirmed on a and Section 106 (S106) the Council year on will seek contributions from developers to pursue local objectives and mitigate the impact of new development in a sustainable way. Due to the nature of 15 Requirement R15: Boroughs are required to the housing market, and a large identify all interventions that are intended to be wholly or partly funded using LIP funding in the number of units anticipated to be borough’s Programme of Investment. delivered on ‘windfall’ sites the sums Boroughs should identify the proposed funding available from developers via S106 source for each of these interventions, ie how much is from LIP funding allocations and how agreements are uncertain. The Council much comes from other sources (for example, is currently working towards its second the council’s own capital and revenue sources, Section 106/CIL contributions, or other sources stage of CIL consultation namely the of TfL/GLA funding, such as Growth Areas). Draft Charging Schedule. As part of

133 the evidence base to establish the health and education as well as funding gap requirement of developing transport. In due course, the Council a local CIL the Council is also updating will investigate how the Neighbourhood the Infrastructure Delivery Plan from element of a local CIL (15% of CIL which a Reg. 123 list is devised and is contributions) could be used to the basis for charging and allocating contribute to support smaller local CIL funding to projects once the CIL is projects that provide benefits to adopted later in 2019. However it must communities where development is be realised that Borough CIL is located. required to fund a number of local infrastructure requirements including

134 TABLE 2 - Potential funding for LIP delivery

2019/20 2020/21 2021/22 Total Funding source £k £k £k £k

TfL/GLA funding

Local Transport Initiatives £100k £100k £100k £300k

LIP Formula funding –Corridors & £2,076.1k £2,076.1k £2,076.1k £6,228.3k Supporting Measures

Discretionary funding (See 3 Year £1,033.8k £2,931.8k £2,786.6k £6,752.3k Programme)

Strategic funding £180k £105k 0 £285k

GLA funding 0 0 0 0

Sub-total £3,389.9k £5,212.9k £4,962.5k £13,565.6k

Council funding

Capital funding 0 0 0 0

Revenue funding £10k £10k £10k £30k

Parking revenue £40k £40k £40k £120k

Sub-total £50k £50k £50k £150k

Other sources of funding

135 S106 189 50 ? 239

CIL ?** ?** ?** ?**

Sub-total 189 50 0 239

Total £3,628.9k £5,312.9k £5,012.7k £13,954.6k

* The Borough is currently working towards its second stage of CIL consultation namely the Draft Charging Schedule. As part of the evidence base to establish the funding gap requirement of developing a local CIL the Council is also updating the Infrastructure Delivery Plan from which a Reg 123 list is devised and is the basis for charging and allocating CIL funding to projects once the CIL is adopted later in 2019.The Borough is currently finalising its Infrastructure Delivery Plan which will be the basis for charging and allocating CIL funding

136 Long-Term interventions to population growth and provide new 204116 connectivity to contribute to achieving the Council’s 2041 mode share target.

In the medium, to long-term, the Larger projects on the Borough’s Council believes that a number of streets and TLRN are also included. significant, but currently unfunded These are projects that the Council projects will be required to deliver the believes will play a key role in Council’s mode share targets to 2041 delivering mode shift, for example, the and other aspirations. Many of these strategic cycle network, but are outside projects are outlined throughout the the scope of the LIP formula funding. LIP and are listed in Table 3 below, Continuing development and provision with indicative costs, funding and of funding for the strategic cycle uncommitted timescales. network is vital in order to provide good quality cycle routes around the These projects represent the larger Borough; these will be supported by interventions that will be essential to local routes and neighbourhood providing high-quality alternatives to schemes. car use. A number of these projects are major public transport investments, however, in many cases, they are not modally specific and, instead, the Council will take a flexible approach to understand the needs and develop proposals that deliver real benefits and offer good value for money. Many of these projects, for example, improvements to connectivity between Bromley town centre and Canary Wharf/ Docklands, are long-standing ambitions, which the Council believes need to be reconsidered in order to deliver the capacity on rail network serving the Borough to cater for

16 Requirement R16: Boroughs are required to provide a list of potential schemes up until 2041, together with a short explanation of the reasons for their inclusion in the Delivery Plan.

137 TABLE 3 - Long-term interventions up to 2041

Project Approx. Indicative cost Likely funding Comments date source

Streets inc. Walking, Cycling, Bus reliability and Road Safety

Shortlands, 2019-2022 c. £5m Liveable A bid will be Ravensbourne Neighbourhoods submitted to TfL for and Bromley and Council match the 2018/19 round of Better Villages funding. Potential Liveable Liveable for a bid to RDG for Neighbourhoods Neighbourhood funding for a station funding. This project cycle hub. Also builds upon the compliments TfL Lower Sydenham to investment in the Bromley Quietway Lower Sydenham to Bromley Quietway.

Keston Mark 2019-2022 £1m+ TfL TLRN funding, This junction is junction TfL Bus Priority highlighted as a bus improvements Programme reliability hot spot, Borough LIP therefore improving contribution, bus reliability is Developer s106 necessary to provide Planning fast efficient links to obligations/CIL Biggin Hill Valley and unlock development of Biggin Hill SOLDC in a sustainable way.

Infrastructure 2019-2022 c. £1m TfL Bus Priority Identification of a enhancements to Programme package of improve bus improvements to reliability and improve bus journey support high time reliability to quality bus Biggin Hill alongside services to the the development of Biggin Hill SOLDC new services to serve the SOLDC.

Local cycle 2019-2041 £12m LIP and Developer Ongoing delivery of s106 Planning routes identified as

138 network obligations/CIL Outcome 1 of this LIp

Strategic cycle 2019-2041 £12m+ TfL Quietways or Ongoing delivery of network excluding similar and routes identified as A21 Corridor Developer s106 priorities in the Planning Borough by TfL’s obligations/CIL strategic cycling analysis.

Segregated cycle 2020-2030 £20M+ TfL and Developer A segregated cycle route on the A21 s106 Planning route along the A21 Catford to obligations/CIL from Bromley Bromley Common Common to SCA corridor Lewisham via Bromley Town centre, delivering one of the connectors identified in TfL’s Strategic Cycling Analysis.

Cycle hub at 2019-2022 £120k DfT & TOC /LIP/ Supports Council’s Beckenham Developer s106 cycle to rail ambitions Junction Station Planning obligations/CIL

Cycle hub at 2019-2022 £120k DfT & TOC /LIP/ Supports Council’s Crystal Palace Developer s106 cycle to rail ambitions Station Planning obligations/CIL

Cycle hub at 2019-2022 £120k DfT & TOC /LIP/ Supports Council’s Shortlands Station Developer s106 cycle to rail ambitions Planning obligations/CIL

Cycle hub at 2019-2022 £120k DfT & TOC /LIP/ Supports Council’s Bromley South Developer s106 cycle to rail ambitions Station Planning and associated with obligations/CIL other town centre enhancements identified.

Realignment and 2020-2030 £1m TBC Improve safety and signalisation of bus reliability Oakley

139 Road/Bromley Common junction

Bromley Town 2020-2030 £3m TfL and Developer Needed to improve Centre junction s106 Planning bus reliability/ enhancements obligations/CIL pedestrian and cycle access to the town centre to encourage mode shift and reduce KSI.

Junction 2020-2030 £1m TfL investment in A junction improvements at TLRN and TfL Bus improvement scheme A21/A232 Crofton Priority Programme tio improve bus Road and A21 journey time Farnborough reliability, supporting Common public transport PRUH hospital. .

Chislehurst Bus 2020-2030 TBC TfL Bus Priority Improve the Reliability Programme performance of buses Scheme through the Chislehurst Area and reduce negative traffic impacts on the area

Elmers End 2020-2030 £5m+ Liveable An area wide scheme casualty reduction Neighbourhoods, to improve the public and regeneration Mayor’s Air Quality realm in Elmers End, scheme funding, LIP to create a new public space and improving cycling and walking routes to the station and reducing collisions in line with Zero KSI aspirations.

Rail/ Light Rail capacity and station enhancements

Provision of step 2019-2024 £4m Access For All (DfT) Ensure NR deliver on free access at previously promised Petts Wood but deferred Station accessibility improvements in CP6

140

Provision of step 2019-2024 £4m Access For All (DfT) Ensure NR deliver on free access at St previously promised Mary Cray Station but deferred accessibility improvements in CP6

Chislehurst or 2019-2024 £4m DfT Access for All Accessibility Elmstead Woods improvements are station required at either or accessibility both of these stations enhancements to improve accessibility on services to/from Charing Cross and Cannon Street which currently have limited step free access compared to other routes in the Borough e.g. the line to London Victoria

Penge West 2019-2024 £3m+ Access For All New step free access accessible (DfT), Developer and entrances would entrance and ‘out s106 Planning provide step free of station obligations/CIL access to all interchange’ platforms of the improvements station and by with Penge East providing new entrances would improve access to the station from Penge High Street and improve out of station interchange with Penge East.

Passenger 2019-2027 £5m DfT, Franchisee, Identified in the Kent capacity Developer s106 Route Study enhancements Planning including an obligations/CIL additional entrance at Bromley South Station

Increased 2019-2027 ? New South Eastern New rolling stock to

141 capacity on South Franchisee increase capacity as Eastern services recommended in the serving London Kent Route study is Victoria, Charing expected as part of Cross and the new Cannon Street Southeastern franchise although higher frequencies as part of metroisation are sought in the longer term

Additional 2019-2022 £9,000,000 TfL/ Developer s106 capacity on Planning Elmers End obligations/CIL Tramlink branch

Additional 2020-2030 ? TfL/ Developer s106 Scope of capacity on Planning interventions is yet to Beckenham obligations/CIL be determined Junction Tramlink branch

Passenger 2030-2041 £3m+ DfT, Developer Capacity issues capacity s106 Planning identified in the Kent enhancements obligations/CIL, Route Study and upgrades to Franchisee Beckenham Junction station

Public transport connectivity

Improvements to 2022-2030 £250m+ DFT via Rail A feasibility study connectivity Network needs to be between Bromley Enhancement undertaken to town centre and Pipeline (RNEP), establish value for Canary Wharf/ TfL, CIL, Bespoke money deliverable Docklands LVC options for improving connectivity on this corridor including DLR, London Overground or other suitable rail/light rail.

Beckenham to 2022-2030 ? TfL Identified in the MTS Bexley express and requires further information from TfL

142

bus to understand costs and delivery timeline

Higher frequency 2022-2030 ? Developer s106 Work with LB services from Planning Lewisham and TfL to across LB obligations/CIL, appraise options for Bromley to LB Growth Fund all types of transit to Lewisham improve orbital strategic connectivity. Potential interchange for integration with proposals to improve services on the Bromley North branch.

South London 2022-2041 Feasibility study Work with TfL to Metro/ needed to understand what Metroisation to determine scope projects could be support improved delivered under orbital travel ‘metroisation’ to improve orbital transport in outer London and how these support Council priorities from Outcome 5.

Development of 2022-2041 ? TfL, Developer s106 The Council is keen BRT corridors to Planning to explore the improve intra- obligations/CIL potential for BRT to borough deliver new connectivity connectivity at a between key lower cost than Light Borough Rail. This could destinations, support connectivity stations and town along new corridors centres in outer London, supporting Outcomes 8 and 9 of this LIP3.

Improvements to 2022-2041 £200m+ if tram TfL, Developer s106 Feasibility study of public transport Planning proposals for a tram on the Crystal obligations/CIL, extension from Delta Palace to Bespoke LVC Junction to Crystal Beckenham palace or corridor e.g. Tram metroisation of extension to services from Crystal Palace Beckenham Junction

143

and West Croydon via Crystal Palace

Improved 2024-2041 ? DfT Draft Kent Route connectivity with study proposed a North West Kent Bromley South to inc. proposed Ebbsfleet Bromley South to International service Ebbsfleet which would act to International open up new service employment opportunities, support the Council’s economic regeneration and reduce car trips into London

Bakerloo Line Beyond £1,000,000,000 ? The Council would southern 2030 need to understand extension phase 2 how a further extension of the Bakerloo line beyond Lewisham could offer genuinely new connectivity against the priority connectivity corridors outlined in outcome 5 of the Council’s LIP3

144 Three-year indicative Programme of Investment17

The Three Year indicative Programme of Investment has been completed in the table 4 below.

TABLE 4 - Three-year indicative programme of investment for the period 2019/20 to 2021/22

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

London Borough of Bromley Programme budget

TfL BOROUGH FUNDING 2019/20 TO 2021/22 Allocated Indicative Indicative 2019/20 2020/21 2021/22

Local transport initiatives 100,000 100,000 100,000

CORRIDOR, NEIGHBOURHOODS & £2,076.1k £2,076.1k £2,076.1k SUPPORTING MEASURES

Network Reliability 55,000 55,000 55,000

Liveable Neighbourhoods Match Funding 45,000 465,000 435,000

Casualty and road danger reduction 324,000 406,000 291,000

Local Cycle infrastructure 252,100 242,100 362,100

Active corridors 443,000 - -

Walking infrastructure development 245,000 203,000 203,000

Public Transport interchange and access 195,000 195,000 220,000

17 Requirement R17: Boroughs are required to produce a costed and funded high-level indicative Programme of Investment that covers, by year, the three-year period 2019/20 to 2021/22.

145 Parking controls and kerb space management 150,000 145,000 145,000

Scheme development 59,000 57,000 57,000

RS education and Behaviour Change initiatives 408,000 408,000 408,000

Sub-total £2,176.1k £2,176.1k £2,176.1k

DISCRETIONARY FUNDING £1,033.8k £2,931.8k £2,786.6k

Liveable Neighbourhoods N.B. this funding is 148,875 458,875 1,786,625 based on the bid submitted to TfL in November 2018 and is subject to TfL approving the bid

Principal road renewal 0 1,000,000 1,000,000

Bridge strengthening 885,000 1,473,000 TBC

Traffic signal modernisation TBC TBC TBC

Sub-total £3,209.9k £5,107.9k £4,962.7k

STRATEGIC FUNDING £180k £105k £0k

Bus Priority proposals being developed in TBC TBC TBC discussion with TfL based on analysis in Outcome 7 and TfL analysis

Borough cycling programme awaiting TBC TBC TBC confirmation of funding to be allocated to complete the two routes proposed for Bromley as reiterated in TfL’s Cycling Action Plan

Mayor’s Air Quality Fund- Bromley is N/A N/A N/A participating in the Pan London Idling Action Project which funding has been bid for jointly so cannot be listed at a Borough level here.

Low Emission Neighbourhoods N.B. This £180,000 £105,000 0 funding is indicative and is based on the Low

146 Emission Neighbourhood bid submitted to TfL in January 2019 and is subject to TfL approving the bid

Sub-total £3,389.9k £5,212.9k £4,962.5k

All TfL borough funding £3,389.9k £5,212.9k £4,962.5k

Programme 2019/20 2020/21 2021/22

which relate to particular improvement Supporting commentary the Council will make. for the three-year For larger schemes, the Council will 18 programme aim to take a co-development approach working with key The Council is expecting an allocation stakeholders and communities to of £2.076.1K per year from LIP identify issues that affect them. By Corridors Neighbourhoods & doing so it is hoped this will give them Supporting Measures and £100k Local the opportunity to share their local Transport Initiatives for the three year knowledge and expertise and ensure lifetime of the LIP3 to implement the that schemes are solving real local projects proposed within it. This issues that are barriers to the funding allocation is confirmed by TfL outcomes of the LIP. This approach on an annual basis. At a high level the , will see earlier engagement as part of three-year programme indicates where larger schemes prior to design work the Council intends to allocate these and formal consultation with resources. The programme is split into stakeholders, to keep them informed of ten sub-programmes, outlined below progress at key points. It is intended that by taking such an approach communities will understand the 18 Requirement R18: Boroughs are required to reasons for the scheme and the provide supporting commentary on: a. How the benefits for them and their area. three-year Programme of Investment has been derived, including how potential interventions Network reliability have been identified and prioritised, and practical considerations relating to timescales, capacity and consultation b. The role of Network reliability focuses on revenue-based investment, policy decisions, improving the reliability of bus routes, and third-party actions (including commitments outlined in TfL’s Business Plan and investment contributing to an improved public programme) in delivering the borough’s LIP transport experience. The Council will objectives c. How the delivery of the Mayor’s develop schemes to put forward for priorities will be supported at a local level. funding from TfL’s Bus Priority

147 Programme from the list of reliability impact on the choice to travel actively. hot spots set out in Outcome 7 and Through the cluster sites allocation, other issues that emerge. The Council the Council will identify cluster sites of is also lobbying TfL to include casualties where there is a treatable improvements to reduce congestion pattern of collisions and seek to and unlock opportunities for new bus implement infrastructure measures to services at the Keston Mark reduce collisions. This includes skidding accident sites where there are In addition the development of these a considerable volume of collisions large projects, an allocation has been caused by skidding and make made for minor bus reliability improvements to the surface and improvements. These are intended to drainage. be small scale projects to address localised bus reliability issues brought To address concerns about speed and forward in-year by operators, these road danger an allocation has been may include small changes to waiting made for speed management and road and loading restrictions, changes to danger reduction schemes that will corner radii to improve the safety and implement localised measures to ease of buses turning and other address community concerns about measures brought to the attention of speeding. the Council for example via the Bus Local Neighbourhood schemes are a route test process. new initiative for the Council and will Liveable Neighbourhood Match seek to implement a number of Funding improvements to neighbourhoods to address road danger concerns and This is the LIP element of the Council’s improve conditions for active travel. match funding contribution towards the They are likely to be in areas where Liveable Neighbourhood scheme concerns about road danger have called Shortlands Ravensbourne and been expressed and there is a Bromley Better Villages. The Council willingness to change mode to active has submitted an ambitious bid to TfL travel, supported by data e.g. from for this project that will see conditions TfL’s City Planner tool. Over the for active travel improved in course of LIP3, it is anticipated that 3-4 Shortlands, place making within the of these schemes will be developed. village centre and facilitate a realignment of the Lower Sydenham to At present, it is intended to develop the Bromley Quietway onto a more optimal first of these schemes in 2019/20 in alignment than currently proposed. Hayes Village as a pilot of the initiative. Furthermore, the Local Casualty and road danger reduction Neighbourhood schemes allocation will is a programme to work towards the also be used to match fund the Council’s KSI targets and reduce fears Birkbeck village Low Emission of road danger created that negatively Neighbourhood, given the major

148 contribution this will make to improved Active corridors walking routes to school and delivery of a Healthy Corridor through the Active corridors is a programme to village. The majority of this match complete the delivery of two major funding will come from the 2020/21 LIP corridor improvement schemes begun allocation. If this bid is unsuccessful during 2018/19, on Crofton Road, some of the match funding allocation Orpington and Beckenham Road, may be used for a light version of the Clock House. These major corridor Low Emission Neighbourhood as a schemes will deliver benefits for Local Neighbourhood scheme in walking, segregated cycle facilities, Birkbeck Village in 2020/21. upgraded and accessible bus stops, urban greening and improved access Finally carriageway marking reviews to rail. will review locations where carriageway markings could be Walking infrastructure development reduced in order to create uncertainty The walking infrastructure and reduce speeds. development will deliver improvements Local cycle infrastructure for pedestrians such as new crossings, improved paths and other localised The Local cycle infrastructure improvements to make walking a safer programme provides funding for and more attractive option for travel. infrastructure that can unlock the potential for cycling at a local level as It is intended to work with schools to identified in outcome 1 of this LIP. deliver interventions that create Whilst strategic cycle routes are attractive and safe walking routes to funded by TfL separately from the LIP school, reducing traffic and parking formula funding, the local cycle issues associated with the school run infrastructure programme will be used by delivering infrastructure including to develop the Bromley Town Centre School Streets that make active travel to Grove Park and Orpington to Green to school an attractive option. Street Green local cycle routes Reviews of sections of the Walk proposed in Outcome 1. It is also London network in the Bromley will be intended to deliver smaller-scale undertaken, to inform the planning and cycling infrastructure such as development of improvements for contraflows that will address localised these important leisure and commuter barriers to cycling and may not form walking routes. part of a route. The Council will also continue to the delivery of Bikehangers Public transport interchange and and public cycle parking at access destinations throughout the Borough. This programme focuses on improving the interchange between modes, for example, bus and rail, walking and rail

149 and cycle to rail. These improvements Parking controls and kerb space include delivering cycle hubs at management stations in the Borough where there is a need identified including to This is a programme to deliver compliment the delivery of cycle schemes that effectively manage routes. Stations for hubs currently parking in the Borough. It is intended under consideration include Kent to deliver strategic parking projects House, Beckenham Junction and such as Pay & Display controls and Clock House. It is anticipated that the CPZs around stations and town hub at Kent House will be the first to centres in line with the approach set be delivered in 2019/20 to compliment out in Outcome 3 of this LIP. the delivery of the Greenwich to Kent Individual Parking Assessments (IPAs) House Quietway. are an assessment of an issue raised To compliment the delivery of Access by residents or councillors regarding for All projects at stations by Network unsafe or inconsiderate parking. The Rail, it is intended to deliver access assessment will determine if the issue improvements on routes to stations to raised requires remedial action. If maximise the benefit of the enhanced action is required IPAs may lead to the accessibility within the station. An development of small scale reactive allocation has also been made to schemes such as corner protections at deliver enhanced bus stops which will junctions, in other cases they may be prioritised using the approach set develop into more strategic schemes out in Outcome 6 working with bus to control parking. operators. An allocation has also been made to develop the car club network and fund The programme also makes an the development of EV charge allocation for the development of infrastructure, not otherwise funded by access improvements to Elmers End external bodies. station, which is intended to complement TfL’s investment in the Scheme development and review Elmers End tram branch, by improving walking and cycling routes to the This is a small programme to allow the station/tram stop. It is also intended Council to develop larger projects for that this funding may support Sustrans future years and assess the impact of proposed NCN upgrade demonstrator projects it has undertaken to inform project that is seeking to upgrade the future schemes. An allocation has also NCN between Kent House and Elmers been made for the development of End as part of a wider review of the non-infrastructure projects such as NCN to improve its quality. Work is at working with Business Improvement an early stage; however, there is the Districts and costs associated with the possibility that the review may unlock delivery of new shared transport some central Government funding. services.

150 Road Safety education and strategic risks identified that could behaviour change initiatives impact on the three-year programme of schemes/initiatives. These are a package of ‘soft’ measures aimed at changing behaviour rather than new infrastructure. They are important in encouraging mode shift and safer road behaviour, supporting the infrastructure the Council is delivering to improve conditions for walking and cycling and reduce casualties. This includes Bikeability cycle training and road safety education in schools.

Behaviour change measures such as these have an important role supporting and promoting new cycling and walking infrastructure, which is anticipated to accelerate during the course of the LIP3 with the introduction of Quietways and local cycle routes. Therefore, this allocation will also allow for the delivery of behaviour change launch packages and mode shift marketing for major new active travel infrastructure.

Risks to the delivery of the three-year programme19

Table 5 shows the principal risks associated with delivery of the LIP together with possible mitigation actions for the three-year programme. The risk register summarises the

19 Requirement R19: Boroughs are required to include a concise section on risk assessment and mitigation in preparing and considering options for their Delivery Plan.

151 TABLE 5 - LIP Risk Assessment for three-year programme 2019/20-2021/22

Risk Likelihood Potential mitigation measures Impact if not mitigated

H M L

Financial

TfL business plan reduces LBB LIP  Programme needs to be designed to priorities Programme will exceed the allocation, formula funding core investments so that it can be revised impacting on efficient delivery whilst still delivering local priorities.

The Council’’s Liveable Neighbourhood  Identify elements of the bid that can be May leave funding under spent if bid will not receive funding delivered from LIP funding alternatives are not considered

Increases in programme or individual Use effective project management Project or programme may not fully project costs.  techniques to keep effective control of meet objectives. Some aspects of LIP project costs. Where costs are programmes may well not proceed if re- unavoidable, reduce project scope or prioritisation is necessary. reprioritise funding from other projects or programmes

Statutory / Legal

Council is required to “implement” its LIP  Explore possibility for legal challenge, if Unknown, as this provision has never under s151 of the GLA Act without possible jointly with other affected bodies. been challenged. In the worst case there could be a severe impact on other Council

152 sufficient external funding support. services and reduced maintenance of highway infrastructure. Reduced maintenance might reduce the attractiveness of active transport options.

Third Party

Partners or stakeholders do not implement projects for which they hold the  Engage in lobbying activity, jointly with other LIP and Mayoral objectives may not be lead responsibility. local authorities and others. Consider re- achieved, with potential adverse impact prioritisation of Council’ funding to support on economic vitality, road congestion, lower cost projects. public transport overcrowding etc.

Public / Political

Ensure adequate engagement at the earliest Scheme may not proceed. Impact will Political opposition to projects mean that  possible stage. Consider scheme redesign to depend on original objectives of scheme. they do not gain necessary approvals. overcome objections.

Ensure adequate engagement at the earliest Scheme may not proceed. Impact will Public opposition to projects at public  possible stage to understand local priorities depend on original objectives of scheme. consultation stage, particularly due to and concerns. Consider scheme redesign to perceived investment in the ‘wrong’ travel overcome objections. Work with all groups to address issues relating to mode infrastructure. behaviour/judgement of different modes of transport. Ensure adequate engagement at the earliest Political opposition will impact upon the  possible stage to understand political Infrastructure delivered could be to a poor quality of infrastructure delivered. concerns and explain options available to standard that reduces its effectiveness develop high quality infrastructure. and means that it is poorly utilised or creates further issues.

153 Programme & Delivery

Reduction in staff resources to plan and deliver the LIP programme  Possibly use agency staff or consultants for Delivery period for the LIP programme individual projects. may be extended, or projects may not proceed

Projects and programmes do not Scheme benefits need to be reviewed LIP or Mayoral objectives may not be deliver expected outputs  and confirmed at each stage of project or achieved. programme. Consider scheme or programme modifications if there is “early warning” of failure to deliver outputs. Delays to individual projects or programmes for reasons other than  Reprogramme expenditure to bring forward Depending on length of delay, those listed separately above. other LIP projects to fill the “gap”. programmes may still be achieved within the LIP period. Otherwise LIP delivery period will be extended.

154 Annual programme of walking, cycling, road safety and schemes and initiatives20 interchange between public transport modes e.g. bus and rail, delivering the objectives of the MTS and this LIP. It The annual programme of schemes for has ten programme headings intended 2019/20 has been scrutinised by the to contribute to Objectives 1-7 of the committee and approved by the LIP. Portfolio Holder. Council officers have completed the necessary Proforma A The programme has been developed and submitted to TfL via the Borough by assessing how the direction set out Portal. The programme of schemes in the LIP can be translated into will be updated annually, in line with projects that will deliver against the the proposals of the LIP. outcomes of the MTS and contribute to local objectives. Funding has been Supporting commentary for the prioritised by reviewing future annual programme21 challenges, LIP priorities and the cost The annual programme of investment of previous schemes. A brief for 2019/20 has been derived through description of the schemes and consideration of the approach to the initiatives to be delivered in 2019/20 is MTS outcomes set out in this LIP3. provided below. Risks are identified in The programme of investment is Table 6. designed to deliver benefit to buses, Network Reliability

Small scale schemes to reduce bus reliability hotspots and operational 20 Requirement R20: Boroughs are required to issues for buses will be identified in provide a detailed and costed programme of the schemes and initiatives for the first year of the year, working with bus operators, local plan, with the programme to be updated in stakeholders and TfL. These may subsequent years. Boroughs should submit their Programme of Investment using include changes to/introduction of Proforma A (as shown at Part three – waiting and loading restrictions to Appendix F). Proformas will need to be improve bus reliability and the uploaded to the Borough Portal. implementation of changes to the road 21 Requirement R21: Boroughs are required to layout brought to the Council’s provide supporting commentary on: a. How the attention as part of the Bus route test annual Programme of Investment has been derived, including how potential interventions process. have been identified and prioritised, and practical considerations relating to timescales, Bids for future schemes to be funded capacity and consultation b. The role of revenue-based investment, policy decisions, by the Bus Priority Programme will and third-party actions (including commitments also be developed, addressing the outlined in TfL’s Business Plan and investment reliability hotspots and bus lane timing programme) in delivering the borough’s LIP objectives c. How the delivery of the Mayor’s review issues identified in Outcome 7. priorities will be supported at a local level

155 Liveable Neighbourhood Match first of its match funding allocations to Funding the project, however if it is unsuccessful this funding will be used This is the LIP element of the Council’s for further development work of Local match funding contribution towards the neighbourhood schemes across the Liveable Neighbourhood scheme Borough, with a view to potential called Shortlands Ravensbourne and implementation of a light version of the Bromley Better Villages. The Council Birkbeck scheme in 2020/21. has submitted an ambitious bid to TfL for this project that will see conditions At a more localised level, the Council for active travel improved in will work to deliver speed reduction Shortlands, place making within the measures that directly address village centre and facilitate a community concerns about road realignment of the Lower Sydenham to danger whilst still representing good Bromley Quietway onto a more optimal value for resources. An allocation has alignment than currently proposed. also been made to begin the process of area-wide reviews of carriageway Casualty and Road danger markings with a view to their safe reduction reduction in order to reduce clutter and act as a low-cost speed management In 2019/20 the Council will work to measure, the impact of this will be kept identify cluster sites in order to reduce under review to inform future causalities on the Borough’s roads. investment in this measure. The way these are prioritised has been set out in Outcome 2 of this LIP, Local Cycle infrastructure including a simple cost-benefit analysis using the first year rate of return In 2019/20 proposals will be developed calculation. Skidding accident sites will for the Bromley Town Centre to Grove also be identified and treated. Park Cycle route with delivery of the first phase of interventions completed As the first LIP funded Local in 2019/20, this will compliment TfL’s Neighbourhood scheme, proposals for delivery of the improved Tweedy Road improvements to pedestrian facilities (A21)/ Sherman Road junction. including routes to school and road danger reduction will be delivered in An allocation is also made to continue Hayes Village, a response to local the introduction of Bikehangers and concerns and following initial cycle parking at key destinations. The engagement with key stakeholders in locations for these will be based on 2018/19. demand from residents and usage of the existing network of Bikehangers. If the bid to the MAQF for the Birkbeck Low Emission Neighbourhood is Other small interventions such as successful the Council will make the cycle-contraflows or allowing cycles to

156 filter through streets that have been Beckenham Road Tram Stop and stopped up but do not currently allow Clock House Station. In doing so the cycle permeability will also be area will be made a more attractive developed, with the area around place to walk and spend time, improve Crystal Palace Park a priority for interchange between modes including intervention in 2019/20. Local buses and upgrade the cycle facilities schemes such as these and cycle already provided as part of the NCN to parking are key to addressing barriers link the Beckenham Road Corridor and to cycling for short local trips and surrounding residential streets to the providing access to the developing Greenwich to Kent House Quietway. strategic and local cycle networks The project will also seek to address proposed in Outcome 1. the cluster sites on the corridor.

Active Corridors Walking infrastructure development

A key investment in 2019/20 is the In 2019/20 it is planned to investigate completion of the Crofton Road the demand and feasibility of new segregated cycle corridor which began pedestrian crossings throughout the in 2018/19 although due to the size Borough with a view to delivering new and cost of the scheme is being and upgraded facilities. Locations to delivered over two years. This scheme be considered include Crystal Palace will deliver 1.3km (c. 1 mile) of Park Road, A222 in the vicinity of segregated off carriageway cycle Chislehurst Common, Manor Road/ tracks and will act as a cycle to rail Bromley Road and Southend Road, route to Orpington station along with Beckenham as part of a broader pedestrian improvements such as new scheme to address cluster sites on this zebra crossing and improved bus corridor. Other locations where stops. This cycle to rail cycle route will severance is identified in will year will be complemented by the Orpington also be considered for new crossing station forecourt and cycle hub facilities. Investment will be prioritised scheme that the Council and in areas of the highest potential to Southeastern Railways are currently switch mode to walking and where delivering. This route forms part of the there is strong local support for new Orpington Station to Locksbottom walking infrastructure. connector identified in TfL’s SCA and supported in Outcome 1 of this LIP. Improving conditions for active travel to school is a key area of investment The Council will also complete work on for the Council’s Local Transport the Beckenham Road corridor scheme Initiatives funding. This will be between Clock House station and the achieved through the delivery of Beckenham Road tram stop. This will Healthy Routes to schools by improve conditions for walking and delivering infrastructure enhancements cycling between Kent House Station, that STARS Gold Accredited schools

157 have identified important in their travel Parking Controls and Kerb space plans as important for encouraging management more pupils to walk or scoot to school . A school street may also be delivered In 2019/20 it is proposed to continue to on a trial basis as part of this. It is also address local parking issues. An intended to invest in technology to allocation has also been made to improve enforcement of School Keep continue to review the effectiveness of Clear Markings, as part of the Healthy CPZs in the Borough with a view to Routes to Schools programme, given implementing changes where the important contribution, these make necessary in 2019/20. This will include to road safety. a review of the Bromley town centre C Zone to assess and if appropriate During 2019/20 an audit of a section of reduce intra-zonal commuting and rail both the Green Chain Walk and heading with a view to increasing London Loop will be undertaken with a active travel to stations and reducing view to making small scale traffic in the town centre. improvements to crossings and surfacing to enhance the utility and It is intended to continue undertaking accessibility of this part of the Walk Individual Parking Assessments (IPAs) London network in the Borough. in 2019/20 to assess reports of unsafe or inconsiderate parking. If action is Public Transport Interchange and required IPAs may lead to the Access development of small scale reactive schemes such as corner protections at In order to enhance the benefits of the junctions, in other cases they may Greenwich to Kent House Quietway, to develop into more strategic schemes be delivered by 2019/20, it is proposed to control parking. The allocation to deliver a new secure cycle parking made for IPAs will fund the hub at Kent House station. This will be assessments and implementation of delivered with the new South Eastern small scale schemes. Where larger rail franchisee and supports the more strategic controls are required as Council’s cycle to rail ambitions. An an outcome of the assessment these allocation has also been made to are likely to be developed for deliver improvements to accessibility, implementation as part of the safety and the waiting environment at allocation for CPZs or delivered in bus stops in accordance with the 2020/21. approach and target set out in Outcome 6. A small allocation has been made to investigate how the car club network can be most effectively developed to deliver Outcome 3 of this LIP and to deliver residential EV charging infrastructure.

158 Scheme development Risk assessment for the 22 In 2019/20 this allocation will be used annual programme for initial surveys and feasibility/concept design work of Table 6 below shows the principal larger schemes to be delivered in risks associated with delivery of the 2020/21 and 2021/22. A small LIP together with possible mitigation allocation has also been made to actions for the annual programme. The develop the non-infrastructure risk register summarises the strategic interventions proposed in the LIP, for risks identified that could impact on the annual programme of example, the work with BIDs and the cargo bike micro-consolidation schemes/initiatives. For individual scheme. projects within the programme, risks and mitigations will be identified to Road Safety education and support effective delivery of the LIP behaviour change initiatives programme to achieve the MTS outcomes. In 2019/20, the Council will continue to deliver targeted cycle training to areas where there is likely to be the most mode shift. This allocation will also allow the Cycle training team to deliver launch packages for new cycle infrastructure to encourage use and promote safe cycling. This programme will also continue to deliver the Council’s award road safety education in schools to promote safer road user behaviour from an early age alongside an increasing focus on mode shift. Finally, the School Travel Planning advisors will continue to work with schools to promote travel to school by non-car modes through the STARS programme and work with other teams within the council to reduce the impact of the school, expansion programme on travel.

22 Requirement R22: Boroughs are required to identify any projects that have significant potential of risk within the planned programme of works and identify any mitigation measures for these high-risk projects.

159 TABLE 6 - LIP Risk Assessment for annual programme - 2019/20

Risk Likelihood Potential mitigation measures Impact if not mitigated

H M L

Financial

TfL business plan reduces LBB LIP  Programme needs to be designed to priorities Programme will exceed the allocation, formula funding core investments so that it can be revised impacting on efficient delivery whilst still delivering local priorities.

The Council’s Liveable Neighbourhood bid  Identify elements of the bid that can be May leave funding under spent if will not receive funding delivered from LIP funding alternatives are not considered

Increases in programme or individual Use effective project management project costs.  techniques to keep effective control of Project or programme may not fully project costs. Where costs are meet objectives. Some aspects of LIP unavoidable, reduce project scope or programmes may well not proceed if re- reprioritise funding from other projects or prioritisation is necessary. programmes

Statutory / Legal

160 Council is required to “implement” its LIP  Explore possibility for legal challenge, if Unknown, as this provision has never under s151 of the GLA Act without possible jointly with other affected bodies. been challenged. In the worst case there sufficient external funding support. could be a severe impact on other Council services and reduced maintenance of highway infrastructure. Reduced maintenance might reduce the attractiveness of active transport options.

Third Party

Partners or stakeholders do not implement projects for which they hold the  Engage in lobbying activity, jointly with other LIP and Mayoral objectives may not be lead responsibility. local authorities and others. Consider re- achieved, with potential adverse impact prioritisation of Council funding to support on economic vitality, road congestion, lower cost projects. public transport overcrowding etc.

Public / Political

Ensure adequate engagement at the earliest Scheme may not proceed. Impact will Political opposition to projects mean that  possible stage. Consider scheme redesign to depend on original objectives of scheme. they do not gain necessary approvals. overcome objections.

Ensure adequate engagement at the earliest Scheme may not proceed. Impact will Public opposition to projects at public  possible stage to understand local priorities depend on original objectives of scheme. consultation stage, particularly due to and concerns. Consider scheme redesign to perceived investment in the ‘wrong’ travel overcome objections. Work with all groups to address issues relating to mode infrastructure. behaviour/judgement of different modes of transport. Ensure adequate engagement at the earliest Political opposition will impact upon the  possible stage to understand political Infrastructure delivered could be to a poor concerns and explain options available to standard that reduces its effectiveness

161 quality of infrastructure delivered. develop high quality infrastructure. and means that it is poorly utilised or creates further issues.

Programme & Delivery

Reduction in staff resources to plan and deliver the LIP programme  Possibly use agency staff or consultants for Delivery period for the LIP programme individual projects. may be extended, or projects may not proceed

Projects and programmes do not Scheme benefits need to be reviewed LIP or Mayoral objectives may not be deliver expected outputs  and confirmed at each stage of project or achieved. programme. Consider scheme or programme modifications if there is “early warning” of failure to deliver outputs. Delays to individual projects or programmes for reasons other than  Reprogramme expenditure to bring forward Depending on length of delay, those listed separately above. other LIP projects to fill the “gap”. programmes may still be achieved within the LIP period. Otherwise LIP delivery period will be extended.

162 Monitoring the delivery of Local targets25 the outcomes of the In addition to the Borough outcome Mayor’s Transport Strategy indicator targets, the Council is working towards a number of local targets and Overarching mode-share objectives that are set out in table 7. aim and outcome Measurable targets are referred to in Indicators23 the table below as LTs and more general objectives are referred to as LOs. More generalised outcomes The overarching mode-share aim and relating to Outcomes 8 and 9 are not outcome Indicators for the Borough are included in table 7. set out in table 8. There are two targets for each indicator, one for the lifetime of the LIP to 2021 and a longer-term target for 2041 which covers the panning horizon of the MTS.

Delivery indicators 24

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

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

24 Requirement R24: Boroughs are required to collect this information and submit it to TfL using Proforma C on at least an annual basis. 25 See LIP Guidance p.62, paragraph 3.33.

163 TABLE 7 – Local Borough targets and objectives

Number MTS Outcome Type Description Metric/Assessment Target year

L3LT 1.1 1 LT 2% of daily trips TfL mode share data 2021/22 originating in the borough made by bicycle

L3LT 1.2 1 LT 30% Daily trips TfL mode share data 2021/22 originating in the borough made by foot

L3LT 1.3 1 LT Complete delivery of Completed routes 2021/22 the Lower Sydenham to Bromley and Greenwich to Kent House Quietways

L3LT 1.4 1 LT Deliver at least one Completed route 2021/22 local cycle route by 2021

L3LT 1.5 1 LT Introduced LCDS Cycle Parking Audit 2021/22 compliant cycle parking at all locations identified in the Local Plan Town Centre and Shopping Hierarchy

L3LO 1.1 1 LO Successfully bid for Award of Gate 2 March 2019 Liveable funding Neighbourhoods funding for Shortlands for 2019/20

N.B. Outcome 2 Local Borough targets are indicative and may be adjusted when further back cast casualty data including for all severities is provided

L3LT 2.1 2 LT Reduce KSIs Police collision data 2022 amongst vulnerable from STATS 19 road user groups by 65% compared with the 2005-2009 baseline

L3LT 2.2 2 LT Reduce all collisions Police collision data 2022 (Slight and KSI) by from STATS 19

164 10% from the 2005- 109 baseline

L3LT 2.3 2 LT Reduce all collisions Police collision data 2041 (Slight and KSI) by from STATS 19 50% from the 2010- 14 baseline

L3LT 3.1 3 LT 50% of travel to Hands up surveys 2021/22 school trips to be by active modes and 20% by Public Transport

L3LT 3.2 3 LT the Council will aim Number of car club 2021/22 to have increased bays on Borough the coverage of the highway and in car car club network, parks compared to the 14 vehicles as of 2018

L3LT 3.3 3 LT Average vehicle TfL data on Average Ongoing delay (mins/km) for vehicle delay Principal Roads (mins/km) below 0.7

L3LO 4.1 4 LO Develop an anti- Approved March 2020 idling education intervention programme

L3LT 4.1 4 LT Delivered a fast or Installed charge March 2022 rapid charge point points v. taxi Ranks provision for taxis in or near all major town centres or at/near all major stations in the Borough

L3LT 4.2 4 LT No diesels car club Monitoring vehicles March 2022 vehicles operating with car club permit from on-street bays

L3LT 4.3 4 LT Half of car club Monitoring vehicles March 2022 vehicles in on-street with car club permit bays to be either plug in hybrid or fully electric

L3LT 4.4 4 LT Introduce a minimum Monitor schemes as Each year of LIP3 to

165

of 50 new street built 2021/22 trees each year as part of LIP, strategic cycle network and Liveable Neighbourhood projects

L3LO 5.1 5 LO Contribute to the Updates on new 2021/22 delivery of studies connectivity to PDS that provide costed options for delivering the connectivity objectives.

L3LO 5.2 5 LO Reduced Journey N/A 2041 time between Bromley town centre and Canary Wharf

L3LO 5.3 5 LO Higher frequency rail N/A 2041 service on Southeastern Metro services to Lewisham

L3LO 5.4 5 LO Reduced Journey N/A 2041 times between other Boroughs and Bromley to support regeneration and economic growth

L3LT 5.1 5 LT 25% of the Report to PDS on 2021/22 Borough’s stations benefits of cycle served by a new or schemes upgraded cycle infrastructure (e.g. routes, crossings and area based schemes)

L3LT 5.2 5 LT Cycle parking Report to PDS on 2021/22 upgrades at 25% of benefits of cycle Borough stations schemes

166 L3LT 5.3 5 LT Deliver at least 1 Scheme delivery 2021/22 secure cycle hub

L3LT6.1 6 LT 95% of urban bus BSA assessment 2025 stops are accessible

L3LT 6.2 6 LT 100% of Bus stops BSA assessment 2021/22 at station interchanges are fully accessible

L3LT 6.3 6 LT Petts Wood and St Scheme delivery 2024 (end of CP6) Mary Cray Access for All schemes delivered

L3LT 6.4 6 LT Secure funding from DfT funding March 2019 the DfT for further announcements Access for All (or similar) at Chislehurst or Elmstead Woods and Penge West

L3LT 7.1 7 LT Maintain Excess TfL bus performance Ongoing Wait Time (EWT) data annually at less than or equal to 1.0 minutes

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TABLE 8 - Borough outcome indicator targets

Objective Metric Borough target Target year Additional commentary

Overarching mode share aim – changing the transport mix

Active, efficient and 47% 2021 This will be dependent on TfL and sustainable (walking, other partner investment in the cycling and public Londoners’ trips to be on Borough, notably in new public transport) mode share foot, by cycle or by public 60% 2041 transport connectivity, to fill (by borough resident) transport connectivity gaps and make public based on average daily transport an attractive alternative to trips. Base period the car. 2013/14 - 2015/16.

Healthy Streets and healthy people

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

Londoners to do at least Proportion of London 38% 2021 the 20 minutes of active residents doing at least travel they need to stay 2x10 minutes of active 70% 2041 healthy each day travel a day (or a single block of 20 minutes or

168

Objective Metric Borough target Target year Additional commentary

more).

This is dependent on TfL funding the Proportion of Londoners Londoners have access 5% 2021 delivery of the Strategic cycle living within 400m of the to a safe and pleasant connectors identified in the SCA, London-wide strategic cycle network 41% 2041 connectors in Bromley were identified cycle network. as medium priority.

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

Deaths and serious 79 Deaths and serious injuries (KSIs) from road 2022 injuries from all road collisions base year 41 collisions to be eliminated 2010/14 (for 2022 2030 from our streets target). 0 2041

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

169

Objective Metric Borough target Target year Additional commentary

Vehicle kilometres (millions) in given year. 1,217 2021 Reduce the volume of Base year 2015. traffic in London. Reduce overall traffic 1,156 2041 levels by 10-15 per cent.

Total cars owned and car ownership per household, borough 152,900 2021 Reduce car ownership in residents. Quarter of a London. million fewer cars owned 159,200 2041 in London. Base period 2013/14 - 2015/16.

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

CO2 emissions (in tonnes) from road 230,200 2021

Reduced CO2 emissions. transport within the borough. Base year 67,200 2041 2015/16.

170 Objective Metric Borough target Target year Additional commentary

NOX emissions (in tonnes) from road 380 2021

Reduced NOx emissions. transport within the borough. Base year 50 2041 2013.

83 PM10 2021 PM10 and PM2.5 emissions (in tonnes) 40 PM2.5 2021 Reduced particulate from road transport emissions. within borough. Base 51 PM10 2041 year 2013. 25 PM2.5 2041

A good public transport experience

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

More trips by public Trips per day by transport - 14-15 million borough of residence. 178,000 2021 trips made by public Reported as 3yr moving transport every day by average. Base year 249,000 2041 2041. 2013/14-2015/16’

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Objective Metric Borough target Target year Additional commentary

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

Reduce the difference between total public Trajectory 2041 Everyone will be able to Time difference 5 minutes transport network Time difference (minutes) between travel spontaneously and 2041 journey time and total using full network with average independently. step-free public journey time using step-free network transport network

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

Bus journeys will be quick Annualised average bus 13.1 2021 and reliable, an attractive speeds, base year alternative to the car 2015/16 14.5 2041

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