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Chapter six – Delivering the vision

Delivery in a changing world

This strategy seeks to deliver the Mayor’s vision – to create a future London that is not only home to more people, but is a better place for all those people to live in. Fundamentally, this means reducing Londoners’ dependency on cars in favour of walking, cycling and public transport use.

This chapter sets out how the vision will be delivered in the challenging context of a growing population, rapidly changing technology and falling Government grant to fund transport services in London. It will do this by:

a) Ensuring changing technology contributes positively to the aims of the strategy.

b) Working in collaboration with TfL, boroughs, Government, rail and others, and funding transport improvements through more efficient and fairer means.

c) Monitoring and reporting to ensure delivery is on track.

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a) Changing technology Proposal 102 FIGURE 53: THE ROAD SPACE REQUIRED TO TRANSPORT 67 PEOPLE The Mayor, through TfL, will work Recent years have seen major to ensure its information systems technological developments, including and payment platforms take the rapid uptake of mobile technology. account of technological advances The increased ability to share and evolve to remain fit for purpose. information, new payment methods and the ease of accessing the internet on- the-go have already changed consumer Principles for new transport services expectations about interacting with the and technology transport system, and about how it is The evolution of technology has already operated. Technology will continue to generated new approaches to transport advance rapidly, and across the world services in London and this is only set billions of pounds will be invested in the to continue. How these develop has the development of ‘new mobility services’. potential to either help or hinder the achievement of the strategy’s aims. While some predicted technological The best examples of this issue relate Bus Bicycle Car (whether privately changes may be years or even decades to technologies that are developing owned or shared, diesel away, many are more immediate and can around how cars operate and how they Source: © Cycling Promotion Fund or electric) be used to improve people’s lives right can be accessed. now. This includes providing real-time information to people as they plan trips Car dependency and traffic dominance How efficiently road space is used for dominance – new car-based services and move around the city. It also means have many significant impacts on cities the movement of people provides a vivid and technologies may resolve some using available technologies to make and their residents. These range from example of this phenomenon. While problems, but others will remain. using active, efficient and sustainable health impacts – increasing inactivity and moving, a car takes up the same amount travel options easier, including by road danger, worsening air pollution and of physical space, regardless of who The only way to tackle all of the problems ensuring that payment platforms are noise, and creating severance between owns it, how safe it is or how clean its associated with car dependency and up to date and fit for purpose. By people and communities – to congestion. engine is. While there may be some ways traffic dominance is to reduce car use tracking and shaping new technological Many new technologies aim to resolve of improving how efficiently this space directly, through mode shift towards developments as they emerge, London some of these problems – electric is used in the future – such as increasing walking, cycling and public transport use. will continue to benefit from one of the vehicles will reduce some types of occupancy, or using technology to co- While technological changes to the way most comprehensive and integrated pollution and autonomous vehicles may ordinate vehicles – these will not make cars operate and how they are accessed transport networks in the world. reduce road danger – but no car-based cars as efficient as buses or cycles, have the potential to improve some approach to transport can solve them all. as illustrated in Figure 53. The same aspects of London life in some ways, type of issue can be seen across all the they are unlikely to be the best solution impacts of car dependency and traffic to London’s problems in the long term.

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In the worst cases, the adoption of It is not yet clear which precise measures new technologies could increase car will be needed to do this over the full dependency and traffic dominance, course of this strategy to 2041. The undermining efforts to increase walking, Mayor’s approach to developing these cycling and public transport levels. If measures will be based on a set of car-sharing services are promoted in the principles derived from the Healthy wrong areas, people could switch from Streets Approach, set out in Policy 23. cycling or getting the bus. If autonomous TfL will monitor changes to any transport vehicles make car use more appealing services or technology that could affect and easier to do, people may walk around how Londoners get around or experience their neighbourhoods less. This would London’s streets. This includes those present serious problems for the health detailed below and a range of other of Londoners and the functioning of potential developments, such as the the city. use of drones or delivery robots, as well as applications of technology that If well managed, however, new services cannot be predicted yet. The future could play an important role in catering development of policies and proposals for essential journeys in London, will be informed by this and guided by reducing car ownership and use, and Policy 23 to allow TfL to adapt as needed helping Londoners to transition away to ensure the aims of this strategy are from car dependency. achieved – potentially influencing how the organisation operates, engages with To put new services and technologies customers and businesses, and plans for to the best use for all Londoners, they the future. must, therefore, be carefully managed.

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appropriately managed, they could Policy 23 Policy 23 (continued) play a role in reducing car ownership The Mayor, through TfL, will explore, d) Cleaning London’s air and reducing f) Using space efficiently: new by providing connectivity where public influence and manage new transport carbon emissions: new services services must make efficient transport is harder to provide or for services in London so that they should achieve the very best use of road and kerb space, those who are not able to walk or cycle. support the Healthy Streets Approach, emissions standards to reduce be appropriate for the area of guided by the following principles: emissions of carbon dioxide, London in which they operate It will be important to provide walking nitrogen oxides and particulate and support opportunities to and cycling environments and public a) Supporting mode shift away from matter in London, and enable faster re-allocate space for walking, transport services that make active, car travel: new transport services switching to cleaner technologies. cycling and public transport. efficient and sustainable travel options should not encourage more car more appealing than ‘shared mobility’ journeys, especially where there e) Creating a safe, attractive g) Sharing data and knowledge: services. Managing the way people are good walking, cycling or public environment on our streets: new where possible, data and pay for road use could play a key role transport options. services and technology should knowledge should be shared in ensuring that these services do not help create a safer, quieter and with TfL and the GLA to cause major increases in congestion b) Complementing the public more pleasant environment on enable improved monitoring, or emissions. transport system: new services London’s streets, where it is operating and planning of the should help more people who would more attractive to walk or cycle, transport network. Limiting parking provision and charging otherwise complete their journey and should not lead to existing for its use is an effective means of by car to access the public active trips being made by non- managing private car usage, transport network, while not active modes. There must always Shared car and other but it could be less effective for reducing walking and cycling be an emphasis on the safety of low-occupancy services shared car services. How kerb space to and from stops and stations. passengers, people walking and New low-occupancy and car-based is used by shared vehicles will be an They should also provide a means cycling, and other road users. Where services, such as car sharing, ride important issue to consider if they of travel in areas where public this involves introducing technology pooling, and private hire vehicles that become more widespread. transport connectivity is currently directly into the street, it should can be easily booked via smartphone poor (especially in outer London). be done in a co-ordinated way that apps, are playing an increasingly large enhances the overall character role in how Londoners travel, and could Proposal 103 c) Opening travel to all: new of the street, reduces clutter, and continue to do so over the period The Mayor, through TfL, will explore services should be accessible does not prevent future potential covered by this strategy. If not managed and monitor the relationship to all Londoners and should not re-allocation of space for walking, well, the growth of these transport between access to kerb space, contribute to the creation of social, cycling and public transport. services could result in fewer people including for car parking, and the economic or digital divides in which travelling by public transport, foot and level of demand for all forms of car some Londoners would have better cycle, undermining the principles above. use to inform assessment of how travel options than others. However, providing that the supply demand management measures of, and demand for, these services is should evolve over time.

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New public transport and higher- by trips having many different start Connected and autonomous vehicles of vehicle, including cars, freight vehicles occupancy services and end points, and consequently Looking ahead, changing vehicle and potentially public transport, as well As these changes occur, TfL will conventional public transport is less able technology, such as the advent of as enabling new types of vehicle. continue its role of providing a public to provide services that cater for people’s connected and autonomous vehicles, transport network to meet London’s needs. These demand-responsive has the potential to change more The Mayor’s overall approach to these economic, environmental and social services could also help address demand radically how Londoners travel. changes is to ensure the right transport needs. Should technology enable new pinch-points or provide alternatives Traditional vehicle manufacturers as well services, using the right vehicles, in higher-occupancy services, such as where car travel still predominates. as high-profile technology companies the right places. To do this, trials will be those using vehicles larger than a taxi are aiming to launch increasingly safely managed in the short term; and but smaller than conventional buses, TfL will carry out detailed assessment ‘driverless’ technology within the next more detailed policies will be developed TfL will look to use these to extend of evolving and emerging transport five or so years, so it is essential that to shape the emergence of connected the reach of its network, where this is business models, including demand- preparation takes place now. Many of and autonomous vehicles in London. The needed. Where other providers wish to responsive transport, to assess their the changes, particularly in the nearer guiding principles set out in Policy 23 deliver similar services, these should potential contribution to achieving the term, will be incremental and do not will be used to ensure new technologies look to complement this essential policies and proposals of this strategy, amount to fully self-driving vehicles. For do not undermine the Healthy Streets public transport network and provide and identify areas in which new demand- example, advanced driver assistance Approach by leading to a growth in car alternatives to car travel. They should not responsive bus services could enhance technologies offer the potential to use at the expense of a move to walking, undermine TfL’s ability to deliver any of or complement existing public transport prevent traffic incidents, and to protect cycling and public transport. the aims of this strategy, impact on its provision. TfL will work with boroughs passengers and people walking and network management duties or cause and relevant stakeholders to agree cycling, reducing road danger in London. Shaped in the right way, connected and additional congestion, particularly in how to identify which areas are the On-board software will increasingly allow autonomous vehicles can make travel central and inner London. most appropriate in which to implement vehicles to communicate with roadside easier for older and disabled people and such services. infrastructure, and each other. This reduce road danger. This technology TfL will explore any opportunities for capability could provide opportunities could also improve how efficiently road new ways to help reduce car use further to reduce road danger and improve space is used, such as through route alongside improvements to ‘conventional’ Proposal 104 traffic management. choice that avoids congested areas, bus and other public transport services, The Mayor, through TfL, will explore optimising gaps between vehicles helping to make better use of road and trial demand-responsive bus Applications of these technologies are or simultaneous acceleration at space. Demand-responsive bus services, services as a possible complement being developed. Real-world trials of junctions. This technology could also which operate without necessarily fixed to ‘conventional’ public transport highly autonomous vehicles have already make high-occupancy services (such routes or frequencies, are one particular services in London. This will include begun and are likely to grow in number as conventional buses or demand- application that could potentially cater consideration of trials that could in the near term; industry aspirations for responsive services in the right for gaps in service provision where public unlock otherwise difficult-to-serve these vehicles increase in scale from the locations) more attractive, to contribute transport is required. This could offer areas of outer London. 2020s onwards. This technology could to a shift away from car use. benefits particularly in outer London have a significant impact on every type where travel patterns are characterised

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There are also risks to be managed. Proposal 105 Increasing access to car sharing The Mayor, through TfL, will could bring benefits, but these would take part in trials of new vehicle be outweighed by the impacts on technology, adopting a safety- congestion, emissions and health first approach, and will consider if cheap, convenient car travel is the application of new vehicle extended to Londoners who do not own technology in support of the a car or do not have a driving licence. Healthy Streets Approach. Even if technology is able to improve how efficiently cars use road space, connected and autonomous cars will not be as space-efficient as walking, cycling Proposal 106 or public transport. The interactions of The Mayor, through TfL and connected and autonomous vehicles working with the DfT and other with people walking, people cycling and stakeholders, will adopt an conventional vehicles will also need appropriate mix of policy and to be made in a safe, predictable and regulation to ensure connected and manageable way, while any connected autonomous vehicles develop and and/or autonomous vehicles should be are used in a way that is consistent secure from ‘cyber-attack’. with the policies and proposals of this strategy.

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b) Delivery, funding to work with the rail industry, the Port Funding and powers A new approach to funding and delivering and powers of London Authority (PLA), Government Achieving a transport system that the transport network is therefore and other stakeholders. This reflects meets the needs of all Londoners required. This must include addressing Delivery processes the fact that direct responsibility for the and successfully delivers the policies the fundamentally inadequate and unfair Although the aims of this transport operation and improvement of London’s and proposals of this strategy will way in which road use is paid for in strategy will be partly delivered directly transport system is not currently unified require additional funding that is both London, with motorists paying too little, by TfL on the Mayor’s behalf, they will under the Mayor. Only those6.08 schemes stable and secure. Without adequate and in effect being subsidised by public also need in part to be delivered by the delivered by TfL are directly in the gift of funding, quality of life, health and social transport fare payers. Measures such as London boroughs’ Local Implementation the Mayor. The process is summarised by integration are at risk, and there will be road user charging (where appropriate), Plans (LIPs), and by the Mayor seeking Figure 54. damage to London’s economic growth, land value capture and the devolution ability to deliver new housing and of financial powers to local level are MTS DELIVERY PROCESS resilience to climate change. essential to delivering an efficient and FIGURE 54: TRANSPORT STRATEGY DELIVERY PROCESS fair funding system. There are a number of funding Other statutory Mayoral strategies challenges to be addressed in delivering LONDON PLAN Health Inequalities Economic Development this strategy, including: Policy 24 Strategy Strategy The Mayor will seek to ensure • How to cover London’s transport that London’s transport system Mayor’s Transport Housing Environment Culture Strategy Strategy Strategy operating costs through the available is adequately and fairly funded to Strategy income sources in an environment deliver the aims of the transport where London’s population is growing strategy. Additional powers should and Government grants are falling, be devolved to the Mayor, the GLA LIPs Guidance while continuing to provide an efficient, or TfL to enable the Mayor and his reliable and affordable service and agencies to respond effectively to a continued programme of asset economic, social and environmental Network Rail HLOS Other delivery partners TfL Business Plan Borough LIPs programme (eg Government, PLA) renewals and maintenance change. These should include financial, regulatory and other • How to maximise funding from current powers to enable London’s Service and scheme delivery sources and develop new income challenges to be met, and emerging streams to continue to make essential opportunities to be optimised. new capital investments

Monitoring outcomes • How to diversify funding sources – only possible with the devolution of additional powers to the Mayor – to create a more stable and secure funding environment to meet London’s transport needs

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Cost of the strategy deliver a sustained growth in revenue In addition, for the Elizabeth line project, In order to meet London’s transport to fund continued investment. all funds are ring-fenced specifically ‘Delivering needs and successfully deliver the (eg specific levies such as Business aims of the strategy, significant capital This level of capital spend is ambitious Rate Supplement and Community the schemes investment will be required between and can only be achieved through Infrastructure Levy (CIL)). now and 2041. Delivering the schemes close collaboration between London’s identified in the identified in the strategy will require various delivery agencies, including TfL’s operating expenditure, including an average capital investment by TfL the Government, national rail, London’s capital renewals, will be primarily reliant strategy will and others of around £3.3bn a year. boroughs and the private sector. on fares and BRR funding sources. This equates to around 0.9 per cent of require an average London’s Gross Value Added. This means Funding the strategy Other sources such as capital grants that the level of expenditure envisaged Transport in London is funded through a and prudential borrowing, which in the capital investment by the strategy is broadly in line with the combination of sources, including: past have largely funded new capital National Infrastructure Commission’s investment, are likely to be scaled down. by TfL and others recommendation of an economic • Business Rate Retention (BRR) under In the future, additional borrowing is infrastructure spend of circa 1.2 per cent Mayoral control, which will replace only an option where the capital spend of around £3.3bn of Gross Domestic Product per annum. existing direct Government grants for results in an increase in future revenues operations and new capital investment that can service the operating and a year.’ TfL’s current business plan covers the from 2017-18 financing costs. period to 2021-22 and has a planned net operating surplus towards the • TfL ‘prudential borrowing’ against A large part of TfL’s future capital end of the period. This is supported future revenue spend is expected to be used to by a comprehensive review of the deliver the aims of the Healthy organisation under a TfL-wide • Revenue from fares and other ‘user Streets Approach, and although transformation programme to reduce pays’ sources (eg Congestion Charging) these types of schemes are generally costs and improve efficiency. much cheaper to deliver than large • Non-fare sources (eg advertising infrastructure schemes, they cannot Beyond the business plan period, and property) typically provide the revenue required the operational surplus should be to sustain further borrowings. maintained, but this will be challenging. • Contributions from the London Additional sustainable funding sources TfL’s financial strategy assumes a boroughs and the private sector, and project-specific grants are needed balance between sustained investment for example, developer funding for to deliver the aims of this strategy in both operating transport services associated transport investments alongside contributions from London (including capital renewals) and new boroughs and the private sector. capital investment. Expenditure will need • Other specific grants to meet the needs of Londoners and

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Potential future additional sources of Devolving financial powers to London as permissive powers to develop new Proposal 107 funding and project-specific grants and other UK cities could allow them mechanisms, subject to consultation. The Mayor, through TfL and working The Mayor must have the right range to manage their own growth. When This would allow for the development with Government, will fund the of powers in order to ensure continued asked, most Londoners would support of a consistent approach with Section delivery of the strategy by: investment in the renewal and expansion more of the tax raised in London being 106 payments and the Mayoral and of the transport system. Without this, controlled at the London level, while Borough CIL. The LFC made further a) Maximising any available it will not be possible to deliver an the evidence reviewed by the London recommendations that would build on this efficiencies, subsidising affordable transport system that is Finance Commission (LFC) suggests that and help London deliver major transport, services at appropriate levels accessible to all and provides a better granting cities revenue-raising powers housing and other capital investments. and ensuring that value for quality of life. can promote accountability, fairness and money is otherwise achieved economic efficiency. In addition to the LFC recommendations, from the existing and planned Successful transport systems benefit Vehicle Excise Duty (VED) should be transport network. everyone in the city, and so it is logical In recognition of this, and following devolved to TfL to provide revenue for that it is not fare payers alone who fund an invitation for TfL to bring forward investment in strategic roads in London, b) Seeking to ensure a sustained them. All beneficiaries, such as road proposals for financing infrastructure the responsibility for the management of level of funding from fares, users and businesses, should contribute projects from land value uplift, the which was devolved to TfL in 2000. Business Rate Retention and to funding the transport system Government has agreed to establish a This would bring investment in London’s other existing sources of income. according to the benefits they get from joint task force (including the GLA and streets in line with the Government’s the system, the external costs their use TfL) to explore the options for piloting intention to allocate VED revenue to c) Seeking additional taxes, of it generates – such as congestion and a Development Rights Auction Model the English Strategic Road Network from financial powers or other similar air pollution – and their ability to pay. (DRAM) on a major infrastructure project 2020. Powers to change how VED is mechanisms, including Vehicle in London. levied would also provide London Excise Duty in London, to create There is a large gap between the wealth with the flexibility to trial new ways of a fairer way of funding the that London’s economy generates and its This is a welcome development, which paying for roads, which would be better delivery of transport schemes ability to fund the major investment on represents a positive step towards the linked to the impacts vehicles have on and services, to better capture which its success depends. Compared devolution of fiscal powers called for them and on London as a whole. and conserve the benefits they to other cities across the world, London in a report published by the LFC1. This Taxation rules should also be reviewed create and to enable the delivery controls relatively little of the tax raised recommended the full devolution of to ensure they incentivise active, of the transport and community within it and this means it can appear property taxes, including council tax, efficient and sustainable travel to/from benefits that the pursuit of this over-reliant on the national Government. business rates and stamp duty, as well and for work. strategy will bring to London, the Wider South East and the UK as a whole.

1 Devolution: a capital idea, London Finance Commission, 27 January 2017

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Implementation plan This will mean that sustained investment Inner London in improving walking and cycling Eighty per cent of trips in inner London A 25-year programme for mode shift environments and public transport are already made on foot, by cycle or This section summarises how the services in inner and outer London will using public transport. This is enabled policies and proposals set out in be required to enable the long-term by inner London’s dense public transport Chapters three, four, five and six will be changes in travel behaviour envisaged network, relatively good conditions implemented to achieve the central aim in this strategy. However, across London for cycling and walking, and short trip of this strategy – that 80 per cent of trips three quarters of existing car trips are distances. However, more than 90 per will be made on foot, by cycle or using short enough to be switched right now, cent of current car trips here are short public transport by 2041. and almost 20 per cent of Londoners – enough to feasibly be switched to from across London – want to reduce walking, cycling and public transport, The implementation plan shown in their dependency on cars, so a lot can and TfL’s Transport Classification of Figure 55 consists of a broad range of also be achieved in the short term. Londoners research shows that about measures, from local changes to very 40 per cent of inner Londoners are large infrastructure schemes and area- Central London amenable to reducing their car use. wide policy initiatives like the ULEZ. Ninety-five per cent of trips are already Some of these schemes will deliver made on foot, by cycle or using public Many inner London streets are already greater change than others, and many transport in central London. Almost all relatively appealing places to walk, cycle will take some time to complete, so of the remaining car journeys could be and spend time, so some of this potential progress towards the London-wide switched to these modes now, and rail can be unlocked through specific active, efficient and sustainable mode and Tube capacity improvements, the measures in the short term. Liveable share aim will, in practice, vary from year opening of the Elizabeth line and plans Neighbourhoods will be created in key to year. for Crossrail 2 will enable this to be inner London locations, the strategic increased further. The transformation cycling network will continue to develop Although this aim is expressed as a of Oxford Street, the re-shaping of the with Cycle Superhighways 4, 9 and 11, and single measure of 80 per cent across bus network, an improved cycle network a walking and cycling river crossing will London, different parts of London and better street design at key junctions be built between Rotherhithe and Canary have different characteristics, and will such as Old Street will be accompanied Wharf. All these changes will allow more contribute to the aim in different ways. by initiatives to enable businesses to local trips to be made on foot or by cycle. Some areas of London already have an consolidate and retime their deliveries active, efficient and sustainable mode and servicing. This programme will share of well over 80 per cent, while enable more people travelling into others are unlikely to achieve this aim central London to build active travel into locally over the next 25 years. The policy their day and will enhance the experience mix required to achieve the necessary of being in central London. local contribution to the city-wide aim will therefore vary between different parts of London.

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Public transport will be significantly Outer London allocated to moving and parked cars, Using the Healthy Streets Indicators improved to provide appealing and Only 60 per cent of journeys are to create welcoming environments for in implementing the strategy convenient alternatives to car use for done on foot, by cycle or using public people to walk, cycle and spend time in. longer journeys that cannot practicably transport within outer London, with cars The ten Healthy Streets Indicators will be used to assess schemes to ensure they improve the be done on foot or by cycle. Bus priority currently being used for the remaining Public transport will be improved to experience of streets for all Londoners. will be improved for busy routes and 40 per cent. While about 80 per cent of help people not to use cars for longer to provide efficient services for radial these car journeys are short enough to trips and those that cannot practicably TfL’s Guide to the Healthy Streets Indicators routes in particular. Tube lines will be feasibly be switched to active, efficient be walked or cycled. This will include will be the starting point for ensuring policies upgraded, step-free access will be and sustainable modes now, unlike re-shaping bus services, creating new and proposals contribute to the Mayor’s vision improved, and the Elizabeth line will be elsewhere, such a switch is dependent express services, bus transits and orbital for London. The Healthy Streets Check for Designers will be used to assess significant opened. Night Tube, DLR and Overground on providing new or more appealing routes, and the provision of bus priority changes to street layouts to ensure they are services will be extended to reduce alternatives. Compared to people living in in town centres. Improved rail services, delivering all-round improvements for people reliance on cars for late-night travel. inner London, people in outer London are including orbital services, and enhanced walking, cycling, using public transport and less amenable to reducing their car use, connectivity via strategic interchanges spending time. Planning the creation of new homes and so providing these alternatives is key to will provide options for rapid, longer- jobs alongside transport improvements improving the lives of many people. A distance journeys around London. in inner London will embed walking, recent history of planning around car use Implementation plan summary table cycling and public transport use into in outer London, in particular, will mean Following the opening of the Elizabeth Implementation of the schemes growth areas. This will be a longer-term that this is a challenge that will take line in 2019, further public transport identified in the strategy can be change, that will see improvements longer to overcome. improvements including the new West grouped into three time periods: made on the Isle of Dogs, at Stratford London Orbital line, the extension of the 2017-20, 2020-30 and 2030-41. (associated with the Elizabeth line), at Old Because the potential to switch tram network to Sutton, the creation of a Kent Road (associated with the Bakerloo existing trips is so high, even in London Suburban Metro and the delivery The implementation plan reflects current line extension), at Battersea (associated outer London, improvements to the of Crossrail 2 will enable the creation delivery priorities. It will be regularly with the Northern line extension), and at walking environment for short local of high-density, mixed-use places in reviewed through the TfL Business Plan various locations including Clapham and trips to shops, leisure activities and outer London town centres, as well as an to ensure it continues to align with the Hackney (associated with the substantial schools could significantly reduce intensification of homes around stations Mayor’s priorities. improvement in rail connectivity that will car dependency. Likewise, new and and interchanges. New public transport, be provided by Crossrail 2). enhanced cycling infrastructure will allow walking and cycling river crossings, such Longer-term unfunded schemes are at people to switch to cycling for commuter, as a DLR extension to Thamesmead, varying stages of development. These shopping and leisure trips. As for inner will support Good Growth in outer east will be regularly reviewed to ensure London, the Liveable Neighbourhoods London. Planning new developments alignment with policy priorities, value for programme will support these changes. around walking, cycling and public money, deliverability and to take account Borough LIPs’ traffic reduction strategies transport use in this way is essential to of opportunities for funding that may will seek to actively reduce traffic achieve the longer-term changes that are become available. levels in town centres, on high streets required to transform outer London for and other places where people want the benefit of its residents. to be, including by reducing the space

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FIGURE 55: IMPLEMENTATION PLAN

Healthy Streets and healthy people Healthy Streets and healthy people (continued)

Policy 2 – Active travel Cost 2017–2020 2020–2030 2030–2041 Policy 6 – Air quality Cost 2017–2020 2020–2030 2030–2041 Improve local walking routes, including routes to schools Retrofit and procure cleaner buses Transform Oxford Street and investigate options for Reduce emissions from the freight fleet Parliament Square Deliver cleaner taxis Deliver a London-wide strategic cycle network Introduce ULEZ in central London Protect, improve and promote the Walk London Network Introduce ULEZ in inner London Develop and support Cycle Hire Tighten LEZ standards London-wide for buses, coaches Support and encourage cycling and walking to school and HGVs Promote and support cycling and walking to work and in Deliver Low Emission Bus Zones (including bus priority) local communities Policy 7 – Zero carbon Cost 2017–2020 2020–2030 2030–2041 Improve wayfinding for walking and cycling Introduce Zero Emission Zones Improve walking and cycling information in TfL Journey Planner Provide incentives to support the transition to ULEVs Embed accessibility and inclusivity in planning and design of Healthy Streets Optimise rail energy efficiency Policy 3 – Vision Zero for road danger Cost 2017–2020 2020–2030 2030–2041 Manage the impacts of air quality on the Underground Deliver Vision Zero by encouraging safer road user Lobby for increased low-carbon energy generation behaviours with a programme of education, engagement and Reduce emissions from non-road mobile machinery enforcement initiatives Deliver Vision Zero by improving vehicle safety (includes Reduce emissions from transport construction and operations banning most dangerous HGVs/HGV Direct Vision) Reduce river-based emissions Policy 4 – Security Cost 2017–2020 2020–2030 2030–2041 Ensure the electric charging infrastructure is in place to Improve personal safety and security on London's streets support the transition to ULEVs Ensure safety and security on the public transport network Policy 8 – Local environment Cost 2017–2020 2020–2030 2030–2041 Implement sustainable drainage on streets Policy 5 – Efficient streets Cost 2017–2020 2020–2030 2030–2041 Encourage more freight consolidation Increase number of street trees Reduce, re-time and re-mode deliveries Reduce rainfall run-off from rail schemes Work with boroughs to develop traffic reduction strategies, Policy 9 – Climate change Cost 2017–2020 2020–2030 2030–2041 including workplace parking levies Develop climate change mitigation schemes Improve customer communication for road users Include resilience measures in maintenance and upgrade programmes (ongoing) Reduce noise and vibration impacts from rail

low (<£100m) medium (£100m-£1bn) high (>£1bn)

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FIGURE 55: IMPLEMENTATION PLAN (CONTINUED)

A good public transport experience A good public transport experience (continued)

Policy 10 – Whole journey approach Cost 2017–2020 2020–2030 2030–2041 Policy 16 – Rail (continued) Cost 2017–2020 2020–2030 2030–2041 See Policies 1-3 and 11-19 Deliver Tube upgrade programme – Jubilee, Northern and Victoria Policy 11 – Vision Zero for safe public transport Cost 2017–2020 2020–2030 2030–2041 Deliver Deep Tube programme – Piccadilly, Central, Bakerloo Work to eliminate deaths and serious injuries from public and Waterloo & City transport services Deliver London Underground station capacity programme Policy 12 – Affordability Cost 2017–2020 2020–2030 2030–2041 Deliver London Overground frequency upgrades (network-wide) Ensure public transport fare levels are affordable Deliver strategic interchanges at Clapham Junction, Lewisham, Policy 13 – Customer experience Cost 2017–2020 2020–2030 2030–2041 Stratford and Old Oak Common and improved accessible Improve information provision and use of technology interchange facilities across inner and outer London Policy 14 – Accessibility Cost 2017–2020 2020–2030 2030–2041 Deliver station upgrade programme (London Overground) Upgrade national rail stations to step-free Deliver Tram upgrades Deliver step-free Tube stations and more accessible vehicles Deliver DLR upgrades Deliver wheelchair-accessible bus stops Deliver station upgrade programme (DLR) Improve accessibility of taxi ranks for wheelchairs Provide better information to help customers plan their journeys to avoid crowding Launch 'one-stop shop' platform for ATS Policy 17 – River Cost 2017–2020 2020–2030 2030–2041 Expand ATS marketing Publish a joint Port of London Authority/TfL pier strategy Improve provision of accessible information and communication for London Policy 15 – Bus Cost 2017–2020 2020–2030 2030–2041 Investigate extended river services to the east Develop bus network to meet existing and future demand Investigate feasibility of pedestrian/cycle ferry between North Greenwich and Canary Wharf Deliver bus priority network Encourage the use of the river for freight Policy 16 – Rail Cost 2017–2020 2020–2030 2030–2041 Policy 18 – Wider South East and beyond Cost 2017–2020 2020–2030 2030–2041 Deliver the Elizabeth line Provide more 12-car HS1 domestic services Deliver Thameslink Programme Deliver HS2 and associated national rail changes, Deliver Brighton Mainline Upgrade (higher frequencies) including mitigation of impacts at street level Devolve suburban rail services to Mayoral control Deliver new coach hub(s) Deliver London suburban metro Policy 19 – Night-time Cost 2017–2020 2020–2030 2030–2041 Increase rail capacity (other lines) Extend Night Tube services Deliver Crossrail 2 (scheme includes delivery of West Anglia Introduce night-time services on London Overground Main Line 4-tracking) Introduce night-time services on DLR Investigate feasibility of Crossrail 2 eastern branch Policy 20 – Taxi and Private Hire Cost 2017–2020 2020–2030 2030–2041 Deliver national rail station capacity upgrades Raise safety standards for all customers travelling by taxi Lobby for upgraded rail freight routes and private hire vehicles through effective and transparent Deliver Four-Line Modernisation programme – Metropolitan, regulation and enforcement District, Hammersmith & City and Circle

low (<£100m) medium (£100m-£1bn) high (>£1bn)

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FIGURE 55: IMPLEMENTATION PLAN (CONTINUED)

New homes and jobs Working in partnership This programme is ambitious, particularly Policy 21 – Good Growth Cost 2017–2020 2020–2030 2030–2041 Investigate feasibility of transport improvements to in outer London where there is the enable growth greatest need and opportunity to reduce Deliver Bakerloo line extension to Lewisham and beyond car dependency. The Mayor, through Introduce Stratford – Angel Road service TfL, will work with all London boroughs, Deliver Elizabeth line extension east of Abbey Wood transport operators, infrastructure Deliver Northern line extension providers, business, community and Pilot bus transit networks in Opportunity Areas other stakeholders, and the public to Deliver Barking Riverside London Overground extension deliver the aims of the strategy. Investigate feasibility of other London Overground extensions (including West London Orbital) Deliver tram extension to Sutton and beyond Such partnership working will be taken Investigate feasibility for DLR extension from Gallions Reach forward through the LIPs process with to Thamesmead boroughs, through existing forums such Deliver Silvertown Tunnel and associated bus services Investigate new river crossing at Gallions Reach as the Thames and London Waterways and/or Belvedere Forum and the Freight Forum with Investigate feasibility for other new public transport river stakeholders, and by establishing new crossings in east London Deliver a new pedestrian and cycle crossing between means for partnership working, for Rotherhithe and Canary Wharf example with Network Rail, should they Investigate further pedestrian and cycle crossings be identified as the most effective and Continue TfL Growth Fund to deliver small-scale schemes efficient way to deliver the aims of Policy 22 – Airports Cost 2017–2020 2020–2030 2030–2041 the strategy. Deliver Heathrow Airport Western Access and Southern Access (required for airport expansion) This partnership working will help Delivering the vision support, as far as practicable, the integrated delivery of this strategy with Policy 23 – New transport services Cost 2017–2020 2020–2030 2030–2041 the Mayor’s other statutory strategies, Develop framework to ensure connected, autonomous and shared vehicles contribute to achieving the strategy’s vision shown in figure 54. Investigate feasibility of demand-responsive bus services Policy 24 – Funding and Delivery Cost 2017–2020 2020–2030 2030–2041 Lobby for additional powers to be devolved to the Mayor Policy 25 – Local Implementation Plans Cost 2017–2020 2020–2030 2030–2041 Deliver Local Implementation Plans Policy 26 – Monitoring Cost 2017–2020 2020–2030 2030–2041 Monitor the outcomes of the strategy

low (<£100m) medium (£100m-£1bn) high (>£1bn)

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Local Implementation The priorities that are required to be c) Expected outcomes of The expected outcomes of the strategy Plan guidance addressed by the boroughs in their the strategy are described below. These are based The boroughs have Highway Authority LIPs are: on a number of assumptions about the powers, and play a crucial part in Assessing the impact of the strategy future, described in more detail in the managing and operating London’s • A contribution to reducing Londoners’ The strategy is grounded in a wide- evidence base. Given the uncertainty roads. Indeed, 95 per cent of the dependency on cars in favour of ranging evidence base. It has been inherent when considering the future, network is under their control. They are active, efficient and sustainable developed using TfL’s available data a series of sensitivity tests were also responsible for planning, parking modes of travel, with the central aim and forecasting tools to understand conducted to demonstrate the impacts controls, education, leisure and other for 80 per cent of all trips in London past trends and events and the current of alternative assumptions. Where activities that impact on transport, and to be made on foot, by cycle or using traffic and transport situation in London, ranges are presented below, these in bring in third-party funding for transport public transport by 2041 and to identify the likely challenges large measure reflect the outputs of schemes. Within this strategy, several and opportunities that London will face those sensitivity tests. Beyond this, policies can only be delivered with • The application of the Healthy Streets over the coming decades. Projections major economic, technological or cultural substantial borough-level intervention. Approach across all areas of local of a future with and without the traffic changes could influence travel patterns transport and public realm policy and transport measures proposed have in unforeseen ways. At the local level, the implementation of been undertaken, testing a range of the strategy is to be effected through • The improvement of street scenarios for the accommodation of a LIP that is prepared by each of the environments for people who are London’s future population, economy London boroughs. The GLA Act sets walking, cycling and spending time, and transport network. The analysis the requirements for boroughs to including the introduction of traffic is described in the evidence base2 prepare a LIP that shows how they will reduction strategies accompanying the strategy. deliver the strategy locally and to do so ‘as soon as reasonably practicable’ • The provision of a good public after the strategy has been published. transport experience for those who The Mayor will issue guidance on the live in, work in, or visit the borough preparation of the next LIP when this strategy is published. • The use of the transport principles of Good Growth to guide the development of new homes and jobs Policy 25 The boroughs shall prepare and implement Local Implementation Plans (LIPs) containing proposals for the implementation of the Mayor’s Transport Strategy in their area. Each LIP should also contain a delivery plan and a monitoring plan. 2 Challenges and Opportunities and Outcomes Summary Report, Transport for London, https://consultations.tfl.gov.uk/policy/9b28c200/

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FIGURE 57: MODE SHARES FOR TRAVEL WITHIN AND BETWEEN CENTRAL, CURRENT AND EXPECTED MODE SHARES FOR TRAVEL WITHIN AND BETWEEN CENTRAL, INNERINNER, AND OUTER OUTER AND LONDON OUTSIDE AND LONDON OUTSIDE LONDON, 2015 AND 2041

Outside London Expected outcomes FIGUREEXPECTED 56: MODE EXPECTED SHARE, MODE 2041 SHARE The strategy has set out a range of OUTCOMES, 2041 20 3m 80 2015 policies and proposals aimed at creating Outer Healthy Streets and healthy people, 20 providing a good public transport 55 1m 45 70 2m 30 experience and new homes and jobs. Inner The aim is for 80 per cent of trips to be 85 1m 15 90 1m 10 made by active, efficient and sustainable Central modes – public transport, walking and 17 cycling – by 2041, compared to 63 per 90 1m 10 95 2m 5 cent today. This aim is expected to be 63 fulfilled by increases in levels of walking and cycling from the current 27 per 80 6m 20 cent to between 30 and 40 per cent of trips, and increases in public transport Trips currently made by walking, cycling and use from the current 35 per cent to public transport 60 10m 40 between 40 and 50 per cent of trips. The Additional trips expected to be made by walking, expected outcomes of the strategy are cycling and public transport with the strategy summarised in Figures 56, 57 and 58. Trips still expected to be made by car/taxi/PHV Outside London in 2041

30 3m 70 Outer 2041

80 1m 20 90 3m 10 Inner

90 1m 10 99 2m 1 Central

95 1m 5 99 3m 1

90 7m 10

75 11m 25

Trips per day (millions) Walk/Cycle/Public transport Car/Taxi/PHV VERSION FOR PUBLICATION DELIVERING THE VISION 307

FIGURE 58: OTHER EXPECTED OUTCOMES, 2041

Healthy Streets and healthy people Healthy Streets and healthy people (continued) By 2041, the strategy is expected to have delivered the following outcomes: By 2041, the strategy is expected to have delivered the following outcomes:

London’s streets will be healthy and more Londoners will travel actively (see Policy 2) London’s streets will be used more efficiently and have less traffic on them (see Policy 5)

All Londoners to be doing a healthy level of Walking or cycling will be the best choice for Falling car ownership and use Less road freight transport at Traffic will fall and congestion activity through travel shorter journeys peak times in central London kept in check, allowing more efficient operations Everyone who is able to should be sufficiently Seventy per cent of Londoners will live within active for health through their regular travel, 400m of the London-wide strategic cycle network. There will be at least 3 million A 10 per cent reduction in Falling car use and more demonstrated by 70 per cent of people reporting The walking environment will be appealing so that fewer daily car trips and one morning peak freight transport efficient freight activity reduces two periods of ten minutes spent walking or 3 to 5 million more trips could be made by active quarter of a million fewer cars in central London by 2026. overall traffic levels by 10-15 cycling on the previous day. modes every day. owned in London. per cent. Traffic congestion remains broadly at today’s levels London’s streets will be safe and secure (see Policies 3 and 4) during peak periods. Aim for there to be no deaths or serious injuries Everyone will be able to feel safe and secure London’s streets will be clean and green (see Policies, 6, 7, 8 and 9) on London’s streets when travelling on the street London’s transport will be on track to be zero emission by 2050 Streets will be A 65 per cent reduction in the number of people The proportion of people who say that they do greener and not killed or seriously injured on London’s streets by not feel safe walking by themselves in their local too noisy 2022 (against 2005-09 levels) and a 70 per cent area – currently one in four people – will fall, and reduction by 2030 (against 2010-14 levels). By fewer people will say that they are deterred from A 72 per cent reduction A 94 per cent reduction A 53 per cent Transport schemes

2030, no one will be killed in or by London buses. travelling by safety concerns. in CO2 emissions from in road transport reduction in road will deliver a net

transport (excluding NOx emissions, and transport PM2.5 and positive impact on aviation, 2013 base) in compliance with legal 45 per cent reduction biodiversity. Fewer

London, with road and limits for NO2 levels on in road transport people will be

rail transport on a clear London’s streets. PM10 emissions. affected by noise from trajectory to reach zero traffic. The transport carbon by 2050. system will be more resilient to effects of climate change.

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FIGURE 58: OTHER EXPECTED OUTCOMES, 2041 (continued)

A good public transport experience New homes and jobs By 2041, the strategy is expected to have delivered the following outcomes: By 2041, the strategy is expected to have delivered the following outcomes:

The public transport network will meet the needs of a growing London (see Policies 10, 17, 18 and 19) Active, efficient and sustainable travel will be the best option in new developments (see Policy 21a)

Between 14 and 15 million The public transport network The Thames will be used more Car dependency will be reduced and more Across London, improved rail and bus services trips will be made by public will offer new connections and for passengers and freight people will live in well-connected areas will improve connectivity transport every day more frequent services Fewer London residents will be dependent on a In total, 7.6 million people will live within 45 Total travel will increase Total capacity on rail services car to access opportunities and services. About minutes’ travel time of central London, 2.3 million by around 55 per cent on (London Underground, DLR, tram 1 million more people will be living in places with more than today. The number of jobs accessible to London’s buses and nearly and national rail) will increase the best transport connections. the average Londoner within 45 minutes by public 100 per cent on the Tube and by around 90 per cent, with transport will increase by 70 per cent. rail network (measured by more than 80 million additional passenger kilometres). seat kilometres. Transport investment will unlock the delivery of new homes and jobs (see Policy 21b)

Public transport will be safe, affordable and accessible to all (see Policies 11, 12, 14 and 20) Rail capacity to central London will increase by more than 80 per cent, with new public transport services improving connectivity and reducing crowding, enabling the delivery of new homes Everyone will be able to travel safely throughout Everyone will be able to travel across London the entire transport system spontaneously and independently Crossrail 2 will provide new The Bakerloo line extension will An extension of the DLR to The Mayor has frozen fares to make travel On average, the amount of extra time spent direct connections through enable more than 25,000 new Thamesmead could enable up to more affordable travelling to make a journey on the step-free central London, relieving homes and 5,000 jobs in the Old 17,000 new homes and around network compared to the same journey on the full crowding and supporting Kent Road Opportunity Area. 3,000 new jobs. The Mayor will seek to ensure public transport fare network will reduce by around 60 per cent. Travel 200,000 new homes and levels enable affordable access to travel for all time, customer care and the overall accessibility 200,000 new jobs. Londoners, including any devolved rail services in of the network will also be improved. TfL’s affordable fares pledge. Development will also be supported by bus service improvements

Journeys by public transport will be pleasant, fast and reliable (see Policies 13, 15 and 16) Transport for London land will, where possible, be brought forward for development

Bus journeys will be quick and reliable – Rail and Tube journeys will be less crowded, New places where transport infrastructure could enable more intensive development will be identified, an attractive alternative to the car despite rising passenger volumes with transport land used to deliver housing where possible. By 2020/21, TfL will start on the property development sites that will deliver 10,000 homes. Bus speeds will improve by approximately 5-15 per Crowding on rail and Underground services will cent London-wide, with particular improvements reduce by around 10-20 per cent compared to expected in inner London. today, measured in terms of the total crowded distance compared to total distance travelled.

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MONITORING, APPRAISAL Outcomes monitoring and reporting performance, ensuring that projects FIGUREAND EVALUATION 59: MONITORING, CYCLE APPRAISAL AND Proposal 108 This strategy sets out a clear vision and programmes deliver the expected EVALUATION CYCLE The Mayor, through TfL, will offer for London in the period to 2041 and benefits, and that these benefits support and guidance to ensure commits to a number of aims as well contribute to the outcomes set out in that local transport schemes and Is the right as a wide range of ambitious outcomes the strategy. thing being initiatives as set out in boroughs’ against which progress will be measured. done to deliver Local Implementation Plans are the outcomes Progress against the aims and supported by monitoring plans that Monitoring, appraisal and evaluation are challenges identified in the strategy will demonstrate delivery against the essential to ensuring the policies and be measured through a wide-ranging Are the policies, proposals and expected Is the expected proposals of the strategy are likely to be programme of monitoring and evaluation, intended outcomes of this strategy. outcomes EXPECTED activity being achieved. They will inform planning and reported annually in TfL’s Travel in being OUTCOMES delivered prioritisation of resource use to ensure London statistical report of transport achieved delivery of the strategy stays on track. trends and outcomes. The approach to The process is set out in Figure 59. monitoring will be focused on transport Is this outcomes but placed in the wider social, activity Critical to achieving this is to ensure economic and environmental context. delivering the expected there is a clear line of sight from the benefits? strategy’s aims through to local and project-level objectives. TfL, London Policy 26 boroughs and other organisations The Mayor, through TfL and delivering this strategy will bring forward the boroughs, and working with As well as ongoing London-wide schemes and proposals that accord stakeholders, will review their monitoring, all major schemes and with the policies and proposals of the delivery plans to ensure the proposals will be supported by a strategy, to be appraised through a expected transport outcomes of monitoring plan that assesses their new multi-criteria framework tool. The this strategy are achieved as far contribution to achieving the strategy’s policies, proposals and outcomes of the as practicable should monitoring aims and outcomes. TfL will put in place strategy will be embedded in the way show that otherwise they would be appropriate monitoring programmes that TfL makes decisions and assesses unlikely to be achieved. for schemes it will deliver but it is recognised that individual boroughs may not have the resources required to monitor schemes for which they are responsible.

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Glossary

Bus Safety Standard: Car sharing/shared cars: The London Plan also set outs similar A standard to be introduced on new buses Cars that are not owned by the people who use definitions of inner and outer London, which A entering service from 2018. The standard will them to travel. This includes car clubs, taxis may be updated over time. However, for some Accessibility: use new technology to improve the safety of and private hire vehicles. uses, boundaries based on borough or the CAZ In the context of this strategy, accessibility buses in London, including Intelligent Speed are not appropriate, such as the inner London refers to how easy it is for people to use Adaptation to limit the speed at which buses Carbon dioxide (CO2): ULEZ, which is based on the North and South London’s streets and public transport to get are able to travel. It will also build on analysis Principal greenhouse gas related to Circular Roads, or the Congestion Charge zone, to places, jobs, homes and services, of collisions involving buses in London to climate change. which is based on the Inner Ring Road. In other considering particularly the needs of older inform the development of vehicle design and circumstances, the concepts of central, inner and disabled people. technology to give the greatest casualty savings. Central Activities Zone (CAZ): and outer should be used more flexibly, such The area of central London in which planning as when planning where transport services operate, as these are unlikely to do so only on Active, efficient and sustainable modes: Business Improvement District (BID): policy promotes finance, specialist retail, one side of a boundary. The primary aim of this strategy is for 80 per A defined area in which a levy is charged on all tourist and cultural uses, and activities. cent of trips to be made on foot, by cycle or business rate payers in addition to the business using public transport by 2041. Collectively, rates bill. This levy is used to develop projects Central, Inner and Outer London: Circular economy: these can be referred to as ‘active, efficient that will benefit businesses in the local area. These definitions can vary depending on An economic model in which resources are and sustainable modes’. the context in which they are being used. kept in use at the highest level possible for as Business Rate Supplement (BRS): For the purposes of analysis (and future long as possible in order to maximise value and reduce waste, moving away from the traditional Adapted (inclusive) cycle: The Business Rate Supplements Act makes monitoring), this strategy has used the linear economic model of ‘make, use, dispose’. A cycle adapted for disabled people, for example provision for councils to levy a supplement on following definitions: one that is pedalled by hand rather than by foot. the national non-domestic rate (or business rate). The GLA has introduced a BRS to help • Central London: an area broadly equivalent Community Infrastructure Levy (CIL): finance the Crossrail project. A non-negotiable charge, which allows local Air pollutants: to the Central Activities Zone (CAZ), as authorities (including the Mayor) to help Generic term for emitted substances in the air defined by the London Plan fund infrastructure needed to support the that have adverse effects on humans and development of an area in line with local the ecosystem. • Inner London (excluding central London, as appropriate): the boroughs development plans. Autonomous vehicles: C of Camden, City of London, Hackney, Compulsory Basic Training (CBT): Vehicles that perform at least some of the Car club: Hammersmith & Fulham, Haringey, A course usually taken before someone ‘driving’ task themselves. How autonomous a A short-term car rental service that allows Islington, Kensington & Chelsea, Lambeth, can ride a moped or motorcycle on the road. It vehicle is depends on how much it can do (eg members access to cars parked locally for a Lewisham, Newham, Southwark, Tower teaches people to ride safely on their own while steering, acceleration, braking) and how much per-minute, per-hour or per-day fee. Hamlets, Wandsworth and the City of practising for full moped or motorcycle tests. responsibility the driver retains (eg performing Westminster, as defined by the Office for some driving functions, just monitoring or Car dependency: National Statistics Congestion Charge (CC): being free to do other things). Reliance on cars to get around, whether The charge applied to vehicles entering through habit, because street environments • Outer London: the boroughs of a defined area of central London, introduced have been planned around car use, or Barking and Dagenham, Barnet, Bexley, to reduce congestion. Some vehicles are because walking, cycling and public transport Brent, Bromley, Croydon, Ealing, Enfield, currently exempt from the Congestion Charge. alternatives are not available or appealing. Greenwich, Harrow, Havering, Hillingdon, Hounslow, Kingston upon Thames, Merton, B Connected vehicles: Car-lite development: Redbridge, Richmond upon Thames, Sutton BikeSafe London: Vehicles that can communicate with other A housing development that is designed to and Waltham Forest, as defined by the Skills training for motorcycle riders in London, Office for National Statistics vehicles and/or infrastructure. run by the Metropolitan Police. deter reliance on cars and encourage walking, cycling and public transport use. VERSION FOR PUBLICATION GLOSSARY 315

Connectivity: number of deliveries required, while ensuring Euro standards: Growth area: The general term for how easy it is for people remaining deliveries are made as safely as EU standards that define maximum air pollutant A specific area for new residential development to get to places, jobs, homes and services. possible and in an environmentally friendly way. emissions for new vehicles sold within EU to accommodate future population growth, member states. These range from Euro 1-6 for as outlined in the Government’s Sustainable Consolidation: Development Rights Auction Model (DRAM): light vehicles and Euro I-VI for heavy vehicles. Communities Plan. Within London, these The process of rearranging and combining A new land value capture mechanism that looks include the Thames Gateway and the London- deliveries to reduce the number of van and to capture value uplift from new development Evening peak: Stansted-Cambridge-Peterborough corridor. lorry journeys made in London. to fund future infrastructure. The period in the afternoon and evening when travel demand is highest (4pm-7pm). Consolidation centre: Dial-a-Ride: A centre where deliveries can be brought A door-to-door transport service for disabled for more efficient onward movement to people for whom public transport services H their final destinations. It enables organisations are unsuitable. Health inequalities: and planning authorities to improve operational G Health inequalities are systematic, avoidable efficiency, resulting in reduced congestion, Direct Vision Standard: Green infrastructure: and unfair differences in mental or physical fewer delays and improved safety. A method of assessing the extent to which A network of green spaces – and features health between groups of people. These HGV drivers can see other road users directly such as street trees and green roofs – that is differences affect how long people live in good Construction and demolition waste: from their cabs, rather than through mirrors, planned, designed and managed to deliver a health and are mostly a result of differences Waste arising from the construction, cameras or other devices. range of benefits. These include mitigating in people’s homes, education and childhood repair, maintenance and demolition of buildings flooding, cooling the urban environment experiences, their environments, their jobs and and structures, including roads. It consists Disability: and enhancing biodiversity and ecological employment prospects, their access to good mostly of brick, concrete, hardcore, subsoil As defined by the Equality Act 2010, a physical resilience, as well as providing more attractive public services and their habits. and topsoil, but it can contain quantities of or mental impairment that has a ‘substantial’ places for people. timber, metal, plastics and occasionally special and ‘long-term’ negative effect on a person’s Healthy routes: (hazardous) waste materials. ability to do normal daily activities. The social Green roofs/walls: A TfL-funded programme of street model of disability defines disability as the Planting on roofs or walls that helps cool the improvements, delivered by TfL and the Construction Logistics Plan (CLP): effect of the barriers, discrimination and urban environment, improves air quality, slows boroughs, to create better routes to schools A travel plan that aims to improve the disadvantages faced by disabled people, not rainwater run-off and creates wildlife habitats. and local attractions, which may include cycle sustainability of construction freight movements the impact of their specific impairment. parking and the implementation of 20mph by establishing site management and Greening: limits and zones. procurement processes to reduce the impact The improvement of the appearance, function of construction traffic on the street network. and wildlife value of the urban environment Healthy Streets Approach: through soft landscaping. The Mayor and TfL’s approach to prioritising E people and their health in decision-making Electric vehicle (EV): Gross Domestic Product (GDP): to create a healthy, inclusive and safe city A vehicle that uses an electric motor for A monetary measure of the market value of all for all. The approach makes London a more D propulsion, comprising ones that run solely final goods and services produced by a country attractive place to walk, cycle and use public Delivery and Servicing Plan (DSP): on batteries, as well as plug-in hybrid electric in a period. transport, and reduces the dominance of A travel plan that aims to improve the vehicles that have an attached petrol or diesel motorised transport. sustainability of freight and servicing. engine to power the battery engine. Gross Value Added (GVA): Produced jointly by suppliers, clients and the A monetary measure of the value of goods Heavy goods vehicle (HGV): freight industry, the DSP seeks to reduce the and services produced in an area, industry or A motor vehicle (such as a truck or lorry) sector of an economy. with a maximum gross vehicle weight of more than 3.5 tonnes. VERSION FOR PUBLICATION GLOSSARY 317

Hybrid vehicle: Induction loop: London Councils: A vehicle that utilises batteries and electric A system that can help some people with a An organisation that represents London’s 33 traction motors in conjunction with the internal hearing impairment by transferring information local authorities, and lobbies on their behalf. combustion engine. to their hearing aid. L London Councils also runs a number of pan- London services. Legible London: Hydrogen bus: Inner London: A map-based walking wayfinding and A bus powered by a hydrogen fuel cell. See ‘Central, Inner and Outer London’. information system that gives people clear London Finance Commission (LFC): and consistent information to facilitate and The Commission helps the Mayor and Hydrogen fuel cell: Integrated Impact Assessment (IIA): encourage walking journeys. It is managed by London’s local authorities to improve the tax A cell that acts like a constantly recharging A systematic process for assessing the TfL but available for third-party use. and public spending arrangements for the city battery, electrochemically combining hydrogen likely sustainability effects of the strategy in to promote jobs, growth and greater equality. It was reconvened in 2016 by the Mayor of and oxygen to generate power. Vehicles order to ensure they are fully considered and Licence Lite: London, Sadiq Khan, to review the fiscal powered by hydrogen fuel cells produce only addressed at the earliest appropriate stage The Mayor’s scheme to stimulate the powers – control over taxes and spending water and heat as by-products. of decision-making. The transport policies decentralised and low-carbon energy market, – London should have to invest in its and proposals within the draft strategy are in which the GLA acts as a licensed energy infrastructure, deliver public services and stay subject to the following assessments, and the supplier and works with partners to supply internationally competitive. findings have been collated into the overall IIA energy to non-domestic consumers in London. Report: Strategic Environmental Assessment (SEA); Habitats Regulation Assessment (HRA); London Plan: Liveable Neighbourhoods: I Equalities Impact Assessment (EqIA); Health The Mayor’s spatial development strategy Inclusion: A TfL-funded programme, delivered by TfL and Impact Assessment (HIA); Assessment of for London. At the time of publishing, the Mayor Removing barriers and taking steps to create the boroughs, to improve the public realm and Economic Impact (AEI); and Community Safety had consulted on a new London Plan. equality, harness diversity and produce the experience of walking, cycling and using Impact Assessment (CSIA). safe, welcoming communities and cultures public transport while increasing opportunities Londoners: that encourage innovative and fresh ways to use streets as public spaces and reducing Permanent and temporary residents of London of thinking, and allow people to speak up, car trips. and, where also applicable, commuters from especially to suggest where things could be outside London, visitors and tourists. done better. Local Implementation Plan (LIP): J A statutory transport plan produced by London Low Emission Zone (LEZ): Inclusive design: Journey stage: boroughs, which brings together transport A charging zone across most of Greater The creation of environments that everyone Part (or sometimes all) of a trip made by a single proposals to implement the strategy London for vehicles that do not meet emissions can use – confidently, independently and mode of transport. A home-to-work trip, for at a local level. standards for particulate matter. with choice and dignity – to access, and example, may contain three journey stages: a benefit from, the full range of opportunities walk to a bus stop, a bus journey stage, and a LoCITY: available. Inclusive design avoids separation further walk from the bus stop to the workplace. An industry-led programme helping the freight or segregation and is made up of places and fleet sector lead the way in improving air and spaces that acknowledge diversity quality and reducing carbon emissions. and difference, meeting the needs of everyone M in society. London Atmospheric Emissions Maximum fare: K Inventory (LAEI): A charge that can be applied if a pay as you go Killed or Seriously Injured (KSI): A database of emissions sources and Oyster or contactless payment card is used A standard metric used to measure levels information about rates of emissions for air at only one end of a journey made by Tube, of road safety. pollutants within and around London. DLR, London Overground, TfL Rail, River Bus or national rail services in London.

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Mayor’s Air Quality Fund: Nitrogen oxides (NOx): Private Hire Vehicle (PHV):

Funding from the GLA to London boroughs A generic term for nitrogen dioxide (NO2) and Any vehicle that seats up to eight to support a wide range of projects aimed at nitrogen monoxide (NO) – the latter can form passengers and is available for hire with a improving air quality. NO2 in the atmosphere. Euro standards set NOx P driver. These vehicles require a PHV licence vehicle emissions limits. Particulate matter (PM): to operate in London. Mixed-use development: A mixture of various solid and liquid particles of Development for a variety of activities on Non-road Mobile Machinery (NRMM): various chemical compositions suspended in Public realm: single sites or across wider areas such as Any mobile machine, item of transportable the air. Publicly accessible space between and town centres. industrial equipment or vehicle that has a within buildings, including streets, squares, combustion engine and is not intended for forecourts, parks and open spaces. PM2.5: carrying passengers or goods on the street. Mode share: Particulate matter that is 2.5 microns or less The relative use of each mode of transport. in diameter. Particulates of this size are small Public transport accessibility level (PTAL): The calculation of mode share in the strategy NRMM Low Emission Zone: enough to penetrate deep into the lungs and A measure of connectivity to the public is based on trips. An area of London subject to regulation other organs, causing a wide range of health transport network. For any given point in of NRMM emissions, as defined by the impacts, and are therefore subject to legal London, PTALs combine walk time to the The Mayor’s Office for Policing and GLA’s Supplementary Planning Guidance, limit values. network (stations, bus stops) with service Crime (MOPAC): ‘The Control of Dust and Emissions from wait time at these stops to give an overall Mayoral office responsible for policing Construction and Demolition’. accessibility index. There are six accessibility PM10: in the capital outside the City of London. Particulate matter that is 10 microns or less levels (1=poor, 6=excellent). in diameter. It is harmful to human health and Morning peak: subject to legal limit values. The period in the morning when travel demand is highest (7am-10am). O Police: Opportunity Areas: In the context of the strategy, this refers R London’s principal areas of opportunity to all police forces in London tasked with Radial travel: identified in the London Plan for accommodating law enforcement on transport infrastructure. Journeys made into and out of the centre large-scale development to provide substantial Principally, this incorporates all relevant of London. N numbers of new jobs and homes. Each typically divisions of the Metropolitan Police Service, City National Infrastructure Commission (NIC): has more than 5,000 jobs and/or 2,500 homes, of London Police and British Transport Police. Responsible procurement: A commission that provides the Government with a mixed and intensive use of land, assisted Socially, environmentally and economically with impartial, expert advice on major long- by good public transport accessibility. Port of London Authority (PLA): sustainable procurement to deliver an term infrastructure challenges. A public trust established to administer, improved quality of life and better value for Opportunity Area Planning Framework (OAPF): preserve and improve the Port of London. money. It involves working across London to Network Rail: Strategic spatial plans for Opportunity Areas in provide sustained employment opportunities The owner and infrastructure manager of London, as designated in the London Plan. Port of London Authority’s 2035 and improve working conditions. It means most of the rail network in England, Scotland Thames Vision: opening up access to contract opportunities and Wales. Orbital travel: The Port of London Authority’s framework for for London’s diverse businesses, and voluntary Non-radial journeys made between one part of the development of the tidal Thames between and community sector organisations, encouraging improved practices with suppliers Nitrogen dioxide (NO2): London and another, where the end destination now and 2035. A gas formed by combustion, identified as is not in central London. and promoting greater environmental an air pollutant harmful to human health. The sustainability to make London a better place legal limit values measure concentrations of Outer London: to live and work.

NO2 in the air. See ‘Central, Inner and Outer London’.

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Surface water: Train operating company (TOC): Trip: Rainwater lying on the surface or within surface A train operating company (TOC) runs rail A one-way movement from one place to water drains/sewers. passenger services, leasing and managing another to achieve a single main purpose. Trips S stations from Network Rail. TOCs are the may be further sub-divided into journey stages. consumer face of the rail industry, and ScooterSafe London: Sustainable Drainage System (SuDS): generally apply for franchises to run specific Skills training for scooter riders in London, run Measures and techniques to help capture, use, routes from the Department for Transport. The by the Metropolitan Police. delay the dispersal of, discharge or absorb surface water. London’s approach is set out in London Overground franchise is managed by the Sustainable Drainage Action Plan. Transport for London. TOCs normally lease Section 106 (s106): trains from rolling stock companies. U These agreements confer planning obligations Ultra Low Emission Vehicle (ULEV): on persons with an interest in land in order Vehicle with reduced emissions of air Transport assessment: to achieve the implementation of relevant pollutants and CO2, including battery electric, A process that sets out transport issues planning policies as authorised by Section 106 hydrogen fuel cell electric, plug-in hybrid and relating to development proposals. of the Town and Country Planning Act 1990. T range-extended electric vehicles. Thames Gateway: Transport for London (TfL): Servicing trips: A corridor of land on either side of the Thames Ultra Low Emission Zone (ULEZ): One of the GLA group of organisations, Trips made to provide a service such as the extending from east London through to north Charging zone in which vehicles that do not accountable to the Mayor, with responsibility collection of waste or to conduct maintenance Kent and south Essex. The London part of the comply with emissions standards for air for delivering an integrated and sustainable or repairs. area extends eastwards from Deptford Creek pollutants will be subject to a daily charge. transport strategy for London. and the Royal Docks and includes parts of the Shared mobility: lower end of the Lee Valley around Stratford. Urban realm: Transport for London Growth Fund: A form of personal travel in which users It also includes parts of the boroughs of The area between building alignments, A fund for smaller-scale transport schemes share access to vehicles rather than privately Barking and Dagenham, Bexley, Greenwich, including public spaces next to streets. that helps directly unlock the creation of new owning them. Havering, Lewisham, Newham and Tower Streets make up the greatest part of the homes and jobs, and leverages funding for Hamlets as well as limited parts of Hackney urban realm in most cities. such purposes from other sources. Social integration: and Waltham Forest. The building of strong communities where Transport for London Road all Londoners can lead interconnected lives Town centres: Network (TLRN): and play an active part in their city and the Places in London that provide access to Described in the GLA Act 1999 as the Greater decisions that affect them. This can only be a range of commercial, cultural and civic London Authority Road Network, this is now V achieved by working to prevent, identify and activities, including shopping, leisure, known as the Transport for London Road Vehicle Excise Duty (VED): remove inequalities and barriers that prevent employment, entertainment, culture, and Network. It comprises 580km of London’s red A tax (also known as ‘vehicle tax’, ‘car tax’, and people from engaging in their communities and social and community facilities. Town centres routes and other important streets. ‘road tax’) that is levied as an excise duty. wider society, while recognising the important are classified in the London Plan according It must be paid for most types of vehicles being role played by interaction and participation in to their existing role and function in light of used (or parked) on the public roads in the overcoming these. characteristics such as scale, mix of uses, Travel plan: United Kingdom. economic performance and accessibility. A long-term management strategy that encourages active, efficient and sustainable Step-free network: travel for new and existing developments. It Vision Zero: The network of Underground, London Traffic reduction strategy: sets out transport impacts, establishes targets An approach to road danger reduction Overground and/or national rail stations that Borough-led strategy to reduce car and identifies the package of measures needed that works towards the elimination of road provide step-free access from the street to the and freight traffic at a local level, developed for improvement. traffic deaths and serious injuries by platform or train, such as through the provision as part of LIPs. reducing the dominance of motor vehicles of lifts or ramps. on London’s streets.

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Vulnerable road user: A person travelling on foot, by cycle or by motorcycle, who is disproportionately affected by road danger in London. Vulnerable road Z users make up 80 per cent of those killed or Zero carbon: seriously injured on London’s streets. Activity that causes no net release of carbon dioxide and other greenhouse gas emissions into the atmosphere.

Zero emission capable (ZEC) vehicle: W A vehicle that is constructed to be capable of Walk London Network: operating in zero emission mode for at least A network of seven routes across London, part of its operating cycle. The zero emission forming one of the largest walking networks of mode may be augmented by an internal any city in the world. The routes are designed combustion engine configured to extend to be easily accessible by public transport and the driving range of the vehicle, either by can be walked in sections. The seven routes propelling the driven wheels or by powering are: the Capital Ring, Green Chain, Jubilee an on-board generator. Greenway, Jubilee Walkway, Lea Valley, London Outer Orbital Path (LOOP) and the Zero emission transport: Thames Path. Transport that produces zero harmful exhaust

emissions, including PM, NOx, NO2,

Wider South East (WSE): CO and CO2. The WSE comprises 156 authorities and 11 Local Enterprise Partnerships within London, Zero emission zone: the south east and the east of England. A zone within which vehicles not capable Collaboration arrangements are in place to of operating with zero-pollutant exhaust co-ordinate strategic policy and infrastructure emissions are subject to road user charges investment to underpin economic prosperity (similar to ULEZ or LEZ) and/or other vehicle across the region. prohibitions or restrictions.

Workplace Parking Levy: A charge on employers who provide workplace parking. Revenue raised must be re-invested into transport improvement schemes.

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