Transport Interchanges HILLINGDON DESIGN and ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Introduction

HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT SUPPLEMENTARY PLANNING DOCUMENT Contents

02 INTRODUCTION

04 HILLINGDON OVERVIEW

08 DESIGN PRINCIPLES

30 GOOD PRACTICE EXAMPLES

32 APPENDIX RELEVANT PLANNING POLICIES AND OTHER DOCUMENTS

36 REFERENCES

37 GLOSSARY

This Supplementary Planning Document has been produced jointly by London Borough of Hillingdon and Mouchel Parkman, West Hall, Parvis Road, West Byfleet, Surrey

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Introduction

Sustainable urban growth must be based this guidance concentrates on how these around good public transport links to interchanges should be designed and reduce the need to use the car for local developed. trips and commuting; 1.2 At interchanges development should High quality transport nodes encourage create places that are well-used and walking to and use of these facilities; and which become places of enduring value. Development close to transport nodes They should also provide transport is efficient and equitable and provides choice and provide the basis for good a mix of choices in land use and quality places to live and work. This accessibility. requires consideration of design principles that co-ordinate transport and And a holistic view to improving development together. Hillingdon’s environmental quality of life by Better walking ensuring levels of pollutants are minimised 1.3 This document recognises the need for environments around wherever possible. sustainable growth in Hillingdon around interchanges benefit everyone both public transport interchanges and corridors through the development of Transport Development Areas (TDAs). It 1.1 Transport interchanges are extremely defines key design principles for TDAs important in facilitating travel without a car 1.0 This document sets out design principles and provides guidance on how to apply as by their very nature they are the places for transport interchanges within Hillingdon. these principles, both on private land and that can be reached most easily. This The principles support sustainable transport the wider public realm of the street. means they are suitable for the and development, recognising the part development of major employment, retail, Hillingdon plays as a network of towns, leisure and other facilities that people suburban centres and villages in outer need to reach from a wide area and so London.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Introduction

Purpose of the Document Policy Context National and London 1.4 This document has several uses: Sustainable patterns of development There are significant areas of designated To help form the basis of development enable better access to jobs, education land use and large areas of green space. control decisions on planning applications and other local services; The main housing type is low density, in the identified transport corridors and at Trip generating development should be interwar and owner-occupier. interchanges, and in deciding on the focused in town centres as these are the nature of public realm improvements in Rail transport is provided mainly by the main transport hubs; these areas; Metropolitan, Central and Piccadilly lines Mixed development is key to reducing the in the north of the Borough and by First Information for transport operators / need to travel and maximise opportunities Great Western services through Hayes providers and public transport agencies for using other modes; and, and Harlington and West Drayton. on transport access and development Heathrow is serviced by the Heathrow London to become a walking friendly city synergy in Hillingdon; and, Express, tube (Piccadilly line), bus and taxi by 2015. services. Information for the Greater London The main mode of transport in Hillingdon Key interchanges are identified at Authority, adjoining planning authorities, is the car and vehicle congestion is Uxbridge and Hayes and Harlington and statutory planning consultees and increasing. developers on how LB Hillingdon will at centres with stations. The Borough is mainly suburban with interpret the Mayor’s London Plan and Main transport corridors are identified with low public transport accessibility levels. Mayor’s Transport Strategy in respect of priority bus routes running along heavily transport interchanges. trafficked vehicular routes.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Hillingdon Overview

1.5 Transport policy is set nationally, 1.6 Hillingdon has grown from a set of vil- regionally and locally to encourage greater use lages which form the heart of the boroughs of sustainable transport modes of cycling, bus, district and local centres. Public transport tram, canals and rail. Central to all these policy linkages between the centres are often broken aspirations is the need to create a good and not exploited to their full potential. Orbital walking environment providing good places, public transport in Hillingdon and West both for access and for quality of life. Relevant London is poorly developed. planning policies supporting the principles in this document are set out in the Appendix 1.7 Hillingdon as a Borough is currently very (p.34-37). car-reliant and continues to have the highest Low density, suburban car ownership among London Boroughs. street in Hillingdon. Some There are several strategic roads that bring are not close to local facilities, necessitating traffic from the wider area to access trips by car. employment areas and Heathrow or to pass through to inner London destinations. The Borough is characterised by its low- density inter-war suburbs, including several original London County Council housing estates. Within the suburbs there is some mixed land use, increasing the need to travel to get to shops and services.

Retail uses in the centre of Uxbridge, well served by public transport

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Hillingdon Overview

1.8 There is little synergy between transport public transport corridors. This is necessary as interchanges and land uses, except in the design principles, treatment and type of Uxbridge town centre where recent new development differ substantially for each. developments have helped in providing a Interchanges have been categorised by type, walking environment conducive to linking tube, based on level and capacity of services bus and other modes of travel. The Public provided for, network linkage, and catchment Transport Accessibility Levels (PTALs) in area. Hillingdon never exceed Level 4 except in Uxbridge town centre, parts of Hayes and Category A: Heathrow, Uxbridge and Hayes Ruislip town centres1. and Harlington Interchange - The Intermodal Category A – Heathrow Airport transport interchange for London - Best 1.9 Heathrow, the world’s busiest Practice guidlines (TfL et al 2001) state that international airport, is in the south of the ‘Interchange occurs when people transfer from Borough and its importance as a multi modal one mode to another, or between two services transport interchange has national of the same mode. In addition people join or significance. Many trips made to Heathrow leave the public transport system on foot, by are on public transport using the Heathrow bicycle, motorcycle and car. Transport Express from Paddington, the Piccadilly line interchanges can be defined as: the place and bus, although many employees and where you change between modes or services visitors travel to Heathrow by car. or a purpose built facility to improve interchange quality. Transport Interchanges in Hillingdon Category B – Ruislip Station 1.11 At Category A stations, the modal split 1.10 In developing this design guidance, a ranges from air, rail and underground, to 1 Note: In “The Mayor’s draft London Plan, Report to the Association of Local Government – Areas of Intensification, MTRU, January 2003, it states that the current PTAL system is not distinction has been made between transport vehicles, buses, cyclists and pedestrians. sufficient to measure site accessibility outside Central London because the process interchanges as nodes where several routes Heathrow, Uxbridge and Hayes and Harlington measures accessibility to the nearest access point to the public transport system and does meet, and public transport interchanges along not take account of where people may wish to travel. Within Hillingdon, many public transport routes terminate and this limits the opportunity for multi-directional travel.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Hillingdon Overview

are all interchanges of strategic or sub-regional interchanges, they often provide a place to wait importance in respect of bus to rail between trips on different transport modes. interchanges. Hayes and Harlington station has regional transport catchments although Category C: All other stations. train services are not as frequent as would be ideal for such a category. Heathrow is a special 1.14 At Category C stations, the modal split circumstance since its catchment as an ranges from rail and underground, to vehicles, international airport is very different to other buses, cyclists and pedestrians. These stations Category A interchanges. Its transport needs provide an important role for commuters and local businesses but are unlikely to play a major relate solely to access for either onward travel Category C – Ickenham Station or employment. role in providing transport access to the wider facilities in the local retail area. Category B: Stations at Northwood, Hillingdon, Ruislip, West Ruislip and West Drayton. Category D: Major Bus Corridors

1.12 At Category B stations, the modal split Uxbridge Road corridor (Bus 207 and ranges from rail and underground, to vehicles, express route 607) buses, cyclists and pedestrians. Station Road / Coldharbour Lane (Bus 140) 1.13 They serve district wide and local Cowley Road / Uxbridge Road catchments, mainly providing bus and London Underground services. They are important for Long Lane and Harlington Road Buses operating at Ruislip Station getting to work and services, and have spin off Ickenham Road to West Ruislip benefits to providing people with the Yeading Lane / Coldharbour Lane / opportunity to use local or town centre Uxbridge Road facilities, shops and businesses. At

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Hillingdon Overview

1.15 Buses provide the most comprehensive sustainable manner, what is presently low form of public transport in the borough, serving density suburban housing and help provide the diverse local journeys and a wider range of catchment for the operation of expanded public locations. They provide access to employment, transport services. Illustrated in Figure 1 are the shopping, education, health and other main interchanges and transport links in facilities, and linking town centres and rail Hillingdon. stations for travel further afield. The majority of bus users reach stops by foot and walking 1.18 The corridors link the interchanges to bus stops features extensively along existing forming a concentrated ‘Transport Zone’ where bus networks. varying degrees of development can be promoted without generating a proportionate Category E: Other Bus Stops increase in road traffic and parking demand. Trip-generating development will be sought 1.16 In locations where there are bus stops, in these areas, while keeping development mainly in residential areas, minimum design pressure away from areas with lower public and accessibility principles will be applied. transport accessibility, thereby reducing the level of car use. A Transport Development Zone Framework Figure 1 The Transport Development Zone for Hillingdon 1.17 There are opportunities to make Transport Interchange (Category A) improved linkages between some of the satellite areas around Uxbridge which would Transport Interchange (Category B) improve connectivity, orbital travel and build on Transport Interchange (Category C) key bus routes and help to intensify, in a Priority Public Transport Corridor (Category D)

All other public transport stops not shown (Category E)

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

This section sets out the design principles for interchanges in Hillingdon. The design principles are intended to support development related to the public transport network. The concept is to encourage appropriate development at transport interchanges and transport corridors, with design and the public realm at the forefront to benefit the interchange facilities and the walking environment immediately around it.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Transport Development Areas (TDAs) movement routes and walkable streets that Figure 3 should achieve the 5 'Cs'; comfortable, Relationship of Movement Routes to Interchange 2.0 The design principles promote TDAs as connected, convenient, conspicuous and the principal means of securing a well- convivial 2. designed, higher density development around good public transport nodes in towns and Figure 2 cities. Figure 2 illustrates the relationship that The Movement Network and Development Density should occur between transport interchanges and surrounding development.

The interchange should provide high quality and high density development with low levels of parking at Category A and B interchanges. These are the locations most appropriate for intensive land uses such as office, retail, and leisure which attract or generate a large number of trips. Main Movement Routes Interchange High density Medium density In the surrounding areas medium density and 5 minute walk medium parking levels are more appropriate. Moving away from the centre, the density of High density development will be expected to decrease as Medium density Low density public transport accessibility also reduces. Main public transport movement routes Within all areas there should be good Other streets

2 Making London a walkable city – The Walking Plan for London, Transport for London February 2004

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

2.1 Figure 3 shows in more detail how the nodes. Table 3 (p.29) provides a checklist for station should interact with the surrounding facilitating this process. area and with the local movement network. The ability to move directly to and from The promotion of TDAs will be focused on locations as well as move in other directions Category A locations and will be considered in should be possible. Providing direct routes Category B locations on the basis of an increases the opportunity for people to use assessment of the impact on the established public transport. appearance, character and capacity of the area. Planning policy controls, Conservation 2.2 The design approach for new Areas, Listed Buildings and Historic Parks add Higher density residential development should be proactive in influencing value and character to the visual amenity of an development at Ruislip Station – a good example of people’s decision to walk or cycle. The area, therefore the application of TDA a Transport Development Area. Transport Development Area (TDA)3 concept principles within Category A and B locations promotes well designed, higher density, may be unacceptable. mixed-use areas situated around good public transport access points in urban areas. This 2.4 Application of TDA principles elsewhere should involve a range of stakeholders who, if will only be considered should there be a on board from the outset, should be able to significant increase in public transport facilitate planning and design, land assembly, accessibility levels at those locations. Smaller, funding and define a delivery mechanism to modest changes in residential density and the achieve it. provision of local mixed uses in other categories of locations – on priority corridors 2.3 There is considered to be scope within and around bus stops, local interchanges as Hillingdon to develop the TDA concept as a well as at other town and local centres – may means of addressing the high level of reliance be acceptable but will need to remain 3 The Royal Institution of Chartered Surveyors published research in 2001 into the on the car and issues associated with low consistent with the appearance, character and feasibility of setting up Transport Development Areas (TDAs), in conjunction with the Department of the Environment, Transport and the Regions. density development around some transport capacity of the area.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

2.5 To encourage the provision of public Figure 4 Public Transport Corridors transport in the Borough, there needs to be an adequate catchment to support it. Public transport providers are more likely to operate if the economic viability of a route is more assured. The Urban Design Compendium 4 advises that a bus route will be viable if there are enough people within a 400m radius of each stop 5.

2.6 In Hillingdon, many low density suburbs do not provide sufficient passengers to support high frequency public transport services. Intensification over and above what can be supported by the PTAL and capacity of the area will only be considered where public transport services are physically expanded.

In some instances, it may be appropriate for Catchment Limit developers to provide s106 contributions to Transport Corridor help bring about an increase in public transport and road capacity. Bus Station / Interchange Bus Stop

Catchment 4 Urban Design Compendium, Llewelyn-Davies for English Partnerships and the Housing Corporation, August 2000 5 Note: A density of around 80 persons per hectare provides a catchment of 2000 people per stop. Information from Urban Design Compendium, Llewelyn-Davies for English Partnerships and the Housing Corporation, August 2000

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Figure 4 demonstrates housing density around 2.8 Category A interchanges have sufficient bus stops and bus stations, related to walk inbound accessibility to make them time, located along public transport corridors. appropriate locations for a wide range of trip Around bus stations or larger category attracting uses, which should therefore be interchanges, the catchment will be wider prominent in the mix within the 400-500 metre since more services and routes will be catchment area. At Heathrow a mix of uses will available. This also means that any new be more difficult to achieve with such a large development should be at a higher density primary land use and the wish to limit most within these catchment areas, providing the trips to the Heathrow area to employees and patronage for the public transport network. those using Heathrow for travel purposes, given the congestion and air quality problems “The Chimes” – Retail uses at Uxbridge Station Mixed uses in the south of the borough. 2.7 To make places more liveable and sustainable, there needs to be a genuine mix of 2.9 Further away and at the lesser land uses. Providing a variety of uses creates interchanges, the mix could incorporate higher many benefits such as variations in building density residential (other than at Heathrow) types and the attraction of people at different grading to lower density further from the centre times of the day. The particular mix to be of the interchange. advocated should again be related to the degree of public transport accessibility. Connections 2.10 Providing good, safe and comfortable connections for public transport users, No direct pedestrian crossing to pedestrians and cyclists has the benefit West Ruislip Station

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

of creating a place that is easy to move around. 2.12 Along public transport corridors the Easy, direct access to public transport facilities principle is the same, but the gradation of for pedestrians and cyclists is also vital to density that can be achieved is affected by the encourage greater use. This can be done by proximity of stops along the corridor and the providing routes that follow desire lines to nature of the primary transport mode along that encourage walking and cycling, by providing corridor. well overlooked routes bordered by active 2.13 The residential density ranges that frontages (i.e. rather than back streets and should be considered are set out in Table 1. passages), good paving, lighting and signing. The high density range will apply to the public Street layouts should form a well connected transport accessibility of the area. It should be hierarchy and avoid cul-de-sacs for all but the noted that these density ranges have been set very smallest developments within the at a strategic level in the London Plan. Transport Development Zone. Actual densities need to take full account of the need to provide a satisfactory residential Residential Density environment within the site, respect the setting 2.11 In national and London Plan policy and character of the local area and have full Residential development within guidance, it is recognised that development at regard to the overall public transport walking distance of Ruislip station public transport interchanges should be accessibility of the area. PTAL intensified. Residential density levels need to scores are a useful starting point for evaluating respond to location e.g. town centre to accessibility, in terms of assessing density for neighbourhood centre, and distance from an new developments but the Council will also interchange in that centre. take into account a range of other accessibility factors including the number and direction of travel destinations available and the time taken to reach these destinations from the site.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Table 1 Residential Density Ranges within Transport Zones Employment Densities 2.14 Employment densities refer to the HILLINGDON RESIDENTIAL DENSITY RANGES (FIGURES IN UNITS PER HECTARE - UPH) average floorspace per person in an occupied building and are important in making land use Houses detached / Houses terraced Flats semi-detached houses and flats and transport planning decisions, since they indicate the number of employees entering High Density and leaving a building. (Urban Location / High 55-175 55-175 165-275 Accessibility PTAL 6-4) 2.15 A minimum floorspace density of 19 sq Medium Density m / worker within an 800m catchment of an (Suburban Location / High 50-110 50-110 80-120 interchange should be allowed for 7. Major B2, Accessibility PTAL 6-4) B8 and some Sui Generis employment uses will Low Density not be permitted at Category A and B (Suburban Location / Low interchanges. This applies to general purpose 35-65 50-80 50-80 Accessibility built offices as this is the most appropriate type PTAL 3-2) of employment development at interchanges in Remote Sites Hillingdon. Land uses that require less (Suburban Location / Low floorspace per worker would be better located8 Accessibility 30-50 PTAL 2-1) some distance from interchanges, although consideration of how this is served by public transport will still be required. Parking Provision 1.5 - 2 spaces per unit 1-1.5 spaces per unit 1.5 spaces per unit (Subject to PTAL)

Based on the London Plan, GLA, February 20046 6 Cross refer to the HDAS Residential Guide 7 Employment Densities: A Full Guide Final Report, Arup Economics and Planning for English Partnerships and the Regional Development Agencies, July 2001 8 The average floorspace per worker, the amount of floorspace that an employee needs to do their job

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Parking standards they should not incorporate more than be demonstrated that this cannot be physically 2.16 Within areas around Category A, B and 1 space per flat (including visitor parking). accommodated within the site. C public transport interchanges, parking Parking standards for other uses will also provision at new developments should be be expected to be minimised at Category A, 2.19 Whatever parking is provided, whether lower than elsewhere. Category B and Category C locations. existing or new, it should be secure, well-lit and This is supported by national and local policy Specific parking levels will be based on the clearly sign-posted. Such facilities will be most which recognises that close proximity to Council’s parking standards, having regard appropriate to shopping areas and will need alternative modes allows for more transport to the London Plan, site PTAL and other to be accessible for the mobility impaired. choice and lessens reliability on the car as the accessibility factors, and will be included in the sole means of completing a journey. council’s emerging Local Development Framework. 2.17 Table 1 above sets out the appropriate parking standards from the London Plan for Car parks development by house type. Parking provision 2.18 The area within the walking catchment of up to 1.5 spaces per flat may be necessary of interchanges is a finite and valuable in some locations in Hillingdon given public resource, because this is where high density transport accessibility, low density land use development can be supported without and the continued high dependency on the reliance on the car. Consequently, space solely car. Predominantly flatted schemes are the for car parking should be restricted, and most appropriate development at major demand for it managed through a mixture nodes as they require less parking provision; of time controls and site parking charges. at interchanges with higher PTAL locations Undercroft or multi-storey parking should be provided for on larger schemes unless it can

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Public Realm Principles 2.22 Equally, they may be restricted where a range of other items. It is important though walking conditions are of poor quality or that these spaces do not become obscured 2.20 Public realm design principles dangerous due to a traffic dominated by clutter. This will be counter-productive and concentrate on the walking environment, how environment or paths that are poorly lit or with create a confusing place of poor quality which people get to the interchange, how they inadequate surveillance. Barriers to movement is neither navigable for those with mobility transfer from one mode to the other, and what that restrict the 10 minute walking zone should difficulties nor easy to understand. they do when they wait. Transport for London be breached (e.g. connecting cul-de-sacs, A co-ordinated approach towards the (TfL) recognises that improving interchanges is footbridges over railways etc). And steps interchange as a whole, whether in a node or key to promoting the use of public transport. to achieve this may be required as part of corridor, provides a well-structured and Guidance is contained within the TfL document substantial new development proposals. coherent environment. TfL has produced “Intermodal Transport, Interchange for London, guidance on standard inter-modal signing for Best Practice Guidelines”, January 2001 London. Developers will be expected to make (Issue 1) to which this guidance refers and 2.23 The walking environment should be financial contributions to, or in major more specifically, within the Public Realm appropriate to the Category of the interchange developments to provide public realm provision section of the HDAS. or corridor stops. In Category A catchments the centre zone will have very high quality in accordance with the Public Realm section of The public realm design principles relate paving, street furniture and lighting. A Category the HDAS. to different catchment areas beyond each C interchange centre will concentrate on being category of station reflecting the priorities that simply paved and furnished, but always laid out Facilities for waiting pedestrians and cyclists have in reaching the for pedestrian comfort and convenience and 2.24 At interchanges there needs to be interchange. This is illustrated in Table 2. accessible to all groups. facilities that allow people to wait in comfort 2.21 The catchment distances on foot can in and safety for their connections and provide practice be extended where walking conditions When designing the public realm it is easy to services they may wish to use. This includes are particularly favourable and attractive. provide too much signage, street furniture and shelter, seats, clocks, telephones, toilets, information, cash machine etc. Creating active places also increases feelings of security within the interchange and is used over a longer period of the day.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Table 2 Application of Public Realm Design Objectives by Interchange Category

CATEGORY OF USER OBJECTIVE APPLICATION OF PUBLIC REALM DESIGN PRINCIPLES INTERCHANGE

Node A People want to reach the interchange Application: up to a 10 minute walk time around the interchange. safely and be comfortable when At the interchange, the interchange area should be safe, comfortable for arriving. Expectations of the transferring between types of transport, and be comfortable for waiting, interchange will be greater as it is perhaps with other services to make this more pleasant. 0-400m – Identity and more of an experience than just a conviviality become important. More mixed land uses, active street frontages functional requirement. and wider pavements become the norm. 400-800 m – The priority is on well connected, conspicuous and well overlooked routes, with good crossing points and linkages to a fine grained, vibrant street pattern.

B People want to reach the Application: up to a 5 minute walk time around the interchange. interchange safely and be At the interchange, the interchange area should be safe, comfortable for comfortable when arriving. transferring between types of transport, and be comfortable for waiting, perhaps with other services to make this more pleasant. 0-400m – Identity and conviviality becomes important. More mixed land uses, active street frontages and wider pavements become the norm. Nearby streets should be well connected, conspicuous and well overlooked, with good crossing points and linkages.

C People want to reach the Application: At the interchange. The interchange area should be safe, interchange safely. comfortable for transferring between types of transport, and be comfortable for waiting. Nearby streets should be well connected, conspicuous and well overlooked, with good crossing points and linkages.

Corridor D/E People want to reach the Application: At the interchange. The interchange area should be safe, interchange safely. comfortable for transferring between types of transport, and be comfortable for waiting. Nearby streets should be well connected, conspicuous and well overlooked, with good crossing points and linkages.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

2.25 The provision of other facilities such as shops, places to buy food and drink, and cash 2.28 Bus stops and interchanges should machines allows people to make productive allow for full accessibility for all, without use of the time whilst waiting for their next recourse to separate ramps. Many Category B service. This type of service can also be useful and C interchanges in Hillingdon are at road for people living and working in the surrounding bridges where there is a need to transfer from area. Guaranteed footfall from the interchange train to the street as quickly and smoothly as may make this an attractive proposition for possible. This may necessitate lifts. In any potential vendors. event, the direct street linkage should always be provided for the pedestrian by steps if need Facilities for Buses be. Countdown, the London Bus real time The Bus Station in Uxbridge 2.26 Provision for buses at interchanges information system should be developed should incorporate several key attributes. across the whole bus network and Section 106 Services provided should be safe, comfortable contributions will be sought to enable this as and convenient. Bus stops, where possible, part of major developments. At some bus should be placed at the front of the station interchanges in London, it is not unusual to in a prominent position, not demoted to the have a full range of facilities such as a shop rear. Direct sight lines between modes are kiosk, Automated Public Convenience and important, and the main station entrance Real Time Information (RTI). This should be should be on the main adjacent street frontage. ensured at all interchanges, but particularly at those in Categories ‘A’ and ‘B’. The provision 2.27 Private car access should be given a of RTI is important in providing up to date The Bus Station at Heathrow Airport lower priority, and only if space allows. information to waiting passengers. Walkways and waiting areas, directional signing and information for other services and modes should all be clearly and simply laid out.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Facilities for cyclists transport corridors, crossing facilities and Signage, information and wayfinding 2.29 At interchanges, facilities need to be advance stop lines should be provided to 2.33 Routes should be clearly signposted to provided for cyclists to lock and store their provide a safer environment. enable passengers to quickly identify where bikes if users are changing modes. Facilities they are going and provide easy bus stop should be secure, protected from weather and finding information. The use of signs can be Facilities for taxi and kiss and ride well lit. Sheffield stands will usually be most creative and use techniques such as arrows on 2.31 Ranks for taxis should be provided that appropriate, or if there is a local style this the floor, tiling, or mirror the architectural are convenient for passengers 10. They should should be adopted for consistency and features of the station. Maps of the locality and be well lit and accessible for all. continuity 9. In some locations there may be addresses of key public and commercial scope for enhanced facilities such as cycle 2.32 At transport nodes, parking for the facilities should be prominently displayed at lockers, although this is only likely to be in disabled should be accommodated in points of arrival and disembarkation. Category A stations, for example where natural locations that are close to the entrance of the Real time information for bus, tube and rail, surveillance is poor. station. Priority should generally be given to and information points should be provided access between bus stops and station at all interchanges. 2.30 Wherever possible, new cycle routes entrances, since in most situations buses serve should connect with the London Cycle Signing should take account of sensory a greater number of interchange passengers Network and follow cyclist's desire lines. The impaired people and ensure that easily than taxis. It may also be appropriate to LCN does not currently have good coverage in recognisable symbols are used for tourists and provide a set down point for 'kiss and ride', Hillingdon and opportunities should be taken visitors who may not necessarily speak English. although priority should be given to essential when they arise to increase provision for car users. This could also serve as a waiting cyclists. S106 contributions may be sought, in Security and conspicuousness place for people being picked up from the this respect, as part of any major 2.34 Improving safety at interchanges interchange. developments. At nodes and along public inspires confidence and people may be more likely to use them. The best way to achieve high levels of security is to provide intensive

10 Taxi ranks at major interchange – Best Practice Guidelines, Transport for London, 9 See HDAS Public Realm Guide March 2003

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

mixed use development at interchanges that Accessibility generates pedestrian activity at all times. 2.35 Interchanges should be fully accessible Establishing active frontages which overlook for the mobility or sensory impaired and the interchange provide opportunities for proposals should comply with the Disability natural surveillance. Other secondary Discrimination Act 1995 and the requirements measures include improving lighting to town of the Accessible Hillingdon section of the centre standards 11, and in all Category A, B HDAS. Wherever possible, the station should and C interchanges, providing CCTV. S106 provide step free access by providing lifts to all contributions may be sought, in this respect, platforms. Other measures include tactile as part of large developments. paving at the platform edge and ensuring that staff are on hand to assist when required.

Within the public realm, measures can be taken to enable a better level of accessibility, such as providing tactile paving at crossings, Clear signage at Hillingdon Station raised kerbs at bus stops and dropped kerbs at junctions 12.

12 Cross refer to the design statement on accessibility for detailed information of 11 See British Standards for street lighting providing a more accessible environment. London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Ancillary activities Illustrative examples of Interchanges in 2.36 To make interchanges more interesting Hillingdon: Categories A-E places, it may be appropriate to introduce 2.38 Illustrative sketches are set out which some form of public art, providing an extra show the public realm principles being applied layer of quality. This can provide a landmark in practice at each category of interchange. The feature within a development which contributes sketch zooms into the interchange area only, to giving a place character and identity. The showing how it is intended that these operate public space may include events and place- and interact between transport modes and the specific installations and performances, as well public realm. The design seeks to make the as permanent fixed objects. This leads to places easy to get to and move through, and “animation” of the public spaces and generates reinforces them as places with a clear image interest as well as greater security. and being very easy to understand.

2.37 It may also be appropriate to make a visual statement through the architecture of the interchange building, through a Percent for Art as sought by the London Plan, or through other distinguishing features to provide a strong nodal identity for the station. This should of course integrate with the local urban context and respect any Conservation Area or other planning designations.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Category A illustrative sketch 2.39 At Category A stations, the full range of facilities should be provided to support existing as well as future passengers. The adjacent sketch illustrates how the facilities for train, bus, taxi, cycling and walking may interact. The provision of a public or event space is included which provides for identity and a sense of place. There could also be pieces of art in this space. Waiting facilities are provided in the station building and signing is clear and legible. Layouts should avoid blind corners where litter and informal storage may occur or that might encourage anti-social Segregated bus & cycle lanes Wide signalised crossings behaviour. Pedestrian connections to the side Well-lit overlooked streets or rear of the station should be encouraged by Bus shelters with real time information making them broad, well overlooked and Bus stops with shelters / information attractive routes. In terms of the public realm, Art the space should be high quality and be able to Event space / public space function coherently. Direct sight lines play a key Wayfinding / signage / local information Tree planting role in allowing people to utilise the interchange Cycle stands (could be covered) and helps to create a place that works. Wide, Covered waiting area for taxi’s and kiss & ride signalised crossings are provided in the right High quality pedestrian connections places to allow people to utilise the services

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Category B illustrative sketch around the interchange and to provide a safe pedestrian environment. Depending on demand, there may be opportunities for providing concessions within the space, such as a flower stall or a newspaper kiosk.

2.40 The sketch (Category A) also shows the types of development that would be suitable adjacent to the interchange.

2.41 At Category B stations, see adjacent sketch, a similar level of model interaction is Segregated bus & cycle lanes Wide signalised crossings envisaged as Category A, albeit on a reduced Well-lit overlooked streets scale. This is the train, bus, taxi, cycling and Bus shelters with real time information walking. Furthermore similar levels of waiting Bus stops with shelters / information facilities should also be provided. The public or Art event space is omitted due to space Mobile kiosk constraints at Category B stations in Wayfinding / signage / local information Tree planting Hillingdon. Cycle stands (could be covered) Covered waiting area for taxi’s and kiss & ride Direct sight lines still play a key role as does High quality pedestrian connections appropriate development at these locations.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Category C illustrative sketch 2.42 Within Category C stations the scope of facilities is reduced. However, there should still be space for interaction between all modes. The adjacent sketch shows alternatives for the siting of a “super bus stop”. This facility provides a waiting area for buses but also a kiosk, a toilet and real time information.

2.43 The public realm, as before, is high quality and pedestrian focused with crossings provided at appropriate locations allowing for good connectivity with the surrounding area and more ease of movement.

2.44 In terms of development, this has a Wide signalised crossings reduced scope and would probably relate Well-lit overlooked streets more to retail and residential uses. Category Bus shelters with real time information C stations may not have capacity to cater for Bus, taxi, kiss & ride and disabled parking area Options for location of super bus stop facilities (a-c) passengers travelling to major trip generating Wayfinding / signage / information uses and the potential to upgrade alternative Streetscape improvements (trees, seating etc.) modes will need to be considered in these Cycle stands locations where substantial new development is proposed.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Category D illustrative sketch 2.45 At Category D locations, the adjacent sketch shows how the area around a bus stop on a transport corridor would operate. Typical uses in these areas include both residential and retail.

Bus shelters, with real time information, are provided and direct, unstaggered signalised crossings allow safe pedestrian movement between bus stops going in each direction. To allow for bus priority, bus lay-bys are not provided; buses stop at the kerb allowing them to pull out ahead of vehicular traffic.

2.46 The local area should be characterised Well-lit overlooked streets by walkable streets to allow for a greater level Bus shelters with real time information of connectivity and to encourage people to Wide signalised crossing points walk to the bus stop.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Category E illustrative sketch 2.47 Category E locations, as shown on the adjacent sketch, are local and the predominant land use is residential. A bus shelter with real time information facilities is provided and a direct crossing, with island, for pedestrians. The local area should be characterised by walkable streets to allow for a greater level of connectivity and to encourage people to walk to the bus stop.

2.48 Set out in Table 3 are the principles to be employed at transport interchanges which should be read with reference to the text above. Table 4 sets out principles for Transport Corridors.

Well-lit overlooked streets Bus shelters with real time information Crossing points with island

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Table 3 Design Principles for Transport Interchanges

DEVELOPMENT PRINCIPLES PUBLIC REALM PRINCIPLES

Description Density Parking Land Use Train Bus Cycle Pedestrian Realm Profile Standards Mix Facilities Facilities Realm from centre to 800m

Category A Node at a High to Flats: 1 space • Predominantly • Cafes, cash • Bus station • Segregated • Wide, direct and at grade crossings* Uxbridge and strategic town medium per unit non-residential machines with weather- cycle lane • Wide footways Hayes & centre sheltered • Employment • Cycle • Well lit and • Well lit streets Harlington, lock up waiting overlooked Terraced • Retail • Overlooked spaces and routes housing: 1 - • Wayfinding • Bus standing cycle lanes • Commercial • Public art 1.5 space per • Shelter • Direct routes • Major • Information unit full toucan • Squares/ Plazas Leisure •RTI • Kiosk signals or • Reflect local desire lines with direct routes • APC • Higher and • Luggage advanced and integrate routes on site with the further trolley store • Phone stop lines surrounding pedestrian movement education • Taxi rank •RTI at crossings patterns • Major health • Kiss‘n’ ride • Cycle stands • Seating en route facilities • Disabled • Generously accommodate movement parking of pedestrians from one rail platform to another, the bus station and, where appropriate, from one building to another on the site • Minimise impacts to pedestrian movement along the public right-of-way. • Ensure that access to private property is not blocked • Maximise use of glass for enclosures to minimize view blockage of adjacent storefronts and to promote safety • Public art • Concession retail, markets

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

DEVELOPMENT PRINCIPLES PUBLIC REALM PRINCIPLES

Description Density Profile Parking Land Use Mix Train Facilities Bus Facilities Cycle Realm Pedestrian Realm from centre to Standards 800m

Heathrow Transport node High to medium. Not applicable • Aviation operations As above As above plus As above As above (T1,2,3 & T4) at a strategic Applicable to • Commercial luggage trolley transport centre employment only store

Category B Node at a Medium to low Flats: <1-1.5 car • High density • Cycle stands • Bus station ** • Segregated • Wide, direct and at Ruislip, district centre parking spaces Residential • Wayfinding • Shelter and shared grade crossings* West Ruislip, per unit • Non-residential of • Information • Kiosk cycle lanes • Wide footways Hillingdon, Terraced housing: more that local • Well lit and • Well lit streets Northwood, •RTI • APC 1 - 1.5 space per significance overlooked West Drayton • Taxi, kiss ‘n’ ride • Phone • Overlooked unit • Retail cycle lanes and disabled • RTI • Public art • Commercial • Direct routes parking • Reflect local • Leisure • Full toucan desire lines signals or • Higher and further • Direct routes education advanced stop lines at • Seating en route • Major health crossings facilities

Category C Node at a local Low Flats: <1 -1.5 car • High density • Cycle Stands • Super Bus Stop • Segregated and • Wide and direct Hatton Cross, interchange parking spaces Residential • Wayfinding • Shelter shared cycle crossings* Ickenham, per unit lanes • Non-residential of • Information • Phone • Wide footways Northwood Terraced housing: local significance • Well lit and •RTI •RTI • Well lit streets Hills, Eastcote, 1 - 1.5 space per overlooked • Retail • Overlooked Ruislip unit • Taxi, kiss ‘n’ ride cycle lanes Gardens • Commercial and disabled • Reflect local Detached/linked • Direct routes • Leisure parking desire lines housing: 1.5 - 2 spaces per unit • Education and • Direct routes health • Seating en route

APC – Automated Public Convenience RTI – Real time Information *that is not staggered crossings where possible **where space allows for multiple in line or parallel stops

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Design Principles

Table 4 Design Principles for Transport Corridors

DEVELOPMENT PRINCIPLES PUBLIC REALM PRINCIPLES

Transport Description Density Profile Parking Land Use Train Bus Facilities Cycle Realm Pedestrian Realm Interchange Standards Mix Facilities Category

Category D Bus stop in priority Low Flats: <1-1.5 car • Residential • N/A • Shelter • Shared cycle • Direct crossing* public transport parking spaces • Local public •RTI lane with • Well lit streets corridor per unit pedestrians services and • Wide footways Terraced housing: commercial • Direct routes • Overlooked 1 - 1.5 space per facilities unit • Reflect local desire lines Detached/linked housing: 1.5 - 2 • Direct routes spaces per unit • Seating en route

Category E Other bus stop Low Parking standards • Residential • N/A • Shelter • Shared cycle • Direct crossing* areas as set out in •RTI lane with • Well lit streets UDP/London Plan pedestrians • Overlooked • Direct routes • Reflect local desire lines • Direct routes • Seating en route

*that is not staggered crossings where possible

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Good Practice Examples

Good Practice Example Lighting; Management practice; Parking areas; Park Mark™ Safer Parking Scheme Pedestrian access; Signage; Surveillance; and, Vehicular access. The Park Mark™ scheme was launched in April 2004 by the Association of Chief Police Officers The scheme is managed by the British Parking and is designed to encourage those responsible Association and supported by the Home Office. for car parks to improve security standards as a In providing for safer car parks, it is important means to reduce criminal activity, the fear of that urban design principles are taken fully into crime and the perception of crime in car parks. account to ensure a good place is created. Car parks are assessed on: Boundaries and perimeter; Crime recording and statistics; Safe and well lit car park

Good practice example Adjacent to the station area is the Stratford Stratford Interchange Centre, a retail complex with occupiers including Sainsbury's, Woolworths and WH Stratford station is a major transport Smith. Although separated from the interchange interchange in East London. Recently extended by a 3 line gyratory, crossings are wide and and refurbished, it now accommodates two crossing time is adequate. London Underground lines, the Docklands Light Railway and National Rail services. Adjacent is a Facilities within the station are to a high bus station where waiting facilities are provided standard. There are cash machines, cafes, for passengers, taxi rank and cycle stands. timetable information and signage to all routes. Layover space is also provided for buses. © ZZA www.zza.co.uk Within close proximity to the station, residential Linking the rail and bus stations is Meridian Stratford Station and Interchange development is also occurring, in addition to a Square which is open in feel and where low key major mixed used development “Stratford City” trading takes place: Mr Coffee, a flower stall and and several new and refurbished flat a card stall. There is also a piece of art within the developments nearby. square in the form of a twisted clock tower.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Good Practice Examples

Good practice example • better traffic flow; Vauxhall Cross Transport Interchange • additional security; • improved landscaping; • street furniture and extensive tree planting; At this new bus facility the proximity and and, integration of bus, rail and underground services • additional facilities – taxi ranks; new has been addressed to improve legibility, public telephones and toilets, sheltered comprehension and convenience for integration waiting areas. in travel for users. Improvements at the interchange included: TFL worked in partnership with the Mayor • easier access to, and change between bus, of London, Cross River Partnership, London New Bus Station, Vauxhall Interchange tube and rail; Development Agency, London Borough of • improved bus services; Lambeth and other partners to undertake • greater provision for cyclists; this project. © Transport forLondonandTony Meadows Associates Good practice example • Taxi and kiss-and-ride facilities; • Highways and structures improvements; Finsbury Park Interchange • Improved ticket hall at the station; and, • Development of layover area for buses. Finsbury Park station is one of London's busiest interchanges outside central London. The development of the Finsbury Park Transport Increasing passenger numbers, together with Interchange is being undertaken jointly by the range of services to interchange between Transport for London, Finsbury Park Partnership, has made this one of TfL's top ten priority London Borough of Islington, London Borough interchanges for improvement. The range of of Haringey and the Lottery Heritage Fund, with improvements includes: support from the SRA, Network Rail and WAGN. • New pedestrian crossings and a state of the art cycle parking facility; • Improved bus stops and waiting areas; • Streetscape improvements; New Cycle Park at Finsbury Park Station

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Relevant Planning Policies to ensure that all housing developments are transport hubs. The location of new large trip accessible by a range of non-car modes. generating developments in city centres with 3.0 Planning Policy Guidance 3, Housing good access to public transport is suggested PPG 3 encourages Local Authorities to create 3.2 In terms of parking standards, PPG3 to increase linked trips thus reducing the need more sustainable patterns of development by states that local authorities should revise their to travel and reliance upon the car. building in ways which exploit and deliver parking standards to allow for significantly accessibility by public transport to jobs, lower levels of off-street parking provision, education and health facilities, shopping, particularly for developments in locations, such Planning Policy Guidance 13, Transport leisure and local services. This will include as town centres, where services are readily 3.4 Sustainable development is the working with British Waterways and other accessible by walking, cycling or public philosophy at the core of PPG13. This aims for navigation authorities to protect and re-use transport; a reduction in travel demand by encouraging disused waterways and other associated development that reduces the need for travel, services to develop the potential of inland and maximises opportunities for the use of waterways. Planning Policy Statement 6, Town Centres non-car modes such as public transport, and Retail Developments walking and cycling. Mixed use developments 3.1 PPG3 seeks to promote more sustainable 3.3 The Government's objectives with regard are seen as the key to delivering such residential environments by encouraging, to town centres and retail development are to aspirations. amongst other things, development that is promote 'vitality and viability of town centres', Three objectives are specified within PPG13: linked to public transport, mixed use and endeavour to provide easy access to development, and a greater emphasis on facilities by a range of transport modes. The reduction in growth for the length and quality and designing places for people. PPG3 PPS6 specifies that town and city centres number of motorised trips; states that larger housing developments should be the preferred location for large trip The promotion of alternative methods of should be located around major nodes along attracting and generating developments. travel to lessen the effect of transport on good quality public transport corridors (both Town centres should remain the focus for the environment; and existing and those with firm proposals for developments that generate/attract large The reduction of reliance on the improvement in local transport plans) and seek numbers of trips, as they act as public private car.

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3.5 The importance of developing 'key sites' 3.7 The benefits of walking are numerous and The London Plan, Spatial Development is covered within the note. PPG13 (Paragraph include; greater use of public transport, a Strategy for Greater London, Greater London 21) states that local authorities should seek to better environment, social inclusion, healthier Authority, July 2004 maximise use of the most accessible sites, lifestyles and an improved economy. The such as those in town centres and others objectives of the Walking Plan are set out as: 3.8 In the London Plan, Hillingdon lies within which are, or will be, close to major transport the Western Wedge and there are specific interchanges. PPG13 suggests that local Improving co-ordination and inclusiveness in policies which aim to promote economic authorities should proactively promote the Walking Plan development – to adopt a growth and facilitate new homes and jobs in intensive development in these areas. consistent approach across London appropriate locations.

Promoting walking – by overcoming the Making London a walkable city – The These include 'Areas for Intensification' where barriers to walking Walking Plan for London, Transport for Boroughs should be promoting development London February 2004 Improving street conditions – from large opportunities through higher density scale projects to local improvements and redevelopment at key transport nodes and in 3.6 The Walking Plan aims to ensure that maintenance town centres and seek to achieve higher levels London becomes one of the world's most of provision wherever possible, especially for walking friendly cities by 2015. Walkability is Improving development proposals and housing. Hillingdon is expected to provide defined as "the extent to which walking is interchanges – through ensuring that 8890 new homes by 2016. readily available to the consumer as a safe, proposals maximise pedestrian access connected, accessible and pleasant activity. and convenience 3.9 Section 4 of the London Plan sets out the Key indictors that make a city walkable are Improving safety and security – by Mayor's design objectives for accommodating seen as the route being connected, convivial, reducing vehicle speed and better design growth within current boundaries. The Plan conspicuous, comfortable and convenient. of streets recognises that to achieve this, there must be

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Appendix

more intensive development in the right places. Mayor’s Transport Strategy, Greater London The Strategy also recognises that "promoting A guide to densities is set out in Table 4B.1 Authority, July 2001 development within town centres helps which sets a strategic framework for densities 3.11 Improving interchange forms a crucial achieve more sustainable transport patterns" at different locations, although this is not static. part of the Mayor's Transport Strategy and is and that "addressing access to town centres It is a tool for increasing density in situations recognised as fundamentally contributing to and land use issues should be complemented where transport proposals will change the improved transport network integration. by proposals to make it easier to move around public transport accessibility ranking. This has town centres on foot in well designed, been reflected in the matrix set out within this Policy objectives relevant to interchanges are to: attractive and secure environments". design guidance. promote London Hillingdon Unitary Development Plan, 3.10 The London Plan also seeks to ensure promote economic development and Adopted September 1998 and emerging that on-site car parking at new developments regeneration Local Development Framework (LDF). is the minimum necessary and that there is no promote network efficiency 3.13 This Supplementary Planning over-provision that could undermine the use of Document (SPD) has been prepared in promote town centres more sustainable non-car modes. The only anticipation of the development of specific exception is to ensure that developments are promote walking and cycling policies in the LDF Core Strategy. In the accessible for the mobility impaired. promote accessibility interim period, this SPD will be taken into promote travel choice and quality account by the Council in determining planning applications as supplementary to 3.12 The most significant proposal affecting relevant policies in the adopted UDP. Hillingdon is the proposed West London Tram Relevant policies to which this SPD relate are which aims to improve access to key town located within the Accessibility and centres and regeneration areas. movement chapter of the UDP. The SPD will be amended in due course to make specific reference to the relevant LDF policies.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Appendix

3.14 The Hillingdon UDP sets out transport Hillingdon Borough Transport Strategy, 3.18 The strategy says "Important policies within a chapter on Accessibility and Adopted January 2005 interchanges exist in Hillingdon at Uxbridge, Movement. This chapter seeks to reduce the Hayes, West Drayton and Heathrow. Hillingdon need for travel, limiting parking and 3.16 Hillingdon's Transport Strategy is assisting in improving the Uxbridge and West promoting greater use of public transport. addresses issues by mode, whilst recognising Drayton interchanges, and is working towards that the car is the preferred mode of transport promoting the Hayes interchange as a regional 3.15 The UDP recognises the link between for many trips. The Strategy aims to address a and national hub, acting as a gateway for land use and providing trip attracting uses in number of issues including congestion, public Heathrow Airport. Hillingdon has been accessible locations, such as in town centres transport capacity, parking, walking and instrumental in ensuring that good public or local centres. cycling. transport links and interchange are provided at Heathrow Terminal 5, currently under 3.17 The Strategy indicates that Hillingdon construction, through the planning conditions". has been successful in achieving substantial improvements at several of its local interchange 3.19The Strategy considers the introduction and locations and the proposals for improvements benefits of Transport Development Areas to Uxbridge station are progressing. (TDA's), key locations close to around transport Improvements in this regard are mainly related interchanges which are suitable for intensification to the interchange only and whilst the local of development. There is, however, no specific surrounds may be included, this is in terms of spatial transport framework within the UDP and improving links and walkability rather than the Transport Strategy to facilitate the type of provision of other mixed use developments development at interchanges that this statement near or adjacent to the site. seeks to achieve.

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES References

1 Intermodal Transport Interchange for 9 Towards a Fine City for People, Public 17 New Stations, Guides for Promoters, London – Best Practice Guidelines, Spaces and Public Life – London 2004, SRA, September 2004 Transport for London et al, 2001. Gehl Architects, June 2004 18 Trains and Station Services for Disabled 2 Interchange Plan – Improving Interchange in 10 PTAL map Hillingdon, TfL February 2000 People, A Code of Practice, London, Transport for London, August 2002 11 The New Transit Town: Best Practice in SRA, February 2002. 3 Mayor's Transport Strategy, Transit-Oriented Development. 19 Park Mark™ Scheme – An Initiative of the Greater London Authority, July 2001 Dittmar, H and Ohland, G. eds. 2004. Association of Chief Police Officers, see 4 Making London a walkable city – The Washington D.C. Island Press www.britishparking.co.uk/pages/ secure/secure1.htm Walking Plan for London, Transport for 12 Employment Densities: A Full Guide Final 20 SUSTRANS Cycle Parking, April 2004 London February 2004 Report, Arup Economics and Planning for 21 Cycle Parking and Storage – Home, Work 5 Areas of Intensification, Report to the English Partnerships and the Regional and City, London Cyclists Trust, 2004 Development Agencies, July 2001 Association of London Government on the 22 Links to all the TfL interchange plans and Draft London Plan, MTRU, January 2003 13 Hillingdon Unitary Development Plan, guidelines can be found at 6 The London Plan, Spatial Development Adopted September 1998 www.tfl.gov.uk/tfl/reports_library_interchange.shtml Strategy for Greater London, 14 Draft Hillingdon Borough Transport Greater London Authority, July 2004 Strategy: Executive Summary, July 2004 7 A City of Villages, SDS Technical Report 11 - 15 Taxi ranks at major interchange – Best Report by Urbed with TCPA for GLA and Practice Guidelines, Transport for London, GOL, 2002 March 2003 8 Land Value and Public Transport, 16 Town Centres Survey 2003-2004 Summary RICS Policy Unit, October 2002 Report – Accent Marketing, July 2004

London Borough of Hillingdon Transport Interchanges HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES Glossary

Interchange The act of changing between modes of transport and the place in which this occurs.

Node Nodes are focused places between routes of travel such as street junctions or stations where buses stop; in this case, transport interchanges.

Corridors Avenues or routes of travel that connect nodes.

Multi-modal Concerning or involving more than one transportation method or mode.

Public Transport Accessibility Level (PTAL) PTALs are a measure of the accessibility of a point to the public transport network, taking into account walking time, the number of services within the catchment and waiting time at the public transport access point. The PTAL is categorised in 6 levels, 1 to 6, where Level 6 represents a high level of accessibility and Level 1 a low level of accessibility.

Transport Development Area A means of securing a well-designed, higher density development around good public transport nodes in towns and cities.

Transport Development Zone The corridors linking Transport Development Areas and other Interchanges to form a 'Transport Development Zone' where varying degrees of development can be promoted without generating a proportionate increase in road traffic and parking demand.

London Borough of Hillingdon Transport Interchanges