4.6 PARKING and LOADING Priority Area for Implementation IV

4.6 PARKING AND LOADING

Priority area for implementation IV: Improving the working of parking and loading arrangements to provide fair, reasonable and effective enforcement of regulations, recognising the needs of business for servicing and delivery as well as other road users, thus contributing to easing congestion and improving access to town centres and regeneration areas.

4.6.1 Hillingdon aims to use parking management to maintain or increase the proportion of personal travel made by means other than the car and to safeguard the needs of local residents.

4.6.2 The strategic management of parking spaces is able to contribute directly to this target as the supply, location; pricing and enforcement of spaces can control uninhibited growth in the use of road vehicles and can encourage more acceptable transport alternatives. The use of parking standards and controls can also regulate traffic generated by new developments.

4.6.3 Hillingdon’s emerging Local Development Framework includes policies to limit the amount of parking space in new developments which will have a long-term effect on traffic levels. Hillingdon’s BTS also contains objectives and policies regarding parking management. These objectives and policies are: • To maintain a parking management service, which discourages car commuting and protects the interests of residents, local business and other local stakeholders. • To manage the street environment so that road traffic does not intrude unnecessarily and residents and other users of public spaces enjoy an attractive and safe environment. • To ensure that Hillingdon parking standards continue to be consistent with current need • To provide adequate space for short-term visitors to town centres, other centres of demand and at residents’ homes • To prohibit parking on the footway except where essential and can be safely provided without causing obstruction to pedestrians, while maintaining a minimum footway width of 1.5m. • To ensure that off-street parking facilities are well designed and maintained, so that users find them attractive and safe to use • To provide adequate facilities for cycle and motorcycle parking, to comply with the borough’s parking standards.

4.6.4 These objectives and policies are reflected in Hillingdon’s Parking and Enforcement Plan, which is included as chapter 7 of this document. Hillingdon will implement the on-street section of this plan through the Parking Management Programme outlined in the following form. Specific provision of cycle parking is outlined in section 5.08.

Progress towards improving parking and loading will be monitored through compliance factors for a number of moving and non-moving contraventions and through a business satisfaction survey (see section 9.4)

105 Form Number 24 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: On-Street Parking Management Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The On-Street Parking Management Programme aims to install new Parking Management Areas (PMAs) and review existing PMAs to contribute to effective and efficient parking management in the borough. The Council seeks to progressively introduce PMAs to all areas of the borough where the demand for on-street parking exceeds the available supply.

A PMA is an area within which parking controls apply throughout specified hours. The main propose of a PMA is to effectively manage on-street parking activity in an area and in doing so, improve road safety and the general street scene. A PMA can also protect the parking needs of local residents from non- local parking demands.

PMAs resolve conflicts arising from competing demands for available parking space protecting the interest of residents and other local stakeholders. PMAs can also promote economic activity and restrain those drivers whose vehicles contribute most to peak-hour congestion problems.

To meet specific local parking needs different types of on-street parking bays can be put in place. For example resident’s bays, business permit bays, pay and display bays and shared use bays can all be provided to control on-street parking activity.

The implementation of new PMAs or extensions to existing PMAs within the borough will involve a 2- year rolling programme. Consultation will be carried out with Ward Members and the local community at each stage, including the formal consultation prior to implementation. The programme has the following milestones: Year 1 1. PMA identification. The need for the introduction of new parking controls in identified parking stress areas should be assessed using officer assessment, member’s support and the level of public comment, complaints and petitions. 2. Design 3. Consultation Year 2 4. Implementation 5. Review 6. Amendment

The regular review of PMAs is vital to ensure that schemes are operating effectively and to assess the need for modifications. The Council should carry out a review of each PMA every 5 years and the review process should include an assessment of displaced parking activity in the surrounding area.

In combination with these measures development officers will be implementing the Borough Parking Plan policies for new private off street developments. This process will contribute to the Mayors objectives and targets set out below.

Further details of parking management policies and objectives can be found in the Parking plan which has been included as chapter 7 of this document.

TfL committed £50,000 to the development of PMA’s in Hillingdon as part of the 2005/06 BSP allocation. The following table outlines funding requirements for this programme of work through to

106 2008/09. It is expected that the 2008/09 level will be continued through to 2010-11.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 50 30 50 50 183 FUNDING FROM OTHER SOURCES 106 106 106 106 424 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 156 136 156 156 607 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) 106 Council Revenue Funding Approved annually PARTNERS (please specify) Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Sites and improvement measures are not identified emergency services, interest • Suitable schemes are not developed groups and the general public • Individual schemes or aspects of schemes are not supported • Missed funding opportunity Delivering the Mayor’s Transport Strategy in the borough:

The Parking Programme provides a significant contribution Priority Target MTS Proposal/ to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Improving the working of parking IV 7,9 4G.Pr1 2. Relieving traffic congestion through the use of travel III 5,6,7 4G.Pr12 demand measures 3. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, cycling, PTW, bus, freight, car Positive • Train Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

107

4.7 ACCESSIBILITY AND SOCIAL INCLUSION

Priority area for implementation V: Improving accessibility and social inclusion on the transport network. Plans should have regard to safety and security for women and vulnerable users

4.7.1 An essential part of promoting equality and social inclusion and contributing towards a good quality of life is ensuring that people, particularly the mobility impaired, are not disadvantaged in accessing transport services. Therefore, Hillingdon seeks to achieve year on year improvements in the proportion of trips made by equality and inclusion target groups under- represented in the public transport travel market. To achieve this end, physical infrastructure can be designed to minimise difficulties and attention can be paid to which vehicles are used in order to maximise accessibility.

4.7.2 Avoiding unnecessary obstructions such as steps or poorly located street furniture and installing dropped kerbs to make crossings more manageable can improve access and mobility for the sensory impaired. Platforms and vehicles can be carefully designed to maximise accessibility at rail stations and bus services can also be made more accessible to the mobility impaired. There has been great emphasis in recent years on re-equipping the bus fleet with low- floor vehicles capable of taking wheelchair users without assistance.

4.7.3 As part of its programme for the Local Development Framework, Hillingdon has produced a Hillingdon Design and Accessibility Statement (HDAS) (Adopted December 2005) . This comprises a specific document on accessibility (within and to/between buildings and around public transport) and also at interchanges. The HDAS is intended to be integral to the implementation of the LIP. The streetscape section gives advice and guidance on making streetscapes user friendly with guidance such as giving minimum widths for footpaths to allow wheelchairs and pushchairs to pass.

4.7.4 The Parking section of the ‘Accessible’ HDAS document also gives specifications for disabled parking. It is also stated that is large developments there should be a setting down point near to entrance for dial-a-ride and other such transport. Seating should be provided, under cover if possible, at picking up points’. Guidance is also given on the provision of designated spaces for blue badge holders.

4.7.5 Hillingdon has also produced a Draft Joint Commissioning Strategy for Physically Disabled and Sensory Impaired People, which seeks to enable physically disabled and sensory impaired people to achieve their full potential as active members of society to the extent of their choosing. An important means of achieving this vision involves enabling convenient and safe access to a range of services, community facilities and employment opportunities through the transport system.

4.7.6 Hillingdon’s Borough Transport Strategy also aims to ensure that the transport needs of mobility impaired people and the elderly are considered and that the public transport service is made accessible to all, thereby contributing to a reduction in social exclusion in the borough.

Strategic objectives and policies in the Borough Transport Strategy that relate to access, mobility and social inclusion include: • To determine current convenience, availability and accessibility of current and planned disabled persons parking bays • To undertake a disability audit

108 • To improve the access to public transport facilities, particularly at key borough interchanges • Establish a mobility forum in Hillingdon that provides a platform for addressing key mobility issues • To seek greater access to public transport information • To seek the improvement in the availability and quality of door-to-door services in the Borough and encourage fair eligibility criteria

4.7.8 To achieve accessibility and social inclusion targets the Council will implement the following programmes: 1. Town Centres Improvement Programme 2. Hayes Bus and Rail Stations 3. Regeneration Areas 4. Hillingdon Mobility Forum 5. Accessibility for people with learning disabilities 6. Accessible Streets 7. Safer Travel at Night 8. Uxbridge Station Proposal 9. Windsor Street (Uxbridge town centre) project 10. Eastcote Station Proposal 11. Door to Door Services

4.7.9 Programmes included under other priority areas will also contribute to improving accessibility and social inclusion. Such programmes include Project Auditing, Bus Stop Accessibility, and all walking initiatives.

Transport related Crime and the Fear of Crime 4.7.10 Reducing transport related crime makes using public transport more accessible to all transport users. Transport crime and the fear of crime are largely covered and monitored through Hillingdon’s Community Safety Strategy 2005-2008 (please refer to chapter 3).

4.7.11 Within Hillingdon where there are emerging crime patterns the police deploy police resources to these hotspots. Crime hotspots in the borough currently include some bus routes and transport interchanges. There is also ad hoc dialogue between the police and bus operators to address any emerging bus related crime issues. There are two operations to combat graffiti on public transport. Operation eye sore and operation bus tag.

4.7.12 Transport related crime is monitored through the Crime Reporting Information System. Using this system trends and patterns in crime can be identified. This information gets fed into the National Intelligence Model (NIM), which is an intelligence framework.

4.7.13 A strategic NIM meeting is undertaken to discuss emerging crime patterns and issues in the borough. A member of Hillingdon Council (Democratic Services) attends these meetings to ensure issues that the Council may have are addressed. From these meetings there are operational group meetings that prioritise responses, deploy resources and evaluate the tactics used.

109

CCTV in Hillingdon 4.7.14 CCTV contributes to reducing transport related crime and the fear of crime. This will feed into the Safer Travel at Night Programme and making the streets more accessible for all transport users, particularly for women and vulnerable groups, particularly at night.

4.7.15 Closed circuit television (CCTV) cameras are an increasingly commonly used tool for deterring and detecting crime and enhancing the community’s feeling of safety. CCTV is one of the many measures used within the borough to help prevent crime and make it a safer and more enjoyable place to live, work and visit.

4.7.16 Currently there are 121 public area surveillance cameras across the borough, sited in town centres, community shopping/travel link areas, car parks, on bus lanes, in residential areas and around Council buildings. Hillingdon Council’s CCTV Service is a 24 hour, 7 days a week service operating from a secure control room in the Civic Centre, where the camera images are recorded and monitored. The Council control room has dedicated voice and CCTV picture links to the Metropolitan Police Control room at Uxbridge Police Station, enabling the service quickly to notify the police of any ongoing incidents.

4.7.17 CCTV thrives upon this partnership approach, which enables the Council to give and receive the best advice, to develop better systems of working and to take real effective action to reduce the levels of actual crime and the fear of crime.

What CCTV may be used for: • Deter anti-social behaviour • Disrupt and prevent street crime • Look for illegal waste dumping • Observe unlicensed activity in entertainment premises • Observe fraudulent behaviour • Gather evidence for court proceedings • Identify persons wanted by the police • Crowd control Emergency Planning

Door to Door Services 4.7.18 A number of initiatives are available in the borough for door-to-door transport for disabled people these include: • Transport Services. This involves running special needs transport for social services and the educational department in specially equipped vehicles. This will typically involve school runs and delivering people to day centres. • British Red Cross. This is a transport service for anyone with a disability that makes using Public Transport difficult or impossible. Red Cross can take people to UK holiday destinations, airports, railway stations, convalescent homes and hospitals. The cost is based on mileage for a return trip from Ruislip at 75 p per mile. There are set charges for some hospital trips. The scheme is dependent on the availability of a BRCS Volunteer driver and escort. • Hillingdon Community Transport. This is a non profit company that operates a Group Transport Service for groups and individuals based in the Borough. Membership is open to any bona-fide Community Group based in and serving the London Borough of Hillingdon. A limited service is available to individual members with a disability. Buses can go anywhere within the UK with no time restrictions. The service is however subject to driver availability and a mileage charge is to be made for the distance covered. Approximately 300 volunteer groups utilise this service. • Hillingdon Hospital Volunteer Drivers Scheme. This scheme enables any patient to get to appointments at Hillingdon Hospital, Mount Veron and Watford General using an

110 alternative door-to door transport service. The service is for NHS patients unable to use their own or public transport, who live in the borough. The service is provided free to patients of the Hillingdon Hospital. There is a charge per mile if users require a journey to and from the Cancer Centre at Mount Vernon Hospital. • Voluntary Car Service for Hillingdon. This is a voluntary car service for older people and people with disabilities in Hillingdon. The service is for people who are unable to use public transport because of their age or disability. Typical journeys are to clubs for older people or people with disabilities, shopping trips and dental appointments. These may be one-off journeys or regular trips. Journeys to holiday destinations may be possible. The charge to passengers is 40p per mile, which is calculated from when the driver leaves home to when he or she returns. • Dial-a-Ride. This is a pre booked, door to door bus service for older people and people with disabilities who find it difficult or impossible to use ordinary transport. The service is available to anyone who is registered with London Dial-a-Ride, lives in Hillingdon and is unable to use conventional public transport. Most of the buses operate within a defined local area but opportunities exist for travel anywhere within the operating West London Region (except to hospital out-patient appointments or day centres etc). The service is funded and operated by TFL. Local fares for the service are roughly the same as the bus fare would be for the same journey. • London Ambulance Service. This service provides Patient Transport Services (PTS) to a number of hospitals and clinics within the Hillingdon area. The service caters for those patients who are medically unable to make their way to appointments at outpatient clinics. The service collects and returns patients who require treatment at the following hospitals and various health clinics: Hillingdon, Hillingdon PCT, Mount Vernon, Harefield, Watford General and Royal National Orthopaedic Stanmore. Bookings are made through GPs or outpatient clinics on behalf of patients. The service is free to all NHS patients. • Taxicard. This scheme administered and monitored by the Greater London Authority allows people with disabilities to travel in licensed black cabs, most of which are wheelchair accessible, at reduced rates. Members of the scheme must have a permanent disability, which prevents them from using public transport. The service can be used for any journey at any time, subject to the availability of taxis. Funding provided by Hillingdon Social Services allows customers up to 30 trips a year. Additional funding from TfL has enabled an additional 20 trips to be funded. The current cost to the Taxicard user for a journey to the value of £11.80 is £1.50. If the journey costs more than £11.80, the user pays the balance. For additional passengers the cost is 40p each. • Hillingdon does not undertake the assessments for Taxicards. This is done by the London Mobility Unit. Hillingdon will however ensure that the taxicard scheme conforms to an agreed all London standard in terms of service quality, eligibility assessment and entitlement. For Hillingdon the Taxicard scheme is a London black cab service on the fringes. The taxicard service needs a lot of work to make it more effective and efficient for Hillingdon residents and currently there is not the budget to support this work. There are currently proposals to extend the taxicard service to licensed mini cabs which would improve this service. . • Capital Card. The Capital Card scheme is available for customers registered with taxicard. This scheme is being piloted by TfL and gives customers an annual budget where they pay a flat rate of £1.50 and they can make as many journeys as their budget allows. • Further information of door to door services can be found in the draft ‘A to B’ Guide (A guide to accessible transport for people in Hillingdon with mobility problems, Hillingdon Association of Voluntary Services). • Private Hire Vehicles The Council only has planning responsibility in regard to private hire vehicles, through the provision of taxi stands. The Commission for Assessable Transport (CAT) are currently undertaking pilot studies on door-to-door services through ALG. Results from these pilots have yet to be received. There are proposals to combine

111 dial-a-ride with taxi-card services, however, nothing has been agreed as yet. The Council will take on board the findings of the CAT pilot projects when these come available and amend our policies accordingly.

4.7.19 The rate of trips made by Equality and Inclusion target groups and the percentage of pedestrian crossings with facilities for disabled people will be used to monitor progress towards improved accessibility and social inclusion. Chapter 9 shows base line data for these Performance indicators.

112

Form Number 25 London Borough of Hillingdon LIP PROPOSAL DELIVERY FORM Summary of Proposal: Town Centres

Location: Borough Wide

Dates: 2006/07 onwards

Description of Main Elements:

Ruislip Town Centre Hillingdon wishes to give priority in 2006/07 to achieving progress in Ruislip town centre, a busy district centre serving the extensive residential areas in the north of the Borough. Refurbishment of Ruislip Station (Metropolitan line) is currently taking place and there is a need to expand on these improvements and make the interchange facilities enhance the town centre. Schemes will be brought forward to improve conditions in the town centre there, including improved access to the various bus and rail routes serving Ruislip and to reduce traffic congestion.

As part of the BSP settlement for 2006/07, West London Transport Strategy Group, of which Hillingdon is a member, funding has been made available for development of Area Based Schemes. Ruislip is included in this and Hillingdon will be submitting shortly to TfL, the requisite Step 1 form.

South Ruislip Local Centre For a considerable number of years, South Ruislip Local Centre has experienced severe traffic congestion (from freight and car vehicles) mainly at peak times. The associated air quality impact is currently being examined as part of an air quality project funded by TfL in Hillingdon’s BSP for 2005/06. A freight audit is being conducted in conjunction with TRL in the South Ruislip Area (Please refer to LIP form 21 – Freight Lorry Signage and Audit Programme). Findings from this audit will be used to identify specific areas where congestion can be improved. A submission for an Area Based Scheme, as a borough proposal will be submitted for consideration for scheme development funding for 2007/08.

Harefield Local Centre Harefield is in the north west of the Borough and lies close to the boundary with Hertfordshire. The main economic driver in the area is the world renowned Harefield Hospital, which generates considerable employee and visitor traffic. The local secondary school John Penrose is in the process of becoming a city academy and there will be associated additional traffic. Existing issues of road safety and public transport provision (east/west and north/south) in the village are likely to be compounded over the next 1/2 years and improvements are essential. As part of the preliminary investigation it is proposed that a programme of design and implementation is formed for following years, from which additional funding requirements will be identified. A submission for an Area Based Scheme, as a borough proposal will be submitted for consideration for scheme development funding for 2007/08.

*As part of the LIP Strategic Environmental Assessment, potential concerns regarding cultural heritage have been identified with the proposals for all the above centres. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

113 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 50 50 100 FUNDING FROM OTHER SOURCES 50 50 100 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 100 100 200 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved)

Sec 106 If available S106 money from 50 annually developer schemes may be used to contribute to this programme Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Improvement measures are not identified emergency services, interest • Suitable schemes are not developed groups and the general public, West London Transport Strategy • Individual schemes or aspects of schemes are not Group supported • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

The Town Centre Schemes provide a significant contribution Priority Target MTS Proposal/ to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Relieving traffic congestion (by encouraging a modal III 7 4G.Pr12 shift) IV 7,9 4G.Pr1, 4G.Po2 2. Improving the working of parking and loading V 10 - 3. Improving accessibility and social inclusion V 7,12 4G.Pr11, 4I.Pr3 4. Encourage walking VII 13 4J.Pr7 5. Encourage cycling 3.Pr, 4K.Pr4 6. Improving air quality Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

114

Form Number 26 London Borough of Hillingdon LIP PROPOSAL DELIVERY FORM Summary of Proposal: Hayes and Harlington Station

Location: Hayes

Dates: 2006/07 onwards

Description of Main Elements:

Hayes Town Centre Hayes Town Centre is a area of intensification as identified in the Mayor’s London Plan. The Hayes / West Drayton / Southall / Stockley Park area of opportunity and Hayes Station has been identified as a significant interchange in TfL’s Interchange Plan. These reasons support development of all the transport systems serving the town centre in Hayes, including walking links, cycle routes, bus services, rail routes and possible new tram links.

The Council has given planning approval in February 2006 for development of the Hayes Goodsyard Site that adjoins the station. Section 106 monies have been ear marked for public transport improvements and will be used for station improvements. The Council has had intentions for many years to develop Hayes Station as a sub-regional transport hub – a consolidation of: a) Local regeneration / redevelopment proposals and b) Strategic proposals (Heathrow express stopping service 2005/06 and the longer tem Cross Rail proposals).

This would ensure that the Hayes station interchange is part of a truly integrated transport system and recognises the necessary economic and transport linkages with Heathrow and West London. The intention is to develop an area based scheme focussing on improving Hayes Station and integrating it with the Hayes town centre and adjoining redevelopment proposals. This Council has been keen to ensure that the proposed West London Transit scheme is integrated into Hayes Hub. Hayes Station is crucial to the regeneration of this part of West London and a fully integrated interchange would make a significant contributor to the Heathrow/ Feltham / Bedfont Lakes and also Hayes / West Drayton / Southall / Stockley Park areas of opportunity in the Mayor’s London Plan. This will be followed up with Ruislip Station. These bids are included as part of the West London Transport Strategy.

It is proposed that a step 1 and 2 work on Area Based Scheme study is undertaken in 2006/07 focusing on the Station improvements and future integration with the town centre. A programme of implementation is expected to be identified for the following years and with associated funding requirements identified.

*As part of the LIP Strategic Environmental Assessment, potential concerns regarding cultural heritage have been identified with this proposal. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

115 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 50 50 50 150 FUNDING FROM OTHER SOURCES 0 100 50 150 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 50 150 100 300 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) A funding submission for improvements to Hayes and Harlington Station was included as part of the West London West London Transport Transport Strategy. £175,000 Strategy - APPROVED was allocated for 4 stations to be developed in 05/06 as part of the West London Transport Strategy funding submission for 05/06. How this funding is allocated has yet to be decided. Key Delivery Partners: Dependencies and Risks:

Hayes Chamber of Commerce, • Improvement measures are not identified Train Operating Companies, • Suitable schemes are not developed Hillingdon Officers, Members, emergency services, interest • Individual schemes or aspects of schemes are not groups and the general public, supported • Lack of funding

Delivering the Mayor’s Transport Strategy in the borough:

116 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

117

Form Number 27 London Borough of Hillingdon LIP PROPOSAL DELIVERY FORM Summary of Regeneration Areas Proposal:

Location: Borough Wide

Dates: 2006/07 onwards

Description of Main Elements:

Hillingdon wishes to take future opportunities of securing regeneration benefits in the Borough’s town centres and designated employment areas (Please refer to chapter 3 – Southern Hillingdon Area Action Plan), especially where infrastructure is in need of improvement and where transport planning / mobility management is considered essential.

Uxbridge Industrial and Business Areas The Uxbridge Industrial and Business Area (I.B.A) to the south west of Uxbridge town centre has been designated as a Preferred Industrial Location in the London Plan. However access to the area from the east is ill suited for heavy vehicles because of its residential frontages and the narrow canal bridges. The prospective redevelopment of the former gas works site adjacent to Cowley Road and Cowley Mill Road has led to the proposal for a study, involving both TfL and Hillingdon to examine how best to reduce traffic congestion, improve circulation of traffic within the IBA, improve local air quality hotspots and identify the scope for travel planning. The proposed study will also consider the impact of the redevelopment of the former Capeboard site on Iver Lane.

West Drayton – Hayes Corridor The West Drayton-Hayes corridor has been a focus of Hillingdon’s regeneration attention for a number of years. Hillingdon’s draft Southern Hillingdon Area Action Plan (Please refer to chapter 3), which will include Hayes and West Drayton. Significantly the London Plan has identified the Hayes/West Drayton/Southall corridor as an Opportunity Area with the potential to create a further 5000 jobs and 35,000 more homes by 2016.

In achieving these targets Hayes at the centre of the corridor is the strategic linchpin both in terms of its role as a transport interchange and gateway to Heathrow Airport and as a regional centre of renewal. Working with local partners the Council is currently working to introduce Business Improvement Districts at Yiewsley, West Drayton and Hayes and has established the Hayes Partnership to develop Hayes town centre.

As part of the implementation process of the London Plan, the GLA in association with the west London boroughs is currently developing the west London Sub Regional Development Framework. To facilitate the development of the opportunity area there will be a need for accessibility to these strategic employment locations to be radically strengthened.

Feasibility study funding will be sought to establish the range of improvements necessary to increase transport accessibility, including travel awareness programmes and bus initiatives. Preliminary funding will need to be provided to undertake preliminary investigation of these initiatives in 2006/07. As part of the preliminary investigation it is proposed that a programme of design and implementation is formed for following years from which additional funding requirements will be identified.

118

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 100 100 200 TOTAL FUNDING REQUIRED 100 100 200 Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Improvement measures are not identified emergency services, interest • Suitable schemes are not developed groups and the general public • Individual schemes or aspects of schemes are not supported • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

The Regeneration area Schemes provide a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Relieving traffic congestion (by encouraging a modal III 7 4G.Pr12 shift) IV 7,9 4G.Pr1, 4G.Po2 2. Improving the working of parking and loading V 10 - 3. Improving accessibility and social inclusion VI 7,12 4G.Pr11, 4I.Pr3 4. Encourage walking VII 13 4J.Pr7 5. Encourage cycling 3.Pr, 4K.Pr4 6. Improving air quality Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

119

Form Number 28 London Borough of Hillingdon LIP PROPOSAL DELIVERY FORM Summary of Hillingdon Mobility Forum Proposal:

Location: Borough

Dates: 2006/07 onwards

Description of Main Elements:

Hillingdon recognises the need to ensure disability groups are fully consulted on relevant proposals developed by the borough. The Hillingdon Strategic Partnership has successfully set up a Local Mobility Forum in 2005, which was agreed by cabinet. A range of local groups that have mobility difficulties are members of the forum. Through the forum Hillingdon will seek to develop accessibility initiatives for future years and will also seek to contribute to a London-wide strategic mobility forum.

The Hillingdon Mobility forum will meet by-monthly from 2006, following two initial meetings in 2005. The forum has discussed possible member organisations, terms of reference and the preparation of a work programme. The forum will elect a chairperson in 2006 and will continue to be supported by Hillingdon’s Planning and Transportation group.

The forum aims to: • Consider local issues affecting people with disabilities (physical, learning and sensory), the elderly and those groups where accessibility is an issue • Prepare and agree an annual work programme to address the key local issues • Seek funding (in particular from Transport for London) in order to implement specific aspects of the work programme • Identify issues or specific actions from the forum, address with service providers and where appropriate feed them into corporate policy through the Cabinet member for Planning and Transportation and key stakeholders. • Lobby government on regional and national accessibility and mobility issues

The forum has discussed the distribution of a questionnaire on mobility issues as part of its proposed consultation exercises. Issues that will be discussed through the questionnaire will include shop mobility and the provisions of powered wheelchairs and mobility aids. Other consultation mechanisms have been discussed including newspaper and radio adverts, Hillingdon’s talking newspaper and the Council’s website.

This work will be run in conjunction with the Bus Stop Accessibility Programme.

The following table outlines funding requirements for this programme of work for 2006/07. It is expected that further funding will be required in the following years.

120 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 50 50 100 FUNDING FROM OTHER SOURCES 25 25 50 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 0 75 75 150 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) S106 money from developer Sec 106 schemes may be used to contribute to this programme Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Suitable initiatives are not developed • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

121 Form Number 29 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Accessibility for people with learning Disabilities Proposal:

Location: Borough Wide

Dates: 2006-2009

Description of Main Elements:

This programme seeks to make transport more accessible (easier and safer to use) for people with a learning disability. Work included under this programme will: • Make timetables easier to read • Implement a Travel buddy system • Make travelling in the Borough easier and safer Year 1 1. Improvements to timetables and routes maps, including at stops and on the journey 2. Travel buddies who help people with learning disabilities to use public transport 3. Driver training on the needs of people with learning disabilities. 4. Audit of areas in the district where safety can be enhanced. This will include Uxbridge station as it has been identified as a particularly unsafe place due to drunken people.

Bus safety issues highlighted from consultation include: • Overcrowding on bus • Stairwells on bus are busy and dangerous • Sometimes buses go past stop • Doors shut on bus too quickly • Drivers take off too fast

Background In March 2001 the Government brought out a White Paper called Valuing People: A New Strategy for Learning Disability for the 21st Century. Valuing People recognises that people with learning disabilities are among the most socially excluded in our society. It sets out a vision and a strategy for improving the lives of people with learning disabilities based on the principles of rights, independence, choice and inclusion. It is underpinned by the Human Rights Act 1998 and the Disability Discrimination Act 1995.

Transport can make a big difference to the lives of people with learning disabilities. It affects access to work, learning, healthcare, shopping, leisure, and other opportunities. People with learning disabilities have many barriers which can prevent them using mainstream transport. Some issues are similar to those experienced by other disadvantaged and socially excluded groups of people. However, physical access is not the main barrier for most people with learning disabilities. Other important factors are: • Travel information that is hard to understand • Concerns about personnel safety and harassment • Lack of understanding form front line staff • Inflexible special transport services provided by social services departments • Cost of transport • Lack of support and training to use transport

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 0 10 10

122 TOTAL FUNDING REQUIRED 0 0 10 10 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) OTHER (please specify) Unknown

Key Delivery Partners: Dependencies and Risks:

Hillingdon Learning Disabilities • Suitable initiatives are not developed Forum, Hillingdon officers • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

123 Form Number 30 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Accessible Streets Proposal:

Location: Borough Wide

Dates: 2006/07 onwards

Description of Main Elements:

‘Accessibility to transport is crucial if older people are to be able to keep in touch with friends and family and to get necessary goods and services that mean they can continue to live independently (Age Concern, 2005)’. Accessibility is also important for people with mobility problems, parents with buggies and young children.

Hillingdon Council is currently undertaking research with TRL which will map spatially equality target groups including, women, older people and disabled people and overlay this information with their accessibility to transport services and borough amenities. This work is further outlined in Chapter 5. This information will be used to prioritise locations for accessibility schemes.

In areas where accessibility is poor schemes may include, improving dropped kerbs/tactile paving, looking at improving bus services to these areas, improving accessibility to taxi stands and other door- to-door services etc,

Blue Badge Accessibility Scheme This programme will audit the provision of blue badge parking in the borough. Where demand outweighs supply a programme to increase provision will be undertaken.

This programme will be co-ordinated with and will contribute to the: • Home Zones Streets for People • Safer Travel at Night • Pedestrian Crossings Programme • Pedestrian Footpaths, Footways and Lighting Programme • Travel Awareness Programme

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 15 15 30 FUNDING FROM OTHER SOURCES - 5 5 10 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 0 20 20 40 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved)

Sec 106 S106 money from developer 5 annually schemes may be used to contribute to this programme Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Suitable initiatives are not developed • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

124 The Regeneration area Schemes provide a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 3. Improving accessibility and social inclusion. V 10 4O.Po1

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

125 Form Number 31 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Safer Travel at Night Proposal:

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

This Proposal aims to improve personal safety and security, especially for women and people with mobility disabilities, particularly at night.

Off public transport measures Improving perceptions and feelings of safety and security for passengers across the whole of their journey is important when encouraging people to use safe and legitimate forms of public transport. If people feel safe on the walk home from the bus stop or train station, or when waiting for a bus or a train they will be more likely to use these forms of transport. There is currently no easily accessible black taxi rank outside Uxbridge station. To improve personnel safety outside Uxbridge Station, the following measures will be taken:

• Relocating the taxi rank in Bakers Road to the front of the Uxbridge Station, which is a central point in a pedestrianised area. • Enforcing a condition of the Chimes Shopping Mall planning permission, which relocates the disabled parking bay to Nash’s Yard behind Uxbridge Station and the Chimes. • As part of the Windsor Street Improvements there will also be an improved street environment for pedestrians including improved lighting around Uxbridge Station. • To enable potential safety issues at tube stations to be identified, survey work on the adequacy of street paving/lighting/furniture/signage and CCTV around Eastcote, Ruislip and Uxbridge stations will also be undertaken. After potential hazards have been identified a work programme will be established to work towards resolving these issues. This will also contribute to ensuring that these stations are accessible for all.

Improve Public Transport Information It is important to provide people with up to date and accurate information about safe and legitimate late night public transport services. This allows people to make an informed choice about how they get home and enables them to access safe and legitimate services. The provision of safer travel information will be undertaken in partnership with the metropolitan police borough partnership. The following will be undertaken to improve public transport information.

• Safer travel campaign including the distribution of leaflets about travel safety in the borough.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 30 40 70 TOTAL FUNDING REQUIRED 0 30 40 70 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) OTHER (please specify) Unknown

Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Suitable initiatives are not developed • Missed funding opportunity

126 Delivering the Mayor’s Transport Strategy in the borough:

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

127 Form Number 32 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Uxbridge Bus Station Proposal – Area Based Scheme

Location: Uxbridge

Dates: 2007/08

Description of Main Elements:

Uxbridge is one of the strategic interchanges in the borough. This proposal is for interchange modernisation at Uxbridge Bus Station looking at bus / rail interchange, better integration of the bus station with the town centre, location of cycle parking, relocation of taxi rank and disable parking bays. Improvements to increase bus capacity will be apart of the proposal. The medium to longer-term intention is to redevelop the bus station and adjoining areas to provide a much-needed high quality bus station with sufficient capacity for the existing and future bus demand.

The proposal would improve access to the Station and the Town Centre for pedestrians, cyclists and public transport users. The proposal will provide improved waiting facilities for public transport users. Access and safety would also be significantly improved for equality and social inclusion target groups. The proposal is part of a wider area based scheme for the enhancement of Uxbridge town centre. The Council has current proposals to improve the area outside the underground station and its links to the bus station. This scheme focuses on the Windsor Street Conservation Area To improve the environment of the station sustainable transport users need to be protected from emissions of pollutants.

Uxbridge Tube Station is served by the Metropolitan and Piccadilly Lines. The catchment area is substantial and the proposal will make access to the station easier as well as enhancing its general surroundings and the town centre. The Chamber of Commerce, Ward members, residents, Uxbridge Initiatives, other local stakeholders and transport providers will be consulted before implementation.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 150 150 300 TOTAL FUNDING REQUIRED 0 150 150 300 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved)

Key Delivery Partners: Dependencies and Risks:

Uxbridge Initiative, Hillingdon • Improvement measures are not identified Officers, Members, emergency • Suitable schemes are not developed services, interest groups and the general public, London • Individual schemes or aspects of schemes are not Buses supported • Lack of funding

128 Delivering the Mayor’s Transport Strategy in the borough:

The Uxbridge Station access scheme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Improving accessibility and social inclusion on the V 10 4E.Pr13 transport network III 7 4G.Pr12 2. Reducing traffic congestion (by encouraging a modal 3.Pr, 4K.Pr4 shift) 3. Improving air quality Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, cycling, train, bus, PTW Positive • Car, freight (scheme may result in some loss of parking) Positive/Negative Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

129 Form Number 33 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM

Summary of Proposal: Windsor Street (Uxbridge Town Centre) Project

Location: Uxbridge town centre

Dates: 2005/06

Description of Main Elements:

Hillingdon Council proposals will make Windsor Street and surrounds a safer and more pleasant place to visit. The project will reflect Windsor Street’s importance as one of the most historically interesting areas with a strong local identity. A pedestrianised streetscape is proposed. Works will contribute to the attractiveness of Uxbridge town centre and realise opportunities to build on established strengths: • Central location in the core of the town • Historic environment with many listed buildings, traces of ancient routes and a small scale intimate character • A wealth of interesting buildings from different periods • A variety of materials, finishes, genuine features and fine detail • Landmarks of strong architectural character and key functions such as St Margaret’s Church and the Market House

Project aims are to: • Improve safety for pedestrians in the town centre and consider options for lighting the outside of St Margaret’s Church as a feature to introduce more light to the area • Provide a long term, sustainable solution to the traffic requirements of the area in terms of circulation, parking and public transport • Enhance the Windsor Street environment in order to maintain its local character • Promote the Conservation Area status with good quality lighting, coherent open spaces, coordinated street furniture, attractive plantings and consider the use of water features • Create a more functional multi use open space at the Pavillions entrance • Strengthen the heart if the town centre and make Uxbridge more attractive for business, residents and visitors

130 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 0 0 TOTAL FUNDING REQUIRED 350 0 0 350 STATUS OTHER FUNDING SOURCES 250 (Requested, COMMENTS Approved) Sec 106 330 Approved Other contributors 20 Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Suitable initiatives are not developed Public, Uxbridge shopping • Missed funding opportunity centre visitors

Delivering the Mayor’s Transport Strategy in the borough:

The Regeneration area Schemes provide a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) • Improving accessibility and social inclusion. V 10 4P.Pr5, 41Pr2, • Encouraging walking (by improving the street 41.Pr4, 41.Pr8 environment and conditions for pedestrians) • Improving Road Safety Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

131 Form Number 34 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Eastcote Station Proposal

Location: Eastcote

Dates: 2007/08

Description of Main Elements:

This proposal seeks to improve access and parking at Eastcote Station and to integrate the Station with the Town Centre. The proposal would improve access to the Station and the Town Centre for pedestrians, cyclists and public transport users. Access and safety would also be significantly improved for equality and inclusion target groups. Proposals should significantly improve perceptions of safety for rail passengers. The proposed scheme would provide for essential traffic such as delivery vehicles, buses and disabled drivers. Station improvements would also contribute to a more viable and vital town centre making Eastcote attractive for inward investment. To improve the environment of the station sustainable transport users need to be protected from emissions of pollutants.

Eastcote Station is served by both Metropolitan and Piccadilly Lines. The Town Centre is served by local bus services from surrounding areas. The catchments area is substantial and the scheme will make access to the station easier as well as enhancing its general surroundings and the town centre. This scheme will include the following measures: • Improving accessibility • Improving parking facilities • Rationalising signage and improving street lighting • Improving pedestrian and cycling links and related facilities such as cycle parking • Other measures to achieve modal shift • Enhancing the streetscape The approval of the Cabinet Member for Planning and Transportation will be sought once the level of settlement is known. The Chamber of Commerce, Ward members, residents, other local stakeholders and transport providers will be consulted before implementation.

This programme has strong linkages with the: • Bus Stop Accessibility Programme • Accessible Streets Programme

*As part of the LIP Strategic Environmental Assessment, potential concerns regarding cultural heritage have been identified with this programme. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 100 100 200 TOTAL FUNDING REQUIRED 100 100 200 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) Key Delivery Partners: Dependencies and Risks:

132 Eastcote Chamber of • Improvement measures are not identified Commerce, Hillingdon • Suitable schemes are not developed Officers, Members, emergency services, interest • Individual schemes or aspects of schemes are not groups and the general public supported • Lack of funding

Delivering the Mayor’s Transport Strategy in the borough:

The Eastcote station access scheme provides a Priority Target MTS Proposal/ significant contribution to delivering the following MTS Area Number Policy number objectives: (Appendix C)

1. Improving accessibility and social inclusion on V 10 4E.Pr13 the transport 2. network Reducing traffic congestion (by III 7 4G.Pr12 encouraging a modal shift) 3.Pr, 4K.Pr4 3. Improving air quality Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, cycling, train, bus, PTW Positive • Car, freight (scheme may result in some loss of parking) Positive/Negative Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Neutral

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

133 Form Number 35 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Door to Door Services

Location: Borough Wide

Dates: Continuous

Description of Main Elements: This programme includes a range of measures to improve the proportion of trips made by mobility impaired people and those that are temporarily immobile.

Demand Responsive Transport – Hillingdon Community Transport Hillingdon Community Transport provides an affordable, fully accessible mini bus transport services to voluntary and community groups, including schools, day centres, care homes plus other statutory and not-for-profit organisations, and we also have some disabled individual members. Services are membership based and not available to the general public and limited to residents of London Borough of Hillingdon. Buses are available 24 hours a day, 365 days a year. Groups can book for a few hours and up to several weeks for holidays. Charges are based on a mileage and time basis and kept as low as possible to try and ensure that people are not prevented from accessing services due to cost. Hillingdon Community Transport also carry out some contract work for LBH Special school transport, a few luncheon clubs, Hillingdon PCT, and various Social Services Departments using paid drivers. Charges are more realistic with the additional income helping support our core services. Most drivers are volunteers. HCT receives an annual grant from LBH of £38,500, and currently based in the Harlington Road Depot. Hillingdon Community Transport –

HCT is looking to develop a Demand Responsive Transport, (DRT) service that would complement (not compete) current transport services to the local community, e.g. London Buses, DAR. It would offer a fully accessible, affordable door-to-door service to those members of the community who find it most difficult, (including concerns about personal; safety) to access/use conventional public transport services. A list of potential users would include the elderly, disabled, ethnic minority groups, parents with young children, young people to work. The service would be membership based and not available to the general public.

Services would be based within local communities, estates where other services do not/cannot penetrate and routes would link up local amenities and services. Fares could be entirely free or subsidised to make them as low as possible to enable people on low incomes to afford them.

Provision of accessible locations for door to door services Close consultation will be undertaken with transport service providers in order to insure accessible locations for the passenger and for the driver to offer assistance in entering and exiting the vehicle. Council officers will seek to investigate and initiate physical measures to improve accessibility at locations where difficulties are experienced.

134

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 40 40 80 FUNDING FROM OTHER SOURCES 39 39 39 39 156 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 39 39 79 79 236 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) Council On-going revenue 39 annually Approved programme

Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, DASH, HAVS, LSP-NHS. Delivering the Mayor’s Transport Strategy in the borough:

The Accessibility Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Improving accessibility and social inclusion on the V 10 4O.Po2, 4O.Pr1, transport network. 4O.Pr3, 4O.Pr4, 4O.Pr5, 4O.Pr6

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Neutral

Balanced road space allocation: Neutral

Requirements for sustainable developments: Neutral

Equality & Inclusion Target Group (please specify): Positive

135

Form Number 36 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Blue Badge Programme Proposal: Location: Borough Wide Dates: Continuous Description of Main Elements: The Blue Badge Scheme is a European parking concession scheme for people with severe walking difficulties who travel either as drivers or passengers. It allows badge holders considerable flexibility in where they can park on-street. Badge holders can park free of charge for an unlimited time in pay and display bays and shared use bays, provided a valid Blue Badge is displayed, the bay has not been suspended and the vehicle is being used to transport the Blue Badge holder. Blue badge holders are also allowed to park for a maximum of 3 hours on single and double yellow lines, except where there is a loading ban or where a bus or cycle lane is in operation.

In Hillingdon, only people with severe mobility difficulties, with possession of a Blue Badge, qualify for a disabled persons parking bay.

Persons may apply for a Blue Badge to the Council. It will be expected that applicants have a high rate of mobility allowance to be accepted into the scheme. The high rate of mobility allowance is based on government specified standards. However if the applicant does not meet this criteria they may still be considered for inclusion into the scheme based on their circumstances. The Council may ask applicants to attend an assessment clinic where an Occupational Therapist will undertake an assessment. These assessments confirm to a consistent standard with the governments criteria for the high rate of mobility allowance.

Provision has been made for parking for the disabled in the Hillingdon Design and Accessibility Statement – Accessible Hillingdon, 2005.

Enforcement patrolling beats will include all designated bays within the normal patrolling pattern for the locality to ensure that facilities provided are retained for their intended use.

TOTAL FUNDING REQUIRED Not borough dependant

Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers • Programme is not supported

136 Delivering the Mayor’s Transport Strategy in the borough:

The Blue Badge Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Improving accessibility and social inclusion on the V 10 4O.Pr14 transport network.

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • All Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Neutral

Balanced road space allocation: Neutral

Requirements for sustainable developments: Neutral

Equality & Inclusion Target Group (please specify): Positive

137

4.8 WALKING

Priority area for implementation VI: Encourage walking by improving the street environment, conditions for pedestrians and through the use of travel demand measures.

4.8.1 Hillingdon aims to achieve an increase of at least 10% in journeys made on foot per person by 2015. Hillingdon also aims to maintain or increase the proportion of personal travel made by means other than the private car. These targets will be achieved by implementing a range of engineering and educational measures.

4.8.2 In the draft LDF development plan documents, policies and proposals prioritise the needs of pedestrians. In general, these policies seek to ensure that the Council will accord priority to the needs, comfort and safety of pedestrians in the design and implementation of road construction and traffic management schemes and in particular they seek to minimise diversions and delays experienced by pedestrians.

4.8.3 Hillingdon supports the setting of London traffic Control Centre (LTCC). Currently London boroughs deal with Traffic Technology Services on matters relating to installation, operation and maintenance of traffic signals. Hillingdon will participate in ongoing work of the London Traffic Control Centre, and the future works, which will assume greater prominence at the time of the 2012 Olympics. It is anticipated that the work of LTCC will enable better co-ordination of operations on the highway and the boroughs statutory duty of Network Management, under the Traffic Management Act 2004. 4.8.4 Hillingdon’s Borough Transport Strategy recognises the advantages of walking over other forms of transport. • Walking is the most environmentally and socially sustainable form of transport through reducing both pollution and congestion. • Walking as an exercise improves health through the reduction of the risk of cardiovascular problems and heart disease as well as reducing the likelihood of stress and strokes. • Increasing levels of walking is central to efforts to aid urban regeneration through the positive experience of walking around an area. • Walking does not cost anything and as such is accessible to a far greater proportion of the population who are excluded from other forms of transport.

4.8.5 The Borough Transport Strategy therefore aims to establish a cultural and physical environment in Hillingdon that facilitates positive public attitudes to the enjoyment of walking as part of the daily routine and leisure activity. The long term aim of the strategy is to create a plan that will promote Hillingdon as a place where walking is a useful, safe and enjoyable transport option as well as also being a valued leisure activity. Walking related policies and objectives in the Borough Transport Strategy address issues ranging from the promotion of walking to improving accessibility and safety for pedestrians and include: • To improve the physical infrastructure for pedestrians including footpaths • To promote walking • To increase the proportion of children walking to school • To ensure that the pedestrian environment is fully accessible to all • To actively involve local businesses and interest groups in walking initiatives • Improve public understanding and appreciation of the health benefits of walking.

138 • To improve pedestrian safety and security through traffic management schemes, improvements to crossings and lighting programmes. • To achieve convenient pedestrian access to key destinations, particularly the borough schools, shopping centres and transport interchanges. • Identify and address the needs of communities that are less able to access walking options due to geographical or socio-economic factors. • To improve the pedestrian environment to create an ambience conducive to walking. • Develop walking promotion projects that involve children and young adults and those at risk of ill health due to lack of physical activity. • Implement programmes that encourage people to choose walking as a leisure activity. • To ensure that the pedestrian environment is fully accessible to all users. • Encourage joint working between services and communities to develop and maintain walking routes in urban and green spaces. • Ensure that walking is an integral part of the development of a broad range of sustainable transport options. • To integrate walking more effectively into land use and transport programmes, especially the boroughs Borough Spending Plan, Unitary Development Plan and Community Plan. • To identify additional resources for the implementation and promotion of walking within the borough.

Figure 4.3 New pedestrian crossing facility

139 4.8.6 With these objectives and policies in mind, Hillingdon has developed programmes that seek to promote walking and to improve conditions for pedestrians in the borough. Walking related programmes in this chapter are: 1. Pedestrian Crossings Programme 2. Pedestrian Footpaths, Footways and Lighting Programme 3. Strategic Walking Network Programme

4.8.7 Programmes included under other priority areas will also contribute to improving conditions for pedestrians. Such programmes include road safety, environmental improvement, programmes that encourage a modal shift away from the private car and programmes which improve access to town centres and regeneration areas.

4.8.8 The estimated number of walking trips per annum in the borough and the percentage of pedestrian crossings with facilities for disabled people will be used to monitor progress towards improving accessibility and social inclusion on the transport network. Section 9.6 shows base data for these performance indicators.

140 Form Number 37 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Pedestrian Crossing Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

This programme aims to upgrade existing pedestrian crossings to meet national design standards and seeks to install new crossings throughout the borough to improve conditions for pedestrians. This work is to be undertaken in three parts: Upgrading Existing Pedestrian Crossings Existing crossings where geometric features, signals or lighting are substandard are to be identified and improved. Priority will be given to key junctions that have been identified as being unsafe through consultation with the Mobility Forum. Review of existing Pelican crossings should be undertaken with a view to upgrading them to Puffin crossings especially where safety benefits would be achieved or where consistent complaints from pedestrians have been received.

Improvements are also required at a number of signalised crossings to provide adequate facilities for disabled persons. “Beeps” or revolving tactile knobs are required at all signalised crossings. Hillingdon has undertaken an audit of crossings and identified sites requiring upgrading. Crossings will be checked to ensure that there is adequate time given for elderly people and mothers and children to cross safely.

Zebra crossings on multi-lane carriageways should also be reviewed for safety. A consistent approach to upgrading floodlighting at zebra crossings to the new national standards is to be undertaken. Other work will be undertaken in response to concerns from members of the public or initiated by Council officers. Review of All Traffic Signal Junctions An investigation is to be made into implementing pedestrian phases at all traffic signal controlled junctions where currently no provision is made. A total of 10 intersections will be reviewed each year with any works identified to be undertaken the following year. Installation of New Crossings The Council also aims to install several new crossings per year at sites where significant numbers of pedestrians consistently have difficulty crossing sections of road or where significant safety concerns exist. Potential locations will generally be identified through public petitions or consistent complaints. Significant works undertaken as part of this programme will follow the milestones below: 1. Site identification 2. Preliminary site investigation 3. Final decision on remedial measures and production of scheme plans and detailed cost estimates for work. 4. Final consultation including ward members and Cabinet Member approval 5. Detailed Design 6. Implementation This programme is part of a series of initiatives, which aim to deliver better conditions for pedestrians and to make the street environment safer and more accessible.

These programmes will ensure higher standards of accessibility, inclusion and equality and fewer accidents on the roads. They will also provide improved pedestrian priority in accordance with the road user hierarchy. Installation of works associated with the programmes could however result in some delay to road traffic at crossings.

TfL committed £75,000 to the implementation of three pedestrian crossings as part of Hillingdon’s 2005/06 BSP allocation. The following table outlines funding requirements for this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010/11.

141

*As part of the LIP Strategic Environmental Assessment, potential concerns regarding: air and climate have been identified with this programme. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 75 0 100 100 275 TOTAL FUNDING REQUIRED 75 0 100 100 275 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) If available, S106 money from OTHER (please specify) developer schemes may be used Unknown to contribute to this programme of work Key Delivery Partners: Dependencies and Risks:

The Pedestrian Crossing Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging walking (by improving the street VI 12 4I.Pr3, 4I.Pr8, environment and conditions for pedestrians) 4I.Pr7, 4I.Pr2, 3.Pr2 2. Improving Road Safety I 1 4G.Pr7 3. Relieving traffic congestion (by encouraging a modal III 7 4G.Pr12 shift to cycling)

4. Improving accessibility and social inclusion V 10 - 5. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, Cycling Positive • PTW, Bus, Car, Freight, (schemes may result in increases in travel Negative times) Neutral • Train Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

142

London Borough of Hillingdon Form Number 38 LIP PROPOSAL DELIVERY FORM Summary of Proposal: Pedestrian Footpaths, Footways and Lighting Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

This programme aims to install new footpaths and upgrade existing pedestrian footpaths, footways and associated lighting to improve conditions for pedestrians. General upgrading will be undertaken as part of the lighting and road maintenance programmes. This work will involve installing new links, widening existing facilities and improving lighting to increase pedestrian safety, meet pedestrian demand and encourage additional pedestrian movements. Public petitions and letters will be used in identification of potential sites along with officer assessment. This will be a continuous programme of work with priorities assessed by Council Officers.

Significant works undertaken as part of this programme will follow the below milestones: 1. Site identification 2. Preliminary site investigation 3. Finalise remedial measures and produce scheme plans, and detailed cost estimates for work. 4. Final consultation including ward members and Cabinet Member approval 5. Detailed Design 6. Implementation

This programme is part of a series of initiatives, which aim to deliver better conditions for pedestrians and to make the street environment safer and more accessible for pedestrians of all ages, however women and vulnerable groups will particularly benefit from this programme, especially at night. Condition of Footways (Category 1, 1a & 2) and Public Rights of Way are measured by BVPIs 187a & 178 respectively.

For Category 1, 1a & 2 footways, an annual condition survey is commissioned for completion by the end of March 2006. This survey will identify those lengths of footway requiring maintenance works. The works required will (as far as funding allows) be programmed into the 2006/07 footway maintenance programme for completion by March 2007. In addition, Safety Inspections on all footways are carried out at regular frequencies as recommended by the 2001 Code of Practice for Highways Maintenance.

For Public Rights of Way, BVPI 178 measures the percentage of total lengths of footpath & other Rights of Way that are easy to use by members of the public. “Easy to use” means, amongst other things, that the footpaths are signed and the surface is adequate. In this case the condition surveys will be carried out throughout the whole of the 2006/07 year, as the Public Rights of Way Officer visits various parts of the PRoW network. Works tickets will be issued as and when defects are identified.

The following table outlines funding requirements for this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010-11.

143

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 0 200 200 400 FUNDING FROM OTHER SOURCES 1,550 1,750 1,550 1,550 5,270 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 1,550 1,750 1,750 1,750 5,670 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved)

Council’s On-going revenue programme budget -1,550 annually (Please note that in 1,550 Approved 06/07 the Council made available annually an additional 200k)

Key Delivery Partners: Dependencies and Risks:

The Pedestrian Footpaths, Footways and Lighting Programme Priority Target MTS Proposal/ provides a significant contribution to delivering the following Area Number Policy number MTS objectives. Good lighting addresses the issue of (Appendix C) perception and fear of crime.

1. Encouraging walking (by improving the street environment VI 12 4I.Pr3, 4I.Pr8, and conditions for pedestrians 3.Pr2, 4I.Pr2 2. Reducing traffic congestion (by encouraging a modal shift III 7 4G.Pr12 to walking)

3. Improving accessibility and social inclusion V 10 - 4. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking Positive • Cycling, Train, Bus, PTW, Freight, Car Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

144

Form Number 39 London Borough of Hillingdon LIP PROPOSAL DELIVERY FORM Summary of Proposal: Strategic Walking Network

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

Hillingdon will contribute to completing the Strategic Walk Network, which provides long distance footpaths across London.

The Corporation of London is the lead authority in delivering a scheme to complete and promote London’s six Strategic Walking Routes. A programme of work to implement the network to a high standard and to encourage its use for recreation and exercise is currently in its second year. The network is comprised of six defined routes, including the Outer Orbital Path (also known as the London Loop) which runs through Harefield, Uxbridge and Hayes and which is shown in Appendix 5. Hillingdon also has several local walking routes and adjoins the Colne Valley Park, which offers extensive walking opportunities in a rural environment.

Hillingdon supports the provision of facilities to encourage walking as these facilities provide recreational opportunities, promote more sustainable methods of travel and help to promote health. Organised routes are a high-profile way of achieving these objectives however the promotion of walking as an everyday activity requires a high standard of walking facilities throughout the borough. This will require a range of local measures, which aim to improve daily life for everyone in the community.

This programme is part of a series of initiatives, which aim to deliver better conditions for pedestrians and to make the street environment safer and more accessible.

The borough of Hillingdon has large areas of public open space. The Council therefore promote and walking and horse riding through its Green Spaces Team (Please refer to the Green Spaces Strategy, chapter 3). The Team have many publications that advertise walking routes and bridleways Leaflets include:

• Hillingdon Trail • Celandine Route • Willow Tree Wander • Dog Rose Ramble [currently out of print] • London Loop [Part] [initiated by TFL] • Trails of Discovery • Colne Valley - various leaflets available from Colne Valley • Bridleways leaflet [currently out of print]

The Green Spaces Team also have a limited budget to make improvements to pedestrian routes within green space areas such as parks and children’s play areas. Strategic Walking Routes will be protected through the Local Development Framework development plan documents.

The following table outlines funding requirements for this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010/11.

145 *As part of the LIP Strategic Environmental Assessment, potential concerns regarding: biodiversity and material assets have been identified with this programme. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 30 30 60 TOTAL FUNDING REQUIRED 0 30 30 60 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) OTHER (please specify) Pan London bid co-ordinated by

the Corporation of London Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, • Sites and improvement measures are not identified emergency services, interest groups • Suitable schemes are not developed and the general public • Individual schemes or aspects of schemes are not supported • Missed funding opportunity

146 Delivering the Mayor’s Transport Strategy in the borough:

The Strategic Walking Network Programme provides a Priority Target MTS Proposal/ significant contribution to delivering the following MTS Area Number Policy number objectives: (Appendix C)

1 Encouraging walking (by improving conditions for VI 12 4I.Pr3, 4I.Pr8, pedestrians) 4I.Pr6, 4I.Pr2 V 10 - 2 Improving accessibility and social inclusion 3.Pr, 4K.Pr4 3 Improving air quality Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking Positive • Cycling, Train, Bus, PTW, freight, car Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

147 4.9 CYCLING

Priority area for implementation VII: Encourage cycling by improving conditions for cyclists and through the use of travel demand measures.

4.9.1 Hillingdon aims to achieve an increase of at least 80% in the level of cycling in the borough by 2011. This will be achieved by progressively improving the existing cycle network and by providing a range of promotional and educational measures.

4.9.2 In Hillingdon, policies seek to promote cycling as a sustainable method of travel and also one, which can confer health benefits. The Council’s draft LDF development plan documents promote cycling by encouraging the provision of improved conditions for cyclists. This policy also highlights that the needs of cyclists should be considered in the design of highway improvement schemes and that new cycle parking facilities should be provided at all major attractions and new developments in the borough.

4.9.3 In Hillingdon’s Borough Transport Strategy cycling related objectives and policies include: • To increase provision of cycle parking facilities • To provide a high quality, safe and convenient road network with dedicated cycle facilities where needed using the hierarchy of solutions approach • To minimise conflict between cyclists, motorists and pedestrians • To promote safe routes to schools and work programmes • To raise awareness of the benefits of cycling • To participate in national, regional and local initiatives to promote cycling • To maintain cycle ways at an acceptable standard

4.9.4 To accomplish these policies and objectives, the Council will develop measures in engineering, traffic management and education in an effort to increase levels of cycling. Cycling related programmes included in this document are: 1. Cycle Tracks and Routes Programme 2. LCN+ Routes Programme 3. Cycle Traffic Management Programme 4. Cycle Parking Programme 5. Cycle Training Programme

4.9.5 Programmes included under other priority areas may also contribute to improving conditions for cyclists. Such programmes include road safety, road maintenance, programmes that encourage a modal shift away from the private car and the Congestion Hot Spot Programme.

4.9.6 Cycle Audit Surveys are carried out during various stages of design and also after implementation. The schemes would be subject to some level of audit as per Road Safety Audit of new schemes; carried out using current best practice and Institution Highways and Transportation guidelines. Cycling proposals are discussed with local cycling groups at design stage and prior to implementation. This forms a valuable source of feedback from the point of view of cyclists. 4.9.7 The estimated number of cycling trips per annum will be used to monitor progress towards encouraging cycling. Chapter 9 shows 2001 base data for the number of daily trips in Hillingdon.

148

Figure 4.4 Hillingdon Cyclists

149 Table 4.2 Summary of proposed cycling schemes - LCN+ Route 88A/Link 95 Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost S1 1 Vertical traffic calming measures at Will improve safety for all Negative effects, noise, £200,000 pedestrian crossing points, 20 mph road users. vibrations depending on speed limit. detailed design. S2 1 Bypasses at narrowings (2) Cyclists not intimidated by Can accumulate debris £10,000 2 Bypasses at chicane (2) motor vehicles at pinch points £10,000 3 Widen cycle track at Botwell Lane £20,000 S3 1 Convert pelican crossing at Central Safe crossing for those cyclists Difficult to accommodate. £50,000 Avenue to a toucan crossing that need it.

2 Central right turn lane to Station Protection for cyclists turning Encourage cyclists to take £0 Road right. up vulnerable position.

S4 1 Create gap at each end of gate, Easy access on existing May encourage use by £5,000 alter wall, flush kerb. desire line. motorcycles. S5 1 Cycle lanes and tracks Positive provision for cyclists May create enforcement £50,000 through busy environment. issue. 2 Remove chicanes Remove pinch points May increase speeds. £10,000

S6 1 Alterations to North Hyde Road Provision for cyclists of all Possible impact on capacity. £20,000 junction (in conjunction with local abilities. safety scheme) including signalled crossing on east side and linking cycle tracks, cycle lanes, advanced stop lines. 2 Cycle track between North Hyde Segregated provision for Need to move bus stop. £20,000 Road and service road more cautious cyclists S7 1 Cycle lanes (c 1 km) Positive provision on fast Need to remove central £30,000 stretch of road. islands 2 Remove (4) central islands Release space for cycle lanes Possible increase in speed £10,000 (maintain median strip)

150 S8 1 Traffic calming, 20 mph speed limit Will improve safety for all Depends on detailed design. £250,000 road users. S9 1 Traffic calming, 20 mph speed limit Will improve safety for all Depends on detailed design £400,000 road users. S10 1 Cycle bypass of priority narrowing Cyclists currently £5,000 unnecessarily delayed. Can accumulate debris S11 1 Widen, surface, provide lighting Quiet, segregated route Change of character £70,000 S12 1 Direct link from Watery Lane to Avoids using Shepiston Lane £15,000 subway 2 Convert pelican crossing to toucan Additional links to route £50,000 crossing, cycle track links through park. S13 1 Resurface, consider segregation Improves existing valuable Possible conflict with £5,000 facility pedestrians S14 1 Improvements to subway entrance Direct, easy to use access Possible conflict with £5,000 pedestrians Total Cost: £1,125,000

The recommended options are to be shown in bold and the total costs of the recommended options to be shown at the foot of the table.

151 Part 6 – Budget costs (figures in 000’s)

r o

s k yclists gnals c

a r t

, s e n

Section Option a Total LCN+ Other paths for c Junction works, including signals Crossing provision, including si Signing and road markings Other miscellaneous works Statutory undertakers works Fees etc. Ref. Ref. Traffic management, Speed Reduction L Cost Budget Budget S1 1 £200 20% £200 £200 S2 1 £10 20% £10 £10 2 £10 20% £10 £10 3 £20 20% £20 £20 S3 2 £0 20% £0 £0 S4 1 £5 20% £5 £5 S5 1 £50 20% £50 £50 (s106) S6 1 £20 20% £20 £20 £85,800 (LSS) 2 £30 20% £20 £20 S7 1 £30 20% £30 £30 2 £8 20% £10 £10 S8 1 £250 20% £250 £250 S9 1 £400 20% £400 £400 S10 1 £5 20% £5 £5 S11 1 £70 20% £70 £70 S12 1 £15 20% £15 £15 S13 1 £5 20% £5 £5 S14 1 £5 20% £5 £5

152 Part 7 – Proposed Programme of works Section Ref. Option Ref. Feasibility Design Consultation Implementation S1 1 2006/07 2007/08 2007/08 2007/08 S2 1 2004/05 2004/05 2004/05 2004/05 2 2004/05 2004/05 2004/05 2004/05 3 2004/05 2004/05 2004/05 2004/05 S3 2 2004/05 2004/05 2004/05 2004/05 S4 1 2004/05 2004/05 2004/05 2004/05 S5 1 2005/06 2006/07 2006/07 2006/07 S6 1 2005/06 2005/06 2005/06 2005/06 2 2005/06 2005/06 2005/06 2005/06 S7 1 2005/06 2006/07 2006/07 2006/07 2 2005/06 2006/07 2006/07 2006/07 S8 1 2006/07 2007/08 2007/08 2007/08 S9 1 2006/07 2008/09 2008/09 2008/09 S10 1 2004/05 2004/05 2004/05 2004/05 S11 1 2005/06 2006/07 2006/07 2006/07 S12 1 2005/06 2006/07 2006/07 2006/07 S13 1 2005/06 2006/07 2006/07 2006/07 S14 1 2005/06 2006/07 2006/07 2006/07

The programme must be agreed with the implementation authorities, i.e. borough (with LB Camden as LCN+ Project Manager) or TfL Area Team.

153

Summary of proposed cycling schemes - LCN+ Link 93/Route 89 Note: Items in bold are proposals, items not in bold are other options.

Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost 93/01 1 Widen approach to signals and Provides improvement for on road Reduced verge space £30,000 install ASL cyclists. 2 Provide cycle track across corner Complimentary provision for Two stage crossing resulting in £15,000 to existing toucan on east side of cyclists who prefer to use greater delay. junction. signalised crossing. 93/02 1 Two way cycle track on north and Dedicated provision linking with May be difficult to achieve in space £36,000 east side of road. section 1. available, possible loss of priority. 2 Traffic calming, 20 mph speed limit Overall benefits to safety of section of Unlikely to be supported due to £240,000 road character of road. 3 On road advisory cycle lanes or logos Positive provision within existing road Insufficient road space for cycle lanes £21,000 space in some sections 93/03 1 Good signing from Heathrow to Existing established route Need to cross Bath Road £1000 start. 2 Link via park (from bend on Sipson Direct, attractive route, would also Possible personal security £24,000 Way) to Ashby Way improve for pedestrians. Existing concerns at night. Greater lighting. possibility of conflict with pedestrians. 93/04 1 Comprehensive traffic calming Overall benefits to Sipson village. Lack of segregation might concern £30,000 (at scheme and 20 mph speed limit. some cyclists. this location) 93/05 1 Shared use possible on some wide Improved segregation from motor Would lead to disjointed provision £15,000 sections of footway but limited vehicles and potential conflict with pedestrians potential elsewhere 2 Advisory cycle lanes, subject to Simple, direct provision that identifies Comprehensive & effective scheme £28,000 parking bays cycle route. unlikely to be practical due to parking and road width.

154 Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost 3 Traffic calming with 20 mph speed Overall benefits to Sipson village. Might adversely affect bus route £180,000 limit and emergency vehicle access. 93/06 1 Cycle lanes with segregating islands Deflects, and slows motor vehicles Puts cyclists in wring position for £24,000 and protects cyclists making certain manoeuvres. 2 Solid roundabout island Improves deflection and speed Unlikely to be sufficient space for £15,000 reduction large vehicles 3 Raised junction Part of general traffic calming, 20 Might adversely affect bus route £30,000 mph speed limit and emergency vehicle access. 4 Tighten geometry Improves deflection and speed Cyclists possibly squeezed unless £15,000 reduction traffic is also slowed 5 Change to priority junction To give priority to cycle route and Less speed reduction benefit £24,000 main traffic flow 93/07 1 Introduce speed limit on Holloway Improve general safety in the area Enforcement difficulties if not £5,000 Lane respected 2 Off road provision Cyclists in protected space, easier on Loss of priority, difficult on east side £24,000 west side of junction due to available due to lack of road space. road & refuge width 3 Rumble strips To warn motorists of potential hazard Noise and limited impact on speed £5,000 4 Signalise junction Positive provision for crossing Delay for vehicles on Holloway £60,000 pedestrians and cyclists and Lane address general accident problem. 93/08 1 Widen subway and formalise cycle Maintains directness of established Costs make this option unrealistic £1,000,000 route status. route 2 Introduce previously designed Improves access to subway and To be progressed with ‘cyclist £18,000 schemes to improve access pedestrian/cycle segregation dismount’ signs if option 4 is not feasible. 3 Improve lighting Improves 24 hour viability of route Of little benefit without option 1 £5,000 4 Re-route via Holloway Lane (E) and Most direct alternative to existing Need to obtain approval of £50,000 Vine Close route Highways Agency and support of Vine Close residents.

155 Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost 5 Re-route via Holloway Lane (W) and Can be accommodated on existing Longest alternative diversion £92,000 Harmondsworth Rd highway and would require more dedicated provision 93/09 1 Improve signing on ‘dual’ section Makes the route easier to follow Additional maintenance £1,000 south of toucan crossing 2 Give cycle track & service roads Makes route faster and more Need to change existing habits £48,000 priority over side roads convenient 3 Improve alignment of cycle tracks More direct, easier to follow Loss of grass verge £50,000 4 Make service road at shops one Less potential for conflict Reduced accessibility, by car, of £20,000 way (with contra flow for cycles) local shops 93/10 1 Improved alignment alongside bus More direct, easier to follow Possible conflict with bus £7,000 stop passengers 2 Direct crossing of Harmondsworth Makes route faster and more Possible additional congestion at £10,000 Road convenient traffic signals 3 Flat top hump across Thornton Makes route faster and more Increased discomfort for motorists £10,000 Avenue convenient 4 Flush kerb in Harmondsworth Avoid danger of falling off Need to avoid creating ponding £3,000 Road (2005/06 programme) 93/11 1 Green surface whole of cycle lane. Makes cycle lane more Additional maintenance £10,000 conspicuous 93/12 1 Traffic calming, 20 mph speed limit Holistic treatment of section of Might adversely affect bus route £120,000 road and emergency vehicle access. 2 Remove intermittent cycle lanes Cyclists less constrained Might remove identity as cycle £5000 and replace with logos route 3 Widen cycle lane (remove narrow Improve amenity for cyclists in May be difficult due to bridge £24,000 footway) under bridge tight space structure 4 Provide cycle track at footway level Improved segregation Limited space and excessive £50,000 under bridge structural work needed 93/13 1 Widen roundabout bypass to 1.5 To enable all types of cyclist to Need to check swept path at £10,000 metres use roundabout 2 Coloured surfacing & symbols To avoid cyclists being squeezed Additional maintenance £3,000 past island at Horton Road at refuge

156 Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost 3 Advisory cycle lanes Enable cyclists to bypass traffic Road profile is tight to £10,000 queues accommodate lanes of a reasonable width 93/14 1 Restrict entry to Yiewsley High Street Reduce south bound traffic in High Traffic will find alternative, less £5,000 (Bus/cycle only) Street acceptable, routes 2 Improved link to existing central Gives more priority to cyclists Needs to be carefully designed to £5,000 bus lane using the route be respected by left turners 3 Southbound cyclists via shared Protected crossing for less confident Limited space available and adds £30,000 footway and toucan crossing of cyclists time, unlikely to be used by most Falling Lane 4 Colour surface existing ASL Makes ASL more conspicuous Additional maintenance £5,000 93/15 1 Bus lanes Multi-modal benefits Previously not supported £30,000 2 Cycle lanes, single traffic lanes Also has potential speed and May not be supported due to loss £30,000 and wider median accident reduction benefits of road space 3 Provision for cyclists to turn right Improvement to existing difficult Difficult to engineer effectively, will £24,000 via Moorfield Road crossing, right turn across speeding traffic be easier in conjunction with conversion to toucan option 2. 4 Widen footway on SE corner of Would create direct link to new Limited space available £10,000 Moorfield Road to provide link to crossing signals 93/16 1 Improve signing Makes route easier to follow Additional maintenance £1,000 93/17 1 Replace gate with closure with Link less likely to be obstructed Need to maintain effective barrier £10,000 central gap and emergency access 93/18 1 Improve signing Makes route easier to follow Additional maintenance £1,000 93/19 1 Implement designed scheme to Improves access to/from cycle None £15,000 improve access (2005/06 track programme) 93/20 1 Widen path to 3 metres (2005/06 Increased space for pedestrians Loss of grass verge and some £60,000 scheme) and cyclists trees 93/21 1 Widen southern footway, provide Improved visibility, protected Still a difficult junction to £50,000 waiting space in junction and space to wait, slower through negotiate, particularly for north junction table (2005/06 scheme) traffic. bound cyclists.

157 Section Option Brief description Benefits Disbenefits Budget Ref. Ref. Cost 2 Traffic signals More controlled movements Cost, potential congestion and £60,000 visibility difficulties for north bound traffic 93/22 1 Improve hump ramps Make ramps more comfortable Less effective speed reduction £10,000 2 Cycle lanes Increased identity as cycle route Insufficient space to be effective £10,000 3 ‘Quiet Lane’ treatment (edge Compromise solution due to May not be understood and £10,000 strips) limited road width respected 93/23 1 Mini roundabout Slow through traffic and balance Can increase danger for cyclists £24,000 priorities 2 Refuge in The Greenway Helps to negotiate opposing flows Could squeeze cyclists on The £10,000 (2005/06 route 39 scheme) Greenway 3 Raised junction Slow through traffic Limited additional benefits over £30,000 current proposal 4 Change priority Improved priority for cycle route Would remove established priority £5,000 5 Signal control Potentially would improve the Possible increased congestion £60,000 junction for cyclists, pedestrians and buses 93/24 1 Traffic calming To slow traffic on Whitehall Road Might adversely affect emergency £180,000 vehicle access. 93/25 1 Provide radii on south end of cycle Improved transition to cycle track None £5,000 track 2 Give priority to cycle track across Makes route faster and more Need to change habits of car park £10,000 car park exit convenient users 93/26 1 Traffic calming on Hillingdon Road Also benefits pedestrians using Necessary to negotiate with £60,000 slip roads route estates 2 Change to priority junction Simpler, gives priority to cycle route Major change, unlikely to be £24,000 supported

158 Form Number 34 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Cycle Tracks/Routes Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Cycle Tracks/Routes Programme aims to complete a series of mid to long distance strategic on and off road facilities linking important areas within the borough. Cycle routes will consist of lower speed routes aimed at less confident cyclists, generally utilising minor roads and links between networks of minor roads. The routes will be identified and developed in consultation with local cycling groups at regular bi-monthly meetings and through correspondence. Particular attention will be given to cycle lanes on main roads to increase safety.

These schemes will be based on a 2 year rolling programme of scheme design in the initial year and final design and implementation the following year. The programme will adopt milestones similar to those used by the LCN programme and will include:

Year 1 1. Preparation and issuing of an initial scheme report providing important information for the Cycle Route Inspection Meeting (CRIM) 2. Completion of a CRIM ride with stakeholders 3. Preparation and issuing of a draft Cycle Route Implementation Stakeholder Plan 4. Scheme plan formation 5. Cost estimate formation 6. Final consultation including ward members and Cabinet Member approval 7. Submission of scheme as part of Borough Spending Plan Year 2 8. Detailed design 9. Implementation

The aim of this programme is to implement 2 cycle tacks/routes per year. This programme is part of a series of initiatives aimed at making the cycling environment safer and more convenient for users.

The following table outlines funding requirements for this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010/11.

*As part of the LIP Strategic Environmental Assessment potential concerns regarding: biodiversity and material assets have been identified with this proposal. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 20 100 100 220 TOTAL FUNDING REQUIRED 20 100 100 220 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) OTHER (please specify) Unknown

159

Key Delivery Partners: Dependencies and Risks:

Delivering the Mayor’s Transport Strategy in the borough:

The Cycle Tracks/Routes Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging cycling (by improving conditions for cyclists) VII 13 4J.Pr1, 4J.Pr5 2. Relieving traffic congestion (by encouraging a modal shift to III 7 4G.Pr12 cycling) 3. Improving road safety (by improving conditions for cyclists) I 1 4G.Pr7 4. Improving accessibility and social inclusion V 10 - 5. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Cycling, Walking Positive • PTW, Car, Freight, Walking (driver discipline and excessive vehicle Positive / Negative speeds may be improved in some schemes, however some schemes may result in loss of parking or road space) • Bus, Train Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive (children)

160 Form Number 41 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: LCN+ Cycling Route Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements: This programme is part of a joint commitment with all London Boroughs to implement a 900km network of high demand routes where cycle user needs will be met by providing conditions that make cycling easy, safe and comfortable.

The programme of work is to be based on the LCN+ Network Plan issued in May 2003 providing for whole life project management of individual schemes. A management and co-ordination process has been established between the Cycling Centre for Excellence (CCE), the London Borough of Camden and individual Highway Authorities. The process developed for LCN+ route management enables the views of local stakeholders to influence the development of the route. An LCN+ common statement has been included in Appendix 11.

LCN+ measures will include special cycle crossing facilities at main roads and junctions, advanced stop lines for cycles at traffic signals, cycle lanes on carriageways; kerb segregated cycle lanes, cycle tracks and shared pedestrian/cycle paths.

Boroughs, in consultation with the LCN+ team will select schemes according to priorities within borough policy and in accordance with the LCN+ Link map and schedule. LCN+ routes in Hillingdon are illustrated in Appendix 5.

The detailed development of the routes will be carried out in consultation with local cycling groups at bi- monthly meetings. Funding for this work has been included in a TfL bid submitted by the London Borough of Camden for the period from 2005-2008. Hillingdon’s expected allocations are outlined below.

These schemes will be based on a 2 year rolling programme of scheme design in the initial year and final design and implementation the following year. A number of LCN+ schemes will be studied and implemented each year, the details of these can be found in the LCN+ Partnership bid 2005/06. Milestones for the programme of individual schemes will include: Year 1 1. Preparation and issuing of an initial scheme report providing important information for the Cycle Route Inspection Meeting (CRIM) 2. Completion of a CRIM ride with stakeholders 3. Preparation and issuing of a draft Cycle Route Implementation Stakeholder Plan (CRISP) 4. Scheme plan formation Year 2 & 3 5. Cost estimate formation 6. Final consultation including ward members and Cabinet Member approval 7. Detailed design 8. Implementation

The CRISP process results in the identification of a programme of work to complete each LCN+ route, the target dates for completion of each CRISP report are as follows: • Route 88A Hayes/Harlington/Heathrow April 2005 (refer to table 4.2) • Route 89 south Uxbridge to Heathrow January 2006 • Route 39 Uxbridge Road April 2006 • Route 89 north Uxbridge to Pinner July 2006

This programme is part of a series of initiatives aimed at making the cycling environment safer and more

161 convenient for users.

As part of the Green Spaces Strategy (Please refer to Chapter 3, specifically, 3.2.30) the Council will help establish appropriate routes for cyclists of all ages within and between appropriate green spaces, both to provide safer routes for young cyclists, to encourage healthy exercise and help reduce traffic congestion on roads.

TfL has committed £405,000 to work on four of Hillingdon’s LCN+ routes as part of the 2005/06 BSP allocation. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010/11.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING FROM OTHER SOURCES 405 635 400 400 1840 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 405 635 400 400 1840 OTHER FUNDING SOURCES AMOUNT STATUS COMMENTS (£k) (Requested, Approved) TFL OUTSIDE BSP LCN+ TfL bid submitted by the London programme Borough of Camden for the period from 2005-2008 Key Delivery Partners: Dependencies and Risks:

The LCN+ Cycle Route Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging cycling (by improving conditions for cyclists) VII 13 4J.Pr1, 4J.Pr3, 4J.Pr4, 4J.Pr5 2. Relieving traffic congestion (by encouraging a modal shift to III 7 4G.Pr12 cycling) I 1 4G.Pr7 3. Improving road safety (by improving conditions for cyclists) V 10 - 4. Improving accessibility and social inclusion 5. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Cycling, Walking Positive • PTW, Car, Freight, (driver discipline and excessive vehicle speeds may Positive / Negative be improved in some schemes, however some schemes may result in loss of parking or road space) • Bus, Train Neutral Cross Cutting Goals (see section 4.5 of this Guidance) Impact (Positive, Negative, Neutral, N/Al) Promoting safety & perception of safety for all travel modes: Positive

162 Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive (children)

163 Form Number 42 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Cycle Traffic Management Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Cycle Traffic Management Programme aims to implement on-road operational and safety improvements for cyclists. Work will involve implementation of isolated schemes, which will be targeted to overcome specific problems and issues. Scheme identification and prioritisation will be through consultation with local cycle groups at bi-monthly liaison meetings and through correspondence, and through Council officers’ knowledge.

Types of measures to be included in this programme include: cycle gaps, cycle lanes, traffic calming, signal upgrades and cycle crossings. Particular attention will be given to cycle lanes on main roads to increase safety.

Hillingdon adopts a holistic approach to seeking accident remedial measures. In the development of safety scheme proposals, cycling accidents are considered alongside accidents for all other user groups. Generally the level of cycling accidents in Hillingdon is very low, and hence sites for exclusive treatment of cycling accidents are limited. However, where opportunity exists, provision and appropriate siting of toucan crossings is carried out to make cycling safer.

Work will be undertaken on a 2 year rolling programme. The project milestones include: Year 1 1. Scheme identification 2. Formation of rough order cost estimate 3. Submission of schemes as part of Borough Spending Plan Year 2 4. Scheme design 5. Cost estimate formation 6. Consultation including ward members and Cabinet Member approval 7. Detailed design 8. Implementation

This programme is part of a series of initiatives aimed at making the cycling environment safer and more convenient for users. As of April 2006 five extra safety officers will be appointed (a total of six officers). Using this new officer resource, Hillingdon will undertake cycle training for children of school age. This Programme is strongly linked to the Road Safety and Education Programme. TfL has committed £65,000 to schemes from this programme of work as part of Hillingdon’s 2005/06 BSP allocation. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010/11. TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 65 40 30 30 165 FUNDING FROM OTHER SOURCES (Details To Be Provided Below) 0 0 10 10 20 TOTAL FUNDING REQUIRED 65 40 30 30 185 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved)

164 If available, S106 money from Section 106 developer schemes may be used 10 annually to contribute to this programme of work Key Delivery Partners: Dependencies and Risks:

Delivering the Mayor’s Transport Strategy in the borough:

The Cycle Traffic Management Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging cycling (by improving conditions for cyclists) VII 13 4J.Pr5 2. Relieving traffic congestion (by encouraging a modal shift to III 7 4G.Pr12 cycling) 3. Improving road safety (by improving conditions for cyclists) I 1 4G.Pr7 4. Improving accessibility and social inclusion V 10 - 5. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Cycling, Walking Positive • PTW, Car, Freight, (driver discipline and excessive vehicle speeds may Positive / Negative be improved in some schemes, however some schemes may result in loss of parking) Neutral • Bus, Train Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive (children)

165 Form Number 43 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Cycle Parking Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Cycle Parking Programme aims to upgrade existing cycle parking and to implement additional secure cycle parking facilities. Provision of these facilities will seek to cater for all existing demand and to encourage additional cycle movements by providing attractive easy parking in areas of likely demand such as at shopping centres and transport interchanges.

Identification and prioritisation of cycle parking schemes will be through consultation with local cycle groups and through Council officer’s knowledge.

In combination with this work, a cycle parking database will be developed which will seek to capture all public and major private cycle parking facilities. This database will be updated regularly and will monitor the facilities required as part of new developments. A database of on-highway cycle parking is complete.

This programme is part of a series of initiatives aimed at making the cycling environment safer and more convenient for users.

TfL has committed £20,000 to this programme of work as part of Hillingdon’s 2005/06 BSP allocation. With this allocation the programme of on-highway, short-term parking will be complete. Future year’s parking provision will require negotiation with landowners and transport operators. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010-11.

NB – the main priority for further cycle parking provision is off highway, particularly at transport interchanges. This is not the responsibility of Traffic.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 20 0 30 30 80 TOTAL FUNDING REQUIRED 20 0 30 30 80 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) OTHER (please specify)

166 Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, interest • Sites and improvement measures are not identified groups and the general public London • Suitable schemes are not developed Underground/Metronet • Individual schemes or aspects of schemes are not supported • Missed funding opportunity

Delivering the Mayor’s Transport Strategy in the borough:

The Cycle Parking Programme provides a significant contribution to Priority Target MTS Proposal/ delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging cycling (by improving conditions for cyclists) VII 13 4J.Pr1, 4J.Pr7 2. Relieving traffic congestion (by encouraging a modal shift to III 7 4G.Pr12 cycling) 3. Improving accessibility and social inclusion V 10 - 4. Improving air quality 3.Pr, 4K.Pr4

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Cycling Positive • Car, (may result in very small loss of parking where off-street provision of Negative cycle parking is restricted) • Walking, Bus, Train PTW, Freight Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

167 Form Number 44 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Cycle Training Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

This programme is an educational and training process for cycle users and is aimed at older school students (11+ age group). The programme contributes to reducing child accidents through better cycling techniques and also encourages a shift toward more sustainable travel patterns.

Schools in the Borough will not permit students to cycle to school unless they have been though a training programme and have been certified. Hillingdon Council offers free cycle training to students living or going to school in the borough subject to availability.

Hillingdon has adopted the National Cycle Standard for Cycle Training guidance. The Council contacts all schools by email to offer cycle training products which include: • Saturday programmes. These run for 35 weeks each year with places for 16 pupils every session. This provides cycle training to an equivalent stage 2 level which enables children to cycle to and from school. The Council currently has one training team operating this programme however are recruiting further trainers in order to enable an extension of this programme. • Holiday programmes. Cycle training is provided in all school holidays, consisting of a 4 day course totalling 8 hours of tuition and again providing level 2 training. • After school cycle clubs. This is provided where schools are unable to facilitate a weekend or holiday programme. • The whole school approach. This is a joint initiative between the Metropolitan Police and the Council, which seeks to initiate parental involvement. The Metropolitan Police are involved in promoting cycle training. The Council provide an induction training programme for volunteers enabling them to implement programmes in schools. This will typically consist of a 6 week programme involving training for one hour per week. • In school training. Some schools have also requested training as part of the school curriculum to improve child health.

Currently the Council has the capacity to put 1000 children per year through these programmes with an actual uptake of 750. The Council is seeking to increase its training capacity and uptake to 2500 children per year. The Council would also like to develop adult training programmes in the future. Cabinet Member approval of proposed initiatives will be sought once the level of settlement is known.

This programme is part of a series of initiatives aimed at making the cycling environment safer and more convenient for users.

TfL has committed £20,000 to this programme of work as part of Hillingdon’s 2005/06 BSP allocation. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010-11.

168 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 20 18 30 30 98 TOTAL FUNDING REQUIRED 20 18 30 30 98 Key Delivery Partners: Dependencies and Risks:

Hillingdon Officers, Members, emergency • Sites and improvement measures are not identified services, interest groups and the general • Suitable schemes are not developed public • Individual schemes or aspects of schemes are not supported • Missed funding opportunity Delivering the Mayor’s Transport Strategy in the borough:

The Cycle Training Programme provides a significant contribution to Priority Target MTS Proposal/ delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Encouraging cycling (by improving conditions for cyclists) VII 13 4J.Pr1, 4J.Pr8 2. Relieving traffic congestion (by encouraging a modal shift to III 7 4G.Pr12 cycling) 3. Improving road safety I 1 4G.Pr7 4. Improving accessibility and social inclusion V 10 - 5. Improving air quality 3.Pr, 4K.Pr4 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Cycling, Walking, Bus, PTW, Car, Freight, (positive impact on all modes Positive through increased skill levels in interaction with other road and footway traffic) Neutral • Train Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive (children)

169 4.10 TRANSPORT INFRASTRUCTURE

Priority area for implementation VIII: Bringing transport infrastructure to a state of good repair

4.10.1 High standards of maintenance provide for greater safety on the road. Road surfaces need to be well maintained and drained, with the edge of the carriageway kept intact, trench reinstatements properly carried out and repairs to manholes carefully completed. The whole road needs to be well lit and signed, with adequate inspections and prompt remedial work to maintain surfaces and also to address structural problems.

4.10.2 Hillingdon aims to bring all roads in the borough into a good state of repair. This involves maintaining and enhancing the structural condition of footways, cycle routes, carriageways, bridges and other structures, which carry the road network over the many railways and rivers in the borough.

Figure 4.5 Hayes Station

4.10.3 Hillingdon’s commitment to road maintenance is reflected in the following Borough Transport Strategy policies and objectives: • To maintain the borough’s highway network, including supporting structures, in good order so that it can continue to provide efficiently for the circulation of road traffic.

170 • To continue working with Transport for London to identify and prioritise section of the borough’s road network in need of resurfacing or reconstruction • To continue working with Transport for London and the London Bridge Engineering Group to ensure that all supporting structures on the borough’s road network are structurally sound

Programmes in this document that contribute to these policies and objectives are: 1. Principal Road Maintenance Programme 2. Bridge Strengthening Programme 3. Street Lighting Maintenance and Improvement Programme

4.10.4 Programmes included under other priority areas will also contribute to improving Hillingdon’s transport infrastructure. Such programmes include the Freight Lorry Signage Programme, the Cycle Tracks and Routes Programme, the LCN+ Routes Programme, the Pedestrian Footpaths, Footways and Lighting Programme and the Strategic Walking Network Programme.

4.10.5 Road sections with scores lower than 70 from UKPMS will be used to monitor progress towards bringing transport infrastructure to a state of good repair. Section 9.8 shows base 2001 data for this Performance Indicator.

Proposals to meet Statutory Duties and Coordination of Road & Street works 4.10.6 With the introduction of the Traffic Management Act 2004 and the proposed changes to the Codes of Practice associated with The New Roads And Street works Act it will be essential for Boroughs to keep abreast with all the changes. Reference to the Network Management Duty Guidance will provide a checklist of areas to be covered and things to be done. We will also liaise with colleagues, attending meetings and seminars, and reading technical journals to keep up with emerging best practice on this topic

4.10.8 There needs to be close cooperation between the Authority and utilities this is very important especially for major works. This starts with the quarterly coordination meetings, where future work programs are presented, and continue with pre-works meetings, which should involve any other interested parties, traffic police or transport authorities.

4.10.9 A high level of inspections is already carried out to maintain the standards set out in the codes of practice and enforce the defect regime where necessary. The inspection regime will also detect overstays and be a continuation of the liaison process between the authority and the utilities.

4.10.10 Information regarding major works either by utilities or the authority will be posted on the authority website in order that residents are aware of what is happening. The mechanism for securing funds to appoint a Traffic Manager is being explored. Interim arrangements to have a “Traffic Manager” named in line with timescales laid down in legislation are in place.

4.10.12 The hours of operation for scheduled street works are generally 07:30 until 17:00 on weekdays, the start time being in line with our own contractor’s roadworks.

4.10.13 Traffic sensitive streets are exempt from this and the working hours are dictated by the times listed in the National Street works Gazetteer. It is sometimes permitted to carry out works in the traffic sensitive times provided that they are minor footway works and do not in any way interfere with traffic flows.

171

4.10.14 Weekend working is only permitted where circumstances justify it and is not started before 09:00hrs. Night or evening workings are dealt with separately on a case-by-case basis, in conjunction with the Traffic Police and Environmental Health.

The new Network Management Duty imposed on the borough is not cost neutral. This statutory requirement has funding implications for this borough.

Preparing Five year Asset Management Plans 4.10.15 According to “A Framework for Highway Asset Management – CSS / TAG 2004”, asset management is a strategic approach that identifies the optimal allocation of resources for the management, operation, preservation and enhancement of the highway infrastructure to meet the needs of the current and future customers. It combines engineering, finance, economics and best business practice in an effort to enhance investment decisions, as well as the ongoing delivery and management of these investments. (Asset Management for Roads – PIARC 2004)

Key points of an Asset Management Plan are the following. • A strategic approach is taken; • whole life costings; • optimisation of asset condition and resources allocation; • customer focus and • best business practice.

4.11.16 Asset Management is important because of inadequate budgets, limited staff resources, skills shortages, increased accountability and increasing public expectations. All this means it is increasingly important to target scarce resources where they will do the most good, and asset management plans will help local authorities to do this.

4.11.17 As part of a Local Public Service Agreement to increase the condition of the local roads (BVs 97a & b) by 3% over 3 years, the highways maintenance section at the London Borough of Hillingdon has commissioned CVI condition surveys for ALL borough roads for the last three years. This gives invaluable information into the current state of the highway, helps identify trends in condition and also monitor the effect repair works have on the road network.

4.11.18 Also as part of the LPSA target, Hillingdon are in the process of implementing a highways maintenance management system. We have been through a tendering process to identify the supplier’s product that best fits our requirements. The first Phase of implementation (in the area of pavement management) will help us to achieve the PSA target and form the basis of an asset management system. The second Phase of implementation (rolling out the management system across all areas of highways maintenance.) will enhance our asset management capability.

172 Form Number 45 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Principal Road Maintenance Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Principal Road Maintenance Programme forms part of an ongoing process to improve the principal road network and to bring all parts of it up to a uniform standard. The proposed programme aims to contribute to the Mayor’s Transport Strategy aim of reducing the backlog of carriageway maintenance.

An efficient programme of road maintenance increases the life of the pavement structure, giving strong investment returns. Road maintenance improves the carriageway surface and provides increased skid resistance, which contributes to increasing safety. As with any road works, this programme will result in some delays and congestion during implementation. However with an efficient programme of prioritisation, the length of disruptions is minimised when compared to piecemeal repairs.

The London Borough of Hammersmith and Fulham undertake all condition surveys for all London Borough Principal Roads. Maintenance priorities are derived from condition surveys of each section of principal road. UKPMS methodology is used in this process where a Condition Index in excess of 70 is defined as substandard. Hammersmith and Fulham publish performance indicators and priority listings for remedial works. Following this publication Hillingdon’s engineers undertake site inspections at sites identified as priorities and assess the sites taking into consideration other factors to form a priority list of sites for remedial work. These roads are then put forward in the BSP for funding. The programme is a 3 year process from initial survey through to implementation.

The maintenance programme is to ensure that deterioration is rectified and progress is made towards the target of achieving a satisfactory standard across the whole network. The programme aims to ensure that the investment in maintenance is cost-effective over the life of the infrastructure.

Materials used for re-surfacing carriageways and re-laying footways will be similar to those being replaced, usually stone mastic asphalt/heavy duty dense macadam and artificial paving slabs or dense bitumen wearing course with 6mm stone respectively.

The Council’s Cabinet Member for Planning and Transportation is informed of the individual schemes to be progressed when the yearly TfL allocation is known. Principal Road Maintenance does not generally require public consultation.

TfL has committed £1,367,000 to maintenance work on 5 sections of Hillingdon’s Principal Road network as part of the 2005/06 BSP allocation. However Hillingdon has a substantial number of principal roads with condition index values in excess of 70 and the funding provisions made for 2005/06 are inadequate. Indicative figures for funding for future years are based on the likely available overall London-wide funding for this programme and bear no resemblance to the actual funding necessary to bring the infrastructure to a good state of repair. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010-11.

In April 2005 Hillingdon set up a working party, and engaged consultants, to prepare a Highway Asset Management Plan (HAMP). Since then work has been progressing on reviewing current practice, defining desired practice and identifying the gap between them. The continuing programme for production of the HAMP will produce a framework document by April 2006. This document will include an Implementation Plan that demonstrates our approach to continuous improvement through the five-year plan life.

173 This programme is considered to be a definite requirement for the 2012 Olympic and Paralympic Games due to the large influx of travellers arriving at Heathrow Airport and travelling through Hillingdon to the games.

*As part of the LIP Strategic Environmental Assessment, concern regarding material assets has been identified with this programme. Mitigation measures have been identified in response to this and have been outlined in Appendix 12. TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 1,367 1,365 1,400 1,400 5,532 FUNDING FROM OTHER SOURCES 1,008 1,008 1,008 1,008 4,032 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 2,465 2,465 2,500 2,500 9,564 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) Financed through the Councils’ on- 1,008 going revenue programme Approved annually

Key Delivery Partners: Dependencies and Risks: London Borough of Hammersmith and • Road condition survey results not provided Fulham Hillingdon Officers, Members, • Sites and improvement measures are not identified emergency services, interest groups • Suitable schemes are not developed and the general public • Individual schemes or aspects of schemes are not supported • Missed funding opportunity Delivering the Mayor’s Transport Strategy in the borough:

The Principal Road Maintenance Programme provides a significant Priority Target MTS Proposal/ contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Bringing transport infrastructure to a good state of repair VIII 14 4G.Pr.25 2. Improving road safety VII 1 -

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, Cycling, Bus, Car, Freight Positive • Train Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Neutral

Balanced road space allocation: Neutral

Requirements for sustainable developments: Neutral

Equality & Inclusion Target Group (please specify): Neutral

174

Form Number 46 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Bridge Strengthening Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

Hillingdon has a duty to ensure that highway structures carrying public highways are safe. In place is a programme of assessment and strengthening to comply with the EU requirement to carry 40 tonne loading.

The bid for bridge strengthening is based on priorities set by the London Bridge Engineering Group (LoBEG), which is led by the City of Westminster. Kingston is currently acting as the Lead Borough for a condition survey of bridges and other highway structures on the Borough Principal Road Network.

Over a period of years, highway structures are inspected and maintenance needs established. The inspection and assessment of each structure enables repair and strengthening works to be identified and pursued on a rolling programme, which is regularly updated.

The bridge strengthening programme will enable removal of existing weight restrictions on bridges thus improving accessibility and providing a more coherent transport network. The strengthening will however result in some short term increase traffic disruption and noise during the physical works.

TfL, jointly with LoTAG and LoBEG, are developing an Asset Management Strategy for the Transport for London Road Network (TLRN) and the Borough Principal Road Network (BPRN). A fundamental objective of the Asset Management Strategy is to establish, and then continuously measure and monitor, the condition of the highway assets, for an efficient spend of funding.

Programme milestones include:

1. The complete transfer and integration of information to Bridgestation. 2. Establish a link between Bridgestation and Highway Maintenance and Management System for an integrated borough-wide approach. 3. Compilation of an agreed Asset Management Strategy to cover all Hillingdon's Highway Structures. Included will be key performance indicators. This will form part of Hillingdon’s Highway Asset Management Plan. 4. Undertake annual inspections to programme and establish BCI's for all Highway Structures. 5. Determine an accurate Asset Value for every highway structure, which is the responsibility of Hillingdon.

TfL has committed £534,000 to 5 Bridge Strengthening schemes as part of Hillingdon’s 2005/06 BSP allocation. £496,000 of this has been allocated to Swakeleys Road Bridge, Ickenham. A further £30,000 has been allocated to Sector Administration. The following table outlines funding requirements for the continuation of this programme of work through to 2008/09. It is expected that this level of funding will continue through to 2010-11.

*As part of the LIP Strategic Environmental Assessment potential concerns regarding: soil and water, and material assets have been identified with this programme. Mitigation measures have been identified in response to these concerns and have been outlined in Appendix 12.

175 TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 554 614 650 650 2,468 TOTAL FUNDING REQUIRED 554 614 650 650 2,468 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) Key Delivery Partners: Dependencies and Risks:

London Bridge Engineering Group • Failure to identify sites and remedial measures (LoBEG) Delivering the Mayor’s Transport Strategy in the borough:

The Bridge Strengthening Maintenance Programme provides a Priority Target MTS Proposal/ significant contribution to delivering the following MTS objectives: Area Number Policy number (Appendix C) 1. Bringing transport infrastructure to a good state of repair VIII - 4G.Pr25

Modal Impact Impact (Please list the Modes affected), (Positive, Negative, Neutral) • Freight Positive • Walking, Cycling, PTW, Bus, Car, Train Neutral Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Neutral

Encouraging sustainable means for travel: Neutral

Balanced road space allocation: Neutral

Requirements for sustainable developments: Neutral

Equality & Inclusion Target Group (please specify): Neutral

176 Form Number 47 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Proposal: Street Lighting Replacement Programme

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Street Lighting Replacement Programme forms part of an ongoing process to improve the road network. The proposed programme aims to contribute to the Government’s Transport 2010 Strategy to reduce the backlog of highway maintenance by 2010.

Current funding is allocated for the replacement of structurally defective columns and is sufficient to replace around 200 columns a year. There are currently over 22,000 columns in the Borough, with the current level of investment columns will have to last 110 years. This is related to the current estimated national backlog of £1,635 million that remains unfunded.

The structural testing of steel columns is planned to commence in 2005/06 to prioritise the replacement of defective columns, this is subject to satisfactory revenue funding.

This programme will use energy and light efficient lanterns. Currently energy is purchased from “green” sources.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 0 0 0 0 FUNDING FROM OTHER SOURCES 110 110 110 110 440 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 110 110 110 110 440 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) 110 Approved Included in Highways Capital BOROUGH RESOURCES annually Maintenance Key Delivery Partners: Dependencies and Risks:

Metropolitan Police • Lack of information on crime and anti social behaviour information would limit the prioritisation of improvements Hillingdon Officers, Members, interest • Sufficient revenue funding preventing testing programme groups and the general public • Sufficient staff resources to implement programme • Suitable schemes are not developed • Individual schemes or aspects of schemes are not supported • Missed funding opportunity

177 Delivering the Mayor’s Transport Strategy in the borough:

The Street Lighting Improvement and Replacement Programme Priority Target MTS Proposal/ provides a significant contribution to delivering the following MTS Area Number Policy number objectives: (Appendix C)

1. Bringing transport infrastructure to a good state of repair VIII 14 4G.Pr25, 2. Improving road safety I 1 4G.Pr26 3. Encouraging cycling VII 13 4G.Pr7 4. Encouraging walking VI 12 4J.Po1, 4J.Pr5 4I.Pr2, 4I.Pr8 Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, cycling, bus, car, freight Positive • Train Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

178 Form Number 48 London Borough of Hillingdon

LIP PROPOSAL DELIVERY FORM Summary of Street Lighting Improvement Programme Proposal:

Location: Borough Wide

Dates: Continuous

Description of Main Elements:

The Street Lighting Improvement Programme forms part of an ongoing process to improve the road network and to bring lighting up to the European standard.

As part of the Community Safety Strategy Monitoring all requests for lighting improvements are recorded. There are currently requests for improvements in 115 roads and footpaths with a total estimated cost of £1.6M. This excludes improvements that have been identified by the Borough’s Lighting Section to provide appropriate lighting levels for busy roads, bus routes etc.

Good Street Lighting has a direct impact on many transport strategies, when trying to encourage the use of Public Transport consideration needs to be given as to how the user gets from the pick-up and drop- down points to and from their destination. This is generally by foot or cycle but if they don’t feel safe to walk or cycle at either end of the journey it will affect the likelihood of them using public transport. Good Street Lighting helps to reduce the fear of crime and so can encourage the use of Public Transport, walking and cycling as well as improving road safety.

Modern well-designed street lighting has direct benefits to LA21 by using energy and light efficient lanterns energy wastage and light pollution are reduced while maintenance intervals can be increased to reduce further wastage. It produces a more attractive night time environment and improved quality of life.

TOTAL FUNDING TABLE (£K) 2005/06 2006/07 2007/08 2008/09 Total (£K) FUNDING REQUIRED FROM BSP 0 0 0 0 0 FUNDING FROM OTHER SOURCES 133 150 150 150 583 (Details To Be Provided Below) TOTAL FUNDING REQUIRED 100 150 150 150 583 STATUS AMOUNT OTHER FUNDING SOURCES (Requested, COMMENTS (£k) Approved) BOROUGH RESOURCES Approved Included in Capital Maintenance Key Delivery Partners: Dependencies and Risks:

Metropolitan Police • Lack of crime and anti social behaviour would limit the prioritisation of improvements Hillingdon Officers, Members, • Sufficient staff resources to implement programme interest groups and the general • Sites and improvement measures are not identified public • Suitable schemes are not developed • Individual schemes or aspects of schemes are not supported • Missed funding opportunity

179 Delivering the Mayor’s Transport Strategy in the borough:

The Street Lighting Improvement Programme provides a Priority Target MTS Proposal/ significant contribution to delivering the following MTS Area Number Policy number objectives: (Appendix C)

1. Bringing transport infrastructure to a good state of repair VIII 14 4G.Pr25, 4G.Pr26 2. Improving Road Safety I 1 4G.Pr7 3. Encouraging Cycling VII 13 4J.Po1, 4J.Pr5 4. Encouraging Walking VI 12 4I.Pr2, 4I.Pr8

Modal Impact Impact (Please list the Modes affected) (Positive, Negative, Neutral) • Walking, Cycling, Bus, Car, Freight Positive • Train Positive Impact Cross Cutting Goals (see section 4.5 of this Guidance) (Positive, Negative, Neutral, N/Al)

Promoting safety & perception of safety for all travel modes: Positive

Encouraging sustainable means for travel: Positive

Balanced road space allocation: Positive

Requirements for sustainable developments: Positive

Equality & Inclusion Target Group (please specify): Positive

180