0 Contents

1 Introduction ...... 7 1.1 Background ...... 7 1.2 How Lambeth’s Transport Plan has been developed...... 7 1.3 Structure of Lambeth’s Transport Plan (LTP)...... 9 2 Key Policy Influences ...... 11 2.1 National Policy...... 11 2.1.1 Transport White Paper ...... 11 2.1.2 Traffic Management Act 2004 ...... 11 2.2 London-wide policy...... 12 2.2.1 Mayor’s Transport Strategy ...... 12 2.3 Sub-regional policy...... 15 2.4 Local Priorities...... 16 2.4.1 Corporate Plan 2009-2012 ...... 16 2.4.2 Our 2020 Vision - Lambeth's Sustainable Community Strategy...... 17 2.4.3 Local Area Agreement...... 19 2.4.4 Comprehensive Area Assessment process (National Indicator Set). 20 2.4.5 Local Development Framework...... 21 3 Borough Transport Objectives...... 25 3.1 Local Context ...... 25 3.1.1 Lambeth Town Centres ...... 25 3.1.2 Population...... 27 3.1.3 Diversity...... 27 3.1.4 Deprivation ...... 28 3.1.5 Housing ...... 28 3.1.6 Economy...... 29 3.1.7 Children and Young People...... 30 3.1.8 Environment ...... 31 3.1.9 Built heritage...... 32 3.1.10 Health and social care ...... 32 3.1.11 Community Safety ...... 33 3.1.12 Transport Context...... 34 3.2 Local Problems, Challenges and Opportunities ...... 39 3.2.1 Supporting economic development and population growth...... 39 3.2.2 Enhance the quality of life of all Londoners...... 51 3.2.3 Improve the safety and security of all Londoners ...... 56 3.2.4 Improve transport opportunities for all Londoners ...... 60 3.2.5 Reduce transport’s contribution to climate change and improve its resilience 62 3.2.6 Supporting delivery of the London 2012 Olympic and Paralympic Games and its legacy...... 64 3.3 Lambeth Transport Objectives ...... 68 4 Delivery Plan ...... 69 4.1 Potential Funding Sources ...... 69 4.2 Delivery Actions...... 70 4.2.1 Neighbourhood Enhancement Programme (NEP) ...... 71 4.2.2 Objective 1 – Promote sustainable healthy travel behaviour...... 75 4.2.3 Objective 2 - Improve the quality, reliability and efficiency of the road network 80 4.2.4 Objective 3:- Improve Air Quality...... 85 4.2.5 Objective 4 - Reduce the real and perceived danger on the road ..... 87 4.2.6 Objective 5 – Reduce CO2 emissions...... 91 4.2.7 Delivery of Mayor’s High Priority Outputs...... 94

3 4.3 Programme of Investment ...... 97 4.3.1 Overview...... 97 4.4 Timetable for Delivery ...... 100 4.5 Developing the Programme of Investment ...... 100 4.6 Major Schemes ...... 100 4.7 Risk Management ...... 105 5 Performance Monitoring Plan...... 106 5.1 Introduction...... 106 5.1.1 Core Targets...... 106 5.1.2 Local targets and Monitoring indicators...... 106 5.1.3 Mayor’s High Level Outputs ...... 106 5.2 Target setting ...... 107 5.2.1 Core Targets...... 109 5.2.2 Local Targets and Indicators ...... 120 5.2.3 Monitoring progress...... 125

List of tables, figures and appendices

Table 1 MTS Goals, Challenges and Outcomes ...... 14 Table 2 How the Council and partners will deliver Our 2020 Vision ...... 18 Table 3 Lambeth Transport Related LAA's...... 19 Table 4 Lambeth's Transport Related LAA Stretch Targets ...... 20 Table 5 Local Development Framework Objectives...... 21 Table 6 London Plan (2008)growth areas in Lambeth ...... 23 Table 7 Lambeth's Existing Transport Geography ...... 34 Table 8 Lambeth’s Principal Road Scores...... 38 Table 9 Lambeth Traffic Volumes ...... 38 Table 10 Lambeth Mode Share...... 38 Table 11 Lambeth Traffic Volumes ...... 63 Table 12 Lambeth Transport Plan Objectives ...... 68 Table 13 Potential Funding Sources for LTP delivery (£000)...... 70 Table 14 - Lambeth’s Proposed Programme of Investment – Corridors and Neighbourhoods and Smarter Travel Programmes...... 98 Table 15 Lambeth’s Proposed Programme of Investment – Maintenance...... 99 Table 16 Lambeth’s Proposed Programme of Investment – Major Schemes ...... 99 Table 17 Lambeth’s Proposed Major Schemes...... 103 Table 18 Core Target Indicators...... 119 Table 19 Locally Specific targets for mandatory indicators ...... 123 Table 20 Supplementary Monitoring Indicators ...... 124 Table 21Output reporting sheet, information required annually by TfL ...... 125

Figure 2.1 London Sub-regions ...... 15 Figure 3.1 Key Transport Links...... 36 Figure 3.2 National Rail and Tube ‘stress’ on radial corridors into central London ...... 40 Figure 3.3 Public Transport Accessibility in Lambeth...... 45 Figure 3.4 School Travel Modal Shift 2004-2009 ...... 55 Figure 3.5 Lambeth KSI’s based on 1994-1998 average...... 59 Figure 7 Mode Share by Lambeth Resident 2006-2009 ...... 63 Figure 8 Olympic Route Network...... 65 Figure 9 Lambeth’s Road User Hierarchy...... 73 Figure 4.2 Lambeth’s Road User Hierarchy...... 76 Figure 11 Key Risks to Programme and Mitigation Measures...... 105 Figure 5.1 Targets and indicators for monitoring delivery of LIP outcomes ...... 107

4 Foreword

Lambeth welcomes the opportunity to respond to the 2010 Mayor’s Transport Strategy. Our borough has achieved many positive results since our last Local Implementation Plan was published in 2006. These include

• A number of high profile schemes such as Herne Hill regeneration scheme and The Cut • Reduction in road casualties particularly those killed and seriously injured • Reduction in traffic volumes • Working successfully with partners to improve public transport • High profile travel awareness programme • Increase in numbers walking and cycling • Increase in car club bays and membership.

Our new plan hopes to build on these successes and continue to strive to improve those areas which need further improvement.

Indeed Lambeth’s Transport Plan (LTP) sets out our vision for improving a number of key challenges relating to transport that the borough faces both now and in the future. This is vital considering Lambeth’s growing population, which could put further stress on the public transport system, congestion on some of our roads and worsen air quality across many parts of the borough. This also needs to be put into context of the severe financial constraints facing our borough and other partners.

We have chosen 5 objectives to work towards over the next twenty years of our plan. We believe these put sustainable transport such as walking and cycling at the heart of our policies, and hope that together, working with all our stakeholders we can achieve the goals and visions we have set.

However, also of importance to the borough is ensuring that Lambeth benefits from the many planned improvements to public transport by the Mayor of London and Transport for London, and that these tie into our own regeneration aims and needs. Masterplans have been developed for Brixton, West Norwood and Streatham which have identified a need to improve public transport in order to further improve accessibility and assist in regeneration. In addition, Vauxhall, Nine Elms & Battersea (VNEB) and Waterloo have been identified by the Mayor of London as major development opportunity areas where there will be a focus on development over the next 20 years and it is important that current transport services are developed and improved to ensure that people can travel to and from these areas satisfactorily. This will mean improving existing transport services and links and developing new ones to cope with rising demand.

It is clear that there will be many challenges to overcome in the next twenty years, but the formalisation of our transport policy will help to guide and face head on these issues.

Councillor Nigel Haselden Cabinet Member for Regeneration, Planning & Strategic Transport

5 BLANK PAGE

6 1 Introduction

This chapter sets out:

• The background for why a Transport Plan (Local Implementation Plan) is required • How the Transport Plan has been developed • The structure of Lambeth’s Transport Plan

1.1 Background

The Mayor of London published his Transport Strategy for London in May 2010 which sets out the Mayor’s vision for transport in London for the period up to 2031. Under Section 145 of the Greater London Authority Act 1999, boroughs are required to produce a Local Implementation Plan (LIP) which sets out their proposals to deliver the Mayor’s Transport Strategy (MTS). Lambeth’s first LIP covered the period 2005/6 to 2010/2011. Lambeth’s second LIP which is to be known as Lambeth’s Transport Plan (LTP), covers the same period as the revised Transport Strategy (2011 – 2031), although some areas such as our programme of investment cover a shorter period of 2011/12 to 2013/2014.

Around the same time of publishing the MTS, the Mayor also published the London Plan and Economic Development Strategy. These three documents were produced together as have interlinking themes as a result of the interrelationship between transport, planning and the economy. All three documents have been considered when putting together Lambeth’s Transport Plan. For reference, Lambeth’s Local Development Framework is our response to the London Plan, and a Local Economic Assessment has also been put together which sets out the current economic situation in Lambeth and the challenges faced by the Council. A new Lambeth Economic Development Strategy will be produced towards the end of 2011. Each of these Lambeth documents has been put together in conjunction with the other and are working towards similar objectives.

1.2 How Lambeth’s Transport Plan has been developed

Lambeth’s Transport Plan has been developed in accordance with ‘Guidance on Developing Second Local Implementation Plans’ (TfL October 2009). This sets out the 3 main requirements that Lambeth’s Transport Plan must include. These are:

• Borough Transport Objectives: setting out our objectives and polices to help us achieve these.

7 • Delivery Plan: a costed and funded plan of interventions, covering the period 2011-2014 and beyond

• Performance Monitoring Plan: identifying a set of performance indicators and locally specific targets which can be used to assess whether the Plan is delivering its objectives and to determine the effectiveness of the Delivery Plan

Lambeth’s Draft Transport Plan (2011/2- 2014/5) was published in November 2010. The consultation on the document began in January 2011 and closed on the 11 March 2011. The Council consulted the following bodies as part of the statutory consultation process:

• Metropolitan Police • London Fire Brigade • London Ambulance • British Motor Cyclists Federation • London Cycling Campaign • Freight Transport Association • The Road Haulage Association • Guide Dogs for the Blind • RNIB • The Association of British Drivers • London Travelwatch • Automobile Association • Network Rail • The Strategic Rail Authority • Transport for London

Lambeth has also consulted the following neighbouring boroughs:

• Wandsworth • Southwark • Lewisham • Croydon • City of London • Westminster • Islington • Camden • Kensington & Chelsea

The Council also chose to carry out research with local residents, businesses and stakeholders over this period. Extensive publicity was also carried out to raise awareness of the nature and scope of the transport plan and to make sure that the objectives and delivery plan set out not only addressed local concerns but were also in line with Lambeth’s corporate priorities and the Mayor’s strategy for improving transport in London. The outcome of this consultation process can be found in Appendix 1.

8 Equalities Impact Assessment (EqIA). Lambeth has a duty under race, disability and gender legislation1 to carry out an EqIA for their Transport Plan/LIP. This should identify whether or not (and to what extend) a LIP has an impact (positive or negative) on a particular equality target group, or whether any adverse impacts identified have been appropriately mitigated. The results of the EqIA scoping report can be found in Appendix 2.

Strategic Environmental Assessment (SEA). European legislation requires a formal environmental assessment of certain plans and programmes that are likely to have significant environmental effects. Lambeth undertook the SEA process for this document and whilst no significant negative effects from the policy were found, it was recommended that some individual schemes, in particular those such as the major projects or area based schemes should be subject to individual environmental impact assessments. This would ensure that these larger schemes although assumed to have a beneficial impact in terms of transport, did not create any negative impacts on other areas of the environment. For more information on the environmental impacts of the LTP please see Lambeth’s SEA.

1.3 Structure of Lambeth’s Transport Plan (LTP)

The document is structured as follows:

• Chapter 1 introduces the LTP and sets out how the document will be structured; • Chapter 2 sets out the policy background affecting our LTP • Chapter 3 sets out our Borough Transport Objectives; • Chapter 4 sets out our Delivery Plan and Programme, covering the period 2011 to 2014 (extending to 2015 for the proposed Major Schemes); and • Chapter 5 sets out our Performance Monitoring Plan, identifying the targets and indicators which will be used to monitor progress against our objectives.

1 Race Relations (Amendment) Act 2000, Disability Discrimination Act 2005, Equality Act 2006

9 10 2 Key Policy Influences

This chapter sets out:

• The key national, regional and local policies affecting and influencing Lambeth’s LTP

2.1 National Policy

2.1.1 Transport White Paper

Current national transport policy is set out in the government’s Transport White Paper: The Future of Transport – A Network for 2030. It identifies a need for a transport network that can meet the challenges of a growing economy and the increasing demand for travel, but one that can also achieve environmental objectives. This means coherent transport networks with:

• the road network providing a more reliable and freer-flowing service for both personal travel and freight, with people able to make informed choices about how and when they travel; • the rail network providing a fast, reliable and efficient service, particularly for interurban journeys and commuting into large urban areas; • bus services that are reliable, flexible, convenient and tailored to local needs; • making walking and cycling a real alternative for local trips; and • ports and airports providing improved international and domestic links

Overall the key thrust of national policy is to reduce demand for the need to travel, particularly by car, to better manage the road network and to promote greater use of public transport, walking and cycling. The Mayor’s policies for London are very much in line with national policies.

2.1.2 Traffic Management Act 2004

The Traffic Management Act 2004 aims to provide better travelling conditions for all road users. A key objective is to ensure that road and street works are properly planned and co-ordinated. This is especially important in London where there are currently 35 highway authorities managing the complex road network.

The Act covers five broad areas:

• The introduction of traffic officers to better manage incidents on the motorway and trunk road network.

11 • A new duty for all traffic authorities to better manage their road networks and to appoint a Traffic Manager. • The designation of Strategic Roads in London. • More powers to control street works. • Civil enforcement of driving and parking offences.

Lambeth’s Network Management Duty

Section 16 of the Traffic Management Act states that:

“It is the duty of a local traffic authority to manage their road network with a view to achieving, so far as may be reasonably practicable having regard to their other obligations, policies and objectives, the following objectives – securing the expeditious movement of traffic on the authority’s road network; and facilitating the expeditious movement of traffic on road networks for which another authority is the traffic authority.”

Under the Act, the London Borough of Lambeth must:

• Appoint a Traffic Manager responsible for ensuring they meet the statutory duty to keep traffic moving on their roads. The Traffic Manager will provide a focal point, championing the need to consider the Duty in all areas of work across the whole of their traffic authority and in London, to co-ordinate the London wide permit scheme. • Establish processes to identify, and where reasonably practicable, deal with issues that could cause congestion and disruption. • Determine specific policies and objectives for the roads in their network. • Monitor the effectiveness of their arrangements in meeting the Duty.

This duty is not confined to the policies or actions of the Council’s traffic department. Local authorities must consider the duty whenever they exercise a power that can affect the road network (a regularly cited example being the timing of a local authority’s refuse collection service, and its impact on traffic).

2.2 London‐wide policy

2.2.1 Mayor’s Transport Strategy

The Mayor’s Transport Strategy was published in May 2010 and outlines the Mayor’s vision for London for the period up to 2031:

“London’s transport system should excel among those of global cities, providing access to opportunities for all its people and enterprises, achieving the highest environmental standards and leading the world in its approach to tackling urban transport challenges of the 21st century.”

12 The Mayor hopes to achieve his vision by focusing the policies and proposals in his transport strategy on the achievement of the following six overarching goals:

1. support economic development and population growth 2. enhance the quality of life for all Londoners 3. improve the safety and security of all Londoners 4. improve transport opportunities for all 5. reduce transport’s contribution to climate change and improve its resilience 6. support delivery of the London 2012 Olympic and Paralympic Games and its legacy. The desired outcomes associated with each of the goals and the challenges to be address are summarised in table 1.

MTS also includes 129 proposals setting our how the Mayor intends to work with its partners, including boroughs, in order to deliver these goals. A range of measures or interventions are needed/considered such as investing in the transport network to provide more capacity and better connectivity, managing and influencing the demand for travel, and introduction of new technology to reduce emissions. Different areas have differing requirements in terms of transport needs and so a balanced approach is required across London.

There are six areas of intervention where boroughs have a critical role to play in delivering the outputs intended by the Mayor:

• Cycle Superhighway scheme, Cycle Hire scheme and cycle parking schemes (MTS Proposal 54) • Electric vehicle charging points (MTS Proposal 105) • Better Streets (MTS Proposals 83-85) • Cleaner local authority fleets (MTS Proposal 92) • Street trees (MTS Proposal 113)

Lambeth will be required to monitor and report on the scale of delivery of these outputs on an annual basis, to enable the Mayor and TfL to monitor the scale of implementation across London. For more details of how Lambeth aim to help deliver these outputs please see Section 4.2.7

13

The MTS also includes the following outcome targets which will require the Mayor to work with TfL, boroughs and other partners to deliver:

• a 60% reduction in London’s CO2 emissions from ground-based transport by 2025, from a 1990 base; • a 33% reduction in the number of people killed in road collisions by 2020, from a 2004-2008 base;

Table 1 MTS Goals, Challenges and Outcomes Thematic Challenges Outcomes (those relevant to LIPs are highlighted in Goals bold)

Economic Supporting population and employment • Balancing capacity and demand for travel through Development growth increasing public transport capacity and / or and Growth reducing the need to travel Improving transport connectivity • Improving employers’ access to labour markets • Improving access to commercial markets for freight movements and business travel Delivering an efficient and effective transport • Smoothing traffic flow (reducing road congestion system for goods and people and traffic journey time variability) • Improving public transport reliability • Reducing operating costs • Bringing and maintaining all assets to a state of good repair Quality of Life Improving journey experience • Improving public transport customer satisfaction • Improving road user satisfaction • Reducing public transport crowding Enhancing the built and natural environment • Enhancing streetscapes, improving the perception of urban realm and developing shared space initiatives Improving air quality • Reducing air pollutant emissions from ground based transport, contributing to EU air quality targets Improving noise impacts • Improving perceptions and reducing impacts of noise Improving health impacts • Facilitating an increase in active travel

Safety and Reducing crime, fear of crime and anti-social • Reducing crime rates (and improved perceptions of Security behaviour personal safety and security) Improving road safety • Reducing the numbers of road traffic casualties

Improving public transport safety • Reducing casualties on public transport networks

Transport Improving accessibility • Improving the physical accessibility of the transport Opportunities system • Improving access to jobs and services • Ensuring the affordability of public transport fares Supporting regeneration and tackling • Supporting wider regeneration outcomes deprivation Climate Change Reducing CO2 emissions • Reducing CO2 emissions from ground based transport, contributing to a London-wide 60% reduction by 2025 Adapting for climate change • Maintaining the reliability of transport networks Support Developing and implementing a viable and • Supporting regeneration and convergence of social delivery of the sustainable legacy for the 2012 Games and economic outcomes between the five Olympic London 2012 boroughs and the rest of London Olympic and • Physical transport legacy Paralympic • Behavioural transport legacy Games and its legacy

14 2.3 Sub‐regional policy

In order to develop an integrated approach to sub-regional transport development and land use planning, London has been split in to five sub- regions (central, north, south, east and west). However, the boundaries between the different sub-regions are intended to be flexible and “fuzzy” as transport challenges do not stop at borough or sub-regional boundaries.

Figure 2.1 London Sub-regions

Sub-regional transport plans (SRTP) will assist the boroughs in developing their Transport Plans/LIPs by translating the MTS to the sub-regional level and identifying sub-regional characteristics, challenges, opportunities and priorities.

Lambeth is part of the Central Sub-region which also includes: London boroughs of Southwark, Camden, Islington, the Royal Borough of Kensington and Chelsea, the City Corporation and the City of Westminster. However, due to our boundaries with the South, TfL are also engaging with Lambeth and Southwark regarding strategic issues in the South London sub-region.

Each sub-region produced a ‘Challenges and Opportunities’ paper in January 2010. This will form the basis for developing the Sub-Regional Transport Plans in late 2010 to include priorities, schemes and policies. The Challenges and Opportunities paper included the following:

• Characteristics and context of sub-region • Challenges and opportunities in sub-region • Sub-region challenges linked to MTS • MTS proposals related to sub-region

15 • Potential solutions to address challenges (these will be developed in more detail in the sub-regional transport plan)

In parallel with the development of the revised MTS, TfL has developed a stronger analytical, policy and delivery capability at the sub-regional level. This enables the approach of the revised MTS to be articulated in more detail and to reflect the diversity of challenges which different parts of London face. The challenges identified for the Central sub-region are:

• Reducing public transport crowding and improving reliability • Supporting growth areas and regeneration • Ensuring capacity at rail stations and efficient onward distribution • Improving the urban realm and promoting walking • Managing the different demands on streets • Improving air quality

The potential opportunities and solutions initially identified for the Central sub region, in particular Lambeth, are:

• Victoria and Northern line upgrades • Promoting walking and cycling • Vauxhall and Waterloo Opportunity Area • Cycle Hire Scheme • Waterloo station redevelopment

Further detail about the priorities and potential solutions will be included once the first iteration of the SRTP is published.

Issues raised within the ‘Challenges and Opportunities’ paper have been considered as part of the LTP development process. A number of solutions put forward for the emerging SRTP will address a number of Lambeth priorities for example, the launch of the Cycle Hire Scheme within Lambeth will encourage sustainable transport use. However, a number of areas have not been addressed and are covered in further detail in Section 3.2.

2.4 Local Priorities

2.4.1 Corporate Plan 2009‐2012

Lambeth’s Corporate Plan (2009–12) sets out a clear and focused approach to delivering the change we need in Lambeth. It establishes a clear vision for the borough and six priorities for the organisation.

Lambeth’s six priorities, unchanged from previous years, are:

• A safer Lambeth with strong communities • More opportunities for children and young people • Better housing and flourishing local economies • Respect for the environment

16 • Developing personalised care services • Serving our customers well

Cutting across all our priorities we remain committed to tackling inequality, reducing social exclusion and engaging with our citizens whilst delivering value for money – these commitments remain unwavering. Our priorities have guided the development of our budget and plans to improve services.

2.4.2 Our 2020 Vision ‐ Lambeth's Sustainable Community Strategy

In 2008, the Council and its partners (collectively known as Lambeth First) agreed Lambeth's Sustainable Community Strategy, which sets out the partnership's vision for the borough in 2020.

In line with other policy documents, the strategy and vision set out in the strategy is being used to influence the framework for this LTP. These main themes identified are:

1. Economic Wellbeing - Lambeth is a great place to do business with higher levels of investment and business growth 2. Social Wellbeing - Safe and cohesive places where people are empowered and have the confidence to play active roles in their communities 3. Environmental Wellbeing – Mixed and sustainable communities with an increased supply of new homes, improved existing dwellings and a high quality physical environment

These themes will provide the focus for the LTP. Although not explicit here, the three main themes encompass safety and security as well as maintenance on the transport network.

It is our mission that, by 2020, Lambeth will be a diverse, dynamic and enterprising borough at the heart of London. Underpinning our vision are seven long term outcomes that this strategy will deliver:

• Lambeth is a great place to do business with higher levels of investment and business growth • Greater wellbeing for households through higher numbers of residents in employment

17 • Even more children and young people are on the path to success through the provision of good quality education, training and jobs which reduces the risk of exclusion and offending • Safe and cohesive places where people are empowered and have the confidence to play active roles in their communities • Improved health and wellbeing of people which enables them to live active and independent lives • Lower levels of poverty and social exclusion in Lambeth by helping more of our socially excluded adults into employment, education and training • Mixed and sustainable communities with an increased supply of new homes, improved existing dwellings and a high quality physical environment

In each of these themes there are specific goals and commitments that the Council and its partners in the Local Strategic Partnership (LSP) have agreed. Table 2 summarises the transport related commitments.

Table 2 How the Council and partners will deliver Our 2020 Vision Lambeth is a great place to do business with higher levels of investment and business growth 1. Create viable, safe and well-managed town centres

Greater wellbeing for households through higher numbers of residents in employment 2. Increase the number and variety of jobs in the local economy, including local jobs for local people Even more children and young people are on the path to success through the provision of good quality education, training and jobs which reduces the risk of exclusion and offending 3. Provide the essential infrastructure to support population growth 4. Create distinctive local places through excellent design, valuing heritage, identity and the natural environment Safe and cohesive places where people are empowered and have the confidence to play active roles in their communities 5. Provide good access to local services and community facilities within neighbourhoods Improved health and wellbeing of people which enables them to live active and independent lives 6. Increase public transport accessibility and promote walking and cycling Lower levels of poverty and social exclusion in Lambeth by helping more of our socially excluded adults into employment, education and training 7. Provide the essential infrastructure to support population growth

Mixed and sustainable communities with an increased supply of new homes, improved existing dwellings and a high quality physical environment 8. Maximise the efficient use and management of resources, including water, energy and waste 9. Reduce carbon emissions from residents, businesses and public buildings 10. Create distinctive local places through excellent design, valuing heritage, identity and the natural environment

The community strategy is based on extensive consultation carried out in summer 2007 following a review of Lambeth’s current policies and existing local data. A series of community consultations were held in summer 2007 to identify ideas and issues that the Sustainable Community Strategy should

18 focus on. These events included councillors leading public meetings across the borough to discuss what Lambeth should look like in 2020.

2.4.3 Local Area Agreement

Lambeth’s Local Area Agreement 2008-2011 (LAA) is a three-year action plan for improving Lambeth. However, whilst this document is now out of date the LAA is still important because it sets out how Lambeth will deliver the priorities outlined for the first three years of the Sustainable Community Strategy - Our 2020 Vision.

Lambeth’s LAA contains 35 national performance indicators, plus four local performance indicators, which are being used to measure how successfully Lambeth First is progressing towards Our 2020 Vision. The targets where transport solutions are expected to play a role in the delivery of stated outcomes are included in the table below.

Table 3 Lambeth Transport Related LAA's LAA Indicator Baseline Target Milestones Transport 2008/09 2009/10 2010/11 Solutions

55 - Obesity 13.1% obese 13.6% obese 13.4% obese 12.8% obese School Travel among primary (06/07) Planning, school age children in Reception year 21 - Dealing with Not required until Not required Design of public local concerns annual refresh spaces, provision about anti-social of taxi ranks, behaviour and CCTV / lighting crime by the local council and police 5 -Overall/ general 64% (2007 postal 66% No survey 69% Design of public satisfaction with survey) spaces, road & the local area footway condition, lighting 110 - Young Not required until Not required School travel people's annual refresh planning, participation in increased walking positive activities and cycling, 186 - Per capita 5.5 tonnes per 2% reduction 5% reduction 10% reduction Increased walking CO2 emissions in capita against baseline against baseline against baseline and cycling, the local authority (0.11 tonnes) (0.28 tonnes) (0.55 tonnes) increased electric area (DEFRA 2005) vehicle charging points

In addition, in 2007 Lambeth First agreed a series of stretch targets 2for the borough. Successful delivery of these stretch targets will bring additional investment into Lambeth and will contribute to the outcomes in the Sustainable Community Strategy. Transport interventions are expected to play a role in delivering these outcomes as well.

2 As the work to deliver these targets began in 2007, the final year of the stretch targets is 2010 – as opposed to 2011 for the rest of our LAA targets

19 Table 4 Lambeth's Transport Related LAA Stretch Targets

LAA Indicator Baseline Target Milestones Transport Solutions 2008/09 2009/10 2010/11 Development and Without Reward: By Without Without Without stretch: School implementation of an extended the end of 2006 there stretch: 0 stretch: 0 0 Schools Travel healthy schools model were 40 schools Schools Schools Planning, Number of schools with healthy currently accredited school accreditation in Lambeth, with the healthy which are also accredited for, school status, 0 “Healthy Schools Extended schools have Objectives” for at least 3 strands extended healthy With Without Without stretch: including SRE status for at least one stretch: 0 stretch: 23 27 Schools of the streams Schools Schools (cumulative total = 50 schools)

2.4.4 Comprehensive Area Assessment process (National Indicator Set)

The Audit Commission’s Comprehensive Area Assessment (CAA) was the method for monitoring the performance of councils and their local partners in England. It replaced the old Comprehensive Performance Assessment (CPA) through which Lambeth Council had received a three star rating. As well as examining progress against the targets identified in our LAA, the Audit Commission also assessed our performance against other national indicators for which we have chosen not to set targets. These include the following transport related indicators:

• NI 47 Reduce the number of people killed or seriously injured in road accidents by 50% • NI 48 Reduce the number of children killed or seriously injured in road accidents by 60% • NI 55 Reduce the percentage of children in reception year that are obese to 13.4% • NI 186 Reduce CO2 emissions in the local authority area by 10% against the baseline year • L27c Increase the percentage of residents satisfied with the quality of repairs to roads and pavements to 35.5% by 2011

While these have not been identified as the main priority areas for Lambeth, they are all important within a transport context, and it is important that our Transport Plan delivers further improvements across these areas.

The CAA has been abolished and other national performance and inspection processes are under review. Discussions are taking place between the government, the Local Government Association (LGA) and other representative bodies about the future approach to inspection.

Lambeth has started a review of our performance and service improvement processes and will work with local and regional partners to ensure that we are able to provide citizens and members with appropriate information about our performance and continue to improve services that matter most for our residents. The final document will be updated following these discussions.

20 2.4.5 Local Development Framework

A Local Development Framework (LDF) is a key strategic document to guide the borough’s spatial development over the next 15 years. The LDF is a requirement under the Planning and Compulsory Purchase Act 2004.

The LDF Core Strategy sets out the spatial strategy, vision and strategic objectives to be achieved based on sustainable development. The following strategic objectives for the Core Strategy are not listed in order of priority and have equal importance. They are grouped under the six key over-arching issues, but it is recognised that many of the objectives address more than one of the issues. Table 5 Local Development Framework Objectives LDF Objective Intervention LDF Policy Reference A. 1. Increase the overall supply of housing by at least 16,500 S2 Accommodating additional dwellings, and increase mix and quality of housing population (including affordable, key worker and family housing) to meet growth demand identified through the Strategic Housing Market Assessment. B. Achieving 2. Support the growth of key economic sectors through the S3, economic development of new shops, offices and visitor accommodation, by PN1 to PN9 prosperity and maintaining a varied supply of business premises and through plans opportunity for for town centre regeneration. all 3. Increase the number and variety of job opportunities for local S3, S10 people by protecting land for commercial use within neighbourhoods and seeking contributions to employment and skills support programmes. C. Tackling and 4. Reduce carbon emissions by minimising the need to travel and S4, S7 adapting to maximizing energy efficiency and renewable energy generation in climate change buildings and area regeneration schemes. 5. Safeguard and increase biodiversity through co-ordinated S5 implementation of the Lambeth Biodiversity Action Plan. 6. Enable Lambeth to adapt to the effects of climate change, S6, S7 including drought and flood risk, through the design of the built environment, retention of existing trees, urban greening, and sustainable urban drainage and protection of the supply or water. D. Providing 7. Provide the essential physical, social and green infrastructure to S1, S4 to essential support population and economic growth through the co-ordinated S6, S8, infrastructure delivery of infrastructure programmes by Lambeth First partners S10 and statutory undertakers. 8. Work in partnership with government, Transport for London, S1, S4, Network Rail and major developers to increase public transport S10 capacity and accessibility, reduce reliance on the private car, promote walking and cycling, and provide alternatives to road- based freight transport. 9. Provide approximately 5,460 additional primary school places, S1, S10 650 additional nursery class places and 2,294 additional secondary school places through BSF Phase 2 (of which 322 additional Year 7 places) of good quality to meet existing and future demand in Lambeth, by enabling a supply of land for new schools and seeking contributions to education from developers of family housing; and support the reconfiguration of further education premises. 10. Contribute to improving health and well-being and reducing S1, S9, health inequalities by delivering a network of Neighbourhood S10 Resource Centres for primary health care, supporting the reconfiguration of hospital premises, and by encouraging healthy

21 lifestyles in the design of the built environment. 11. Increase the quality of open space in Lambeth by safeguarding, S1, S5 linking and upgrading existing open space, improving access and retaining existing trees (through delivery of the Lambeth Open Spaces Strategy), and seek new open space where-ever possible including through an extension to Jubilee Gardens. 12. Contribute to the delivery of Lambeth’s Sustainable Waste S1, S8 Management Strategy by maintaining an appropriate supply of land for waste management and operational use and seeking the most effective waste management facilities within new developments. E. Promoting 13. Develop and sustain stable neighbourhoods with a high quality, S9 community liveable residential environment, respect for local amenity, good cohesion and access to local services and transport, and mixed populations safe, liveable (including different ethnic groups, faiths and sexual orientations, the neighbourhoods young, the elderly and people with disabilities). 14. Increase community safety and resilience to terrorism by S9 designing out crime and fear of crime in the built environment and through joint working within the Safer Lambeth Partnership. F. Creating and 15. Create and sustain distinctive local places through excellent S1, maintaining design of buildings and the public realm, valuing heritage, identity, PN1 to PN9 attractive, cultural assets and the natural environment. distinctive 16. Protect and enhance the historic built environment, the setting S9, places of the Palace of Westminster World Heritage site and strategic PN1 to PN9 views by working in partnership with English Heritage, neighbouring boroughs and community groups. 17. Support the regeneration and renewal of the London Plan S1 PN1, Opportunity Areas at Waterloo and Vauxhall/Nine Elms/Battersea to PN2 reflect their role in central London, working in close partnership with the neighbouring boroughs of Southwark and Wandsworth and all key stakeholders. 18. Maintain and develop Lambeth’s strength in arts and culture S3, PN1 and the role of the South Bank as one of London’s leading international cultural and tourist destinations reflecting its status as part of the South Bank/Bankside Strategic Cultural Area.

Key Infrastructure Programmes Identified in our LDF

The transport infrastructure required to deliver the key objectives of the core strategy and to meet existing and future needs of the borough are included in Annex 2 of the Core Strategy – Infrastructure Programmes and Schedule. This is not an exhaustive list of all infrastructures likely to be needed in Lambeth in the period covered by the Core Strategy and other items will be required, as appropriate, in response to new development in the borough. Identified projects include:

• Vauxhall and Waterloo Station improvements • Cycle Hire Scheme • Cycle Superhighways

Opportunity Areas identified in our LDF

The London Plan defines Opportunity Areas as London’s principal opportunities for accommodating large scale development to provide substantial numbers of new employment and housing, each typically more

22 than 5,000 jobs and/or 2,500 homes, with a mixed and intensive use of land and assisted by good public transport accessibility.

London Plan Opportunity Areas in Lambeth (2)

The table below sets out the Mayor’s figures for jobs and homes in the areas which have been identified within Lambeth.

Table 6 London Plan (2008)growth areas in Lambeth Opportunity Areas Min. homes Indicative jobs (2001-2026) (2001-2026) Waterloo 1,500 15,000 Vauxhall, Nine 3,500 8,000 Elms, Battersea

2.4.5.1 Lambeth Community Safety Strategy/ Safer Lambeth Partnership Plan

The Crime and Disorder Act 1998 requires each local authority to publish a strategy every three years on how key partners and agencies within the Lambeth Drug and Alcohol Action Team/Crime and Disorder Reduction Partnership (DAAT/CDRP) such as, the Police, Fire Service, Lambeth Primary Care Trust, Probation, the Prison Service and Lambeth Council intend to tackle crime, improve community safety and reduce the fear of crime.

The strategy outlines our priorities which include:

1. Reduce serious violent crime 2. Reduce the harm caused by drug and alcohol misuse 3. Reducing Youth Offending 4. Support more cohesive and resilient communities 5. Support safer, more respectful neighbourhoods

2.4.5.2 Lambeth First’s Local Economic Assessment (2011)

The Lambeth Local Economic Assessment (‘LEA’) provides an economic story of place. The document draws on analysis of a range of relevant national and local datasets and findings from specialist reports. As Lambeth is a central London borough, data comparisons have been made with other similar central London boroughs, the central London average and the London average where data permits.

23 The full LEA document provides a picture of the current economic situation in Lambeth, including past trends, alongside factors that will impact upon London and the borough in the future under the themes of place, people and the local economy. This picture is then subjected to a strengths, weaknesses, opportunities and threats (SWOTs) analysis to produce a set of key considerations for future policy development.

Based on the Mayor’s Economic Development Strategy, this identifies a number of challenges for London:

• Competition and innovation. London will need to pursue innovation and further develop the capacity to innovate in order to generate new economic opportunities as competitors seek to match its currents strengths.

• Towards A Low Carbon Economy. Alongside the challenge to transform London to a low carbon economy and achieve the ambitious target of a 60 per cent reduction in London’s CO2 emissions by 2025, the Mayor’s EDS also recognises the economic value of the low carbon market and suggests it could be worth at least an additional £368 billion per annum

• Labour Market and Skills. The number of jobs in London increased from 4.29m in 1989 to 4.68m in 2007. However, between December 2008 and September 2009 the number of jobs fell by 98,000. Despite this fall, employment levels are expected to surpass the peak seen in 2008 by 2015.

• Unemployment. By contrast, the unemployment rate in London is 8.9% compared with a national figure of 8%. London has the lowest employment rate of any of the nine English regions; over 30% of working age Londoners are not employed and 600,000 working age Londoners have no qualifications.

• Housing, regeneration and infrastructure. The rise in population and household numbers in London and the fall in average household size have continued in the years since 2001 and are expected to carry on into the future. As a result, one person households are now the most common household type, accounting for 36% of households in 2006 and an expected 42% in 2026. There are currently estimated to be around 7.75 million people and around 3.3 million households in London.

24 3 Borough Transport Objectives

This chapter sets out:

• Lambeth’s local context in relation to population, housing, environment and deprivation • Lambeth’s current transport network and the issues affecting it • Problem, challenges and opportunities within Lambeth in the context of revised MTS goals and challenges • Objectives for Lambeth’s Transport Plan

3.1 Local Context

3.1.1 Lambeth Town Centres

Lambeth is one of 14 local authorities which make up Inner London. It measures seven miles north to south, and about two and a half miles east to west. It is one of the most densely populated inner London boroughs, with a population of around 270,000.

There are six town centre areas in Lambeth: Brixton, Clapham, Stockwell, Streatham, North Lambeth and Norwood. However, within these areas there are also a number of neighbourhoods that residents recognise, with their own distinct character.

For the purposes of this document, a summary of each town centre is provided, along with details of future regeneration plans. However, the reader is directed to the State of the Borough Report for a more detailed overview.

Brixton

The Brixton town centre area comprises parts of five wards in Lambeth: Brixton Hill, Ferndale, Herne Hill, Tulse Hill and Coldharbour.

Brixton is well known for its vibrant, multicultural and diverse communities, the bustling markets and most notably the creative energies of its residents and businesses.

Clapham

Clapham is perhaps best known for Clapham Common, a vast green space, which attracts visitors from across the world. Concerts, theatre, film shows and competitive sport are among its all-year-round events. Clapham Old Town is renowned for its village-like atmosphere. The town centre is within a conservation area, allowing the character of the area to be retained.

25 North Lambeth

North Lambeth comprises the areas of Waterloo, the Southbank, Vauxhall, Kennington and Oval. These areas encompass a world class arts centre on the Southbank, the buzzing nightlife scene at Vauxhall, particularly serving the gay community, a variety of arts venues in Kennington and numerous small retail areas, parks and mixed housing areas throughout.

This is not to mention one of the most historic sporting venues in the country: the world famous Oval cricket ground. The Oval is most known for cricket but has a rich history that also includes football internationals and cup finals as well as international rugby union matches in the formative years of those sports.

Norwood

The Norwood area includes Gipsy Hill and West Norwood. It is the smallest and least populated town centre in Lambeth. It comprises three wards – Gipsy Hill, Knight's Hill and Thurlow Park. The town centre area is located around the Norwood Road shopping area. It is bounded in the north by Brockwell Park, with Streatham Common and Crystal Palace Park at the south west and south east corners of the area.

West Norwood Cemetery in the middle of the town centre ranks alongside Highgate as a bizarre and beautiful insight into the Victorian age. Its tombs and monuments, including memorials to many famous names, are among London's hidden treasures.

Streatham

The Streatham town centre area comprises parts of four of Lambeth's wards: Streatham Hill, St. Leonard's, Streatham Wells and Streatham South.

Streatham is well known for its diverse community, the bustling high road and the vibrant, creative energies of its independent businesses.

Streatham has a wealth of open spaces including Streatham Vale Park, Streatham Green, Hillside Gardens and not least the fabulous Streatham Common, home to the beautiful Rookery which has featured in several 'best garden' guides.

Stockwell

Stockwell has a wide-variety of cafes, bars and other businesses and is sometimes known locally as 'Little Lisbon' or 'Little Portugal'. This is because Stockwell is home to one of London's largest Portuguese-speaking communities.

Stockwell is also home to a famous statue (England's first public statue of a black woman) and a museum of worldwide importance.

26 The Future Lambeth programme

This programme sets out long-term plans to transform the town centres, whilst also preserving and enhancing their unique and distinct characters. Presented in the form of a masterplan, local stakeholders were consulted on extensively to ensure that they reflect and build on local strengths and heritage whilst also looking ahead to develop flourishing neighbourhoods and local economies. Improvements to transport infrastructure feature heavily in the plans and the schemes and interventions set out under our objectives and the programme of investment in Chapter 4, take into account and seek to complement these masterplans.

More information on the master plans can be found:

• Future Brixton • Future Clapham • Future Norwood • Future Streatham • Future Kennington

3.1.2 Population

Covering an area of around 10.5 square miles, Lambeth measures seven miles north to south and about two and a half miles east to west. In common with the rest of inner London, Lambeth’s population has grown rapidly in recent years, expanding from a quarter of a million in the 1990s to 272,000 in 2006. Its population is projected to grow to 317,000 (by nearly 17 per cent) by 2026 (according to Greater London Authority estimates).

Lambeth is among the most densely populated areas in the country, with over 99 people per hectare compared to nearly 46 per hectare across London as a whole. In 2004 there were about 118,000 households in Lambeth and this number is expected to increase by 19 per cent by 2026. Current household composition includes a high proportion of single parent households with dependent children. One-person households, in particular, are projected to increase. Population turnover, or ‘churn’, is currently estimated at 22 per cent every year (SOB report 2010).

3.1.3 Diversity

Lambeth has an even more ethnically diverse population than the rest of the capital. During the early post World War II period the borough became known as an important focus for the Black Caribbean population. It also has a growing African population and a large Portuguese-speaking community. New job-seeking immigrants continue to settle in Lambeth. The largest group between 2002 and 2006 was from Poland, with 3,550 new National Insurance registrations for Polish people living in Lambeth. The next two largest totals were from Australia (2,830) and Jamaica (1,750) (SOB report 2008).

27 Ethnic group projections from the GLA suggest that the Black Caribbean group in Lambeth is likely to decrease by two per cent of the total population in the next 25 years, compared to an increase in the Black African population by 15 per cent and in the Asian population by 26 per cent. Overall, the cultural and ethnic complexity of Lambeth’s communities is not expected to decrease in the period 2008-2033 (SOB report 2008).

London has a relatively young age profile compared to the whole country, and Lambeth is young within that. Almost half (45 per cent) of Lambeth’s population were aged between 20 and 39 years in 2001. Those aged under 15 years make up almost one in five residents, while the older persons group is half this size and accounts for just one in ten residents. Population projections predict that the number of 46-64 year olds will increase by a large amount, with small movements in the number of under 18s and 19-30 year olds. Lambeth’s younger population will include a growing proportion of Black African and Asian people, while its older population will increasingly be represented by older Black Caribbeans (SOB report 2008).

3.1.4 Deprivation

Like many London boroughs, Lambeth combines areas of affluence with areas of poverty. There is a persistent pool of economically inactive people with little mobility and this group tends to experience high levels of social exclusion and poor education, employment and health outcomes.

The most deprived areas are spread throughout the borough but are particularly concentrated in Coldharbour ward, in Brixton, and in the Crown Lane area of Knights Hill ward, in the south of the borough. The most affluent areas include the Thames- side part of Bishops ward and the Dulwich border area of Thurlow Park.

The 2007 Index of Multiple Deprivation (IMD) places Lambeth as the fifth most deprived borough in London and 19th most deprived in England. This is worse than 2004, when the borough was ranked 23rd in England. This represents a worsening from our relative rating in 2004 where the borough was ranked 23rd in England. This worsening is probably due to faster relative improvements in other boroughs and declines in performance in two areas measured by the IMD (1.Living environment deprivation and 2. access to housing and barriers to services) (SOB report 2010).

3.1.5 Housing

Lambeth’s housing is typical of inner London, with a large proportion of flats - conversions and purpose build - and a correspondingly small proportion of houses. Pressure on housing is intense, as it is in the rest of London, and the average house price is in line with the inner London average at around £300,0003, down £50,000 from 2007. Perhaps driven by its younger age profile and deprivation levels, Lambeth has a lower rate of home ownership than the rest of London (35%

3 Land Registry of England and Wales 2009

28 compared to 55% in London and 68% in England4 and a relatively high proportion of private and social rented accommodation (25% and 40% of properties respectively5).

Through Lambeth Living and United Residents Housing, Lambeth Council manages approximately 27,600 council homes6 and 10,000 leasehold properties5. Currently 34% of council housing does not meet the decent homes standard7, up from 29% in 2007. According to the 2007 Housing Needs Assessment update, social tenants make up almost two thirds (65%) of all households living in unsuitable housing. The 2003 stock condition survey estimated that 11% of private sector dwellings in Lambeth are unfit compared with a national average of around 4%. There is limited recent information about the quality of existing private sector rented housing; however, a new private sector stock condition survey will be commissioned before the end of the 2009/10 financial year.

Just under a third of council homes (32 per cent) and an estimated 11 per cent of private sector dwellings in Lambeth were assessed as ‘unfit’ by the Council’s private sector stock condition survey in 2004. There were just under 2,000 households living in temporary accommodation in December 2008 and 706 people were accepted as homeless in the borough in 2007/08 (Lambeth Housing Strategy 2009). In total 13,439 households are estimated to be in ‘housing need’ within the borough. Affordable family sized accommodation is in particularly short supply (Housing Needs Assessment Update 2007).

There are fifteen pitches for gypsies and travellers at the Lonesome Depot site in Streatham Vale and ten additional pitches are required in the borough to meet future need (London Boroughs’ Gypsy and Traveller Accommodation Needs Assessment 2008).

3.1.6 Economy

There are around 10,000 businesses in Lambeth of which three quarters have fewer than five employees. Over 99 per cent of businesses in the borough are Small and Medium Enterprises (SMEs). However, Lambeth has the third lowest business density per head of population across inner London. Far fewer new firms register for VAT than across the rest of London (42 per 10,000 working age population compared with 57 across London in 2006/07). Numbers of businesses and levels of entrepreneurial activity are particularly low in Lambeth’s most deprived neighbourhoods (Business Premises Study 2008).

Despite this, the overall stock of VAT registered firms in the borough grew by 14 per cent between 2002 and 2006, compared to seven per cent across inner London and only three per cent nationally. More than half of Lambeth’s small businesses plan to expand over the next ten years (Lambeth Employment Study 2004 and Business Premises Study 2008).

4 2001 Census 5 Lambeth Council Housing Strategy 2009-2013 6 BRE Stock Modelling January 2009 7 NI 158 % non-decent council homes

29 There is a cluster of large employers in the north of the borough – around South Bank/Waterloo and Vauxhall – which is a key part of central London. Forty eight of these employ more than 200 people, including IBM, Shell, ITV, Guy’s and St Thomas’ Hospital, MI6 and Lambeth Council (which also has offices in Brixton and Streatham). Over half of Lambeth’s existing jobs are located in the South Bank/Waterloo area alone (SOB report 2008).

The main employment sectors in Lambeth are the public sector, health and education; distribution, hotels and restaurants (including retail); and business and financial services. There is also a smaller but growing creative sector (Business Premises Study 2008).

The borough suffers from relatively high rates of unemployment – 71 per cent of the population of working age were classified as employed in 2007/08, compared with 70 per cent across London and 74 per cent nationally. The rate of economic inactivity has steadily decreased since a peak in July 2005-June 2006, although this is expected to change as a result of the recession in 2009. Lambeth has one of the highest numbers of Employment Support Allowance claimants in London (SOB report 2008).

3.1.7 Children and Young People

Lambeth has 87 schools of which five are nursery, 62 primary, 13 secondary (including two new academies), five special schools and two pupil referral units. Over a third of primary schools in Lambeth are voluntary aided. Demand for primary school places is strong and there are currently very few surplus places in Lambeth primary schools. Over the next ten years demand for primary places is expected to continue to rise as a result of continuing population growth and housing development, with an estimated additional 5,460 places required by 2020. There will also be an increase in demand for other children’s and young people’s facilities.

The Building Schools for the Future (BSF) programme and the opening of the two new academies is helping to address an historic shortage of secondary school places in the borough. It is estimated that approximately half of the 11-15 aged secondary pupils currently resident in Lambeth attend schools in neighbouring local authorities, or in the independent sector. There is also a need to meet the growing needs from population increase. It is the Council’s aspiration to provide a year 7 place for 80% of pupils leaving primary school. The aim is that at the end of the BSF programme there will be a Lambeth co-educational non-denominational secondary school within 1.5km of approximately 70-75% of the borough’s population. Significant increased provision has already taken place through the provision of additional schools and expansion of others. This has increased numbers from 1,627 Year 7 places in 2006 to 2,048 in 2009.

By the completion of the BSF programme in 2015, the number of Year 7 places is expected to increase further to 2,370. The greatest need for further secondary school places is in the SW2 and SW16 postcode areas. In order to address this, the Council has agreed to develop a new secondary school to be located in the Tulse Hill area.

30 One hundred and twenty three community languages are spoken in Lambeth schools in addition to English; Portuguese and Yoruba are the most common of these. Overall, educational attainment levels in Lambeth's schools are below the national average but are improving. Lambeth has a high number of young people Not in Employment, Education or Training (NEET) (SOB report 2008).

In 2006, the proportion of Lambeth residents with no qualifications was 21 per cent compared with 14 per cent of people in London as a whole. Three in five of those in paid work have NVQ levels 3 and 4 skills, compared with just a quarter among the workless population. In 2007, 37 per cent of Lambeth’s businesses reported shortages in finding skilled labour (SOB report 2008). An audit of children’s play facilities in 2007 identified a shortage of play opportunities in the south of the borough, in West Norwood and Streatham (Infrastructure Programmes 2009).

3.1.8 Environment

There are 1.54 hectares of unrestricted open space in Lambeth per 1,000 population, although access is unevenly spread and particularly limited in the north of the borough. This figure is similar to that for other inner London boroughs, but the ratio is predicted to decrease as a result of population increase and housing growth, given limited opportunities to create major new areas of open space in the borough (Lambeth Open Spaces Strategy update 2007). Six parks or open spaces were awarded the Green Flag in 2009 in recognition of high environmental quality and management and access to the community. These are Archbishop's Park, Milkwood Community Park, Myatt's Fields Park, Ruskin Park, St. Paul's Churchyard and Vauxhall Park. West Norwood Cemetery is the only council owned burial space within the borough. Lambeth Council also owns and manages Streatham and Lambeth Cemeteries, both of which are located in the London Borough of Wandsworth.

Just under a quarter of properties in Lambeth are at risk of tidal flooding, but risk is low due to protection from the Thames Barrier. The Strategic Flood Risk Assessment 2008 also identifies flood risk from fluvial and surface water flooding.

Total energy consumption in Lambeth equates to 3.2 per cent of the total energy consumption in London and Lambeth ranks 11th out of the 33 London boroughs. The domestic sector accounts for over half of consumption in the borough and gas is the primary fuel type (82 per cent of total domestic consumption). In relation to levels of energy produced from Combined Heat and Power, Lambeth ranks 24th among all London boroughs. It has been estimated that 32,800 (26%) of Lambeth residents are in fuel poverty (National Energy Action 2008; a fuel poor household is one which cannot afford to keep adequately warm by spending a reasonable proportion of its income).

Lambeth has lower levels of carbon dioxide emissions at 5.5 tonnes per 1,000 population than London as a whole (6.8 tonnes) and the United Kingdom (7.9 tonnes). The carbon footprint in Lambeth is 12.21 tonnes of CO2 per capita, which ranks 16th among London boroughs (London Carbon Emissions Inventory).

31 Road traffic is the primary cause of air pollution in Lambeth, as well as the rest of London. The vehicle emissions of greatest concern are Nitrogen Dioxide, Fine Particulates (PM10), Carbon Monoxide and Volatile Organic Compounds (VOC's) such as Benzene. High levels of any of these pollutants can affect health, making breathing problems, such as asthma, and heart problems worse. An inventory of all air pollution emissions in London was compiled by the London Research Centre. The inventory estimates that vehicles in Lambeth emit over 20,000 tonnes of the above pollutants every year. This represents 90% of air pollution emissions from all other sources in the borough. In addition vehicles in Lambeth create nearly a quarter of a million tonnes of the greenhouse gas carbon dioxide which contributes to global warming. Despite predicted improvements in air quality in Lambeth over the next hour to give years, some measures (levels of nitrogen dioxide and fine particulates) are likely to continue to fail government targets

Lambeth currently generates about 154,000 tonnes of municipal waste each year. In line with targets, 25 per cent of household waste was recycled or composted in 2007/08. This has increased steadily from less than ten per cent in 2001/02. Lambeth was ranked 20th for household recycling and composting among all London boroughs in 2007/08.

3.1.9 Built heritage

Lambeth has over 2,500 listed buildings. The vast majority of these are nineteenth century residential dwellings reflecting the historical development of the borough. Typically two or three structures are added to the statutory list each year. A local list of historically significant buildings (not on the national list) was established in March 2010.

There are 62 conservation areas in Lambeth covering approximately 30 per cent of the borough. The first was designated in 1969 and the most recent in 2009. These are also mostly residential in character, with the notable exceptions of the South Bank, characterised by post-war cultural and civic buildings, and West Norwood with its nineteenth century cemetery and many fine monuments. The borough also has seventeen Archaeological Priority Zones and eight historic Registered Parks and Gardens (of which two are private), and has protected strategic views in the north of the borough of St Paul’s Cathedral and the Palace of Westminster (a World Heritage site).

3.1.10 Health and social care

Overall, Lambeth’s health profile is improving and the vast majority of Lambeth’s residents feel they are currently in good health (72 per cent) (SOB 2008). Life expectancy in Lambeth is improving and is about two years lower for men and one year lower for women compared to England as a whole. However, in some of the most deprived wards in Lambeth life expectancy is five and three years lower than for England for men and women respectively. This reflects the significant adverse effect of poverty and deprivation on health (APH 07/08).

32 Both men and women in Lambeth have higher than expected levels of premature deaths (under the age of 75) from heart disease, strokes, cancers, respiratory conditions and liver problems (APH 07/08).

Unhealthy lifestyles such as smoking, alcohol and drug misuse are high compared to London and England, increasing the risk of serious illness (AHP 07/08). There are an estimated 5,029 people in Lambeth for whom drug use is a problem (SOB 2008). Levels of teenage conceptions and sexually transmitted infections are also high (APH 07/08). Obesity is a growing problem among children and young people in the borough (APH 07/08).

Those with a long-term limiting illness account for 16 per cent of all residents (SOB 2008). Lambeth also has one of the highest incidences of mental health issues in the capital, particularly among residents from ethnic minority backgrounds (JSNA 2009). There are a growing number of people with learning disabilities living in the borough. The proportions of people with mental health problems and with physical disabilities and older people helped to live at home are increasing. The number of those aged over 85 is expected to increase which will significantly increase age-related long term conditions and demand for care services. This includes some people with enduring mental health needs who will become part of the ageing population, with particular housing needs (APH 07/08).

Lambeth has a relatively high and increasing birthrate. It is projected that the birthrate will continue to increase over the next five years (SOB 2008).

Health services in the borough are provided by NHS primary care providers including GPs, dentists, pharmacies and opticians, in addition to the community services provided by Lambeth Community Services, commissioned by NHS Lambeth.

3.1.11 Community Safety

Overall crime in Lambeth in 2009/10 remained at the same level as the previous year, with a statistically insignificant rise of 0.6% in Total Notifiable Offences (TNOs) over the year (less than 200 offences). This compares to a 1.9% reduction across London as a whole.

In the current year to 30th September 2010, overall crime has reduced by 0.2%, with a total of 18,169 offences to date. This indicates that over the last 18 months, crime has remained at effectively the same level overall. This is the second highest rate of TNOs in our nearest neighbouring family, behind Southwark.

The 5 most prolific crime types within those offences were: theft and handling; criminal damage; violence against the person; criminal damage; burglary; and drugs.

People’s perceptions of crime and anti-social behaviour have continued to improve across the borough, with a clear trend of residents and businesses having more confidence in the police and local council to work together to tackle issues of crime and anti-social behaviour. However, incidents of anti-social behaviour have risen over the last 6 months, with more reported incidents to the police and council. This suggests ASB

33 is a rising concern in the borough, but that residents feel confident the police and council are dealing with the issue.

The police regularly survey victims of crime for their opinion of how the police dealt with their crime. In the most recent survey taken from April to July 2010, 77% of victims were satisfied with the police service. This is in line with the London average of 79% of victims being satisfied with the police.

3.1.12 Transport Context

Although the borough of Lambeth measures only seven miles north to south, and about two and a half miles east to west, Lambeth residents are presented with a range of transport options as well as some clearly identifiable challenges.

Table 7 shows the different types of transport infrastructure available in Lambeth.

Table 7 Lambeth's Existing Transport Geography Transport Existing infrastructure Mode

Walking Brixton Town Centre scheme (including The Cut Area Based Scheme public realm) Light at the End of the Tunnel refurbishment programme Capital Ring Jubilee Walkway Thames Path Legible London Cycling Cycle Superhighways Route 7 Cycle Hire Scheme London Cycle Network (LCN) Links 127 – 139 National Cycle Route 4 River Waterloo Pier Festival Pier Bus 92 bus routes

Rail Brixton Streatham Hill Clapham High Street Tulse Hill Gipsy Hill Vauxhall Herne Hill Wandsworth Road Loughborough Junction Waterloo Streatham Waterloo East Streatham Common West Norwood Underground Brixton (Victoria line) Oval (Northern line) Clapham Common (Northern line) Stockwell (Northern & Victoria lines) Clapham North (Northern line) Vauxhall (Victoria line) Lambeth North Bakerloo Waterloo (Bakerloo, Jubilee & Northern lines) Road Strategic Roads A24 - (Clapham Common South Side) A202 - (Bridgefoot, Harleyford Road, •Waterloo Bridge / Waterloo Road Kennington Oval, Harleford Street, and • Westminster Bridge Road Camberwell New Road) • Kennington Road A203 - (South Lambeth Road, South • Lambeth Road Lambeth Place, Stockwell Road and • Denmark Hill / Herne Hill / Norwood Stockwell Park Walk) Road / Norwood High Street / Ernest A204 - (Effra Road (Brixton Road to St Avenue / Mathews Road) plus St

34 Knights Hill Matthews Road) • Crystal Palace Parade A205 - (Part of The Avenue, Cavendish • South Croxted Road / Croxted Road Road, Poynders Road, Atkins Road, • Dulwich Road / Dalberg Road / Streatham Place, Christchurch Road, Brixton Water Lane / Morval Road / Hardel Rise and Thurlow Park Road) Effra Road A214 - (Tooting Beck Road, Tooting Beck Gardens and Ambleside Avenue) Transport for London Road Network A301 - (Waterloo Bridge Road (Tenison (TLRN) Way to Alaska Street) and Tenison Way) A3 - (Newington Butts, Kennington A302 – (Westminster Bridge and Park Road, Clapham Road, Clapham Westminster Bridge Road High Street, Long Road and part of (Westminster Bridge to Addington Clapham North side) Street) A23 - (Addington Street, Part of A3036 - (Albert Embankment and Kennington Road, Brixton Road, Lambeth Palace Road) Brixton Hill, Streatham Hill, and A3200 - (York Road and Stamford Streatham High Road) Street) A3203 - (Lambeth Bridge and part of Lambeth Road) A3204 - (Kennington Lane) A3205 - (Nine Elms Lane, Parry Street and Bondway)

Public Transport Accessibility in Lambeth

Accessibility to public transport is important to ensure that people can move around Lambeth with ease. As Lambeth has the lowest car ownership rate in London, there is even more reliance on public transport.

Public Transport provision in the borough is generally good, with 14 overground railway stations evenly spread throughout the borough and nine underground stations predominantly in the north. However, much of Lambeth’s public transport infrastructure is currently at or over capacity during peak hours. This situation will worsen with increasing living and working populations. Ultimately this will impact on access to jobs, Lambeth’s economic wellbeing and the attractiveness of the borough to investors.

There are many bus routes, with major interchanges at Waterloo, Vauxhall and Brixton. Public transport accessibility is good in north and central Lambeth. However, residents in Streatham and Norwood are without direct access to the underground and are dependent on rail and bus connections for their needs. With bus routes tending to be focussed on the main north-south radial routes into central London and a lack of east-west services, some areas of the borough continue to have low levels of accessibility compared to the rest of Lambeth.

Journey times on buses have improved significantly in the borough over the last five years. Bus speeds have increased or remained stable across the AM-peak, Interpeak and PM-peak period, unlike other central London boroughs where speeds have decreased. Excess Wait Time (EWT) has reduced by 49% from 2.34 minutes (1999/00) to 1.18 mins (2008/09).

Despite some of the issues surrounding public transport, our State of the Borough 2010 report shows that satisfaction with this mode is high, and has steadily

35 increased since 2003, and is now in line with the inner London average 71% compared with 68%.

Figure 3.1 Key Transport Links

36 Walking

The borough has an extensive network of footway’s adjacent to the highway network and these are used for the majority of walking trips in Lambeth. Lambeth also has three strategic walking routes. These are the Capital Ring, Jubilee Walkway and the Thames Path. The borough also has a number of green spaces and parks that are used by pedestrians as a traffic free alternative.

Cycling

Lambeth has three major cycle routes, numbers 3, 5, and 25. The routes are part of the London Cycle Network, a combination of strategic cycle routes across the city which is currently being developed and expanded.

The Barclays Cycle Superhighways, a Mayoral scheme are a network of routes from outer London to Central London aimed at encouraging more commuter cycling, whilst also making the routes safer for cyclists. Route 7 of the superhighway was launched in July 2010 and runs from Merton to the City and comes through a substantial part of Lambeth including Clapham, Stockwell and Oval. Further plans for Route 5 which runs from Lewisham to Victoria via Vauxhall are due to be in place by 2012.

The Barclays Cycle Hire scheme, another Mayoral project was launched in July 2010 and offers bicycle hire for short journeys in central London. The borough has extensive cycle hire coverage in the north of the borough and hopes to see the scheme expanded in other parts of Lambeth in the future. Whilst the scheme is implemented by Transport for London (TfL), Lambeth as the planning authority works closely with TfL in finding suitable location for docking stations.

Road Network

There are many busy A-roads in Lambeth including the A23 main road from London to Brighton which runs the length of the borough, the A3 which runs south from Elephant and Castle through Kennington, Stockwell and Clapham, and the A205 South Circular Road which cuts East-West across the borough.

The total length of road network in Lambeth is 390.2 km (Oct 2007). This comprises of:

• 33 km -Transport for London Road Network (TLRN) • 23.5 km -Principal Roads • 43 km -Classified Roads • 285.7 km- Unclassified Roads (incl. housing estates) • 5 km -Back lanes • 1.9 km -Cycle Track (off road adopted highway)

37 Lambeth’s Highway Asset Management Plan (2008) provides specific details of the different classified roads in the borough. This document identifies our desired levels of service across all road assets, which represent our priorities in terms of our wider role in managing and maintaining the network

Whilst the percentage of principal roads in poor overall condition has reduced since 2005/6, Lambeth still substantially underperforms the London average (6.3%). In 2007/08, 5% of non-principal classified roads in Lambeth were regarded as needing maintenance, compared to 17% 2006/07. This is generally better than inner London. Lambeth’s State of the Borough research showed that ratings of road and pavement repairs are substantially worse than the rest of the capital (33% compared with 45% in inner London).

Table 8 Lambeth’s Principal Road Scores

Highway Asset Condition- the percentage of the principal road network length which is in poor overall condition and requires maintenance based on Detailed Visual Inspection survey data.

2005/6 2006/7 2007/8 2008/9 2009/10 Lambeth 23.7 17 15.6 10 9.5

Traffic Volumes

Whilst levels of traffic have declined in Lambeth since 2001, our 2010 ‘State of the Borough’ report highlights that traffic congestion remains a concern in the borough, as in inner London generally (17% name traffic congestion as a top concern in line with inner London (19%).

Table 9 Lambeth Traffic Volumes

2001 2002 2003 2004 2005 2006 2007 2008 2009 Lambeth 583 577 569 553 545 546 551 539 522 (*million vehicle kilometres)

Mode share in Lambeth

In 2001, approximately 90,000 people travelled out of Lambeth to work every day and another 61,500 travelled into Lambeth from other parts of London (2001 Census). According to the Travel in London Report 3, 2010 the following number of trips were carried out in Lambeth per day between 2007/8 to 2009/10

Table 10 Lambeth Mode Share Trips per day Underground Car/ (000s) Rail /DLR Bus/Tram Taxi/Other motorcycle Cycle Walk

546 6% 10% 21% 1% 29% 3% 30%

38 These figures reflect the level of low car ownership in Lambeth, with half of the households in the borough without access to a car, one of the highest proportions in the country. However, we acknowledge that the sample sizes used in this report are small (8,000 residents across London) and as such the Council is starting to undertake its own monitoring of modes in the borough. In particular, we believe that both cycling and public transport use is higher than stated.

3.2 Local Problems, Challenges and Opportunities

This section sets out Lambeth’s problems, challenges and opportunities in relation to the Mayor’s transport goals and challenges for London over the course of the next 10-15 years. It identifies the main issues which need to be addressed within the borough in order to deliver the revised MTS goals (see Table 1 MTS Goals, Challenges and Outcomes):

• Supporting economic development and population growth • Enhancing the quality of life of all Londoners • Improving the safety and security of all Londoners • Improving transport opportunities for all Londoners • Reducing transport’s contribution to climate change and improving resilience. • Support delivery of the London 2012 Olympic and Paralympic Games and its legacy

3.2.1 Supporting economic development and population growth

3.2.1.1 MTS Challenge: Supporting sustainable population growth and employment growth

In common with the rest of inner London, Lambeth’s population has grown rapidly in recent years, expanding from a quarter of a million in the 1990s to 272,000 in 2006. Its population is projected to grow to 317,000 (by nearly 17 per cent) by 2026 (according to GLA estimates).

The London Plan Opportunity Areas of Waterloo and Vauxhall present the most significant potential for commercial development and jobs growth in the borough with the potential for up to an additional 15,000 jobs in Waterloo and 20-25,000 jobs in the Vauxhall/Nine Elms/Battersea Opportunity Area as set out as the preferred option in the draft Opportunity Area Framework (2009).

Our Core Strategy outlines Lambeth’s policy, in line with the London Plan, of encouraging development that has a significant travel demand to sites that have good access to public transport (LDF Policy S3) and encouraging sustainable development in order to reduce the need to travel (LDF Policy S4). In addition the borough policies and standards for car parking, cycle parking car clubs and electric vehicles ensure new developments minimise the impacts of travel on the environment (S4 S10).

39 Population and employment growth will increase demand on the transport network. This needs to be addressed by balancing increased public transport capacity and/ or reducing the need to travel.

Figure 3.2 National Rail and Tube ‘stress’ on radial corridors into central London

The most appropriate locations for the majority of Lambeth’s growth are the areas with significant redevelopment opportunity at or near sites with lots of transport links, including: Vauxhall Cross and Waterloo (identified as Opportunity Areas in the London Plan).

The TfL Business Plan identifies a number of planned infrastructure improvements within Lambeth, which will partly address the need for further public transport capacity. These include:

East London Line extension/South London Line closure

The East London Line runs from West Croydon and Crystal Palace to Dalston Junction and opened in May 2010. There are plans to extend it from Surrey Quays to Clapham Junction by May 2012. This is the result of a long-running campaign from several groups, including the lobbying group the East London Line Group, of which Lambeth were members. This will provide four trains per hour from Wandsworth Road and Clapham High Street to Clapham Junction in the west and Denmark Hill, Peckham Rye and on to East London in the east.

40 In parallel to the introduction of the East London Line to Clapham Junction, Network Rail’s Thameslink Programme will cause the closure of several terminating platforms at London Bridge, meaning that fewer services will be able to terminate there. In Network Rail’s South London Route Utilisation Strategy (RUS), the official planning document for the rail industry, it concluded that the South London Line service from London Bridge to Victoria is the least utilised service into London Bridge and therefore should be the service withdrawn. The South London Line service is a half- hourly service operated by a two-car shuttle for much of the day, strengthened to a maximum of four carriages in the peak. This is due in part to the short platforms at Wandsworth Road and Clapham High Street.

The loss of the South London Line causes two major problems: the loss of direct services from Wandsworth Road and Clapham High Street to Victoria and the loss of direct services from Denmark Hill (for Kings College Hospital) to London Bridge and Guys Hospital. The level of service from Denmark Hill to Victoria is also halved as a result of the loss of the South London Line.

Network Rail proposed in the RUS a new service from Victoria to Bellingham calling at Wandsworth Road, Clapham High Street and Denmark Hill to re-instate the half- hourly service from these stations to Victoria. After disagreements between the DfT and TfL, the funding for this proposal has been withdrawn. The four trains per hour East London Line with a same platform change of train at Peckham Rye was proposed as the alternative to direct trains to London Bridge from Denmark Hill and this remains the case, and interchanging at Clapham Junction will be the suggested alternative for passengers from Wandsworth Road and Clapham High Street who wish to travel to Victoria.

After representations from many bodies, including Lambeth, TfL and London Travel Watch (LTW) carried out a joint study in to possible options to mitigate the loss of the South London Line, a study in which Lambeth officers lobbied strongly as stakeholders. The study concluded that it is not possible at this time to serve Wandsworth Road and Clapham High Street with a service to Victoria in the peak hours, although it may be possible to call additional services at Denmark Hill and Peckham Rye and potentially to serve Wandsworth Road and Clapham High Street during off-peak hours. Our focus remains securing the best possible replacement to the South London Line and restoring full services at all times to Victoria from all stations on the line, whether this is through a timetable change at the time of re- franchising, alterations to service patterns or platform extensions at Clapham High Street and Wandsworth Road.

It is likely that passenger who currently use Wandsworth Road and Clapham High Street to access central London will transfer to the already overcrowded Northern Line at Clapham North, or to bus services to Vauxhall and the crowded Victoria Line.

41 Thameslink Programme

In addition to the loss of some terminating platforms at London Bridge, the Thameslink Programme will see major alterations to the layout at Blackfriars station, with the terminating platforms moved from the eastern side of the station to the western side. Network Rail have therefore proposed to terminate trains from the western approaches, the Wimbledon Loop services, at Blackfriars and run trains from the eastern approaches through to North London, which is how the original Thameslink services operated. Network Rail states that there is not the capacity to run more trains through the central “core” section of the Thameslink route, and any Wimbledon Loop line services that were to run through the core would cause at least the equivalent loss of south-eastern services through the core.

Network Rail’s L&SE RUS confirms that Wimbledon Loop line trains will not, therefore, run through the core under current plans, but up to four additional trains per hour are proposed to run on the loop to Blackfriars providing a much more frequent service than at present.

Lambeth and other affected local authorities are currently lobbying Network Rail to see if any solution can be found to run Wimbledon Loop line services through the core section of Thameslink, including the interchanges at St Pancras for international services and in the future at Farringdon for Crossrail. Regular meetings of affected boroughs are being held to try and ensure a combined lobbying effor

Crossrail

Whilst Crossrail does not affect the borough directly, it may allow a more convenient interchange for travel around London for certain journeys. It has the potential to move investment away from Lambeth and to areas which will be served by Crossrail, and also limits available funding for other schemes in the Capital.

Developments in the Vauxhall area are exempt from paying contributions as set out in the Mayor’s Crossrail SPD, instead all contributions will be retained for local transport schemes as a reflection of the lack of benefit to Lambeth of the Crossrail scheme.

However, the Mayor has just published draft proposals for a CIL which is intended to provide up to £300M funding for Crossrail. This includes all developments within Lambeth including Waterloo and Vauxhall. This is on top of any local CIL and s106 requirements and has the potential to affect viability of development within Lambeth, meaning that it may not be possible to obtain appropriate mitigation measures from developers. Lambeth has responded to this consultation with an “in principle” objection.

Train lengthening programme

The entire South West Trains and Southern networks in Lambeth are to be extended to 10-car operation in the short term, and 12-car operation potentially in the medium to long term. Southeastern services through Brixton and Herne Hill will remain 8-car for the foreseeable future, as will Thameslink services from the Wimbledon Loop.

42

In addition, the following committed enhancements to London’s rail and Tube network are also identified within the TfL Business Plan:

- Northern line upgrade – part one (Due for completion: January 2014) - DfT fund TfL as part of their settlement to operate the tube network, and as part of the 2008 settlement there is a requirement for TfL to upgrade the Northern Line. By 2012 there should be 20% more capacity on board trains, 18% quicker journey times on average and investment at every station. By 2018 it is also proposed to partially separate the Northern Line to run from Morden via the Bank branch and from Kennington via the Charing Cross branch, which is expected to add a further 20% capacity.

Whilst very welcome, these upgrade works will cause considerable disruption until January 2012, and are likely to be necessary to retain current crowding levels rather than ease crowding due to the increasing demand combined with current suppressed demand.

- Northern line upgrade – part two (Due for completion: 2018) - The second stage of the upgrade involves simplifying and reorganising service patterns which, with extra trains, will enable a higher frequency service to reduce crowding and improve reliability. This will relieve the severe pressure on north-south routes, particularly through the City. This further upgrade will increase capacity by an extra 21 per cent.

- Victoria line Upgrades - As with the Northern Line, the Victoria Line is currently undergoing an upgrade. TfL state that the new Victoria line trains will feature in- carriage CCTV, wheelchair access, better ventilation and improved visual audio customer information systems.

They will also offer a smoother, more comfortable ride and be able to operate more frequently, reducing both crowding and waiting times, with journey times cut by 16 per cent and capacity increased by 21 per cent.

- Bakerloo Line Upgrade - Faster journey times and higher capacity during peak hours will follow the introduction of new signalling and higher-capacity, energy-efficient trains. The signalling system, similar to the technology to be used on the sub-surface lines, will ultimately improve reliability and allow higher service frequencies.

- Jubilee Line Upgrades - As the link to Canary Wharf, Jubilee line capacity was boosted by 17 per cent in 2006 when a seventh car was added to all trains. A further upgrade involves replacement of the signalling and train control system. This will enable more trains to run, increasing capacity by a further 33 per cent – equivalent to 5,000 more passengers an hour – and reducing journey times by 22 per cent.

These will increase capacity on Radial Corridors C, D and E8 into central London, delivering benefits for Lambeth, in terms of access to Central London. While this will

8 Mayor’s Transport Strategy Figure 32

43 address some overcrowding issues, these Radial Corridor are predicted to continue to be ‘highly stressed’ in 2017, with high levels of overcrowding in the AM peak (MTS).

Whilst further capacity on public transport is vital, there is also a lot of scope for meeting the anticipated demand through sustainable modes of travel such as walking and cycling. TfL’s Analysis of Cycling Potential (2010) predicts that levels of cycling in inner London, including Lambeth could be much higher, with a further 4.3 million trips per average day being identified as potentially cyclable. That is equivalent to 23 per cent of trips by all modes and 35 per cent of trips by mechanised modes.

3.2.1.2 MTS Challenge: Improving transport connectivity

It is clear that public transport usage within London in general has seen a large increase in the last 10 years, with improvements to bus services, introduction of the London Overground, and tube upgrades taking place on a number of tube lines. However, a glance at the public transport accessibility map for Lambeth (Figure 3.3) shows that the level of public transport varies considerably within the borough. Public transport is generally good in the northern part of the borough between Waterloo and Vauxhall in the north, to Brixton. Notwithstanding this, there are currently issues with services in all parts of the borough with varying degrees of needs, crowding and service gaps which need to be addressed. In the south, however, other than the north-south routes through Clapham, Streatham and West Norwood there are pockets of very poor accessibility and PTAL levels drop considerably immediately to the east and west of these corridors. Even in some parts of the north of the borough, such as parts of Kennington and Stockwell, public transport accessibility is poor.

Even in areas of high accessibility, travel options can be limited. For example, rail links to Streatham and West Norwood tend to be east-west rather than north-south with Streatham having 3 stations, and the main travel option is by bus. The case is the same in West Norwood. Compared to other south London boroughs, Lambeth is relatively well-served by the tube. The Northern, Victoria, Bakerloo, and Jubilee Lines all pass through the borough, and it is currently proposed to extend the Northern Line to Battersea to serve the Vauxhall, Nine Elms and Battersea (VNEB) Opportunity Area. Tube coverage is, however, limited.

Public Transport Accessibility Levels are also deceptive in that they do not take into account service capacity so even though an area may be well served by public transport, it may be difficult for residents to get onto a train at peak times. In areas such as this it is important to ensure that services are adequate and that alternatives are available.

44 Figure 3.3 Public Transport Accessibility in Lambeth

45 Buses

Bus service provision is strong in some areas of the borough and weaker in others, and is mainly radial in nature. There is a need for more east-west bus links across the borough and into neighbouring boroughs, Clapham in particular is missing a link to the City and an adequate service parallel to the overcrowded Northern Line. In combination with the potential loss of the South London Line from Clapham and the increased demand as a result of the OAPF, this is a notable gap in service provision.

Improved bus links adding to connectivity is a part of Lambeth’s town centre Masterplans as well as referenced in TfL’s sub-regional plans.

TfL are under considerable budgetary pressure and have stated that they intend to reduce bus mileage in London by 1.5% over ten years. Whilst they assure us that where a positive case can be made for enhanced services they also state that any increase in service to one route must be offset by a reduced service elsewhere.

TfL are due to carry out a review of all routes which intends to highlight areas that are overprovided with services. It is hoped that this will also highlight that key orbital links are underprovided and this can be remedied.

London Buses undertake regular consultations on all their routes before issuing contracts for operators to run a service. Lambeth has concerns however that its comments are not treated seriously and there is little scope for further reaction when they inevitably ignore our views.

Lambeth is currently lobbying strongly for an extension of the 155 which serves Clapham to be extended from Elephant & Castle to Moorgate. As well as the crowding on the Northern Line, the loss of the South London Line direct service from Clapham High Street to central London, the disruption to the Northern Line and the VNEB developments will all combine to increase the need for this already noticeably missing link.

As part of the VNEB developments, more bus services are expected to be provided in the area, as outlined by the transport studies commissioned in relation to the OAPF. This could provide a fast bus link to Waterloo and Victoria and will see improved services generally.

Schemes to extend the 255 and re-route the P5 are being developed by Lambeth Highways with support from TfL.

TfL are also refreshing the Countdown system which provides real time information at bus stops regarding the wait for the next bus as well as information on service disruption. The number of signs in the borough will remain the same overall but some locations will be altered.

Lambeth will need to work in partnership with the government, Transport for London, Network Rail and major developers to increase public transport capacity and accessibility, reduce reliance on the private car, promote walking and cycling, and provide alternatives to road-based freight transport. We will also improve the public

46 realm, particularly pedestrian and cycle routes in town centre locations and employment hubs.

Uncommitted aspirations

Brixton High Level station

The current Brixton station has platforms on the line from Victoria to Orpington. Passing directly over these platforms are the tracks on the line from Victoria to Denmark Hill which currently have the South London Line trains mentioned above running through Brixton without stopping. It has long been proposed to put platforms on these high-level lines to allow an interchange station at Brixton.

Brixton High Level station would be a major boost to the regeneration of Brixton town centre and would provide a station on the existing lines that pass over Brixton without stopping. This would provide direct journey opportunities on the new East London Line (ELL) from Clapham Junction to Docklands and East London as well as potentially on existing services from Victoria to places such as Dartford via Lewisham and Orpington via Bromley.

The recently published Mayor’s Transport Strategy enforces the idea of “Strategic Interchanges” where passengers can interchange between routes away from the central London terminals such as Victoria. It lists a number of criteria for these, of which Brixton meets all requirements, but does not include Brixton in its recommendations for Strategic Interchanges. This is something that the council raised in its response to the Strategy.

The proposal was considered by TfL who analysed the costs and benefits of the proposed station. The current TfL position is that the benefits of Brixton High Level are outweighed by the disbenefit to those passengers on existing trains who would have an extra two minute journey length. Unless TfL can be convinced that the benefits are worth more than this extra journey time they will not progress the project regardless of its cost. They analysed different station locations in Brixton, including the old East Brixton station, but all suffered from the “journey time penalty”. The final cost estimate for the Brixton High Level station was £35-40million.

There has been lobbying from officers about Brixton High Level to a wide number of bodies including different sections of TfL, Network Rail, DfT and London TravelWatch, all of whom state that they are supportive in principal subject to the business case being positive and funding becoming available.

The station is one of the key priorities for the Orbital London Group, a body formed from the East London Line Group which pushed for the East London Line Extensions. Lambeth is a member of this group which seeks to promote schemes on all modes to improve connectivity between different areas within London. The group should help lobby for the station, as well as improved bus links and other connectivity aspirations.

47 Waterloo Station redevelopment

Lambeth is producing a development brief Supplementary Planning Document at the request of Network Rail and British Rail Residuary Board to identify opportunities and provide guidance on the scope and form for potential development to support the provision of phased improvements to the station with the first phase providing for 10 car trains and a gradual opening of the street level. Subsequently providing 12- car capability on all platforms as well as significantly increased concourse space for passengers. Lambeth are keen that any developments at Waterloo Station are integrated with wider public realm improvements and these discussions are ongoing.

The scope of the development brief includes the re-use of Waterloo International Terminal, with the platforms being used for South West Trains services.

The potential for development at the station provides many opportunities to better integrate the station with the surrounding area, improving public transport interchange and connectivity with the adjoining area and improving the public realm as well as broadening the range of convenience uses and facilities available in the area.

Vauxhall Station

The Vauxhall, Nine Elms, Battersea OAPF will lead to increased pressure on Vauxhall as a transport hub, with major new developments around the Vauxhall area planned.

Vauxhall is a busy interchange station, with congested London Underground services, London’s second busiest bus station and a major South West Trains station. There is a scheme to improve circulation access to and from the South West Trains station via the reconfiguration of the stairs to the underground station, a new canopy over the entrance and the re-configuration of the ticket hall.

At the tube station, The PPP upgrade concentrates on the trains and the signalling, and will not improve the station itself. It will deliver higher capacity trains that feature wider doors, which should allow for greater clearance of passengers from Vauxhall platforms.

At the station itself, escalator capacity is greater than gate line capacity. Plans for increasing the gate line capacity and introduction of step free access from the ticket hall to the platforms are established in the current TfL Business Plan, but currently unfunded. Current estimates have the work costing £50million.

The work is not currently committed so Lambeth will continue to lobby for this vital investment in Vauxhall. The work will become increasing crucial as a result of the OAPF development which could provide some funding.

Northern Line Extension

As part of the Vauxhall, Nine Elms and Battersea OAPF, the developers of Battersea Power Station have undertaken a project to extend the Northern Line (Charing Cross

48 Branch) from Kennington to Battersea, including a stop at Nine Elms. This would provide considerable extra capacity to the OAPF area, as well as relief to Victoria Line services at Vauxhall and is expected to be funded entirely by private sector contributions. It is important, however, that this does not take away funding from other important projects such as improvements to Vauxhall station or other bus based improvements.

The site of the station at Nine Elms is expected to be at the Sainsbury’s site on Wandsworth Road although this has not been fixed. It is important that this station is constructed and opened at the same time as the rest of the line in order to ensure that Lambeth benefits from this major new transport link. There are still other issues to be resolved with the project, including the location of the ventilation and emergency access shafts.

Bakerloo Line Extension

TfL have considered a number of potential extensions of the Bakerloo Line from Elephant & Castle, and they have concluded that an extension to the South-East would be their favoured option. This will not therefore serve any stations within Lambeth.

This is a result of a number of studies carried out by TfL over many years, and they have concluded that the routes that would have served Lambeth are not economically viable. Their favoured route is via Camberwell and Lewisham.

Other potential tube extensions

There have been many differing proposals for tube extensions into Lambeth, with a varying degree of study having been carried out on these. The Victoria Line south from Brixton to Herne Hill (and potentially to Streatham), the Bakerloo Line from Elephant & Castle to Streatham and the Northern Line from Kennington to Streatham are three potential extensions. These schemes are not supported by TfL or have potential funding from the private sector so cannot be considered to be active schemes.

Lambeth will continue to lobby for improved underground links for the South of the borough as there would be a huge benefit to the Streatham/Norwood areas if this could be achieved.

Airtrack

The proposed Airtrack scheme to link Waterloo (as well as Guildford and Reading) with Heathrow Airport has been under development for several years. Whilst Lambeth is supportive of the scheme in general in respect of the improved connections to Heathrow for businesses in Waterloo, this is subject to some reservations., The level of non-Airtrack commuter services must remain at least as today in order to ensure there is no loss of service for existing passengers (not least due to over-crowding at peak times) and all Airtrack services must call at Vauxhall to take advantage of the interchange there and provide greater journey opportunities for Lambeth residents and provide a future link with the VNEB OAPF. The Airtrack

49 services would be likely to use the WIT and as such there are links with the developments mentioned above

3.2.1.3 MTS Challenge: Delivering an efficient and effective transport system for people and goods

Managing congestion is key to ensuring an efficient and effective transport system. Whilst traffic volumes have progressively reduced in the borough over the last 10 years congestion is still a main concern for our residents and businesses. A key challenge is balancing the needs of all road users in the borough, which can often conflict with one another. Encouraging and facilitating the use of more sustainable modes of transport, and reducing the need to travel are key to tackling congestion. The London Annual Travel Survey (2001) shows that 46% of all trips made by London residents are under a mile and nearly 85% are less than 5 miles, which means a number of these trips could easily be walked or cycled.

A large proportion of Lambeth residents are reliant on public transport, especially buses, due to the lack of underground network in the south of the borough. Therefore the efficiency of the road network for bus travel is particularly important. Whilst journey times on buses have improved significantly in the borough over the last five years, bus speeds have increased or remained stable across the AM – peak, Inter-peak and PM-peal period, unlike other central London boroughs where speeds have decreased.

Freight transport is also a key challenge, as whilst important for encouraging and facilitating business/es in the borough the associated travel by freight can both contribute to, and be impacted by, congestion. The demand for freight is set to grow and so it is essential that continued investment occurs to ensure a reliable and efficient transport system for businesses.

Disruption of road works can cause inconvenience to those using the road network by causing delays. Furthermore, in some cases they can cause risks for users such as pedestrians and cyclists. Ensuring that utility companies who dig up Lambeth roads cause as little disruption as possible and carry out work in as safe a manner as possible is important.

Road conditions in both Lambeth and London have suffered as a result of an exceptionally harsh winter in 2009/10. This has affected road condition across London with resources being prioritised to repair the worst affected roads. This has had an impact on the delivery programme and funding constraints remain an issue to delivering further significant improvements.

Improving the streetscape is more than a question of better repair. Streets are not just a way of getting from one place to another; they are also places of meeting and activity. Improving the condition of the borough’s roads is therefore seen as a key factor to supporting the local economy.

Improvements to the physical environment and the public realm will make the borough look more appealing and help attract more businesses to the local area

50 helping in securing economic growth, and encouraging new development and creating jobs.

Summary of delivery actions – Supporting economic development and population growth

1. Work in partnership with the government, Transport for London, Network Rail and major developers to increase public transport capacity particularly planned infrastructure improvements as detailed in 3.2.1 2. Reduce the percentage of the borough’s principal roads in need of repair and increase resident satisfaction levels 3. Improve the quality of the public realm for pedestrians and cyclists in town centre areas and employment hubs 4. Continue to promote sustainable development at sites with good levels of public transport accessibility 5. Continue to promote sustainable modes of transport such as walking and cycling.

3.2.2 Enhance the quality of life of all Londoners

3.2.2.1 MTS Challenge: Improving journey experience

Congestion and poorly-maintained roads can be uncomfortable and hazardous for pedestrians, cyclists, and motor vehicle occupants, while delays and crowding can contribute to a poor quality of service on public transport. We will need to work with TfL and public transport operating companies to address these issues. For details see 3.2.1.

In addition, we need to improve road user satisfaction across the borough including satisfaction with the condition of local roads. In a recent residents’ survey; there was great dissatisfaction (56%) with the quality of our roads and pavements. Whilst significant improvements have been made in this area over recent years, and the borough has increased resources and an improved approach to planned maintenance, Lambeth remain in the bottom quartile for this Best Performance indicator (BVPI).

3.2.2.2 MTS Challenge: Enhancing the built and natural environment

Lambeth is richly varied in what it has to offer. From the international business centre and arts venues near Waterloo in the north, through to the buzzing streets and markets of Brixton in the centre and the leafy, suburban areas of Clapham, Norwood and Streatham.

Distinctive places can be shaped through investment in the historic built and natural environment and cherished local landmarks, alongside excellent new design in buildings, public spaces and art in the public realm, to provide a unique environment

51 of which Lambeth’s communities can be proud and which will attract new businesses and visitors. New design can draw on Lambeth’s cultural diversity.

The LDF will help to address this issue by encouraging the creation of distinctive local places through excellent design of buildings and the public realm, valuing heritage, identity, cultural assets and the natural environment. (LDF Policy S9).

These principals will be followed in all transport schemes, in particular our new Neighbourhood Enhancement Programme (NEP) and walking and public realm schemes. These have already been used successfully in existing projects such as The Cut area based scheme and Brixton Central Squares.

Streetscape can also be enhanced through removing unnecessary street furniture, clutter and other barriers such as redundant sign posts and guard railing. Lambeth will carry out active programmes of clutter removal:

• Signs will only be erected as and where necessary and wherever possible will be attached to lamp columns or buildings. • Removal of unnecessary signs, consolidation of signs on single post/lamp columns • Guardrails will be provided only where statutory or national design guidelines prescribe or to obviate a proven accident risk. • Removal of surplus street furniture, including bollards, kerbs, paving and street lighting, de-cluttering the street and removal of pedestrian barriers.

In line with the principals of the Legible London wayfinding system, Lambeth are committed to a policy for pedestrian direction signage which will be holistic and effective, but low key, environmentally and aesthetically non-intrusive, and specifically not counter to Lambeth’s aspiration to eliminate street clutter.

3.2.2.3 MTS Challenge: Improving air quality

Lambeth suffers from some of the poorest air quality levels in the country. The effects of poor air quality are felt particularly by those with respiratory illnesses, heart and lung conditions and the young and elderly. Poor air quality is responsible for around 3,000 premature deaths each year in London.

The north of the borough was declared an Air Quality Management Area in 2001 with the rest of the borough covered in 2007. Since this time, and to help tackle the problem of poor air quality the council has been carrying out a detailed air pollution study of the whole borough. This review and assessment of air quality in Lambeth looked at the pollution monitoring results, for seven key pollutants, from a large number of sites across the borough and the whole of London. This information together with data on traffic levels and weather conditions was used to predict future air pollution levels in the borough.

52 The 2008 Lambeth9 data confirm:

• The UK air quality objectives for Carbon Monoxide, Benzene, 1, 3-Butadiene, Lead and Sulphur Dioxide were met throughout the borough.

• A previously identified risk that the air quality objectives for NO2 and PM10 particles would be likely to continue to be exceeded at least at some parts of the borough has been shown to be correct.

• The Lambeth 5 site failed to meet all the PM10 and NO2 objectives

• The Lambeth 4 site failed to meet both the NO2 objectives and the daily limit value for PM10. The annual mean objectives for PM10 were however met for the first time in 3 years.

• The Crystal Palace roadside site met all of the PM10 objectives and the daily limit value for NO2, however it failed to meet the annual mean NO2 objective.

• The Christchurch Road site (Lambeth 1) failed to meet the annual mean objective for NO2 but met all the other AQ objectives.

• The Loughborough Junction site (Lambeth 3) met all of the objectives.

• That the Council was justified in re designating an Air Quality Management Area across the whole of Lambeth in 2007.

The results showed that, despite improvements in air quality in Lambeth over the next 4 to 5 years, two pollutants, nitrogen dioxide and fine particulates, are likely to fail government targets. The introduction of the London Low Emission Zone in February 2008 does not appear yet to have produced a step change reduction in levels of NO2 and PM10 at any of the monitoring stations in Lambeth. However the historical analysis of average NO2 and PM10 levels in Lambeth over the past eight years does offer some hope that 2008 may have seen the start of a downward trend in overall levels.

Lambeth continues to produce annual reports on air quality in the borough, and a suite of measures are included in the Air Quality Action plan to help reduce the negative effects of poor air quality, and also to reduce emissions in the first place. Key to this are schemes around transport to reduced traffic emissions.

3.2.2.4 MTS Challenge: Improving noise impacts

In common with other parts of London, ambient noise from transport impacts on the quality of life of residents within Lambeth and can affect health and wellbeing. This includes noise from general road traffic but also from deliveries and loading (particularly if carried out early in the morning or late evening). Other transport

9 Lambeth Annual Air Quality Report And Action Plan Update 2008

53 related noise includes that from train stations such as announcements at stations or from dispersal of the public from transport hubs. Whilst there are no significant noise problems within the borough arising from transport, it is important that measures are taken to ensure that this remains the case.

3.2.2.5 MTS Challenge: Improving health impacts

Walking and cycling are seen as one of these easiest ways of incorporating exercise into a regular routine. There is established research and evidence demonstrating the links between human health and transport. For instance the British Medical Association, report that cycling reduces the risk of obesity, heart disease, diabetes and high blood pressure. There are also suggestions that walking and cycling can benefit mental health by reducing levels of depression and stress by improving mood and raising self-esteem. Accordingly, active travel modes such as walking and cycling benefit both the person travelling, through increased exercise, as well as those around them (through reduced emissions, reduced congestion and road danger on the road network). However it is clear that there are a number of barriers preventing more people from walking and cycling.

Walking: The Mayor of London’s Year of Walking 2011 seeks to encourage more Londoners to walk by tackling existing barriers such as poor pedestrian infrastructure, alongside a number of high profile promotion campaigns. It is hoped that in 2011 this will result in:

• 20 new walking routes launched

• 1 million miles walked by Londoners

• 200,000 new people introduced to walking activities

• 5,000 walking events offered to the public

• 250,000 participants engaged

With future increases in walking being built upon from the 2011 campaign. However in Lambeth walking trips are below the average for other central London boroughs. Residents undertook an average of 222 walking trips per annum between 2006 and 2008. Although, it is important to note that these figures are from a limited data sample. Accordingly, Lambeth will be carrying out its own data in the future to complement this research. For school related travel, the school travel plan programme which started in 2004 has seen modal shift reported and an increase in walking trips by 6.67% between 2004 to 2009.

54 Figure 3.4 School Travel Modal Shift 2004-2009

Modal Shift Report - (Between April 2004 and April 2009)

10

5

0

% -5

-10

-15

-20 Park Car Walk Cycle Car Bus Rail and Other Share Stride Primary 7.29 1.87 -7.65 0.13 -2.5 -1.19 2.07 0.03 Secondary -0.88 -0.97 0.39 0.61 -6.91 7.23 0.52 0.01 Special -6.04 1.94 -3.92 4.63 7.44 -2.84 0 -1.22 Independent 4.7 3.2 -16.31 1.67 1.48 -0.16 5.14 0.18 All Schools 6.67 1.09 -5.62 0.34 -4.66 0.57 1.67 -0.06

Cycling has experienced a renaissance in London and rates continue to rise in Lambeth, roughly 3% of our residents cycle regularly according to the London Annual Travel Survey. However again, we believe this figure is a low estimate and moving forward will be carrying out our own data to complement these findings. The increase in cycling can be contributed to major investment into cycling infrastructure in recent years such as cycle route improvements and cycle parking as well as promoting cycling by offering cycle training for Lambeth residents and school children as well as anyone working within the borough. There has also been substantial investment from TfL and the Mayor of London with two flagship schemes Barclays Cycle Hire and Barclays Cycle Superhighways launched in July 2010.

In Lambeth schools, cycling levels have increased by 1.09% between 2004 and 2009. This figure is disappointing considering the work carried out in schools to promote cycling such as cycle parking, cycle training and various events. However despite all these measures the low numbers of children cycling to school highlights the concerns parents still have in letting their children cycle to school.

For instance, the London Annual Travel Survey (2001) shows that 46% of all trips made by London residents are under a mile and nearly 85% are less than 5 miles. This means a number of these trips could easily be walked or cycled. Indeed, TfL have recently put together a report entitled ‘Analysis of Cycling Potential’ (December 2010) this suggests that approximately 4.3 million trips per average day have been identified as potentially cyclable, this is equivalent to 23 per cent of trips by all modes and 35 per cent of trips by mechanised modes. Similarly, TfL research demonstrates that a larger number of trips in the capital could be walked. The fact that these trips are not currently taking place highlight, despite good progress to

55 increase walking and cycling modes that a number of barriers still prevent the uptake of these modes.

For walking these include a poor pedestrian environment, lack of awareness of journey times, lack of information to plan a route. For cycling, barriers concern personal safety on busy roads, lack of information on routes, places to safely store a bicycle and concerns about image/need for specialist clothing. The LTP and Local Development Framework can help to address these challenges by promoting walking and cycling through improvements to the existing provision and provision in and around new development for cycling, cycle parking, the public realm and transport and highway infrastructure. This is reflected in our Core Strategy policies. Travel planning, walking and cycling infrastructure and promotion have been identified as interventions which will contribute to deliver of this target.

Summary of delivery actions – Enhance the quality of life for all Londoners

6. Reduce the percentage of the borough’s principal roads in need of repair and increase resident satisfaction levels 7. Improve the quality of the public realm in town centre areas for pedestrians and cyclists 8. Continue to implement the Lambeth Air Quality Action Plan 9. Continue to ensure that all transport schemes and projects consider noise mitigation 10. Continue to promote sustainable modes of transport such as walking and cycling through travel plans, infrastructure, education, training and promotion, including Lambeth’s Healthy Lifestyles programme

3.2.3 Improve the safety and security of all Londoners

3.2.3.1 MTS Challenge: Reducing crime, fear of crime and anti-social behaviour

Crime consistently features as the top concern for residents in the borough. The council conducts a quarterly residents’ survey, asking a random sample of residents across Lambeth their opinions on a variety of crime & disorder related issues. The latest survey took place in August 2010, and the survey showed that: • The percentage of residents who are personally most concerned about crime is 51% (compared to 44% in April 2010 and 47% in Feb 2010). • Nine in ten Lambeth residents feel safe in their own home. • People feel safer than two years ago when outside both during the day and after dark. • Young people feel as safe as adults.

Lambeth residents have similar perceptions of ASB to the rest of London; with respondents describing it as a very or fairly big problem. Issues connected with ‘Disregard for community / personal well being’[1] and ‘Misuse of Public Space’[2] are

56 of greater concern to Lambeth residents than other types of disorder. This is based on levels of reported incidents of ASB to the Police.

A third of British Transport Police (BTP) disorder is reported in the vicinity of Waterloo, in particular in the area including the mainline station. The fear of crime in and around public spaces and on public transport can be a deterrent to their usage. The design of public spaces, provision of taxi ranks, and CCTV / lighting have been identified as interventions which will help address public concerns.

The majority of alcohol-related violence occurs within close proximity of licensed premises; mostly at weekends during the evening and at night. Common features include the presence of night time economies, close proximity to transport nodes with a high pedestrian turnover and concentrations of licensed premises. Many of the victims of alcohol related violence come from outside Lambeth, especially those in their 20s and 30s visiting Lambeth at night. It is believed that the combination of alcohol, lack of local knowledge and unfamiliar surroundings can increase the risk of victimisation; this is especially so with stranger rape and robbery.

The Safer Lambeth Partnership Plan includes commitments to support safer, more respectful neighbourhoods, including:

• The implementation of a borough-wide anti-social behaviour response team • Our borough-wide programme of Freshview operations / Community Freshviews • The project management of Lambeth regeneration/major schemes to achieve Secured by Design (SBD) certification • The development of council-owned CCTV to detect and prosecute more crime and antisocial behaviour

The Council has recently undertaken a comprehensive review of CCTV, aiming to integrate it into the broader range of community safety measures that are delivering the priorities of the Safer Lambeth Plan and maximising protection of the wider community. This has resulted in closer working with the police, sharing of images with MPS regional and local dispatch centres to assist measured responses and strengthening support of criminal investigations. This linkage is extending to other partner networks to build intelligence and evidence gathering capacity and consolidate the ability to track suspects across the borough and pan London wherever possible. A camera sharing agreement is currently being concluded with Transport for London (TfL) to extend this capacity.

The borough’s draft Local Development Framework (LDF) core strategy also supports this challenge by promoting community cohesion and safe, liveable neighbourhoods, increasing community safety and resilience to terrorism by designing out crime and the fear of crime in the built environment and through joint working within the Safer Lambeth Partnership.

[1] Noise, rowdy/ nuisance behaviour, nuisance neighbours, hoax calls and dog problems and includes fighting, swearing, shouting, hooliganism, throwing missiles, urinating in public, climbing on buildings and fireworks to name a few. (2) Drug/ substance misuse, street drinking, street drinking, street population and street sex workers.

57 The resilience to terrorism is a key issue for Lambeth as the borough contains part of the government’s Security Zone on the South Bank and some of south London’s major transport hubs, and there is a history of terrorist incidents and attempts in the borough in recent years.

Waterloo and Vauxhall are the two main areas in Lambeth regarded as priorities for counter-terrorism. Works to Waterloo station are taking place accordingly as part of a two-year project. This includes the installation of CCTV, ticket barriers and vehicle mitigation bollards to stop vehicles entering the concourse. Glass 10within the station structure has been protected to protect passengers and staff by stopping fragmentation as a result of any explosion. The expansion of the Eurostar terminal at Waterloo and the planned regeneration of York Road for 2012 are also expected to have implications for the borough.

Vauxhall is one of Lambeth’s main transport interchanges. The planned US Embassy development at Vauxhall, in the neighbouring borough of Wandsworth, will be built over the next five years. There is also a proposal for the construction of 15,000 new homes in the area over the next 5-10 years. Both of these will have a knock-on effect on the transport infrastructure and security implications for Vauxhall, and lead to a demand for increased capacity and resources for the borough, including policing.

The main arterial route used by vehicles to access or pass through Lambeth is the A23 road corridor. The potential of technology such as automatic number plate recognition (ANPR) is being explored to assist in the borough’s approach to the prevention and detection of crime.

There are no aviation assets to consider as overflights are managed centrally by the Civil Aviation Authority.

Good quality street lighting is necessary to create a safer environment in the borough's parks and streets, helping to reduce crime, and road traffic and personal injury accidents. Lambeth’s private finance initiative (PFI) street lighting Core Investment Programme (CIP) was completed in November 2009, with lighting upgraded or replaced on over 900 streets and 13 parks across the borough. 80% of Lambeth street lights have been replaced with the remaining 20% to be replaced over the lifetime of the PFI contract

In addition, over 7,900 redundant lighting columns have been removed and recycled, and over 2,000 signs, beacons and bollards have been replaced. The next phase of the contract will focus on maintenance and replacing the remaining 20% lighting asset on all Deem to Comply roads. A web-enhanced asset management system (Citegestion) allows real-time access to performance information and a reliable and transparent record of events.

58 3.2.3.2 MTS Challenge: Improving road safety

Lambeth has achieved significant reductions in the number of road casualties under the targets set in the first Mayor’s Transport Strategy (2001). The borough set itself further targets of:

• A 50% reduction in all people killed or seriously injured on the roads. • A 50% reduction in pedestrians killed or seriously injured. • A 60% reduction in children killed or seriously injured. • A 50% reduction in cyclists killed or seriously injured. • A 40% reduction in motorcycle users killed or seriously injured. • A 25% reduction in all people slightly injured on the roads.

Figure 3.5 Lambeth KSI’s based on 1994-1998 average11 Killed and 1994- 2007 2008 Confirmed Target Target % % % % Seriously 1998 data for Number Reduction Reduction Reduction Reduction injured Average 2009 by 2010 Mayor by end by end by end (KSI) (DfT) 2007 2008 2009 Total KSI’s 313 185 164 173 156 50% (40%) 41% 48% 45%

Pedestrians 124 65 53 51 62 50% 48% 57% 59%

Children 45 14 12 21 18 60% (50%) 69% 73% 53%

Cyclists 36 38 26 33 18 50% -1% 28% 8%

Motorcycles 51 46 39 49 31 40% 14% 23% 4%

Slight 1832 944 1023 1112 1648 25% (10%) 49% 44% 39% Casualties *2009 data available autumn 2010

Significant reductions have been achieved in the total number of slight casualties, pedestrian and children KSIs. However, the reduction for motorcyclists was just 4%, well below the London borough target of 40%. The target for cyclists also fell below the target. This trend corresponds with a significant increase in the numbers of people cycling and riding motorbikes in recent years across London and sets us a particular challenge in reducing casualties. Cycling rates are set to increase even further as part of the Mayor’s ‘Cycling Revolution’ through Cycle Superhighways and Cycle Hire Scheme. These areas will shape our priorities for the coming years.

Revised Lambeth targets are to achieve:

• a 33% reduction in the number of people killed in road collisions by 2020, from a 2004-2008 base.

11 Data source –London Road Safety Unit (LRSU)

59 3.2.3.3 MTS Challenge: Improving public transport safety (see 3.2.3.1 Reducing crime, fear of crime and anti-social behaviour)

Summary of delivery actions – Improve the safety and security of all Londoners

11. Work with the Safer Lambeth Partnership to reduce fear of crime and anti- social behaviour in crime hotspots in and around transport hubs 12. Maintain Neighbourhood working to create safe and cohesive places in particularly the Brixton Neighbourhood Working to tackle anti-social behaviour in Brixton town centre and provide increased enforcement activity. As well as the Waterloo Neighbourhood Working pilot area, that will complement existing work by the South Bank Employers Group to improve safety through the enhancement of CCTV and emergency planning. 13. Reduce the number of people killed and seriously injured in road accidents by 33% - target to be confirmed once national target has been set. 14. Deliver education, training and promotion to reduce cyclist and motorcyclist KSI’s.

3.2.4 Improve transport opportunities for all Londoners

3.2.4.1 MTS Challenge: Improving accessibility

Having an accessible public transport system is key to moving people around the borough in a fast and efficient way. In general, Lambeth is well covered by public transport with extensive bus services and good rail and underground links. However residents in the south of the borough face considerably longer journey times in to central London to access jobs through little to no underground network coverage. (see 3.1.12)

Although the borough is well served by public transport, it is important to make sure that people with disabilities, and other accessibility issues such as those travelling with small children, bulky luggage etc can actually access public transport, and have a pleasant experiences whilst travelling.

The council has, and will continue to work closely with TfL to ensure that bus stops in the borough are accessible, by ensuring that buses can be easily accessed from designated bus stops. In terms of other modes of public transport in the borough such as trains and the underground, Lambeth will continue to lobby for more accessible platforms, lifts and other measures which improve the experience of disabled users and those with other accessibility issues.

Accessible Stations - under the Department for Transport (DfT) 'Access for All' programme, funding allocated for provision of an obstacle free, accessible route to and between platforms at priority stations. This generally includes the provision of lifts or ramps, as well as associated works and refurbishment along the defined route.

60

Under this programme, lifts have been installed at Herne Hill, Streatham Common and Streatham Hill Railway stations. Lifts are also proposed at Vauxhall and Waterloo stations. Lift installation at Vauxhall station is due for completion in 2014. Lift installation at Waterloo station is unlikely during the LTP timeframe due to funding constraints.

Transport connectivity: Lambeth were disappointed that funding for projects such as the Cross River Tram, City Tram and South London Tramlink, were not committed in the MTS or TfL’s Business Plan. Without major infrastructure improvements which are of fundamental importance to regeneration and improved social inclusion in Lambeth, sustainable travel planning based solutions, training and education have been identified as possible interventions to meet this challenge.

This investment will lead to an uplift in other parts of London, which is welcomed from the perspective of enhancing London’s status as a World City, but is likely to leave Lambeth proportionately disadvantaged unless there is matching investment in local transport. The consequence of not doing so is likely to be an increasingly polarised city.

3.2.4.2 MTS Challenge: Supporting regeneration and tackling deprivation

The borough’s population is diverse, dense and highly mobile. There are areas of serious deprivation alongside some of great affluence. The most deprived wards in the borough are Vassal and Coldharbour, covering central Brixton, one the 10 most deprived areas in England and Wales. Whilst deprivation in Lambeth is concentrated in these two wards, it is also prevalent in many areas across the Borough.

Levels of public transport accessibility within these wards are good however, TfL surveys have found that a high proportion of people living in deprived areas do not use public transport through fear of crime or antisocial behaviour, or cannot access places they want due to safety or severance issues (Draft MTS). Transport affordability is also likely to be a problem in these areas.

Through our LTP, and in line with the revised MTS, we will need to provide better walking and cycling linkages and facilities borough-wide, reduce community severance, promote community safety and enhance the urban realm. We will also need to work with TfL and London Buses to increase the availability of bus services in these areas and improve access to jobs and services.

61 Summary of delivery actions – Improve transport opportunities for all Londoners

15. Work with TfL and public transport operators to deliver accessible services in and around transport hubs, stations and stops 16. Promote sustainable transport solutions through infrastructure improvements, education, training and publicity.

3.2.5 Reduce transport’s contribution to climate change and improve its resilience

3.2.5.1 MTS Challenge: Reducing CO2 emissions

Climate change is recognised as the biggest threat to the planet and we all need to respond by reducing our impact on the environment. The Council is leading by example at a local level. The Council is reducing its own impact on climate change through the careful management of the properties it manages, the services it provides, and the purchases it makes.

In 2010, Lambeth have launched the BIG Difference campaign, part of the ‘Making a difference’ overarching campaign, which focuses on the corporate priority Respect for the Environment. It encourages and helps local residents, local businesses and other organisations - to reduce their energy costs, to reduce congestion, to adapt to the impacts of climate change, to improve the local environment and to deal with fuel poverty in our communities and increase energy efficiency. The target is to cut our CO2 emissions by 20% by 2012.

Both our LDF Core Strategy and our Sustainable Community Strategy demonstrate the Council’s commitment to both reducing CO2 emissions and sustainable travel (including promoting walking and cycling, public transport use, sustainably-fuelled vehicles, and use of car-clubs and car sharing).

Carbon Dioxide Emissions

The Mayor is seeking to reduce transport-related CO2 emissions by 60% by 2025 (Draft MTS). A total of 1206 kilotonnes of CO2 emissions were emitted in Lambeth in 2008, third lowest of all Central London boroughs. However, CO2 emissions from ground based transport alone (176 kilotonnnes) ranks Lambeth as the third highest in Central London.

Traffic volume

Traffic volumes have continued to decrease in the last 10 years. Overall, traffic volumes are down

62 Table 11 Lambeth Traffic Volumes

960 950 940 935 938 932 929 928 920 924 924 917 915 909 900 890 887 880 877 879 867 mVkm 860

840 840

820

800 Distance in million vehicle kilometres (mVkm) 780 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009

mVkm 909 917 924 932 929 924 950 935 938 928 915 890 877 879 887 867 840 Year

The challenge will be to maintain this rate of reduction in future years, in light of Lambeth’s growing population. Road traffic can be harmful to local air quality and, through this, the health of those living in the borough. Higher levels of road traffic also increase the danger on the road and the risk of collisions and injury, especially to those people not travelling in enclosed vehicles such as cars and vans. The Council wants to promote travel that is easy, safe, healthy and does not harm our local environment or contribute to climate change. (Issues and Options LDF Report)

Mode share

70% of journeys between 2006 and 2009, were made by means other than the car. 29% were made on foot, 16% by rail or underground, and 21% by bus or coach. (LIP1 Performance Report – London Travel Demand Survey). When compared to other central London boroughs, Lambeth has the lowest proportion of journeys made on foot (at 59% in the City of London and 48% in Westminster). This is likely to reflect the extremely high access to jobs and services within a short distance of residences in these boroughs. Figure 6 Mode Share by Lambeth Resident 2006-2009

7%

9% 29% Rail Underground/DLR Bus Taxi/Other Public Transport 21% Car/Motorcycle 3% Cycle Walk

1%

30%

63 3.2.5.2 MTS Challenge: Adapting for climate change

Some degree of climate change is now inevitable. The Council will need to work with the Mayor, TfL and other stakeholders to take the necessary steps to adapt the transport system and improve public safety and resilience to the anticipated impacts of climate change. Steps that will be considered by the Council include the adaption of highway maintenance policies and practices, both to improve drainage capacity and pavement performance.

Summary of delivery actions – Reduce transport’s contribution to climate change and improve its resilience

21. Continue to ensure that this is a key priority within the borough, not only within this LIP but also through our Sustainable Community Strategy and Local Development Framework, while being sensitive to the high quality environment of much of the borough; 22. Promote sustainable transport options such as walking and cycling, electric vehicles, car clubs and car sharing 23. Target initiatives in the vicinity of the Cycle Superhighways scheme, school travel behaviour, and regeneration areas 24. Work with the Mayor, TfL and other stakeholders to take the necessary steps to adapt the transport system and improve public safety and resilience to the anticipated impacts of climate change.

3.2.6 Supporting delivery of the London 2012 Olympic and Paralympic Games and its legacy

3.2.6.1 MTS Challenge: Developing and implementing a viable and sustainable legacy for the 2012 Games

In 2005, the International Olympic Committee announced that the 2012 Olympic and Paralympic Games would take place in London from Friday 27th July to Saturday 9 September in 2012.This was the culmination of a competitive bid, part of which was a requirement to show that the host country was capable of meeting the travel requirements of the Games. It is estimated that on each of the 16 days of the Olympic Games , 500,000 spectators and 55,000 athletes, officials, media and sponsors (Olympic family) will need transport and 160,000 and 16,500 respectively on the 12 days of the Paralympic Games.

It is important that the transport infrastructure is in place to meet the needs of all those visiting the games, and particularly important that the Olympic family can move about on time and in a stress free environment. The experience obtained from previous host cities suggests that part of the travel package should include an ORN, to ensure good accessibility by the road network. The 2006 Olympic Games and Paralympic Games Act permits the Secretary of State to designate a temporary ORN linking Olympic Venues. Substantial work has already been undertaken by the Olympic Delivery Authority (ODA) and Transport for London in identifying a network and what measures would need to be applied to achieve the expected journey times.

64

Figure 7 Olympic Route Network

65 The ORN will have four sub-categories:-

• Core ORN – main roads between the accommodation and the Olympic Park and other major venues and expected to be heavily used by Games traffic; • Venue Specific ORN – routes to minor venues both inside and outside London; • Alternative Routes ORN – identified as a contingency in the case of disruption on the Core or Venue Specific routes; and • Preferred Training Venue ORN – routes to access training venues both before and during the games.

Designated roads will revert back to their previous operation when the games are over. No sections of the Core ORN run through Lambeth, but it is proposed that sections of the Venue Specific ORN and Alternative Routes ORN will run through the Borough. All ORN routes within Lambeth are designated Transport for London Road Network (TLRN), though there may be impacts upon Borough side roads and Lambeth residents, businesses and visitors.

There is a small section within Lambeth of the Venue Specific ORN which will be used to serve Wimbledon minor venue. This section includes A3205 Nine Elms Lane, Parry Street, and parts of A203 South Lambeth Road and A3204 Kennington Lane.

There are a number of sections within Lambeth of the Alternative Route ORN. These sections may be used if there is disruption to the Core ORN or Venue Specific ORN:

• The A202 Harleyford Road, Kennington Oval, Harleyford Street and Camberwell New Road • The A3204 Kennington Lane and Durham Street • The A3036 Albert Embankment, Lambeth Palace Road, Addington Street and A3200 York Road and Stamford street (including the Waterloo and Westminster Bridge crossings) • A3 Clapham High Street, Clapham Road and A203 South Lambeth Road.

The London Borough of Lambeth supports the Olympic Games and realises the need and importance of the ORN and does not object to the proposed routes. Attention has been drawn however to issues that may arise on sections of the proposed ORN within the Borough. These include sections with congestion and high levels of pedestrian activity, sections where changes to the usual operation may be confusing for road users and sections which may be affected by other events being held over the same period.

The majority of the ORN within Lambeth is Alternative Route that may or may not be used. Whilst the Core ORN route is likely to be widely understood by London residents and businesses, the Borough would like to emphasise the importance of awareness surrounding the alternative routes and the provision and cascading of appropriate and timely information to the Borough, residents, businesses and stakeholders should the routes be used to minimise disruption and confusion.

The Borough is fully involved in the development of the detailed measures required to manage traffic on the ORN. Whilst recognising that the routes are only for a short

66 period, the Borough does believe there to be potential issues around the impact on Borough side roads during operation of the ORN and the impact this will have on Borough residents, businesses and visitors.

Particular areas of concern include the available capacity of the road and public transport network, the impact on parking for residents and visitors and loading/unloading activities for businesses as well as the potential impact upon journey times by all modes of transport due to diversion, additional congestion or potential confusion.

The Borough would also like to stress that cyclists and pedestrians should not be disadvantaged by the operation of and any measures implemented on any of the ORN routes. Any measures adopted should not disadvantage users of public transport by restricting access to bus stops and buses or to entrances and exits to underground stations.

Summary of delivery actions – Supporting delivery of the London 2012 Olympic and Paralympic Games and its legacy

25. Work with relevant stakeholders to ensure successful traffic management on the Olympic Route Network. 26. Work with residents and businesses to encourage the use of sustainable transport modes on the Olympic Route Network to reduce congestion/impact. 27. Where sustainable transport modes cannot be used on the Olympic Route Network, we will seek to encourage use of alternative routes to reduce congestion/impact.

67 3.3 Lambeth Transport Objectives

Lambeth’s Transport Plan objectives are summarised in Table 12. They have been informed by the issues identified in Sections 3.1 and 3.2, and were developed and agreed in consultation with the Strategic Leadership Board, Departmental Leadership Team and the Cabinet Member for Environment and Deputy Member for Sustainability and Transport.

Table 12 also shows how our LIP objectives are fully compatible with the Mayor’s goals and challenges for transport in London and also reflect our wider Sustainable Community Strategy objectives for Lambeth and the Delivery Actions that have been identified

These objectives, by their nature, are long term and will be delivered over the course of the next 10-15 years. It should be noted, however, that some of these objectives are ongoing e.g. tackling deprivation, and there are more specific, shorter term, projects which have been identified in the Delivery Plan.

Table 12 Lambeth Transport Plan Objectives MTS Goals Lambeth First/ Corporate priorities Lambeth Delivery Transport Actions Plan Objectives economies e services services e Economic development and Economic development population growth of life Quality Safety and Security Opportunities for all Climate Change A safer Lambeth with strong communities More opportunities for children and young people Better housing and flourishing local Respect for the environment Developing personalised car Serving our customers well 1. Promote 5, sustainable 10, healthy 16 travel behaviour 2. Improve 6, the quality, 7 reliability and efficiency of the road network 3. Improve 4, 5, Air Quality 10, 14 16, 18, 19, 20 4. Reduce 13 the 14 perceived and actual danger on Lambeth’s roads 5. Reduce 4, 5, CO2 10, 14 emissions 16, 18, 19, 20

68 4 Delivery Plan

This chapter sets out our Delivery Plan for the achieving the transport objectives identified in Chapter 3. It is structured as follows:

• Section 4.1 identifies potential funding sources for LTP delivery from 2011/12 to 2013/14. • Section 4.2 summarises our delivery actions for this time period and beyond, and describes how the proposed interventions and measures will deliver LTP objectives. • Section 4.3 sets out our high level Programme of Investment for this time period (extending to 2015/16 with respect to our proposed Major Schemes), based on the delivery actions identified above. This section also describes how our more detailed annual programme will be drawn up in the form of an Annual Spending Submission to Transport for London. • Finally, Section 4.7 outlines our approach to programme risk management.

4.1 Potential Funding Sources

Table 13 overleaf identifies potential funding sources for implementation of our Transport Plan including our three-year LIP funding allocation from TfL, contributions from the Council’s revenue support grant, and funding from other sources including developers (Section 106), local businesses, and specific grants from government (e.g. Department for Children, Schools and Families). Note that these funding levels may vary in total and between individual years of the programme.

Our key source of funding is our LIP allocation from TfL, which amounts to £8.52612 million across three years for LIP-funded schemes.

We have supplemented this with £6 million of the Council’s own funding allocated to maintenance, to enable us to meet our challenging road condition target and to ensure that Lambeth is no longer in the bottom quartile of boroughs for road condition. Funding through Section 106 contributions negotiated in developments is estimated at £5.50 million. This will in future be affected by the decision on the future of the Community Infrastructure Levy and also the introduction of the planning tariff for the Vauxhall/Nine Elms/Battersea Opportunity Area.

12 includes Corridors, Neighbourhoods and Smarter Travel programmes but excludes Maintenance and Major Schemes

69 Table 13 Potential Funding Sources for LTP delivery (£000) Funding Source 2011/12 2012/13 2013/04 Total Integrated Transport LIP Allocation (Needs-based £3,065 £2,940 £2,521 £8,526 formula): • Corridors • Neighbourhoods • Smarter Travel Third Party Sources Developer Contributions £1,500 £2,000 £2,000 £5,500 Match funding from Police, TBC TBC TBC TBC Education Services, and PCT Total £4,565 £4,940 £4,521 £14,026 Maintenance LIP Allocation £400 £375 £425 £1,200 Council Capital / Revenue Funding £2,300 £2,500 £2,500 £7,300 Total £2,700 £2,875 £2,925 £8,500 Major Schemes Jubilee Gardens - LIP Major scheme funding £1,154 £1,154 - Developer Funding £2,500 £600 £3,100 Clapham Gateway - LIP Major scheme funding £1,100 £1,236 £2,336 - Council Funding £75 £75 - Developer Funding £200 £200 - LIP allocation £6013 £500 £500 Norwood Road - LIP allocation £300 £600 £900

4.2 Delivery Actions

This section identifies the different types of measures or interventions we are proposing to use in order to deliver our LTP objectives. The proposed interventions are in line with the proposals outlined in the MTS as summarised in Table 1. They are also based around proposals to manage and enhance the transport system as set out in Chapter 5 of the Mayor’s Transport Strategy 2010. These are:

• Managing and enhancing the transport system • Encouraging more cycling and walking • Improving safety and security • Improving London’s environment • Reducing transport’s contribution to climate change and improving resilience • Managing the demand for travel

13 Carry over from 2010/11

70 We have chosen 5 objectives which are fully compatible with the Mayor’s goals and challenges for transport in London (see 3.3) and also, which reflect our wider Sustainable Community Strategy objectives for Lambeth. These objectives are:

1. Promote sustainable healthy travel behaviour 2. Improve the quality, reliability and efficiency of the road network 3. Improve Air Quality 4. Reduce the perceived and actual danger on Lambeth’s roads 5. Reduce CO2 emissions

The objectives and interventions detailed in this section have been subject to an Equalities Impact Assessment scoping process (Appendix 2) and a strategic environmental assessment. Both of these documents highlighted that no significant negative impacts would arise from the overall objectives or specific interventions. However, recommendations for further equality impact assessments and environmental impact assessments for individual projects should go ahead where deemed necessary.

Please note that Lambeth’s commitment to the Mayor’s High Priority Outputs on cycle parking, cycle superhighways, electric vehicles, better streets, cleaner local authority fleets and street trees are set out in section 4.2.7. In addition, due to the interrelated nature of these outputs and our own 5 objectives there will also be some reference throughout the text setting out the various interventions proposed to meet these outputs.

Lambeth’s Transport Plan’s sets out the Council’s transport policies and objectives from 2011-2031 with the specific interventions identified in the delivery plan being delivered by 2013/14.

4.2.1 Neighbourhood Enhancement Programme (NEP)

Integral to all five objectives is the Council’s plans to move towards a more holistic approach to carrying out schemes and projects. A new Neighbourhood Enhancement Programme approach has been drawn up which would seek to ensure that Lambeth delivers maximum benefit to the local community and achieves better value for money when delivery of local safety schemes, 20mph zones and controlled parking zones are implemented.

The Neighbourhood Enhancement Programme has political support and has been agreed by the Strategic Leadership Board, Departmental Leadership Team and by Cabinet Member Boards within the Council.

The rationale for such development is to ensure that Lambeth delivers maximum benefit to the local community and achieves better value for money as a result. The focus of developing a “Neighbourhood Enhancement Programme” approach is to realise:

• Better value for money • Maximum community benefits

71 • Minimum disruption on road network • Broader transport packages • Integrated transport policies • Better Streets through basic urban design • Cost savings

In general, the delivery of these transport priorities at a local level is currently undertaken through a programme of works covering various facets of transport roughly mirroring the historic structure at TfL. The historic funding system at TfL involved 23 different programmes, each with their own criteria. Bidding and funding allocations were made on a scheme-by-scheme basis and any funding shifts within individual projects involved intricate micromanagement. All of this involved huge resources at both TfL and boroughs, much of which was largely unnecessary. A new system has reduced this to just 5 programmes to encourage a more co-ordinated approach to delivering transport improvements.

As above, the historic funding programme at TfL identified specific work packages aimed at meeting local, regional and national targets. Whilst every effort was made to ensure effective coordination and synergy, these specific work packages were mostly delivered in isolation demonstrating a scatter of improvements throughout the borough. This often led to a duplication of processes and was not considered a cost –effective way of managing community expectations and public funds.

The Council believe the delivery of isolated improvements borough wide does not lend itself to provide demonstrable evidence to the local community that Lambeth has robust policies all aimed at improving the environment and the quality of life. Current communications and engagement with the local community do not demonstrate how Lambeth is integrating various policy tools to deliver Lambeth’s Corporate Priorities, meeting National targets and delivering the MTS objectives.

How would a NEP approach work?

A neighbourhood enhancement approach would seek to change how we approach traditional engineering schemes by complementing any works such as local safety schemes, 20mph zones and controlled parking zones with softer measures such as:

• Cycle parking • Cycle training • Cycle facilities • Pedestrian Accessibility solutions such as dropped kerbs • Car Clubs • Tree planting • De-cluttering • Localised parking restrictions to improve junction safety ( if appropriate) • Disabled parking bays • Road maintenance ( wherever appropriate and practicable)

This would also fit in with the adoption of our new road danger reduction approach (see Objective 4 in section 4.2.5) and we believe that in the absence of the above

72 measures, there is a danger that measures can simply release road space, which is quickly occupied by more traffic. Therefore, every effort must be made to improve the quality of urban life as far as practicable through the various interventions mentioned above.

This approach will also lead to the following cost savings:

• Reducing resource cost (i.e. staff cost, statutory consultation) • Reducing waste (public consultation on packing of schemes rather than numerous consultations on individual schemes) • Reducing bureaucracy (i.e. one legal notice/traffic order to cover a package rather than various notices/traffic orders for numerous individual schemes) • Delivery on the ground (i.e. ease of programming with contractor, minimise road network disruption as construction is confined to one specific area rather than different locations, coherent approach to infrastructure renewal)

A NEP approach would also have Lambeth’s road user hierarchy at the heart of schemes. Whilst the Mayor of London rejects a road user hierarchy in his transport strategy, Lambeth believe it is important if a shift to more sustainable modes of transport is to happen. Our road user hierarchy re-balances priorities for action away from the car and towards pedestrians and cyclists when considering the management of Lambeth’s road network and the impact of new developments.

Where possible Lambeth will seek to reallocate road space in favour of pedestrians, cyclists and public transport. However, Lambeth will need to work closely with all affected stakeholders to ensure that there is reasonable balance between competing modes. Our hierarchy is as follows:

Figure 8 Lambeth’s Road User Hierarchy 1 Walking 2 Cycling 3 Buses 4 Taxi’s and Minicabs 5 Powered two wheelers 6 Freight transport 7 Cars

Proposed programme

As NEP is a new approach, a programme has been put together based on a number of factors. A 3 year programme (2011/12 - 2013/14) which includes historical projects, in particular parking control projects where commitments were made for delivery but funding was not identified during the 2010/11 financial year. Given limited funding it is imperative to develop a detailed priority programme to manage expectations and deliver within current availability of staff resources. To a small degree the 3 year programme is complemented and supported by banked private developer funding through Section 106.

73 The 2011/14 priority programme has been developed to reflect 1) a neighbourhood delivery approach, and 2) a realistic delivery approach. As such the programme aims to deliver integrated physical projects over a two year plan with project development in year ONE and implementation in year TWO, thus a rolling programme of development and implementation will be in effect.

The wards of the borough which will have a focused delivery approach in 2011/12 and 2012/13 will be: Vassal, Oval, Stockwell, Herne Hill, Coldharbour, Ferndale, Larkhall, Clapham Old Town wards. Officers will also be liaising with Transport for London to ensure that the LBL programme of works can be integrated with proposals on the Red Routes within the two year programme should there be opportunities.

The wards which could be prioritised for development of neighbourhood engineering schemes in 2012/13 will be Thurlow, Tulse Hill, Brixton Hill and Clapham Common using the major corridors as common boundaries to contain the above mentioned wards within the area bounded by Coldharbour and the A205. Implementation of these schemes would then be in 2013/14.

The proposed programme for 2011/12 - 2013/14 is as follows:

• Wilcox Rd public realm scheme under construction for completion 2011 • Grass Routes public realm scheme under development and planned for implementation Jan – March 2012 or sooner • Loughborough ( 7 Bridges) Public realm scheme under development 2011/12 and 2012/13 for implementation in 2013/14 • Clapham Gateway under development and planned for implementation 2011/13 • Venn St planned for construction summer 2011 • Traffic study in Vassal part of sect 106 planned to start spring 2011 • Coldharbour Rd / Loughborough Rd pedestrian green man crossings planned for implementation 2011/12 • Poets Corner 20 mph zone planned for implementation 2011/12 • Thorparch Rd sec 106 street refurbishment scheme for development and implementation 2011/13 • South Lambeth Rd / Fentiman Rd planned for implementation by TfL 2011/13 • Herne Hill 20 mph zone planned for implementation in 2011/12 • Herne Hill CPZ planned for implementation in 2011/12

Post 2014, schemes will be decided in line with our delivery plan for the 2014-2017 period and will take into consideration available funding commitments from Transport for London through our Local Implementation Plan funding award.

74 4.2.2 Objective 1 – Promote sustainable healthy travel behaviour

The benefits of increased levels of walking and cycling are well documented, both in terms of reducing the negative effects of car use such as congestion, air pollution, road collisions and community severance. But also by improving the health of those who participate in these modes.

The Mayor is committed to ‘bringing about a cycling revolution’ and increasing levels of walking across London. Encouraging more cycling and walking is also a key priority for Lambeth in terms of promoting sustainable and healthy travel behaviour. Not only is this identified as a key priority within our Sustainable Community Strategy and Local Development Framework, but it also contributes to other LTP objectives relating to air quality and reducing CO2 emissions.

There is a significant level of community support for measures to promote walking and cycling. Previous investment in walking and cycling infrastructure and promotion has proved very successful. Indeed the Council has been both shortlisted and won a number of awards in these areas.

Any policies in relation to measures designed to improve walking and cycling need to be in line with Lambeth’s road danger reduction (RDR) approach. This approach is detailed in Objective 4 however, a summary below is provided. This approach moves away from traditional road safety which tends to focus primarily on equipping vulnerable road users to move around in a dangerous environment, rather, concentrating first of all on reducing the causes of danger.

The principles of RDR are:

• Seek a genuine reduction in danger for all road users by identifying and controlling the principal sources of threat. • Find new measures to define the level of danger on our roads. These would more accurately monitor the use of and threat to benign modes. • Discourage the unnecessary use of motor transport where alternative benign modes of public transport are equally or more viable. • Pursue a transport strategy for environmentally sustainable travel based on developing efficient, integrated public transport systems. This would recognise that current levels of motor traffic should not be increased. • Actively promote cycling and walking, which pose little threat to other road users, by taking positive and co-ordinated action to increase the safety and mobility of these benign modes. • Promote the adoption of this charter as the basis of both national and international transport policy.

By signing the Road Danger Reduction Charter in March 2010, Lambeth pledged its support to the above principles. A detailed explanation of these principles is provided in the Draft Road Danger Reduction Strategy 2011, Section 3.

75 Similarly Lambeth continues to subscribe to a road user hierarchy, (as explained in our NEP approach). This rebalances priorities for action away from the car and towards pedestrians and cyclists:

Figure 4.9 Lambeth’s Road User Hierarchy Priority Road User Group 1 Walking 2 Cycling 3 Buses 4 Taxi’s and Minicabs 5 Powered two wheelers 6 Freight transport 7 Cars

With this in mind we will work with the Mayor and TfL to create a local culture of walking and cycling across the borough. We believe this to be a long term aim and will involve a sustained commitment to promoting sustainable travel behaviour through a combination of measures and campaigns over the next twenty years in order to increase the provision, quality, attractiveness and awareness of options. These include:

Walking infrastructure/ Public Realm – We will continue to invest in improving the environment and public realm to create better spaces for pedestrians. Lambeth’s Draft Walking Plan was consulted on in 2009. This document contains ten targets, 6 of which relate to infrastructure. These will continue to guide our policies in the LTP to make improvements for pedestrians. These are:

• Improving the public realm • Increase public satisfaction with services relating to footway maintenance, street lighting and street cleansing • Aim to take on board the needs of people with disabilities in the design and maintenance of streets. In particular; introduce adequate dropped kerbs and tactile paving across the borough remove redundant street furniture and obstructive bollards and rationalise the amount of street furniture across the borough re-lay crossovers and uneven paving • Aim to reduce insurance claims made against the Council due to the condition of the footway • Seek to improve footway conditions in the borough, based on the collection and analysis of the government standard measurement - Detailed Visual Inspection (DVI). • Improve pedestrian signage on an area-wide basis • Work towards all street lighting having a white light source

In addition the Council will seek where appropriate to reduce vehicular traffic dominance, opening up more public space, the planting of street trees and other measures deemed suitable to make the pedestrian experience more enjoyable.

76 Cycle infrastructure- A completely segregated cycle system is unlikely to be achievable in Lambeth due to space constraints. More achievable is a road network that is redesigned so that cycles and motor vehicles can integrate safely with the emphasis of design shifted away from motor vehicles, combined with soft measures such as marketing, cycle training and road user education (see travel awareness section below).

Therefore we will seek to provide safe and attractive cycle facilities and routes across the borough. In particular our focus will be on:

• Provision of secure bicycle parking facilities both at key locations such as local shopping centres, key employment areas, transport interchanges and residential areas. • Delivering road enhancements and improving the permeability of the road network for cyclists (which will also provide benefits to pedestrians in many cases). • Enhancing the urban realm and tackling concerns about personal safety on the street. • Continue with a policy where the principals of national standard cycle training shapes the design of cycling infrastructure. • Investigate further possibilities for opening up parks and green spaces to allow considerate cycling (where appropriate).

Walking and cycling safety: We understand that safety concerns are a current barrier (both real and perceived) to higher levels of walking and cycling in the borough.

For pedestrians safety concerns include:

• poor quality footways and footpaths (leading to trips/falls) • obstructions (resulting in poor visibility when crossing or trip hazards) • poor quality links and crossings (having to negotiate busy roads to cross) • poor safety (fear of crime) • high levels of traffic

Lambeth’s Draft Walking Plan 2009 sets out a number of policies which will seek to reduce these barriers. These will continue to guide our policies in the LTP to achieve improvements for pedestrians. These are:

• improving footways and footpaths • removing obstructions • improving links and crossings (where possible to provide these on pedestrian desire lines) • improving safety and fear of crime by designing out crime in new schemes and by improving lighting. • Traffic calming measures – where there is an identified casualty hot spot.

77 For cyclists these barriers include:

• Obstructions in the road (parked cars/potholes) • Danger from HGVs (leading to a high level of casualties in London) • Collisions with motor vehicles

We will continue to make the roads safer for cyclists in the following ways:

• Inspect roads for damage to identify what repairs are needed. • repair and re-surface roads and pavements where necessary • promote cycle confidence training to better equip cyclists to deal with urban traffic conditions • continue our ‘see the view from the cab” scheme which seeks to improve cyclists safety around HGV’s (see 4.2.5). • work with the police to tackle issues such as motor vehicles speeding, mobile phone use whilst driving, drink and drug driving etc

Travel Awareness: the work of Lambeth’s sustainable transport team is seen as highly progressive and has gained recognition through awards both regionally and in Europe.

Travel awareness campaigns are seen as fundamental to encourage modal shift towards walking and cycling. A number of examples of Lambeth’s sustainable transport campaigns include: Bicycle Belles, a campaign targeted at increasing numbers of females cycling. Summer Dr Bike programme –which involves a sustained weekly Dr Bike session over a 6 month period located at various parts of the borough. Innovative walking competitions, designed to encourage more people to discover the borough by foot, and our work with the NHS and community groups to encourage more walking and cycling.

Therefore, our policies will be to continue to organise and take part in events and campaigns to promote the benefits of walking and cycling. In particular:

• encourage higher levels of walking and cycling by Council staff • promote cycle confidence training to residents, schools and businesses • promote the benefits of walking to residents and carry out high profile campaigns • promote walking and cycling measures to businesses through the Lambeth Business Travel Network • continue to hold sustained Dr Bike campaigns across the borough • work with stakeholders such as the police and NHS to promote safe cycling, reduction of cycle theft and considerate cycling campaigns i.e. stopping at red lights, pavement cycling • carry out targeted campaigns with various equality groups, such as women and BME groups, to encourage take up of walking and cycling • continue to work with groups such as Wheels for Wellbeing to encourage cycling amongst disability groups • Promote Barclays Cycle Hire and Cycle Superhighway schemes in conjunction with TfL, and assist in the future development of these schemes.

78 • Continue to work with groups such as the Ramblers and Living Streets on the promotion of walking

School Travel Plans: 98% of schools in Lambeth now have a travel plan in place, a significant change from LIP1 when this figure was only 2%. Monitoring across London shows an average 6.5% reduction in the number of car journeys to schools where post-implementation monitoring has taken place.

This has been achieved through a number of measures such as walking and cycling campaign like Walk on Wednesdays, Walk to School Week and bike week events. We also recently launched cycle clubs at a number of after school clubs. This allows children and their families to undertake cycle training, maintenance lessons and led trips to the local velodrome.

During the second LIP period, our priority is to work with Children and Young People Services (CYPS), to encourage schools to ‘buy in’ to a sustainable travel culture. The first stage of this has been to produce a Draft Sustainable Modes of Travel Strategy (SMoTs). The Strategy outlines Lambeth Council’s aims to make walking, cycling and use of public transport a more realistic and attractive option for journeys to, from and between schools and colleges.

The SMoTS aims to:

• Reduce reliance on car journeys to, from and between educational establishments • Improve safety on the journey to school • Improve accessibility to, from and between educational establishments • Improve child health • To improve the quality of the local environment.

In addition, we will continue to review the need of additional cycle parking facilities at schools which have yet to receive cycle infrastructure improvements and implement physical measures to improve journeys to school where a need has been identified through the STP process.

We will work with schools to deliver a package of measures to encourage healthy travel including:

• Promotion of walking to school (through campaigns such as walk to school week) • Promotion of cycling to school (through Bike Week events) • Pedestrian training for year 3 • Cycle training for schools • Roll out cycle clubs at schools

79 4.2.3 Objective 2 ‐ Improve the quality, reliability and efficiency of the road network

Roads are a highly visible community asset and contribute to, not only the local economy, but also have social and environmental impacts. Anyone who travels through the borough of Lambeth by foot, bicycle or motorised forms of vehicles is affected by both its condition and the level of congestion on it. Managing roads effectively can help social inclusion, community safety and regenerate local areas. The failure to invest adequately in maintaining our principal roads can affect the safety and reliability of the network, particularly for cyclists and powered two wheelers.

The management of roads can be split into 3 main areas. These are:

1) Managing the quality 2) Managing the reliability 3) Managing the efficiency

1) Managing the quality of the road network.

Condition of principal roads

We recognise that our roads are public spaces shared by all those who live, work, shop and pass through the borough and ensuring the quality of them is of vital importance. As highlighted in section 3.2.1.3 an exceptionally harsh winter in 2009/10 has affected roads, which has had an impact on the delivery programme and funding constraints remain an issue to delivering further significant improvements. It is important that the Council makes sufficient plans for winter maintenance particularly in view of the potential affects of climate change and changing weather patterns. Although the last few years have witnessed harsh winters the Highway’s Agency have put together a report ‘Effect of Predicted Climate Change on Winter Service Operations’. The ‘headline messages’ for changes in UK climate most pertinent to Winter Service operations are:

• Winters will become milder and wetter • There will be a significant reduction in the number of very cold days • There will be a substantial decline in snowfall across the country • ‘Intense’ precipitation events will likely increase in frequency and magnitude • Changes will vary regionally

The report demonstrates that there is likely to be a significant reduction in winter service activities on the network over the medium to long term. Over the shorter term although a possible temporary increase in marginal conditions may occur this will likely be offset by substantial decreases in the occurrence of snow and ice events generally. If these predictions are correct, it is hoped that the stress placed on our roads in Lambeth will be substantially reduced in the next 10-15 years.

80 Nevertheless, currently Lambeth is in the bottom quartile for principal road condition in comparison to other London boroughs. We are committed to ensuring that we move out of this quartile by 2013/14, and reduce the percentage of road length in need of repair to 15% by 2013.

We have prioritised investment using a simple numerical assessment system based on impacts on traffic, safety and asset condition data, in accordance with the priorities set out in our Highways Asset Management Plan (HAMP).

The Council will:

• Inspect all borough roads once every thirteen weeks. In addition, "town centre" roads are inspected monthly. • After an engineer has inspected a dangerous defect and made an assessment of it, we will respond by either carrying out a repair or by guarding and signing the defect until a repair can be made. Our response times are as follows: within two hours if the engineer considers it to be an emergency, for example, if a manhole cover is missing within 24 hours if the engineer considers the problem to be urgent, for example, a lamp post that is leaning over, but is not in danger of collapse within three days if the engineer considers the problem to be a priority, for example, a deep pothole. • Any damage that does not fall in to the above categories is responded to within 28 working days. • If you report a dangerous defect to the Council we will give you a timescale for our response. • keep Lambeth moving by gritting key transport routes and links • minimise delays, accidents and damage resulting from snow and ice. • Prioritise maintenance in locations where walking, cycling and public realm improvements have also been identified

2) Managing the reliability of the road network:

Key to managing the reliability of the road network is reducing unnecessary travel and journeys, in particular those carried out by motorised forms of transport which are the main causes of congestion and parking stress. Whilst reducing the need to travel is dealt with in more detail in 3) Managing the efficiency of the road network, traffic reduction will help ensure the reliability of the network can be realised.

However, for those journeys that need to take place, ensuring reliable journey times is important to maintain optimum performance. The Council will need to work in partnership with a number of stakeholders to prevent delays and minimise disruption.

Prioritising the bus network

Whilst the Council is not directly responsible for bus services, it can protect against congestion on the bus routes by ensuring that an effective enforcement regime is in place. As a large percentage of Lambeth’s residents are reliant on public transport

81 the Council is committed to ensuring that journeys on public transport are improved, particularly in relation to reliable journey times.

The Council will:

• Undertake regular liaison with TfL to improve public transport services in the borough • Ensure effective enforcement of parking and loading provisions along bus routes • Gritting bus routes during periods of cold weather – with a target response time of 1 hour for priority routes, with pre-treatment carried out the night before the onset of icy conditions within 4 hours • Continue to work with partners through the Central Sub Regional partnership on influencing positive changes to maximise service provision

Freight

Servicing and deliveries in the Borough are largely made by lorries using the local road network. The efficient and reliable handling and distribution of freight and the provision of servicing is vital in supporting Lambeth’s economy. However, the negative aspects of heavy lorries are recognised and efforts are made to minimise the problems associated with such vehicles. These problems include traffic disruption and congestion caused by loading and unloading, environmental impact and potential hazards to pedestrians and other road users.

Whilst a large number of deliveries in Lambeth necessitate the use of larger vehicles, Lambeth is also home to a high number of small businesses. This means there is scope for more sustainable deliveries. The Lambeth Business Travel Network has previously provided grants for businesses to purchase cycle hods which allow small deliveries to be carried out by bicycle. Building on the success of such schemes the Council is keen to encourage more sustainable deliveries across the borough.

The Council will:

• Encourage use of more sustainable modes of transport for transporting goods within the Council i.e. bicycle couriers. • Work with businesses through the Lambeth Business Travel Network to encourage sustainable modes of transport for deliveries. • Encourage businesses to sign up to the Freight Operator Recognition Scheme which acts as a quality and performance benchmark for the freight industry • Continue to ensure adequate off street loading and unloading facilities • Discourage on-street loading and unloading except at times when it does not interfere with other traffic, local activity, road safety or movement of essential traffic. • Ensuring appropriate lorry loading/unloading facilities within any highway scheme. • Continue to work with partners through the Central Sub Regional partnership on influencing positive changes to maximise freight deliveries

82

Parking controls

Whilst often unpopular, parking controls are designed to help improve safety accessibility and keeping traffic moving. As Lambeth is one of the most densely populated inner London borough, parking controls are essential to ensure traffic flow is maintained and the limited road space is used effectively to meet the needs of our residents, businesses and other road users.

The Council has the power to enforce the following:

• yellow lines • double parking • resident/pay and display/disabled/loading/doctors bays • pavement and drop kerb parking • bus stops and lanes • school entrance markings • pedestrian crossings • zigzag markings • moving traffic offences • overnight lorry parking • taxi ranks.

The Council will:

• ensure obstructions such as vehicles blocking entrances, Vehicles parked on or near pedestrian crossings are enforced • manage congestion - parking on bus lanes and double yellow lines

Road works

Road works can cause inconvenience to those using the road network by causing delays. And in some cases can cause risks for users such as pedestrians and cyclists. Lambeth have recently signed up to a London wide permit scheme which aims to ensure that streetworks are undertaken as quickly as possible and at the same time as other necessary works at the location wherever practical. This is to ensure that utility companies who dig up Lambeth roads cause as little disruption as possible.

Under the permit scheme, companies will apply for a permit to dig up the road and the relevant highway authority will have the power to impose a variety of conditions. This will allow Lambeth to ensure that sites are safe, in particular for pedestrians and cyclists and that works are completed without undue delay. Whilst Lambeth have signed up to the permit scheme, this has not yet come into force as is awaiting final approval from the Department for Transport and the Secretary of State for Transport.

The Council will:

• work closely with utility companies to minimise disruption

83 • ensure the provision of safety for pedestrians and cyclists whilst road works are on site

3) Managing the efficiency of the road network:

Ensuring Lambeth’s roads are used in the most efficient way is key to achieving a number of the objectives set out in this plan. For instance reducing the number of trips carried out by motorised vehicles, in particular those between 1-10km which could easily be switched to sustainable modes of transport such as walking or cycling which can help improve the efficiency of the road network by freeing up space and reducing congestion. Objectives 1, 3 and 5 include a number of interventions that seek to reduce car use and would refer the reader to these sections.

In addition to this, the Council can ensure the efficiency of the road network through careful management of parking. In many areas parking space is at a premium in Lambeth and the number of motorists wishing to park is far greater than the number that can be safely accommodated on the street. In other areas the demand is not so great but there remains a need to ensure that arrangements are in place to cope for changing needs and particular local circumstances.

The Council therefore has to make complex and difficult decisions about how much space is allocated to the competing types of user and changes that are made for that space. To make those decisions in a consistent manner, the Council considers and balances a number of parking objectives.

These are:

• To prioritise the parking needs of local residents, people with disabilities, suppliers of goods and services, businesses and their customers; • To ensure the safe and efficient flow of traffic particularly with regard to vulnerable and priority road users; • To reduce car commuting into the Borough where alternative transport opportunities exist; • To reduce the environmental and visual impact of traffic and parking; • To ensure that parking regulations are firmly and fairly enforced.

This is carried out using four main mechanisms:

• The allocation of on-street parking space, when introducing or reviewing controlled areas, in line with its parking hierarchy • The setting of fees and charges • Parking standards for off-street parking • Enforcement of parking regulations

Accordingly the use of parking controls can play a role in ensuring the efficiency of the road network. The Council will continue to ensure that parking is carefully managed through the following ways:

84 • Review Controlled Parking Zones (through our new Neighbourhood Enhancement Programme approach (NEP)) to ensure they are fair, simple and meet the needs of all road users • Continue to use a system of parking charges based on vehicle emissions • Ensure that parking enforcement is fair and proportionate • Further analysis of motorcycle parking

4.2.4 Objective 3:‐ Improve Air Quality

Whilst transport is not the only sector responsible for contributing to poor air quality, road transport is the dominant source of oxides of Nitrogen (NOx) in Lambeth. This is reflected in the general distribution of NO2 , with the greatest annual mean concentrations being measured near roads and in central London locations,. Lambeth in particular has very high levels of poor air quality and as a result the whole borough was declared an Air Quality Management Area in 2007 to try and tackle this.

Lambeth collates an annual air quality report which carries out a detailed air pollution study of the whole borough. This review and assessment of air quality in Lambeth looked at the pollution monitoring results, for seven key pollutants, from a large number of sites across the borough and the whole of London. This information together with data on traffic levels and weather conditions was used to predict future air pollution levels in the borough.

The results showed that, despite improvements in air quality in Lambeth over the next 4 to 5 years, two pollutants, nitrogen dioxide and fine particulates, are likely to fail government targets See 3.1.8 and our Air Quality Report 2009 for more details this report lists a number of initiatives that the Council is undertaking to improve air quality in the borough.

In terms of transport’s contribution to poor air quality, there are two main ways in which to help tackle poor air quality. These are:

1. Reduce the need to travel and/or travel sustainably, either by reducing unnecessary journeys in the first place, or by switching journeys to walking or cycling, public transport or car clubs. 2. Using cleaner and more efficient fuels for motorised forms of transport

In relation to (1) above, section 4.2.2 details our policies in relation to switching trips to walking and cycling plus reducing the need to travel in the first place. However, a shift towards public transport and car clubs also has a large role to play.

Public Transport: the borough generally has high levels of public transport accessibility (see section 3.2.1.2) and this is a vital mode of transport for which many Lambeth residents and visitors to the borough rely on to get around. However, recent research14 suggests that the fear of crime on public transport is a real issue which prevents more users switching to this mode, particularly in the evenings. Despite

14 The Mayor’s Draft Community Safety Strategy 2010

85 these concerns, statistics show that levels of crime have consistently fallen on public transport since 2005/6. However, it is clear that more work is needed to both promote public transport as a safe and sustainable mode.

Access to public transport for people with disabilities and accessibility issues such as travelling with small children and bulky luggage continues to be a barrier to using this mode. The Council works closely with public transport operators and TfL on these issues and will continue to lobby for improvements to meet the needs of those with disabilities and access issues. However, we recognise that each disability group has different needs and one approach does not fit all. Therefore we will continue to work with the various disability groups to ensure that these problems are overcome where feasible.

The Council will:

• continue to promote the use of public transport as sustainable mode of transport through its travel awareness programme • encourage Lambeth staff to use public transport as a mode of transport to and from work and during working hours for site visits/meetings where feasible. • work with the police and community safety sections to improve the safety of public transport, interchanges and hubs. • Promote the Safer Travel At Night (STAN) campaign – against using unlicensed mini cabs. • continue to lobby TfL and rail operators for improvements to services and public transport infrastructure to help facilitate a shift from single occupancy car use to modes such as rail, tube and bus. (see section 3.2.1.1) • work with disability groups to improve accessibility to and on public transport • continue to make bus stops accessible for users

Car Clubs – Lambeth’s car club network has expanded at a phenomenal rate in recent years as a result of funding from both Transport for London and section 106 contributions. From only 1 car club bay in 1997, there are now more than 70 on- street bays across the borough with demand for even more. Car clubs offer a cheap, convenient alternative to car ownership and discourage unnecessary car journeys. Research suggests that the implementation of one car club can replace up to 20 vehicles in private ownership thereby creating space for movement on the road network. This also has beneficial impacts by reducing poor air quality. The Council will:

• aspire to provide a car club bay within 400m of each other • continue to promote the use of car clubs through their travel awareness programme • provide a multi-operator system • work with operators, developers and local residents/councillors to facilitate further car club bays in the borough • continue to promote the current permit exchange scheme, which allows residents to exchange their resident parking permit for car club membership and free drive time.

86

2) Using cleaner and more efficient fuels for motorised forms of transport

The Mayor of London has a legal obligation to improve air quality in London under European law. The Mayor seeks to achieve this through a mixture of behavioural changes and by reducing emissions from public transport and the public sector fleet. Major initiatives such as the Low Emission Zone are also designed to improve air quality in the capital. The Mayor is especially keen for Londoners to embrace electric vehicles and sets this out clearly both in the MTS and his Electric Vehicle Delivery Plan 2009. Also of importance and indeed one of the Mayor’s high priority outputs is ensuring that that Council’s should lead by example by operating clean and efficient fleets. Our response to this priority can be read in section 4.2.7.

Electric Charging Points

The Council acknowledge that encouraging electric vehicles will play an important part in reducing poor air quality. However, there are also a number of limitations, for instance, they do not help reduce traffic congestion, or parking stress and can still contribute to road danger. However, where motorised vehicle trips cannot be substituted by sustainable modes they do offer benefits. In May 2010 three electric vehicle charging points were installed in the borough, with one point in Brixton and a further two in Waterloo. Consultation undertaken for our Sustainable Community Strategy and Local Development Framework identified strong support for promoting efficient energy use. We are supportive of the Mayor’s proposal to increase provision of electric vehicle charging points across Lambeth. The Council will:

• promote the use of electric vehicles to our residents and businesses through our travel awareness programme • carry out research on the most effective ways to facilitate residents charging electric vehicles • work with TfL, developers and other partners to allow residents and businesses access to suitable charging locations • develop a robust electric vehicle charging policy for Lambeth by 2011.

Emissions based parking permits – In 2007 the Council adopted an “emissions based” policy on residential parking permits that charges the owners of less fuel efficient vehicles more, and owners of environmentally friendly vehicles less. The aim of the scheme is to encourage residents to purchase more fuel efficient vehicles. The money raised by parking permits will continue to be pumped into schemes that make the borough’s roads safer, such as traffic calming safety schemes, as well as Freedom Passes for elderly and disabled residents. The Council will:

• continue to implement a policy of emissions based residential parking permits

4.2.5 Objective 4 ‐ Reduce the real and perceived danger on the road

The Council recently adopted a road danger reduction approach to making the roads safer. As outlined briefly in Objective 1 above, this approach moves away from traditional road safety which tends to focus primarily on equipping vulnerable road

87 users to move around in a dangerous environment, rather than concentrating first of all on reducing the causes of danger.

To clarify, a traditional road safety view is that the road is an inherently dangerous place where drivers are likely to make mistakes - focus is placed on reducing the likelihood of drivers making these mistakes; this might be through:

• engineering measures, (i.e. greater segregation between different types of road user by means of cycle lanes or guardrails, use of signage etc); • improving safety equipment and technology within vehicles to protect the driver and passengers in the event of a collision (i.e. ABS, side airbags); • equipping the vulnerable road-user i.e. the pedestrian or cyclist (those outside cars) to cope with a hostile environment through training or encouraging the use of safety equipment (e.g. helmets and high visibility clothing); • safety is measured by looking at whether casualty figures (i.e. how many people have been injured or killed) have reduced and by how much.

A Road Danger Reduction approach identifies the principal source of danger on the roads: the speed and mass of motorised vehicles and attempts to:

• Seek a genuine reduction in danger for all road users by identifying and controlling the principal sources of threat. • Find new measures to define the level of danger on our roads. These would more accurately monitor the use of and threat to benign modes. • Discourage the unnecessary use of motor transport where alternative benign modes of public transport are equally or more viable. • Pursue a transport strategy for environmentally sustainable travel based on developing efficient, integrated public transport systems. This would recognise that current levels of motor traffic should not be increased. • Actively promote cycling and walking, which pose little threat to other road users, by taking positive and co-ordinated action to increase the safety and mobility of these benign modes.

Whilst casualty reduction figures suggest that the roads are becoming safer, there is a perception from vulnerable road users that the road environment is becoming more dangerous. The RDR approach seeks to explore other means of measuring the danger on the roads, recognising that a reduction in casualty statistics can hide the fact that more vulnerable road users (e.g. pedestrians, especially the elderly and young children, and cyclists) are withdrawing from the environment because they consider it to be too dangerous, or are having to adapt their behaviour and take much greater precautions to ensure their safety.

Emphasis will be placed on ensuring that the drivers and riders of motorised vehicles are aware of the danger they can pose to pedestrians and cyclists, and will encourage them to change their behaviour, rather than concentrating most of the resources on educating the vulnerable road users to modify theirs to accommodate the risks. Our programme of implementing 20mph schemes and local safety schemes will continue to reduce the danger on the road. (See section 4.2.1 on plans for a Better Neighbourhoods approach).

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20mph Limits: There has been much debate recently on the benefits of issuing borough wide 20mph limits as a means to reducing casualties. Islington Council has recently introduced such a limit on all residential streets in their borough, and this is something which Lambeth will be monitoring with interest for possible replication in our borough.

However, currently the position in Lambeth, is that there is an aspiration to have all residential roads as part of a borough wide 20 mph zone. This would be achieved by the Council intervening physically to ensure that drivers reduce speeds to 20 mph, such intervention includes traffic calming i.e horizontal and vertical deflection, tree planting, chicane type parking act anything which could reduce drivers' speed to 20 mph. Although in using these types of measures there is a balance between meeting the needs of the emergency services and achieving our objectives.

In relation to introducing a 20mph speed limit within the borough, this is something that has been considered but currently rejected due to problems of enforcement. Currently the Metropolitan Police have no resources to police speed limits and as such they prefer self enforcing areas where speed limit changes are proposed. There have been suggestions to have the speed limit changed to 20 mph without any measure of enforcement; the difficulty is ensuring that drivers obey the changed speed limit.

However, of importance to note is that the new directive from the current Mayor is a departure from vertical traffic calming i.e. no more road humps or reduction in humps. As such TfL are investigating how changes to the speed limit to 20 mph could be introduced and enforced without the need to have physical humps in place. They have identified the use of speed / distance cameras as a measure by which speed limits could be enforced, however, there is a cost implication on the use of these cameras because they are expensive and they would not necessarily offer value for money in comparison to our conventional intervention.

Therefore Lambeth will continue to implement 20 mph zones in line with the proposed 'Better Neighbourhoods' approach outlined in section 4.2.1, and await further developments from TfL, and Islington's experience before considering pursuing a 20mph speed limit across the whole of the borough.

Road safety engineering – In the past we have used a data-led approach to prioritise and inform all casualty reduction investment, e.g. by targeting investment in areas where there is an identified casualty problem. For example, accident remedial schemes (or local safety schemes) will be prioritised according to the number of weighted casualties, giving greatest priority to those killed and seriously injured.

Using a road danger reduction approach to road safety engineering, the Council will:

• Continue to apply suitable engineering schemes to reduce casualties. However we will carry out more detailed analysis of collision data which will bring out differences between borough and TfL roads, types of road users involved by modal type, sex, age and ethnicity, clusters of collisions in specific geographical areas, issues of deprivation etc. This will help to inform Road

89 Danger Reduction interventions in a much more targeted and effective way. The Child Road Safety Audit will feed into the development of the Road Danger Reduction programme by highlighting in detail collision trends involving child casualties under 16 on a ward by ward basis.

• Monitor the location of accidents involving cyclists and pedestrians (separately), and review the evidence to determine the need for site-specific engineering solutions.

• Where possible, sites with identifiable but less urgent safety needs will be addressed in combination with other works programmes (e.g. through the use of the S106 planning process or highways maintenance).

• We will seek to integrate road safety solutions with wider walking and cycling, environmental, and public realm improvements through a neighbourhood- based approach (see section 4.2.1 above) to deliver outcomes across a range of objectives and ensure we maximise the benefits from our investment.

• Carry out surveys on perceptions of the safety of the roads. With analysis of these surveys to be dealt with through the most appropriate measure where feasible.

• Continue to assess the feasibility of Lambeth having a borough wide 20 mph speed limit.

• Measure increases or decreases in the numbers of people walking or cycling on a regular basis

• Monitor increases or decreases in the speed and volume of motorised vehicles.

Education, Training and Publicity – Integral to the road danger reduction approach is the promotion of ‘safe’ modes such as walking and cycling. Please see Objective 1 for our policies on promoting these modes. The Council will also continue to promote education campaigns to improve safety for all road users. The Council has been recognised for its innovative work in its HGV/Cyclist campaign which is a prime example of a road danger reduction approach to tackling the worrying trend of HGV/Cyclists collisions. This approach deals with both sides of the issue: firstly, the education of cyclists – warning them of the dangers of large vehicles’ blind spots when cycling near them; secondly, encouraging HGV drivers to take greater care when passing cyclists and provide them with cycle awareness training (including practical cycle training), to enable them to experience the situation from a cyclist’s perspective. The Council will continue to use innovative campaigns to reduce casualties and promote the benefits of sustainable modes of transport. Following on from a number of successful projects in recent years, the Council will:

Continue to organise campaigns highlighting occupational road risk: Working within the council to ensure that best practise is being promoted among Lambeth staff driving, or riding motorbikes or bicycles for work.

90 • Powered 2 Wheeler Riders: Promoting safe behaviour among motorbike riders including promoting further training, the use of safety clothing and sharing the road safely with other road-users.

• Cyclists and HGV drivers: Continuing to raise the awareness of HGV drivers to the dangers they pose to cyclists by promoting cycle training for drivers and raising the awareness of cyclists through signage and events, starting with the council’s contractors, bus companies and fleet drivers.

• Targeted community road safety projects: We will work with groups identified as vulnerable road users based on road accident data. We will be working to deliver the Somali Community Engagement project to address higher rates of fatalities and injuries than other ethnic groups in Lambeth.

• Work with the police to tackle issues such as motor vehicles speeding, mobile phone use whilst driving, drink and drug driving etc

• Work with stakeholders such as the police to promote safe cycling, reduction of cycle theft and considerate cycling campaigns i.e. stopping at red lights, pavement cycling.

• We will continue to ensure that investment is prioritised on schools with an active school travel plan, which will ensure real changes in travel behaviour are realised.

Continue to work with schools on the following campaigns *: • Child pedestrian training for year 3 • Cycle Training • Theatre in Education • Road Safety days • Junior Road Safety Officers Scheme • Promoting Road Safety Lesson plans and resources • School Crossing Patrol service

*priority will be given to schools with completed school travel plan reviews, and those in wards prioritised for neighbourhood-based safety schemes;

4.2.6 Objective 5 – Reduce CO2 emissions

Reducing climate change is an important priority for the Council. In a similar vein to air quality; whilst transport is not the only sector to contribute to increasing CO2 emissions, motorised forms of transport do impact highly. As detailed in section 2.4 all major Lambeth policy documents contain references to work with our partners to reduce C02 emissions. In particular the reference to reducing CO2 emissions through our stretch target 198- Per Capita CO2 emissions in the local authority.

The Council is keen to lead by example and encourage our partners in Lambeth First to work with us to tackle climate change. We believe the best way in which to achieve this are by encourage sustainable modes of transport – in particular walking

91 and cycling which are carbon efficient modes of transport. Please refer to Objective 1 for policies on these modes. We also believe that measures designed to improve air quality will also have a beneficial impact on reducing the impact of climate change. Please refer to Objective 3 for policies in relation to air quality.

In addition we believe the following policies will also have an impact on reducing climate change.

Low Carbon Zone: Brixton was selected as one of ten Low Carbon Zones (LCZ) across London in 2009. This is an initiative set up by the Mayor of London and aims to help communities reduce carbon dioxide emissions by 20.12% in time for the 2012 Olympics. The LCZ covers a number of different areas such as energy efficiency, reducing waste and also promoting carbon efficient forms of transport. To encourage more walking and cycling in the zone, the council will:

• Deliver a ‘re-cycle a cycle’ project for residents. This project will make use of abandoned bicycles donated by the police. Bikes will then be fixed up and distributed to those living in the zone. • Attend a number of awareness raising events in the zone, these events will include Dr Bike and information sessions on sustainable modes of transport • Produce local maps with relevant transport information on public transport links, walking distances to key locations etc. • Install (where feasible) residential cycle parking in the zone • Work with businesses in the zone to develop travel plans

Lambeth Business Travel Network (LBTN): The LBTN was launched in 2007 to provide business with various levels of support on transport issues. Approximately 120 local businesses are members of the network. The network provides business with: • Access to free resources and support including expert transport and travel advice. • Assistance with applying for funds and grants such as the provision of free cycle stands. • Potential efficiency savings arising from the introduction of specific solutions. For example, staff that walk or cycle to work have less sick days). • A forum for like-minded businesses to discuss transport problems and solutions. • A means of communicating travel and transport related concerns to the council, Transport for London and other stakeholders. • Quarterly themed network meetings to attend, previous events have focused on business car clubs, business offerings connected to the Cycle Superhighway and Business Travel Plans. • Expand our offer of cycle awareness training to business drivers in Lambeth

As businesses become more aware of the actual and associated costs of business travel, the LBTN has become more popular and relevant to the needs of businesses. The Council will:

92 • Continue to host the LBTN, encouraging more local businesses to join the network • Continue to assist businesses in promoting sustainable transport at their workplace and innovative solutions to cut transport costs • Help businesses in finding suitable grants to assist with the implementation of sustainable modes of transport.

Lambeth’s Workplace Travel Plan (WTP): The Council is keen to continue to lead by example and has a robust Workplace Travel Plan in place designed to look at the impact our transport patterns have on climate change. Our WTP won a ‘Special Jury Prize for Mobility Management in Public Organisations’ at the International Transport Forum/ECOMM awards in 2008 for our comprehensive campaigns and initiatives to help reduce climate change through transport measures. The WTP includes measures such as:

• Campaigns to promote walking and cycling • Pool bikes for staff use to encourage site visits/meetings by bike • Fuel efficient fleet vehicles • Free cycle and motorbike training • Cycle awareness training for essential car users

Recent staff travel surveys have seen a further reduction in staff travelling to and from work by single occupancy car use, however there is still much scope for further reductions. Similarly, there is much more to be done to reduce operational journeys by car. The Council will:

• Continue to promote the WTP to all staff • Look into further ways to reduce car use for operational purposes • Undertake a review of essential car users, with a view to reduce those needing personal vehicles for work purposes

Partnership working (Lambeth First): In addition to working with businesses (as outlined above under LBTN). We also work very closely with our partners such as the NHS to promote sustainable transport use. The sustainable transport team have been working closely with NHS Lambeth Steering group to develop their travel plan. In addition the team have collaborated on a number of sustainable transport awareness days at St Thomas and Guys, Gracefield Gardens customer centre ( a joint PCT/Council operation), Lower Marsh PCT and Kings College Hospital. The Council will:

• Continue to work closely with our NHS/PCT partners in promoting sustainable modes of transport • Investigate the feasibility of joint initiatives to reduce the impact of transport related operations, which will in turn reduce CO2 emissions.

Eco Driving – where it is not possible to switch to more fuel efficient vehicles, there are still options for improving efficiency through smarter driving techniques. A number of organisations promote fuel saving tips which include measures such as:

93 • anticipate road conditions and drive smoothly, avoiding sharp acceleration and heavy braking. This saves fuel and reduces accident rates. • Use air conditioning sparingly as it significantly increases fuel consumption. • Drive away immediately when starting from cold - idling to heat the engine wastes fuel and causes rapid engine wear. • Remove roof rack when not in use – they increase drag significantly. • Plan your journeys - to avoid congestion, roadworks and getting lost. • Check your tyre pressure regularly – underinflated tyres are dangerous and can increase fuel consumption by up to 3%.

We believe that these simple but effective measures can help contribute towards reducing climate change, as well as reducing road danger by encouraging smoother and more controlled driving and will:

• Promote eco driving tips through our travel awareness programme, including Council staff who use vehicles for work purposes. • Link tips on eco-driving to the additional benefit of reducing road danger

4.2.7 Delivery of Mayor’s High Priority Outputs

The Mayor has set out six high priority outputs that Lambeth and other boroughs are required to work towards. These are as follows:

Output Area Mayor’s High Level Output Council Response Requirement Cycle Parking 66,000 new cycle parking Cycle parking required in new developments spaces across London by according to minimum standards (via Core Strategy 2012. and LDF policies S4, S10). Boroughs to help deliver through planning process LIP Delivery Plan includes cycle parking and via LIP Delivery Plans. programme including on-street and residential locations. Boroughs to report on the number and type of cycle Target (see table 20) is to deliver: parking facilities planned and provided. 2011/12 - 200 spaces 2012/13 - 200 spaces 2013/14 - 200 spaces

A variety of parking solutions are being provided through the residential cycle parking programme on housing estates, such as cages and shelters. The type of parking provided is dependent on the location and requirements of local residents and other residential applications are being explored.

A variety of parking types are provided on-street, including:

• Sheffield stands (variations of the standard type) • Cycle hoops

94 • Bollard Conversions • Plant locks

All stands used by the Council enable both wheels and frame to be locked to the cycle stand.

Information will be reported in annual LIP reporting each July. Cycle Create 12 radial Cycle Council has supported the implementation of Route Superhighways Superhighways. Boroughs to 7. This support has been in the form of promotion support development and provision of cycle parking along the route, cycle including through measures training and travel awareness promotions to in LIP Delivery Plans. residents and businesses within a 1.5 mile radius of Route 7.

Route 5 which will run from Lewisham to Victoria (due for completion Summer 2013) will also pass through Lambeth and the Council will commits to supporting this through similar travel awareness promotions funding permitted.

Electric Vehicle 25,000 electric vehicle Lambeth have installed three on-street charging Charging charging points by 2015. points as part of a pilot project. The usage of the Points Boroughs to support through charging points will be reviewed in June 2011, after planning process, travel plan 12 months of operation. Depending on the results, activity and other suitable further points will be rolled out across the borough. approaches. In addition the borough policies and standards for Boroughs to report on the car parking, cycle parking car clubs and electric number of charging points vehicles ensure new developments minimise the provided. impacts of travel on the environment (S4 S10). Better Streets Mayor is promoting the The Council’s Neighbourhood Enhancement Better Streets agenda. Programme seeks to improve the quality of local Boroughs to contribute by streets and neighbourhoods. proposals in LIP Delivery Plans. Boroughs to report on A substantial proportion of the LIP delivery the amount of guardrail programme has been allocated to delivering the removed from streets. Better Streets agenda. Cleaner Local Boroughs to report on the Lambeth’s fleet manager has been working hard on Authority number of vehicles in fleet replacing our existing fleet to ensure we meet the Fleets meeting Euro standards and relevant Euro standards. This has involved testing the number of electric over 20 demonstration vehicles in late 2009. As a vehicles. result of this the Council ordered approx 100 new vehicles on a framework lease arrangement in 2010. The bulk of the fleet will be Fiat, with a number of commercial vehicles on the market which have the lowest CO2 to date 119 (currently exempt from the London congestion charging), and they also return in excess of 65mpg.

Also included are a new Ford Econecti model with a CO2 of 90 kg, one of the lowest and cleanest cars on the market, and the introduction of mpv/combi vehicles into the housing repair team and some front line service teams. This reduces both vehicle numbers and congestion, as 4/5 staff can now be carried in one vehicle, with large enough space for maintenance equipment as well.

The Council also have a Toyota Prius car on the

95 fleet, the first electric hybrid to be built en masse. All our new cars, including the Mayor’s Mercedes will also have diesel particulate filters, which will help to reduce noise and exhaust emissions.

This new fleet will help us to reduce carbon emissions and reduce our fuel bill by 50%. The Council will continue to explore opportunities to ‘green’ our fleet further and will provide detailed information on vehicles in line with our targets.

Information will be reported in annual LIP reporting each July. Street Trees Provide street trees. The Council are supportive to the Mayor’s aims to Boroughs to report on increase the number of street trees Lambeth has a numbers of trees planted, policy to plant trees as part of many public realm, replaced and felled. walking and cycling schemes. This approach is also included in the Council’s Neighbourhood Enhancement Programme.

The Council has a policy to replant trees where any have to be removed for whatever reason i.e. cycle hire docking station, footway renewal.

96 4.3 Programme of Investment

4.3.1 Overview

Tables 14 to 16 set out our high level programme of investment for the period 2011/12 to 2013/14. The programme reflects the delivery actions identified in Section 3.2, and is focused on achieving our LTP objectives (and therefore the Mayor’s goals for transport) in a cost effective manner. The programme represents the borough’s business plan for implementing the changes expressed through the LTP.

We have structured our programme around packages of complementary measures or holistic interventions, in order to maximise the benefits of our investment.

Tables 14 to 16 illustrate the LIP objectives and MTS goals which each category of investment will contribute towards.

Note, the programmes set out here are provisional only. Detailed spend will be confirmed in an Annual Spending Submission to TfL. Boroughs have the flexibility to change or update their annual programmes in response to delays and cost over- runs, stakeholder feedback, new evidence of the impact of previous similar interventions, changes in priority, etc.

Investment in actual work on the design and implementation of individual schemes will also be confirmed as part of the annual budget setting process. However our programme management approach is based on the three full years of this LIP, recognising that it is not always feasible or efficient to fund, design and deliver a scheme in one year.

97 Table 14 - Lambeth’s Proposed Programme of Investment – Corridors and Neighbourhoods and Smarter Travel Programmes

Programme areas Funding Funding (£,000s) MTS goals source Total 2013/14 2011/12 2012/13 Quality of life Climate change Climate Safety and security Safety and security Opportunities for all all for Opportunities Econ. devt and pop growth growth pop and Econ. devt Road Safety Engineering – Minor safety schemes LIP allocation 70 70 70 210 borough wide prioritising accident spots and requests

Neighbourhood Schemes – Area wide LIP allocation 675 1190 1060 2,925 improvements to pedestrian and cycle environment, parking reviews Walking & Public Realm - Encourage more walking LIP allocation 845 600 99 1,654 through legibility, permeability, and accessibility improvements, environmental improvements and road safety improvements Cycling - improve cycle routes and movements, LIP allocation 550 400 550 1,500 permeability and accessibility, local access, greenways, on-street and estate cycle

Environment – Electric vehicle charging points and LIP allocation 45 0 40 85 car clubs

Parking – CPZ reviews, disabled parking bays, LIP Allocation 400 300 300 1000 waiting and loading restrictions reviews Corridors and Neighbourhoods Regeneration – enhancements to street market LIP allocation 45 0 50 95 environment

Scheme Monitoring - monitor progress in delivering LIP allocation 70 50 50 170 LIP2 objectives, core targets, local targets and indicators Other Neighbourhood / Corridor scheme 1 Developer 1,500 2,000 2,000 5,500

Road Danger Reduction - driver/HGV/cyclist LIP allocation 60 50 50 160 awareness, Theatre in education, Road Danger reduction community projects Schools programme (school travel plans, provision LIP allocation 50 48 50 148 of pedestrian and cycling training)

Workplace travel plans LIP allocation 5 2 2 9 Smarter Travel

Travel awareness - travel demand management, LIP allocation 250 230 200 680 cycle training, walking promotion, training

LIP Funding Total (Indicative LIP Allocations)

3,065 2,940 2,521 8,526 Integrated transport total (including other funding sources)

4,565 4,940 4,521 14,026

98 Table 15 Lambeth’s Proposed Programme of Investment – Maintenance Programme areas Funding Ongoing Funding (£,000s) MTS goals source scheme? Total 2013/14 2011/12 2012/13 Quality of life Climate change Climate Safety and security Safety and security Opportunities for all all for Opportunities Econ. devt and pop growth growth pop and Econ. devt Streatham Common LIP bid 400 0 0 400 Northside - Principal road maintenance Mitcham Lane - LIP bid 375 375 Principal road maintenance Lambeth Road - LIP bid 425 425 Principal road maintenance Carriageways - Council Capital 1,30015 16 1,500 1,000 4,000

Maintenance Prioritised locations Footways - Prioritised Council Capital 1,000 1,000 1,500 3,500 locations Bridge assessment LIP bid TBC TBC TBC 0 and strengthening - Prioritised locations Maintenance total 2,700 2,875 2,925 8,600

Table 16 Lambeth’s Proposed Programme of Investment – Major Schemes Programme areas Funding Ongoing Funding (£,000s) MTS goals source scheme? Total 2013/14 2011/12 2012/13 Quality of life Climate change Climate Safety and security Safety and security Opportunities for all all for Opportunities Econ. devt and pop growth growth pop and Econ. devt Clapham Gateway - public LIP allocation 1,100 1,236 2,336 realm improvements in 17 Clapham Old Town, The Council Capital 75 75 Pavement and Venn Street Developer 200 200 including creation of new piazza area and installation of LIP allocation 500 500 sustainable urban drainage system (SUDS). Norwood Road - public realm LIP allocation 300 600 900 improvements in West

Major Schemes Norwood town centre identified in the Masterplan Jubilee Gardens - major LIP allocation 1,154 1,154 public realm improvements Developer 2,500 600 3,100 Major Scheme total 4,754 2,911 600 8,265

15 Includes £75k contribution to Clapham Gateway major scheme 16 Including £100k Local Transport Funding LIP Allocation 17 Part of £2.5m Council Capital Funding

99 4.4 Timetable for Delivery

The specific interventions set out under our objectives 4.2.1 – 4.2.6 will be delivered over the next 20 years. However, some interventions will be achieved in the next 3 years as identified in our programme of investment.

4.5 Developing the Programme of Investment

In developing the Programme of Investment, we have:

• identified delivery actions (Section 3.2) which address the delivery requirements identified for each of the MTS goals (Section 2.2.1);

• prioritised the investment programme in areas where there is clear evidence to suggest that the intended outcomes will make a significant contribution to the objectives of LTP.

• assessed whether there could be any negative impacts associated with potential measures and interventions, which need to be mitigated or else balanced against the benefits;

• structured our programme around packages of complementary measures or holistic interventions, in order to we maximise the benefits of our investment - with a specific emphasis on Regeneration Areas and more deprived neighbourhoods where there is evidence of a need to address safety issues;

• ensured walking and cycling improvements are incorporated into all packages, where appropriate, recognising the important role walking and cycling can play in meeting many of our LTP objectives.

4.6 Major Schemes

Major Schemes are large, area-based schemes that have a minimum value of £1 million that make a transformational improvement and assist in delivering the Mayor’s Better Streets Agenda. In the past Lambeth has successfully delivered a number of these types of schemes such as the Herne Hill regeneration scheme and The Cut.

Our programme of investment includes 2 Major Schemes for which we are seeking a funding contribution for. These schemes are:

Clapham Gateway

Clapham gateway is a public realm project that aims to:

• rationalise road space, • reduce traffic dominance

100 • improve the environment for pedestrians, cyclists and local businesses in the Clapham Old Town/Pavement/Clapham Common tube station area.

TfL’s Major Schemes programme is providing over £2 million over a three year period, with the balance coming from S106 and LIP funding. The project evolved in 2001/2 when consultants developed concept designs that aimed to improve connectivity between the tube and Old Town, whilst maintaining the bus stand in the latter. The designs received positive local support but a lack of funding meant they did not progress any further.

The project was revived in early 2009 due to the availability of S106 funding. A steering group was assembled comprising local residents, councillors and officers of the Council and TfL. The scheme will seek to achieve:

• The creation of a new civic space in the heart of Clapham Old Town. • Significantly wider pavements benefitting pedestrians and businesses. • Better pedestrian crossing facilities in the places pedestrians want to cross. • Measures to reduce traffic speed and dominance throughout the project area, including reduced carriageway widths. • Improvements for cyclists, including the enhancement of LCN route 3. • The introduction of two new toilet facilities for bus drivers and visitors to the Clapham Common paddling pool (both subject to planning permission). • The introduction of SUDS on the public highway in Lambeth for the first time and the creation of site specific public art by award winning artist Wolfgang Buttress. • The demolition of a semi derelict toilet block to be returned to Common grassland and significant enhancements to the “dead” space behind the tube station. • Greatly improved facilities for market traders and existing businesses in Venn Street.

Norwood Road

The scheme extends from form West Norwood station along Norwood Road to Tulse Hill station. A general refurbishment and improvement of the road is planned with elements such as:

• pavement renewal and resurfacing • removal of street clutter • provision of seating • planting of trees • junction entry treatment on side roads, relocation of bus stops, improvement of lighting and feature lighting for buildings.

Furthermore, there is also work proposed in some areas along Norwood Road. For example, outside St Luke’s Church and West Norwood cemetery where a raised table surface treatment may be appropriate to join up either side the road, making it easier and more comfortable for pedestrians to cross and redressing the balance

101 between cars and people. The scheme is still at concept design stage with an application for funding to be submitted once a consensus on the concept is reached.

There are also 2 other schemes that we will be implementing over the next three to four years which have already secured funding either through Transport for London of Section 106 developer funds. These are:

Lower Marsh

The Council is looking to deliver a dramatically improved public space in the heart of Waterloo and to reconnect Lower Marsh with the surrounding areas. The proposals, put together with local residents and businesses in the area aim to create an attractive, inviting and high quality environment for everyone in which the existing retailers and an improved market can flourish and pedestrians and cyclists can move about freely and safely. The environment would be significant enhanced with repaving of pavements, roads and open space and an overall increase in space for pedestrians. The landscape for key ‘gateways’ to the street would be improved and would be ‘flush’ so that the road would be at the same level as the pavements. Away from these gateways, a small kerb between pavements and roads would maintain the traditional look of the ‘street’. The proposals also include new trees and greening, additional seating and improved street lighting and waste collection arrangements.

Jubilee Gardens

The Jubilee Gardens were laid out as a riverside park to commemorate the Queen’s Silver Jubilee in 1977. However in the last two decades they have gradually deteriorated, largely as a result of the disruption caused by the construction of the Jubilee Line and of Hungerford Bridge. Furthermore, the physical business and social context of the gardens has changed significantly since they were first planned. Just one measure of change is that there are currently over 12 million visits to the South Bank every year, and this is predicted to continue to rise in the years to come especially considering the Olympic Games to be held in London in 2012.

The existing Gardens are relatively flat and predominantly grassed. There is a small planted area with some trees at the south-eastern corner, there is a children’s play area long the southern edge, adjacent to the London Eye boundary. A single footpath crosses the Gardens from Belvedere Road, diagonally to the London Eye. The grass along the path has deteriorated from foot and occasional vehicular traffic. The lack of footpaths, the obvious appearance of the Gardens as a short cut to the Eye and the absence of features give the impression of neglect and is out of context with the world class image of other facilities in the South Bank area. Regeneration of the gardens is highly desirable

The redevelopment of Jubilee Gardens was first initiated by the Southbank Centre in 1998, but various design proposals and attempted design competitions were to no avail until 2003 when the Jubilee Gardens Steering Group was set up to oversee the creation of new public gardens in the area. This Steering Group contains a wide range of stakeholders who have different interests in the site. Its primary objective is

102 to prepare an outstanding design, which meets the aspirations of these stakeholder groups, and to manage the successful implementation of the new Gardens

The overall design will be an ensemble of soft and hard landscape elements which includes lawns, flowerbeds, benches, trees, pathways, playground equipment plus lighting and CCTV. These improvements will see Jubilee Gardens become a world class public open space by linking various attractions and adding to the world-class event space that the South Bank has become.

A23 Streatham High Road, Streatham Hill Corridor

The Council will work closely with TfL to develop an enhancement programme to continue the work that has already been carried out in this area. These works will include: new footway paving, tree planting, guard rail removal, improved crossing points, improved vehicle loading access and bus stop improvements.

Table 17 Lambeth’s Proposed Major Schemes Scheme Funding Proposed Priority LIP application (against Objectives submission other major to TfL schemes Clapham See table 16 Already 1 1,3,4,5 Gateway submitted, funds awarded Norwood See table 16 2011/2012 2 1,3,4,5 Road

Lower Marsh £2.5m n/a – n/a 1,3,4, Section 106 funds secured Jubilee £4.6m (TfL Already n/a 1, 4, Gardens and S106) submitted, funds awarded Streatham TBC n/a – TfL n/a 1,3,4,5 High Road project

In addition, the Council look forward to working closely with TfL on further improvements to Streatham High Road as part of the A23 Streatham High Road, Streatham Hill Corridor project.

103 Waterloo Square

Waterloo Square is identified in the Waterloo Opportunity Area Planning Framework (October 2007). The Waterloo Area Supplementary Planning Document (Adopted June 2009) identifies Waterloo Square as a key proposal to transform Waterloo, as it aims to radically improve the IMAX roundabout and connecting routes for pedestrians while creating a new public space. The Waterloo Square is also one of the Mayor for London’s Great Spaces.

The vision for Waterloo Square is:

‘To give Waterloo a new City Square that also serves as a public transport interchange space; to improve permeability to and within the area and provide new development principally in the area round and above Waterloo station’. Waterloo Opportunity Area Planning Framework (2007)

The original objectives of Waterloo Square (as identified in the Waterloo Opportunity Area Planning Framework) were to:

• Provide a unified and quality public environment worthy of the area’s national and international significance.

• Enhance connections and access to and from the South Bank to and within the IMAX roundabout and Waterloo Road the Riverside and Waterloo Station, identifying all options for legible pedestrian movement whether at ground level or below.

• Improve public safety and walking routes to the IMAX and Waterloo Road by delivering the potential for pedestrian movement at grade.

• Identifying any opportunities for development of spaces including the under crofts for commercial or cultural purposes or for public employment.

• Improve and promote sustainability and energy efficiency.

• Meet the highest standards of accessibility and inclusion for all people regardless of disability, age or gender.

The Council endorses a vision for the creation of a square that would meet all the above objectives, but considers this to be a long term vision, which is an integral part of a wider strategic delivery programme in the Waterloo area, given the intensification of major development activities funded jointly by TfL’s major schemes programme and private developers.

104 4.7 Risk Management

As may be expected there are risks involved in the delivery of the schemes outlined in the programme of investment. Of particular importance is the funding, both from within the Council and from TfL. As part of the Comprehensive Spending Review (CSR 2010), the Council received (November 2010) notification of revised funding from TfL which represents an overall reduction in the LIP allocation.

The delivery programme was reviewed and revised in line with the new funding and a new programme has been submitted with the final version of this Strategy.

Figure 10 identifies a range of risks and mitigation measures relating to the delivery of the overall LIP programme, and the achievement of outcomes

Figure 10 Key Risks to Programme and Mitigation Measures Risk Mitigation Compatibility • This strategy has a strong evidence basis and the schemes included in the of policy and programme have been developed to support the key objectives of the Plan. design of • Lambeth’s Transport Plan has been developed to forge strong links between schemes transport planning and engineering solutions to ensure that policy, innovation and good quality design are integral to delivering high quality projects and are consistent with Lambeth’s policies and Mayoral objectives. Insufficient • Completion of feasibility studies and consultation where possible for major time to schemes and Neighbourhood Enhancements Schemes in the year prior to complete the implementation to allow sufficient time for delivery of the scheme; work • Programming of projects from the start of the project; • Close working will be conducted with Councillors, colleagues across the Council, other stakeholders and the community to develop a scheme that has “buy-in” from those involved and helps to avoid timely and costly design changes at advanced stages of the scheme; • Where it is clear that a project cannot be delivered in the year to which funding is allocated, then funding will be reallocated to bring forward another project from a future year and allow delivery the following year; Cost • Project costs are reviewed internally on a monthly basis. increases / • Where the spend on projects is likely to be under or over the allocated budget budget then the project is either revised or funding is rebalanced between reductions projects to ensure highest priority projects are delivered. • Any reductions in overall LIP funding will be accommodated through either reduced spending on proposed schemes or deletion/ postponement of schemes that are not the highest priority for delivery Lack of • Involving the community and stakeholders at an early stage to improve the support for scheme development and ensure a comprehensive understanding of issues schemes • Widespread consultation on this strategy will help to increase early during awareness of schemes and allow the community to provide comments on consultation proposed interventions at a very early stage.

105

5 Performance Monitoring Plan

5.1 Introduction

Lambeth is required to prepare a Performance Monitoring Plan, identifying a set of indicators and locally specific targets which can be used to assess whether the LIP is delivering its objectives and the outcomes set out in the MTS at a borough level. It is against these targets that the success of the LIP will be assessed.

5.1.1 Core Targets

All boroughs are required to set locally specific targets for the five mandatory MTS strategic indicators relating to: mode share, bus service reliability, asset condition, road traffic casualties and CO2 emissions.

Locally specific core targets for these indicators must be agreed with TfL and will be used to assess the delivery of MTS outcomes at a borough level. Most of the monitoring data for the mandatory indicators will be collected and reported annually by TfL.

Targets have been set taking into account a number of factors that could affect the boroughs performance such as policy influences, delivery capacity and funding availability.

5.1.2 Local targets and Monitoring indicators

We have also identified additional local performance indicators and targets in our LTP that will help supplement the core targets. They will help to demonstrate how the delivery of improvements on the ground contribute to progress against the overall targets. This will provide useful evidence to demonstrate the boroughs achievements in its Three-Year Impact Report18.

A full list of targets and indicators by MTS goal and LIP objective is provided in Figure 5.1

Further target information including base year and baseline data, target year and target outcome, and the anticipated target trajectory will be included in the final document.

5.1.3 Mayor’s High Level Outputs

18 At the end of the second LIP period, in 2014, boroughs will be required to prepare and publish a Three-Year Impact Report setting out their expenditure and implementation of LIP programmes, target achievement and evidence of how the second LIPs have contributed to wider policy objectives for local areas.

106 We will also have to report back to TfL on our progress towards delivering the Mayor’s high level outputs. This will be done through TfL’s Annual Report on LIP interventions. Further information is provided in Section 4.2.7.

5.2 Target setting

The following will show how we have developed our targets, and how we will ensure delivery of outcomes. In particular it identifies:

• evidence to demonstrate that the target is both ambitious and realistic, given indicative funding levels; • key actions needed to achieve the target, including what schemes and policies need to be implemented and the role of local partners; • principal risks to the achievement of the target and how these will be managed.

Figure 5.1 Targets and indicators for monitoring delivery of LIP outcomes Category Target / Indicator Relevant LIP Objectives Economic Growth and Development Core Target Bus service reliability for high frequency routes based on Excess Obj 1, 3, 5, Waiting Time – Bus excess wait time to remain at 1.1mins in 2013/14

Core Target Asset condition – percentage of the principal road network where Obj 1, 2 maintenance should be considered (based on DVI Surveys) - Reduce the % of principal road length in need of repair to 8% by 2013/14. (NI 168) Quality of Life

Core Target CO2 Emissions emanating from all sources of ground-based Obj 3, 4 transport in Lambeth - CO2 emissions – reduce road transport emissions to 150.7 kilotonnes by 2013.

Monitoring Traffic volumes in Lambeth - Achieve a 2.5% reduction in traffic Obj 1, 3, 5 Indicator volumes in Lambeth by 2013/14. Monitoring Participation in cycle training and active walks programme Obj 1, 3, 5, Indicator Safety and Security Core Target Total number of people killed or seriously injured in Lambeth - Obj 4 Reduce the number of people killed and seriously injured in road collisions by 33% between 2010/11 and 2019/20 Core Target Total number of casualties in Lambeth (i.e. the sum of all fatal, Obj 4 serious and slight casualties) Monitoring Number of cyclists undertaking training for HGV awareness Obj 4 Indicator Number of HGV drivers undertaking cyclist awareness training Obj 4 Number of Lambeth essential car users undertaking driving for work Obj 4 training Opportunities for all Monitoring Cycle parking installed on housing estates Obj 1, 3, 5, Indicator Cycle parking installed on street and in key locations Obj 1, 3, 5, Number of disabled people undertaking cycle training Obj 1, 3, 5, Climate Change Core Target Cycling mode share based on all trips originating within Lambeth - Obj 1, 3, 5, Increase mode share for cycling to 4% by 2013/14

Walking mode share based on all trips originating within Lambeth - Obj 1, 3, 5, Increase mode share for walking to 30% by 2013/14

Local Target Traffic volumes in Lambeth - Achieve a 2.5% reduction in traffic Obj 2, 3, 4, 5, volumes in Lambeth by 2013/14. Monitoring % of children walking and cycling to school (NI198) Obj 1, 3, 5

107 Indicator Car Club Membership in Lambeth Obj 1, 3, 5 Number of car club bays in Lambeth Obj 1, 3, 5 MTS Outputs Output Indicators Cycle highway schemes Obj 1, 3, 5, / Targets Cycle parking Obj 1, 3, 5, Electric charging points Obj 1, 3, 5, Better Streets Obj 1, 2, 3, 4, 5, Cleaner local authority fleets Obj 2, 4 Net increase in street trees Obj 3, 5

108 5.2.1 Core Targets

5.2.1.1 Mode Share

Walking Walking mode share based on all trips originating within Lambeth Target trajectory Walking Target

33

32

31 Actual 30 Target Rate % 29

28

27

6 07 08 12 13 14 2 / / / / / 0 2 2006 2007 2008/09 2009/10 2010/11 2011 2012 2013 2020/12 Year

Link between LIP Objectives: 1, 3, 5 target, LIP Delivery Plan: Walking and public realm schemes identified in the Delivery Plan to encourage objectives, and walking. Travel awareness and School Travel Plan activities to promote walking. Delivery Plan Evidence that 28.7% of trips originating in Lambeth were made by walking between 2006/07 and 2008/0919. the target is This places Lambeth in the third quartile compared to other London boroughs. Walking mode ambitious and share has remained the same (between 2005/06 and 2007/08) which was reported in Travel in realistic London Report 1 (TfL 2009).

The target is to increase the rate of walking trips to 30% by 2013/14, 31% mode share by 2020/21, and 32% mode share by 2026.

The target is deemed as ambitious when considering Lambeth’s current performance and geographical position compared to other Inner London boroughs. The target trajectory also allows for LTP schemes that are implemented during the next 3 years to take effect.

The Council believe these targets are realistic when considering Lambeth’s transport context compared to other central London boroughs. Key actions for To achieve this target, we will: the Council • Improve strategic walking routes; improve corridors between local destinations • Implement public realm improvements (including street de-cluttering, removing barriers etc). • Improve accessibility of the public realm for vulnerable and disabled users. • Improve signage based on Legible London principals. • Continue to implement smarter travel measures working with businesses, schools, community groups and individuals to encourage walking trips. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the will be LTP 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety.

19 • Travel in London Report 2, (TfL 2010)

109 • The Council also have a LTP target to increase the number of people cycling in the borough; it is possible that any increase in cycling will be at the expense of some existing walking trips. This risk is difficult to manage; however, funding will be directed at schemes that are likely to achieve a shift away from car use (as opposed to switching between other sustainable modes of transport). • The data for mode share of walking is 2 years old; therefore it will be difficult to monitor trends and the impact of LTP initiatives on the mode share of walking. Accordingly this is seen as a risk for TfL to address. Indicate how • Review walking mode share annually. we intend to • Record/review the type of walking initiatives delivered e.g. public realm improvements, keep progress travel planning etc. against targets • If targets are not being met then re-evaluate the level of funding allocated to walking under review initiatives, and/or re-evaluate the type of walking initiatives the Council is delivering. and address areas of over or under performance.

Cycling Cycling mode share based on all trips originating within Lambeth Target trajectory Cycling Target

9 8 7 6 5 Actual 4 Target Rate % 3 2 1 0

7 9 0 3 4 6 0 /08 /0 1 /11 /12 /1 1 /12 2 7 8 2 0 0 1 20 0 0 010 0 2006/ 2 2 2009/ 2 2011 2 2013/ 2020 Year

Link between LIP Objectives: 1, 3, 5 target, LIP Delivery Plan: Schemes identified in the Delivery Plan to encourage cycling Travel awareness objectives, and School Travel Plan activities to promote cycling. and Delivery Plan Evidence that Encouraging cycling is a high priority in Lambeth, one of the Mayor’s Cycle Hire Scheme the target is boroughs. Extensive LCN+ network. 2.7% of trips originating in Lambeth were made by cycling ambitious and between 2006/07 and 2008/0920. This places Lambeth in the top quartile compared to other realistic London boroughs. Cycling mode share has increased by 1% (between 2005/06 and 2007/08). However, research suggests that the overall number of people cycling has increased in recent years and the Council proposes to undertake comprehensive cycle counts to establish more accurate data. 2011 Census data will also provide valuable data to determine modal shift rates. Evidence of cycle potential in the borough undertaken by TfL’s Policy Analysis team suggests the proportion of total potentially cyclable trips in Lambeth is 3% but a higher target has been set due to the number and type of interventions relating to cycling being undertaken through Lambeth’s delivery programme.

The Council will work to increase the rate of cycling trips to 4% by 2013/14, 6% mode share by 2020/21, and 8% mode share by 2026. This target will be reviewed once borough cycle count and Census data is available (2011/12).

20 • Travel in London Report 2, (TfL 2010)

110 The target is deemed as ambitious when considering reduced funding levels. It will still be possible to achieve increased numbers of cyclists through smarter travel measures such as cycle training and travel planning.

The Council believe these targets are realistic when considering Lambeth’s transport context compared to other central London boroughs. Work by TfL on the potential for new cycling trips shows that 35% of all trips currently made by mechanised mode in Lambeth are potentially cyclable. This excludes trips that might not reasonably be cycled (such as those by young or elderly people) and does not suggest that these trips could or would transfer to cycling but can be seen as the maximum potential for cycling trips (which is significantly higher than the 8% target proposed).

Key actions To achieve this target, we will: for the Council • Increase cycle parking provision in public places, key destinations and housing estates • Improve cycle route infrastructure e.g. LCN+, Local Access, Network Enhancements and Greenways. • Continue to implement smarter travel measures working with businesses, schools, community groups and individuals to encourage cycling trips. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the will be LTP 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • The Council also have a LTP target to increase the number of people walking in the borough; it is possible that any increase in walking will be at the expense of some existing cycling trips. This risk is difficult to manage; however, funding will be directed at schemes that are likely to achieve a shift away from car use (as opposed to other sustainable modes of transport). • External factors such as adverse weather. This risk cannot be fully managed but the Council will continue to promote the all year round cycling through ‘Winter Wheelin’ events. Indicate how • Review cycling mode share annually. we intend to • Record/review the type of cycling initiatives delivered e.g. cycle route improvements, cycle keep progress parking, travel planning etc. against • If targets are not being met then re-evaluate the level of funding allocated to cycling targets under initiatives, and/or re-evaluate the type of cycling initiatives the Council is delivering. review and address areas of over or under performance

5.2.1.2 Bus Service Reliability Bus service reliability for high frequency routes based on Excess Waiting Time Target trajectory Bus Service Reliability

2.5

2

1.5 Minutes Target

Minutes 1

0.5

0 1999/2000 2008/09 2009/10 2010/11 2013/14 Year

Link between LIP Objectives: 1, 3, 5 target, LIP Delivery Plan: Delivery Plan supports measures to improve the reliability of bus services in

111 objectives, and the borough. Additionally the Council are investigating the potential to improve bus priority Delivery Plan along all the boroughs major bus routes (e.g. part of corridor studies). Evidence that the Excess Waiting Time (EWT) has improved considerably in the last few years with a 49% target is ambitious improvement between 1999/2000 (2.34mins) and 2008/09 (1.20mins). and realistic The long term target set for bus service reliability (EWT) is 1.2mins until 2017/18. Targets will be reviewed after the 2013/14 monitoring period and depending on performance, will be adjusted.

The Council achieved an EWT of 1.2mins21 for 2009/10. The borough EWT for 2008/09 was 1.2mins. 2009/10 EWT for neighbouring boroughs was: Southwark (1.2), Wandsworth (1.1) and Croydon (1.0). The Mayor had previously set a target of EWT of 1.3mins for the borough. The 2009 TfL Business Plan forecasts that EWT across London will increase from 1.1mins to 1.2mins in 2011/12 and beyond.

An EWT of 1.2mins until 2017/18 is seen as an ambitious and realistic target because: it is in line with our neighbouring boroughs, exceeds the pervious Mayor’s targets and is consistent with TfL forecasts22 for London wide EWT. It is predicted that Lambeth will maintain a high level of performance despite likely increases in traffic levels and potential reductions in available funding for transport projects.

Key actions for the To achieve this target, we will: Council • Assess bus routes and implement measures to improve bus priority along those routes experiencing delays. • Assess bus routes and implement measures to smooth traffic flow along those routes experiencing delays. Principle risks and • Delays to the implementation of physical schemes. The Council will manage this risk how they will be by ensuring the risks of delivering schemes are considered before they are included in managed the LTP 3-year Program of Investment. • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Increases in car use/congestion. To overcome this risk the Council is focussing on promoting sustainable modes of transport, and will look at options to smooth traffic flow and/or improve bus priority measures on congested routes. • Excess waiting times on high frequency bus routes is often caused by delays in other boroughs that are out of the control of the Council. EWT times take into account delays along the entire bus route irrespective of which borough the delay occurs in therefore delays in bus services in other boroughs could result in failure by Lambeth to meet bus EWT performance targets Indicate how we • Progress against bus service reliability targets will be monitored by analysing EWT intend to keep data supplied by TfL, as well as monitoring the local target for bus performance as progress against explained above. targets under • Where targets are not met, the Council will investigate the causes (e.g. temporary review and causes such as road works, or caused by normal levels of traffic congestion). address areas of • In instances where the causes of underperformance can be addressed the Council will over or under progress initiatives to improve bus reliability along the section of road (e.g. bus priority performance etc).

In order to establish an understanding of bus delays in Lambeth, we will monitor bus journey time annually on four key route section using information provided by TfL. As no bus routes travel solely within Lambeth, we will monitor particular sections of the routes that fall in the borough.

Bus Route Location (monitoring) Route Start and End Point 3 Dulwich Road (Herne Hill Junction) to Brixton Road (Kennington Oxford Circus Station to Crystal Park) Palace 417 Leigham Court Road to Kings Avenue/Acre Lane Crystal Palace Bus Station to

21 Appendix B, Travel in London report 3, Transport for London 22 Transport for London Business Plan, 2009

112 Clapham Common Old Town 155 Clapham Common Southside to Kennington Park Road St George's Hospital (Kennington Park) to Lambeth Road

37 Clapham Common Southside to Acre Lane (Lambeth Town Hall) Putney Heath / Green Man to Peckham Bus Station

5.2.1.3 Asset condition – principal roads (DVI Surveys)

Asset condition – percentage of the principal road network where maintenance should be considered (based on DVI Surveys) Target trajectory Principal Roads in need of repair

20.00% 15.00% Target 10.00% Actual

Rate (%) 5.00% 0.00%

6 1 2 /0 /09 /10 /1 /1 /13 8 9 10 006/07 007/08 00 00 0 026/27 2005 2 2 2 2 2 2011 2012 2 Year

Link between LIP Objectives: 2, 3, 5 target, LIP Delivery Plan: Lambeth are allocated annual funding from TfL for maintenance of the principal road objectives, and network; areas for maintenance are determined by DVI and SCANNER surveys. The Council will Delivery Plan allocate funding from TfL to those roads in greatest need of repair (by DVI and SCANNER surveys); this will be reflected in the Delivery Plan. Evidence that The Council have set a target to keep the percentage of principal road network in need of repair at 8% the target is until 2013/14, and 6% to 2026/27. ambitious and realistic The percentage of principal road in need of repair has almost halved from 18.9% in 2003/04 to 9.5% in 2009/10. However Lambeth remains in the bottom quartile for this target.

As the percentage of road network in need of repair gets lower it becomes more difficult to achieve additional improvements; such improvements often require significant increases in funding. Therefore without considerable increases in funding for road maintenance from TfL it is unrealistic to expect further reductions in the percentage of principal road network in need of repair. Accordingly, a target of 6% to 2026/27 of the principal road network in need of repair is both ambitious and realistic.

This target is heavily dependent on funding levels from TfL. As maintenance funding up until 2013/14 is yet to be confirmed there remains some uncertainty as to the suitability of this target.

Key actions for To achieve this target, we will: the Council Ensure that all funds from TfL for principal road maintenance are allocated each year to those roads in greatest need of repair (as determined by DVI and SCANNER surveys). The Council will continue its reactive maintenance activities with respect to the principal road network.

Through the Neighbourhood Enhancement Programme (NEP) approach, we will seek to ensure that Lambeth delivers maximum benefit to the local community and achieves better value for money when local safety schemes, 20mph zones and controlled parking zones are implemented. These schemes will involve an element of maintenance and will be considered wherever possible.

Principle risks The principle risk affecting Lambeth’s progress to achieving this target is a reduction in funding from and how they TfL for principal road maintenance. This risk is particularly difficult for the Council to manage as funding will be managed levels are set by TfL. In the case of a funding reduction the Council will discuss funding levels with TfL and/or investigate alternative funding sources.

113

This target includes roads maintained by TfL therefore there is a risk that TfL may underperform which will affect the overall performance of the borough. The Council will work closely with TfL to ensure TfL roads are maintained to a high standard. Where under performance occurs the Council can analyse figures to determine whether under performance is occurring on TfL maintained roads. Frequent occurrences of adverse weather conditions deteriorating the principal road network. There is little the Council can do to address this Indicate how we Review annual DVI and SCANNER surveys to prioritise maintenance scheme priority. intend to keep Options to address areas of underperformance are difficult to address as the ability to implement progress against maintenance works depends on funding levels from TfL. As such in the case of underperformance the targets under Council will discuss funding levels with TfL and/or investigate alternative funding sources to increase review and the amount of maintenance works that can be completed annually. address areas of over or under performance.

5.2.1.4 Road Traffic Casualties – Total Number of People Killed or Seriously Injured

KSI (Killed/Seriously Injured) Total number of people killed or seriously injured in Lambeth Target trajectory Lambeth KSIs

350 300 250 Actual 200 Target 150 1994-1998 Baseline 100 2004-2008 Baseline 50 0

8 9 9 2004 2006 2008 2010 2012 2014 - 1 4 99 1 Year

Link between LIP Objectives: 4 target, LIP Delivery Plan: Delivery Plan support measures to reduce road casualties on the borough’s objectives, roads through a programme of physical improvements as well as road safety education and and Delivery training. Plan Evidence that The number of KSIs between 2004-2008 (175) was 42% lower than the 1994-1998 (313) the target is baseline. Despite significant reductions in the number of children killed and seriously injured, ambitious and the borough failed to meet the previous Mayor’s target of 50% reductions in KSIs due to realistic disproportionately high numbers of cyclist and motorcyclist KSIs.

Neither the government nor the Mayor has set new road safety targets for 2010 onwards. However, the DfT have consulted on a series of national targets, applicable to local authorities which Lambeth will adopt. The proposed target for this indicator is to reduce the number of KSIs by 33% by 2020 compared with the 2004/08 baseline. Lambeth’s target therefore, is to reduce the number of KSI’s from 175 (2004-08 baseline) to 145 (17% reduction) by 2013. The long term target is to reduce the total number of KSI’s to118 by 2020 which represents a 33% reduction.

The proposed new targets represent a very challenging prospect to local authorities, coming on top of the very substantial reductions that have already been made. The target of 33% is particularly challenging as road deaths happen in a random and unpredictable way and are often due to a unique combination of circumstances. The number of deaths each year is thankfully very small, so a small variance from year to year would show as a huge percentage

114 decrease or increase.

The proposal in the new strategy to include rate based targets and KPIs is a move which supports the road danger reduction view that casualty numbers should be measured with reference to the numbers of people using these forms of transport, showing the relative risk of different forms of transport. These proposals represent a new way of measuring the safety of the roads which show more clearly the risks to different groups of road users and allow us to gauge the overall danger on the roads.

Key actions for To achieve this target, we will: the Council • Deliver the Road Danger Reduction strategy through a programme of education, training and publicity initiatives as well as engineering schemes based on accident data. • Continue to work on specific initiatives to reduce KSIs for disproportionally high categories i.e. cyclists and motorcyclists. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the will be LTP 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Increases in car use/congestion. To overcome this risk the Council is focussing on promoting sustainable modes of transport, and will look at options to smooth traffic flow and/or improve bus priority measures on congested routes. Indicate how • Review accident statistics to prioritise scheme priority. we intend to • Target initiatives at vulnerable road users and/or categories where accident data is keep progress disproportionately high. against targets under review and address areas of over or under performance.

Casualties Total number of casualties in Lambeth (i.e. the sum of all fatal, serious and slight casualties) Target trajectory Total Casualties

3000

2500

2000 Actual Target 1500 1994-98 average Number 2004-08 average 1000

500

0

2004 2006 2008 2010 2012 2014 2016 2018 2020 Year

Link between LIP Objectives: 4 target, LIP Delivery Plan: Delivery Plan support measures to reduce road casualties on the borough’s objectives, and roads through a programme of physical improvements as well as road safety education and

115 Delivery Plan training. Evidence that The total number of casualties fell from 2401 (1994-1998 baseline) to 1260 (2004-2008 the target is baseline) which was almost a 48% reduction.. No targets have been set by the government or ambitious and the Mayor. Therefore, the proposed long term target for this indicator is to reduce the number realistic of total casualties by 33% (844) by 2020 compared with the 2004-2008 baseline (1260), with an interim target of 16% decrease by 2013 (1059).

Key actions for To achieve this target, we will: the Council • Deliver the Road Danger Reduction strategy through a programme of education, training and publicity initiatives as well as engineering schemes based on accident data. • Continue to work on specific initiatives to reduce KSIs for disproportionally high categories i.e. cyclists and motorcyclists. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the will be LTP 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Increases in car use/congestion. To overcome this risk the Council is focussing on promoting sustainable modes of transport, and will look at options to smooth traffic flow and/or improve bus priority measures on congested routes. Indicate how • Review accident statistics to prioritise scheme priority. we intend to • Target initiatives at vulnerable road users and/or categories where accident data is keep progress disproportionately high. against targets under review and address areas of over or under performance.

5.2.1.5 CO2 Emissions

CO2 Emissions emanating from all sources of ground-based transport in Lambeth Target trajectory CO2 Emissions

185

180 175

170

165 Actual 160 Target 155 Kilotonnes 150 145

140 135 2008 2009 2010 2011 2012 2013 Year

Link between LIP Objectives: 4. Initiatives to support objectives 1 and 3 will also help to reduce CO2 target, LIP emissions i.e. Smarter Travel initiatives. objectives, and Delivery Plan Delivery Plan: Delivery Plan supports measures to reduce CO2 emissions. Projects undertaken will promote sustainable transport modes and encourage modal shift. E.g. electric vehicle charging points and car clubs.

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Non-Delivery Plan items include emissions based parking permit charges, car free housing and other sustainability measures such as the Low Carbon Zone, Green Champions, Lambeth Climate Change Partnership.

Lambeth’s Carbon Management Action Plan was also adopted on 26th June 2011

Evidence that the Lambeth’s total CO2 emissions from ground based transport in 2008 were 180 kilotonnes, target is (1206 kilotonnes for all activities). This equates to a figure of 0.7 tonnes per capita which ambitious and compares favourably with the London average of 1.1 tonnes per capita realistic Lambeth achieved a 2.2% reduction in CO2 emissions between 2005 and 2008 equating to an annual reduction of 0.55%. The Mayor’s target is to reduce CO2 emissions by 60% by 2025 from a 1990 base which be difficult for Lambeth to achieve when taking into account our current rate of reduction. However Lambeth considers that reducing CO2 emissions is important and the target set is thus in line with the Mayor’s target.

The Mayor’s Transport Strategy states that emissions in the range of 5.3 million tonnes to 4.6 million tonnes will be required if the target for 2025 is met. A range is given to reflect the range in estimates of the scale of reductions required for the transport sector, and it is recognised that the relative contribution of each sector (eg. transport, housing, industry) will vary with some sectors having more scope to make reductions than others. The target for Lambeth is based on the upper point of the range of required transport sector CO2 emissions (ie. 5.3 million tonnes), equating to 150.7 kilotonnes by 2013 and 98.4 kilotonnes by 2025. This represents a 45.3% reduction between 2008 and 2025.This target is seen as being extremely ambitious and it is recognised that many factors that have an important bearing in the reduction required are, to an extent, outside of the borough’s control. These include: • forecasts for traffic volumes in future years • poor public transport links in the South of the borough • high volumes of through traffic on strategic roads (A23 and A205 –South Circular Road) • limited uptake of electric vehicles in the short-term

If the target is to be met significant improvements in vehicle efficiency coupled with take up of biofuels and low carbon vehicles (including electric vehicles) will be required, and this is largely dependent on actions by others including national government.

The Council has also published Lambeth’s Carbon Management Action Plan 2011-16 which th was adopted on 26 June 2011. This Plan sets out an ambitious plan to reduce CO2 emissions from our corporate buildings and street lighting by 20% on the 2009/10 baseline over the next 5 years which supports the raft of measures being undertaken to achieve an overall reduction in CO2 emissions.

Key actions for To achieve this target, we will: the Council • Promote sustainable modes of transport such as walking, cycling and using public transport. • Provide electric vehicle charging points across the borough and promote electric vehicle use • Implement more Car Club bays and promote increased membership • Promote and raise awareness of fuel efficient driving techniques (e.g. through workplace travel plans and Road Danger reduction promotional activities). • Deliver actions identified in Lambeth’s Carbon Management Plan. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they will ensuring the risks of delivering schemes are considered before they are included in the be managed LTP 3-year Program of Investment. • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Electric vehicle ownership (or lack of) – • Increases in car use/congestion. To overcome this risk the Council is focussing on promoting sustainable modes of transport, and will look at options to smooth traffic flow and/or improve bus priority measures on congested routes. Indicate how we • Implement electric vehicle charging points intend to keep • Annual review of all relevant data for this target including:

117 progress against o CO2 emissions data targets under o Walking rates review and o Cycling rates address areas of o Mode share rates over or under o Vehicle kilometre rates performance. o Electric vehicle use

118 Table 18 Core Target Indicators

Core indicator Definition Year Units Base Base Target Target Trajectory data Data source type year year year year value value

Mode share of % of trips by Financial % 2006/07 28.7% 2013/14 30% 2010/11 2011/12 2012/13 2013/14 LTDS residents walking - 2008/09 28.7% 29.2% 29.6% 30% average Mode share of % of trips by Financial % 2006/07 2.7% 2013/14 4% 2010/11 2011/12 2012/13 2013/14 LTDS residents cycling / no of - trips 2008/09 3% 3% 4% 4% average Bus service Excess wait Financial Mins 2009/10 1.2 2013/14 1.2mins 2010/11 2011/12 2012/13 2013/14 iBus reliability time in mins mins 1.2mins 1.2mins 1.2mins 1.2mins

Asset condition % length in Financial % 2009/10 9.5% 2013/14 8% 2010/11 2011/12 2012/13 2013/14 Detailed Visual - principal roads need of repair Inspection (DVI) data 9.5% 9% 8.5% 8% supplied for each borough to TfL by LB Hammersmith and Fulham Road traffic Total number of Calendar Number 2004-08 175 2013 145 2010 2011 2012 2013 London Road Safety casualties people killed or average Unit seriously injured 166 159 152 145

Road traffic Total casualties Calendar Number 2004-08 1260 2013 1059 2010 2011 2012 2013 London Road Safety casualties average Unit 1245 1205 1165 1059

CO2 emissions CO2 emissions Calendar Kilotonnes/year 2008 180.00 2013 150.7 2010 2011 2012 2013 GLA's London Energy and Greenhouse Gas 168.28 162.42 156.56 150.7 Emissions Inventory (LEGGI)

119 5.2.2 Local Targets and Indicators

The Monitoring Plan also includes a series of local targets and indicators that are intended to support the mandatory targets. The mandatory targets primarily assess progress to achieving the high level LTP objectives e.g. increase in walking and cycling mode share, while the local targets and indicators focus on the key actions, interventions and policies that contribute towards meeting those LTP objectives and core targets. For example, the Council has a policy to install cycle parking on housing estates as one of the ways in which to achieve the core target to increase the mode share for cycling. If for example the Council fail to achieve the core target for mode share, local indicators (such as cycle parking facilities installed) can be used to determine whether: a) the Council is effectively implementing policies to achieve the indicator, b) the Council are focusing on the best policies to deliver the core target, c) the failure to achieve the core target is due to factors outside of the control of the Council e.g. national policies do not adequately encourage uptake of cycling/walking as a form of transport.

The Council are monitoring a range of local indicators and targets.

Traffic Volumes Traffic volumes in Lambeth

Target trajectory Lambeth Traffic Volumes

1,000

950

900 Actual Target 850

800

Million Vehicle Kilometres (mVkm) Kilometres Vehicle Million 750

3 7 7 95 99 03 99 9 99 9 0 00 1 1 1 1 2001 2 2005 2 2013 Year

Link between LIP Objectives: 4 target, LIP Delivery Plan: Delivery Plan support measures to reduce traffic flows on the borough’s roads objectives, and through a programme of physical improvements, travel awareness as well as road safety Delivery Plan education and training. Evidence that Traffic volumes have fallen considerably from a peak of 950 mVkm in 1999 to 867 mVkm in the target is 2008 (8.7% reduction). A local target of reducing traffic volumes by 2.5% (845 mVkm) by ambitious and 2013 and 5% (823) by 2026. realistic The target is seen as ambitious based on forecasts in TfL’s Business Plan that traffic volumes are forecasted to increase. Key actions for To achieve this target, we will: the Council

120 • See Walking and Cycling targets for further information. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the will be LTP 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Increases in car use/congestion. To overcome this risk the Council is focussing on promoting sustainable modes of transport, and will look at options to smooth traffic flow and/or improve bus priority measures on congested routes. Indicate how we • Review vehicle flows to prioritise scheme priority and target travel awareness campaigns. intend to keep progress against targets under review and address areas of over or under performance.

Car Club Membership Levels Car Club Membership in Lambeth Target trajectory Car Club Membership Targets

8000

7000

6000

5000

4000 Target Base 3000

2000

1000 Additional Members from 2009/10 2009/10 from Members Additional 0 2011/12 2012/13 2013/14 Year

Link between LIP Objectives: 4 target, LIP Delivery Plan: Delivery Plan support measures to increase car club membership through a objectives, programme of physical improvements and travel awareness. and Delivery Plan Evidence that At the end of 2006/07, Lambeth had just 900 car club members. Through an ambitious the target is implementation programme, Lambeth have expanded the car club bay network from only one ambitious and car club bay to over 200 bays to date. (144 on-street). At the end of 2009/10, the number of car realistic club members in Lambeth increased to just over 7500. The latest data available indicates that this number has increased to over 10000 members.

Based on the current implementation programme and growth trends, Lambeth has set a target of 2500 new members per year. This would equate to 7500 new car club members by the end of the LIP three-year delivery plan (2013/14). This would represent a 75% increase on current levels.

121 Key actions To achieve this target, we will: for the Council • Continue to implement car club bays across the borough • Promote car club membership through travel awareness programmes. Principle risks • Delays to the implementation of physical schemes. The Council will manage this risk by and how they ensuring the risks of delivering schemes are considered before they are included in the LTP will be 3-year Program of Investment. managed • Funding reductions from TfL borough LIP2 allocation, and/or a reduction in funding from other potential sources (e.g. Major schemes funding, Council funding). Impact of risk cannot be fully managed, but will be mitigated through combined delivery of projects and scheme prioritisation according to local needs i.e. improvements to safety. • Indicate how • Review car club membership levels regularly. we intend to keep progress against targets under review and address areas of over or under performance.

122 Table 19 Locally Specific targets for mandatory indicators Local indicator Definition Year Units Base Base Target Target Trajectory data Data source type year year year year value value

Traffic Volumes Traffic Flows for Calendar mVkm 2008 867 2013 845 2010 2011 2012 2013 DfT all motor (million vehicles vehicle 858 854 849 845 kilometres)

Car Club Increase in car Financial Number 2010/11 10000 2013/14 17500 2010 2011 2012 2013 Lambeth Car Club Membership club 2500 2500 2500 2500 operators membership numbers from 2010/11 base

In addition to these local targets, Lambeth will also be monitoring a series of activities that will help us to meet our LIP objectives. We have not set targets for these activities but have been included as they are integral to supporting the Mayor’s Transport Strategy as well as Lambeth’s Transport Plan.

A comprehensive list of the Council’s local targets and indicators are shown in Table 20 overleaf.

123 Table 20 Supplementary Monitoring Indicators Local Definition Year type Units Base Base Target Target Trajectory data Data indicator (Annual/ year year year year value source Financial) value Street Number of F Units N/A N/A 2013 50 2010 2011 2012 2013 Lambeth Trees trees 50 50 50 50 planted per year through LTP projects Cycle Number of F Spaces N/A N/A 2013 2013 2010 2011 2012 2013 Lambeth Parking cycle On Street On Street On Street On Street stands On Street – 150 – 150 – 150 – 150 installed – 150 through Residential Residential Residential Residential LIP Residential - 50 - 50 - 50 - 50 schemes - 50 Cycle Number of F People 2009 2013 2010 2011 2012 2013 Lambeth Training people Adults 650 Adults 650 Adults 650 Adults 650 completing Adults Adults 650 cycle 501 Children Children Children Children training Children 1000 1000 1000 1000 Children 895 895 Car Clubs Total F Spaces 2010 73 2013 178 2010 2011 2012 2013 Lambeth bays number of 35 35 35 35 car club bays in Borough Road Number of F People 2009 2013 2010 2011 2012 2013 Lambeth Danger drivers 350 350 350 350 Reduction and Cyclists Cyclists Training cyclists that have HGV HGV 50 50 50 50 received Drivers Drivers training in Borough Driving Driving for 50 50 50 50 for Work Work

124 5.2.3 Monitoring progress

Programme monitoring

We will monitor and evaluate our progress against targets and indicators on an on-going basis. Where a target is not on track we will seek to identify causes, and consider altering our investment and scheme programme to get the target back on track.

The Council has robust mechanisms for maintaining focus on its priorities across different service areas. The Corporate Plan and the LAA are reviewed annually to ensure that we are focusing on our stated priorities. Regular meetings between cabinet members and senior officers ensure that extensive reporting of performance against priorities is undertaken.

Before and after scheme monitoring

We will also undertake before and after monitoring of a representative selection of interventions across our programme. The aim will be to assess the impact of the intervention on both travel behaviour and transport user satisfaction. The results and lessons learned will then be fed back into our scheme prioritisation process, so that there is relevant and up to date evidence as to the positive impact of previous investment.

Ongoing Monitoring

In addition to the monitoring for Lambeth’s Transport Plan as described earlier in this chapter, we will also report to TfL on the delivery of certain interventions and outputs each year. This will be done through the submission of the output reporting sheet as shown below.

Table 21Output reporting sheet, information required annually by TfL Description Unit of data Number

Cycling Cycle parking facilities Number of on-street spaces Number of off-street spaces Cycle training Number of adults Number of children Commentary on other interventions to assist cyclists (eg Example - Throughout the past year the Council has reviewed the measures to improve permeability) scope for improving permeability for cyclists by permitting contra-flow cycling on key one-way streets. Following this review and the undertaking of safety audits, 4 one-way streets have been opened up for two-way cycling.

Walking

125 Protected crossing facilities (eg refuges, zebra crossings, Number pelican crossings etc) Guardrail removal Metres Commentary on other interventions to assist pedestrians Example - Following the completion of a walking audit of Ridgeway (eg way-finding measures such as Legible London) Hatch neighbourhood centre using PERS software, a total of 12 dropped kerbs were implemented in the local vicinity to improve pedestrian access to the area.

Road safety and personal security Education and training interventions (eg theatre in Number education or pedestrian training) 20 mph zones / limits Number Commentary on other interventions to improve road Example - Improved lighting has been installed and graffiti removed at safety or personal security (eg lighting and signing on the pedestrian subway leading to Morris Green Station to improve the key routs to stations) personal security of those travelling to the station by foot.

Buses Bus lanes Kilometres Accessible bus stops Number Commentary on other interventions to assist buses (eg Example - A 25 metre stretch of bus-only road was opened in June bus gates) 2009 at the new Hale Brook retail park to faciliate bus access to / from Lee Way.

Smarter travel Development of workplace travel plans and review of Number of workplaces existing plans Annual monitoring of school travel plans Number of schools Walking promotions (eg Number of schools participating Number of schools in 'Walk on Wednesdays' Number of workplaces Number of events Cycling promotions (eg Number of events during Bike Number of schools Week) Number of workplaces Number of events Smarter driving (ie Eco-driving), greener vehicles, Number of events liftshare and car club promotions Public transport promotions (eg Freedom Pass Number of events promotions) Commentary on other smater travel interventions Example - A Supplementary Planning Document has been adopted on the development of residential and workplace travel plans.

Environment Electric vehicle charging points Number on-street Number off-street Number of workplace Car club bays implemented or secured by the borough Number on-street Number off-street

126 Street trees Number of new trees planted Number of replacement trees planted Number felled for natural / safety reasons Number felled for other reasons Commentary on other environmental interventions Example - The Council installed a new air quality monitoring station adjacent to Colne Gyratory to supplement the four existing monitoring stations in the borough.

Local area accessibility Shopmobility or scootability Number of schemes implemented Commentary on other interventions to improve Example - Five new personal electric vehicles were purchased to accessibility support the continued growth of the Scootability scheme operating from Cabin Walk Shopping Centre.

Controlled parking and freight New zones implemented Number Waiting and loading reviews Number Commentary on other interventions to review parking or Example - The hours of operation of Wingate Park and Hammond freight issues and smoothing traffic flow Green CPZs have been extended on matchdays to deal with parking overspill generated by Wadham Rovers Football Club.

Cleaner local authority fleets European emmission standard of fleet for heavy duty Number of Euro II vehicles diesel-engined vehicles (all vehicles with a gross vehicle Number of Euro III vehicles weight of 8,800kg or over, including lorries and buses) Number of Euro IV vehicles Number of Euro V vehicles Electric vehicles in fleet Number fully electric Number hybrid electric Commentary on other interventions to improve the Example - In appropriate circumstances contractor vehicle type and efficiency of vehicle fleets fleet composition is now included as part of the assessment criterion when major new contracts are procured.

127