Chapter 3: Borough Policy Statement
Contents Page Number
Introduction 61
Area Analysis 61 London Riverside 62 Barking Town Centre 62 Rest of the Borough/Residential Neighbourhoods 62 Other 63
Policy Framework 63 National Policies 63 Regional Policies 65 Sub-Regional Policies 67 Local Policies 70
LIP Transport Objectives and Policies 73 Transport Objectives 73 Transport Policies 75
Strategic Transport Schemes 91
Other Local Policies 92
Thames Gateway London Partnership Common Statement 93
London Thames Gateway Development Corporation Regeneration 93 Framework
Supporting the Mayor’s Transport Strategy 94
Chapter 3: Borough Policy Statement 59 List of Tables Page Number
Table 3.1: Strategic Transport Schemes 91
Chapter 3: Borough Policy Statement 60 Introduction
3.1 The main purpose of this chapter is to describe the local transport policies adopted by the Council which will further the implementation of the Mayor’s Transport Strategy (MTS) at the borough level. This includes policies not only encompassed within the Local Implementation Plan (LIP) itself, but also those of relevance to be found in other key Council documents, particularly the Community Strategy and Unitary Development Plan.
3.2 The Chapter also describes major strategic transport schemes necessary to meet local needs and aspirations. Variously these are particularly relevant to meeting regeneration, development and environmental objectives.
3.3 It is a legislative requirement that the environmental effects of the LIP are assessed. This process is called Strategic Environmental Assessment (SEA). The environmental effects of the policies have been assessed and changes have been incorporated into the LIP to ensure that the policies will not have significant adverse effect on the environment.
Area Analyses
3.4 In broad terms the Borough can be sub divided into a number of comparatively discrete areas each with their own individual character:
• London Riverside – the location for major established industries and other employment as well as the ‘brownfield’ development sites of Barking Riverside, Dagenham Dock and South Dagenham. It lies roughly between the A13 and River Thames; • Barking Town Centre – the main shopping centre in the Borough and location of service employment. Barking is also a centre for civic and cultural functions. It is also a major transport hub serving an extensive catchment area. Barking Town Centre was been attached to the area known as London Riverside for regeneration and planning purposes; • The residential ‘backdrop’ of the remainder of the Borough, consists of a large proportion of social/Council housing. Within these neighbourhoods there are local shopping parades; transport nodes (e.g. individual tube stations) and community facilities such as schools. They are also interspersed with a complex pattern of open spaces/parks of varying size and character. Dagenham has a distinct centre called Dagenham Heathway, which is centred on the Heathway (A1230).
3.5 The Borough is not a homogeneous place. Its character is diverse and changes from one location to another. This diversity will in turn affect the make up of transport packages necessary to meet the needs of any particular part of the Borough. For example, the transport needs of the Barking Riverside development area are likely to be quite different to the needs of established residential neighbourhoods. There is no ‘one size fits all’ solution and transport investment and policy needs to be tailored to specific locations.
Chapter 3: Borough Policy Statement 61 3.6 This issue is considered next, with a description of key areas and the transport ‘packages’ that may be most appropriate to them.
London Riverside
3.7 Given the nature of this area as described above, its transport needs could be broadly summarised as follows:
• New and strengthened public transport services to connect existing and prospective businesses with their employee catchment elsewhere (to the north) in the Borough; • Good sub regional networks to provide for the market and other needs of existing and prospective businesses; • New infrastructure to serve new development and regeneration at the densities envisaged and in an environmentally sustainable way; and to serve the needs of incoming new residents; • Such infrastructure is necessary to provide internal cohesion and connectivity to the area (e.g. through local roads; cycle and foot paths); and to link the area with the rest of the Borough and London/sub region (e.g. through DLR extension, East London/Thames Gateway Transit and Thames Gateway Bridge); • The River itself is also an asset available to be used in a positive and sustainable way. This includes provision for the transport of passengers, freight and waste. The riverbank itself affords opportunities for foot and cycle ways both as a transport resource and to enjoy the amenity of the waterfront.
Barking Town Centre
3.8 Barking Town Centre is a major location for shopping, other services and employment. It is a transport hub giving connections onwards to other local areas, London wide and sub regional/national destinations. Transport needs could be summarised thus:
• Consolidation and improvement of transport services to its catchment hinterland; • Improved linkages to the rest of London and beyond; • Management of the parking stock to reflect the town centre’s role as a shopping and commercial centre; • Environmental upgrade to the streetscape; • Improvements for pedestrians, cyclists and buses; • Improvements to Barking station as a major interchange.
Rest of the Borough/Residential Neighbourhoods
3.9 Access for residents from where they live to Barking Town Centre and other major work/service locations has been considered in the context of previous sections. Within residential neighbourhoods themselves the following transport needs seem most relevant:
Chapter 3: Borough Policy Statement 62 • Road safety improvements; Safer Routes to School; and traffic management/calming; • Reduced rat running from through commuting; • Good penetration by bus routes offering services to local as well as more distant facilities and amenities. Some areas are particularly isolated (e.g. the northern part of the Borough around Chadwell Heath) and improved north- south connections/routes are needed; • A comprehensive improvement programme for all local stations, bus stops and interchanges; • Environmental/streetscape improvements; • Provision for car parking commensurate with streetscape enhancements and retaining green spaces such as front gardens; • Improved facilities and safe, well lit routes for pedestrians and cyclists; using the potential offered by open spaces in this respect; • Measures to reduce the severance caused by major roads and railway lines.
Other
3.10 The previous sections look at some of the more particular needs of specific areas. However there are also some required transport improvements that are common to all. These include:
• Highways maintenance – including bridges/other structures, footpaths and cycle ways; • Good street lighting; • A safe environment, including road safety; • A clean, attractive, well designed and well maintained environment.
Policy Framework
3.11 Before setting out the LIP policies, this chapter briefly describes national, regional and local policy documents that set the context for the LIP.
National Policies
The Future of Transport: a Network for 2030 (DfT, July 2004)
3.12 The White Paper identifies a need for a transport network that can meet the challenges of a growing economy and the increasing demand for travel, but 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
Chapter 3: Borough Policy Statement 63 • Ports and airports providing improved international and domestic links.
Planning Policy Guidance Notes (PPG) and Planning Policy Statements (PPS)
3.13 PPG and PPS set out the Government’s national policies and principles on different aspects of planning. They provide guidance at a national level which should be taken into account by local authorities in the formulation of their development plans and when considering applications for new developments.
Planning Policy Guidance 3: Housing
3.14 This PPG includes the government’s response to the Environment, Transport and Regional Affairs Committee’s report on housing. The PPG includes a statement of the government’s housing objectives based on the “plan, monitor and manage” approach to housing provision.
3.15 Explanations of affordable housing policy and emphasis on re-use of urban land and buildings are included. A substantial section explores the creation of sustainable residential environments, highlighting the role of public transport provision, making the best use of land and planning necessary greenfield development.
Planning Policy Statement 6: Planning for Town Centres
3.16 The policies in this statement apply throughout England and focus on a range of issues relating to planning for the future of town centres and the main uses that relate to them. This PPS replaces Revised PPG6: Town Centres and Retail Developments (1996) and subsequent policy statements.
3.17 The Government’s key objective for town centres is to promote their vitality and viability by:
• Planning for the growth and development of existing centres; • Promoting and enhancing existing centres, by focusing development in such centres; • Encouraging a wide range of services in a good environment, accessible to all.
3.18 PPS6 seeks to deliver more sustainable patterns of development, ensuring that locations are fully exploited through high-density, mixed-use development and promoting sustainable transport choices, including reducing the need to travel and providing alternatives to car use. The statement is dedicated to improving accessibility, ensuring that existing or new development is, or will be, accessible and well served by a choice of means of transport.
3.19 PPS6 aims to promote social inclusion, ensuring that communities have access to a range of main town centre uses, and that deficiencies in provision in areas with poor access to facilities are remedied.
Chapter 3: Borough Policy Statement 64 3.20 The Government is seeking to reduce the need to travel, to encourage the use of public transport, walking and cycling and reduce reliance on the private car, to facilitate multipurpose journeys and to ensure that everyone has access to a range of facilities. Good access to town centres is essential. Jobs, shopping, leisure and tourist facilities and a wide range of services should therefore be located in town centres wherever possible and appropriate, taking full advantage of accessibility by public transport. In selecting appropriate sites for allocation, local authorities should have regard to:
• Whether the site is or will be accessible and well served by a choice of means of transport, especially public transport, walking and cycling, as well as by car; • The impact on car use, traffic and congestion.
Planning Policy Guidance 13: Transport (Revised: March 2001)
3.21 This PPG’s objectives are to integrate planning and transport at the national, regional, strategic and local level and to promote more sustainable transport choices both for carrying people and for moving freight. It also aims to promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling and to reduce the need to travel, especially by car.
3.22 To deliver these objectives, the guidance says that local planning authorities should actively manage the pattern of urban growth, locate facilities to improve accessibility on foot and cycle, accommodate housing principally within urban areas and recognise that provision for movement by walking, cycling and public transport are important but may be less achievable in some rural areas. This guidance is currently being revised to PPS13.
Regional Policies
The Mayor’s Strategies
3.23 The Mayor of London has been given responsibility for the production of a range of strategies for London, including:
• Air Quality; • Ambient Noise; • Bio-Diversity; • Culture; • Economic Development; • Energy; • Spatial Development (London Plan); • Transport; • Waster Management.
3.24 Most of these strategies have now been published, and the Transport Strategy sets the framework for the LIP overall, with the policies and proposals that the council must help deliver.
Chapter 3: Borough Policy Statement 65 Mayor’s Transport Strategy (MTS) (2001)
3.25 This Strategy was published in July 2001 and sets out the Mayor’s integrated transport strategy over the next ten years. These policies cover all modes of transport as well as the management of the road network in London. The Strategy sets out the priorities that the transport agencies in London (TfL and the London boroughs) need to address. This Strategy is fully integrated with the London Plan.
3.26 The Transport Strategy highlights the five objectives of the Mayor’s vision for London as:
• Objective A – To make London a prosperous city; • Objective B – To make London a city for people; • Objective C – To make London an accessible city; • Objective D – To make London a fair city; • Objective E – To make London a green city.
3.27 The Transport Strategy (Chapter 4A) sets out ten key transport priorities to help achieve the five objectives: within these priorities, the eight areas of implementation that the Mayor of London regards as having the highest priority for LIP’s are:
1. Improving road safety; 2. Improving bus journey times and reliability; 3. Relieving traffic congestion and improving journey time reliability; 4. Improving the working of parking and loading arrangements; 5. Improving accessibility and social inclusion on the transport network; 6. Encourage walking; 7. Encourage cycling; 8. Bringing transport infrastructure to a state of good repair.
3.28 The delivery of a significant part of the Transport Strategy is through the boroughs. Barking and Dagenham’s LIP has been devised to assist in delivery of this strategy in the Borough.
London Plan (2004)
3.29 One of the Mayor’s responsibilities is the strategic planning for London. One of his duties, as set out by Government, is the production of a Spatial Development Strategy and to keep this strategy under review. In 2004 this strategy was produced as the London Plan. The London Plan replaces existing strategic guidance, and boroughs’ development plans must be in ‘general conformity’ with it. The Mayor's vision is to develop London as an exemplary sustainable world city, based on three interwoven themes:
• Strong, diverse long term economic growth; • Social inclusivity to give all Londoners the opportunity to share in London's future success; • Fundamental improvements in London's environment and use of resources.
Chapter 3: Borough Policy Statement 66 3.30 The London Plan is an integrated strategy aiming to improve delivery in areas such as housing, transport and economic growth.
3.31 As Barking and Dagenham is in the London Thames Gateway area and is identified for regeneration, the redevelopment of the Borough has to be in line with the London Plan.
3.32 Alterations to the London Plan were produced in October 2005 for consultation to address housing provision, waste and minerals issues. In December 2005 the Mayor produced a Statement of Intent to review this plan, which states:
“Achieving this vision will require sustained determination and concerted partnership between the public, private, voluntary and community sectors and all those who are responsible for, or who love, this great city. If we succeed, I believe London can become a vibrant, successful, efficient and socially inclusive city. Clean and green. An example to the world.”
Sub-Regional Policies
Thames Strategy East
3.33 The Strategy, produced by the Thames Estuary Partnership, promotes the protection and enhancement of the river’s assets, the mitigation of any unavoidable negative impacts of development, and the creation of new environmental infrastructure to reinforce the central dominant role of the river. It is an underlying assumption of the Strategy that development within the Gateway can be fundamentally positive, but that an integrated, holistic and creative approach to planning, design quality, management and maintenance of the environment is equally essential.
3.34 The Strategy expands the vision for the area based on the following themes which were adopted through a rigorous consultation exercise carried out by the Thames Estuary Partnership as part of the preparation of the brief for this strategy:
• Spatial planning; • Landscape/Townscape/Riverscape Character; • Biodiversity; • Archaeology, Historical and Cultural Resources; • Views and Landmarks; • Urban Form; • Infrastructure; • Flood Risk Management/Climate Change; and • Economy of the River Thames Corridor (including wharves, commercial river users and agriculture).
3.35 The Strategy also addresses issues of air quality, water quality and supply, sewage and waste water treatment, energy, health and education.
Chapter 3: Borough Policy Statement 67 3.36 The Strategy is intended to guide emerging Regional Spatial Strategies, Local Development Frameworks, Area Action Plans and future development decisions and investment. It does this through policies, design objectives and opportunities, which are supported by spatial Guidance Plans at the strategic and local levels.
Thames Gateway London - The Transport Agenda
3.37 The agenda sets out a transport vision, a set of objectives and key actions for delivery for transport within the sub-region. This agenda has informed significant elements of the London Plan, TfL’s Five Year Investment Programme and the London Thames Gateway Development and Investment Framework (LTG-DIF).
3.38 The agenda has identified a series of key issues for transport in the Thames Gateway. TGLP is aiming to meet these challenges through six strategic objectives:
• The promotion of regional regeneration and multi-modal access; • The improvement of environmental amenity; • The promotion of social equality and opportunity; • The enhancement of safety and personal security; • The maximisation of resource efficiency; and • The promotion of institutional, physical and operational integration.
3.39 TGLP recognises that transport is not an end itself, but serves to support TGLP’s wider objectives of economic regeneration, social inclusion and environmental improvement. In seeking to deliver on these, TGLP is evolving strategy which will:
• Position Thames Gateway London as a European, national and regional interface; • Overcome the barrier of the River Thames to north-south movement within and through the Gateway; • Enhance sustainable transport links, particularly rail, to Docklands, Central London and key transport nodes beyond the region; • Secure a step-change in local and sub-regional connectivity, particularly by public transport; • Ensure that all town centres, regeneration sites and strategic interchanges are accessed by a choice of modes at local, sub-regional and, in some cases, international, level; • Achieve the effective management of the strategic transport networks for both passenger and freight traffic, including the relief of bottlenecks and gaps where necessary and appropriate; • Balance the need to manage car use with a recognition that this is likely to remain the principal means of transport for many in Outer London in the short-term; • Achieve integration between transport modes and between the transport system and the urban planning framework.
Chapter 3: Borough Policy Statement 68 3.40 The Transport Agenda is currently being reviewed in light of recent policy developments and the progress made to date in delivering key strategic transport projects.
East London Sub-Regional Development Framework (EL-SRDF)
3.41 The EL-SRDF sets out policies and proposals for delivery of the London Plan within the sub-region in a number of key areas, including transport. It covers an area that is already home to 2 million Londoners. Compared to the London average it has a distinct, younger age profile, a tendency towards larger households, a high degree of social mobility and strong polarisation in wealth distribution, with pockets of considerable affluence as well as 3 of the 10 most deprived authorities in the country.
3.42 It contains a significant proportion of London's global financial and business services, centred on the City and Canary Wharf and, for the future, Stratford. As a national regeneration priority it has significant capacity for new jobs and homes. Several of its Opportunity Areas and Intensification Areas are of international importance, including the Lower Lea Valley at the heart of Britain's 2012 Olympic and Paralympic Games and Greenwich Peninsula and riverside with its World Heritage site and Millennium Dome.
Sub-Regional Economic Development Implementation Plan (SREDIP)
3.43 The SREDIP discusses numerous strategic transport and other infrastructural initiatives relevant to the Thames Gateway as well as the wider London area. The report centres on the relationship between London’s changing role being less a place on which the UK converges economically and more the UK’s principal hub on European and global economic communications networks.
3.44 The strategic infrastructural developments the report advocates are listed below.
• Terminal 5 at Heathrow; • Expansion at Stansted; • CTRL and further services northwards; • Thames Estuary road and rail bridge; • Shellhaven; • Crossrail; • Fast Liverpool St-Stratford-Stansted-Cambridge rail link.
3.45 While these initiatives are about international movements of people and goods, they are also designed to assist growth in areas within London and the Thames Gateway. There is therefore an implicit assumption that these initiatives will assist in bringing increased employment. However, the number or types of jobs that are likely to be created are not specified. Nonetheless, this assumption itself would imply that Barking and Dagenham would benefit from increased employment as a result of these initiatives.
Chapter 3: Borough Policy Statement 69 Local Policies
Unitary Development Plan (UDP)
3.46 Adopted in 1996 the UDP is the current statutory land use policy document for the Borough, it is a legally adopted document and has undergone consultation with the public. Its policies also support the implementation of the Mayor’s Transport Strategy.
3.47 The UDP’s section on Transportation and Movement concentrates on reducing the congestion of London and improving the provision, integration and use of public transport. The Council believes that some restraint on the traffic of London, in alliance with an improved public transport network, is the optimum policy for improving congestion in the capital (UDP 1996).
3.48 The UDP promotes and encourages the improvement and creation of new bus and train routes. It aims to increase security and public safety measures, and public transports’ compatibility with cyclists. The council will encourage the improvement of bus services and facilities with particular attention to cross borough services, services to key employment areas, shopping centres, and community facilities. Bus services will be proposed for Goodmayes District General Hospital, Harold Wood Hospital, Goresbrook Leisure Centre, Barking Reach, Eastbrook Country Park, The Chase Nature Reserve and Thames Chase.
3.49 Bus routes will be improved in town centres by supporting the introduction of bus- priority measures, reducing on-street parking and servicing where it impedes bus flow, seeking too maintain and improve accessibility of buses to town centres and the ensure that bus stops are located within 400 m walking distance of residential areas, and 200 m in town centres.
3.50 Improvements to the roads of Barking and Dagenham are also seen as a positive benefit to the economy of the Thames Gateway. Developments will concentrate on improving the A13, and in categorising roads into a hierarchy of trunk, designated and principal roads. The aims of the trunk roads are to link London to the National Road System, and to reduce demand on designated and principal roads. The objective of the hierarchy is to define the use of roads so they are used accordingly. Directing the appropriate traffic on to the appropriate route will help achieve conservation and environmental goals.
3.51 The council will also aim to encourage the provision of safe and regulated taxi and mini-cab services, which will supplement bus and rail services. LBBD will invest in a taxi card service for users in the borough in association with London Regional Transport and other relevant organisations.
3.52 Pedestrian accessibility is an integral part of the UDP. To ensure that pedestrian routes are safe and convenient, the council will incorporate pedestrian crossings and pedestrian phases at traffic lights into road plans where needed. The council will oppose the introduction of subways and footbridges other than in exceptional circumstances. Footway parking will be regulated to reduce cars parking on
Chapter 3: Borough Policy Statement 70 pavements. The council will also pedestrianise major shopping streets where possible.
3.53 Provision for cyclists is also included in the UDP with anticipated safer cycle routes and design considerations for all new schemes and measures.
3.54 The council aims to ensure that all transport services are available and accessible to people with a disability. Considerations will be made to parking, access routes and setting down points.
Local Development Framework (LDF)
3.55 The LDF is an emerging portfolio of documents that will in time replace the Council’s UDP. It will set out the Council’s policies for meeting the local community’s economic, environmental and social aims for the future, where this affects the development and use of land.
3.56 Transport issues are covered in a number of LDF documents. The Core Strategy, which sets out the spatial vision, strategic objectives, spatial strategy, strategic policies and a monitoring and implementation framework for achieving delivery, guides the broad pattern of development and constraint across the borough for strategic development needs. The Borough Wide Development Policies document sets out detailed policies that will help to control development in the borough and to deliver the vision, objectives and policies set out in the Core Strategy. A third document, the Barking Town Centre Area Action Plan, sets out how land, buildings and space will be used. All three documents reflect and will help deliver the Mayor’s Transport Strategy.
3.57 The vision for Barking and Dagenham, as set out in the Core Strategy, is for the borough to become strong, safe and proud that people happily choose to live and work in. A key objective is to reduce the need to travel by car and to make sure that the community can safely and easily get to jobs and important services. The spatial strategy and strategic policies for transport are based on a number of themes. These include:
• Managing growth – the Council will support plans for public transport which will benefit the borough. Land will be set aside for this purpose where appropriate; • Resources and the environment – the Council will support development and other measures which reduce people’s need to travel, reduce the amount people have to rely on their cars, and make it easier to transport goods in ways which have less of an effect on the environment (e.g. by river or rail rather than by road). The Council will encourage developments which reduce the amount of car parking available particularly in areas that are easy to get to by public transport; • Sense of community – the Council will seek to encourage healthy lifestyles by improving facilities for pedestrians and cyclists and promoting public transport systems that are safe, well designed and in sensible places. Transport facilities and streets will need to be safe and easy for everyone to get to and use;
Chapter 3: Borough Policy Statement 71 • Economy and town centres – the Council will develop town centres that are safe and accessible; • Sense of place – the Council will seek the development of a high quality built environment by ensuring that streets are accessible to all and that tourist facilities are located in places with good public transport links.
3.58 The Borough Wide Development Policies document sets out in more detail the range of policies and conditions against which planning applications will be considered. The key transport policies include:
• Setting standards for how many car and cycle parking spaces should be provided in different types of developments, including parking for disabled people; • Protecting and improving facilities for pedestrians and cyclists, with the aim of making roads less busy and improving health and air quality; • Ensuring that developments that affect transport provide a transport statement identifying the relevant transport issues and, where appropriate, provide travel plans, with the aim of reducing the need for people to travel; • Making sure that roads are safer and that it is easier to get around the borough (especially for people walking, cycling and using public transport); • Ensure that developments are located in places with good public transport links.
3.59 Consultation on the preferred options of both the Core Strategy and the Borough Wide Development Policies was undertaken between March and May 2007. The final proposals will be submitted to the Government in March 2008 with both documents undergoing an Examination in Public later that year.
An Urban Renaissance in London
3.60 This policy brings together many regeneration strategies that have been put in place in the Borough of Barking and Dagenham over the previous few years. The aim of the regeneration strategy is to improve the quality of life for local people, with wider benefits in housing, education, jobs, facilities, and skills (An Urban Renaissance in East London 2001).
3.61 The policies that are central to the strategy are:
• Continuing to improve education; • Encouraging the development of skills to improve employability; • Widening employment opportunities and attracting well-paid jobs; • Providing public transport links; • Building closer partnerships within and outside the borough.
Economic Development in Barking and Dagenham
3.62 This development strategy aims to work with the Urban Renaissance in East London Strategy (2001) to create a more vibrant economy for the Borough of Barking and Dagenham.
Chapter 3: Borough Policy Statement 72 3.63 The key strategic objectives of the plan are to:
• Building closer partnerships within and outside the borough; • Help build an enabling environment for business growth, through transport, ICT and the built environment; • Make Barking and Dagenham a business-friendly council; • Support business growth and competitiveness; • Helping local people into employment; • Promote social inclusion.
3.64 The council hopes that by developing key areas of the community such as retail, the public sector and manufacturing, they can improve the economy of Barking and Dagenham (Economic Development in Barking and Dagenham 2004).
LIP Transport Objectives and Policies
3.65 Transport objectives and policies were last set out comprehensively in the ‘Interim’ Local Implementation Plan (ILIP) published in 2001. As the name suggests that document was a precursor to this. The objectives, policies etc in the ILIP have been reviewed in the course of preparing this LIP; as such, this LIP supersedes and replaces material in the ILIP.
3.66 Transport is generally not an end in itself but a key contributor to the achievement of other higher order goals. As such transport objectives, policies and aspirations must fit with Council wide objectives, particularly those in the Community Strategy ‘Building Communities, Transforming Lives’ (2003). The most relevant priorities in the Community Strategy are:
• Promoting Equal Opportunities and Celebrating Diversity; • Raising General Pride in the Borough; • Making Barking and Dagenham Cleaner, Greener and Safer; • Regenerating the Local Economy.
3.67 The LIP is also required to deliver the Mayor’s Transport Strategy at the Borough level. The extent to which the objectives and policies that follow do this is shown in this chapter.
Transport Objectives
3.68 Transport objectives that inform this LIP are as follows:
a) To increase accessibility for all to town centres, community facilities, employment opportunities and development areas, recognising that improved accessibility is more important and sustainable than just increased mobility.
b) To prioritise improvements for people with poor access to public transport services; for people with a disability; and for those without access to a car – not least to promote social inclusion and equity.
Chapter 3: Borough Policy Statement 73 c) To optimise the potential of schemes to maintain and enhance regional, national and international links.
d) To facilitate the regeneration of derelict, previously developed and under used land in the Borough and Thames Gateway.
e) To underpin the viability and vitality of town centres.
f) To ensure the need to travel by private car or lorry is minimised by promoting attractive and accessible alternatives.
g) To improve the safety and security of the transport system.
h) To ensure the movement of commercial goods and people are met in the most efficient way that will support regeneration and growth of the Borough’s economy without compromising environmental quality.
i) To reduce the pollution and nuisance created by traffic, so reducing adverse environmental impacts, contributing to the health and safety of Borough residents, meeting air quality and noise reduction objectives.
j) To promote the integration of new development with transportation to reduce the need to travel and promote more sustainable patterns of land use and development.
k) To support and promote public transport schemes that minimise adverse impacts on the environment, make up for deficiencies and gaps in the transport network, improve opportunities for transfer/interchange between services and otherwise promote a positive image of the Borough.
l) To improve integration between transport modes and services, in particular to strengthen Barking’s role as a sub regional transport hub/interchange.
m) To improve integration between north - south bus routes.
3.69 Together, these objectives and policies as described later should assist to promote:
• A more productive, inclusive and fairer community with high standards of living for all; • Schools and residential areas that are safe, free from extraneous traffic and with a high environmental quality; • Town centres, development/regeneration and commercial areas that are well served and supported by comprehensive transport networks, but with high environmental standards; • Clean air, improved public health and less noise; • A high quality, civilised urban fabric; • A River that is a positive asset;
Chapter 3: Borough Policy Statement 74 • Transport networks that are sustainable, integrated, cheap, fast, reliable, of high quality and comfort, accessible/comprehensible to all, and which offer a seamless journey.
Transport Policies
3.70 The following sections describe the transport policies geared to achieving the objectives described above and realising at the local level the Mayor’s Transport Strategy.
3.71 The order of policy areas is deliberate, highlighting the need to think about more vulnerable and needy members of our community at the outset when considering transport policy and projects, and then progressively moving to consideration of the needs of others like car users, for example. Past practice has often been the other way around with the needs of cars often dominating the agenda and the requirements of others being ‘retro fitted’ – a more balanced, inclusive and equitable approach is sought here.
Title and Policy Number Page Number
An Inclusive Equitable Society 77 P1: 77 P2: 77
An Integrated Approach 77 P3: 77 P4: 77
Walking and the Pedestrian Environment 79 P5: 79
Cycling 80 P6: 80
Public Transport 81 P7: 81
Transport Interchange 81 P8: 81
Travel Plans and Travel Awareness 81 P9: 81 P10: 82
The River and Other Waterways 82 P11: 82
Taxis 83 P12: 83
Chapter 3: Borough Policy Statement 75 Roads and Highways Management 83 P13: 83 P14: 83
Road Safety, Traffic Management and Schools 85 P15: 85 P16: 85 P17: 85 P18: 85 P19: 86 P20: 86
Managing Traffic Demand and Parking 87 P21: 87 P22: 87 P23: 87
A13 Route Management Study 88 P24: 88
Freight 89 P25: 89 P26: 89 P27: 89
Intelligent Transport Systems 89 P28: 89
Road Traffic Reduction and Air Quality Management 90 P29: 90 P30: 90
NB: For clarity policies are given a ‘P’ prefix and written in italics.
Chapter 3: Borough Policy Statement 76 An Inclusive Equitable Society
P1:
An integrated approach to transport provision for all members of the community will be pursued to facilitate equality of opportunity, reduce social exclusion, improve health and well-being and assist urban regeneration, whilst fully considering the needs of the environment.
P2:
The needs of people with a disability; those suffering from (multiple) deprivation; those in relatively inaccessible/isolated locations; and the more vulnerable road users (the young, elderly, pedestrians and cyclists) need to be formally considered at the outset in respect of transport policy and proposals, and demonstrably so.
3.72 Examples of the implications of these policies include catering for the needs of people with a disability in the design and layout of our streets; in traffic management schemes; and in the design and operation of public transport (e.g. low level buses; lifts at all stations; hearing loops).
3.73 More bespoke travel opportunities like ‘Dial a Ride’ or Mobility Buses may also be appropriate. Community transport like this provides a valuable resource for many people who may otherwise be ‘disenfranchised’ from meeting their travel needs and, as such, will be supported by the Council as powers and resources allow.
3.74 When drawing up transport schemes and proposals it should be made explicit what has been incorporated into the scheme to meet the needs of the more vulnerable members of the community as covered by these policies. This will help ensure these issues are not (inadvertently) overlooked.
An Integrated Approach
P3:
Land use, design and location of development and transport need to be planned and implemented in an integrated way to reduce the need to travel, and to ensure development/land uses are served by transport networks that are fit for purpose, of appropriate capacity and sustainable (and include the needs of the community and the environment).
P4:
The Council will work corporately and with other agencies/partners and with the local community to ensure this integration occurs.
Chapter 3: Borough Policy Statement 77 3.75 It is axiomatic that land uses need transport e.g. to get workers to work; people to hospital; people to shops and recreation facilities. Transport needs not only to be integrated itself to provide as seamless and convenient a network as possible, but also integrated with decisions about development and land use planning. This will help ensure the need for travel is reduced at the outset and that what travel is needed is provided for in an efficient, effective and sustainable way.
3.76 Streets and public spaces can be designed so as to make walking and cycling attractive. The Council is preparing two supplementary planning documents: an Urban Design Framework Plan and a Public Realm Strategy. These documents will set out policy guidelines and urban design principles. The borough does not have a Borough Design Manual as such, however, guidelines for specific areas within the borough may be produced where needed, for example for the borough’s town centres.
3.77 The Borough has extensive areas like the London Riverside where new development can give opportunity to fully exploit this approach. Single large developments and sites where comprehensive development can take place should pay regard to the following in planning transport provision:
• Designing for the needs of pedestrians, people with disabilities, cyclists and public transport users first; • Arranging highways networks after and around these priorities; • Building into highways networks at the outset traffic calming and design features for speeds no greater than 20mph, for road safety and the creation of home zones; • Locating major activities such as schools and shops at public transport, cycling and pedestrian nodes; • Building into development costings provision for segregated busways as well as more conventional highway, cycle and pedestrian networks; • Parking standards and provision that promote alternatives to the car and car use restraint; and that are well designed appropriate to the achievement of quality urban streets and spaces.
3.78 Town centres are another place where an integrated approach to land use and transport is both feasible and desirable. They are generally the hub of transport networks and so offer the greatest accessibility to the greatest number. Accordingly, it seems appropriate that as a basic first principle major new development schemes generating/attracting large numbers of trips should only be allowed in these locations. This will:
• Consolidate the vitality and function of town centres; • Give greater efficiency/patronage to the operation of public transport networks; • Give a wide range of travel opportunities to the development by means other than the car; • Accordingly, promote traffic restraint, sustainability and social inclusion goals.
Chapter 3: Borough Policy Statement 78 3.79 The Council will use its powers through conditions on planning permissions and s106 agreements to secure the outcomes described in this section, as well as the overall objectives of the LIP. There will be an onus on developers to demonstrate the compatibility of their proposals to the policies and principles in this LIP. As such early liaison with the Council would be a positive step to this end. Tools such as ‘PTAL’s (an index/map showing the comparative accessibility or otherwise of an area to public transport) will be used to ensure good land use/transport integration and decision-making.
Walking and the Pedestrian Environment
P5:
The Council will seek to protect and improve conditions for all pedestrians, including people with mobility impairment, and to create pedestrian routes, which will improve access for pedestrians and so encourage walking. The Council will also seek to ensure that safe provision for pedestrians and those with mobility impairments will be included in the design of the layouts of new developments.
3.80 For most people walking is a part of every trip made. Even for the mobility impaired the state of the pedestrian environment can significantly impact on their accessibility to everyday needs and independence. Walking is good for health, sustainable and free. It may be particularly important to certain groups like the very young and those who cannot afford a car, often the more vulnerable members of our community. Most trips are less than 5km in length. For these and trips like the journey to school walking should be an attractive option. A significant proportion of the borough is made up of parks and green spaces, which offers an opportunity to create traffic-free pedestrian routes, which could be part of, or link to, long distance footpaths such as the Thames Path City of Sea.
3.81 Walking and pedestrians can be helped in a number of ways:
• Expanding the Borough’s network of pedestrian only/priority routes e.g. using parks and other green spaces; using the riverfront; to schools (Safer Routes to Schools), bus routes and places of employment; • Using educational and promotional programmes to encourage an increase in walking; • Ensuring pedestrian routes and pavements are well signed, lit, safe and well maintained; • Introducing pedestrian priority areas such as in parts of Barking Town Centre where appropriate; • Freeing footways of extraneous clutter/street furniture, providing dropped kerbs, enforcing restrictions on pavement parking; • Ensuring safe/convenient facilities for crossing roads and at transport interchanges; recognising and accommodating pedestrian ‘desire lines’; • Modifying or ‘calming’ driver behaviour rather than penning in people behind kerbside railings;
Chapter 3: Borough Policy Statement 79 • Using s106 agreements and planning permissions/conditions to provide for the needs of pedestrians; • Linking policies for walking with other strategies such as health improvement.
Cycling
P6:
The Council will seek to protect and improve conditions for cyclists. The Cycling Action Plan sets out how the Council will seek to protect and improve conditions for cyclist and support the London Cycling Action Plan.
3.82 Cycling carries many of the same benefits and advantages as for walking just described above – cheap, sustainable, healthy, important to particular groups and suitable for a large number of journeys. It can, however, be unpleasant and dangerous when the needs of cyclists are not taken into account.
3.83 Conditions for cyclists can be improved and the potential of cycling more fully realised by a number of measures:
• Implementing the London Cycle Network (LCN+); cycle lane provision; and road space re-allocation; • Integrating the needs of cyclists in the design of streets, junctions and transport schemes e.g. exemptions from traffic management controls, use of bus lanes, toucan crossings, advanced stop lines at junctions, cycle contraflow lanes; • Provision of bicycle maintenance facilities and training; • Provision of secure cycle parking, particularly at key locations like shopping centres and transport interchanges; • Provision of parking for bicycle trailers, particularly at shopping centre and superstores; • Publicity and lobbying; • Tax exemptions schemes for the purchase of bicycles; • Using planning powers to integrate cycling with development proposals; • Bike loan and pool bike schemes; • Other cycle route provision through parks, open spaces and along the riverside; • Home storage facilities for bicycles e.g. corridors; • Cycle and road safety/cycle awareness training (the latter for motorists); • Cycling as an integral part of Safer Routes to School initiatives; • Linking policies for cycling with other strategies such as health improvement; • Bicycle recycling schemes, providing bicycles at a lower cost; • Measures taken by employers to facilitate cycling by staff, visitors and contractors (TfL’s Bike and Business Scheme); • Promoting the use of bicycles for freight and delivery services by couriers.
Chapter 3: Borough Policy Statement 80 Public Transport
P7:
The Council will resist any decline in standards, frequency or coverage of the public transport network serving the Borough. On the contrary, improvement and extension of the network to meet the needs of residents, visitors, employees and businesses will be sought without significant adverse impact on the environment. This policy will apply to all public transport modes – particularly rail, light rail, tube, bus and taxi.
3.84 Public transport is the main alternative to use of the car and as such is more sustainable in terms of environmental impact. Improved public transport will also contribute to social inclusion, particularly for comparatively isolated areas and where car ownership is low as well as improving the local environment. The Council will use all its powers to this end, including management of the road network and planning/development control. It will establish and maintain contact with all relevant transport agencies for this purpose.
3.85 Specific schemes for improvement are considered later in this Chapter.
Transport Interchange
P8:
The Council will seek to improve transport interchange to allow for maximum ease, safety and convenience of journeys made within and between different travel modes, including buses, trains, pedestrians, cyclists, cars and river transport. Interchange should also cater for all members of the community and assist in improving the local environment. Improvements will include not only physical measures but also ‘soft’ elements such as ticketing, timetabling and publicity.
3.86 Quick and easy interchange between different transport modes and routes will contribute to the overall attractiveness of public transport in comparison to the car. A sustainable and inclusive approach is sought. The objective is to create so far as possible a ‘seamless’ journey. Integration should also include use of the River and waterways for passengers and freight.
3.87 Specific schemes are considered later.
Travel Plans and Travel Awareness
P9:
Travel Plans will be sought as a condition or s106 agreement on planning permissions for development that is likely to generate significant travel demands for both people and/or freight. The Council will also encourage ht voluntary uptake of travel plans.
Chapter 3: Borough Policy Statement 81 P10:
The Council will promote greater awareness in the community as to the consequences their travel decisions will have on the environment; for air quality; for health; for congestion; for scarce fossil fuels; for road safety; and for amenity. The Council will also promote measures that encourage suitable travel and to reduce the need for travel.
3.88 Travel Plans are encouraged because they promote more sustainable travel options for employees, visitors and freight. They help raise awareness as to the consequences of travel decisions made by individuals, organisations and businesses. Generally they could include measures to promote alternatives to the car; to improve driver behaviour; and to promote the sustainable distribution of goods and services. Research also indicates they make good business and economic sense e.g. by raising the health and well being of employees through more cycling and walking; by freeing up car parking space for more productive use.
3.89 Measures that encourage more suitable travel could include travel plans, Car- sharing schemes, car clubs and reserved parking for car-sharers and club-car members. Measures that could reduce the need to travel include teleworking, teleconferencing and travel plans including travel planning for households.
3.90 The promotion of Travel Awareness more generally will complement Travel Plans initiatives. This can be achieved by general or more targeted publicity including involvement with businesses, schools, etc.
3.91 The Council should lead by example in respect of Travel Plans and raising travel awareness – not least as a major employer and civic leader. The Council will prepare its own Workplace Travel Plan.
The River and Other Waterways
P11:
The Council will support the provision of river bus passenger services on the Thames and Roding provided there is no significant adverse environmental impact. In so doing facilities need to be well integrated with landward public transport, the roads, cycle and pedestrian networks.
3.92 At present the Thames is grossly under used for public transport. Its potential use will significantly increase as riparian sites are developed (the so called ‘String of Pearls’), including Barking Riverside. Integration of river services with more general public transport ticketing (including Travelcard) and timetabling is important to promote river use, as is integration with landward facilities and networks. Increased access to the river will raise its profile and may lead to an
Chapter 3: Borough Policy Statement 82 enhanced biodiversity and cultural heritage of the riverfront. The provision of a pier and other necessary facilities will be a consideration in the development of Barking Riverside in particular.
3.93 The Mayor of London has proposed the safeguarding of Barking and Dagenham. The safeguarding of wharves will be reviewed as part of the preparation of the Council’s LDF.
3.94 Freight use of the River and other waterways is considered later.
Taxis
P12:
The Council will seek to provide for taxi access at stations/transport interchanges and in respect of major developments attracting significant numbers of the public. However, this will not be at the expense of environmental considerations; or arrangements for buses, cyclists and pedestrians.
3.95 Taxis can play a complementary role to mainstream public transport provision. However their carrying capacity is limited; they are comparatively expensive to use; and diesel exhaust can be an issue. Thus provision for taxis needs to be balanced against these considerations. The Council will continue to support TfL in reducing the environmental impacts of these vehicles.
Roads and Highways Management
P13:
The Council will only support new road schemes and improvements to existing roads that achieve, as appropriate:
a) Improvements to public transport, cycling and walking conditions; b) Improved amenities for shoppers and residents; c) Improved road safety; d) Regeneration or improvements to the economy of the local area and wider Thames Gateway; e) Minimise, where possible, the impact on the local environment.
P14:
The Council will manage the roads in the Borough within a hierarchy of TLRN (Transport for London Roads Network), principal, secondary and local/access roads while fully considering economic, social and local environmental needs. The category of the roads within the hierarchy will dictate its function and character.
Chapter 3: Borough Policy Statement 83 3.96 In respect of roads building there is now an accepted presumption against providing capacity solely in an attempt to relieve traffic congestion. In a city like London such capacity merely fills up again by released (and otherwise latent) demand for road space. In general, the Council’s policy is the more effective use of roads we already have rather than new build.
3.97 Generally roads are only to be constructed where they serve primarily other purposes e.g. to serve development/regeneration such as Barking Riverside or as part of a programme of traffic management.
3.98 Also, alterations to the roads network and its management should be aimed at benefiting essential road users, pedestrians, cyclists, the environment, safety and accommodating necessary new development with minimum adverse impact. Road design should also incorporate features to reduce the risk of crime and promote maximum security and safety, and improve the overall townscape and urban design quality.
3.99 Road space is a finite resource. It’s most effective use derives from maximising the numbers of people safely moved rather than vehicles, with least penalty to the environment and amenity. This should be a principal goal in network management. Bus priority is one way to allocate finite road space in favour of vehicles carrying large numbers of people.
3.100 To make the best possible use of existing roads requires defining a hierarchy of roads and structuring the use of them accordingly. Existing and proposed major travel generating land uses should have good direct access to the TLRN or principal road network. For example major areas in need of regeneration will need to be connected to this network in order to fully unlock their potential for development. Directing the appropriate traffic onto the appropriate route will help achieve conservation and environmental goals.
3.101 The TLRN network is primarily to provide for longer through journeys; for coaches and goods vehicles; to link London to the national roads system; to reduce traffic demand on the remainder of the network and environmentally more sensitive areas.
3.102 Principal and secondary roads also have a major traffic function, but amenity and environmental considerations become more significant. They link TLRN roads and strategic centres; they provide for bus routes.
3.103 For local/access roads there is a presumption in favour of amenity and access – particularly for residents, pedestrians and cyclists.
3.104 For all roads the safety of all users is a paramount consideration.
3.105 The roads hierarchy also informs signing strategies and development control decisions. It also defines within it ‘environmental cells’, primarily residential areas from which extraneous traffic should be excluded. It is therefore also an effective tool to determine areas for traffic management purposes, and to steer development to the most appropriate locations.
Chapter 3: Borough Policy Statement 84 3.106 The status of a road within the hierarchy may also determine particular design characteristics and maintenance priority. A well maintained highways network (including footways, cycleways and lighting) is essential to the safe movement of people and goods, and contributes to the achievement of other objectives such as regeneration and social inclusion. The borough has a backlog of maintenance work that has resulted from years of under funding, particularly on district roads. In a new approach to highways maintenance the Council will prepare a Highways Asset Management Plan (street maintenance plan). The Council acknowledges TfL’s long term strategy, set out in its Street Maintenance Strategy, to work with the London Boroughs to manage street maintenance throughout London better
3.107 Specific road schemes are considered later.
Road Safety, Traffic Management and Schools
P15:
The safety of all road users is a paramount concern of the Council in the design and management of the Borough’s highways network.
P16:
Roads will be designed and managed to moderate and modify driver behaviour in the interests of road safety.
P17:
Programs of training (driver, powered two wheeler and cycle) in the furtherance of road safety will be supported. Road safety will otherwise be promoted through campaigns and publicity.
P18:
Schemes of traffic management and traffic calming will be introduced variously to:
a) Promote road safety; b) Secure environmental improvements, particularly in residential areas/’environmental cells; c) As necessary re-allocate road space to essential traffic, public transport, pedestrians and cyclists; d) Direct and manage traffic to more appropriate routes in accordance with the road hierarchy; e) Manage on street car parking.
Chapter 3: Borough Policy Statement 85 P19:
Where appropriate the Council will promote the introduction of Home Zones to reduce traffic speeds in residential areas as well as redress the balance of priority in the use of road space in favour of pedestrians and cyclists.
P20:
Programs of traffic management will give first priority to schemes around schools as this will help protect the most vulnerable transport/road users; promote walking and cycling to schools; and provide associated benefits to areas adjacent to schools.
3.108 Improved road safety is a major national as well as London target. Pedestrians (particularly children) and cyclists are especially vulnerable groups. The figures for powered two wheel vehicles are not showing the same rate of improvement as for other groups, and this needs to be addressed. There have been major improvements in car design that have improved the lot of car occupants – but the external road safety environment still needs to be improved.
3.109 It is also noteworthy that child accidents show a bias towards the more disadvantaged in the community. Resolving this issue will therefore be relevant to social inclusion objectives. More generally, accident prevention is also part of the health agenda.
3.110 Physical intervention in the street environment is a major mechanism to promote road safety and to moderate driver behaviour so it is appropriate to the particular circumstances. Traffic management in this way can also achieve other goals such as environmental improvement, directing the type and volume of traffic to the more appropriate roads in the roads hierarchy and reallocating road space to other particular categories of transport such as buses. All proposed schemes would be designed and implemented to the Borough’s Design Statement, which will ensure all schemes will benefit all users and will improve the public realm.
3.111 Home Zones are a traffic management measure particularly geared to reducing the dominance of powered vehicles, and are especially appropriate to residential neighbourhoods. New development should incorporate traffic calming features, 20mph speed limits and areas such as Home Zones at the outset. Monitoring of the Home Zones will be carried out to ensure that diverted traffic does not have an adverse impact on other local areas.
3.112 Safer Routes to School (SRTS) initiatives are another means to address road safety for more vulnerable groups, as well as to promote improved health and more sustainable transport patterns. The school run is also a major contributor to roads congestion. Given resources constraints traffic management programmes should be prioritised around schools in the first instance. This will give a double benefit in terms of meeting both SRTS objectives, as well as achieving more general traffic management advantages given that schools are generally located within residential neighbourhoods.
Chapter 3: Borough Policy Statement 86 3.113 Improved road safety can also be achieved through programmes of training and raising awareness.
3.114 In particular the Council will work with schools and other educational institutions to promote alternatives to the car by the provision of cycle parking; education and training of cyclists; safety awareness campaigns; greater use of the school bus; the introduction of Travel plans and Travel Awareness schemes.
Managing Travel Demand and Parking
P21:
In principle the Council will support measures to manage travel demand; reduce the rate of increase in road traffic; and promote alternatives to the car.
P22:
For new developments advice on parking standards as set out in the London Plan (Annex 4) will be followed on the basis that the Borough is defined as part of outer London.
P23:
Otherwise parking will be managed in the Borough in accordance with the Council’s Parking and Enforcement Plan.
3.115 Traffic in the Borough is currently restrained, but inefficiently, by congestion. This imposes economic, social and environmental penalties through impeding the free flow of buses and essential traffic; increased air pollution and a degradation of the quality of the (local) environment. Global warming is now a major challenge for us all.
3.116 In central London congestion charging has freed up road space, demonstrably improving bus journey times and reliability, giving more space for pedestrians and cyclists, and allowing for essential traffic. There has been no material detriment to the economic well being of the area.
3.117 Fiscal measures are one approach to resolving the issue of traffic congestion. A blanket area wide approach may not be quite so appropriate to outer London, however, where the issue is less acute and coverage by public transport less dense.
3.118 An exception may be with respect to river crossings. Dartford crossing is tolled and the Thames Gateway Bridge scheme is proposed to be. Due to congestion charging, in effect, central London river crossings are also tolled to longer distance through traffic. In this context continued free crossings at Blackwall and Rotherhithe may seem anomalous and likely to distort travel patterns. A review of this issue may be merited with a view to removing such an anomaly; giving an
Chapter 3: Borough Policy Statement 87 additional source of revenue for transport investment; as well as promoting traffic restraint.
3.119 Otherwise the issue of congestion and restraint can be addressed largely through promoting alternatives to the car and the integration of land use and transport provision. Policies elsewhere in this LIP underpin this. It should be noted, however, that what is sought is a reduction in the rate of traffic increase rather than an absolute decrease. Given the growth envisaged for Thames Gateway and the Borough the latter is not considered feasible.
3.120 Parking controls can have a major impact on how people travel – if there is no space at a person’s destination then they may not travel at all, may go somewhere else or may go by some other means than the car. They also provide an opportunity to effect traffic restraint and reduction.
3.121 However the use of parking controls for restraint needs to be balanced against the need for parking to provide for businesses and services to operate and thrive, for example. For new development advice on parking standards in the Mayor’s London Plan will be followed.
3.122 Parking controls may also be of use in the interests of road safety; for keeping pavements clear; for environmental reasons (e.g. to stop all day commuter parking in residential areas near stations); to discriminate in favour of particular activities (e.g. to promote shopping trips rather than having spaces occupied all day by commuters). Controlled Parking Zones are introduced for a number of such reasons.
3.123 So far as possible the stock of parking available in the Borough should also be under Council control so that it can be managed with a view to objectives other than just commercial considerations.
A13 Route Management Study
P24:
The Council supports proposals for a Route Management study of the A13 route corridor through the borough instigated and funded by Transport for London.
3.124 The study assesses the ability of a variety of measures to reduce congestion experienced along the route, from the centre of London to the junction of the A13 with the M25. Improvements to the A13 are timetabled to be operational in advance of the 2012 Olympics. The A13 will serve as a key access route to the Olympic venues from Essex and Kent.
3.125 The Council seeks to work with TfL and their partners in ensuring that quality alternatives to the private car are offered alongside robust traffic management measures.
Chapter 3: Borough Policy Statement 88 Freight
P25:
Greater use of railways and waterways for the movement of goods and waste will be promoted as long as the environment; quality of life for residents; and existing and future rail passenger services are not adversely affected.
P26:
So far as practicable road borne freight should be managed with regard to the Borough’s road hierarchy.
P27:
Development generating large amounts of freight traffic should also be located with regard to the roads hierarchy and the availability of alternatives such as rail and waterways, whilst fully considering the impacts on the local people and the environment.
3.126 Generally the advantages of rail and water borne freight are that they are more environmentally acceptable and resource efficient (particularly for high volume low value goods), and through transference can help ease road traffic congestion.
3.127 Road borne freight should be located and operated with regard to the road hierarchy so that the most appropriate route is used with least detriment to the environment and amenity. Traffic management measures, conditions on planning permissions, travel plans etc are some measures available to this end.
Intelligent Transport Systems
P28:
The Council will support the introduction of new technologies to maximise the safety, user friendliness, effectiveness and performance of the transport system for all users.
3.128 New (information) technology is increasingly available to manage transport systems and increases public/customer awareness of travel opportunities. Applied judiciously they can effectively ‘squeeze’ more out of the system at comparatively modest cost. They are also often important in promoting personal safety.
3.129 Examples include CCTV; ‘Countdown’ and other real time information systems; speed cameras; bus lane enforcement cameras; advanced vehicle detection/bus priority systems; smart ticketing systems.
Chapter 3: Borough Policy Statement 89 Road Traffic Reduction and Air Quality Management
P29:
The Council will promote policies, projects, actions and practices that improve air quality in the Borough, whilst maintaining accessible, sustainable transport for all.
P30:
The Council will promote policies, projects, actions and practices that reduce ambient noise pollution in the borough.
3.130 Traffic is a major contributor to poor air quality in the Borough. Poor air impacts adversely on the environment locally and globally, and the health and welfare of local people.
3.131 The A13 trunk road is the main source of noise and air pollution in the borough. The Council declared an Air Quality Management Area (AQMA) along the A13 because national air quality standards were likely to be breached along this road. The Council has prepared an Air Quality Action Plan setting out the measures it intends to take to reduce levels of nitrogen dioxide and fine particulate matter primarily within the AQMA. These measures should also help to improve air quality across the borough as a whole. The Air Quality Action Plan is due to be reviewed and will take into account LIP policies and proposals
3.132 Policies and proposals in the LIP that promote more sustainable travel (car- sharing, walking, cycling, travel plans etc.), cleaner fuelled vehicles, traffic restraint and the reduction of congestion will contribute to improving air quality in the borough. The Council also supports in principle the Mayor of London’s proposal to designate the whole of Greater London as a Low Emission Zone (LEZ). The Council has a commitment to using low and zero emission vehicles in its vehicle fleet. Their promotion is ongoing
3.133 A LEZ is intended to reduce harmful nitrous oxide (NOx) and small particulate (PM10) emissions from goods and public service vehicles by penalising the operators of vehicles that do not meet stringent emissions standards. Responding to the initial stakeholder consultation on the LEZ conducted by Transport for London in April 2006, the Council stated it’s backing for the scheme, whilst noting the need for further information on the costs and implications for boroughs.
3.134 Transport is a major source of ‘ambient’ noise or long-term noise in the borough. The A13 trunk road is one of the main sources of ambient noise in the borough. Policies and proposals that promote more sustainable travel, quieter vehicles, quieter road surfaces, traffic restraint and the reduction of congestion will contribute to reducing levels of ambient noise in the borough. Residents living close to sources of noise such as the A13 may require additional measures such as noise barriers.
Chapter 3: Borough Policy Statement 90 Strategic Transport Schemes
3.135 It is important to have in place transport policy appropriate to the needs of the Borough. However, policy alone is not enough and there are also a number of specific major schemes that are considered necessary, particularly to meet development and regeneration objectives in a sustainable way. These are outlined in Table 3.1 below and in more detail in Appendix 1: Major Transport Schemes.
Table 3.1: Strategic Transport Schemes
Transport Mode Scheme/Initiative
Rail • Crossrail; • c2c/Tilbury loop upgrade to twelve car operation/increased frequency; • New rail station serving Barking Reach; • Electrification of the Barking-Gospel Oak line; • Extension of the Barking-Gospel Oak service to Tilbury; • Inclusion of Barking-Gospel Oak line on the orbital rail network; • Establishment of a regular direct rail service between Stratford and Barking stations; • Establishment of high frequency ‘turn up and go’ metro style services on all rail lines through the Borough.
Docklands Light Railway • DLR extension from Beckton to Barking Reach; (DLR) • DLR extension from Beckton to Barking (and Ilford) via Barking Reach.
Tram/Intermediate Mode • East London Transit - Phase 1 - Ilford/Barking/Barking Reach/Dagenham Dock; • East London Transit - Phase 2 - Barking/Beckton; • Thames Gateway Transit – East London Transit connected to Greenwich Waterfront Transit via Thames Gateway Bridge; • Transit schemes upgrade to tram operation.
Multi Modal/Thames • Thames Gateway Bridge – Beckton (LB Newham) to Gateway Bridge River Thamesmead (LB Greenwich); Crossing • Minimum bus network provision on dedicated roadway; • Thames Gateway Transit and tram upgrade.
Bus – Connections from • Barking Reach; main centres and • Harold Wood Hospital; Goodmayes District General interchanges to Hospital; and Oldchurch Hospital; • Eastbrook Country park; The Chase Nature Reserve; and Thames Chase Community Forest;
Chapter 3: Borough Policy Statement 91 • Goresbrook Leisure Centre; • Scrattons Farm area; • Marks Gate area; • Heart of Thames Gateway (including Rainham).
Interchange • Barking Station upgrade; • Dagenham Dock upgrade; • Dagenham Heathway upgrade; • Stations improvement programme – general.
Road • Renwick Road/A13 junction improvement; • Choats Manorway/industrial access roads at Dagenham Dock; • A12/Whalebone Lane (north) junction improvement; • A13/Lodge Avenue junction improvement.
3.136 The objectives of these schemes are variously to:
• Serve new development areas in a sustainable way and commensurate with the land uses and densities envisaged; • Promote alternatives to the car; • Raise the quality of the design of streets and public spaces; • Promote social inclusion and real choice in travel opportunities; • Improve air quality and the environment in general; • Support Barking Town Centre and other strategic locations; • Link the Borough externally to the remainder of the Thames Gateway sub region, London and nationally; • Support local businesses and the general regeneration of the Borough; • Make up for a legacy of under investment in transport infrastructure; • Support London wide and sub regional development strategies.
3.137 The schemes are also driven in part by the area analyses described at the beginning of this Chapter.
Other Local Policies
3.138 There are a number of other local policy documents alongside this LIP that are of relevance to applying at the local level the objectives and policies of the Mayor’s Transport Strategy. For completeness they are briefly referred to here.
The Community Strategy
3.139 This is the Council’s overarching strategic policy document from which all other policies and strategies cascade, right down to the level of an individual officer’s work programme. As such it should be possible to delineate a ‘golden thread’
Chapter 3: Borough Policy Statement 92 from the objectives in the Community Strategy via relevant policy and management documents to specific actions on the ground.
3.140 The key policies in the Community Strategy that inform this LIP are:
• Promoting equal opportunities and celebrating diversity; • Raising general pride in the Borough; • Making Barking and Dagenham cleaner, greener and safer; • Regenerating the local economy.
3.141 In this way the Community Strategy is also an integral component in realising the Mayor’s Transport Strategy at the local level.
Air Quality Management Plan
3.142 This is the final main document other than this LIP that is material to the Mayor’s Transport Strategy. In conjunction with this LIP it aims to tackle the main source of poor air quality - namely that deriving from traffic.
Thames Gateway London Partnership Common Statement
3.143 The Council is a member of Thames Gateway London Partnership (TGLP). This is a non statutory partnership of Thames Gateway Boroughs, LDA, five universities and other agencies, the principal objective of which is to promote the economic, social and physical regeneration of East London. The provision of necessary transport infrastructure and services to do this is a key concern of TGLP.
3.144 To this end TGLP has been a key player in representing the interests of Thames Gateway in the promotion of key projects such as Thames Gateway Bridge, and in the development of sub regional policy. A Common Statement by TGLP is attached at Appendix 2.
London Thames Gateway Development Corporation Regeneration Framework
3.145 The London Thames Gateway Development Corporation (LTGDC) was established at the end of 2004. It is a key delivery agency set up by the Government to drive forward the regeneration of the Thames Gateway. The Corporation has planning and land assembly powers and will be a focus for Government funding and investment in the area. Its geographic area includes Barking Riverside, Barking Town Centre and the Lower Lea Valley.
3.146 A first action of the Corporation will be the production of its Regeneration Framework that will steer investment and implementation programmes under the Corporation’s control. This Framework and the other policies and proposals of the Corporation need to integrate with this LIP so that a coordinated and
Chapter 3: Borough Policy Statement 93 complementary approach to transport is achieved between the Council and Corporation. Consultation on this LIP is an important first step to that end.
Supporting the Mayor’s Transport Strategy
3.147 This Chapter demonstrates the Council has a fully integrated strategy and policy portfolio material to the implementation of the Mayor’s Transport Strategy. The LIP is one key component in that, but is also supported by other local policies/strategies and those of key sub regional agencies such as TGLP and the Development Corporation.
Chapter 3: Borough Policy Statement 94