Air Quality Action Plan to June 2004

London Borough of Barking & Dagenham

Air Quality Action Plan

June 2004

Health & Consumer Services 1st Floor Roycraft House 15 Linton Road Barking Essex IG11 8HE

2 Foreword

In accordance with the requirements of The Environment Act 1995, the Council has been carrying out a comprehensive review and assessment of air quality within the Borough since 1998, using air quality objectives set out in the National Air Quality Strategy. The results of the three stages of review and assessment showed that the national objectives for nitrogen dioxide and particulate matter would be exceeded in the vicinity of the A13 and so the Council declared this area to be an Air Quality Management Area on 18th July 2002.

The main source of air pollution in Barking & Dagenham is road traffic. This Action Plan has been produced to set out what actions the council is committed to taking to improve air quality not only in the Air Quality Management Area, but also across the Borough as a whole.

All of the actions included in the plan have been separately assessed in terms of air quality impact and cost to ensure that time and money are channelled towards the most effective options.

The Council has already made advances in terms of air quality. Indeed, many of the actions proposed are already in place or are proposed. The overriding conclusion of the plan is the importance of collaboration between Council Departments.

The Action Plan is intended to be a working document, encouraging regular liaison between Council Departments to progress and develop the plan, working with our partners.

Barking & Dagenham is currently undergoing enormous regeneration within the Thames Gateway initiative and improving air quality is a key part of making Barking & Dagenham cleaner and greener and creating a more attractive location in which people will want to live and work. The measures and targets included within this document will lead to real improvements in air quality in the future.

Graham Farrant, Councillor Charles Fairbrass, Chief Executive Leader of the Council

3 4 Summary.

The Air Quality Strategy for England, Scotland, Wales and Northern Ireland set standards for eight pollutants to be met between 2003 and 2005. Local authorities are required to address seven of these pollutants and have been reviewing air quality since 1998. Where the standards will not be met, the Authority is required to declare an Air Quality Management Area and produce Action Plans setting out how they intend to reduce pollution levels to meet the standards.

The main pollutants in Barking & Dagenham are nitrogen dioxide (NO2) and fine particles (PM10) from road traffic. These pollutants damage health by causing heart or respiratory problems.

The Council aims to reduce pollution levels by encouraging people to utilise alternative forms of transport such as cycling or public transport and where travelling by car is unavoidable, that the vehicle they use should be well maintained. Barking & Dagenham is committed to working with other London Boroughs and the Greater London Authority to develop a Low Emission Zone across Greater London where only vehicles complying with a strict emission standard will be allowed into the zone.

Pollution also comes from other sources such as industry, large scale construction activity, and other transport such as rail, river or air. We aim to use planning powers to control development within the Air Quality Management Area, providing clear guidance to control development to reduce the impact on the environment and requiring traffic and environmental impact assessments for large developments. We will also seek to encourage employers to adopt green travel plans.

Many of the actions are already in place or proposals are contained within existing policies. Successful delivery requires a multidisciplinary approach involving many different Council Departments, neighbouring Local Authorities, Barking & Dagenham Primary Care Trust, Transport for London and The Greater London Authority. This plan is intended to be a working document, which will prompt such collaboration and expand existing policies to improve air quality across the Council.

5 6 Contents FOREWORD...... 3

CONTENTS ...... 7

1. INTRODUCTION ...... 9 1.1 HISTORY ...... 9 1.2 THE NATIONAL AIR QUALITY STRATEGY...... 9 1.3 REVIEW & ASSESSMENT...... 9 1.4 ACTION PLANS...... 12 1.5 THE MAYORS STRATEGY ...... 12 1.6 HEALTH EFFECTS ...... 13 a) Nitrogen Dioxide ...... 13 b) Particles...... 14 1.7 STRUCTURE OF THIS REPORT...... 15 2. THE COMMUNITY STRATEGY...... 17

3. TRANSPORT ISSUES ...... 19 3.1 TRANSPORT FOR LONDON – A13 (TFL) ...... 19 3.2 LOCAL AUTHORITY OBLIGATIONS ...... 19 3.3 TRAFFIC MANAGEMENT ...... 20 a) Traffic Calming ...... 20 b) Reallocation of Road Space ...... 21 c) Home Zones ...... 21 d) CCTV...... 21 e) Parking ...... 21 f) Freight ...... 22 3.4 PROMOTING ALTERNATIVE MODES OF TRANSPORT...... 23 a) Walking...... 24 b) Cycling...... 25 c) Bus ...... 26 d) Rail ...... 29 e) The River Thames ...... 29 f) Taxis...... 29 3.5 TRAVEL PLANS ...... 32 3.5.1 A Travel Plan for Barking & Dagenham ...... 33 3.6 BARKING & DAGENHAM FLEET MANAGEMENT ...... 35 3.7 LONDON LOW EMISSION ZONE...... 37 3.8 VEHICLE EMISSION TESTING ...... 38 4 PLANNING ...... 41 4.1 LOCAL PLANNING POLICY ...... 41 4.2 NATIONAL PLANNING POLICY ...... 42 4.3 THE USE OF PLANNING CONDITIONS ...... 44

7 4.4 TRANSPORT INITIATIVES AS PART OF THE THAMES GATEWAY REGENERATION PROPOSALS...... 44 a) Barking Town Centre...... 45 b) Barking Reach ...... 45 c) South Dagenham...... 45 d) Dagenham Dock...... 45 4.5 SUSTAINABLE TRANSPORT REQUIREMENTS ...... 46 a) Crossrail ...... 46 b) C2C...... 46 c) Docklands Light Rail ...... 46 d) East London Transit and the Thames Gateway Bridge ...... 47 5. OTHER MEASURES ...... 49 5.1 AIR QUALITY MONITORING...... 49 5.2 INDUSTRY...... 50 5.3 CONSTRUCTION ...... 51 5.4 PROCUREMENT...... 53 5.5 ENERGY...... 54 a) Council Housing Stock...... 55 b) Private Sector Homes...... 55 c) Large New Housing Developments ...... 56 d) Combined Heat and Power...... 56 e) Renewable Energy in Housing ...... 56 5.6 CAMPAIGNS...... 58 a) Don’t Choke London & Car Free Day ...... 58 b) Car Sharing Scheme ...... 59 c) Walk to School Week...... 59 6. ASSESSMENT OF AIR QUALITY IMPACT, COST EFFECTIVENESS AND OVERALL EFFECTIVENESS ...... 61

7. ACTION PLAN ...... 62

8 1. Introduction

1.1 History

During the 19th and early 20th centuries most of Britain’s urban areas were characterised by large quantities of smoke and sulphur fumes, a by-product of the industrial revolution. These smogs became known as pea-soupers. It wasn’t until the Great London Smog of December 1952 that any action was taken. It lasted for 5 days and resulted in approximately 4000 more deaths than usual. In response to the Great London Smog the Government passed it’s first Clean Air Act, which aimed to control domestic sources of smoke pollution by introducing smokeless zones. In addition, the introduction of cleaner coals led to a reduction in sulphur dioxide pollution. Whilst we no longer experience pea- souper smogs, the air today contains many other types of pollutants.

Since the 1970’s when the UK joined the European Union, European legislation has been used to control pollution. Over the last 30 years the European commission has created a number of directives to improve air quality which have been transposed into UK law through a variety of legislation. For example the Pollution Prevention and Control Act 1999 and the Air Quality Regulations (England) (Wales) 2000 and Air Quality (England) (Wales) (Amendment) Regulations 2002.

1.2 The National Air Quality Strategy

In the UK, the Environment Act 1995 provides a legal framework for the development of the Governments National Air Quality Strategy (NAQS), which was published in 1997 and is subject to rolling review and was revised in 1998 and republished in 2000. The strategy sets out standards and objectives for the 9 main health threatening pollutants, 7 of which have to be addressed at local level (carbon monoxide, nitrogen dioxide, sulphur dioxide, particulates, lead, 1,3 Butadiene and benzene). These objectives are not aspirational, they are binding and every Local Authority has a statutory duty to take steps to meet these objectives for the 7 pollutants. The remaining two pollutants, Polycyclic aromatic hydrocarbons and ozone are to be managed through national and international measures.

1.3 Review & Assessment

The Environment Act 1995 also requires Local Authorities to carry out a ‘review and assessment’ of air quality, that is to consider present and future air quality and assess whether the objectives will be achieved. In areas where the

9 objectives are unlikely to be met, the authority must designate the area as an Air Quality Management Area (AQMA) and prepare an Air Quality Action Plan (AQAP) to set out the steps it intends to take to improve local air quality in the area.

The London Borough of Barking & Dagenham completed its 3 stages of review and assessment in February 2001. Using monitoring data, detailed modelling assessments, geographical and meteorological data and traffic flow data, the authority determined that it was likely to exceed air quality objectives for Nitrogen dioxide (NO2) and Particulate matter (PM10) in the vicinity of the A13. Consequently on 18th July 2002 the authority declared an air quality management area (AQMA) covering dwellings along the A13 that fall within the area predicted to exceed the objectives. (Maps 1-4)

Map 1.

R D O O A V D E DS H L O I E U F S T EA E R

M G E A D

SS RO C S ER EL HE W

D O V E H O U S E

M E A D

G A S C O I G N E

R O A D

) ASS Y-P G B KIN BAR and AM ST H (EA

AY W D'S RE ALF

I N

K R I O N A G S D B R I D G E

This map is produced from Ordnance Survey material with the permission of Ordnance Survey on behalf of the Controller of Her Majesty’s Stationery Office ©Crown Copyright. Unauthorised reproduction infringes Crown Copyright and may lead to prosecution or civil proceedings. LB of Barking and Dagenham. Licence No LA 086282 (2000)

10 Map2

TOM MANN CLOSE

Me llis h Clo se

ST JOHN'S ROAD Sut SUTTON ROAD ton SUTTON ROAD Gr ee n FE LT ON FE RO LTROAD ONAD

ST JOHN'S Fel GaFel ROAD ton rdtoe n Ga ns Sut rde ton ns Ga rde ns

SUTTON ROAD

SA XH AM ALFRED'S WAY (EAST HAM AND BARKING BY-PASS) RO AD ALFRED'S GARDENS

FELTON ROAD MO VE RS LA NE Sluice

ALFRED'S GARDENS

CHARLTON CRESCENT

ALFRED'S WAY (EAST HAM AND BARKING BY-PASS)

MA UD GA RD EN S

Map3

GORESBROOK ROAD M APLEST EAD ROAD

M O O R E

C R E S C E N T

E U N E V A

E G D O L D

M APL EST EAD ROAD

RIPPLE ROAD

) h t a P (

e u n e v A

m a h n e g a D

RIPPLE ROAD

SCRA T T ON S T ER RACE

RACE SCRAT TONS TER

J UL IA G ARD ENS

R ENUE V SHAW A N

I J UL R IA R GA RD O ENS M

A L R EVIN D E E GA R N DEN S S

1.4 Action Plans

Where a local authority has set up an AQMA, it must produce an action plan setting out the measures it intends to take in pursuit of the air quality objectives in the designated area. This document is the Air Quality Action Plan for the London Borough of Barking & Dagenham. It details the steps the Council will take to reduce levels of nitrogen dioxide and fine particulate matter primarily within the Air Quality Management Area, but the methods used to achieve this reduction will certainly affect an improvement of air quality across the borough as a whole. It will consider what powers the Council has to control emissions and how the Councils services impact on air quality.

1.5 The Mayors Strategy

Under the Greater London Authority Act 1999, the Mayor of London is required to produce strategies on a variety of subjects including air quality. Local Authorities are required to have regard to the Mayors Air Quality Strategy when preparing their action plans considering not only areas of exceedence but on a wider scale to improve air quality in London

The Mayors strategy notes that the sources of air pollution in the capital are from 5 broad sources:

1. Road transport. 2. Other transport. 3. Industry. 4. Construction. 5. Fires, energy and heating.

But the strategy goes on to clarify that the main problem is from road traffic and therefore the policies contained within it are largely concerned with reduction of traffic and reduction of vehicle emissions.

It also sets out the responsibilities of various agencies and organisations such as, the Mayor and the Greater London Authority, Central Government, local planning authorities, businesses, individuals and London Boroughs; and it sets out specific measures in relation to council activities which must be considered in London Borough action plans1:

• Ensuring vehicle fleets have lowest exhaust emissions practicable, • Investigate cleaner fuelled alternatives when replacing vehicles • Ensure vehicles are used sensibly and are well maintained and routes and tasks are well planned • Driver training to improve fuel economy • Co-ordinated deliveries of goods and services • Adopt workplace travel plans making sustainable alternatives available to staff and reviewing essential car users allowances, parking availability etc. • Similar travel plans for schools, reducing journeys made to school by car. • Pollution and traffic reduction measures included in Unitary Development plans • Producing supplementary planning guidance on air pollution • Promoting composting, helping reduce garden bonfires and reducing waste management costs.

1.6 Health Effects a) Nitrogen Dioxide

Nitrogen dioxide is a gas produced by a two-stage reaction between nitrogen and oxygen during combustion. Nitric oxide (NO) is formed first and then is then rapidly oxidised to form nitrogen dioxide (NO2.) Nitric oxide is not considered harmful but nitrogen dioxide is an irritant gas, which at high concentrations can have serious effects causing inflammation of the airways2 and is considered to have subtle effects on health even at low concentrations, particularly on the

1 Cleaning Londons Air. Air Quality Strategy for London. Mayor of London. 2 Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 2001 DETR.

13 respiratory system.3 Long term exposure may affect lung function and enhanced response to allergens in sensitised individuals.4

All combustion processes produce oxides of nitrogen (NO & NO2) with 50% of all UK emissions being attributed to road traffic. 20% from the electricity supply industry and 17% from industrial and commercial sectors. In London road transport is thought to account for over 75% of emission.5

Nitrogen dioxide may have short term and long term effects on health and this is reflected in the 2 objectives to be achieved by the end of 2005. (See table 1.0) b) Particles

Particulate matter includes a wide range of sizes of particle. The current air quality standard is based on the PM10 size fraction. PM10 represents the fraction of particles in air of very small size - less than 10µg in diameter. However evidence is emerging that smaller particles such as PM2.5 are responsible for the harmful effects of particulate matter on health and that the number of particles may be a more appropriate measure rather than the mass.1

Particles in the air may arise from a wide variety of sources, either natural or man-made. Examples of the former are forest fires, wind erosion of rock and soil or pollen grains. Man-made airborne particles result mostly from combustion processes, from construction or industrial sources. These types of particles can be classified as either primary or secondary. Primary are released directly into the atmosphere whilst secondary are formed in the atmosphere by chemical reaction. Whatever the source or composition, they are termed PM10 if they fall within the appropriate size range. In cities the main components of PM10 is from vehicle emissions.2

Particuate air pollution is associated with a range of effects on health including effects on the respiratory and cardiovascular systems (eg asthma) and mortality (deaths brought forward). Particles can also carry adhered carcinogenic compounds into the lungs. The main focus of research has been on the health effects of short term exposures to ambient levels of air pollution, though long term exposure is also considered likely to affect mortality.3 There are also two objectives for particulate matter (PM10) to be achieved by the end of 2004 (see table 1.0)

3 Barking & Dagenham Air Quality Review and Assessment Stages 1,2&3 February 2001. 4 Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 2001 DETR. 5 Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 2001 DETR.

1 Cleaning Londons Air. Air Quality Strategy for London. Mayor of London. 2 Expert Panel on Air Quality Standards, Particles. Department of the Environment. 3 Cleaning Londons Air. Air Quality Strategy for London. Mayor of London.

14 Table 1.0 Air Quality Strategy objectives4 Pollutant Achieved by AQS objective 3 5 NO2 End 2005 40µg/m (21ppb ) annual mean End 2005 200µg/m3 (105ppb) not to be exceeded more than 18 times per year 3 PM10 End 2004 50µg/m not to be exceeded more than 35 times per year End 2004 40µg/m3 annual mean

1.7 Structure of this report.

Based on the findings of the Air Quality Review and assessment process, the Council seeks to improve air quality by tackling pollution from all sources but mainly from road traffic, the source of nitrogen dioxide and fine particulate matter.

Transport plays an important roll in our lives and so this plan aims to balance supply and demand, accepting the role of the car and the lorry in helping to meet transport needs whilst suggesting practical alternatives that will encourage a reduction in road traffic.

It focuses on developing links with other Council strategies and the following chapters discuss existing policies related to transport, land use planning and issues such as Air Quality monitoring, industry, construction, procurement, energy and publicity campaigns.

A list of actions is given in section 7 together with an indication of impact, cost, overall effectiveness, timing and responsibilities.

Key actions:

• Support implementation of a Low Emission Zone. • Produce clear planning guidance and use planning powers to control the impact of development on air quality. • Continue to take part in and publicise the Vehicle Emission Testing scheme. • Support transport proposals associated with Thames Gateway Development. • Produce and implement a green travel plan. • Develop a fleet strategy. • Respond to complaints and undertake random site inspections to control dust from construction sites.

4 Barking & Dagenham Air Quality Review and Assessment Stages 1,2&3 February 2001. 5 Parts per billion

16 2. The Community Strategy.

Barking and Dagenham Council through wide ranging consultation with the local community and stakeholders developed a set of agreed Community Priorities. The Community Priorities aim to promote the social, economic and environmental well being of the Borough. They are:

1. Promoting equal opportunities and celebrating diversity 2. Developing rights and responsibilities with the local community 3. Raising general pride in the borough 4. Better education and learning for all 5. Improving health housing and social care 6. Making Barking & Dagenham cleaner, greener and safer 7. Regenerating the local economy

The Community Strategy provides the framework and direction needed to achieve the Community Priorities and the 2020 Vision for the Borough. The aim of the strategy is to give all local partners involved; especially local communities a clear sense of purpose for achieving quality of life improvements in Barking and Dagenham.

Barking and Dagenham’s Community Strategy has been revised and will be merged with the Borough’s Neighbourhood Renewal Strategy. The revised Community Strategy, “Building Communities, Transforming Lives”, has been agreed by the Barking and Dagenham Partnership and will be launched in April 2004. In relation to the Cleaner, Greener and Safer elements of the Strategy, local residents and service providers have highlighted air quality as one of their key concerns. The Performance Management Framework, the Community Strategy’s implementation plan includes the target to ‘Develop an Action Plan to ensure Barking and Dagenham meet the requirements of the National Air Quality Strategy’.

17 Community Strategy

• The Council will continue to raise the profile of air quality within the Borough, working together with the relevant sub groups of the Borough Partnership, to deliver air quality management plan and improve air quality.

Air Quality Impact: LOW The Community Strategy sets out our obligations to address the community priorities. The inclusion of the Air Quality Action Plan within the Community strategy will not have a direct impact on air quality but it demonstrate the authorities commitment to improve air quality.

18 3. Transport Issues

3.1 Transport For London – A13 (TfL) Transport for London (TfL) is the integrated body responsible for the capital's transport system. Its role is to implement the Mayor's Transport Strategy for London and manage the transport services across the capital for which the Mayor has responsibility. It manages London's buses, the Underground, the Docklands Light Railway (DLR) and London Trams. It also regulates London River Services, black taxis and the private hire trade. It also manages a 580km network of main roads called the Transport for London Road Network (TLRN) which are generally the busiest roads in the capital and it is on these roads where the greatest level of air pollution arises from road transport. Control of pollution from these roads can only be achieved in partnership with TfL.

The A13, which is the subject of the authority’s Air Quality Management Area, is such a road. Although owned by TfL it is designed, built and operated by a private contractor. The contract includes several improvement schemes such as the realignment of the Movers Lane and Canning Town flyovers. The Local Authority cannot impose controls over the way this road is used, work to improve east west flow for all traffic on the A13 will be undertaken as part of the Thames Gateway developments and the authority will continue to lobby TfL for improvements.

The portion of the A12 which crosses the north of the borough in Chadwell Heath is a similar case in point, however the first round of review and assessment has not predicted an exceedence of the air quality objectives in this area.

3.2 Local Authority Obligations Under the Greater London Authority Act 1999 all London Boroughs were required to prepare Local Implementation Plans containing the Boroughs transport policies for a five year period detailing how the Mayors Transport strategy will be implemented locally. However, since the publication of the Mayors transport strategy was delayed, Local Authorities were advised to prepare Interim Local Implementation Plans (ILIP). These plans form the basis of bids for funds from Transport for London (TfL) to implement to programmes and policies outlined in the ILIP.

In preparing the ILIP the Authority has considered objectives outlined in the Mayor’s Transport Strategy, The Mayors Air Quality Strategy, the Mayor’s draft Spatial Development Strategy and in more local terms, the Boroughs Regeneration Strategy.

The Councils key transport objectives are:

19 • To increase accessibility for all to town centres, community facilities and employment opportunities.

• To optimize the potential of transport schemes to underpin the vitality and viability of existing town centres and to facilitate the regeneration of derelict, previously developed and under used land within the borough and within the wider Thames Gateway area.

• To ensure that the need to travel by private car or by lorries other than for essential trips is reduced.

• To improve safety and security of the transport system

• To reduce the pollution and nuisance created by traffic and the resulting adverse impact on the environment and the health and safety of residents.

• To support public transport schemes that provide useful links, improve opportunities to move between services and strengthen Barking station’s sub-regional role as a key public transport interchange in Thames Gateway

The following highlight programmes and proposals included within the ILIP which are fundamental to improving air quality within Barking & Dagenham.

3.3 Traffic Management

Traffic management involves improving traffic flow and regulating traffic speed, providing more space for pedestrians and cyclists, and improving the local environment. Wide ranges of measures have been designed to complement each other in both speed reduction and environmental terms. a) Traffic Calming

The Scrutiny Management Board recently set up a scrutiny panel to examine the criteria used for the provision of traffic calming measures within the borough such as speed humps, chicanes, speed tables and cushions. The main priority of traffic calming schemes is road safety but the panel was asked to consider issues such as passenger comfort, consistency in construction of traffic calming measures and the effect on emergency services and Council transport services. As a result of the panel the council agreed a maximum height of speed humps of 75 millimetres and agreed not to have vertical deflections on bus routes. In order for a chicane to be effective the traffic must stop and start and may therefore increase the emissions in the area. The council has received complaints from residents who perceive that new traffic calming measures have reduced air quality, however the overall effect of reducing vehicle speed and removing congestion across the borough outweighs the potential localised increases.

20 Discussions between Environmental Protection and Traffic section are ongoing about the installation of monitoring stations in areas where calming measures are planned in order to demonstrate clearly the effect on air quality. b) Reallocation of Road Space Allocating areas of road for public transport is an issue dealt with in the Councils Bus strategy (see section 2.2.2.c), it considers areas of high demand and prioritises road space for bus lanes. c) Home Zones ‘Home zones’ can enhance the street environment and improve road safety. Such measures can be designed into new residential layouts or can be introduced into existing neighbourhoods. The borough presently has one home zone in Osbourne Square Dagenham incorporating speed humps and tables to reduce traffic speed. Homes zones can also include 20mph speed limits, pedestrian only areas and landscaping schemes. The Technical & Operational Services Division have already secured funds for another home zone and Central Government have recently released money for a further 100 Home Zones in the UK for which Barking & Dagenham will be bidding. d) CCTV CCTV around railway stations will create a more secure environment for passengers to transfer between rail and bus services, potentially reducing commuter parking in congested streets and encouraging use of public transport facilities. e) Parking The Council has introduced controlled parking zones around all of Borough train stations. The London congestion charge has increased the use of outer London rail stations and the Council aim to encourage commuters to undertake the whole of their journey by sustainable transport rather than travelling to outer London stations to continue their journey.

The Borough is currently enforcing parking offences using parking attendants and through the Borough Spending Plan and working in partnership with the London Bus Initiative is seeking to implement, CCTV cameras in bus lanes to enforce moving offences. Cameras will also be located around shopping areas. Fine revenue will be then used to extend the scheme to other congested areas.

Barking Town Centre Car Parking Strategy Barking Town Centre is the largest and most important commercial and retail centre in the borough. It has a major transport interchange and a concentration of public facilities. The vision for the town centre comprises an urban mixed-use town centre, incorporating housing, leisure, employment and retail uses with a quality transport hub at its heart. Barking Town Centre will be the primary shopping centre for the Barking Reach development.

The Council wishes to encourage an increasing use of public transport, cycling and walking to access the town centre. However, it is also recognised that in order to ensure economic viability, some level of car parking is required. The challenge facing LB Barking & Dagenham is to identify the balance between car and other modes of travel to ensure that both environmental sustainability and economic viability objectives are met. In order to achieve this, The Council commissioned Hyder Consulting Limited to devise a car parking strategy for Barking Town Centre to consider existing car parking conditions, car parking needs and projected growth and advice on how car parking should be managed.

In January 2002 the Council published interim car parking standards to meet the governments transport objectives to reduce car parking levels for many land uses. The parking standards also recognise that there are new developments in areas that have good public transport that would be expected to have lower levels of parking. Barking Town Centre has been identified as one of these areas. The council has defined a ‘buffer zone’ to each of the stations. This 400 metre zone, which is generally regarded as acceptable walking distance to a station would have fewer parking spaces allowed that elsewhere in the Borough and could even become an area where all development is car free.

If no Town Centre redevelopment were assumed, the existing parking stock would also cater for forecast future demand until 2020. If the current proposed programme of redevelopment goes ahead, there will be significant capacity problems in 2004 and 2005 due to overlap of developments requiring temporary closure of car parks.

The Council proposes to change the staff car park outside the Council buildings to public pay and display. Car parking provision will be provided in the London Road Car Park for all staff. This could have an impact on the available car parking spaces in London Road and it is expected that this can be mitigated by the adoption of a council travel plan (see section 2.2.4) to encourage use of alternative modes rather than the car. f) Freight The Borough aims to restrict HGV’s from residential areas by introducing weight restrictions. In many residential areas such HGV movement is unnecessary, as the surrounding highway network is more suitable and appropriate. Traffic calming measures fail to restrict HGV access and therefore weight restrictions may be added to already traffic calmed areas.

Traffic Management

• As a means to extend the Councils air quality monitoring network, the Council will ensure that the air quality associated with traffic management schemes is monitored, NO2 and PM10 levels will be monitored prior to,

22 during and after some schemes are implemented.

• The council will continue to bid for funds for Traffic Calming schemes and Home Zones through the borough spending plan and complete 2 planned home zone schemes by December 2004.

• The council will continue to lobby Transport for London to consider improvements to their road network.

• The Council will introduce weight restrictions in residential areas to restrict HGV movement.

• The Council will introduce 20MPH Zones adjacent to schools when any highway work is undertaken giving priority traffic calming measures to the safer routes for schools.

• The Council will produce a Parking Management Strategy that will encourage the use of public transport and cycling as an alternative to short distance car use.

• The use of CCTV cameras to enforce bus lane priorities will be encouraged and funds sought through the Borough Spending Plan.

Air Quality Impact: MEDIUM. Traffic calming measures affect the ability to drive smoothly, which in turn increases vehicle emissions and consumes more energy6 It may also serve only to displace traffic elsewhere. However this increase in emissions is offset by the potential improvement in air quality by reducing the overall traffic volumes in the road. Similarly weight restrictions do not reduce emissions, they only serve to redirect heavy goods vehicles elsewhere. Transport for London (TfL) has direct responsibility for traffic management on the Transport of London Road Network (TLRN) which carries over a quarter of London’s vehicular traffic. It is essential that TfL takes action to improve traffic management on the TLRN before a substantial reduction in emissions will be seen.

3.4 Promoting Alternative Modes of Transport

The Council aims to reduce unnecessary journeys made by car by promoting alternative travel options such as rail, bus, cycling and walking.

6 Air Quality Strategy for England, Scotland, Wales and Northern Ireland, 2001 DETR.

23 a) Walking. The benefits of persuading road users to make journeys on foot in terms of air quality are obvious and can also have considerable health benefits. It is important therefore to ensure that routes are safer, convenient and accessible and allow easy movement both around and to locations or facilities. The Council has several programmes for improving conditions for pedestrians and people with disability, which include removal of subways and replacement with surface crossing facilities, tactile paving, provision of drop crossings at junctions and pedestrian phasing at signal controlled junctions.

In addition to improved footpaths there is a need to provide and regularly maintain clear signage and directions, including information about bus routes and train stations that are available along or from the routes.

The Council’s Sports Development Unit has promoted a walking program for the past five years. It includes ‘led’ walks guided by a ranger along accessible routes throughout the borough. The Unit has also extended this service by publishing guidelines for walking to ensure a safe journey. The Unit is seeking further funding from TfL to increase the number of guided walks and to create more routes between key locations and facilities within the Borough, which are safer and accessible.

Safer routes to school

The Council bids to TfL for money to create safer routes to its schools and to encourage pupils to travel to school by alternative transport other than the car. This can be done by a variety of improvements for example,

• Redesign road space to provide for cyclists/pedestrians e.g. realign junctions, cycle lanes, drop kerb pavements. • Road crossings with sensors to detect waiting pedestrians. • School safety zones e.g. 20mph speed limits, gateway signing, and parking restrictions. • Adjusting traffic signals in favour of quicker response time for pedestrians during the school run. • Car sharing database. • Secure cycle storage provision. • Lockers for pedestrians/cyclists. • Reflective school uniform. • Staggered leaving times for cars and pedestrians/cyclists. • Lower public transport fees for school pupils. • Revised timetables and routes to suit school. • Bus driver training and code of conduct agreements with schools.

Walking Bus

This is another method of creating a safer route to school. The Neighbourhood Renewal Funds (NRF) has allowed the Council to employ a Safer Routes/Walking Bus co- ordinator. The Co-ordinator, who operates out of the Council’s Road Safety section, started the Borough’s first ‘walking bus’ at St Joseph’s in November 2003. There are now three walking bus routes operating at St Joseph’s and St Margaret’s started a walking bus route in January 2004. Parent volunteers accompany a group of children on their way to school. It is hoped that other similar schemes will be developed across the borough. The unit also supports initiatives such as ‘Walk to school week’ twice yearly (see section 5.6.3) and tries to re-educate pupils and parents about the benefits of choosing alternative modes of transport.

The government has allocated £16,000 to Barking & Dagenham to develop a school travel plan of which this scheme is a major part (see section 3.5.) b) Cycling According to Office of the Deputy Prime Minister, (ODPM) (formerly Department of Environment Transport and the Regions DETR,) 45% of all journeys are less than 2 miles. This proportion may be even higher within the Borough. This is a distance that is ideally suited to cycling yet it remains very much a minority method of transport. In the UK, cycling is perceived to be difficult, dangerous and uncomfortable whereas in other countries such as Holland it is accepted as a main means of transport.

Cycling is a cheap, convenient and a readily accessible means of transport aided by the largely flat nature of the Borough. The advantages of freedom of choice, health, time saving and fuel consumption make cycling an attractive local transport option.

However many people do not have a bicycle or the necessary infrastructure such as secure storage at home or at work. Cycle routes are frequently blocked by parked cars or covered in broken glass and the routes disappear just at the point where cycling becomes difficult such as at major road junctions. Cyclists on cycle routes are

25 frequently required to give way to other road vehicles even though the cyclist should have right of way.

A combination of measures in and throughout the Borough have been introduced to assist cyclists, including cycle lanes on main roads, advanced stop lines at signals, toucan crossings, signed leisure routes and gaps in road closures.

The Borough is seeking to encourage additional, more direct, routes through parks and open spaces, which will benefit all cyclists. It is intended that this will encourage more residents to take up cycling by initially cycling on short routes or as a recreational activity. Funds are being sort to widen existing footpaths and extend the cycling network. As with walking, there is a need for clear signage and direction guidance to key locations. c) Bus Bus services in London are operated on a franchised basis, with transport for London (TfL) inviting tenders from operators such as Stagecoach, Blue Triangle and Arriva to run the service. The network is regularly reviewed and changes may be made by TfL to routes, areas served, times or frequency of journeys. In Barking & Dagenham there are a total of twenty-four routes running daily and two running on fewer days. There are also a number of mobility bus services, which serve or come into the borough and two night-buses from central London.

The majority of services run in an east to west direction with slight variations north and south. Many services start and end outside of the borough at Rainham, Romford, Ilford or Stratford, but there are no direct bus services into central London ten miles away. Instead passengers must change to the Hammersmith and City or District underground lines or use national rail services to Fenchurch Street or Liverpool Street.

North south links within the central area of the borough are fairly comprehensive, but the areas to the north of the A12 such as Marks Gate and the former industrial areas south of the A13 are very poorly served, with few direct connections with other parts of the borough. This isolation is compounded by the physical severance caused by the A12 and A13 trunk roads, which discourage cycling and walking.

The Council wishes to maintain and improve the quality, reliability and accessibility of London Buses and make them more attractive as alternatives to the use of the private car. Buses take up significantly less road space than equivalent numbers of passengers travelling by car and have a key role in

26 reducing congestion. The Council encourages the use of buses through implementation of bus priority measures on The London Bus Priority Network (LBPN) and the London Bus Initiative.

The LBPN is an initiative covering 550 miles of roads in London on which London Buses run. It is a partnership comprising TfL, London Buses, the London Boroughs and the Metropolitan Police. It seeks to improve safety and reduce congestion to improve reliability and reduce journey times by a variety of methods such as provision of bus lanes and enforcement to motorists who illegally occupy bus lanes.

The London Bus Initiative or BusPlus is designed to improve the whole journey experience on 70 routes across London, with new shelters and roadside infrastructure, information displays and greater use of countdown real time information displays. The initiative is being implemented across London in two phases, with routes 86 (Romford – Stratford), 129 (Becontree Heath – Ilford – Claybury) and 174 (Dagenham – Romford – Noak Hill) in the borough.

Although there is no statutory requirement for the London Borough of Barking and Dagenham to produce a strategic local transport plan or bus strategy, the Council feels that because of the importance of public transport and it’s role in supporting the future planned growth of the Borough, it is extremely important to produce such a document. The strategy looks at the existing provision and how the network will need to evolve to cater for increased demand particularly on routes connecting new development sites with Barking Town Centre, South Dagenham and Dagenham Heathway. It highlights several specific requirements:

Marks Gate. The Marks Gate area is situated to the north of the borough and is perceived to be seperated from the rest of the borough because of the A12 and it’s semi rural location. Bus services link Marks Gate with Ilford, Romford and Barking, but there are no direct links to Becontree Heath or Dagenham.

Improved services linking Marks Gate with the rest of the borough will be required. A new service connecting Marks Gate with Becontree Heath would allow passengers to connect with the improved north south links to Dagenham Heathway, Dagenham Dock and Rainham.

A13 The A13 runs along the southern perimeter of the borough, separating the Thameside industrial areas from the rest of the Borough. Any new developments south of the A13 will be accessed from the A13 and bus priority measures will need to be installed at existing and new junctions.

Mid Borough Where large areas are shown to have poor access, action may need to be taken. This could include the following

• Diversion of certain bus services or alternative journeys from a busy corridor to serve core roads in areas most affected. • New feeder services to penetrate into housing estates linking them with local shopping areas and interchange facilities. • New orbital or north south routes. • Bus Priority and Enforcement.

The bus operator identifies areas where bus priority is required and priority measures are funded by TfL. The Council must bid for funding along with other London Boroughs. Priority measures may be in the form of bus lanes or bus only streets.

Bus lanes are currently planned for Lodge Avenue/Ripple Road area towards Barking and Bennet’s Castle Lane/Becontree Avenue leading to a signalised junction. A series of improvements is also planned at junctions along Heathway with selective vehicle detection systems to give priority and decrease bus journey times.

Barking & Dagenham is currently applying to the Association of London Government to allow CCTV enforcement of illegal parking in bus lanes. Bus mounted and fixed cameras will also be used to enforce these orders.

Infrastructure and Interchange In addition to the London bus initiative the borough undertakes changes to bus stop and highway infrastructure to improve services.

Facilities at larger interchange points may be the responsibility of several organisations, in these cases the Council will work with these organisations to ensure a high quality environment is maintained.

Fleet Composition Besides requirements to provide vehicles accessible to all passengers in line with the Disability Discrimination Act requirements, All new vehicles must meet Euro III standards on exhaust emissions. From 2005 Euro IV standards will apply with even stricter limits on emissions.

The use of alternatively fuelled vehicles including LPG, CNG, hydrogen fuel cells and electric vehicles should also be explored.

Ticketing Arrangements The current arrangements of a flat fare system for single journeys or a variety of pre-paid travel cards is very user friendly and its simplicity has undoubtedly helped to increase bus patronage.

It is important that future increases to fare levels or changes to travel card conditions do not deter existing or future passengers. d) Rail Existing rail routes in the Borough, District line, Hammersmith & City Line, C2C, GNER and Silverlink are presently congested and there is little opportunity for capacity, improvement or service enhancement. Future population and employment growth will create more travel demand but there is little or no capacity for new services. Complete trips are difficult because there are inadequate networks and interchanges to connect regional centres with local communities. The limited capacity on the existing public transport network demonstrates that there is a shortfall in supply against growing demand and this can only be met by new investment, specifically in rail services. e) The River Thames The River Thames is a significantly underused sustainable transport resource and the Council encourages increased use of the River Thames and Barking Creek for passenger and freight services.

The Mayor of London has issued proposals to safeguard the current use of the wharves in Barking & Dagenham, the majority of which are currently used for transportation of waste goods. The Council objected to these proposals, hoping to exercise discretion in the way the wharves are used and to introduce alternative uses of the wharves and encourage options such as river taxis and other sustainable transport uses. Barking Reach Master Plan already designates the adjoining wharf to be developed as a promenade which may support river transport. f) Taxis Black cabs are purpose built vehicles. They have a life of many years and consequently the majority are of a poor emission standard. TfL is currently driving improvements in emissions and the London Borough of Barking & Dagenham supports the move of taxis to alternative fuels.

The many minicab firms across the borough utilise vehicles in a range of conditions. They are generally no different to private vehicles and unlike black cabs they enjoy no additional road priorities. As they spend large parts of the day on the road their emissions have a much greater impact than other private cars. Therefore the Council would welcome stricter controls over licensing and emission testing.

Both taxis (and Minicabs) play an important role in supporting other modes of transport such as rail especially for individuals with mobility problems or luggage.

Alternative Methods

The Council will:

• Continue to work with London Buses, Transport for London, neighbouring boroughs and bus operators to improve reliability and efficiency of bus services by attending regular meetings and discussing local problems.

• Introduce security measures at rail/bus interchanges at Becontree Station and Dagenham East station using CCTV.

• Improve footpaths, signage and directions to encourage people to walk and continue to extend the ‘Just Walk’ scheme.

• Support the provision of better facilities at bus and rail stations and routes between the two.

• Ensure that the need to travel by private car or by lorries other than for essential trips is reduced while accepting the role of the car and the lorry in helping to meet transport needs.

• Support measures to manage travel demand in the Borough and encourage alternative travel modes to the car through traffic management measures. The road network should be managed to give priority to essential road users, environmental improvement, pedestrian safety, and safety of all users.

• Seek improvements to the public transport network that provides for the needs of residents, businesses and employees in the borough without significant adverse impact on the environment.

• Encourage its employees to use public transport for work related journeys by considering measures such as free bus and tube passes. This will reduce road congestion, increase use of public transport and set an example to other employers in the Borough. It will also give the Council a greater interest in ensuring that public transport is clean, safe and convenient and should result in saving money for the Council.

• Seek to protect and improve conditions for cyclists and pedestrians.

• Seek to understand the social and structural barriers that prevent people

30 from cycling where it would be convenient to do so and to find ways to overcome those barriers. The Council will liaise with Transport for London Centre of Cycling Excellence to obtain assistance in developing a cycling strategy.

• Examine Good Practice examples of towns or districts where cycling is regarded as a majority activity and identify why and how these areas are different to LBBD.

• Ensure that schools encourage pupils and school staff to cycle or walk to school and that adequate facilities are provided to enable this, including a network of safe routes and undercover cycle parking.

• Strongly encourage its employees to cycle to work and to use cycles for transport during work. Positive incentives will be considered such as charging for car parking spaces and using the money to support cycling.

• Provide a Borough-wide network of cycle routes which links up with the National Cycle Routes Network and the London Cycle Network and will liaise with local Cycling Organisations to ensure that the routes are safe and convenient and that cyclists and walkers have priority at road junctions as far as possible.

• Promote safe cycling and provide cycle proficiency training for children and adults.

• Publicise the advantages and benefits of walking for shorter journeys.

• Promote and arrange safer routes to school and organise walking buses along these routes. Steps will be taken to discourage parents from driving children to school.

• Take steps to prevent and discourage motorists from parking on or obstructing pavements.

• Implement bus lanes at Lodge Avenue/Ripple Road and Bennets Castle Lane/Becontree Avenue.

• Support and encourage an increase in the use of the River Thames as a freight corridor.

• Actively support the movement of freight in and out of the Borough by Water.

31 Air Quality Impact: MEDIUM These measures seek to generate increased use of public transport and reduce car dependency, therefore reducing the number of vehicles on the road and therefore reducing vehicle emissions. Th Council can adopt measures to promote the use of alternative transport options but without major investment and co-ordination from central Government, reliability, safety and affordability cannot be addressed.

3.5 Travel Plans

A travel plan is a general term for a package of measures tailored to the needs of individual sites and aimed at promoting greener cleaner travel choices and reducing reliance on the car. It involves the development of a set of mechanisms, initiatives and targets that together can enable an organisation to reduce the impact of travel and transport on the environment, whilst also bringing a number of other benefits to employers and staff.

The most recent revision of Planning Policy Guidance note 13 (PPG13) issued in 2001 introduces Travel Plans stating that they should be submitted along side planning applications which are likely to have significant transport implications. It goes on to say that they should have measurable outcomes and should include arrangements for monitoring the progress of the plan.

There is currently no legal obligation for Local Planning Authorities to include conditions requiring new developments to develop travel plans, but Local Planning Authorities are beginning to secure Travel Plans and their outcomes using planning conditions or legal agreements.

Developers produce detailed transport assessments as part of their planning application to calculate the traffic impact of the proposed development. The assessments are scrutinised by the Councils transport officers and then the Local Planning Authority request that the predicted traffic levels are formally submitted in the form of a travel plan before consent will be issued.

Presently the Council is trying to encourage developers to undertake travel plans, but since there is little incentive to do so and no formal structure for the Council to enforce the requirement, very few developers have actually adopted them. This situation is currently being reviewed, the Council’s newly appointed section 106 officer will consider an enforcement strategy to tackle developers failing to meet their commitment. Other authorities are beginning to impose financial penalties on developers who fail to meet the terms of the travel plan. For example during the development of Alconbury Airbase in Huntingdonshire District Council agreements were in place as part of a legal agreement made under section 106 of the Town and Country Planning Act 1990. The developer was required to monitor vehicle movements and financial penalties were imposed for each vehicle movement above the agreed level.

This method allows the travel plan to have an aim rather than just being a list of measures to be implemented. It also ‘encourages’ the developer/occupier to take the travel plan seriously because of the threat of losing the financial bond.

The Council’s Green Travel Co-ordinator works with companies to develop travel plans. He advises on measures such as fuel efficiency, green fleet vehicles, driver training and the availability of grants towards the costs of purchase or conversion. The POWERSHIFT programme, for buying or converting to alternatively fuelled vehicles or CLEANUP for making heavier diesel vehicles cleaner by adding technology to existing vehicles.

TfL is in the process of creating guidance for businesses, which will ultimately form planning guidance. Currently the Council can only persuade developers to produce such documents and assist them in their development. Similarly there is no requirement to report on the outcome of travel plans.

3.5.1 A Travel Plan for Barking & Dagenham

The Council does not currently have a travel plan in place, although it does already operate a number of initiatives, which could form the basis of a robust and effective travel plan, for example the staff car sharing Scheme (section 5.6b.)

Plans are underway to develop a travel plan for the local authority. An initial staff survey is planned mid 2004 to establish staff travel habits and a provisional draft should be available early 2005 although successful implementation of the plan is dependent on financial and staff resources and council commitment.

The plan would first require a comprehensive site audit to ascertain the current situation in terms of: • State of current access to the various council sites for pedestrians, cyclists and motorists. • Current levels of public transport provision to the sites. • Car, cycle and motorcycle parking facilities available. • Current stress levels on the surrounding transport network.

Following on from this and led by a representative steering group of Council officers, a staff survey should be currently undertaken to allow for a full picture of staff travel activity to be produced. These results should also be used to provide Geographical Information System (GIS) mapping of staff home addresses and the catchment areas these fall into.

Following on from these results, a plan can be drawn up. This would need to look at the current traffic situation and how it is expected to change over the future years and then set modal targets for each of the sites. By setting targets to reach,

33 the travel plan can adjust and change as outside conditions change in order to reach the desired modal split.

At this stage it is better not to prescribe specific measures as this makes a plan too general when it should be much more site specific. However, some of the main elements that are likely to be included are:

• Provision of up to date transport information on a regular basis to all staff. • Car sharing capabilities and encouragement through dedicated car parking spaces. • Interest free season ticket loans for public transport. • Ensuring safe and secure access routes to all sites for all modes of travel. • Use of alternative fuels for the Councils fleet where applicable. • Good integration of staff and fleet activity into the travel plan.

Regular re-surveying of staff at about two yearly intervals is required to ensure the plan in up to date.

Travel Plans

The Council will:

• Produce a Green Travel Plan in relation to its employees travel requirements in order to minimise private vehicle use and to maximise public transport and cycle use.

• Lobby Government to develop legislation requiring developers to produce travel plans.

• Utilise planning conditions or section 106 agreements and work with developers to produce travel plans, which have measurable outcomes and consider financial penalties to secure compliance.

• Take steps to limit the levels of private car use by Council employees in order to set an example to other employers.

• Use allocated funds to develop school travel plans.

• Ensure that the revised Unitary Development Plan contains a commitment to require Travel Plans for large developments within the Borough and to enforce their outcomes.

Air Quality Impact: MEDIUM By considering the traffic impact of a development prior to construction, developers can offer realistic alternative travel options. However, unless

34 systems are in place to enforce the commitments of planning conditions or section 106 agreements and to monitor and enforce the outcome of travel plans, the overall impact on air quality will be minimal.

3.6 Barking & Dagenham Fleet Management

The Council is a major road user and has developed a structured approach to fleet management to ensure it is able to manage any impact on the environment. In 2001 fleet management was responsible for the provision, operation and maintenance of 340 vehicles and 520 items of plant and equipment. The vehicles travelled in excess of 3.5m miles per year using 875,000 litres of fuel. The bulk of the fleet is kept at Frizlands Depot in Dagenham with the remainder kept at other locations across the Borough.

In April 2000 the Council began using Ultra Low Sulphur fuel (ULS) across the whole of it’s diesel fleet. Since then various vehicles, for example new refuse collection vehicles, have been fitted with continuous regenerating trap (CRT) exhaust systems to reduce emissions of particulates. The fleet also includes 4 Ford Courier vans, 6 Ford Escort Vans and 4 short wheelbase Ford Transits all fuelled by LPG. The council has conducted a trial of electric vehicles but found them unsuitable, mainly because the vehicles were not of sufficient size or range, i.e. they could not travel required distances without needing to be recharged and Frizlands Depot does not have appropriate infrastructure to create permanent overnight charging facilities.

The Council already has established fleet management operations such as managing fuel consumption, reducing mileage (co-ordinating deliveries, and working out most efficient routes,) driver training, well maintained vehicles, promotion of energy efficient vehicles, and use of cleaner fuels, however it is yet to develop a formal Fleet Strategy to set targets and formalise it’s procedures. The Transport section has recently achieved certification to ISO14001 for it’s Environmental Management System.

35 Greener fleet management is simply good business practice, so it will not be difficult to justify taking action. There are a number of different reasons for adopting green fleet management principles:

• To save money by making more efficient use of company transport • As part of a travel plan to reduce the amount of traffic the Council generates (see section 3.5.1) • As part of a road safety management policy • To comply with environmental policy • To comply with the obligations of ISO14001 accreditation

Fleet

The Council will:

• Develop a Fleet Strategy.

• The Council will consider adopting the Good Practice Guide GPG318 Transport and Environmental Management System as a guide for management of the vehicle fleet.

• The Council will seek to use its vehicles less and to extend their life as much as possible through careful maintenance. When a vehicle has clearly reached the end of it's economic life and a replacement is needed, a new energy efficient vehicle will be purchased using the best commercially available technology at the time for minimising CO2. This may be biodiesel, LPG, petrol, electricity or hydrogen fuel cell.

• The Council is aware that significant reductions in fuel usage together with longer life for vehicles can be obtained through driver training. The Council will ensure that the drivers of all Council owned vehicles and all essential car users receive appropriate training and will monitor fuel consumption before and after to evaluate the benefits.

• Where possible, the Council will take advantage of reduced Vehicle Excise Duty and Enhanced Capital Allowances for the most efficient cars.

Air Quality Impact: LOW The air quality impact would be minimal due to the proportionately small number of vehicles the Council has in relation to the entire Borough. The Council should however lead by example and adopt a travel plan that incorporates its fleet management operation, then the measures within this action plan will be more effective and the Council will have greater credibility.

3.7 London Low Emission Zone

The London Low Emission Zone (LEZ) study was jointly commissioned by the London Boroughs, the Greater London Authority, The Association of London Government, Transport for London (TfL) and the Departments for Transport (DfT) and Environment, Food and Rural Affairs (DEFRA), and funded by DEFRA.

A Low Emission Zone is a geographically defined area in which only certain vehicles are allowed, with the objective of improving air quality. The purpose of the study was to explore the feasibility of declaring a low emission zone within London and should such a zone be viable, to recommend the area and exclusions to be applied. The study looked at three geographical areas and a number of vehicle types.

The conclusions of the report were:

• An LEZ was a viable option • The best boundary would be that of the Greater London area. • It would be best to start with Heavy Goods Vehicles (HGV), buses and taxis. • Implementation should be progressive, commencing with manual enforcement followed by automatic enforcement and then incorporating light goods vehicles (LGV). • To be self-financing, legislation would be required to decriminalise and allow recovery of fines. • Declaration would be via a Transport Regulation Order (TRO) made by individual Boroughs across the whole of London. • The earliest any implementation could take place is mid 2006. • Early enforcement would be via the London Lorry Ban scheme. • Taxis and buses can be controlled via TfL licensing powers and do not need legislation.

The implications for Barking and Dagenham are:

• An improvement of air quality along trunk roads with benefits for residents. • Little improvement in more local roads. • Long term health improvements for exposed groups • Potential costs for vehicle operators, hitting owner-drivers hardest. • High costs for specialist vehicles e.g. cement lorries, because of long replacement intervals.

LEZ

The Council will:

• Work with the GLA, ALG and other boroughs to consider the results of the LEZ feasibility study and support a phased implementation.

• Keep Local transport operators informed of any proposed LEZ scheme and provide information regarding funding opportunities for fleet improvements.

Air Quality Impact: HIGH A LEZ is likely to achieve a significant reduction in nitrogen dioxide and pm10 by only allowing access to less polluting vehicles. Restricting vehicle access ultimately means fewer vehicles on the road, therefore less pollution. It is inevitable that some car users will find alternative routes but overall, restrictions will encourage more sustainable modes of transport.

3.8 Vehicle Emission Testing

The Road Traffic (Vehicle Emissions) (Fixed Penalty) (England) Regulations 2002 (S.I. 2002 No 1808) enable local authorities with designated Air Quality management areas to apply to the secretary of state for the power to test vehicles at the roadside in relation to the AQMA and to issue fixed penalties to drivers who fail to meet prescribed emission standards.

In response to this the Association of London Government (ALG) invited all London authorities to come together to identify the best way to use these new powers. The ALG successfully bid for Government funding to carry out testing across 29 London Boroughs. Testing commenced on the 28th August 2003. In Barking & Dagenham, testing has been conducted at the junction of Alfred’s Gardens, Sutton Avenue off Movers Lane. 94 vehicles were tested over 2 days and 1 fixed penalty notice was issued.

The authority can conduct tests only if the vehicle is in, about to pass through or have passed through an AQMA. If a local authority revokes its AQMA it automatically loses its powers under these regulations.

38 The Department of Transport has issued guidance outlining testing site protocols such as location and layout of the test site. The regulations make provisions for the local authority to reduce the £60 fixed penalty if the emissions performance is corrected within 14 days or if the vehicle has passed an MOT emissions test within the preceding 6 months, or if the driver can demonstrate that all reasonable steps had been taken prior to failure at the roadside test to maintain the emissions performance of the vehicle.

Only a uniformed police constable can stop a vehicle for the purposes of these roadside emissions enforcement tests, and the availability of the police determines the success of the scheme, but Local Authorities may wish to provide voluntary tests without the need for a uniformed officer to stop vehicles and the driver is legally entitled to drive away at any time during the check without incurring any enforcement action.

The Department for Transport is unlikely to provide further funding for this scheme post March 2004. It was predicted that 20% of all tested vehicles would fail and that the scheme should pay for itself from fine revenue. This however has proved not to be the case and the authorities involved are keen to commission an independent assessment of progress so far and encourage further discussions with the Department for transport on the future of the scheme.

Despite the criticism and the problems encountered, Barking and Dagenham will continue to work closely with the police, the ALG and our neighbours to support the initiative. It is a clear indication of the work the authority can do to improve air quality, this coupled with increased publicity about the scheme in local press and Council publications will increase the profile of the AQMA and air quality in the borough. It will also encourage vehicle owners within the borough to constantly maintain their vehicles to ensure emissions compliance.

Vehicle Emission Testing

• The Council will support the Vehicle Emission Testing and maintenance campaign and encourage the continuation of the project to include goods vehicles, buses and coaches.

• The Council will increase publicity regarding vehicle emission testing and ongoing maintenance and will continue to publish results.

• The Council will continue to lobby central Government for emission limits to be reduced.

Air Quality Impact: HIGH

39 The main aim of vehicle emission testing is to encourage regular servicing and tuning. Random checks and fixed penalty notices will encourage drivers to ensure that their vehicles achieve the emission limit. Although only a minority of vehicles will be tested, if the programme results in a significant proportion of older vehicles being serviced regularly, there could be a considerable improvement in air quality.

40 4 Planning

4.1 Local Planning Policy Barking & Dagenham’s current borough wide statutory development plan is the Unitary Development Plan 1995. The plan allocates land to be developed, provides guidance to help people plan the use of their land and controls development, protecting people affected by proposals for change.

The overall aim of the plan is to improve the quality and equality of life for all residents in the borough on a sustainable basis. To that end, It contains various general (Strategic) policies, which outline the overall principles of development in the borough. Several seek to establish improvements in air quality:

• The Council will seek to prevent land becoming derelict to avoid the contamination of land, noise pollution, water and air pollution and to encourage recycling (strategic policy L)

• The council will seek to retain, extend and improve the provision, integration and use of public transport systems with particular attention to the improvement of interchange facilities and the accessibility of major land uses. (Strategic policy X)

• The Council will ensure that conditions for pedestrians in the built environment are improved and taken into account for all developments (Strategic Policy Y)

• Measures will be taken to ensure that the design of new and existing public transport interchanges, facilities and pedestrian measures adequately cater for all members of the community. (Strategic Policy Z)

• The Council will encourage cycling and where appropriate improve conditions for cycle traffic Strategic policy AA)

• The Council will actively assist and encourage, through management measures, a road network that is sympathetic to traffic restraint, and gives priority to essential road users, environmental improvement, pedestrian safety and safety of all users through casualty reduction. (Strategic policy BB)

• Measures will be taken to encourage the removal of inessential road freight, improve freight facilities and improve residential amenity and environment, while at the same time encouraging freight movement by rail and water (Strategic policy CC)

It then lists the many detailed policies, which indicate how these strategic policies will be met. Policy G39 states that:

41 The council will aim to reduce air pollution in the borough and to minimise its detrimental effects by:

• Refusing to permit developments which would lead to a significant increase in air pollution levels or which exceed UK Standards.

• Restricting sensitive developments in areas where current pollution levels exceed UK Standards.

• Encouraging a reduction in the level of specific airborne pollutants.

• Exerting strict control over developments containing processes prescribed in the Pollution Prevention and Control (England & Wales) Regulations 2000.

• Liasing with adjoining boroughs regarding development proposals which may have a cross boundary effect on air quality and to seek a London-wide decrease in specific airborne pollutants.

The proposed Planning and Compulsory Purchase Bill is anticipated to commence in the summer of 2004, and will see a fundamental shift in the delivery of Development Plans.

The review of the Councils Unitary Development Plan will result in its replacement by a Local Development Framework (LDF). The Council’s Sustainable Development Group, within the Planning and Transportation Division, will have the lead role in the production of the LDF.

The LDF will comprise a folder of documents known as Local Development Documents. Some will have Development Plan status, while others will have the status of planning guidance and thus be a material consideration in the determination of planning applications.

The LDF will contain a spatial strategy and is required to spatially represent other strategies, policies and programmes such as the national air quality strategy and the Council’s Community Strategy.

A collaborative approach to the production of policies and guidance between Health and Consumer Services and the Sustainable Development Group will ensure that the air quality management area is effectively represented in the LDF.

4.2 National Planning Policy

The Unitary Development Plan (UDP) was developed having regard to National Planning Policy Guidance Notes (PPG’s)

42 PPG23 gives guidance on the relevance of pollution controls to the exercise of planning functions. It gives advice on the relationship between authorities’ planning responsibilities and the separate statutory responsibilities exercised by Environmental Health Departments. This guidance was first released in 1994 prior to the establishment of the national air quality strategy and therefore did not provide sufficient guidance on air quality issues. However the new PPG23 that is currently in draft now incorporates the Local Air Quality Management (LAQM) process and IPPC. The guidance aims to minimise problems encountered in determining the location of a development which may give rise to pollution and to ensure that new developments are not affected by existing or potential sources of pollution. It explains that air quality must be taken seriously in or near Air Quality Management Areas, but the presence of an AQMA does not mean a ban on development.

PPG12 sets out the need for Local Authorities to have a clear and concise strategic overview in its master planning documents – including the incorporation of Best Practice, Sustainable Development, Local Transport Strategies. These strategic plans must clearly reflect processes and opinions of the community. The development plans must incorporate issues such as improving construction techniques to minimise pollution, better sourcing of materials to lower transportation costs, reducing energy needs, variations in land use (not just heavy industry, but ‘cleaner’ industry), integrated traffic management – for strategic and individual developments (pollution and noise) and countryside management which will act as natural cleansing unit to improve the air quality. These are issues that are not only good practise but are also highlighted by the community as issues that they are concerned about. All have a direct effect on the air quality of the borough but they also have indirect effects by damaging the global air quality.

The 1994 revision of PPG 13 set out new ground rules for moving to a sustainable land-use and transport system and included objectives of reducing the need to travel, planning for public transport, walking and cycling, increasing residential densities and curbing out of town development. The most recent revision (2001) makes it clear that local authorities should seek to achieve better integration of their transport programmes and land use policies but does not move policy any further than the existing version. Two of the key issues for effective integration of land use and transport planning are a strong locational policy framework and the role of parking standards in restraining traffic growth and encouraging more sustainable travel choices. The document introduces travel plans (see section 3.5) and states that ‘travel plans should be submitted along side planning applications which are likely to have significant transport implications.’ They should have measurable outputs and should set out the arrangements for monitoring the progress of the plan. Although there is currently no requirement to report on the success of the travel plan, authorities may use the section 106 agreements to impose financial penalties when outcomes are not achieved.

4.3 The Use of Planning conditions

The land use planning system can assist in reducing the impact of air pollution by discouraging car use, preventing pollution generating development locating in areas where pollution is high and encouraging good design to minimise the effect of pollution on people. All major development proposals need to be accompanied by an Environmental Impact Assessment, which include transport and air quality assessments. Air quality is a material planning consideration in the determination of an application.

If an Environmental Impact Assessment indicates a breach of air quality objectives, planning applications will need to successfully demonstrate how a proposal will mitigate such a breach. This may be through design, siting and layout of the development to protect sensitive users from adverse impacts of traffic using environmental buffers and screens.

Policy 68 of the Mayors Air Quality Strategy states that the Mayor will encourage London Boroughs to ensure that Unitary Development Plan (UDP) policies incorporate the measures outlined in this Air Quality Action Plan. The Councils UDP is currently being revised and will be replaced by the Local Development Framework (LDF). Health & Consumer Services will work closely with planning colleagues to ensure that the commitments of this action plan are incorporated into the LDF. Planning guidance should be available within the LDF setting out the Councils policy for developments within the air quality management area.

Whilst PPG23 indicates that the presence of an Air Quality Management Area doe not mean a ban on development, how Local Planning Authorities will deal with developments within an AQMA is unclear. The UK objectives have been developed on the basis of extensive environmental research and advice from health experts leading to a finite value. It does not provide advice on the health impact of pollutant levels at varying degrees above and below the objective. Until such guidance is available, it is likely that planning conditions will be used to restrict air quality impact. For example where a developer applies for a change of use, he may be asked to ensure that total emissions from the proposed use will be less than the previous use. In cases of new development, a developer may be asked to demonstrate that he has taken all reasonable steps to reduce emissions or to protect new residents in the case of a new housing development. Such an approach may lead to scrutiny about what is ‘reasonable’ and the weight given to the policy will inevitably be determined by planning inquiries.

4.4 Transport Initiatives as Part of the Thames Gateway Regeneration Proposals.

The regeneration of the Thames Gateway is of national and regional importance. The Mayors Spatial Development Strategy recognises this area as an area

44 providing much of the capacity for the strategic employment sites and providing a large part of the essential capacity for housing development. The area is divided into 6 ‘zones of change’ one of which is London Riverside which includes significant parts of Barking & Dagenham.

Many of the Thames Gateway and other residential developments proposed in Barking and Dagenham over the next few years are planned as sustainable and non-car dependent communities. This will be achieved through providing local services and facilities within local communities, thus reducing the need to travel, or by encouraging greater use of public transport by locating development close to public transport services. For some developments however significant changes and improvements to the public transport network will be required to achieve sustainability and to facilitate improved interchange between bus and rail.

The UDP policies will need to be updated to specify the level of quality transport infrastructure that should be included in these developments and the design and layout should be incorporated at the earliest possible stage. a) Barking Town Centre While Barking Town Centre is well served by public transport, there is a need for improvements to connect it more directly with growth areas. The vision for Barking Station is to enhance and expand the range of interchange options available so that current passenger growth trends continue, targets for transport modal shift can be met and orbital travel by public transport encouraged. b) Barking Reach Barking Reach is the largest housing development site in London and will need to be served by one or more attractive, frequent and high quality public transport. A new station serving Barking Reach is proposed and an upgrade of the C2C line. Other transport initiatives include East London Transit scheme, an extension of the Docklands Light Railway or another rapid transit link connecting the area with town centres and Barking/Dagenham Dock railway stations. Such facilities would also reduce short car trips to other public transport interchanges and encourage greater use of improved shopping and entertainment facilities in Barking Town Centre. c) South Dagenham South Dagenham has the potential to be an important destination within London Riverside and the Thames Gateway. Substantial tracts of land will be available over the next few years as the result of Ford’s restructuring. d) Dagenham Dock Dagenham Dock contains 130 hectares of industrial land between Barking Reach development and the Ford plant. A new link road, Choats Manor Way, is being constructed to link the centre of Dagenham Dock to the new A13. Development

45 interests are growing in the area due to the new link road. The vision for Dagenham Dock is a new green business park including Environmental Technology Resource Centre that aims to provide industrial and business employment opportunities for the borough.

4.5 Sustainable Transport Requirements A key objective of these regeneration proposals is that the sites are designed around existing or new transport hubs and that the use of public transport is optimised. The current level and distribution of public transport services within Barking and Dagenham does not meet either the existing or the future needs of the residents and employers of the borough. In order for all of the regeneration initiatives to be successful, it is essential that there is an efficient, co-ordinated and user friendly transport system.

Barking and Dagenham needs metro style services to provide fast and direct links from and to central London, Canary Wharf and Shell Haven so that existing and new residents can access jobs and educational facilities in jobs in other parts of East and Central London. a) Crossrail The proposed Crossrail route does not serve the regeneration areas in Barking & Dagenham, as it operates to the north of the Borough from Stratford to Shenfield. This is a major disadvantage for the borough and the wider Thames Gateway regeneration corridor. It would have been a great opportunity to use new transport links as a key element in a regeneration strategy with both a wider business and social inclusion remit than might be found elsewhere. b) C2C. Barking and Dagenham and London Riverside are currently served by the London Tilbury and Southend lines operated by C2C. Despite investment in new trains, a more frequent service is needed. Trains run every 10 minutes to Upminster and every 15 minutes to Dagenham Dock at peak times and every 30 minutes off peak. This service level does not adequately serve the communities to the south of the Borough and therefore encouraging a shift to a more sustainable transport mode is difficult, particularly for the Borough to meet future population and employment growth in this area. A feasibility study is currently underway into the possibility of a new station at Renwick Road on the existing C2C line providing a link for future residents of Barking Reach. The study will be complete in autumn 2004. c) Docklands Light Rail The Docklands Light railway has played a central role in the regeneration of large inner parts of the Thames Gateway. A feasibility study is currently underway on the possibility of an extension to Barking Reach, Southern Dagenham (Dagenham Dock) and possibly beyond, which would offer a real opportunity to improve access and job opportunities.

46 d) East London Transit and the Thames Gateway Bridge A short-term public transport improvement will be provided by East London Transit (ELT). It will link Beckton, Ilford and Barking, Barking Reach, Dagenham Dock, South Dagenham, Havering Riverside and Romford. The route will be primarily used for local trips but will also feed into other modes more suited to longer distance trips or locations such as the underground, C2C, Silverlink and DLR. The aim is to improve links between town centres and major growth areas such as Barking Reach key interchanges, to encourage a switch from car use, improve the environment and support local economies through sustained regeneration. The ELT will be segregated from general traffic and has been designed so that it could link in with the dedicated public transport lanes on the Thames Gateway Bridge, therefore linking with the Greenwich Waterfront Transit providing accessibility to Southeast London. Both routes could ultimately be converted to tram technology, if justified by long term demand.

Land Use Planning.

As the Local Planning Authority, the Council will:

• Encourage the siting of new commercial and industrial developments close to the public transport network and oppose major developments that do not include adequate access to public transport and cycling facilities.

• Produce planning guidance to develop criteria for developments within the Air Quality Management Area addressing issues such as sustainable construction, promotion of alternative energy use and energy conservation measures.

• Ensure applicants carry out impact assessments for traffic impact assessments for traffic and air quality for all major developments within the borough. If such proposals lead to an unacceptable breach of air quality objectives, this should be a material planning consideration and grounds for refusal or include planning conditions to include mitigation measures to restrict the impact of the development. The Planning Authority must consider what will be deemed as an unacceptable breach, taking guidance from the National Society for Clear Air and the GLA.

• Review the Unitary Development Pan to include policies and guidance to reflect the Air Quality Management Area as a material planning consideration taking into consideration emerging government guidance (draft PPG23) and recommendations contained within this action plan.

• Support the transport proposals in conjunction with Thames Gateway Regeneration.

Air Quality Impact: HIGH The use of planning controls requiring full assessment of location, suitability, infrastructure development, sustainable development, discouraging car use and promoting use of energy efficient technology can have a high impact on local air quality. Developing close links between Health & Consumer Services, Highways and Planning Divisions and the use of air quality information on GIS, will enhance the decision making progress and improvement of local air quality.

48 5. Other Measures

5.1 Air Quality Monitoring

The Council has a network of air quality monitoring sites, which allows measurement of local pollution levels, the monitoring of specific events and detection of short-term pollution incidents or long term trends. Such measurements are also used to validate predictions made by computer models.

The Councils Environmental Protection Team within Health & Consumer Services Division has a comprehensive collection of data including oxides of nitrogen, sulphur dioxide, benzene, particulates, and radiation.

To date the Department has 11 diffusion tubes measuring nitrogen dioxide. These are small plastic tubes with absorbent material at the top end. They are located at height for example on a lamppost or the side of a building at either a roadside site, a background site or at a site midway between the two. They are exposed for 1 month at a time when they are collected and sent for laboratory analysis. The monthly average exposure results for all sites are held by the Environmental Protection Department but three sites are provided for the UK Nitrogen Dioxide monitoring network, which can be viewed on the Internet at www.airquality.co.uk/archive/data_and_statistics_home.php

The authority also has two permanent monitoring stations. One is located at Rush Green Infants School and contains Nitrogen Dioxide and Sulphur Dioxide analysers and the other is located at Scrattons Farm and monitors particulate matter. Air quality data measured at these sites is on the Internet at www.erg.kcl.ac.uk/london/asl/home.asp

The monitoring site at the north of the borough is used to collect particulate matter for Beta radiation analysis and finally there are 4 sites monitoring benzene.

The Borough desperately needs to expand its monitoring network especially within the AQMA if it is to be able to demonstrate an improvement in air quality. Whilst the Department continues to bid for money to enhance it’s monitoring capabilities, funds are often allocated elsewhere. A recent bid to enhance and maintain our 2 permanent monitoring stations was

49 unsuccessful; a further bid will be made when funds are available. The Department will therefore seek support from both the planning and highways departments to help fund monitoring in association with traffic management schemes or to assess the long-term impact of new developments or the short- term construction effects.

Air Quality monitoring

The Council will:

• Continue to manage the Air quality monitoring network and extend monitoring capabilities.

• Improve the information provided on the Council’s web-site and provide links for the public to view current pollution levels.

• Utilise the Departments Geographical Information system to show the declared air quality management area and industrial point sources.

• Health & Consumer Services Division will continue to raise the profile of air quality within the borough, working together with the relevant subgroups, to deliver the air quality management plan and improve air quality.

Air Quality Impact: MEDIUM Air quality monitoring and trend analysis using GIS is a key component of this action plan. Information that is gathered and interpreted will be widely disseminated to inform debate and target action for improvement across the Council and community. The information will influence the Councils policies and ensure improving air quality is fully integrated into the planning process.

5.2 Industry

The Environmental Protection Act 1990 introduced a system of Local Air Pollution Control (LAPC) and Integrated Pollution Control (IPC). Both systems regulated air pollution from industrial sources, the former controlling small/medium size operators and administered by the Local Authority and the latter dealing with larger operators and administered by the Environment Agency.

More recently, as a result of European Legislation, the Pollution Prevention and Control Act 1999 set out the Integrated Pollution Prevention and Control (IPPC)

50 regime. The principles are essentially the same but the respective regimes are now called Local Air Pollution Prevention and Control (LAPPC) and Integrated Pollution Prevention and Control (IPPC).

The Health & Consumer Service Division currently regulates 29 industrial processes and 19 petrol stations, issuing permits to each operator setting out conditions which must be complied with to prevent or reduce air pollution. These processes are inspected to ensure the conditions are being complied with in accordance with a risk assessment based on the potential to pollute.

The Environmental Protection Department Team developed a solvent forum and an aggregate forum where operators of similar processes could meet and discuss best practice and any problems they might have in complying with the legislative requirements. The forums were very successful and the comments from the operators were positive. The Council will continue to encourage networking between operators and will provide information at the forums about the objective of the Air Quality action plan.

Industry

The Council will:

• Continue to carry out risk based inspections of LA-IPC processes and take enforcement action for breach of conditions where necessary.

• Continue to provide Operator Forums to encourage networking between operators of similar processes and to provide information and advice about legal requirements and developments within each sector.

Air Quality Impact: LOW The impact of pollution from industry in Barking & Dagenham is already controlled by existing legislation. Additional efforts are likely to result in minimal impact.

5.3 Construction

The Sustainable Design and Construction Guide is being written by the Sustainable Development Team in Leisure & Environmental Services and is intended to encourage developers to consider environmental issues.

The guide is being written to encourage sustainable development projects such as Bedzed in Sutton and Gallions Ecopark in Thamesmead; throughout London.

51 Construction sites are significant sources of dust and PM10 particles and so the Sustainable Development Team asked the question, ‘why aren’t large scale changes currently taking place within the construction and demolition industry to reduce the immediate and long term environmental impacts of current practice?’

The document will provide guidance on interpreting legislation and offer advice on issues such as site preparation, spoil removal, demolition of buildings and sustainable construction techniques such as prefabrication. Energy generation can be reduced by using renewable energy sources on development sites and through energy efficient measures.

The guide will be incorporated in the Local Development Framework and will be used as a policy requirement in all new developments throughout the borough.

The authority promotes the Local Authority Building Control (LABC) ‘Considerate Constructor Scheme’ through its building control and planning divisions. The scheme has a code of practice which seeks to minimise negative impact caused by construction sites to neighbours, the public and the environment, however to date there have been no contractors who have joined the scheme.

Section 79 of the Environmental Protection Act 1990 states that dust can constitute a statutory nuisance and where the Local Authority is satisfied that a nuisance exists whether from a construction site, an industrial/commercial operation, it will serve a notice under section 80 of the act to require the nuisance to be abated.

Section 2 of the Clean Air Act 1993 prohibits an occupier of industrial or trade premises to emit dark smoke. It requires the Local Authority to notify the occupier of the premises of the offence within 4 days of the event unless they are covered by exemption. Despite many incidents of dark smoke in recent years especially at Dagenham Dock, the Environmental Protection team has been unable to take action under this piece of legislation. This is because time taken to notify them of the incident or to establish an exemption has been lengthy and notifications within 4 days have not been possible. The team are currently working with the Fire Service to improve the time taken to relay information, including offering regular presentations to fire officers explaining the remit of the Environmental Protection team.

Construction

The Council will:

• Continue to work as part of the East London Air Quality Cluster Group to develop planning guidance to be incorporated into the revised UDP and provided to developers in respect of dust from major developments sites and use planning conditions to minimise emissions of dust.

• Develop proposals for dust sampling in relation to complaints of dust from construction sites.

• Continue random site inspections to ensure vehicles use wheel washes and are fully sheeted.

• Review its enforcement policy for dust control from construction sites within the Air Quality Management Area.

• Continue to provide a rapid response to complaints of dust nuisance.

Air Quality Impact: Medium The local impact of large construction sites is significant. It is important construction sites are effectively regulated to instil public confidence in the Councils aim to improve air quality.

5.4 Procurement

The Council is committed to best practice procurement in all areas and is continuing to develop purchasing criteria which incorporate whole life costing and ensure sustainable procurement throughout the supply chain. Sustainable performance targets will be developed prior to contract award, and rigorously monitored and enforced throughout the organisation.

The Council aims to procure goods and services which are least harmful to the environment and have established criteria for supplies:

• Where possible the Council will specify products that are made from recycled materials, can themselves be recycled or re-used, operate in an energy efficient manner, cause minimal damage to the environment in their production, distribution, use and disposal.

• The Council will not allow the use of banned substances e.g. ozone depleting chemicals by the use of both the council and it’s contractors where an alternative is available.

• Contract documentation from service providers, suppliers and contractors must demonstrate a commitment to improving environmental performance.

The Council will develop a guide for officers on “Sustainable Procurement” by December 2004, which will be disseminated across the Council through a series of initial briefings and ongoing quarterly training sessions.

53 Each Contract Award Report submitted to the Executive (for contracts above £200K) has to state the contract’s impact on sustainability – these will be monitored and recorded.

Procurement

The Council will:

• Develop a guide for officers on Sustainable Procurement.

• Monitor and record the impact on sustainability for each contract above £200k.

Air Quality Impact: LOW The purchasing of environmentally sustainable goods, materials and services highlight the Council’s commitment to reducing it’s impact on the environment however the effects on local air quality are likely to be low.

5.5 Energy

The Government has made a commitment to reduce carbon dioxide emissions by 20% by 2010 compared to 1990 levels. Local Authorities throughout the UK need to have a strategy in place to deliver these Government targets both within the community and corporately.

In July 2001, the Council signed the Nottingham Declaration on Climate Change. This places a commitment on the Council to work with central government to contribute, at a local level, to the delivery of the UK climate change programme.

The Council’s Climate Change Strategy outlines how this commitment will be delivered. It sets out the need for the climate change strategy and estimates, in broad terms the current and baseline global warming emissions of the community and corporate activities in the Borough. It addresses 6 community categories and one corporate category, where ‘local’ strategies and actions are stated for each. The six community categories are Residential, Commercial, Industrial, Transport, Waste and others. The adoption of the Climate Change Strategy will have an over arching influence on all aspects of the community and corporate Council activities in the future.

The traffic measures within this action plan will assist in reducing carbon dioxide (CO2) contribution from road traffic whilst measures to increase energy efficiency and the use of renewable energy sources outlined in the Climate Change

54 strategy will result in lower emissions of nitrogen dioxide and PM10 from fossil fuel power plants. a) Council Housing Stock

The Council owns 36% of the housing stock in the Borough. Almost 99% of council homes are provided with a central heating system, over 68% of the stock is adequately sealed against draughts, 60% of homes are double- glazed and 71% of the stock has adequate roof insulation of 150 mm. The average SAP1 energy efficiency rating of 58 is significantly higher than the national average in the UK but there is considerable scope for improving the energy efficiency of the stock.

A package of energy saving measures is proposed in a survey of public sector housing carried out by NBA Consortium Services, which would improve average SAP ratings from 58 to 81 over 10 years and save approximately 37,000 tonnes of CO2 per year or 34% of the year 2000 emissions.

The report also notes that replacement boilers could be high efficiency condensing type and this would further increase the SAP rating from 81 to 87 over a twenty year period. Government initiatives on efficient domestic appliances offer an opportunity for reduction of electricity consumption for occupants. b) Private Sector Homes

According to the NBA Private Sector Housing Study, there were 43,230 private sector houses in Barking & Dagenham in early 2002. The total CO2 emissions were 242,000 tonnes per year from heating and electricity usage. Whilst the average SAP energy efficiency rating of 55 is significantly higher than the national average in the UK, a significant proportion of the stock fails to meet present day standards of heating and insulation.

The measures recommended in the Housing Study would, within a 10 year period, bring 90% of the stock above the Acceptable target and achieve a 25% reduction in CO2 emissions and a 23% reduction in total energy consumption.

The Council has two principle means of influencing energy efficiency in the private housing sector; grants and information campaigns. Grants and funding are provided via the HEES/Warm Front and Warm Homes Campaigns. While this has been available for low income households or those in receipt of benefit, the Councils Private Sector Housing Strategy now proposes to take a much more active role in promoting energy conservation with the objective of identifying

1 SAP is and energy rating value used in the New Building Regulations Approved Document L (Fuel & Power)

55 around 18,000 properties with inadequate insulation and bringing them up to standard by 2010 through a mixture of advice and funding. c) Large New Housing Developments

The London Borough of Barking & Dagenham 2020 Vision Strategy recommends that the Barking Reach and South Dagenham developments should be seen as a model for 21st Century sustainable city living and should promote innovation and energy efficiency in high standard Eco-dwellings.

Housing developments should meet the aspirations of the 2020 Vision Policy Commission, particularly in terms of energy efficiency, use of renewable energy and efficient energy supplies such as combined heat and power. d) Combined Heat and Power

Combined Heat and Power (CHP) uses a large engine similar to a truck engine or a small turbine to generate electricity. The fuel is usually gas and the electricity is supplied to the local grid or can be used internally in large organisations. Approximately 30% of the energy in the fuel is converted to electricity. The majority of the energy is converted to heat, which can be piped to houses, offices etc when there is a demand. The heat can also be used to power air-conditioning systems in summer. It is one of the most efficient ways to supply the mix of electricity and heat that houses and businesses require.

The Government target is to increase usage of CHP from 4.3 GWe to 10 GWe of electricity supply capacity by 2010 although at present, the low electricity price resulting from the New Electricity Trading Arrangement (NETA) is preventing any new CHP projects from getting under way. The Government are presently looking into ways to make CHP more financially attractive and it remains a key element in the UK Climate Change Strategy. e) Renewable Energy in Housing

The Government has set a target of 10% of energy to be from renewable sources by 2010. Possible sources for the housing sector are:

• Green electricity supply • Photovoltaic generation • Solar water heating • Passive solar heating.

At the present time, any significant housing development with South facing roofs could put in photovoltaic generation and get a 50% subsidy from Government.

There are a number of areas of financial support for this:

• £20m government initiative to increase domestic UK photovoltaic installations tenfold by 2005. • Further £10m for renewable schemes with strong community or household interest. • £1.7m available for regions to plan and promote renewable energy via Government Office for London. • 215m Euros of EU funds to promote renewable energy and energy conservation over the next 3 years, the Altener and Save funds. • NPower and Solar Century package to overcome metering problems • Solar roof grants from Energy Savings Trust.

Solar water heating is also effective if built in at the construction stage.

Energy

• The Council will adopt the proposals in the NBA survey as a target for the Housing Strategy and the Affordable Warmth Strategy.

• The Council will adopt the measures set out in the NBA Private Sector Report as targets for the Private Sector Housing Strategy.

• The Private Sector Housing Strategy and the Housing Strategy should include raising awareness of energy efficiency and the need to take personal responsibility for energy usage and CO2 emissions. Actions such as turning off unwanted lights, closing doors and windows, not leaving televisions and video recorders on standby have a tremendous savings potential. The strategy should aim to encourage purchase of low energy/low water consumption domestic appliances.

• The Council will investigate whether it could set a design energy consumption figure at a lower level than the minimum standards required by the Building Regulations.

• The Council will ensure that District Heating, Combined Heat and Power and renewable energy are considered for any large scale housing developments in the Borough including the new waterfront developments at Barking Reach and Dagenham Docks and in the Heath Park area.

• The Council will set realistic targets for increasing the use of renewable energy through provision of advice and information to owners and developers.

• Through liaison with the electricity suppliers, identify numbers of houses purchasing green electricity and to assist with promoting green electricity.

57 • Through Planning, the Council will provide support for embedded photovoltaic generation and provide information and assistance to developers.

• The Council will investigate best practice solar water heating and ensure that information is provided to all developers at the appropriate planning stage.

• The Council will ensure that all future policies and strategies incorporate a section on Climate Change, which will include an estimate of the resulting changes in global warming emissions.

Air Quality Impact: LOW The main air pollutants are from road traffic and energy measures are unlikely to have an impact until pollution from road traffic reduces, increasing the contribution from other sources. Energy efficiency measures are more important in the long term as the Government introduces measures to address climate change and reduce carbon dioxide emissions.

5.6 Campaigns a) Don’t Choke London & Car Free Day

Don’t Choke London, part of Don’t Choke Britain, aims to make people more aware of the links between travel habits, the environment and their quality of life. It encourages people to alter their travel arrangements and think about their overall car use. Similarly Car Free Day, which has been running throughout Europe since 1995, aims to show people how much cleaner and more pleasant their streets could be when they are free from cars, even if it is just on one day.

These campaigns are not anti-car; rather they seek to encourage all of us to consider the alternatives, when practical.

In the past Barking & Dagenham have not taken part in these events, however a recent restructure has created a new environmental sustainability team within Leisure & Environmental Services which will aim to participate in such campaigns.

Free vehicle emission testing facilities have been provided for example at public events such as Dagenham Town Show, encouraging car owners to test their vehicles and highlight how poor maintenance affects emissions and consequently air quality. The Council will continue to provide such facilities in the future.

58 b) Car Sharing Scheme

There are 10 million empty seats on the road every day and the average speed of traffic in London is 10 mph. The Council is currently promoting a car share scheme, encouraging staff to register details and search an Internet database of car sharers to find an appropriate individual with whom to share a journey. The service is free of charge and can be used any time for example getting to work, doing the weekly shop, taking the children to school or visiting friends. c) Walk to School Week

The school-run accounts for a sizeable chunk of rush- hour traffic. It causes congestion, pollution and danger outside most schools A recently published UK Government document called, "Transport Statistics: Transport Trends 1999" reveals that just over half of primary school aged children walked to school in 1995, compared with two-thirds in 1985. Over the same period, the average number of children taken to school by car has doubled from 16% to 32%. In some rural areas, as many as 90% of children are taken to school by car. If more families were able to walk to school occasionally, then communities would experience the environmental and health benefits associated with fewer vehicles on the roads in their neighbourhood.

The campaign is run twice yearly by the Council’s Road Safety Section, once in May and once in October. The amount of children walking to school is monitored for three weeks, one week before the campaign, one week during the campaign and one week after the campaign. The percentage of children continuing to walk to school after the campaign has risen.

Campaigns

The Council will:

• Continue to take part in Walk to school week and advertise its success.

• Participate in Don’t Choke London and Car Free Day.

• Promote the car sharing scheme and encourage staff to take part.

Air Quality Impact: LOW These campaigns are invaluable in demonstrating the Council’s commitment to improving air quality but are unlikely to have a significant impact due to their short-lived nature. It is unlikely that such campaigns

59 will effect lasting change in the population of the borough unless resources are available to support and publicise them on a regular basis.

60 6. Assessment of Air Quality Impact, Cost Effectiveness and Overall Effectiveness

In order to demonstrate that the authority is taking a realistic approach, it is necessary to rank each action according to the costs and the improvements to air quality that each measure might bring.

For each action the cost and the air quality impacts are assumed using professional judgement, not actual data or results and both are ranked by assigning a value 1, 2 or 3, 3 being high and 1 being low.

This action plan uses a similar approach to that adopted by many other London Boroughs and assigns an overall effectiveness value (1-9) based on how much of an improvement in ambient air quality the action will achieve and how much it is likely to cost. A value of 9 demonstrates the most effective measures. (see table)

Effectiveness High Impact(3) Medium impact(2) Low Impact(1) High cost(1) 3 2 1 Medium cost(2) 6 4 2 Low cost(3) 9. 6 3

The cost of an action is determined not only by the financial implications of implementation but also include other considerations such as human health, noise and amenity, damage to buildings etc. Each action will undoubtedly have additional consequences besides the improvement in air quality and the definition of ‘cost’ in this action plan is not intended to encompass those additional effects. It is essential that when implementing an action with a ‘high’ cost, a detailed cost benefit analysis should be undertaken to assess such possibilities.

Explanation of Costs.

Low Less than £10k, no additional funding required besides departmental air quality budget. Mainly officer time used for air quality promotional work or production of educational material, support and lobbying. Medium £10 – £200k cannot be incorporated within the Departmental budget. Paid from bids for council reserve funds given with Chief officer approval, e.g. traffic Management Schemes and improvement of cycling facilities. High Over £200K, requires Executive approval and additional funding, usually from central Government, Greater London Association (GLA) Transport for London (TfL) E.g. LEZ and Principal Road Maintenance

7. Action Plan Key for Responsibility H&CS Health & Consumer Services Pl Planning T&H Traffic & Highways SDU Sports Development Unit RSU Road Safety Unit T Transport CP Corporate Policy EC Energy Conservation

ss Impac

e e ibility n l e v sca cti pons e tion tion number m Air Quality Cost Effe Ti Res Ac Ac 1 Continue to raise the profile of air quality within the Borough, working together with the relevant sub groups of the Borough 1 3 3 Ongoing Pl, T&H, Partnership, to deliver air quality management plan and improve air quality. H&CS, 2 As a means to extend the Councils air quality monitoring network, the Council will ensure that the air quality associated with traffic 2 3 6 2004 H&CS, management schemes is monitored, NO2 and PM10 levels will be monitored prior to, during and after some schemes are T&H implemented. 3 The council will continue to bid for funds for Traffic Calming schemes and Home Zones through the borough spending plan and 2 3 6 2004 T&H complete 2 planned home zone schemes by December 2004. 4 The council will continue to lobby Transport for London to consider improvements to their road network. 2 3 6 Ongoing T&H, H&CS 5 The Council will introduce weight restrictions in residential areas to restrict HGV movement. 2 2 4 2004 T&H 6 The Council will introduce 20MPH Zones adjacent to schools when any highway work is undertaken giving priority traffic calming 2 2 4 Ongoing T&H measures to the safer routes for schools. 7 The Council will produce a Parking Management Strategy that will encourage the use of public transport and cycling as an alternative 2 3 6 2004/5 T&H to short distance car use. 8 The use of CCTV cameras to enforce bus lane priorities will be encouraged and funds sought through the Borough Spending Plan. 2 1 2 2004 T&H 9 Continue to work with London Buses, Transport for London, neighbouring boroughs and bus operators to improve reliability and 2 3 6 Ongoing Pl, T&H efficiency of bus services by attending regular meetings and discussing local problems. 10 Introduce security measures at rail/bus interchanges at Becontree Station and Dagenham East station using CCTV. 2 1 2 2004 T&H 11 Improve footpaths, signage and directions to encourage people to walk and continue to extend the ‘Just Walk’ scheme. 2 1 2 Ongoing SDU, T&H 12 Support the provision of better facilities at bus and rail stations and routes between the two. 2 1 2 Ongoing T&H 13 Ensure that the need to travel by private car or by lorries other than for essential trips is reduced while accepting the role of the car 2 1 2 Ongoing Pl, T&H, and the lorry in helping to meet transport needs. H&CS

ss Impac

e e ibility n l e v sca cti pons e tion tion number m Res Ac Ac Air Quality Cost Effe Ti 14 Support measures to manage travel demand in the Borough and encourage alternative travel modes to the car through traffic 2 3 6 Ongoing T&H management measures. The road network should be managed to give priority to essential road users, environmental improvement, pedestrian safety, and safety of all users. 15 Seek improvements to the public transport network that provides for the needs of residents, businesses and employees in the 2 1 2 Ongoing Pl, T&H, borough without significant adverse impact on the environment. H&CS 16 Encourage its employees to use public transport for work related journeys by considering measures such as free bus and tube 2 2 4 Ongoing Pl, T&H passes. This will reduce road congestion, increase use of public transport and set an example to other employers in the Borough. It will also give the Council a greater interest in ensuring that public transport is clean, safe and convenient and should result in saving money for the Council. 17 Seek to protect and improve conditions for cyclists and pedestrians and will develop a range of actions in pursuit of the strategy. 2 1 2 Ongoing T&H 18 Seek to understand the social and structural barriers that prevent people from cycling where it would be convenient to do so and to 2 3 6 Ongoing T&H find ways to overcome those barriers. The Council will liaise with Transport for London Centre of Cycling Excellence to obtain assistance in developing a cycling strategy. 19 Examine Good Practice examples of towns or districts where cycling is regarded as a majority activity and identify why and how 2 3 6 2004 T&H these areas are different to LBBD. 20 Ensure that schools encourage pupils and school staff to cycle or walk to school and that adequate facilities are provided to enable 2 3 6 Ongoing RSU this, including a network of safer routes and undercover cycle parking. 21 Strongly encourage its employees to cycle to work and to use cycles for transport during work. Positive incentives will be considered 2 3 6 2004/5 Pl such as charging for car parking spaces and using the money to support cycling. 22 Provide a Borough-wide network of cycle routes which links up with the National Cycle Routes Network and the London Cycle 2 1 2 2004 T&H Network and will liaise with local Cycling Organisations to ensure that the routes are safe and convenient and that cyclists and walkers have priority at road junctions as far as possible. 23 Promote safe cycling and provide cycle proficiency training for children and adults. 2 3 6 Sept 04 RSU 24 Publicise the advantages and benefits of walking for shorter journeys. 2 3 6 Ongoing SDU 25 Promote and arrange safer routes to school and organise walking buses along these routes. Steps will be taken to discourage 2 2 6 Introduced RSU parents from driving children to school. 2003 26 Take steps to prevent and discourage motorists from parking on or obstructing pavements. 2 2 4 Ongoing T&H 27 Implement bus lanes at Lodge Avenue/Ripple Road and Bennet’s Castle Lane/Becontree Avenue. 2 1 2 2004 T&H 28 Support and encourage an increase in the use of the River Thames as a freight corridor. 2 3 6 Ongoing Pl, T&H, H&CS 29 Actively support the movement of freight in and out of the Borough 2 3 6 Ongoing Pl, T&H, H&CS 30 Produce a Green Travel Plan in relation to its employees travel requirements in order to minimise private vehicle use and to 2 2 4 Begins July Pl

ss Impac

e e ibility n l e v sca cti pons e tion tion number m Res Ac Ac Air Quality Cost Effe Ti maximise public transport and cycle use. 2004 31 Lobby Government to develop legislation requiring developers to produce travel plans. 2 3 6 Ongoing Pl 32 Utilise planning conditions or section 106 agreements and work with developers to produce travel plans, which have measurable 2 3 6 Un- Pl outcomes and consider financial penalties to secure compliance. determined 33 Take steps to limit the levels of private car use by Council employees in order to set an example to other employers. 2 3 6 Ongoing Pl 34 Use allocated funds to develop school travel plans. 2 2 4 2004 RSU 35 Ensure that the revised Unitary Development Plan contains a commitment to require Travel Plans for large developments within the 2 3 6 2004 Pl Borough and to enforce their outcomes. 36 Develop a Fleet Strategy. 1 3 3 2004 T 37 The Council will consider adopting the Good Practice Guide GPG318 Transport and Environmental Management System as a guide 1 3 3 2004 T for management of the vehicle fleet. 38 The Council will seek to use its vehicles less and to extend their life as much as possible through careful maintenance. When a 1 2 2 Ongoing T vehicle has clearly reached the end of it's economic life and a replacement is needed, a new energy efficient vehicle will be purchased using the best commercially available technology at the time for minimising CO2. This may be biodiesel, LPG, petrol, electricity or hydrogen fuel cell. 39 The Council is aware that significant reductions in fuel usage together with longer life for vehicles can be obtained through driver 1 2 2 Ongoing T training. The Council will ensure that the drivers of all Council owned vehicles and all essential car users receive appropriate training and will monitor fuel consumption before and after to evaluate the benefits. 40 Where possible, the Council will take advantage of reduced Vehicle Excise Duty and Enhanced Capital Allowances for the most 1 2 2 Ongoing T efficient cars. 41 Work with the GLA, ALG and other boroughs to consider the results of the LEZ feasibility study and support a phased 3 3 9 Ongoing Pl, T&H, implementation. H&CS 42 Keep Local transport operators informed of any proposed LEZ scheme and provide information regarding funding opportunities for 3 1 3 Ongoing H&CS fleet improvements. 43 The Council will support the Vehicle Emission Testing and maintenance campaign and encourage the continuation of the project to 3 2 6 Ongoing H&CS include goods vehicles, buses and coaches. 44 The Council will increase publicity regarding vehicle emission testing and ongoing maintenance and will continue to publish results. 3 2 6 Ongoing H&CS 45 The Council will continue to lobby central Government for emission limits to be reduced. 3 3 9 Ongoing Pl, T&H, H&CS 46 Encourage the siting of new commercial and industrial developments close to the public transport network and oppose major 3 3 9 Ongoing Pl developments that do not include adequate access to public transport and cycling facilities. 47 Produce planning guidance to develop criteria for developments within the Air Quality Management Area addressing issues such as 3 3 9 2004 Pl, H&CS sustainable construction, promotion of alternative energy use and energy conservation measures.

ss Impac

e e ibility n l e v sca cti pons e tion tion number m Res Ac Ac Air Quality Cost Effe Ti 48 Ensure applicants carry out impact assessments for traffic impact assessments for traffic and air quality for all major developments 3 3 9 2004 Pl within the borough. If such proposals lead to an unacceptable breach of air quality objectives, this should be a material planning consideration and grounds for refusal or include planning conditions to include mitigation measures to restrict the impact of the development. The Planning Authority must consider what will be deemed as an unacceptable breach, taking guidance from the National Society for Clear Air and the GLA. 49 Review the Unitary Development Pan to include policies and guidance to reflect the Air Quality Management Area as a material 3 3 9 2004 Pl planning consideration taking into consideration emerging government guidance (draft PPG23) and recommendations contained within this action plan. 50 Support the transport proposals in conjunction with Thames Gateway Regeneration. 3 3 9 Ongoing Pl, T&H, H&CS 51 Continue to manage the Air quality monitoring network and extend monitoring capabilities. 2 2 4 Ongoing H&CS 52 Improve the information provided on the Council’s web-site and provide links for the public to view current pollution levels. 2 3 6 2004 H&CS 53 Utilise the Departments Geographical Information system to show the declared air quality management area and industrial point 2 3 6 2004 H&CS sources. 54 Continue to raise the profile of air quality within the borough, working together with the relevant subgroups, to deliver the air quality 2 3 6 Ongoing H&CS management plan and improve air quality. 55 Continue to carry out risk based inspections of LA-IPC processes and take enforcement action for breach of conditions where 1 2 2 Ongoing H&CS necessary. 56 Continue to provide Operator Forums to encourage networking between operators of similar processes and to provide information 1 3 3 Ongoing H&CS and advice about legal requirements and developments within each sector. 57 Continue to work as part of the East London Air Quality Cluster Group to develop planning guidance to be incorporated into the 2 3 6 Ongoing H&CS revised UDP and provided to developers in respect of dust from major developments sites and use planning conditions to minimise emissions of dust. 58 Develop proposals for dust sampling in relation to complaints of dust from construction sites. 2 3 6 2004 H&CS 59 Continue random site inspections to ensure vehicles use wheel washes and are fully sheeted. 2 3 6 Ongoing H&CS 60 Review its enforcement policy for dust control from construction sites within the Air Quality Management Area. 2 3 6 2004 H&CS 61 Continue to provide a rapid response to complaints of dust nuisance. 2 3 6 Ongoing H&CS 62 Develop a guide for officers on Sustainable Procurement. 1 3 3 2004 CP 63 Monitor and record the impact on sustainability for each contract above £200k. 1 3 3 2004 CP 64 The Council will adopt the proposals in the NBA survey as a target for the Housing Strategy and the Affordable Warmth Strategy. 1 2 2 2004 EC 65 The Council will adopt the measures set out in the NBA Private Sector Report as targets for the Private Sector Housing Strategy. 1 2 2 2004 EC 66 The Private Sector Housing Strategy and the Housing Strategy should include raising awareness of energy efficiency and the need 1 3 3 2004 EC to take personal responsibility for energy usage and CO2 emissions. Actions such as turning off unwanted lights, closing doors and

ss Impac

e e ibility n l e v sca cti pons e tion tion number m Res Ac Ac Air Quality Cost Effe Ti windows, not leaving televisions and video recorders on standby have a tremendous savings potential. The strategy should aim to encourage purchase of low energy / low water consumption domestic appliances. 67 The Council will investigate whether it could set a design energy consumption figure at a lower level than the minimum standards 1 3 3 2004 EC required by the Building Regulations. 68 The Council will ensure that District Heating, Combined Heat and Power and renewable energy are considered for any large scale 1 1 1 Ongoing EC housing developments in the Borough including the new waterfront developments at Barking Reach and Dagenham Docks and in the Heath Park area. 69 The Council will set realistic targets for increasing the use of renewable energy through provision of advice and information to owners 1 3 3 2004 EC and developers. 70 Through liaison with the electricity suppliers, identify numbers of houses purchasing green electricity and to assist with promoting 1 3 3 2004 EC green electricity. 71 Through Planning, the Council will provide support for embedded photovoltaic generation and provide information and assistance to 1 3 3 Ongoing EC & Pl developers. 72 Investigate best practice solar water heating and ensure that information is provided to all developers at the appropriate planning 1 3 3 2004 EC & Pl stage. 73 Ensure that all future policies and strategies incorporate a section on Climate Change, which will include an estimate of the resulting 1 3 3 Ongoing EC changes in global warming emissions. 74 Continue to take part in Walk to school week and advertise its success. 1 2 2 2004 RSU 75 Participate in Don’t Choke London and Car Free Day. 1 2 2 2004 Pl, T&H 76 Promote the car sharing scheme and encourage staff to take part. 1 3 3 Ongoing Pl