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West London Sub Regional Transport Plan

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West London Sub Regional Transport Plan West London Contents 1. Introduction 2. Context 3. Progress report 4. Update on the transport challenges 5. Responding to the challenges: beyond the TfL Business Plan 6. Funding and delivery 7. Summary Appendices 2 1. Introduction 3 1. Introduction Publication of the sub-regional transport Ensuring the benefits of High Speed 2 are the latest sub-regional transport modelling plans (SRTPs) in November 2010 reflected Fourthly, the addendum also allows progress realised through a new strategic interchange which TfL has undertaken are also significant collaboration and joint work made across the west sub-region eg through at Old Oak Common will be essential if incorporated. All this has allowed us to between TfL boroughs, sub-regional borough Local Implementation Plans and businesses and residents in the region are to update our understanding of the outstanding partnerships, business organisations and through the sub-regional panels, to be taken fully benefit from this. transport challenges facing the west sub- London Councils as well as a range of other account of. region and to refresh our view as to how to stakeholders. West London is home to a number of major these could best be met. Over the past year there have been some development areas: Southall, Heathrow, Old It is now just over a year since the plans notable successes for London’s transport Oak, White City and Earl’s Court. The It is for the sub-regional panel, to discuss this were published. The sub-regional process is system, many of them on the national and concentration of several Opportunity Areas in draft update and agree the next steps. I an ongoing programme, enabling us to work TfL rail networks. The Secretary of State’s inner west London is one where an analysis would welcome engagement and comments closely with boroughs to address strategic recent announcement on High Speed 2 of the cumulative impact of this growth is on the content and process so that together issues, progress medium-longer term marks an important milestone for a project essential. The cumulative impact of the we can continue to plan this great city and priorities and also respond to changing which offers enormous potential to development of non-Opportunity Areas is ensure that the west sub-region fulfils its circumstances. strengthen our ability to generate economic also significant. The recent temporary closure potential. growth in the future. of Hammersmith Flyover indicates how the This document, together with its resilience of the existing network is an issue counterparts for the other sub-regions, is Usage of the bus network continues to grow already and the scale of growth in these Peter Hendy intended to be an ‘addendum’ to the original and TfL’s ongoing review programme areas will put further pressure on an already Feb 2012 plan – providing a snapshot of the latest continues. Reliability has been maintained. congested network. The Western Arc study situation and very much rooted in the Over 150 hybrid buses were introduced in has helped analyse the impacts of this growth ongoing collaboration. 2011 and there will be over 300 in service by and further work will be needed on these the end of 2012. Since autumn 2011 real- issues this year. An update was considered useful to allow a time bus arrival information has been number of developments to be incorporated, available for the 19,000+ bus stops across Since the last plan was published the west and to bring the plans up to date in a number London, via text message and mobile web. All London boroughs have been examining how of respects. 2000 Countdown signs are being upgraded some of their key road corridors and places and a further 500 will be added by mid- need to function. TfL has been involved in Firstly, it provides an opportunity to report on 2012. The New Bus for London commenced this work and is keen stay involved with the the implementation of funded transport trial service in February. further work that comes from it. schemes and progress with other schemes. With the growth which is forecast in London The financial context remains constrained, Secondly, this update allows developments in it is vital that every effort is made to manage but, it is also vital that we look beyond the other, related, policy areas to be incorporated our roads and public spaces effectively. Urban current TfL Business Plan, continuing to plan in the plans. These support a renewed realm which is conducive to access by public and address the challenges which a growing emphasis on facilitating sustainable growth. transport, walk and cycle has been shown to population brings. In fact rather than This is the principal aim of the new National have positive economic benefits. TfL is diminishing the importance of this, the Planning Policy Framework which the already working with boroughs in the north difficult economic situation makes this all the Government announced earlier this year. It is sub-region to ensure that the long term more important, for a reason that the also integral to the vision which drives the needs of key corridors and places are Chancellor has recently made clear - London Plan, which was adopted in July balanced, to achieve win-wins where investment in transport infrastructure will 2011. possible, or to make choices about which play a vital role in stimulating future objectives to prioritise. This approach can be economic growth. Thirdly, by allowing the latest modelling and explored with boroughs in the west over the analysis to be incorporated the update allows coming year. The experience gained of working through the definition of the challenges to be refined. the sub-regional panels and the benefits of 4 2. Context 5 2. Context The Mayor is setting up a London- supported – is one of the principal wide Community Infrastructure Levy objectives of the sub-region‟s ongoing Key policy Key themes (CIL) under powers in the Planning work. There is also an aspiration to updates Act 2008 and the Community rebalance the national economy away Infrastructure Levy Regulations 2010. from a perceived overreliance on the CIL will be paid by most new financial services sector. • National Planning • Growth development in Greater London and is Policy Framework • Localism National intended to help meet part of the cost The London and South East Route • National Infrastructure • Enterprise Zones of Crossrail. Utilisation Strategy (LSE RUS) was National Government Plan • Reducing barriers published in July 2011. It included the Agenda • Localism Bill to project delivery Other Mayoral strategies, including proposed development of High Speed • Opportunity Areas Supplementary Planning Guidance 2 (HS2), a fundamental part of the • London Plan • Planning for growth also raise transport needs. strategy. • Supplementary • Riot recovery London-wide Planning Guidance • Liveability This focus on the economy does not Borough level • London Enterprise • Electric Vehicles mean other outcomes are not The context of the Local Development Partnership • Air quality important. In fact, the events of this Framework‟s (LDFs) and Local • Cycling summer in which rioting broke out in Implementation Plans (LIPs) many areas of the Capital and in other published by the west London cities in the UK mean that the role of boroughs is also critical. A significant Sub-regional transport in facilitating social inclusion achievement since the SRTP‟s and providing access to employment publication is that all the LIPs in the and other opportunities will be west sub-region have been submitted scrutinised more closely than ever. In by boroughs and approved by the • Local Development • Enterprise partnerships the sub-region this may mean a Mayor. This is an important Frameworks • Local unemployment redoubled emphasis on ensuring that milestone. Boroughs • Local Implementation • Local links the urban realm facilitates walking, Plans • Riot recovery cycling and a sense of local pride. There is potential for additional • Community Infrastructure • Outer London Fund transport infrastructure provision Levy Sub-regional level through Borough CILs. Brent and A key driver of this addendum is how Hammersmith & Fulham will be National level The Localism Act came into force on 15 Transport for London (TfL) plans for introducing borough CILs. Increased concern over the world economy November 2011. lt is intended to shift power growth across London and the and the heightened focus on economic growth, from central government back into the hands of particular challenges in west London Local needs will also be influenced by is reflected in a number of policies. individuals, communities and councils. in this regard. The scale of the growth the findings of the Outer London to be accommodated is clear from the Commission, re-formed to address The Chancellor has published a National Regional level London Plan and boroughs‟ issues such as town centre Infrastructure Plan (NIP) which the Government The publication and adoption of the new aspirations in their LDFs and added development and the need for hopes will help stimulate economic growth. London Plan, with its emphasis on high-quality impetus has been provided with the flexibility in parking standards. growth, collaboration with delivery partners, and NPPF and the NIP. West London will The new draft National Planning Policy fostering localism, confirms that Opportunity need to play a key role in supporting In order to ensure that economic Framework (NPPF) abolishes much national Areas will be the focus of growth. In west and driving this growth – but we also growth does not come at an planning guidance and in an effort to unlock London, these are Heathrow, Southall, Park need to ensure this growth is unacceptable cost to the environment development adopts a „presumption in favour of Royal / Willesden Junction, Wembley, White sustainable – and that the quality of and people‟s quality of life, the sustainable development‟, which is aimed at City and Earls Court in conjunction with the life for Londoners is maintained and Addendum also seeks to encourage reducing barriers to project delivery.
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