If you require further information about this agenda please contact: Wendy Merry 0208 583 2061 or wendy.merry@hounslow.gov.uk.
BEDFONT, FELTHAM, HANWORTH AREA FORUM
A meeting of the Bedfont, Feltham, Hanworth Area Forum will be held in the Public Meeting Room, Feltham Library, Feltham High Street on Thursday, 28 January 2016 at 7:30 pm
MEMBERSHIP
Councillor Elizabeth Hughes- Chair Councillors Keith Anderson, Candice Atterton, John Chatt, Samia Chaudhary, Sam Christie, Richard Foote, Sachin Gupta, BB Gurung, Tina Howe, David Hughes, Hanif Khan, Khulique Malik, Hina Mir and Alan Mitchell.
AGENDA
Communications
1. Apologies for Absence, Declarations of Interest and Any Other Communications from Members
Items for Consideration
2. Petitions (Pages 1 - 3) For the Area Forum to receive petitions, as follows: Hanworth Royal Naval Association – Mr Wadley Hanworth Air Parcs Leisure Centre – Ms Stevens Staines Road Parking – Mr Pietru
3. Open Forum - for a maximum of 10 minutes An opportunity for members of the public to address the meeting on general issues relating to the agenda and other issues not on the agenda. Please note that individual cases cannot be discussed.
4. Local Police Update - Insp. Chris Mulrooney (Pages 4 - 36)
5. Budget 2016-2017 - Presentation by Councillor Dennison
6. Revised Citizen Engagement Report - Councillor Dennison (Pages 37 - 41)
7. Civic Pride - Presentation on The Southville Centre
8. Hounslow Local Plan Reviews: West of Borough and Great West (Pages 42 - 51) Corridor - Michael Thornton & Alex Bird
9. Parking Around Feltham - Verbal report by Mark Frost
10. Hatton Road Stage 4 Road Safety Audit - Mark Frost (Pages 52 - 53)
11. Street Improvement Fund - Christopher Deakins (Pages 54 - 61)
Items for Decision
12. Feltham Town Centre Traffic & Transport Improvements - Christopher (Pages 62 - 118) Deakins
13. Former Hanworth Library Stopping Up - Mark Frost (Pages 119 - 124)
14. Cambria Court, Feltham - Amarpal Soor (Page 125)
15. Items for Future Meetings
16. Any other business Any business which the Chair agrees to accept on grounds of urgency.
17. Date of next meeting is 17 March 2016
DECLARING INTERESTS
Committee members are reminded that if they have a pecuniary interest in any matter being discussed at the meeting they must declare the interest and not take part in any discussion or vote on the matter.
Mary Harpley, Chief Executive London Borough of Hounslow, Civic Centre, Lampton Road, Hounslow TW3 4DN
Recording and reporting on public meetings Please note that members of public can choose to record, or report in other ways, on this public meeting. If you wish to do so then please read the Council’s protocol which can be found on the Council’s website. Copies of the protocol are also available at the meeting.
The Council asks that you avoid recording members of the audience who are not participants at the meeting. The Council will seek to facilitate this. However, anyone attending a public meeting does so in the knowledge that recording may take place and that they may be part of that record.
Agenda Item 2
1 Hanworth Royal Naval Association
Save Hanworth Royal Naval Association
Hanworth Air Parcs
Petition from Customers. Hanworth Air Park Leisure Centre & Library- November 2015 We, the undersigned, are writing to complain about the ongoing poor standards at the above Leisure Centre. We are regular customers, and we feel very strongly that we are all paying a lot of money, but are not receiving 'value' for our money due to the poor standards of cleanliness, hygiene, and lack of working equipment and facilities. When things go wrong or break down it takes weeks, and often months, before things are put right. For example:- HEALTH SUITE • Since August, only one shower available. There has been a large hole in the ceiling since August, and the area is taped off, following a leak. • Since 29th June 2015, we have been without even the basic facilities expected in a Health Suite, running water. A tap was installed but it has never worked, and is now taped up. A mobile water dispenser should have been installed as a temporary measure to replace this, for Health & Safety reasons. There used to be an ice machine, but this was taken out without explanation. Customers need to be able to cool down, and keep hydrated. • We would like to know at what time of the day are the Sauna and Steam room cleaned? These facilities have to be switched on first thing in the morning, so they are ready for the customers to use at 6.30am. They are switched off when the Centre closes at lOpm. The walls in the Steam room are slimy, as are the benches, and there is a very unpleasant smell from the drains. • Since January this year, the steam room has been out of order or not functioning properly for a total of 27 days, and this is not acceptable. • The lower bench in the sauna is sticking up, so it is not possible to lay down DRYS/DE CHANGING ROOM • Since April 2014, hand drying facilities have been removed. There are 4 sinks in the dryside changing area, but nothing to dry your hands on? Paper towels were supplied prior to this, but they have been withdrawn. Customers were promised hand dryers many months ago, but they have never materialised. • There are 41ights above the 4 sinks, and they do not work. After being out of order for 14 months, they were finally fixed in December 2014. They are now out of order again, and have been since August 2015. It is usual for 2 out of the 4 sinks to be blocked. • The toilets in the dryside area are frequently without toilet paper, and the soap dispensers are left empty. • The temperature of the shower facilities is variable, and some of the shower heads are fixed to run down the shower cubicle doors, so there is nowhere to hang a towel. GYM • The machines are old and are consistently out of order. There is no TV reception on some of the screens, and most of the bikes used for the spinning classes need replacing. • Some of the keys are missing from the weights machines, and customers have to spend time looking around for replacements before using the equipment. As an example, there is a weight machine that has been taped up and out of order since 4th August 2015. It has just been fixed this week, commencing 26th October, but there is now another machine covered in tape SWIMMING POOL
2 • The level of cleanliness is unacceptable, and as a result, customers have experienced ear and foot infections. The paying customers should not be expected to endure these very poor facilities. A succession of Managers have come and gone, and still the underlying problems are continuing, and urgent action is needed to bring this leisure Centre up to an acceptable basic standard. All of the above matt ers require urgent attention, in particular the Health Suite.
Staines Road
We would like the council to introduce residents permit parking zone in between Carlton House and Bedfont Lane. It has recently became extremely difficult with finding parking spaces outside odd numbered properties , due to motor traders, pub patrons, rail station commuters and local business employees vehicle parking. When spaces are unavailable residents have to resort to parking on the other side of the road (even numbers),which often results in those vehicles being vandalized. The Council must accept responsibility to impose specific parking restrictions to ensure only residents can park , making it a safer, nicer, and a peaceful neighborhood.
3 Agenda Item 4
Feltham Neighbourhood Policing Team January 2016 report
Author A/Inspector Chris Mulrooney
Feltham Neighbourhood has a new Inspector starting on Monday 18th January 2016. Chris Mulrooney takes over from Nigel Treacy who moves over to take up a position on the Emergency Response Team.
Chris Mulrooney has almost 15 years service in the police, 5 years with Surrey and the past 10 years with the Metropolitan Police Service. Chris has worked within a number of uniformed posts, including Emergency Response, Pro-active, and Neighbourhoods. His last posting was running an Emergency Response team at Feltham.
Chris has worked on Hounslow borough since October 2009, and has previously run the Town Centre team at Hounslow winning the MPS Safer Neighbourhood team of the year award in 2013. Chris also previously ran the Oxford, Regent, Bond Street Safer Neighbourhood team which is one of the largest, and high profile in the country.
Chris is looking forward to his new post and working closely with the residents and councillors of Feltham. His priority for 2016 is to increase the visibility of officers on the street, and better use of social media. He is also looking for a reduction in all MOPAC crimes as well as a reduction in ASB.
Feltham North Neighbourhood Policing Team
PS Fiona Watts 88TX PC Mark Bradshaw 225 TX PC Catherine Richards 524 TX PC Scott Fitton 103TX PC Stephanie Hynes 463 TX PC Amanda Smith 409TX PCSO Matthew Brown 7107 TX
Team e-mail address [email protected] Office number 020 8247 6311
Feltham North Local Policing Team Priorities
The team priorities have remained the same and are burglary, drugs and anti- social behaviour. The team patrol the ward on a daily basis to prevent these offences and apprehend offenders.
4
Burglary
Burglary continues to be a ward priority and there has seen a large decrease in the number of reported burglaries over the past three months with 21 burglaries being reported as compared to 40 burglaries during the same period in 2014. There are now 65 Neighborhood Watches established on the ward with almost all of the residential roads on the ward now covered. A further 3 NHWs are pending. Feltham North LPT was one of two wards on Hounslow Borough selected to distribute free Smart Water property marking kits to 1500 pre selected households. Over 1000 households signed up to the scheme which has been proven to reduce burglary in the long term. This took the whole team two months to complete in a concerted team effort and was very time intensive. It enabled the team to meet many Feltham North residents and as a result the team now has 3000 residential and business contacts recorded across the ward. Messages containing relevant local crime prevention information are sent out on average once a week to local residents via e mail and text messages. A printed version is delivered approximately every five weeks to residents identified by the team as being vulnerable most of whom are elderly and who do not have access to the internet or mobile phones. Feltham North LPT is the top performing team within TX BOCU for community engagement and PC Bradshaw is the highest user of the Neighbourhood Link messaging service within the MPS.
Drugs
The number of drugs offences detected on the ward has remained the same over the past 3 months with 13 offences being detected in the past three months as compared to 14 offences in the same period in 2014. One Misuse of Drugs Act warrant has been executed on the ward over the past 3 months in which a quantity of Class B drugs was recovered from the address along with a warrant to recover stolen goods.
ASB
The number of incidences of ASB being reported on Feltham North Ward has increased with 57 reports being made over the past 3 months compared to 23 in the same period in 2014/2015. Many of these reports have been put on by Feltham North Officers in response to e mails received from members of the public or Hounslow Housing wardens and are police generated designed to show a record of work and detect any emerging ASB patterns Many of the ASB calls on the ward are either youth or neighbor related and the team are currently dealing with 4 ongoing neighbor disputes. The team is continuing to work in partnership with Hounslow Housing and a Housing
5 Association to take action against three perpetrators of ASB from their social housing properties and provide support to residents. The team has served a Community Protection Order on one of these individuals and has recently summonsed the offender to court after this order was breached six times. Regular patrols of the roads where these properties are located are conducted to monitor the situation and show a visible police presence. Feltham North LPT has recently been involved in an eviction from a property of the Staines Road associated with ASB. A number of persons were evicted from the property and crime figures around the property have coincidentally decreased.
Bedfont Neighbourhood Policing Team
PS Beth Todd 78TX PC Fiona Hall 449TX PC Caroline Baxter 221TX PC Sarah Pimenta 259TX PC Tim Davies 828TX PC Jordan Molloy 312TX PCSO Shemica Barnes 7126TX Team e-mail address [email protected] Office number 020 8247 6321 Ward mobile 07717432739
Burglary, ASB and Drugs continue to be ward priorities.
Burglary There were 2 reported burglaries on the ward from 1st December 2015 to 11th January 2016. This is a huge decrease on the same period the previous year in which there were 12 reported burglaries. Cocooning continues after a burglary to provide reassurance to the victim and to look for potential witnesses and CCTV. Crime prevention on the ward continues with regular street briefings and post office surgeries.
Drugs Drug warrants continue on the ward and throughout the sector as well as gaining information on potential drug dealers. No recent concerns raised and no drug warrants have taken place in Bedfont in the last couple of months.
ASB The issue with mopeds appears to have stopped in Bedfont for the time being. We are now having problems on the Watermead Estate and Sandy Drive with
6 groups of youths congregating, smoking cannabis, and generally being intimidating. We have been stepping up patrols in the area and working alongside Hounslow Homes who have been passing images of those responsible to us.
Other Crime The ward is doing well crime wise with decreases on the previous year. PC Baxter recently investigated a theft which has led to two well known locals being charged with fraud and handling stolen goods which is a great success. Theft from motor vehicle cocooning is still taking place and tamper proof screws provided to victims.
Feltham West Neighbourhood Policing Team
PS Graeme Dixon 60TX PC Brian Westwood 502TX PC Danny Wood 183TX PC David Marshall 401TX PC Jody Whitehouse 199TX PC Karan Patel 314TX
Performance figures for team 07 Nov 2015 - 11 JAN 2016
Arrests (inc Cannabis) 4 Caution + 3 1 PND 0 FPN/ Process 0 Seizures/S59 0 Stop Search 3 Stop account 13 Warrants executed 1 Airspace Completed 31 Decanning 0 Street briefings 3 Crimints 9
This period has seen the annual burglary initiatives, Autumn Nights & Bumblebee running throughout the months Team members have been shown on AID for these and on CT patrols which have at times abstracted them off Borough. This has therefore affected the figures
7 Ward priorities remain the same - Burglary, Theft from M/V, ASB in general, whilst the promises are - ASB Youths, Vagrants, Drugs, and Alcohol misuse/disorder
Burglary The results for burglary across Feltham West are low. There have been 7 dwelling, 5 attempted and 2 non dwelling. Of the dwelling burglaries one was committed by a teenage son of victim and two were recorded at the same address which was used by druggies. The attempted burglaries include marks being discovered on sheds and garages which could have happened at any time. In the three week period before Christmas there were none recorded. Feltham West Officers are working with the other Wards across Feltham to prioritise and target identified vulnerable areas by patrolling at key times.
Theft from M/V Theft from motor vehicle continues to be a problem across the entire sector and Feltham West has suffered 9 offences in this current period which compared to the 22 in the previous period this is an improvement. There have been three in the past week but during the four week period prior to this there were none recorded. Yet again some of these occur when vehicles are left insecure by the owner. The team and Sector are sending out regular reminders to all contacts via Neighbourhood Link, and when commitments allow, carrying out targeted patrols, including night duty in an attempt to catch those responsible. It is believed that the same group responsible for a similar spate during the summer are involved again now that they have come out of prison. One of our known suspects Paul Smith has been identified and arrested for at least one of the offences
ASB Reports of ASB in total have dropped on Feltham West. There are still isolated pockets of activity but the numbers of youths involved on the High Street have reduced and this was the main cause for concern during the summer. There does continue to be sporadic problems in the Town Centre tower blocks and assistance has been forthcoming from the Hounslow Homes Wardens who have been contracted by the Managing Agents to patrol the blocks. Hibiscus House is the main area from where the majority of reports are being generated. The problems in Eldridge Close continue with the same neighbours continuing to snipe at each other. Court proceedings are ongoing with more to follow and the involvement of the CAIT team and Social Services.
ASB / ASB Youths Youth ASB is much localised at present with teenagers being responsible for the problems in Hibiscus House. Norbury Road has improved since active patrols from the team identified a group of youths and obtained their names and addresses. This enabled the Housing Provider L&Q to write to their tenants and advise them of their responsibilities.
8
Vagrants Isolated reports are occasionally received from the housing providers about rough sleepers but this does not appear to be a regular problem at this time. Despite the recent wet weather there has been no increase in reports. This may be due in part to the extra patrols carried out by the Hounslow Homes Wardens. Regular patrols of the tower blocks by the team have failed to find any fresh evidence that this is currently a problem. There has been one recent report of an aggressive beggar in the High Street but as yet he has not been identified
Drugs/Alcohol misuse The team have executed one drug related warrant in the past couple of months in association with a neighbouring Ward and more are in the planning stage. Despite our efforts there is still an obvious culture of drug supply and use out there. Reports have been received from the St Dunstans Park area where dealing is taking place in the park and surrounding streets whilst needles have been found in the church yard and adjoining alleyway. More activity from a second dealer operating around Bedfont Lane has also been reported along with activity in Eldridge Close which is probably linked. No reports of any alcohol related problems around the Town Centre or local parks in this period and Christmas passed off without any major disorder
Hanworth Park Safer Neighbourhoods Team
PS Kathryn Nottage 93TX Pc Gary Chatwood 438TX DWO Pc Bellal Aziz 256TX Pc Andrew Davies 453TX Pc Stephen Pendergast 402TX PCSO Ron Page 7212TX DWO
Team e-mail address [email protected] Office number 020 8247 6363 Ward Mobile 07881 841876
Your Safer Neighbourhoods Team Priorities
The team priorities have remained the same burglary, theft from motor vehicle and ASB, although drugs also is an issue the ward panel continue to be concerned with.
The ward has continued to make great headway in increasing our Neighbourhood Watch and have the largest coverage on the Sector, with 60 roads covered.
9 Burglary We have completed High visibility mobile patrols and on foot in identified hotspot areas and warning leaflets are being delivered offering Crime Prevention advice. Cocooning visits are conducted after every residential burglary. Cocooning is where the venue of the burglary is visited and given comprehensive crime prevention advice and reassurance along with the five properties either side of the venue and the five addresses behind if it backs onto other premises. This can be time consuming if there are a spate of burglaries, we also have to cover others wards if they are not on duty.
In the last 3 months there have been 17 burglaries which include garage break ins. On the run up to Christmas residential burglaries rose which is common at this time of year, to 11 in December. However over the last year residential burglary has fallen by 20%
We have identified the top roads on our ward for burglaries and are doing a lot of HVP as well as knocking on every door and issuing CPO advice as well as trying to increase the number of NHW in the area. This it is hoped will see a drop in the amount of burglaries in these known hot spots.
Drugs We as a Sector and as a ward continue to execute warrants in Feltham and have numerous in the pipeline to be dealt with. We are currently patrolling Ludlow Park, Feltham where we have had complaints of drug dealing, along with the pond area in the High Street. We have increased patrols in the area and have issued several cannabis warnings in this area and are monitoring the situation. We have three suspects currently on bail that we are hoping to charge with possession with intent to supply on their return. The benches have been removed for the pond area of the High Street after consultation with residents and the Council. This was in an attempt to lower ASB in the area and reduce drug dealing in the vicinity. We have issued numerous cannabis warnings and have made arrests for drug offences in the last two months.
Theft from motor vehicle Reports of thefts have been increasing on the ward and borough over the last year. In the last two months there have been 19 thefts from motor vehicle across the ward. This is an increase on the previous 2 months when there were 16 reports. The offences range from theft of number plates to vehicles being broken into and property stolen. These offences are happening across the ward and are no particular hotspot has been identified, although Hanworth Air Parcs and FCC car park do appear. The majority of these offences are taking place overnight. Neighbourhood link messages and leaflets have been distributed on the ward. We are visiting all victims of theft of number plates and issuing them with anti theft screws to secure their number plates, as we have found that number plates stolen are often used in drive outs and on vehicles involved in more serious crime. We are also visiting and following up with residents who have had their
10 vehicle broken into whilst parked near or outside their house, and offering them CPO advice. There were 13 more thefts from motor vehicle last year as opposed to 2014.
ASB We are focusing our efforts in and around the pond area of the high Street, where groups of teenagers have been causing ASB and are believed to be dealing drugs. The park benches have been removed to discourage the youths sitting and loitering in the area. McDonald’s in the High Street, is still intermittently having issues with youths gathering in large numbers causing ASB and the team continue to pay attention to this location when out on patrol.
Criminal Damage This is not currently a ward priority; however there has been an increase in reports over the last several months and this will be highlighted at the next ward panel meeting. There are no identified hotspots at this time.
The team, in general have been very busy in recent months, dealing with crime investigations, community visits, monitoring airspace and ASB issues and keeping a visible presence on the street in Hanworth Park. We have been running regular surgeries at Hanworth Airparcs leisure centre, as well as continuing with street briefings across the whole of the ward. Hanworth Safer Neighbourhoods Team
PS Bill Page 39TX Pc Will Lowery 240TX Pc Chris Davey 586TX Pc Jenny Murphy 168TX Pc Richard Robinson 464TX PCSO John Holmes-Yarde 7138TX
Team e-mail address [email protected]
Office number 020 8247 6344
Your Safer Neighbourhoods Team Priorities
The team priorities have remained the same ASB (youth) Drugs and Burglary
ASB (Youth) Patrols continue across the ward to combat ASB, especially during the winter months. Mopeds continue to be a problem across the sector, though activity has some what diminished. The moped database is still being utilized and this is providing intelligence to help officers tackle the problem. Officers continue to educate young drivers and when suitable issue Sec 59 warnings.
11
Burglary 2015 saw a significant reduction in burglary compared to 2014, with a reduction of 43 like for like offences (38% decrease). The team continue to patrol any emerging areas deterring criminals and reassuring victims under Operation Autumn nights/Bumble.
Drugs This remains a priority for the residents of Hanworth, and officers continue to use their powers of stop and search. This has lead to a number of arrests and cannabis warnings. Work continues to identify cannabis factories which are promptly closed.
Theft from motor vehicle 2015 saw a slight reduction in theft from motor vehicle compared to 2014, with a reduction of 5 like for like offences (10% decrease). The team continues to patrol the affective areas and will looking to make further reductions during 2016.
Violence with Injury 2015 saw a slight increase in violence with injury compared to 2014, with an increase of 5 like for like offences (6% increase). The majority of these are domestic related, and there is a drive within the MPS to encourage the reporting of domestic violence. Operation Equinox is in place across the Borough and the teams are working hard to reduce incidents. On another note Robbery offences have continued to increase, up 16 offences from 4 in 2014 to 20 in 2015. This is something that will be a focus for 2016. Though on a positive note there were no recorded business robberies reported in the whole 2015, compared to 2 in 2014.
The aim is still to continue to increase the number of neighborhood Watch roads/ schemes on the ward. The teams have been working closely with local housing providers to combat ASB.
12 FELTHAM SECTOR PRESENTATION JANUARY 2016
13 Author A/Inspector Chris Mulrooney
Area Forum
Public Document Feltham Sector 14 Burglary
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 11 4 7 8 10 7 6 8 3 7 14 2 87
Feltham North 8 8 7 5 5 7 3 5 7 8 8 6 77
Feltham15 West 4 2 6 9 5 4 5 3 2 4 7 3 54
Hanworth 14 6 4 4 5 9 3 5 4 3 4 11 71
Hanworth Park 4 5 6 8 4 7 4 5 2 3 5 14 67
West 41 25 30 34 29 34 21 26 18 25 38 36 356 Neighbourhood Hounslow Borough 16 Feltham Sector 17 Criminal Damage
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 7 7 5 5 8 11 9 6 6 7 11 7 89
Feltham North 3 5 9 3 10 11 2 12 10 8 10 8 91
Feltham18 West 5 9 10 13 11 8 7 11 7 18 24 12 145
Hanworth 6 8 12 9 8 15 11 9 16 13 10 6 115
Hanworth Park 8 10 9 7 10 12 25 8 8 6 9 16 128
West 29 39 45 37 47 57 54 46 47 52 64 49 568 (Neighbourhood) Hounslow Borough 19 Feltham Sector 20 Drugs
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 2 2 1 5 2 3 5 6 0 6 3 1 36
Feltham North 6 9 4 0 2 3 8 3 3 10 3 0 51 21
Feltham West 7 12 1 4 2 4 10 4 3 3 6 4 60
Hanworth 9 6 0 0 3 0 4 4 3 1 4 3 37
Hanworth Park 5 5 5 3 1 5 1 3 6 4 2 8 43
West 29 34 11 12 10 15 28 20 15 24 18 16 227 (Neighbourhood) Hounslow Borough 22 Feltham Sector 23 Violence against the Person
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 22 22 18 19 19 20 33 28 29 33 25 32 300
Feltham North 23 30 25 13 28 25 32 25 26 21 27 26 301
Feltham West 47 28 34 34 30 47 54 32 37 40 50 44 477 24
Hanworth 35 27 32 30 31 33 34 24 28 30 18 32 354
Hanworth Park 18 18 14 26 24 35 39 32 24 36 25 24 315
West 145 125 123 122 132 160 192 141 144 160 145 158 1747 (Neighbourhood) Hounslow Borough 25 Feltham Sector 26 Robbery
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 0 1 0 1 0 0 1 1 3 1 0 1 9
Feltham North 1 2 1 1 2 0 0 0 1 4 3 0 15
Feltham West 4 1 0 2 2 2 2 1 0 2 1 2 19 27
Hanworth 3 2 3 0 3 0 3 1 4 2 0 0 21
Hanworth Park 1 1 1 0 1 3 1 1 0 1 1 0 11
West 9 7 5 4 8 5 7 4 8 10 5 3 75 (Neighbourhood) Hounslow Borough 28 Feltham Sector 29 Theft and Handling
SN Team Jan 2015 Feb 2015 Mar 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total
Bedfont 27 32 29 35 27 32 21 38 27 30 17 27 342
Feltham North 25 23 37 34 21 15 26 27 39 33 17 21 318
Feltham30 West 29 35 25 38 43 39 44 37 35 51 40 26 442
Hanworth 15 29 17 10 29 27 21 17 17 11 20 14 227
Hanworth Park 24 25 32 32 19 29 34 22 29 24 24 27 321
West 120 144 140 149 139 142 146 141 147 149 118 115 1650 (Neighbourhood) Hounslow Borough 31 Feltham Sector 32 Total Notifiable Offences
Mar Jan 2015 Feb 2015 Apr 2015 May 2015 Jun 2015 Jul 2015 Aug 2015 Sep 2015 Oct 2015 Nov 2015 Dec 2015 Total SN Team 2015
Bedfont 73 71 63 68 67 75 76 92 75 88 75 72 895
Feltham North 74 84 85 61 74 67 78 78 90 89 75 63 918
Feltham West 103 94 81 108 98 108 127 92 92 120 135 94 1144 33 Hanworth 83 80 69 56 83 88 78 64 73 69 56 67 866
Hanworth Park 64 67 70 80 63 95 105 75 74 78 75 89 935
West 397 396 368 383 385 433 464 401 444 444 416 385 4758 (Neighbourhood) Hounslow Sector 34 Break Down of TNO and ASB across the borough
TNO ASB
Hanworth 866 1564
Feltham North 918 1148
Hanworth Park 935 1311
Bedfont 905 1443
Feltham West 1252 1504
Hounslow Town Centre 2317 1600
Hounslow South 449 629
Hounslow Heath 910 1769
35 Hounslow Central 794 1190
Isleworth 911 1038
Hounslow West 1159 1792
Cranford 954 1251
Heston Central 803 1171
Heston West 1392 1583
Osterley and Spring Grove 1005 991
Heston East 730 1356
Turnham Green 1237 952
Syon 1096 1446
Chiswick Riverside 654 800
Chiswick Homefields 970 651
Brentford 1328 1506 Anti Social Behaviour 2015
ASB CRIME DATA Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Total Hanworth 39 38 50 27 34 32 29 31 39 35 27 35 1564 Feltham North 19 14 15 25 18 27 29 34 24 20 18 17 1148 Hanworth Park 34 45 37 42 25 33 37 34 24 30 35 28 1311 Bedfont 16 14 16 24 22 32 38 20 24 20 22 36 1443 Feltham West 23 49 44 38 34 28 47 33 35 45 45 20 1504 Hounslow Town Centre 44 37 47 49 50 38 32 28 28 36 27 31 1600 Hounslow South 14 11 5 9 23 18 19 19 9 9 13 7 629 Hounslow Heath 38 38 34 38 55 60 61 38 54 43 49 39 1769 Hounslow Central 36 20 26 17 29 32 28 33 33 32 24 25 1190 Isleworth 14 24 23 32 32 29 26 28 23 33 19 10 1038 36 Hounslow West 32 31 42 40 48 51 48 61 43 38 32 40 1792 Cranford 16 23 13 34 37 28 32 27 25 23 33 30 1251 Heston Central 31 26 28 45 25 38 38 43 27 29 31 21 1171 Heston West 41 20 26 35 43 47 58 75 48 48 47 31 1583 Osterley and Spring 26 14 14 24 20 17 43 26 7 28 21 17 991 Heston East 26 27 32 31 36 40 40 55 29 35 31 27 1356 Turnham Green 19 16 15 13 31 27 32 28 24 21 23 17 952 Syon 27 19 19 34 35 39 30 35 23 33 35 39 1446 Chiswick Riverside 9 11 17 17 12 16 15 22 15 16 10 7 800 Chiswick Homefields 12 17 11 9 10 16 27 25 15 15 17 12 651 Brentford 32 30 38 38 39 36 37 29 34 31 33 31 1506 Agenda Item 6
Report for: INFORMATION
Contains Confidential No or Exempt Information Title Review of Citizen Participation Member reporting Cllr Dennison, Lead Member for Finance and Citizen Engagement Contact details Marilyn Smith Head of Development Management and Enforcement [email protected] 020 8583 4994 For consideration by All Area Forum Date to be Considered 3 November 2015, 12 November and 19 November Re-considered January 2016 Implementation date if N/A not called In Affected Wards All Keywords/Index Planning applications call in, enforcement call in, major applications, Pending List 1. Details of Report The Area Forums are asked to note: 1.1 The report on Review of Citizen Engagement approved by Borough Council on 15 September 2015. 1.2 The revised procedure for call ins of minor applications from the Pending List. 1.3 The new procedure for call ins of proposed enforcement cases on the Pending List and procedure for authorising enforcement notices. 1.4 The recommendations for engagement in major planning applications.
If the recommendations are adopted, how will residents benefit? Benefits to residents. More local involvement in planning decisions More streamlined enforcement of planning breaches Improved opportunities to engage More involvement with major planning with the council to influence local applications at an early stage decisions
37 2. Report Summary 1. This report outlines the changes to planning and other procedures adopted by Borough Council on 15 September 2015. 2. It explains the new role of the Area Forum in respect of planning and traffic and transport matters. 3. It explains how in the light of the decision to disband Enforcement Sub Committee enforcement action will be made. 4. It suggests how public engagement in major planning applications can be improved. 3. Background 3.1 In May 2011 Borough Council disbanded Area Planning Committees and introduced a call in procedure to enable local councillors to maintain oversight of decision on minor planning applications. This procedure was refined by Borough Council in June 2012 and thereafter, a weekly list called the Pending List has been produced of applications that are recommended for approval by officers but have objections to the proposal, applications that are recommended for refusal, major applications and sites where enforcement action is proposed. This was expanded by Planning Committee in August 2014 to include applications on council owned land. 3.2 The Pending List is emailed to all members, and amenity groups that have expressed an interest in planning applications every week. It is also posted on the Council website. If members want to call in any applications / enforcement cases, they were required to do so by email within 7 days, giving relevant planning reasons for the call in. 3.3 Where a planning application was called in, a summary report was presented to the relevant Area Forum. The Area Forum would then decide whether the application should be determined in accordance with the recommendation by officers using delegated authority, or whether it should be referred to Planning Committee. 3.4 Concerns about the effectiveness of the call in procedure led to proposals for change that arose as part of a consultation on improving citizen engagement carried out with councillors, amenity societies and local residents from 8 July – 1 September 2014. A second consultation was carried out on the suggestions made between 5 December 2014 and 30 January 2015. 3.5 Following this, Councillor Dennison proposed a number of changes to the procedure which were approved by Borough Council on 15 September 2015. 3.6 The main changes to procedure in relation to Area Forum are: Area Forum – The various powers of Area Forum were delegated to local councillors acting in concert with officers, enabling decisions on local matters to be taken between meetings. Ward Forum – Ward councillors were invited to establish ward forum should they wish to. This would need to be done in consultation with the Area Chair to ensure that the business of Area and Ward Forum could be properly managed. Ward councillors would be responsible for determining how, when and where such forum meet, what they discuss and how best to involve local residents and amenity societies. Revised planning call in procedure – The relevant local councillors and Area Chair would still be entitled to call in minor planning applications (and some other matters) within 7 days of them being published on the Pending List subject to them providing relevant planning reasons. The ‘relevant’ councillors and 38 Chairs being determined by whether the application or other matter relates to the ward they represent or, in the case of the Chair, the area they are responsible for. Having called in an application, the local councillors will be responsible to resolving any issues with the Planning Officer. Where the issues can be resolved satisfactorily, the application will then be determined under delegated authority; where they can not be resolved to the satisfaction of both the local councillors and Planning Officer, they will be determined at Planning Committee. There is no longer any requirement for Area Forum to determine whether an application should be determined under delegated authority or by Planning Committee. Area and Ward Forum are at liberty to discuss any planning application with the Chair being responsible to managing the Forum agenda. Local councillors are asked to contact the Head of Development Management in the first instance if they have any concerns in respect of a planning application. Community Call ins – The right to call in minor applications was extended to recognised amenity societies. Prior to 15 September, only the relevant ward members or area chair could call in applications. Societies are asked to contact their local councillors in the first instance if they have any concerns in respect of a planning application. Enforcement – Previously, proposed enforcement actions were determined by the Enforcement Sub Committee. The new procedure abolishes the Enforcement Sub Committee and delegates authority to serve an enforcement notice to the Head of Development Management in consultation with the Vice Chair of Planning Committee. An Enforcement Advisory Panel will be established to discuss any called in enforcement cases or any other enforcement matters considered relevant by the Vice Chair of Planning. Membership of the Panel is determined by the Chair of Planning (or may be delegated by them to the Vice Chair). All members of the Panel will be required to undertake relevant training. Meetings of the Panel will be held in public. Relevant local councillors, Area Chair or recognised amenity societies may call in pending enforcement decisions. Having done so, the relevant local councillors will be responsible for resolving any issues with the Head of Enforcement. Where such matters can be resolved the decision can be taken under delegated authority; where they cannot be resolved they will be referred to the Enforcement Advisory Panel. The Enforcement Advisory Panel is a deliberative and advisory body intended to help resolve matters of concern or assist in clarifying policy and improving enforcement practice – once discussed, any called in enforcement action will still remain a matter for the Head of Development Management in consultation with the Vice Chair of Planning. Major applications – Developers will be encouraged to hold public meetings or attend area or ward forums as part of local consultation. Traffic and Transport matters – At Borough Council on 15 September 2015, Area Forum responsibilities in respect of traffic and transport matters were delegated to the Head of Traffic and Transport in consultation with the relevant local councillors. While such matters are no longer required to be formally discussed at Area Forum, ensuring residents and amenity societies are adequately consulted on such matters was also made the responsibility of local 39 councillors who may continue to discuss them there if they wish or may deal with them at Ward Forum or by other means. Where a local councillor or Area Chair does not concur with a pending decision on a delegated traffic or transport matter, they may call the matter in to be determined by the Area Forum. Area Forum will therefore only be required to determine traffic and transport matters where there is not a consensus between the Head of Traffic and Transport and the local councillors. 4. Key Implications 4.1 The main impact on the Area Forum is that is no longer required to decide how to deal with minor applications that have been called in. This should strengthen the role of local councillors in dealing with local matters and free up the agenda of the Area Forum to discuss matters that are of more general concern. 4.2 The changes are intended to clarify responsibilities, delegate responsibilities on local matters to local councillors working with officers and thereby improve the Council’s overall engagement with residents leading to better decision making and a simpler, more efficient decision making process. 5. Comments of the Assistant Director Strategic Finance The cost of implementing the decision will be met from within approved budgets 6. Legal Details/Comments of the Head of Governance 6.1 Legal comments on the process are incorporated in the main report to Borough Council attached as Appendix A 7. Value For Money 7.1 The approved changes to procedures will see an improved efficiency of decision making with less officer time needed to administer processes. An enhanced role for local councillors will result in the council having a better understanding of residents needs, emerging issues and early warning of potential problems resulting in better decision making, greater resident satisfaction, less complaints and issues to be administered. Early intervention to prevent issues escalating to more expensive solutions. 8. Sustainability Impact Appraisal 8.1 Not applicable 9. Risk Management 9.1 Failure to engage with local residents and amenity societies on issues of concern leads to dissatisfaction and complaints. Delegating greater responsibility for making decisions on local matters to local councillors will help identify issues earlier and provide opportunities to resolve them. The framework established by these changes is permissive and local councillors and Area Forum are now free to adapt their way of working to best meet the needs of their local residents. The success or otherwise of these proposals will be kept under review. 10. Links to Council Priorities 10.1 The proposals for more delegated authority to issue enforcement notices more efficiently will improve the greener borough. 10.2 This proposal will allow more citizens to take part in community life, promote citizenship and build trust. 40 10.3 More residents will be satisfied with the council in line with the Council priority to be an ambitious council 11. Equalities, Human Rights and Community Cohesion The Council has to give due regard to its equalities duties, in particular with respect to general duties arising pursuant to the Equalities Act 2010, section 149. Having due regard to the need to advance equality involves, in particular, the need to minimize disadvantages suffered by persons who share a relevant characteristic that are connected to that characteristic. In making its decision Borough Council considered the relevance of the proposals to the provisions of the Equality Act 2010 and the Human Rights Act 1998 and was satisfied that the equalities duties are met. In making the changes outlined in the report, Borough Council recognised that local decision making is required to consider the impact on the council duties as set out in the above paragraphs. 12. Staffing/Workforce and Accommodation implications: Not applicable. 13. Property and Assets Not applicable. 14. Any Other Implications Not applicable. 15. Consultation 15.1 Consultations were carried out with local residents from 8 July – 1 September 2014 asking for responses on the powers and responsibilities of councillors, citizen engagement, and the future of area forums. A second consultation was carried out between 5 December 2014 and 30 January 2015. 16. Timetable for Implementation 16.1 Enforcement Committee has been disbanded and enforcement notices are now authorised by the Vice Chair of Planning in consultation with the Head of Development Management 16.2 Minor Traffic and Transport matters have been delegated to the Head of Traffic and Transport in consultation with local councillors. 16.3 Local councillors and Area Chairs may consider how and when they may organise Ward Forum as they wish. 16.4 Applicants for major applications are now recommended to engage earlier with local communities. 16.4 Any changes needed to the Council’s Constitution will be made as required. 17. Appendices Appendix A – Report to Borough Council September 2015, with appendices – http://democraticservices.hounslow.gov.uk/documents/s119012/Citizen%20Parti cipation%20Report%20Appendix%203.pdf 18. Background Information 18.1 This report has made reference to the following documents: • Report to Borough Council May 2011 • Report to Borough Council June 2012 • Report to Planning Committee August 2013 • Report to Borough Council September 2015 REPORT ENDS 41 Agenda Item 8
Report for: Information
Contains Confidential NO or Exempt Information
Title Hounslow Local Plan Reviews: West of Borough and Great West Corridor Officer Reporting Chris Smith, Planning Policy Team Leader Contact Details [email protected]. For Consideration By Bedfont, Feltham and Hanworth Local Area Forum Date to be Considered 28st January 2016 Implementation Date if N/A Not Called In Affected Wards All Keywords/Index Planning Policy, Local Plan, Local Plan Review, Great West Corridor, West of Borough, Consultations
1. Details of Recommendations
The Area Forum is asked to note the Issues Consultations for the Local Plan Reviews: West of Borough and Great West Corridor and to encourage stakeholders and community representatives to use this opportunity to shape the content of the Plans.
2. Report Summary
This report is to inform the Forum of the ongoing Issues Consultations for the Local Plan Reviews: and West of Borough (WBP) and Great West Corridor (GWC) that will run until Monday 22nd February 2016.
3. Background
3.1 Following the adoption of the Borough’s Local Plan in September 2015, officers have started preparing two more detailed plans: For the western part of the borough comprising the areas of Heston, Cranford, Hounslow West, Bedfont, Feltham and Hanworth. The area borders the eastern and southern boundaries of Heathrow Airport and For an area of borough extending along the Great West Road, including the ‘Golden Mile’ and surrounding areas in Osterley, Brentford and Chiswick – the Great West Corridor.
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3.2 The Plans will provide a vision for real change within their areas over the next 15 years, building on an area’s strengths, and addressing its weaknesses. They will be prepared in accordance with planning regulations and the council’s Statement of Community Involvement to ensure local community and stakeholders can participate fully.
3.3 Both plans will take the form of alterations to the statutory Local Plan, adding additional policies and site allocations and designations within a geographic area to be defined in the plan (probably in the form of additional ‘chapters’), and potentially a limited number of other necessary alternations to existing policies and designations in the rest of the Hounslow Local Plan. . 4. Key Implications 4.1 The West of Borough Plan Issues Consultation covers the following issues: Issue 1 The study area boundary and the West of the Borough plan Issue 2 Strategic Vision for the West of the Borough Issue 3 The green belt Issue 4 Heathrow Airport Issue 5 Housing & Jobs Issue 6 The natural environment and open space Issue 7 Enhancing Feltham and protecting other centres Issue 8 Local transport Issue 9 Community Infrastructure Issue 10 Urban design and character
4.2 Lines of Enquiry and Background Papers will make up the evidence base. Background papers: Design and Conservation Housing Employment Green Belt Transport School sequential assessment Community Infrastructure Lines of Enquiry Employment Land Review (ELR) Strategic Housing Market Assessment (SHMA) Heathrow New Garden City Vision Feltham Vision and Concept Masterplan Open Spaces Review 4.3 Comments are invited on the Issues and for each there are a series of Questions. Comments should preferably be made using the questionnaire but comments in any form will be accepted.
5. Financial Details The direct costs of implementing the recommendations in this report will be met by existing budgets.
6. Legal These Consultations confirm with the: The Town and Country Planning (Local Planning) (England) Regulations 2012
43 Preparation of a local plan 18. A local planning authority must
(1) (a) notify each of the bodies or persons specified in paragraph (2) of the subject of a local plan which the local planning authority propose to prepare, and (b) invite each of them to make representations to the local planning authority about what a local plan with that subject ought to contain.
(2) The bodies or persons referred to in paragraph (1) are (a) such of the specific consultation bodies as the local planning authority consider may have an interest in the subject of the proposed local plan; (b) such of the general consultation bodies as the local planning authority consider appropriate; and (c) such residents or other persons carrying on business in the local planning authority’s area from which the local planning authority consider it appropriate to invite representations.
7. Value For Money N/A
8. Sustainability Impact Appraisal N/A
9. Risk Management N/A
10. Links to Council Priorities N/A
11. Equalities, Human Rights and Community Cohesion
11.1 The Council as a public authority must in the exercise of its functions have due regard to its equalities duties namely to eliminate discrimination, harassment, victimisation and eliminate any other conduct that is prohibited by or under the Equality Act 2010, to advance equality of opportunity between persons who share a protected characteristic and persons who do not share it and to foster good relations between persons who share a relevant protected characteristic and persons who do not share it. The relevant protected characteristics are age, disability, gender reassignment, pregnancy and maternity, race, religion or belief, sexual orientation. A relevance test has been carried out and having considered the nature of the decisions contained within the recommendations it is considered that there will be no adverse impacts in respect of anyone with one or more protected characteristics. As such, the Council considers that there is no need for an Equalities Impact Assessment to be carried out and that in making the decisions set out in the recommendations the Council will be acting in compliance with its duties.
12. Staffing/Workforce and Accommodation implications: N/A
13. Property and Assets N/A
14. Any Other Implications
44 N/A
15. Consultation 15.1 These first consultations are in the form of an ‘Issues’ consultation designed to give the opportunity for key stakeholders to shape the content of the plan from the outset, before policies start to be drafted. These are informal consultations and are not intended to seek the views of every resident or worker in the borough, but to ensure that key stakeholders and community representatives are consulted.
15.2 The consultations went on-line on Wednesday 23rd December 2015 and close at 5pm on Monday 22nd February 2016 giving consultees over 8 weeks to respond. They can be found on the Local Plan page on the Council’s website. (http://www.hounslow.gov.uk/index/environment_and_planning/planning/planni ngpolicy/local_plan.htm)
15.3 There will be further consultation opportunities as plan preparation progresses, most notably the ‘Public Participation stage’ which will occur in summer 2016. Having digested the results of that consultation, the Council will prepare a ‘Proposed Submission’ version for formal representations to be made, and this will submitted for Examination. All being well, the plan should be adopted by late 2017/ early 2018
16. Timetable for Implementation N/A
17. Appendices
18. Background Information
REPORT ENDS
45 Local Plan Reviews 2016 - 2017 46 Two Local Plan Reviews
West of the Borough 47 Great West Corridor New Research underway
• Employment space • Housing need & market conditions • Infrastructure & delivery
48 • Master planning
Visit our website www.hounslow.gov.uk for more information about our evidence base & background papers West of Borough Plan
Key issues o Feltham town centre Access
o49 o Green Belt o Heathrow Airport How to get involved
Consultation is open until Monday 22 February
•50 Online Questionnaire • Email: [email protected] • Post Contact Us
Contact us by:
Tel: 020 8583 5202
Email:51 [email protected]
Visit our website for more information: www.hounslow.gov.uk Agenda Item 10
Hatton Road Stage 4 Road Safety Audit
Bedfont, Feltham and Hanworth Area Forum – 28 January 2016
Mark Frost, Head of Traffic & Transport [email protected]
BRIEFING NOTE
1. Recommendations
That Members:-
(a) Note the results of the stage 4 Road Safety Audit (b) Note that the road will be kept under review concerns through the council’s general borough wide collision analysis work.
2. Background.
2.1 It was requested at the 29/07 Area Forum that Hatton Road scheme was reviewed for its impact on safety 12 months after commencement. 2.2 A Monitoring Stage 4 Road Safety Audit (RSA) is a review of the operation and performance of the scheme 12 or 36 months after completion. Ordinarily this is done in house by reviewing, in the main, the accident data. For a scheme of this nature a review of the speed data would also be applicable. Accidents 2.3 The data for the most recent 12 month period available (June 2014 to May 2015) shows that there were no personal injury accidents within the 20mph zone. The last recorded PIA was on 16 August 2013 (school holiday period), which happened to be whilst the scheme was being implemented. The previous accident record was one PIA per year. 2.4 This shows a net reduction of accidents, however it is too soon to say whether it is significant or not. Speed 2.5 The speed data pre-implementation showed that the average speed between 7am and 7pm was 35mph. The post-implementation data showed that this had dropped to 30.5mph in February 2014 and the most recent survey (February 2015) showed it at 30.9mph. The highest northbound speed recorded in the AM peak period pre- implementation was 38.4mph, this had dropped to 32.8mph post- implementation. The highest southbound speed recorded in the AM peak period pre- implementation was 35.2mph, this had dropped to 31.4mph post- implementation.
52 The highest northbound speed recorded in the PM peak period pre- implementation was 35.9mph, this had dropped to 30.9mph post- implementation. The highest southbound speed recorded in the PM peak period pre- implementation was 35.3mph, this had dropped to 30.9mph post- implementation. 2.6 There has been some increase in speeds between 2014 and 2015, but the 2015 speeds remain lower than the 2013 pre-implementation speeds. We have notified the police of this data and have requested further enforcement to improve compliance.
BRIEFING NOTE ENDS
53 Agenda Item 11
Street Improvement Fund
All Area Forums January 2016
Mark Frost, Head of Traffic & Transport [email protected]
BRIEFING NOTE
1. Recommendations
That councillors:-
(a) Note the work that has been progressed to date on ‘Street Improvement Fund’ projects for 15-16. (b) Note that applications to the Street Improvement Fund 16-17 are now open and will close at the end of February 2016.
2. Details
2.1. The Street Improvement Fund provides a possible source of funding for area forums to support proposals to change the street environment in response to resident suggestions. The fund is largely provided by Transport for London (TfL) under the ‘Local Implementation Plan’ (LIP) process.
2.2. The intent of the fund is to support ‘bottom up’ requests for small changes to the adopted highway network that come to Area Forum notice (e.g. through resident associations, petitions etc.) but may struggle to be prioritised within the main traffic and transport programme, given that is necessarily focussed on achieving wider policy objectives within the approved transport strategy.
2.3. To be eligible for the fund, any proposed improvements would need to be over and above any maintenance and renewal of the street that is required under the PFI contract with Hounslow Highways.
2.4. As an example, projects supported under this scheme may include:
Small environmental improvement schemes to improve the look and amenity of the public highway Enhancements to the streetscape within conservation areas to enhance and protect their protected status Targeted measures to deal with specific neighbourhood level traffic problems such as rat running or anti-social parking through the use of traffic calming, bollards, waiting restrictions etc. Improved accessibility for pedestrians and mobility impaired people Improvements that deal specifically with school transport issues.
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2.5. In 2015/16, funding was allocated to the following projects; an update on their implementation will be provided at the meeting.
Indicative Forum Description cost CHAF Various traffic calming suggestions £20k IBAF Drop kerb required opposite Kings Arms £2k CAF Public realm improvements outside Grove Park shops £20k CHAF Traffic calming on Manor Avenue £10k HCAF Plant trees on Firs Drive and potentially Beavers Estate £3k BFHAF 20mph limit + VAS renewed signage £20k IBAF Pedestrian and public realm improvements £25k
2.6. The funding available across the borough for 2016/17 is again proposed to be £100,000/yr, made available through the annual TfL grant.
2.7. It is intended that due regard is given during the assessment of projects to an equitable distribution across the five area forum areas (and hence an indicative budget of £20,000/yr may be anticipated); however, this will be flexibly applied in response to the applications that are made. It is also anticipated that the process may unearth potential projects that can be funded through other sources.
2.8. The application form and guidance notes for the fund are provided as Appendix 1 and 2 respectively.
2.9. The deadline for applications is 29/02/2016. Successful applicants will be notified by April 2016.
BREIFING NOTE ENDS
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AREA FORUM STREET IMPROVEMENT FUND 2016/2017 GUIDANCE AND CRITERIA
A. Background
The Area Forum Street Improvement Fund provides a possible source of funding for area forums to support proposals to change the street environment in response to resident suggestions.
The intent of the fund is to support ‘bottom up’ requests for small changes to the adopted highway network that come to Area Forum notice (e.g. through resident associations, petitions etc) but may struggle to be prioritised within the main traffic and transport programme, given that is necessarily focussed on achieving wider policy objectives within the approved transport strategy.
To be eligible for the fund, any proposed improvements would need to be over and above any maintenance and renewal of the street that is required under the PFI contract with Hounslow Highways.
As an example, projects supported under this scheme may include:
Small environmental improvement schemes to improve the look and amenity of the public highway Enhancements to the streetscape within conservation areas to enhance and protect their protected status Targeted measures to deal with specific neighbourhood level traffic problems such as rat running or anti-social parking through the use of traffic calming, bollards, waiting restrictions etc Support improved accessibility for pedestrians and mobility impaired people Support requests for small improvements that deal specifically with school transport issues.
The funding available across the borough is proposed to be £100,000/yr, largely made available from the annual Transport for London grant.
It is intended that due regard is given during the assessment of projects to an equitable distribution across the five forums (and hence an indicative budget of £20,000/yr may be anticipated); however, this will be flexibly applied in response to the applications that are made. It is also anticipated that the process may unearth potential projects that can be funded through other sources.
Because of the time required for design and consultation of public realm schemes, there will be one application round per year, as set out in the indicative timeline below.
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Indicative Timeline
January Area Forum Street Improvement Grant presented and explained. Application process opens January/February Ideas gathered by ward cllrs by community and worked up with designated engineer 29 February 2016 Applications close March 2016 Applications reviewed by officers in consultation with lead member and schemes approved April 2016 Feedback provided to applicants May 2016 onwards Successful schemes commence (Design, consultation etc)
B. Criteria
1. Delivery of the project should ideally be within the boundary of one Area Forum; however, cross boundary projects could be facilitated.
2. Applications must clearly outline the expected problem or issue and how the proposed solution will meet this.
3. Proposals must be broadly compliant with the objectives of the transport strategy, and any relevant local and national standards/guidance.
4. The funding will not be used to fast-track renewal of infrastructure that will be undertaken by Hounslow Highways under contract within the five year core investment period or ongoing under the requirements of that contract.
C. The Application Process:
Applications should be sent by email to [email protected]
Applications must be received by the closing dates outlined above in order to be considered by officers in consultation with lead member.
D. Assessment considerations
Officers will review proposals with consideration given to the following criteria:
Have the perceived problems or issues been clearly outlined?
Is the perceived need for this project supported by data for one or more of the following: speeding, vehicle volumes, and accidents?
Is the proposed project feasible and, in the views of the traffic engineers, can it form the basis of an effective solution to the reported issues?
57 How much consensus is there among residents? Is the proposed solution likely to win the support of the community at large, especially if it may involve controversial elements such as a reduction in parking bays?
To what extent does the proposed project meet with the objectives of the transport strategy? Is there scope to deliver multiple benefits, for example, by improving cycling facilities through implementing a traffic-calming scheme?
E. Further information
For further information or if you have any other queries, please email [email protected] or contact Traffic & Transport on 020 8583 3322
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Area Forum Street Improvement Fund Application Form 2016/17
Guidance notes Please refer to the guidance notes before completing this form. Please answer all questions as fully as possible, as applications are judged solely on the information you provide.
APPLICANT DETAILS
Name of councillor submitting this proposal:
Is this on behalf of a residents’ group? Yes/No
If so, please provide the organisation’s name and contact details below.
YOUR PROJECT
Please specify the theme(s) under which the application is submitted
Environmental improvement to the look and amenity of the public highway Targeted measures to deal with neighbourhood level traffic problems Improved accessibility for pedestrians and mobility impaired people Improvements that deal with school transport issues. Enhancements to the streetscape within conservation areas Other (Please specify) ______
Please indicate which Area Forum area this project would fall under:
Central Hounslow Area Forum Chiswick Area Forum Heston & Cranford Area Forum Isleworth & Brentford Area Forum Bedfont, Feltham & Hanworth Area Forum
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Please clearly outline the issue and how the proposed project will help resolve this.
Please summarise the current or expected level of support for your proposed project among other residents and stakeholders in the area.
60 Please list any further benefits of your project that you believe may strengthen your application, espectially those related to the objectives of the Council’s approved transport strategy (as summarised in the guidance notes).
61 Agenda Item 12
Report for: ACTION
Contains Confidential No or Exempt Information
Title Feltham Town Centre Traffic & Transport Improvements Officer Reporting Christopher Deakins Contact Details Christopher Deakins Team Leader – Capital Projects & Network Management Traffic & Transport, REDe 020 8583 4866, [email protected] For Consideration By Bedfont, Feltham, Hanworth Area Forum Date to be Considered 28 January 2016 Implementation Date if 8 February 2016 Not Called In Affected Wards Feltham West, Hanworth Park Keywords/Index public realm, highway improvements, Feltham station access
1. Details of Recommendations
That Members: 1.1 Delegate authority to the Executive Director for Regeneration, Economic Development & Environment (REDe) to undertake detailed design for the proposals set out in paragraph 3.6 and Appendix A. 1.2 Delegate authority to the Executive Director for REDe to carry out the required statutory consultation on the proposals. 1.3 Delegate authority to the Executive Director for REDe to resolve where possible any objections received to the statutory consultation. 1.4 In the event that any objections received remain unresolved, delegate authority to the chair of the Forum to determine the objections in consultation with the Ward Councillors. 1.5 If no objections are received or once any objections received are resolved, delegate authority to the Executive Director for REDe to implement the scheme, subject to the successful determination of the required planning application and confirmation of available funding.
62 If the recommendations are adopted, how will residents benefit? Listening / Responding – Continue to liaise with January 2016 – July 2018 residents following the closure of the consultation
Many talents – One Aim. Staff focussed on January 2016 – April 2016 improving the quality of life for residents, by listening to resident’s comments and trying to achieve the optimum scheme design.
Innovating – Learning from experience. Learn from January 2016 – April 2016 the errors of the existing street design; develop a scheme that benefits all road users.
Spending Wisely – Subject to approval, this scheme January 2016 – July 2018 will be delivered in partnership with Hounslow Highways (HH). This provides time and cost efficiencies in commissioning and delivering the scheme
2. Report Summary
2.1 This report details the results of the informal consultation on the proposed traffic and transport improvements around Feltham Station and for the High Street, between its junctions with Hounslow Road and Browell’s Lane. 2.2 It recommends that the detailed design and construction of the traffic and transport improvement scheme are undertaken as shown in Appendix A. This project aims to mitigate the effects of closing the level crossing in Bedfont Lane and improving the public realm particularly for pedestrians and cyclists, whilst making the road safer for all road users. 2.3 The scheme is jointly funded by Transport for London (TfL), Network Rail (NR) and the London Borough of Hounslow (section 106 funding). The cost estimate for the detailed design and implementation, based on the initial design work undertaken is £15.6m, of which £11.6m is for the highway works. The scheme is subject to detailed design to determine the final cost estimate and a pricing estimate by HH.
3. Reason for Decision and Options Considered
3.1 The area of the Feltham Town Centre Traffic & Transport Improvement Scheme comprises of High Street, a very wide and straight street through the centre of Feltham; Victoria Road, a narrow street connecting Leisure West with the High Street; and Hounslow Road, New Road and Bedfont Lane - a triangle of roads around the railway station. It is the commercial and transport hub of the area, with the railway station, bus interchanges, parks, The Centre and Leisure West all within the area under consideration.
3.2 The railway is a significant constraint on movement of people and vehicles through the area. There are currently four crossings on the railway within the town centre area; a level crossing on Bedfont Lane, a railway bridge on
63 Hounslow Road that rises steeply on both approaches, a stepped footbridge and a ramped footbridge that leads directly from Bedfont Lane into The Centre.
3.3 Network Rail is proposing to close the level crossing. There are two drivers for this: safety and the requirement to provide for longer platforms to cater for train lengthening. The closure of the level crossing would impact on traffic flows, including pedestrians and cyclists, in and around the area and the scheme outlined in this report looks to mitigate these impacts.
3.4 A significant amount of traffic modelling work has been undertaken in order to understand the current traffic flows, patterns and constraints. A base (existing situation) traffic model was approved by TfL in October 2013. Since that time a number of proposed modelling scenarios have been tested and results assessed in order to arrive at what is considered to be the appropriate level of mitigation for the level crossing closure and provision of new or upgraded crossings for pedestrians throughout the town centre. The results of the traffic modelling were outlined in the Briefing Note presented to the Bedfont, Feltham and Hanworth Area Forum on 21 May 2015. These have been further updated and are summarised in the Traffic Impact Assessment Report, Appendix F.
3.5 The scheme also looks to: radically improve the safety of vulnerable road users through a rearrangement of the highway geometry and upgrade of controlled crossings; improve cycle connections within the town centre and over the railway and Longford River; improve access to public transport (and reduce bus user journey times); and make a general improvement in the environment, cognisant of the Feltham town centre masterplan.
3.6 The scheme outline is shown in Appendix A and consists of the following elements: a. Closure of the Bedfont Lane level crossing and the provision of a new shared use pedestrian and cycle bridge over the railway, replacing the existing network rail stepped footbridge, and the ramped footbridge leading into The Centre. The new structure would connect with The Centre and both sides of Bedfont Lane b. Transform the area that is currently the Sydney Road car park around the proposed footbridge ramps, delivering a new public space, with possible commercial opportunities c. Changes to Bedfont Lane and its junction with New Road. Introduction of short-term parking in front of the retail premises on Bedfont Lane. A zebra crossing would be provided at its junction with New Road, as well as an informal crossing in the vicinity of Sandycombe Road. d. Improvements to the New Road bus interchange with a wider pedestrian concourse in front of the station entrance, new bus stops, passenger drop- off and pick-up area, and an increase in cycle parking. e. Provision of traffic signals and controlled pedestrian crossings at the junction of New Road and Hounslow Road. The introduction of traffic signals at the junction ensures that traffic exiting New Road is able to do so safely and reduces the traffic delays that would otherwise occur. f. New bus stops on Hounslow Road, near to New Road, for routes 285 and 490. These stops would be located on a direct route into the station via new
64 pedestrian ramps. These stops on Hounslow Road remove the need for routes 285 and 490 to loop via the bus interchange on New Road as they currently do, reducing bus journey times. g. A new pedestrian footbridge on Hounslow Road, on the station side, over the railway to improve facilities for pedestrians. h. Widening of Hounslow Road on the approach to the Hanworth Road junction to provide an additional lane for left-turning traffic. The additional width will increase capacity at the junction and thereby reduce delays that would otherwise occur. The widening of Hounslow Road will result in the loss of trees and vegetation. A new retaining wall will however be erected and this will be screened with vegetation. i. Retention of the controlled pedestrian crossing at the Hounslow Road and Hanworth Road junction and the addition of a controlled crossing on the southern arm parallel to the Longford River. j. Widening of the bridge over the Longford River to provide two traffic lanes on the approach to Hanworth Road, cycle lanes in both directions and improved footway widths. k. Removal of the existing traffic signals at Bedfont Lane converting it to a give-way junction as a result of the much reduced traffic volumes using the southern end of Bedfont Lane following the level crossing closure. l. A new traffic signal crossing for pedestrians and cyclists across High Street close to Bedfont Lane. The crossing will link Bedfont Lane with the proposed off-carriageway cycle route alongside the Longford River and New Chapel Square through to Browell’s Lane. m. Conversion of the existing zebra crossing on High Street, adjacent to Victoria Road, to a traffic signal controlled crossing to reduce the impact of high pedestrian volumes on vehicle and bus journey times. n. Lengthening of bus lanes and the inclusion of cycle lanes on both sides of High Street between the railway station and Browell’s Lane. o. Provision of controlled pedestrian crossings on all arms of the High Street, Browell’s Lane and Highfield Road junction making the junction safer and more accessible for pedestrians. p. Making Victoria Road a one-way street in order that the footway widths can be improved and a continuous footway can be provided on the southern side of the road, benefiting pedestrians accessing the schools, Leisure West and residential properties. Short term parking and disabled parking bays will also be provided. 3.7 If approved construction is due to commence in late spring / early summer 2016 as it will be necessary for the highway mitigation works to be completed ahead of the closure of the level crossing. Due to the scale of the works required on Hounslow Road it will be necessary to completely close Hounslow Road to all traffic between its junctions with New Road and Hanworth Road. We are currently working with Network Rail, HH, TfL, London Buses and the bus operators to agree a joint programme for the work but at the current time it is expected that the closure will be in place for at least five months.
3.8 It is recognised that the closure of Hounslow Road will have a significant impact on journeys in the Feltham area. Buses will be particularly affected as every bus route serving the town centre will be on diversion. Dialogue is already taking
65 place with London Buses on the best way to continue serving the town whilst still maintaining a service for those passing through. When finalised, details of any changes to bus timetables, stops and routes will be advertised at bus stops, on the buses and on TfL’s and the Council’s websites.
3.9 Ahead of the closure a travel demand management exercise will be carried out to encourage people to “rethink, retime or remode” their journeys to see if they could travel differently to either avoid the area or to think about travelling at less busy times. This work will commence in February and continue throughout the duration of the scheme. Similar campaigns elsewhere in London have resulted in an overall reduction in background traffic.
4. Key Implications
4.1 The scheme is in line with the council’s LIP objectives for developing a safe, environmentally sustainable and healthy transport network for borough residents. Delivery will assist the borough in meeting the following performance targets as identified in the LIP delivery plan: 6% of all trips to be made by bicycle by 2026. 30.5% of all trips to be made by walking by 2031. Reduction in the total number of people killed or seriously injured on the borough’s roads. Reduction in transport related CO2 emissions (ground based) in the borough. De-cluttering initiative for major roads and town centres. Improving bus routes and encouraging modal shift from car to public transport services.
5. Financial Details a) Financial Impact On The Budget (Mandatory)
5.1 Funding for this Traffic & Transport Improvement Scheme will be drawn from a number of sources as summarised in Table 1 below and detailed in paragraphs 5.2 to 5.4. Amount Funding Source Approval £m confirmed TfL Major No TfL Surface Board March 2016 8.600 Schemes (external to the Council) Network Rail 6.000 No Network Rail March 2016 Yes Chief Officer Decision 28 August TfL LIP 0.732 2015 Yes Single Member Decisions 29 July S.106 0.279 2015 & 15 December 2015 Total 15.611 Table 1 – Summary of Funding Sources
5.2 In September 2014 a ‘Major Scheme Step 1’ submission was made to TfL for transport and public realm improvements in Feltham. In December 2014 TfL
66 confirmed the availability of £300k for the 2015/16 financial year to progress the project in accordance with TfL’s Major Schemes Guidance. For simplicity this funding is included in the £8.6m amount from TfL Major Schemes in Table 1.
5.3 A ‘Major Scheme Step 2’ submission is to be submitted to TfL by 31 January 2016. This will be considered by TfL’s Business Performance Team before being presented to TfL’s Surface Board in March 2016 for approval. The total scheme costs are split as follows (current estimates); Progressing the detailed design and implementation of the highway works - £11.6m Footbridge and the new gate-line - £4m. TfL will be asked to contribute a total of £8.6m towards the total cost of the project by way of the Major Scheme grant.
5.4 The cost of the mitigation works associated with this project are £12m. Network Rail (NR) have committed to 50% of the costs of the mitigation works up to a maximum value of £6m. £4m of which will be used to directly fund the new Bedfont Lane footbridge and new gate-line within the station. The remaining £2m contribution from NR will be allocated to the highway mitigation works.
5.5 A further £732.5k will come from the Council’s Local Implementation Plan funding grant received from TfL.
5.6 £278,761 of S106 funding already approved by way of a Single Member Decision will contribute to this scheme.
5.7 The closure of the Sydney Road car park will result in an annual revenue loss to the Council of approximately £33.5k (based on the October 2014 to September 2015 income figures). However, the adjacent New Road car park does not operate at full capacity and therefore it is anticipated that regular users of the Sydney Road car park will transfer to the New Road car park. In addition this scheme will fund the creation of an additional 5 spaces in the New Road car park, which will offset this revenue loss by approximately £10k per annum.
5.8 The existing on-street pay & display parking in High Street will be reduced from 18 spaces to 15. However, an additional 15 pay & display parking bays will be created in Victoria Road. Whilst occupancy rates of the bays in Victoria Road are likely to be less than the existing High Street bays, it is expected that a net increase of 12 pay & display bays will more than offset any revenue loss from a reduction in spaces on the High Street. b) Comments of the Assistant Director Strategic Finance
5.9 This report shows that the confirmed approved funding to date is £1.011m out of the estimated total cost of the scheme of £15.611m. The balance of £14.600m is yet to be approved by the Transport for London’s (TfL) Major Scheme Grant and by the Network Rail.
5.10 The scheme is only to be implemented once all funding streams have been confirmed. The projects expenditure must be in line with the grant funding conditions as determined by the Transport for London.
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5.11 The recommendations of this report will result in a projected deficit to the council’s revenue budget of £33.5k due to closing Sydney Road car park. £10k of which will be offset by increased income targets for New Road car park. Therefore £22.5k will need to be generated from other sites to offset the reduced income, if this is not realistic other savings will need to be identified.
6. Legal Details/Comments of the Head of Governance
6.1 Once implemented, the scheme will provide new shared used ramps and bridge over the railway which will require planning permission, as will some of the works carried out along the highway that mitigate the effect of closing the level crossing. This/these planning application/s will be submitted in January 2016, and will be considered, having regard to planning policy and material planning considerations, by the Planning Committee in March 2016
6.2 Under the Council’s Constitution the Area Forum is authorised to make the decisions set out in the recommendations. It is confirmed that the delegations to the Executive Director Regeneration Economic Development and Environment as set out in the recommendations may be made under section 9E of the Local Government Act 2000 as amended.
(Comments provided by Elaine Bell Senior Lawyer – Planning and Regeneration HB Public Law on behalf of the Head of Governance)
7. Value For Money
7.1 The detailed design and implementation is being progressed with the support of HH. The hourly fees being charged by HH were agreed as part of the PFI contract, signed in August 2012. These rates were subject to an open market tender process and have been signed off by the council. The implementation will be the subject of a competitive tender exercise managed by HH in accordance with the PFI contract.
8. Sustainability Impact Appraisal
8.1 No sustainability impact has been conducted specifically for this scheme. As mentioned above, improved pedestrian and cycling facilities as well as improvements to the public transport, both rail and buses, contribute to the borough’s objectives for a more sustainable borough and higher quality of life for residents.
9. Risk Management
9.1 As part of the scheme design a designer’s ‘hazard checklist / risk reduction register’ has been prepared. This will clearly detail the risks in constructing the scheme, the probability and impact of the risks and mitigation measures. Hounslow Highways must ensure such risks are clearly managed in their role as principle contractor during construction.
9.2 On completion of the detailed design an independent Road Safety Audit (RSA) will be undertaken. The process seeks to highlight and address any design
68 issues that may have an adverse effect on road safety, and ensures the design process considers necessary mitigating measures. Following construction a further RSA will be carried out to assess the implemented scheme and identify any items of concern that may need adjustment
10. Links to Council Priorities
10.1 This scheme links to three council priorities; a safe borough, an active healthy borough and support for our residents who need it most. 10.2 The relevant REDe Department Service Plan objectives being: a) Contribute to the Borough’s road safety objectives, especially with regard to cyclists and pedestrians/public transport users b) Development and delivery of the sustainable mode of travel to school strategy c) Promotion of modal shift away from private motor vehicles towards public transport and active travel modes. d) Contribute to the Borough’s and NHS’s public health plans through facilitation of active travel and embedding physical activity into daily routine.
11. Equalities, Human Rights and Community Cohesion
11.1 Equality Analysis should be undertaken before a decision is made where that decision is likely to affect equalities groups or engage the public sector Equality Duty under section 149 of the Equality Act 2010.
11.2 The equalities protected characteristic that is typically most relevant to proposed transport improvements is disability, and the stakeholder matrix completed prior to commencing consultation on these proposals determined that additional outreach should be conducted to obtain feedback from borough residents representing disabled groups. The draft proposals were therefore presented to the Council’s Disability Engagement User Group on 7 October 2015 and the Disability Community Forum on 15 October 2015. Through these sessions and the subsequent consultation, several issues were raised that may be considered relevant to the Council’s Equality Duty.
11.3 The main issue raised was that those with mobility problems may find the ramps or steps to the new footbridge difficult to use. Network Rail share the Council’s public sector Equality Duty and provided the following response (see Appendix D for full text):
Without the closure of Bedford Lane level crossing… there is a chance of a future incident… Network Rail’s aim is to identify any potential negative impacts on those with protected characteristics and take steps to mitigate against these wherever possible. We will also make reasonable adjustments where required for disabled people… The proposed structure is Equality Act compliant. A lift is not viable at this site because the level crossing is currently a cycle route and heavily used by bicycles, wheelchairs and scooters, which is incompatible with lifts, not to mention the fact that lifts would be unable to cope with the demand of 5000 plus users per day. Furthermore, there is an operational risk of
69 entrapment and failure which would mean there was not a 24/7 access across the railway, as well as the risk of anti-social behaviour.
11.4 Council officers are thus satisfied that due consideration has been given to the means of reducing or mitigating the negative impact of this element of the proposed improvements, especially given that the proposed ramp gradient of 1 in 21 is Equality Act compliant and is less steep than the 1 in 20 specified as the preferred gradient in the Department for Transport’s guide to Inclusive Mobility.
11.5 The full summary of consultation responses is contained in Appendices D and E. Among these responses, other issues raised that may be considered relevant to the Council’s Equality Duty are listed below followed by the officer response: Pedestrians ramps likely to be too long and too steep for pushchairs or wheel chairs, elderly and passengers with suitcases, going down to station platform Ramps are to a gradient of 1 in 20 which makes them Equality Act compliant; it is recognised that the walking distance for some passengers will be slightly increased. Will there be any safety issues using the new ramps to the bus stops in the dark and when the weather is bad? The ramps will be lit, covered by CCTV, and will be constructed in appropriate material not to cause an issue during bad weather Need disabled parking only or additional disabled spaces in the High Street The number of disabled parking spaces can be reconsidered as part of the detailed design, but a mix of disabled and short term spaces are required. There should be additional seating in High Street This will be picked up and considered as part of the detailed design. Retain the guard railing by Barclays Bank as it is a protection barrier as some children try to dart across the road without looking. An independent audit will be undertaken to ensure that only the obstructive and unnecessary guard railing is removed. As Browell’s Lane traffic will increase, this could result in risk of accident between child and motor car. This proposal will not increase traffic in Browell’s Lane; the provision of signalled pedestrian crossings on all arms of the Browell’s Lane/High Street junction will make this area safer. During these works there will be severe limitations imposed on the disabled residents and mobility impaired will be hardest hit The Council is working with Network Rail and London Buses to reduce the impact of the works for all residents and access will be provided via the station.
11.6 For each of these issues, Council officers are satisfied that due consideration has been given to the means of reducing or mitigating potential negative impacts of the proposals on those with equalities protected characteristics.
12. Staffing/Workforce and Accommodation implications:
12.1 Not applicable.
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13. Property and Assets
13.1 The scheme will require the acquisition of third-party property and the transfer of leisure land, as shown in Appendix H, and housing land as well as a Council owned public car park (Appendix J) to public highway. The scheme also involves the construction of new areas of highway and a number of new structures that will need to be adopted and maintained by the Council.
13.2 Negotiations are continuing for the acquisition of land at the following locations to enable the scheme to progress: Hounslow Road (embankments of Network Rail depot and Lidl car park), Hanworth Road (Felbridge Court) and High Street (McDonalds). The cost of acquiring this land has been allowed for in the estimates provided above.
13.3 The following structures will need to be accrued to the adopted structures register: three retaining walls in Hounslow Road, new pedestrian ramps between Hounslow Road and the railway station, widening of the existing bridge over the Longford River, shared used pedestrian/cycle ramps and bridge over the railway.
13.4 During construction it will be necessary to use the Council owned former allotment site on New Road (Appendix G) as a site compound and potentially, in part, as a temporary car park. All accommodation works to facilitate this, as well as its subsequent reinstatement, will be funded from this scheme.
14. Any Other Implications
14.1 Not applicable.
15. Consultation
15.1 A presentation on the scheme was given to the Bedfont, Feltham and Hanworth Area Forum on 22 January 2015 and further updated presentations were given on 21 May, 16 July and 17 September. Councillors were also invited to a workshop on 24 June 2015 to discuss the details of the outline scheme. Draft proposals were presented to the Council’s Disability Engagement User Group on 7 October 2015 and to its Disability Community Forum on 15 October 2015.
15.2 An informal consultation with local residents and businesses on the outline design took place between Friday, 13 November and Friday, 18 December 2015. Two public exhibitions were also held on Wednesday, 25 November (1pm to 8pm) and on Thursday, 3 December (1pm to 8pm) giving members of the public the opportunity to view larger scale plans of the proposals and to discuss the proposals with Council officers and representatives from Network Rail.
15.3 The consultation document outlining the proposals and plans (Appendix B) were distributed to the area as shown in Appendix C. A questionnaire and freepost envelope was also included. In addition the information was sent to local resident groups known to the Council and relevant to the immediate area affected and also additional stakeholders that were identified by Network Rail and the Council’s town centre manager for Feltham. The consultation
71 documents and the additional documents available at the exhibition events were also available on the Council’s website.
15.4 In total 3,200 copies of the consultation document were posted to residents and businesses. Details were also uploaded onto the consultation page of the council’s website and residents were encouraged to complete an online questionnaire. Copies were also available in Feltham library.
15.5 Representatives from the Metropolitan Police have responded to the consultation, their responses are given in Appendix D. 15.6 The total number of unique responses received within the postal area is 241; a response rate of 8%, this includes residents that returned a paper copy of the questionnaire and those that responded to the online questionnaire. These respondents were split as follows:
Number of % of % of those responses responses delivered received received Support 86 36% 3% Support 66 27% 2% with some reservations Oppose 21 9% <1% No answer/not relevant 68 28% 2%
15.7 Of the 66 residents that support the scheme but with some reservations, 31 resident’s reservations can be overcome as part of the detailed design process. This means that the overall number of residents that support the scheme is 117 (which is 49% of those that responded to the consultation and 4% of those who received the consultation documents).
15.8 Residents and businesses from outside the consultation area could also responsed to the consultation online and a further 28 unique responses were received. This is 28% of the total online response. These respondents were split as follows:
Number of responses % of responses received received Support 10 36% Support 12 43% with some reservations Oppose 2 7% No answer/not relevant 4 14%
15.9 Of the 12 respondents that support the scheme but with some reservations, two of these reservations can be overcome. This means that the overall number of respondents that support the scheme from outside the consultation area is 12 (which is 43% of the responses received)
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15.10 The response illustrates that respondents are generally supportive of change. The main issues raised during the consultation are: A road bridge or underpass could be built in Bedfont Lane to allow traffic, pedestrians and cycles to continue and the level crossing removed Instead of this scheme, knock down the bridge in Hounslow Road and extend the platforms at the other end of the station Those with mobility problems will find the slopes and stairs to the new footbridge uncomfortable and too long. There needs to be an alternative which is flat ground or a lift for people with disabilities. Cyclists and pedestrians should be segregated on the bridge and ramps over the railway If you close the level crossing there is only one way out of Bedfont Lane it will cause chaos as it is bad enough now Feltham is a hub for commuters and interchange to Heathrow Airport bus stops should remain at the station, otherwise it will be difficult for passengers with luggage The carriageway over the existing railway bridge in Hounslow Road needs to be widened to provide additional capacity Why can’t you widen Hounslow Road on the station side rather than the Bridge House Pond side? Should include a footpath on the other side of Hounslow Road adjacent to Bridge House Pond The trees at Bridge House pond should be retained Traffic light timings need to be extended on Hounslow Road by St Catherine’s Church as they only let out two cars at a time A dedicated drop off area at the station is needed
15.11 Appendix D contains the public responses to the consultation and feedback from Officers.
15.12 As part of the consultation, residents and businesses were asked for their opinion as to whether Victoria Road should be made one way and also their opinion on the direction of the one way. The response to the questions are shown below:
What is your view of introducing one way working on Victoria Road? Strongly Support No view Oppose Strongly support oppose 99 (37%) 84 (31%) 53 (20%) 15 (6%) 17 (6%) 183 (68%) 53 (20%) 17 (12%)
One way towards High Street (i.e. exit only onto High Street) Strongly Support No view Oppose Strongly support oppose 26 (10%) 37 (14%) 68 (25%) 33 (12%) 46 (17%) 63 (24%) 68 (25%) 79 (29%)
One way towards Leisure West (i.e. access only from High Street)
73 Strongly Support No view Oppose Strongly support oppose 101 (38%) 48 (18%) 59 (22%) 17 (6%) 15 (6%) 149 (56%) 59 (22%) 32 (12%)
15.13 The responses illustrates that the majority of respondents are in favour of the proposed one way in Victoria Road. Their preferred direction is towards Leisure West (i.e. access only from High Street). Appendix D contains the public responses to these questions and gives the positives and negatives of each direction.
15.14 The comments from the consultation exhibition events were broadly in line with those received as part of the consultation exercise, the comments from the events are summarised in Appendix E.
15.15 As part of the consultation we have also received initial comments from the transport consultants acting on behalf of The Centre, their issues with Officer Comment are as follows: We need to further assess the impact of the proposed changes from a mini roundabout to four arm junction in Bedfont Lane outside the access to the car park, to ensure that these changes cater for existing and future demand and will not have an adverse impact on access to/from The Centre Officer comment: The traffic modelling shows that the changes to the junction do not have an adverse impact on the capacity of Bedfont Lane. Closing the level crossing will result in increased journey times for those vehicles accessing The Centre from Bedfont Lane, what are the changes to signage to clearly direct vehicles to The Centre. Officer comment: There may be an increase in journey times for those vehicles accessing The Centre from Bedfont Lane. However all pedestrians and cycles travelling north/south and vice versa along Bedfont Lane will pass the entrance to The Centre, which does not currently occur. Traffic and pedestrian signage throughout the scheme will be reviewed as part of the detailed design. Changing the existing signalised junction at Bedfont Lane and High Street to a priority junction and reducing the length of the right turn lane may impact on the availability for vehicles to enter/exit the car park in Bedfont Lane. Further information is required to demonstrate that there will not be an adverse impact on queuing and delay Officer Comment: Traffic modelling shows that the existing signalled junction at Bedfont Lane will no longer be required and a priority junction will be sufficient for the predicted traffic levels. Changes to the road layout and the removal of the majority of oncoming traffic will make travelling along this section of Bedfont Lane to the car park easier. If Victoria Road is to become one-way towards High Street this will add additional traffic to the High Street/Browell’s Lane/Highfield Road junction which is used to access The Centre. Further information is required to demonstrate that there will not be an adverse impact on queuing and delay.
74 Officer comment: The direction of the one way at Victoria Road has not been confirmed and will be agreed at Area Forum, the modelling confirms the result of this change on the High Street/Browell’s Lane/Highfield Road junction. We need to review the junction modelling to assess what effect the other proposed changes as part of the scheme will have on queueing and delays on the network in the vicinity of The Centre. Officer Comment: The signalisation of the New Road junction and additional lanes in sections of Hounslow Road help to mitigate the effect of the closure of the level crossing, as outlined in the modelling. The proposed shared pedestrian/cycle bridge over the railway is a marked improvement on existing pedestrian access to The Centre. The other pedestrian improvements improve access to The Centre, but we need to understand the effect of these changes on vehicular queuing and delay. Officer Comment: The modelling shows the effects that the proposed improvements to crossing facilities would have on vehicular queuing and delay, this should be balanced against the improved pedestrian linkages from all directions to The Centre that the scheme provides. It is our understanding that the proposed shared pedestrian/cycle bridge will connect into The Centre, with cyclists being able to cycle through The Centre to access the shops and beyond to access High Street. This route will not only need to cater for cyclists destined for The Centre but also through cycle traffic. We are concerned about the potential conflict between cyclists and pedestrians within The Centre, therefore would like to discuss this access further Officer Comment: Early discussions with The Centre indicate that they would not want a cycle route through The Centre, the detailed design will include measures to discourage cycling from the new bridge into The Centre. If The Centre would like to encourage a cycle route through The Centre we welcome further discussion about this.
16. Timetable for Implementation
16.1 An indicative timetable is shown below. Before construction work can commence, planning permission for the new bridge and shared pedestrian/cycle ramps over the railway and for the highways works required to mitigate the closing of the level crossing is required. Approval from TfL is also required to enable them to release the funds for the scheme.
16.2 Due to the scale of the proposed changes and the timetable imposed by Network Rail, whereby the level crossing has to be removed and the new footbridge in place by May 2017, construction will need to be carefully planned to ensure that the improvements to Hounslow Road (widening of the road adjacent to Bridge House pond), changes to the New Road, Hounslow Road junction and road widening over the Longford River are, as far as practicable, in place before the level crossing is removed. 16.3 The works in the High Street (phase 2) will begin construction in April 2017 and continue until November 2017. It is anticipated that the work in Victoria Road and Bedfont Lane (phase 3) will commence in spring 2018.
75 16.4 Detailed Design: November 2015 to June 2016 TfL Step 2 approval: March 2016 Planning application: January 2016 to March 2016 Construction of phase 1 highway works: May/June 2016 – November 2016 Construction of Network Rail work: May 2016 – May 2017 Construction of phase 2 highway works: April 2017 – November 2017 Construction of phase 3 highway works: April 2018 – July 2018
17. Appendices
17.1 Appendix A – Outline Designs Appendix B – Consultation documents Appendix C – Consultation area Appendix D – Consultation responses Appendix E – Comments received from public consultation events in November and December Appendix F – Traffic Impact Assessment Appendix G – New Road former allotment site Appendix H – Bridge House Pond Park & Feltham Pond Park Appendix J – Sydney Road car park
18. Background Information
18.1 None.
REPORT ENDS
76 Feltham Town Centre Traffic & Transport Improvements Public Consultation
77 1. What are we proposing?
Network Rail is carrying out improvements to the railway between Reading and London Waterloo to enable the introduction of ten car trains on this route. Longer platforms at Feltham Station are required to permit the longer trains to operate. Network Rail’s preferred option is to close the level crossing on Bedfont Lane and extend the platforms at that end of the station. A new shared pedestrian and cycle bridge will be constructed to maintain access in the area, and the two existing bridges will be removed. The new pedestrian and cycle bridge will also significantly improve the public space around the station entrance on New Road.
To facilitate the closing of the level crossing, the Council is proposing changes to the surrounding highway and upgrading pedestrian, cycle and bus facilities in the town centre. These changes would ensure that the closure of the level crossing has minimal impact on the surrounding roads and improves road safety for all road users. The Council’s proposals were developed following a feasibility study and we now welcome your views on these ideas.
2. How to respond
We would welcome your comments on the proposals, either by visiting www.surveymonkey.com/r/felthamtc or returning the enclosed questionnaire using the FREEPOST envelope provided. Any comments received will be considered and incorporated into the final design where possible.
Please return all comments by Friday, 18 December 2015.
3. Why are we proposing this?
Trains along this line are amongst the busiest in London, and the new, ten car train service will mean there is more space on the trains allowing more people to use them, particularly in the busy morning and evening peaks, and during events at Twickenham Stadium and Ascot Racecourse.
Level crossings represent one of the biggest safety risks to the railway. The level crossing at Bedfont Lane is well used by trains, road vehicles, pedestrians and cyclists. It also suffers regular misuse. This contributes to it being the second highest risk crossing on this section of the railway (broadly the area operated by South West Trains).
To allow ten car trains to use Feltham station, Network Rail needs to lengthen the platforms. The preferred option is to extend the platforms at the Bedfont Lane end and close the level crossing to improve safety.
The closure of the level crossing would impact on traffic flows in and around the area and the proposals outlined in this consultation look to reduce these impacts.
Feltham town centre is the commercial and transport hub of the area and a vital asset for all those who live, work and spend leisure time in the borough, so the Council is proposing to improve the street environment as well as the pedestrian and cycle links through the town centre. Access to public transport would also be improved.
78 These proposals would enhance Feltham town centre and contribute towards achieving the vision set out in the recently released master plan, further details can be found online at www.hounslow.gov.uk/index/environment_and_planning/conservation/ feltham_vision_masterplan.htm
4. What area is included in this consultation?
The proposals are for: • Bedfont Lane, New Road and Hounslow Road • High Street up to and including its junction with Browells Lane and Highfield Road • Victoria Road
All residents in the vicinity of these roads have been sent a summary of the proposals, however more detailed plans can be viewed online at www.hounslow.gov.uk/consultations
5. Summary of key changes • Closure of the Bedfont Lane level crossing and the provision of a new shared use pedestrian and cycle bridge over the railway, replacing the existing network rail footbridge, and the footbridge into The Centre. The new structure would connect with The Centre and both sides of Bedfont Lane. • Transform the area that is currently the Sydney Road car park around the proposed footbridge ramps, delivering a new public space, with possible commercial opportunities. • Changes to Bedfont Lane and its junction with New Road. Introduction of short-term parking in front of the retail premises on Bedfont Lane. A zebra crossing would be provided, as well as an informal crossing in the vicinity of Sandycombe Road.
Computer generated image of possible pedestrian & cycle ramp and bridge over the railway.
79 • Improvements to the New Road bus interchange with a wider pedestrian concourse in front of the station entrance, new bus stops and an increase in cycle parking. • Provision of traffic signals and controlled pedestrian crossings at the junction of New Road and Hounslow Road. The introduction of traffic signals at the junction ensures that traffic exiting New Road is able to do so safely and reduces the traffic delays that would otherwise occur. • New bus stops on Hounslow Road, near to New Road, for routes 285 and 490. These stops would have a direct route into the station via new pedestrian ramps. These stops on Hounslow Road remove the need for routes 285 and 490 to loop via the bus interchange on New Road as they currently do, reducing journey times. • A new pedestrian bridge on Hounslow Road over the railway to improve facilities for pedestrians. • Widening of Hounslow Road on the approach to the Hanworth Road junction to provide an additional lane for left-turning traffic. The additional width will increase capacity at the junction and thereby reduce delays that would otherwise occur. The widening of Hounslow Road will result in the loss of trees and vegetation. The new retaining wall will however be screened with vegetation. • Retention of the controlled pedestrian crossing at the Hounslow Road and Hanworth Road junction and the addition of a controlled crossing on the southern arm parallel to the Longford River. • Widening of the bridge over the Longford River to provide two traffic lanes on the approach to Hanworth Road, cycle lanes in both directions and improved footway widths. • Removal of the existing traffic signals at Bedfont Lane converting it to a give-way junction as a result of the much reduced traffic volumes using the southern end of Bedfont Lane following the level crossing closure. • A new traffic signal crossing for pedestrians and cyclists across High Street close to Bedfont Lane. The crossing will link Bedfont Lane with the proposed off-carriageway cycle route alongside the Longford River and New Chapel Square through to Browells Lane. • Conversion of the existing zebra crossing on High Street, adjacent to Victoria Road, to a traffic signal controlled crossing to reduce the impact of high pedestrian volumes on vehicle and bus journey times. • Lengthening of bus lanes and the inclusion of cycle lanes on both sides of High Street between the railway station and Browells Lane. • Provision of controlled pedestrian crossings on all arms of the High Street, Browells Lane and Highfield Road junction. • Making Victoria Road a one-way street in order that the footway widths can be improved and a continuous footway can be provided on the southern side of the road, benefiting pedestrians accessing the schools, Leisure West and residential properties. Short term parking and disabled parking bays will also be provided.
80 6. Find out more
If you would like to view the proposals in more detail with Council staff present, please come along to one of the following public exhibitions: . Wednesday, 25 November 2015, 1pm – 8pm, Belvedere House community resource centre (Lemon Grove, Feltham, TW13 4DH) . Thursday, 3 December 2015, 1pm – 8pm, Belvedere House community resource centre (Lemon Grove, Feltham, TW13 4DH)
Full sets of plans are also available on the Council’s consultation page: www.hounslow.gov.uk/consultations
7. Next steps
Other than at the public event listed above, due to the volume of correspondence expected and limited staff resources we unfortunately cannot commit to providing individual responses.
A summary of the consultation feedback and the preferred design options will be taken to the Bedfont, Feltham and Hanworth Area Forum in January 2016. Subject to approval by your local Councillors at this meeting, and the successful determination of the associated planning application, construction work is expected to begin in spring 2016. The level crossing would be closed and the new footbridge in place by May 2017.
8. Questions and answers Why is the risk at Bedfont Lane level crossing considered high? Bedfont Lane level crossing is very busy. Each day approximately 295 trains pass over it, and in between those trains up to 2,874 road vehicles and 5,000 pedestrians and cyclists per day use the crossing. The volume of traffic means that ‘blocking back’ incidents (where a queue of traffic extends over the level crossing) are very frequent. This makes the likelihood of a road vehicle stopping on the level crossing higher. A recent nine day survey of the level crossing recorded seven occasions where queuing traffic actually stopped on the tracks.
Unfortunately, there is also a significant level of misuse at Bedfont Lane level crossing, where people or vehicles cross while a train is approaching and barriers are being lowered, or where people enter or leave the station via the level crossing. This creates a significant safety issue. The nine day survey also recorded 11 occasions where road vehicles (one being a bus) crossed the level crossing in the wrong direction (vehicles are only permitted to cross from north to south). Taken together, the high level of trains, road vehicles, pedestrians and cyclists along with the levels of misuse, make this a high risk level crossing.
Why can’t the platforms be extended at the other end of the station keeping the level crossing open? To the east, Hounslow Road bridge is too narrow to allow the platforms to be extended in that direction. Demolishing and rebuilding the road bridge would be prohibitively difficult, disruptive and expensive. Network Rail’s assessment of the risk posed by Bedfont Lane
81 level crossing shows that it is high risk. The scheme outlined above allows the risk at the level crossing to be removed, whilst maintaining a step free route across the railway for pedestrians and cyclists. It also offers a significant improvement to the public space around Feltham Station.
What effect will the closing of the level crossing have on journey times and traffic congestion? By road, the distance travelled will be further, however the addition of traffic signals at the New Road and Hounslow Road junction and widening of Hounslow Road will help to reduce overall journey times and ease congestion. Pedestrians and cyclists will be able to use the new shared pedestrian and cycle bridge rather than the existing level crossing.
Will I be able to access the station from the new bus stops, using the new ramps, in a wheelchair? The new ramps have been designed to have a maximum gradient of 1 in 20 and be a minimum of 3 metres wide, meaning they will be accessible for all users.
Will there be a reduction in parking on the High Street? There are currently 18 parking spaces available in High Street. As part of the new proposals there will be 16 spaces available in High Street with a further 18 new spaces available in Victoria Road.
I am a blue badge holder, where can I park? Blue Badge holders can park in any defined parking bay, however there will be one dedicated disabled space in High Street, with a further three new disabled bays in Victoria Road close to its junction with High Street.
How will the road widening affect the green spaces? Road widening work will result in the loss of trees and vegetation, but any trees lost would be replaced by at least two new trees, planted either within the public highway or nearby parks. The retaining walls will be designed to be sympathetic to their surrounding environment. Further work is being undertaken by the Council to improve the green spaces in and around the town centre including Feltham Green.
Will the additional pedestrian crossings increase the time it takes to drive down the High Street? The addition of the pedestrian crossings will cause some delay to journeys. However, conversion of the existing zebra crossing on High Street adjacent to Victoria Road to a signalised crossing will reduce the impact of high pedestrian volumes on vehicle and bus journey times and make this section of the High Street more reliable especially at school opening and closing times when there are large numbers of pupils using the crossing.
Would making Victoria Road one–way have any impact on the speed of traffic? The introduction of one-way working has the potential to increase vehicle speeds, as drivers know that they will not face any oncoming traffic. Creating a 20mph limit and a narrowing of the road will mitigate against this. Making Victoria Road one-way enables the footways to be widened and a continuous footway provided on the southern side of the
82 road, benefiting pedestrians accessing the schools, Leisure West and residential properties.
Will there be any time during the construction period when there will be no access for pedestrians at the level crossing? Network Rail will aim to keep the level crossing open for as long as possible until the new footbridge is in place. However, there will be a period of time when there will be no access across the railway at the level crossing. An alternative pedestrian route would be provided, indicated by clear signage.
During construction of the scheme, will any of the roads be closed? During construction it will be necessary to close Hounslow Road between New Road and Hanworth Road to allow for road widening work and the changes to the junctions to take place. Diversions via A312 and Browells Lane will be in place and clearly signposted. The Council will be working with residents and businesses encouraging them to “rethink, retime or remode” their journeys in and around Feltham town centre, to receive further information about this by email, please include your email address on the questionnaire and tick the “rethink, retime, remode” box on the questionnaire. Throughout the construction period, there will be times when traffic lanes have to be closed but these will be clearly signposted and programmed, as much as possible, to avoid the busy times in Feltham town centre.
During construction of the scheme, how will my bus journey be affected? Whilst Hounslow Road is closed, all the buses that serve Feltham town centre and the station will be rerouted, we are currently working will TfL buses on this. Further information will be available before the closure is in place, information will be available on www.hounslow.gov.uk/felthamworks. If you would like to receive further information about your bus journey during the construction work as part of the “rethink, retime, remode” initiative, please include your email address on the questionnaire and tick the “rethink, retime, remode” box on the questionnaire.
During construction of the scheme, how will my train journey be affected? During construction, the station will remain open. However, there will be a number of weekends when it is necessary, for safety reasons, for Network Rail to carry out work on the railway with no trains running. Further details of the dates and times of the closures including the alternative arrangements that will be in place will be advertised on posters at the station, on South West Trains’ website and social media pages. If you would like to receive further information about your train journey during the construction work as part of the “rethink, retime, remode” initiative, please include your email address on the questionnaire and tick the “rethink, retime, remode” box on the questionnaire. In addition, Network Rail can be contacted on the 24-Hour National Helpline 08457 11 41 41.
83 Traffic & Transport London Borough of Hounslow Civic Centre, Lampton Road Hounslow TW3 4DN [email protected] www.hounslow.gov.uk 84 Amended consultation area
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© Crown copyright. All rights reserved 100019263 Tuesday, October 20, 2015 85 APPENDIX D
Summary of consultation comments
General comments of support or objection have not been included.
Borough Issues Comments (number of responses in Officer Response: brackets): Hounslow Road Road over existing railway bridge (Hounslow Widening the bridge in isolation will not Road) needs to be widened (10) improve the traffic flow in Feltham as there is no scope to increase the capacity in the overall network
Should have pedestrian footway on both sides This is an aspiration of the scheme, should of Hounslow Road bridge funding become available a second footway bridge will be constructed Suggest two lanes coming from Hounslow This was considered as part of the feasibility Road to turn left onto New Road design, unfortunately the additional lane would not fit into the new highway layout The traffic lights along Hounslow Road should All the signals will be part of an Urban Traffic be synchronised (2) Control (UTC) system which will coordinate the traffic signals in the network. At the Hounslow Road, New Road junction This will be monitored once the scheme is introduce keep clear or yellow box to ensure implemented, and “Keep Clear” markings will cars from New Road are able to enter road be implemented if there is a problem towards Feltham Metropolitan Police comments: Hounslow Road junction with New Road, This will be addressed as part of the detailed heading North bound, the cycle box at the design advanced stop line does not have an entry gate To ease traffic flow from New Road turning TfL control all signals in London and have right to go over railway bridge you should indicated in the past that they would not revoke review the Hounslow/Uxbridge Road by the the banned turn. However, the comment will be Feltham Assembly Hall. Re-phasing the lights passed onto TfL to create four way system would mean that the No Right Turn from Hounslow Road into Uxbridge Road an option, rather that forcing them to go over the bridge and turn down Hanworth Road. (4) With the new bus stops on Hounslow Road on This will be reviewed in conjunction with TfL the road bridge, this will result in 3no bus stops buses. between the bridge and the Harlington Road East/West junction. Can the Fern Grove bus stop opposite the shops be removed to prevent traffic build up, this bus stop does not have a pull in section for the bus Should add footpath on the other side of The footpath will be added when the Hounslow Road adjacent to Bridge House pedestrian footpath over the bridge is added
1 86 Pond and steps from the foot path to the The feasibility of providing steps will also be Bridge House Pond (3) considered at that time. Widen the road on the station side instead of To enable the provision of three lanes of traffic Bridge House Pond plus two footways, widening the carriageway on the station side would still require widening on the Bridge House Pond side including a retaining wall and loss of trees The zebra crossing at the top of Park Way This is beyond the scope of this project. should be considered for improvement it would Comment noted. benefit from being raised to provide pedestrian safety and prevent speeding
Bedfont Lane/New Road A road bridge could be built in Bedfont Lane to The land available, the need to maintain allow traffic to continue and level crossing access to existing properties and the cost removed (2) involved, makes this proposal unfeasible A pedestrian and cycle underpass would make The land available, the need to maintain a more attractive cycle route than a bridge as access to existing properties and the cost the climb out of an underpass would be less involved, makes this proposal unfeasible than a bridge. If you close the level crossing there is only one Traffic modelling shows that the proposed way out of Bedfont Lane it will cause chaos measures in New Road and Hounslow Road and traffic will cause grid lock as bad enough will help to mitigate the closure of the level now (3) crossing Bedfont estate residents would not have easy Level crossing is being closed for safety access to the centre if level crossing is closed. reasons so replacing it is not an option. It must be replace by another level crossing or The land available, the need to maintain a bridge access to existing properties and the cost involved, makes a bridge unfeasible. The design of the new ramps and footbridge should encourage pedestrian and cycle use from the north You should do a temporary road closure and Traffic modelling shows what the platform extension for 12 weeks to assess consequences of removing the level crossing consequences (2) would be, the proposals will help to mitigate the closure of the level crossing. Level crossing is being closed for safety reasons, so retaining it is not an option New Road is going to be very busy with New Road will be busier as a result of the closure of level crossing. closure but there will also be the removal of two bus routes from New Road We live on Station Estate Road and want to Increase traffic volumes should not prevent know how we are going to be helped driving in access, but this will be monitored once the and out onto New Road when the level scheme is in place crossing is closed. With the increasing amount of traffic already building from Lidl's shoppers a yellow box junction will need to be put at the top of Station Estate Road Concerned about the extra traffic into Bedfont Signalising the New Road junction should Lane and turning into Hounslow Road as that relieve this congestion as vehicles will be able junction is already congested to exit new road rather than wait for a gap in the traffic as they do now
2 87 The station needs a car drop off area and/or a The existing bus stand will be converted to a taxi rank area to handle the people that use the passenger drop off and pick up area. station rather than using the car park on New There are two minicab companies in Bedfont Road (2) Lane therefore a rank is not required Metropolitan Police comments: Bedfont Lane, junction with Sydney Road, the This will be picked up and addressed as part of plans show new trees planted on the South the detailed design footway, which may restrict the vision of West bound traffic for vehicles coming from Sydney Road into Bedfont Lane There should be "Keep Clear" signs marked on Traffic modelling shows that this will not be the the road so residents. can exit Sandycombe case, but this will be monitored once the Road to Bedfont Lane scheme is in place There should be a litter bin on the corner of This will be picked up and addressed as part of Sandycombe Road and Bedfont Lane by the the detailed design mini cab office as the drivers and customers, and those from the kebab shop are always littering the area Minicabs parking in Bedfont Lane/Sandycombe Parking arrangements outside the shops in Road area are an issue Bedfont Lane will be regulated
Adjust the proposed zebra crossing to The scheme will include a parallel crossing for accommodate cycle use cyclists Issues will arise for vehicles and service lorries There will be natural breaks in the flow of traffic accessing and exiting the Bedfont Lane/High created from the signals from the north and street junction once the signals have been south of the junction removed (2) The need for Keep Clear” markings will be assessed once the scheme is in place.
New bus stops and ramps Feltham is a hub for commuters and Recognise that the walking distance for some interchange to Heathrow Airport bus stops passengers will be slightly increased, however should remain at station or moved slightly this is offset by the cost savings of not have away, otherwise it will be difficult for two bus services running a loop to Feltham passengers with luggage (6) station. The cost benefit of not having two bus routes looping around to Feltham station equates to £XXX Pedestrians ramps likely to be too long and too Ramps are to a gradient of 1 in 20 which steep for pushchairs/wheel chairs, elderly and makes them Equality Act compliant. passengers with suitcases, going down to It is recognised that the walking distance for station platform some passengers will be slightly increased Will there be any safety issues using the new The ramps will be lit, covered by CCTV and will ramps to the bus stops in the dark and when be constructed in appropriate material not to the weather is bad cause an issue during bad weather Should be a direct link between the new bus The layout of the road and bridge makes this stops and the Reading bound platform suggestion unfeasible Re-routing bus route 490 and 285 away from On a typical weekday, there are around 4,390 existing bus interchanges is a major reduction passengers on routes 285 and 490 that travel in customer service and convenience (4) from one side of Feltham Station to the other. These passengers would benefit from faster
3 88 journey times by no longer double-running to the existing station forecourt. The option of walking to the bus stop will now Crossing of Hounslow Road will be assisted by be much further than the one at the station, new signalled pedestrian crossing points and necessitate crossing the extremely busy Hounslow Road (2) Bus stops on the bridge is not a good idea as The bus stops are in laybys therefore general there is always a build-up of traffic there traffic will not be affected Why not leave the bus stops where they are, Without the bus stops and journey time keep the direct ramps to the station, use the savings that the new bus stops and ramps space for wider footways, and segregated gives, the ramps themselves are not cost cycles lanes and rely on the reduced motor effective. traffic using Bedfont Lane (as no through route There is no scope to provide cycle facilities in to the high street) to reduce the bus journey Hounslow Road to the north of New Road and times doing the loop? over the bridge therefore segregated cycle lanes in this section would be of little value
High Street Metropolitan Police comments: The new signalised crossing on a raised table More detailed plans will be produced during (just south of Victoria Road), there is no stem detailed design, Council Officers and on the red blister tactile paving on the west Hounslow Highways will work will the side of the crossing on the High Street. Are the Metropolitan Police to ensure that their kerbs raised throughout, do they drop at the concerns are addressed crossing point? Removal of all parking in the High Street would Considering the proposed layout, removing the be beneficial to prevent traffic build up and parking wouldn’t increase the capacity of the allow more space for wider roads, the Centre road here. already provides enough parking, with the These spaces provide short term parking for exception of disabled spaces. This will also those using the shops and businesses along prevent further people crossing in the middle of this section of High Street the road Need disabled parking only or additional The number of disabled parking spaces can be disabled spaces in the High Street reconsidered as part of the detailed design, but a mix of disabled and short term spaces are required There should be additional seating in High This will be picked up and considered as part Street of the detailed design We need two lanes either side on High Street. Provision of a duel carriageway through High Traffic is bad on Highfield Road/Browell's Lane Street would have a detrimental effect on road and High Street safety, the pedestrian environment and further sever links between the shopping centre, the park, Leisure West and schools Retain the guard railing by Barclays Bank as it An independent audit will be undertaken to is a protection barrier as some children try to ensure that only the obstructive and dart across the road without looking (3) unnecessary guard railing is removed Add guard railing in the High Street so that One of the aims of the scheme is to reduce pedestrians can only cross at the crossings clutter including guard railing and guard railing should not be provided unless there is a clear need for it. When using guard railing at junctions only as much as is necessary for the safe and
4 89 convenient use of the crossing should be provided
Highfield Road Highfield Road will become very busy because The existing multi-storey car park for the only car access for all parking for shopping shopping Centre accessed from Bedfont Lane centre. (3) will remain Could another access road be created near This is beyond the scope of scheme Tesco? Alternately a road via Highfield Road could be built The congestion caused by traffic queuing to This is beyond the scope of the Authority get into Aldi's car park have not been addressed and should be. Due to high vehicular traffic during peak A compliant yellow box would reduce capacity periods near the High Street/ Browell’s Lane/ of the junction, therefore increasing the length Highfield Road Junction, motorists tend to of the queues on each arm disregard the 'Keep Clear' sign painted on the centre of the junction. Could it be made a yellow box junction and enforce via traffic cameras?
Browell’s Lane As Browell’s Lane traffic will increase, this This proposal will not increase traffic in could result in risk of accident between child Browell’s Lane. and motor car. The provision of signalled pedestrian crossings on all arms of the Browell’s Lane/High Street junction will make this area safer.
Victoria Road Prefer Victoria Road to be closed at the Would not gain the additional footway width meeting point with Mono Lane. It will stop needed in Victoria Road to create wider motorists making the short cut to Leisure West footways and parking bays. which makes it congested. Mono Lane should remain two way as it is There is no space to create turning areas as access for business and they needn’t use the the two roads would become cul de sacs High Street. (2) Block off Victoria Road junction with High Would not gain the additional footway width Street. All access to Victoria Road via Browell's needed in Victoria Road to create wider Lane. footways and parking bays. The provision for contra flow cycling on Victoria This will be picked up and considered as part Road needs to be designed in, as it will take of the detailed design place anyway. If children are going to continue cycling and scooting to the schools here it does need to be maintained as a route Eastbound (2) Victoria Road should be made one way for a Traffic modelling shows what the impact of temporary twelve week period to assess making Victoria Road one way would be impact All parking should be banned on Victoria Road The only parking that will be allowed in Victoria to ease the flow of traffic. After 6pm and Road is in the inset parking bays, there will be weekends at the moment it is a nightmare with no parking on the main carriageway parking (2)
5 90 A structure should be put up at the junction of If exit only onto High Street is implemented, Victoria Road and High Street to prevent the High Street/Victoria Road junction will be motorists making a dangerous forbidden right designed to deter right turning traffic turn. The need for extra space is arguably most Footways are required on both sides of the strong on the Leisure West 'side' of the road. road to benefit the schools, businesses and Introducing a new footpath on the other side of residential properties located on both sides of the road will be less beneficial unless you the road. introduce a new crossing point on this corner A crossing is being considered as part of the to support people crossing to the other side. detailed design
Cycling There is already a cut through for cyclists to go All this relies on private land not in the control down via ramps in the Centre car park, which of the Council i.e. The Centre. just needs making a bit more obvious, and with Time benefits to cyclists maybe negligible better sightlines/geometry for cycling If the therefore not make this a viable option. agreement of the car park management can be secured I would propose at least a trial of allowing cycle and 'ramp user' traffic to come down using the ramps at the north end of the car park decks, using a marked 'advisory' cycle lane on the outside edges of the ramps, with give way at the top and bottom for cyclists and appropriate contra-flow/cyclists warning signs for drivers. If both cyclists and drivers are complying with the speed limit, and with the relatively low level of traffic for both modes, the simple regulation provided by eye contact, and a yield to 'traffic already moving'/'at all ramps/junctions be prepared to give way' regime should provide a safe working system. On my bike I will have a lengthy walk over a The design of the bridge and ramps will allow pedestrian bridge, annoying those on foot. cyclists to cycle over with care. There is still the nasty right turn with no This junction will be improved with a dedicated protection when turning from the High Street right turn into Hanworth Road for all traffic and into Hanworth Road. advanced stop lines on all arms Turning right from New Road into Hounslow The designated cycle route is along Bedfont Road, I will delay traffic as I struggle up the Lane using the segregated use ramp and bridge into the left hand filter lane that buses bridge rather than along Hounslow Road will also want to use, leading to direct conflict due to motorist impatience Rather than another lane for left turning traffic The left turn into Hanworth Road is required for coming off Hounslow Road, why not make a the through traffic who can no longer travel two way segregated cycle lane, accessed along Bedfont Lane then turn right into before the bridge starts, before where the new Hanworth Road, this helps to mitigate against bus stops are? level crossing closure Given this is a key route for people traveling by Restricted carriageway width in Bedfont Lane bike, consideration also needs to be given to restricts what can be done here. protecting cyclists from lorries visiting Asda The reduction of vehicles using the road will Feltham in Bedfont Lane make cyclists more conspicuous
6 91 Hanworth Road/rail station cross roads, for This junction will be improved with a dedicated people who cycle in and out of the southern right turn into Hanworth Road for all traffic and side of the railway station, it will be important advanced stop lines on all arms that priority at the traffic lights is clear, An off-carriageway cycle route parallel to especially for people leaving the railway station Hanworth Road which is due to be car park and cycling down Hanworth Road. implemented. Consideration should be given to advanced This option will be discussed with TfL signals bicycle green lights of the Hanworth Rd/Hounslow Rd/High Street sections In the High Street, a better option would be to This solution was considered during feasibility build cycle lanes that are bus stop bypasses but the numbers of passengers at the bus stop i.e. that go behind the bus shelter. would obstruct the cycle lane. Instead, there is adequate space at the bus stop for cyclists to cycle past a stationary bus. There is no need to have three car lanes This is beyond the scope of the scheme. outside Aldi, near the junction with Highfield However, it will be reconsidered when cycle Road. Some of this space should be allocated facilities to the south of junction are being look to a protected cycle lane at Two stage right turn This junction could be Straight across crossings were considered as improved by removing the staggered crossings part of the feasibility but they would have and having a non-staggered toucan crossing significant impact on the traffic which would not on every arm. This would reflect better the have been acceptable. Dutch infrastructure provided for a two-stage The options of having cycle “early starts” at the right turn, especially if it included protected signals will be discussed with TfL signals. bays at each corner of the junction to wait for the second stage. As a general principle, there should be a cycling traffic light phase at such junctions separate from the motor vehicle phase. The bridge should be central to a cycle route This is beyond the scope of the scheme but is linking the long awaited cycle lane along the being considered as part of the wider Feltham Longford River to Glebelands fields. There Master plan should be a cycle lane linking the proposed new zebra crossing in New Road with Glebelands fields
Traffic Signals Remove traffic lights at McDonalds and create The traffic from Bedfont Lane is not sufficient a roundabout (2) to justify a roundabout as the traffic flow on the High Street arms would too great to allow the junction to work as a mini roundabout Traffic light timings need to be extended on Signal timings will change as part of the Hounslow Road by St Catherine’s Church as scheme and the traffic lights in the area will they only let out two cars (3) operate under “Urban Traffic Control” (UTC) No consideration has been given to residents The banned movement left turn will remain in of Felbridge Court leaving Feltham Station car place. park and wishing to turn left into Hounslow Providing a right turn signal stage from Road, or wishing to go straight across into Hanworth Road to Hounslow Road was Hanworth Road as drivers turning right from considered but this would increase delays at Hanworth Road into Hounslow Road think they the junction. can turn right at this junction without giving way. (2)
7 92 There should be a better right hand turn from This junction will be improved with a dedicated High Street into Hanworth Road as there is no right turn lane and filter into Hanworth Road filter lane Why not turn traffic lights in Browell’s Lane into Traffic lights are required to ensure that traffic a roundabout or switch lights on at peak times from all arms of the junction is able to enter the only. junction and provide controlled crossing facilities for pedestrians. Metropolitan Police comments: Cyclists waiting to turn right from the High More detailed plans will be produced during Street are directed to wait at the mouth of detailed design, Council Officers and Highfield Road and also Browell's Lane, do Hounslow Highways will work will the they have their own signals, and will the Metropolitan Police to ensure that their movement be sign posted or will it just be road concerns are addressed paint? It’s the wrong idea to introduce more traffic This is beyond the scope of the scheme lights, instead make one way system by demolishing the extension of Catherine House and empty across the Longford river, build new bridge and then you get rid of all traffic lights
General Issues Whole scheme will increase congestion in the The traffic modelling shows that the scheme area (2) will mostly mitigate against the level crossing closure The alternative would be closing the crossing without the scheme in place. During these works there will be severe The Council is working with Network Rail and limitations imposed on the disabled residents London Buses to reduce the impact of the and mobility impaired will be hardest hit (2). works for all residents and access will be provided via the station The scheme needs to have good signage Legible London signage will be adopted throughout the scheme for pedestrians and the traffic signs will be reviewed Have you modelled the impact on traffic flow There is no change in Harlington Road on on Harlington Road completion of the scheme The alleyways should be maintained otherwise Improvements to the footpath to the station are they will become dangerous to all since with no being considered as part of the Feltham level crossing there is not enough foot and car Master plan traffic to keep the new dead end (by Bergenia It is assumed that pedestrians flows will remain House/ old level crossing) safe for all users the same in Bedfont Lane Make Hanworth Road a 20mph Hanworth Road will be included in the 20mph Although the scheme stops at the end of Mono Beyond scope of scheme Lane and Browell’s Lane, more could be done to make this connecting space safe (Air Park Way) for pedestrians and cyclists. A 20mph scheme should be considered for this link, as well as improved pavements and crossings. All junctions need to be yellow boxed with Yellow boxes can have detrimental effect on cameras. (3) traffic flow. Provision of yellow boxes will be reviewed once the scheme is in place
8 93 Trees Would like to see the old trees by the bridge These trees need to be removed in order to house pond retained (2) provide the carriageway widening. Proposals are being considered to screen the proposed retaining wall with vegetation
Object to the loss of trees, there should be no Only trees that are diseased, damaged or are loss of trees and planting new one is no the incorrect type of tree for the area are being substitute to the environment removed and will be replaced
Parking/Loading Remove the two parking spaces on 285 route This is beyond the scope of the scheme and that are currently causing congestion on will be passed onto the relevant team. Hanworth Rd opposite Cardinal Road school (3) A delivery drop-off point outside entrance to This will be picked up and considered as part Bergenia House, would be greatly appreciated of the detailed design (3) We need controlled parking as these proposals This is beyond the scope of the scheme and will only increase the level of problems already will be passed onto the relevant team being experienced by local residents by commuters using all the local roads as a free car park (2) Confirm that these new proposals will not There are 36 parking spaces in Sydney Road reduce parking space for the railway users or car park that will be lost, however this car park make the parking situation worse, around is currently underutilised. Five additional Feltham Station (2) spaces will be created in New Road car park as part of the scheme. Introduce a CPZ in Queens Road, Cromwell Residents have been consulted on a scheme, Road and Kings Road, as the majority of but all current CPZ proposals in Feltham are people that park down these road between on hold pending Councillor decision 8am-6pm Mon-Fri are “out of towners” that use these roads as free parking while commuting from Feltham Railway station (2) More on street parking should be provided for These developments were designed as car those living in apartments who do not have free developments access to car park or residents permits We need more disabled parking bays in The number of disabled parking spaces can be Victoria Road reconsidered as part of the detailed design, but a mix of disabled and short term spaces are required Signage to the multi-storey car park needs to Traffic signing throughout the scheme will be be improved to take the pressure off Highfield reviewed as part of the detailed design. Road
Network Rail Issues Comments (number of responses in Network Rail Response: brackets): New footbridge The only route is via a pedestrian footbridge. When considering any site, the preferred With mobility problems I find the slopes and solution is to remove the public interface with 9 94 stairs uncomfortable. Current route is going the railway which will eliminate risk of through the level crossing barrier into the pedestrians being hit by a train. This would station which is no problem at all. Think that involve closing the crossing to users, so the these need to be an alternative which is flat next step would be to identify whether a ground or a lift for people with disabilities (3). suitable alternative route is available. Without the closure of Bedford Lane level crossing, the second highest risk level crossing on the Wessex Route, there is a chance of a future incident. In considering any proposals for change, Network Rail will reflect on the requirements of the Public Sector Equality Duty and in particular the need to have due regard to advance equality of opportunity. It is recognised that this is a proactive duty which requires Network Rail to fully maximise opportunities available to promote equality, foster good relations and reduce discrimination. Network Rail’s aim is to identify any potential negative impacts on those with protected characteristics and take steps to mitigate against these wherever possible. We will also make reasonable adjustments where required for disabled people. The proposed structure is Equality Act compliant. A lift is not viable at this site because the level crossing is currently a cycle route and heavily used by bicycles, wheelchairs and scooters, which is incompatible with lifts, not to mention the fact that lifts would be unable to cope with the demand of 5000 plus users per day. Furthermore, there is an operational risk of entrapment and failure which would mean there was not a 24/7 access across the railway, as well as the risk of anti-social behaviour. Cyclists and pedestrians should be segregated on the bridge and ramps over the railway (3) There should be an additional ramp to lead down into and make suitable access into Tilly Road to facilitate a town centre by-pass for cyclists Adjust the north side cycle ramp to avoid The north side cycle ramp does not deposit conflict with pedestrian users on the zebra users of the footbridge directly on to the zebra crossing; crossing, but rather, to the side of it. It is therefore anticipated that there will be no conflict between pedestrian users on the level crossing and users of the footbridge The design of the footbridge and cycle bridge There are significant site space constraints on from the High Street side would not encourage the south side of the railway in this location people to cycle over it as there will be so many which prevent the south side ramp from being 10 95 people using it to cross over the railway line, as wide as the north side ramp. However, it is which would create conflicts. anticipated that the majority of pedestrians will continue along the main direction of travel into the shopping centre, rather than use the southern side ramp, which will primarily be used by cyclists. Two bridges should be left, making the one The current bridge leading into the shopping under cover a bicycle friendly zone. If need to centre is not compliant for cycle users- it is too get rid of a bridge take the outside middle one. narrow and low to permit high usage. The concrete stepped footbridge has to be removed to allow the platforms to be extended. Do not replicate the pedestrian footbridge The footbridge will be an open structure with bridge over the railway line on Harlington Road lighting and CCTV. This should mitigate East as the covered walkway is used as a against anti-social behaviour. toilet/drinking area for drunks and there is also graffiti. The bridge needs to give a clear view of who is on the bridge and the surrounding traffic so that pedestrians can be seen in the interest of public safety. The Feltham station footbridge should be Two points of access have to be maintained- integrated into the widened Feltham High platform to platform access into the station, Street road bridge allowing seamless and access from Bedfont Lane to the shopping interchange between bus and train on the centre. bridge, allowing the operation of two entrances It is anticipated that interchange will be efficient at the existing forecourt and on the High Street and simple through way finding and proximity bridge. The old station building on the Staines- of exits and entrances from the footbridge to direction platform could then be returned to the station. community use and also offer the old forecourt opposite Hanworth Road to be made into open space. Building a replacement bridge for the concrete The concrete structure needs to be removed to bridge for pedestrians would remove some allow the platforms to be extended. conflict with cyclists, whilst maintaining the Although the journey time may be increased in 'desire line' route of access straight down some cases, the level of risk will be Bedfont Lane and avoid a long detour. significantly reduced due to the closure of the level crossing. The new shared access footbridge has been designed to enable shared access by cyclists and pedestrians, and to mitigate against conflict to as great a degree as is possible. The new pedestrian bridge looks ugly The design of the footbridge has evolved and been developed in conjunction with the London Borough of Hounslow, Transport for London, and a number of architects to ensure that the structure fits into its surroundings whilst enhancing the aesthetic nature of Bedfont Lane and the high street. It represents a Gateway in to Feltham. Rail crossing misuse could be addressed by Addressing misuse at Bedfont Lane level BTP presence. crossing with BTP presence would not be sustainable and would be a huge burden on the taxpayer.
11 96 The proposal for closure and replacement of the level crossing with a shared use footbridge completely removes the risk at the level crossing, offering a long term cost efficient solution.
Station and platforms Knock down the bridge and extend the A feasibility study was carried out regarding platforms at the other end of the station (2) this option. However, it was found that it would be far more costly and disruptive, requiring the closure and demolition of Hounslow bridge for a long period of time. This did not have the support of invested stakeholders. Making platform longer will only make it worse Past experience demonstrates that for residents living there. development of the railway promotes greater development in the surrounding area. This can be seen recently at Kings Cross station and Birmingham New Street station. Extending the platforms will increase capacity of the Reading- Ascot-Waterloo line, improving the journeys of Feltham railway users. Block the ends of the railway platforms so that There will be gates at the end of the platforms pedestrians cannot access/exit the platforms to prevent pedestrians accessing/exiting the platforms onto/from the railway so far as is possible. Unfortunately it is not possible to entirely prevent access from the end of the platforms. How will the scheme affect noise next to the The noise from the barriers will be removed. level crossing? We will not have barrier noise New PA speakers will be put in, however, the but may be affected by longer platforms. exact location will be determined at detailed design to minimise disruption and noise pollution to the local residents. The noise will be reduced at night time I suggest that the Country bound platform gets There is an entrance onto the Country bound an entrance restored (barriers and TVM's only platform, which has barriers and TVMs (from with remote reader boxes and gate release) the station car park). There are steps from the that connects via stairs only (the route avoiding station car park up on to Hounslow Road, from stairs is already available) from the platform to where the new bus stops could be accessed. the new bus stops on Hounslow Road, and the The old station building is used operationally, accommodation at street level developed as a so it is not possible to use it for retail without commercial letting opportunity, with a possible significant work taking place. consideration for an interchange-related use (e.g. cycle retailer). By having this direct connection, at the bridge to both London and country bound platforms without a long hike, the Hotel (used intensively by aircrew I believe) gains a much better connection to the trains and the SWT deal on a remote “departures/fastest train to ....” display might offer some quid pro quo deals (perhaps even a cards only TVM in the Hotel, and Hotel contribution to developing the new access).
12 97 It would be a good idea to make the down entrance the main entrance. Would oppose SWT moving the entrance down any further I don't believe that I have ever witnessed On the Reading-Ascot-Waterloo line at peak Feltham Station so busy as to justify needing times, rail users have to stand from Virginia to lengthen the platforms and I have lived here Water into London Waterloo, and from for over 40 years. A simple driver declaration Richmond into London Waterloo they have to of please use the first 8 coaches... should wait at least one train before continuing their suffice journey. There is a clear demand for increased rail capacity on this line. A risk assessment has been carried out to determine whether Automatic Selective Door Opening could be used. However, due to the number of users and frequency of trains, this is not viable. In favour of station getting an extension without A detailed feasibility study was carried out altering the surrounding road/street regarding this option. However, it was found that it would be far more costly and disruptive, requiring the closure and Demolition of Hounslow bridge for a large period of time. This did not have the support of invested stakeholders. As such, the preferred option was to extend the platforms at the country end, over Bedfont lane level crossing, as this would be more efficient, cause less disruption, and removed the second highest risk level crossing on the Wessex route. Due to the removal of this access, a new shares used footbridge is required to maintain access from the north to the south side of the railway. Closure of the level crossing requires significant highway mitigation works. Possible new small entrance to Feltham The new footbridge leads to the station Station for people coming from "The Centre" to forecourt (where the bus stops are at present) London and vice versa. The new footbridge so provides a route from the centre to the should lead to this entrance. London bound platform. Network Rail could build a completely new This option is not feasible due to the huge cost station the other side of the bridge, St Giles and the fact that it would not be completed in side? time for May 2017 when the new train stock is being introduced. Feltham station is the first train station en-route Introducing ticketless travel on trains further to London that accepts Oyster, so introducing out from Feltham on this line has been Oyster to Ashford, Staines stations etc. would explored by South West Trains, but it is not ease peak time traffic congestion as they currently an economically viable option. wouldn’t need to drive into the Feltham area to In any case, there would still be the same then use Feltham train station for their daily number of users on the trains at peak time commute into London itself, which would produce the same requirement for extra capacity. Thus, the platforms would still need to be extended.
13 98 Comments on direction of one-way working in Victoria Road
Prefer towards Leisure West because: · would take more traffic away from High Street (56) · if it is one way towards High Street there will be congestion leading to High Street (4) · traffic can reach Leisure West easily, therefore reducing the traffic jam near Barclays Bank (6). · more sensible flow of traffic (6) · this will limit amount of access onto High Street, therefore possibly less disruption to outgoing traffic (3) · It might decrease the volume of traffic using Victoria Road especially those using Leisure West, who could exit directly onto Browell's Lane. · no need to let traffic out if turning in/out Browell's Lane · currently can only turn left at the end of Victoria Road into High Street towards Barclays Bank (2) · high number of vehicles who ignore no right turn is totally unacceptable and a serious safety issue (5) · If it one way towards High Street it would add to congestion at the Victoria Road/High Street junction (4) · the High Street / Browell's Lane junction less congested than the High Street / Victoria Road junction to Leisure West and Uxbridge Road. · exiting Victoria Road onto the Air Park is easier that onto High Street · it is a vital escape route and reduces the bottleneck at the Barclays bank junction · traffic leaving the schools and Leisure West can use three alternate routes (2) · more traffic goes from High Street towards the schools and Leisure West than in the opposite direction · there are other routes to get to High Street · stops traffic exiting on to High Street avoiding Browell's Lane · this will stop traffic using Victoria Road as a short cut through to High Street, when Hanworth Road is congested (2). · it would be safer for the two schools there (3) · people who live in New Chapel Square etc. will have to go all the way down Browell's Lane to get home. · many parents that come to school from direction of Leisure West do not use Victoria Road at all
Officer comment on this direction: Positives · Potential traffic reduction in High Street · Illegal right turn movement at the junction of Victoria Road and High Street stopped · Easy access from the High Street to newly created parking bays · Carriageway space can be converted to footway to create more space for pedestrians and parking bays
Negatives: · Potential of traffic queuing in High Street to turn right into Victoria Road · Speed may increase in Victoria Road · Volume may increase in Victoria Road · Potential increase in journey times for residents and businesses in Victoria Road
14 99 Prefer towards High Street because: · there are other ways to get to Leisure West (2) · access from High Street has potential to cause congestion in south bound lane due to traffic queuing to turn left onto Victoria Road · one way towards Leisure West could cause congestion northbound into High Streets cars queue to turn right into Victoria Road. · I would hope that if it goes one way and exits onto High Street that you are able to turn both left and right (3) · this is the best option in terms of traffic flow (3) · this would reduce the traffic flow from the direction of Hounslow Road/Harlington Road · as it is now left only, it will make sense · cars do not always signal when turning left onto Victoria Road · feel drivers more likely to use excessive speed when approaching Leisure West · there are three schools in the area (5) · it would be an advantage the shops · it would eliminate traffic running the lights into and out of Victoria Road · drivers currently use this road as a rat run instead of going down High Street and do not take care going past the two schools · it would cause less hold-ups especially at peak times.
Officer comment on this direction: Positives · Traffic volume may decrease in Victoria Road, as it will not be a through route if High Street is congested · Carriageway space can be converted to footway to create more space for pedestrians and parking bays
Negatives: · Speed may increase in Victoria Road · Potential increase in journey times for residents and businesses in Victoria Road · Potential for vehicles to make the illegal right turn from Victoria Road to High Street remains
Prefer neither direction because: · it is an escape for traffic on the High Street (3). · because it will make traffic on High Street heavier into Browell’s Lane
Officer comment on Victoria Road remaining two way: Positives: · Traffic speeds will remain as existing
Negatives: · The opportunity to create additional space for pedestrians and parking will be lost as there will be no reduction in the width of the carriageway.
15 100 APPENDIX E
Comments from the public exhibitions
4 December 2015
Comments (from more than one person) · Why can’t you extend the platforms at the other end of the station? · Ramps either side of the new footbridge are too long and steep and not suitable for the disabled and those with buggies etc. · Pedestrians and cyclists should be segregated on the ramps · Bus stops at the station for 490 and 285 should remain as distance too far for people to walk with luggage and these bus stops also serve the residents/businesses in Bedfont Lane. The savings in bus journey times are negligible
Comments (from one person) · There should be a road bridge over the level crossing · The gradient for pedestrians over the Hounslow Road rail bridge is very steep especially those pushing wheelchairs. Could the new footbridge level off these gradients, as both pedestrian routes over the railway will have gradients · Concerns that footway on bridge will not be wide enough to cater for all passengers who will want to get on 490 and 285 · Cycle lanes are needed in both directions on the bridge · Should be a footbridge on the eastern side of the bridge now footways provided. As southbound passengers will also have to walk back up to New Road junction to cross and continue down to High Street – children walking to school may not do this · There should be wider pavement or adjust the ‘hairpin’ on western side of Hanworth Road junction, it’s an uneven surface as well. · Whilst they were building The Centre and before Asda there was a road that went around the back of the High Street and buses dropped off there. Also mentioned roundabouts at Browell’s Lane and Hanworth Road which he thought worked well. · Taking the guard railing away from the High Street outside Barleys Bank is a safety risk, as people queuing for the ATM block the pavement, therefore those walking past the queue will be tempted to walk in the carriageway. · Vehicles queues into the Aldi car park (off Highfield Road) block back to the junction and vehicles cannot pass the queue
25 November 2015
Comments (from more than one person) · Why don’t you knock down the bridge and rebuild it and extend the platforms at the other end of the station? · The ramps either side of the new footbridge are too long and steep and not suitable for the disabled and those with buggies etc. · The ramps and bridge are too narrow to be shared by pedestrians and cyclists · Closing level crossing will cut off residents from Bedford Lane etc. from the rest of Feltham · The 20 mph should extend to include Browell’s Lane · Make Victoria Road and Mono Lane shared space with access only
101
Comments (from one person) · The ramps should be as well lit as possible · Buses should still serve the station, passengers to and from Heathrow should not be expected to carry luggage up the ramps · The proposed zebra crossing in Bedfont Lane requires a facility for cyclists · The pavement should be wider in Hounslow Road between station car park and old station building · The tree line should be replaced adjacent to Bridge House pond · Hanworth Road should be widened to facilitate a two lane discharge at the lights · No left turn out of station car park, is this to remain? Nowhere to turn around if travelling north · The footways on widened Longford Bridge should be wider · Crossing on Bedfont Lane adjacent to High Street should be controlled or have a pedestrian refuge island as a minimum · The controlled toucan crossing just south of Bedfont Lane should be uncontrolled to help traffic flow · A yellow box is needed at the end of Bedfont Lane to ensure that vehicles can get out of the junction · A yellow box is needed at Highfield Road junction · Highfield Road needs resurfacing. · The disabled parking in Victoria Road is not needed · There are raised manhole covers at the junction of Victoria Road and Mono Lane · Will Mono Lane be adopted? · Can contra-flow cycling be permitted in Victoria Road and Mono Lane if made one-way?
102
Traffic and Transport Team, REDe Department
Feltham Town Centre - Traffic & Transport Improvements Traffic Impact Assessment
1.0 Background 1.1 Network Rail is carrying out improvements to the railway between Reading and London Waterloo to enable the introduction of ten car trains on this route. Longer platforms at Feltham Station are required to permit the longer trains to operate. Network Rail’s preferred option is to close the level crossing on Bedfont Lane and extend the platforms at that end of the station. This has the added benefit of removing the second highest risk level crossing in the Wessex area. 1.2 A new shared pedestrian and cycle bridge will be constructed to maintain access in the area, and the two existing bridges will be removed. The delivery of the new pedestrian and cycle bridge will also facilitate the improvement of the public space around the station entrance on New Road. 1.3 To facilitate the closing of the level crossing, the council is proposing changes to the surrounding highway and upgrading pedestrian, cycle and bus facilities in the town centre. These changes would ensure that the closure of the level crossing has minimal impact on the surrounding roads and improves road safety for all road users.
2.0 Traffic Modelling 2.1 In order to assess the impact of the level crossing closure an AM and PM peak VISSIM traffic model has been produced for Feltham town centre. The VISSIM model has been produced to a level of compliance required by Transport for London’s (TfL) VISSIM Model Audit Process (VMAP), 2.1 The extents of the VISSIM model are shown in Figure 1. 2.2 An updated base modelling was approved by TfL’s Outcomes Management (OM) team on 2 April 2015; the original being approved in October 2013. 2.3 The updated base model has been used as a basis for development and comparison of network performance statistics for the proposed mitigation measures along the A244 Hounslow Road and High Street corridor. 2.4 The proposed model was approved by TfL’s OM team on 12 June 2015.
103 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
Figure 1 - Location Plan and model extents
3.0 Impact of Level Crossing Closure 3.1 The closure of Bedfont Lane to traffic at the level crossing requires traffic to be diverted via New Road and Hounslow Road. The number of vehicles diverted is 185 PCUs in the AM peak (167 from Bedfont Lane and 18 from New Road) and 194 PCUs in the PM peak (176 from Bedfont Lane and 18 from New Road. 3.2 Current vehicular flows at the Level Crossing are shown in Figure 2.
2091 2000
1500
1000
500 297 178 35 41 1 0 Car Light Goods Motorcycle Heavy Buses Cycles Vehicles Goods Vehicles
Figure 2 – Current Level Crossing Usage (Daily Average)
3.3 This diversion of traffic creates capacity issues at two key junctions: 104 Page 2 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
§ New Road / Hounslow Road (J25/304) – an existing priority controlled junction with zebra crossings on all arms. § Hounslow Road / Hanworth Road / Station Approach / Bedfont Lane / High Street (J25/133) – an existing traffic signal controlled junction with an ‘all-red’ pedestrian crossing stage.
AM Peak - Existing Situation 3.4 In the AM peak, the local road network sees significant levels of queuing at all junctions within the study area (Table 2). The most significant of these occurred on the northbound and southbound approaches to J25/133 with modelled queue lengths of 190m (32 vehicles) and 169m (28 vehicles) respectively. 3.5 Other significant modelled queues occur on New Road approaching Hounslow Road, 109m (18 vehicles), Hanworth Road (e), 91m (15 vehicles), and Bedfont Lane approaching High Street, 87m (14 vehicles).
AM Peak - With Level Crossing Closure (no mitigation) 3.6 Closure of the Level Crossing on Bedfont Lane diverts all eastbound traffic onto New Road and then towards the town centre via a right turn into Hounslow Road. The demand for the right turn lengthens queues on New Road by approximately 210 metres (35 vehicles) resulting in a total queue that extends back for about 290 metres. The length of New Road between the Hounslow Road and Bedfont Lane junctions is 295 metres so queues effectively extend the full length of New Road. 3.7 The increased demand for Hounslow Road (n) results an additional queue of 135 metres (22 vehicles) or a total queue of 290 metres. This length of queue extends beyond the junction with New Road and observations suggest it reduces the discharge rate of vehicles turning right onto Hounslow Road. This creates the extended queues on New Road which is exacerbated by the short flare as left turners are blocked by those drivers wanting to turn right. 3.8 The diversion of traffic using the level crossing substantially reduces demand at the Bedfont Lane junction with High Street resulting in shorter queues on Bedfont Lane.
Modelled Modelled With Level Crossing Closure Base AM Peak Difference Queue Queue Difference (No. of Length (m) Length (m) (m) vehicles) Hounslow Rd (n) 72 Hounslow Rd (s) 77
Hounslow Hounslow Rd / New Rd junction New Road 109 Hounslow Rd (n) 169 Station Approach 16 Hanworth Rd (e) 91 High St (s) 190
Hounslow Rd / Rd Hounslow / Hanworth Rd St Bedfont / High Station Ln / Bedfont Ln 87 105 Page 3 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
High St (n) 43
Browells Ln (e) 51 High St (s) 71
High St / Browells Ln Highfield Rd 27
Table 1 – Changes in AM Peak queue lengths with level crossing closure (no mitigation)
PM Peak – Existing Situation 3.9 The PM peak is the busiest period with approximately 11% more traffic using the network compared to the AM peak. Despite this, queuing is generally lower than in the AM peak period (Table 3) and there are no significant differences between the queue profiles across all junctions when compared to the AM peak. This suggests that factors other than traffic volumes alone account for the additional queuing in the AM peak period. 3.10 As with the AM peak period the most significant queuing in the PM peak period occurs on the northbound and southbound approaches to J25/133 with modelled queue lengths of 164m (27 vehicles) and 140m (23 vehicles) respectively.
PM Peak – With Level Crossing Closure (no mitigation) 3.11 Diverted traffic due to the closure of the Level Crossing increased demand on New Road and for the right turn into Hounslow Road. This increased queuing on Hounslow Road (n) by 220 metres (36 vehicles) i.e. beyond the junction with New Road which in turn contributed an increase in the queue on New Road by approximately 300 metres (50 vehicles). 3.12 As expected, the diversion of traffic reduced demand at the junction of Bedfont Lane with High Street resulting in a reduction in queuing on Bedfont Lane.
Modelled Modelled With Level Crossing Closure Base AM Peak Difference Queue Queue Difference (No. of Length (m) Length (m) (m) vehicles) Hounslow Rd (n) 77 Hounslow Rd (s) 89
Hounslow Hounslow Rd / New Rd junction New Road 49 Hounslow Rd (n) 140 Station Approach 18 Hanworth Rd (e) 67 High St (s) 164
Hounslow Rd / Rd Hounslow / Hanworth Rd St Bedfont / High Station Ln / Bedfont Ln 85 High St (n) 45 Browells Ln (e) 72
High St / Browells Ln High St (s) 82
106 Page 4 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
Highfield Rd 48
Table 2 – Changes in PM Peak queue lengths with level crossing closure (no mitigation)
Travel Time Comparisons: Routes and Timing Points 3.13 The travel time of four routes within the modelled road network were measured for the AM and PM peak periods. The four were defined generally as north-south via Hounslow Road and High Street and east-west via Bedfont Lane, New Road and Hanworth Road. The location of the timing points are listed below and shown with the routes in Figure 1. § North - Hounslow Road by Park Way § East - Hanworth Road by Cromwell Road § South - High Street by Manor Lane § West - Bedfont Lane by Manor Place
Figure 3 - Travel time comparisons – timing points and routes.
AM Peak Travel Times 3.14 A summary of the travel time outputs for the AM peak is shown in Table 4. 107 Page 5 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
Modelled AM Peak Modelled With Level Crossing Closure Base
Route Travel Time Travel Time Difference Difference (seconds) (seconds) (seconds) (%)
North to South 234 216 -18 -8% South to North 276 252 -24 -8% East to West 144 132 -12 -6% West to East 216 348 132 +59% Table 3 - AM peak travel time summary
3.15 The travel time comparisons for the AM peak, indicates the only significant increase to travel times through the network is along the west to east route. The baseline average travel time is 216 seconds (3.6 minutes) but as a result of closing the level crossing this increases to 348 seconds (5.8 minutes) and increase of 59% (132 seconds or 2.2 minutes). 3.16 These increases correspond to the queue length profiles described in the previous section that indicates increased levels of queuing on New Road and Hounslow Road (n).
PM Peak Travel Times 3.17 A summary of the travel time outputs for the PM peak is shown in Table 5.
Modelled PM Peak Modelled With Level Crossing Closure Base
Route Travel Time Travel Time Difference Difference (seconds) (seconds) (seconds) (%)
North to South 294 270 -24 -7% South to North 246 240 -6 -1% East to West 126 126 0 0% West to East 216 522 306 +144% Table 4 - PM peak travel time summary
3.17 The only significant increase to travel time is in the west to east direction with base travel times averaging 216 seconds (3.6 minutes); 522 seconds (8.6 minutes) as a result of closing the level crossing, 3.18 This last comparison indicates journey times increasing by over 5 minutes and reflects the increased level of queuing observed in the PM peak.
Summary of Impacts of Closing the Level Crossing 3.19 Closure of the Level Crossing diverts traffic onto New Road and Hounslow Road (n) to access either High Street or Hanworth Road. This generates significant additional queuing on New Road and to a lesser extent an increase on Hounslow Road (n) but given the base line conditions, queuing on Hounslow Road still worsens considerably. The difference between the worsening conditions on New Road and Hounslow Road (n) can be attributed 108 Page 6 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
to the priority junction with vehicles on New Road having to gap seek at the Give Way which becomes more difficult as congestion builds up on Hounslow Road. The situation is exacerbated by the short flare on New Road which results in left turners being blocked from accessing the Give Way by the increased proportion of right turners in the queue. Conditions in the PM are generally worse than the AM but only marginally.
4.0 Proposals 4.1 To mitigate the impacts of the level crossing closure the following changes to the highway are proposed: § Signalisation of J25/304 to provide sufficient capacity for the traffic diverted from Bedfont Lane. § Widening of Hounslow Road southbound on approach to J25/133 to provide a dedicated left turn lane. The length of this additional lane is limited to circa 60m due to the road bridge over the rail line. § Provision of indented bus stops on Hounslow Road between New Road and Hanworth Road to accommodate the 285 & 490 and provide interchange to the station via new pedestrian ramps down to a new station gate line. These stops remove the need for the 285 & 490 to divert via the bus station on New Road as they currently do. § Widening of the bridge over the Longford river to provide two northbound traffic lanes on approach to J25/133 and cycle lanes in both directions. § Removal of the existing signalised stoplines at Bedfont Lane from J25/133 and conversion to operation as a priority controlled junction. § Provision of a new signalised pedestrian crossing adjacent to Bedfont Lane to replace the facility removed by the above change. § Conversion of the existing zebra crossing on High Street adjacent to Victoria Road to a signalised crossing to reduce the impact of high pedestrian volumes on vehicle and bus journey times. § Reconfiguration of the existing New Road / Bedfont Lane priority junction and inclusion of a zebra crossing. 4.2 Additional changes to the highway layout are proposed and have been modelled. However, these are part of the wider traffic and transport improvements for the town centre and are not directly related to the highway mitigation for the level crossing closure and therefore not discussed further in this TIA: § Provision of a pedestrian footbridge adjacent to the Hounslow Road road bridge over the railway. § Modification to the existing signalised junction at High Street / Browells Lane / Highfield Road (J25/257) to provided controlled pedestrian facilities on all approaches (currently only provided on the Highfield Road arm of the junction). § Provision of a cycle track/lane (at times shared with the bus lane) along both sides of the High Street between Highfield Road and the Station. § Extension of the northbound bus lane to Xm from its current Xm. § Relocation of part of the southbound bus lane to maximise its benefits to buses. § Extension of the southbound right-turn lane on the approach to J25/257 to reduce the risk of right-turning vehicles blocking back.
Traffic Signal Timing Changes 109 Page 7 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
4.2 The existing signalised junctions in the area operate under VA control and are not coordinated. It is proposed to upgrade the following junctions to operate under SCOOT control in a new UTC Region: § J25/304 New Road / Hounslow Road (new signalised junction) § J25/133 Hounslow Road / Hanworth Road / Station Approach (modified existing signalised junction) § Pedestrian crossing adjacent to Bedfont Lane (new signalised crossing) § Pedestrian crossing adjacent to Victoria Road (new signalised crossing) § J25/257 High Street / Browells Lane / Highfield Road (modified existing signalised junction) § J25/111 High Street / Tesco Access (existing signalised junction) 4.3 In the AM peak the proposed operational cycle time is 88 seconds. 4.4 In the PM peak the proposed operational cycle time is 96 seconds. This higher cycle time was required due to capacity issues along the corridor. 4.5 It should also be noted that during the PM peak the cycle time at Hounslow Road / Harlington Road (J25/29) was required to be increased to 96 seconds due to northbound queues blocking back to the junction J25/304 when operating under the base model timings. The increased queueing on this approach may in part be due to existing bottlenecks along High Street being improved by the scheme, thus resulting in additional demand arriving at J25/29. As part of this scheme, it is therefore recommended that the existing VA operation of this junction be reviewed to confirm the additional capacity modelled can be provided through modifications to the existing controller parameters. Given this junction is over 300m away from the New Road/Hounslow Road junction, with a zebra crossing situated between them, it is anticipated this junction would still operate under VA and would not need to operate as part of the newly created UTC region along High Street/Hounslow Road. 4.6 In both time periods it has been assumed that the new pedestrian crossing adjacent to Victoria Road will double cycle, whilst the crossing adjacent to Bedfont Lane will single cycle. The Bedfont Lane crossing could not be double cycled without significant impact to corridor journey times due to the length of the crossing and required clearance times. 4.7 It has been assumed all pedestrian stages are demanded every cycle due to the level of existing pedestrian demand in the area. 4.8 At the New Road / Hounslow Road junction the level of demand for the Network Rail Depot is low and as such it has been assumed that this stage only occurs every other cycle.
Method of Control Changes
4.9 The proposed method of control for New Road / Hounslow Road (J25/304) is shown in figure 3.
110 Page 8 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
Figure 4 – J25/304 Method of Control
4.10 The proposed method of control for Hounslow Road / Hanworth Road / Station Approach (J25/133) is shown below:
Figure 5 - J25/133 Method of Control
Traffic Flow and Rerouting 4.11 A check of the base and proposed traffic flows has been undertaken to confirm that all the demand is retained within the corridor and the reassignment of traffic has occurred as expected. 4.12 All traffic that used to use the level crossing has now been diverted via New Road. There are some very small discrepancies in total flows through the key junctions but total flows through the study area in the AM peak are within 0.3% of the base and in the PM peak within 1% - well within the range of variation possible due to the stochastic nature of the models. 4.13 The fact total base model demand for the corridor is also observed in the proposed models demonstrates that the existing level of capacity is either retained or improved upon in both peak periods.
Model Outputs: Bus Journey Times Average Journey Time per Bus (s)
4.14 The impact to bus journey times along the corridor are shown below in Table 6.
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Table 5 - Bus Journey Time Impacts
4.15 In the AM peak it can be seen that the majority of bus routes benefit from reduced journey times with the exception of routes 117, 235 and H26 which are relatively unchanged from current times. Routes 285 & 490 benefit significantly from the new stopping locations on Hounslow Road which results in up to a 28% saving on journey time. 4.16 In the AM peak, total bus journey times through the study area are seen to improve by 6% heading northbound and 12% heading southbound. When the number of services on each route are taken into consideration, these average journey time changes for each route, equate to over 45 minutes total time saving on bus journey times during the AM peak hour. 4.17 In the PM peak the results are much more mixed due to additional congestion experienced during this time period. Routes 285 & 490 again see the greatest benefits due to their reduced travel distance. For all routes the northbound journey times improve by 5% (totalled average) and by 4% southbound. 4.18 In the PM peak, the worst performing route is route 90, which sees a 12% increase in northbound journey times and 6% increase southbound.
4.19 In the PM peak, total bus journey times through the study area are seen to improve by 5% heading northbound and 4% southbound. When the number of services on each route are taken into consideration, these average journey time changes on each route, equate to over 26 minute total time saving on bus journey times during the PM peak hour.
General Traffic Journey Times 4.20 A comparison of base and proposed modelled journey times for general traffic are provided below in Table 7.
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Table 6 - General Traffic Journey Time Comparison
4.21 In the AM peak northbound and westbound journey times deteriorate by 18% and 33% respectively. These increases are due to: § Northbound - Additional delay at Browells Lane and Hanworth Road junctions owing to the MOC changes, and also partly down to the signal timings developed which favour the southbound movement on the corridor. § Westbound – Significant additional delay on Browells Lane due to the MOC changes at this junction and additional delay at the newly signalised New Road / Hounslow Road junction. 4.22 In the AM peak southbound and eastbound journey times improve by 16%, this is due to: § Southbound – Improved coordination of signals along the corridor and removal of the zebra crossing adjacent to Victoria Road reduce delays for this movement. § Eastbound – Even with the additional travel distance, these journeys improve because of no longer being delayed by level crossing closures and improved priority when exiting New Road. The lower levels of southbound congestion also improve the journey time for this movement along Hounslow Road/High Street between New Road and Hanworth Road. 4.23 In the PM peak northbound and westbound journey times deteriorate by 7% and 18% respectively. These increases are due to the same reasons as described in the AM peak. Similarly, the eastbound journey times are essentially unchanged in the PM peak, while the southbound journey times improve by 16% this improvement is due to the reasons as described for the AM peak. 4.24 Overall general traffic journey times through the study area are forecast to increase by approximately 1% in both peak periods.
5.0 Conclusions 5.1 This assessment details the findings of the model analysis, which demonstrates the following: § That the closure of the level crossing without any mitigation measures has the potential of increasing journey times by as much as 5 minutes along the west to east corridor, impacting not only general traffic but also on bus routes, H25, 285 and 490. § The proposed mitigation measure would reduce theses potential west to east delays to a journey time increase of less than 30 seconds. § Whilst some individual bus routes experience increases to their journey times, the scheme overall provides significant benefits for this mode due to reduced travel distances for routes 285 & 490 and also because the coordinated signals and relocation 113 Page 11 of 12 Feltham Town Centre – Traffic & Transport Improvements Traffic Impact Assessment
of queues from the zebra crossing to the junction stoplines, make the existing bus lane provisions more effective. § General traffic journey times will increase by approximately 1-2%, with the majority of this additional delay being caused by the addition of the pedestrian crossing facilities at J25/257 High Street / Browells Lane / Highfield Road. Given the level of pedestrian activity at these locations and the existing safety issues for these vulnerable road users it is deemed an acceptable impact.
APPENDICES
114 Page 12 of 12 Land at New Road
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© Crown copyright. All rights reserved 100019263 Thursday, December 17, 2015 115 Land take at Feltham Green
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© Crown copyright. All rights reserved 100019263 Thursday, December 17, 2015 116 Land take at Bridge House Pond
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© Crown copyright. All rights reserved 100019263 Monday, January 18, 2016 117 118 Agenda Item 13
Report for: ACTION
Contains Confidential No or Exempt Information
Title Former Hanworth Library – Proposed Stopping Up of Highway Member Reporting Officer report Contact Details Robert Heslop, Principal Transport Planner 020 8583 5056 [email protected] For Consideration By Bedfont, Feltham & Hanworth Area Forum Date to be Considered 28th January 2016 Implementation Date if March 2016 Not Called In Affected Wards Hanworth Keywords/Index Stopping Up
1. Details of Recommendations
1.1 That in view of the granting of planning permission 00550/N/P3 (P/2015/2040) and subject to the applicant first paying all costs associated with this proposal, Members resolve to make a draft stopping up order in relation to the highway outside Hanworth Library, Hanworth, as shown on the map appended to this report, under Section 247 of the Town and Country Planning Act 1990 (“the Act”);
1.2 That authority is delegated to the Director of regeneration Economic Development (REDe) to publicise the draft stopping up order under the procedure set out in Section 252 of the Act;
1.3 If no objections are received or any objections received are withdrawn, that authority is given to the Director of REDe confirm the making of the stopping up order under the procedure set out in Section 252 of the Act.
1.4 If there are outstanding objections, that Director of REDe report back to Bedfont, Feltham and Hanworth Area Forum, so that Members may consider the objections and determine whether or not to proceed with the proposal (which would then have to be referred to the Mayor of London as noted in paragraphs 3.3 & 3.4 of this Report).
2. Report Summary
1. This report is submitted as an “Urgent Item‟ because the development has commenced with the demolition of the former library building. The Forum’s decision is required urgently to avoid any delay to the development proceeding.
119 2. This request was originally presented to the Area Forum on the 11th September 2014 and was approved. This current report is required for legal reasons as set out in paragraph 3.4 below.
3. This report considers an application for the stopping up of part of the highway outside Hanworth Library (stopping up is a statutory process whereby public rights of access are extinguished and maintenance and other responsibilities revert to the land owner);
4. It recommends that officers proceed with the stopping up process;
5. These recommendations are being made to facilitate the redevelopment of the former library site for which planning consent has been granted;
6. If approved, the cost of the stopping up process will be met by the applicant.
3. Reason for Decision and Options Considered
3.1 Planning permission for the redevelopment of the former Hanworth Library site, Hanworth, TW13, to a housing association residential development has been granted under reference 00550/N/P3 (P/2015/2040).
3.2 The stopping up is required because the highway will form part of the building footprint. The areas to be stopped up are “public highway, privately maintained‟ and currently form part of the footway over which the public has the right of access. If the stopping up is approved and the Order “made‟ , i.e. the stopping up implemented, the right of access will be extinguished; however, the remaining footway will still be sufficient for pedestrian access. The extent of the proposed stopping up is shown on the attached map.
3.3 The stopping up has been requested on behalf of ASRA housing association.
3.4 Under s247 of the Town and Country Planning Act a stopping-up order must relate to a specific planning permission. The Bedfont Feltham and Hanworth Area Forum originally approved the stopping up of the land in question in September 2014 to allow development under planning permission 00550/N/S2 (P/2011/3245). However, that panning permission was not implemented and a subsequent planning permission (00550/N/P3) was issued in November 2015. Therefore, approval is required to proceed with advertising the stopping up related to this new planning permission.
4.0 Stopping Up Procedure
4.1 In this instance the enabling legislation is contained in S247 of the Town and Country Planning Act 1990 which provides that a highway, including a footpath, may be stopped up where the Council is satisfied that it is necessary to do so to enable development which has planning permission to be carried out. The developer has accordingly made a request for the stopping up of the highway under S247 of the above Act.
4.2 If the principle of the stopping up is approved by members then the Council will proceed to publicise the proposal. This publication will take the form of press notices in a local paper and the London Gazette, site notices and notification to all statutory undertakers affected by the stopping up. Statutory 120 undertakers and members of the public will be allowed a minimum period of 28 days to submit objections to the proposed order. The making of the final order also needs to be publicised in the same manner as the draft order.
4.3 If there are objections from statutory undertakers which cannot be resolved the Council will notify the Mayor of London and a Local Inquiry will be held. Only after considering the objections made and the report of the independent inspector who held the Inquiry and obtaining the consent of the Mayor of London to the making of the order can the decision whether to grant the stopping up order be made by the Council.
4.4 If the only remaining objections are from members of the public and the Council proposes to make the order, the matter will be referred to the Mayor of London for a decision as to whether a Local Inquiry is necessary. If the Mayor directs that a Local Inquiry is not necessary “in the special circumstances of the case”, the Council may then decide whether or not to make the order after the objections and the Inspector’s report have been considered and the Mayor’s consent to the making of the order obtained.
4.5 It is possible that additional approvals may be required for areas of land that are not currently adopted or unadopted highway, in particular relating to the car parks which are in council ownership. Further legal advice is being sought on this point.
5. Financial Details a) Financial Impact On The Budget (Mandatory)
The costs of the stopping up order, including press notices and legal costs, are likely to be in the region of £5,000 and will be met by the applicant. b) Comments of the Assistant Director Strategic Finance
The recommendations in this report have no direct financial consequence for the Council. All costs incurred will be reimbursed by the applicant. No budgets will be altered as a result of this report. .
6. Legal Details/Comments of the Head of Governance
6.1 Section 247 of the Act empowers a local authority to authorise the stopping up of a highway where it is necessary to enable a development granted planning permission to be carried out. The power under section 247 cannot be used if all the permitted development on the line of the highway has already been carried out.Accordingly, for the authority to be satisfied that an order is “necessary to enable development to be carried out”, there must still be some development to be carried out.
6.2 A stopping up order under section 247 renders lawful conduct which would otherwise constitute an obstruction of the subject highway. On making of the stopping up order, the public’s right to use the footway will automatically cease (unless there is a successful judicial review against the authority’s decision to stop up the highway).
121 6.3 Subject to the stopping up order being made and confirmed the Highway Register will need to be amended to reflect the changes made to the highway status of the footway.
(Comments by Jimmy Walsh - Senior Planning Lawyer – HB Public Law on behalf of the Head of Governance)
7. Value for Money
7.1 N/A
8. Sustainability Impact Appraisal
8.1 N/A
9. Risk Management
9.1 N/A
10. Links to Council Priorities
10.1 N/A
11. Equalities, Human Rights and Community Cohesion
11.1 The council has to give due regard to its equalities duties and in particular with respect to the public sector equality duty as provided in the Equality Act 2010, section 149.
An assessment for relevance has been undertaken to determine whether the public sector equality duty is engaged by this proposal. The relevance assessment gave due regard to the following equalities protected characteristics age, disability, gender reassignment, pregnancy and maternity, race, religion or belief, sex and sexual orientation.
There is no evidence to indicate that the equality duties have been engaged by this proposal. The assessment concluded that none of the equalities protected characteristics are affected by this proposal because the proposal is remote or peripheral to the substance of the equality duty. Therefore, it is considered that there is no need for an Equalities Impact Assessment to be carried out and that in approving this proposal the Council will be acting in compliance with its duties under the Equality Act 2010.
12. Staffing/Workforce and Accommodation implications:
12.1 N/A
13. Property and Assets
13.1 N/A
14. Any Other Implications
14.1 N/A
122 15. Consultation
15.1 To be carried out as noted at paragraph 4.2
16. Timetable for Implementation
16.1 Subject to satisfactory completion of the stopping up process, it is anticipated that the Order can be confirmed by April 2017.
17. Appendices
17.1 Drawing showing full extent of proposed stopping up. Drawing showing extent of stopping up of public highway
18. Background Information
18.1 Applicant’s request for Stopping Up Planning Application Ref: P/2015/2040
REPORT ENDS
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Area to be stopped up 124
Reproduced from the Ordnance Survey mapping with the permission of the Controller of Her Majesty's Stationery Office ©Crown copyright. Unauthorised reproduction infringes ©Crown copyright and may lead to prosecution or civil proceedings. London Borough of Hounslow Licence No. LA 100019263 Thursday, July 17, 2014 Agenda Item 14
Cambria Court Area, Feltham – Results of Preliminary Controlled Parking Zone (CPZ) Consultation
Bedfont, Feltham, & Hanworth Area Forum 28 January 2016
Amarpal Soor, Team Leader - Parking Management Developments & Parking, Traffic and Transport [email protected]
BRIEFING NOTE
1. Recommendations
That Members:-
(a) Note the results of the results of the preliminary controlled parking zone (CPZ) consultation and agree that the CPZ should not be progressed; (b) Agree the lead petitioner and residents be notified of the consultation results and this Forum’s decision.
2. Details
2.1 A petition was presented to the Bedfont, Feltham, & Hanworth Area Forum on 12 March 2015, requesting a Controlled Parking Zone (CPZ) in Cambria Court, Feltham. The petition cited parking difficulties caused by visitors to the Feltham Assembly Hall.
2.2 Forum Members agreed that officers consult residents informally on the option of a CPZ in Cambria Court and surrounding area. A consultation exercise ran from 26 June to 17 July 2015 with residents of Cambria Court, Fern Grove, Nursery Close and Park Way. A total of 181 properties were consulted and 56 responses were returned, a response rate of 31%.
RESULTS OF THE PROPOSED CAMBRIA COURT AREA CPZ INFORMAL CONSULTATION BY ROAD
ROAD FOR AGAINST NOT INDICATED RESPONSES
No. % No. % No. % No.
Cambria Court 4 67% 2 33% 0 0% 6 Fern Grove 1 25% 3 75% 0 0% 4 Nursery Close 5 25% 14 70% 1 5% 20 Park Way 11 44% 13 52% 1 4% 25 Address not given 1 100% 0 0% 0 0% 1
Totals 22 39% 32 57% 2 4% 56
2.3 Of these 56 responses 32 (57%) indicated they were not in favour of their road becoming a CPZ. 22 responses (39%) were in favour and 2 (4%) did not indicate a preference. It is therefore recommended that, given the results of the consultation, no further consultation is required with the residents of this area on the introduction of a CPZ and that the lead petitioner and residents should be advised of the consultation results and the forums decision.
BRIEFING NOTE END 125