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Home , Walkability, Walking in London

MAYOR OF

Making London a walkable The Plan for London February 2004

Contents Forward by the Mayor 2 About the Plan 3 Part 1: 2015 - Stating the vision 4 Part 2: Walking – the facts 4 Part 3: The Action Plan 4 Part 1: 2015 - Stating the vision 5 1.1 The vision 5 1.2 Defining walkability 5 1.3London – a walkable city 6 1.4Learning from others 7 1.5 Links to other Mayoral strategies 10 1.6 Links to Local Authority walking strategies 11 Part 2: Walking – The facts, benefits and barriers 12 2.1 The growth of London 13 2.2 Journeys on foot 13 2.2.1 Journeys to work 13 2.2.2 Journeys to school 14 2.2.3 Leisure journeys 15 2.3 The benefits of walking 15 2.3.1 Encouraging more use of public transport 15 2.3.2 A better environment 16 2.3.3 Social inclusion 17 2.3.4 Healthier lifestyles 17 2.3.5 Boosting the economy 19 2.4 Barriers to walking 20 2.4.1 Institutional issues 20 2.4.2 Traffic volume 20 2.4.3 Air quality 21 2.4.4 The walking environment 21 2.4.5 Safety 21 2.4.6 Security 23 2.4.7 Information 23 2.4.8 Access and mobility 24 Part 3: The action plan 26 3.1Policy into practice 26 3.2 Headline targets 26 3.2.1 Linking to local level targets 27 3.3 Objectives and actions 27 3.4Review and monitoring 27 3.5 The local level 28 3.6 The Action Plan 28 Objective 1: Improving co-ordination & inclusiveness in the Walking Plan development 29 Objective 2: Promoting walking 30 Objective 3: Improving conditions 31 Objective 4: Improving development proposals & interchanges 33 Objective 5: Improving safety and security 34 Objective 6: Plan delivery and monitoring 35 Appendix 1: Supporting organisations & glossary 37 Appendix 2: Bibliography 39 Foreword by Mayor Ken Livingstone ‘London is a great city for buildings to enjoy along the walking. My vision is to make way. it one of the world’s most walking friendly by 2015. Walking is a fundamental part Walking is an enjoyable, free of human day-to-day activity, and accessible activity and for but walking environments can most people, a necessary part sometimes be challenging. It is of their everyday journeys. important that we create a safe, attractive and accessible Every journey begins and ends environment that enriches with an element of walking and Londoners experience and every traveller is a at appreciation of walking. This various points during their trip. plan identifies all the key issues Wheelchair users are also relevant to walking in London , although they may and proposes how they can be have additional design needs addressed in a practical and that determine their experience cost effective way. of the pedestrian environment. I challenge all those Walking contributes to the organisations involved in making health and wellbeing of London a walkable city to work individuals and to many aspects together to deliver the actions of community life and the contained within this plan.’ vibrancy of London. It is also a very popular leisure pursuit. The range of opportunities for leisure walking in London is vast, with an array of promoted, self guided routes and trails within the City and along rivers, canal paths, , woodlands, with attractive squares, Ken Livingstone landmarks and world class Mayor of London

2 About the Plan

Who is the plan for? The Walking Plan for London of walking in London. In has been developed to assist all particular, they supported organisations involved in measures to reduce traffic achieving the Mayor’s walking congestion and local transport vision for London. initiatives that would encourage more walking. These include professionals in a variety of fields including This Plan identifies many transport planning, transport difficulties faced by all engineering, health, tourism, members of the community social inclusion, crime and proposes solutions that prevention, community will overcome them. Delivering enhancement, these improvements will involve and a wide variety of other many organisations, either activities. individually or in partnership. In particular, London boroughs During the comprehensive have an important role to play. public consultation that In line with its remit in funding preceded publication of the and encouraging walking, TfL Mayor’s Transport Strategy, has responsibility for initiating many Londoners voiced and leading on many aspects of concerns about the difficulties the Plan. 3 Part 1: 2015 - Stating the deterrents to making journeys Objective 5: Improving vision on foot, illustrating the broad safety and security Part 1 sets the 2015 vision for range of organisations and implement safety and London and explains what TfL policies that have an impact security measures to help aims to achieve through its on the walking environment. pedestrians delivery. In this section, we Objective 6: Plan delivery address the issue of what is Part 3: The Action Plan and monitoring actually meant by ‘a walking Part 3 sets out London-wide Timely delivery of the friendly city’. targets, suggests an approach Mayor’s vision will require to developing targets at a local significant funding and Part 2: Walking - the facts level and identifies actions resource input at the Part 2 highlights why we should needed to improve conditions regional and local level. be encouraging more walking for pedestrians and encourage and the potential benefits for people to walk more. Actions Many of the actions contained health, the environment, the are listed under six key in this plan do not require community and the economy. objectives: financial support from TfL to It also looks at the factors that Objective 1: Improving enable their delivery. However, have led to a decline in walking co-ordination and a number of activities depend over the past decade. Survey inclusiveness in the Walking on the provision of funding for data shows the issues that Plan development improvements, for example, people rate as significant co-ordinate delivery and through the Borough Spending further develop the plan to Plan process. ensure pedestrians needs As part of the submission are being met to the Government’s Comprehensive Spending Objective 2: Promoting walking Review 2004, TfL has set out educate and inform the the case for additional resources to enable delivery of public, via published material this plan (as part of the wider and campaigns case for delivering the Mayor’s Objective 3: Improving agenda for transport). In order street conditions for the 2015 vision to be fully draw up guidelines, develop realised, it is necessary that integrated pedestrian these funds are secured, networks and deliver together with the support of improvements the London boroughs and other Objective 4: Improving partners for delivering key developments and actions. The plan will be interchanges reviewed to ensure that any develop guidelines and available funds and resources measures to improve are targeted at areas where the pedestrian conditions at maximum benefit can be new developments and achieved. interchanges

4 Part 1: 2015 Stating the vision

1.1 The vision TfL supports the vision that by a combination of walking London will become one of the and public transport. world’s most walking friendly In addition, the Plan supports cities by 2015 set out in the the revitalisation of public Mayor’s Transport Strategy. spaces and the creation of a The aim of the Walking Plan for high quality urban environment London is to see more people that enriches Londoners’ making walking their first choice experience and appreciation for short journeys and making of walking as a valued and more trips over longer distances enjoyable activity. 1.2 Defining ‘walkability’ A walking friendly city is a city walkability for inclusion within where people select walking as the Walking Plan for London. their preferred choice of travel They are as follows: for health and to relax and one which exhibits a high degree of Connected ‘walkability’. The extent to which the walking network is connected to key Walkability may in turn be ‘attractors’ like public transport defined as the extent to which interchanges, homes, places of walking is readily available to work and leisure destinations in the consumer as a safe, addition to the degree that the connected, accessible and routes themselves connect. pleasant activity. To Londoners this will mean a Aspects which make a city marked improvement to the walkable are described as the logic and coherence of the 5 ‘Cs’ in the London Planning walking network e.g. walking Advisory Committee’s Walking routes which get them from A Strategy for London and are to B safely, easily and via the adopted as key indicators of most direct route.

5 Convivial the availability of mapping and landscaping and public toilets, The extent to which walking is signage. which make the public realm a a pleasant activity in terms of more comfortable place to be. interaction with people and the To Londoners this will mean built and natural environment, safer where people feel Convenient including other road users. secure at all times of the day The extent to which walking is through increased natural able to compete with other To Londoners this will mean surveillance and other measures modes in terms of efficiency a significant reduction in litter, such as street lighting to through the implementation of graffiti and other problems increase security. the above factors. which reduce the quality of the walking environment and Comfortable To Londoners this will mean the prevent the creation of high The extent to which walking is creation of walking routes and quality public spaces that make made more enjoyable through environments, which compete being ‘out and about’ a high quality pavement surfaces, with other less sustainable pleasurable activity. attractive landscaping and options for short trips through architecture, the efficient increased journey ambience and Conspicuous allocation of road space and greater pedestrian priority. The extent to which walking control of traffic. These will help to make walking routes and public spaces are a more convenient and safe and inviting, with attention To Londoners this will mean attractive mode of travel. paid to lighting, visibility and well-maintained and surveillance. This also includes the provision of seating, 1.3 London – a walkable city The Mayor’s Draft London Plan In general terms, London’s walking environments already in states that making London an walkability has deteriorated London. These include flagship easier city to move around will over the last few decades. As a schemes in such help to achieve both a better result of this, walking in London as the partial pedestrianisation city to live in and a more is often considered a chore of , completed prosperous economy. Improving rather than a pleasure or a in July 2003, and the radical the environment for walking is comfortable way to move re-shaping of Hungerford fundamental to creating a city around. In many streets, Bridge, which clearly where access to opportunities footpaths are too narrow for demonstrate what can be done. are available to everyone. the number of pedestrians that There are now only two road use them. Concentration and crossings which pedestrians effort are required to steer have to pass between Waterloo through the obstacle course of and Leicester Square as a result. inappropriately designed and placed street furniture, poles Where once pedestrians were supporting traffic signage, forced onto a narrow, dark bursting rubbish bags, uneven and run down passage on the and dirty paving, dug-up roads railway bridge, there are now and footpaths while at the broad, well-lit walkways same time avoiding collision affording brilliant views across with vehicles and other the Thames. Walking schemes pedestrians. throughout London should follow these precedents with Conversely, there are many designs that encourage people examples of high quality to explore London on foot.

6 London’s parks and open business centres that can spaces are among the greatest compete locally, nationally assets we have. At their best, and internationally they mark out London as one of a connected city, where the world’s most civilised cities. diverse individual spaces and places are linked together But shoddy design and a safer city, where citizens maintenance are letting too are freed from crime and the many of our spaces fall into fear of crime. neglect, even as London’s economy (and the quality of As part of the agenda to create much private development) or upgrade public spaces in has boomed. London, the Mayor has the difference improved public Improving the quality of public launched the 100 Public Spaces space can make and of the space makes: Programme. The aim of the ways in which the highest a beautiful city, where the initiative is to create or upgrade quality designs can be secured spaces between buildings 100 public spaces in London without excessive expenditure. can inspire, excite and based on the Mayor’s The programme also aims to delight all its citizens conviction that ‘creating and increase Londoners’ awareness a sustainable city, where managing high quality public of and identification with the walking and cycling are spaces is essential to delivering whole city, by giving a public pleasant, safe and as easy an urban renaissance in profile to spending on projects as driving London’. This and other across the whole of Greater a prosperous city, with projects will act as examples of London.

1.4 Learning from others TfL also recognise the clear during the past two to three occurred in the volume of benefits of looking to other decades, can be found in many walking and other people- major cities for examples of other locations around the orientated activities in public innovative and exemplary world. Examples include spaces. As stated by Jan Gehl, walking initiatives to emulate Barcelona, Birmingham, Bristol, a renowned landscape architect and adapt for London. Cities of Lyon, Strasbourg, Freiburg, and advocate of high quality different sizes, where public life Copenhagen, Portland (Oregon) walking environments, ‘there is and walking have been strongly and Melbourne. In these cities much more to walking than reinforced or reintroduced an impressive increase has walking’.

Case study - Barcelona For the past two decades, its public space policy. In only Barcelona has been one of the a decade, several hundred new most important sources of parks, squares and promenades inspiration for architects, were created by tearing down landscape architects, urban and dilapidated apartment buildings, transport planners as well as warehouses and factories, as politicians who work with well as by renovating existing public spaces. squares and regulating traffic to benefit pedestrians. The city has been both radical and imaginative in implementing

7 Key successes: low pedestrian accident All have good provision for shorter trips and more rates, despite high pedestrians and cyclists, walking and motorcycle/ pedestrian mode share. traffic-calmed public areas and scooter use brought about easy access to public transport. Recent planning policies have by high urban densities and favoured the regeneration of mixed land uses The table below shows annual inner city neighbourhoods investment in various transport average trip distance is a within the established urban activities based on data for the third lower than London areas, for example, at the Vila Metropolitan Area between car use discouraged and Olimpica in Barcelona and the 1996 and 2000. The bulk of managed with strictly Eix Macia in Sabadell. investment continues to be enforced on-street parking While these projects are often made in the highway network, controls and technical at slightly lower density than with substantial sums also transport solutions the older urban plans they being spent on the existing low fares on public transport replaced, they are mixed and Metro and rail networks and a and integrated ticketing well located adjacent to public surprisingly high amount on forecast to increase ridership transport, compared with much facilities for pedestrians. by 15% recent development in London.

Key comparisons Indicator Barcelona London Population (000’s) 1 4,228 7,187 Area (Sq.km) 3,240 1,579 Average Density 1,307 4,553 (Persons/Sq.km) Central Area Density 8,520 5,900 GDP / Capita (US$) 18,124 22,363 Jobs in CBD (%) 20 36 Car Ownership 410 332 (Cars/000 Pop) 1 Figures cover recognised metropolitan area of Barcelona and Area.

Investment in Barcelona transport system (000 Euros) Components Euros (000’s) % Existing road network 15,000 18.1 Road network extensions 36,000 43.5 Road transport telematics 1,600 1.9 Existing Metro/Rail infrastructure 16,000 19.3 New Metro/Rail infrastucture 8,000 9.7 Existing and new bus infrastructure 180 0.2 Existing and new pedestrian 5,920 7. 2 Existing and new cycle 30 0.1 Total 82,730 100 Source: ATM. Citizens Network Benchmarking Data (2001). Metro and Tram expenditure is expected to increase substantially through PDI.

8 Mode share Mode share for journeys and mix (with influences on The mode share for walking is to school school catchment areas), also significant because of: Compared to London, a far relatively low public transport high densities higher proportion of children fares and the fact that many mix of land uses within the walk or use public transport, schools provide dedicated urban area rather than the car to get to student buses for those living beyond a certain distance. provision for pedestrians school in Barcelona. within the streetscape constraints on car parking. This appears to be due to differences in densities

Mode share for selected trip types in Barcelona

Home Non home to work to work Tot al 100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0%

On Foot Public Transport Private Transport

Mode share for walking to school in Barcelona

17%

58%

24%

1%

Car Public Transport Cycle Walk

9 1.5. Links to other Mayoral strategies Commitments from a range The Draft London Plan - The increased levels of walking will of other Mayoral Strategies Mayor’s Spatial Development actively contribute to greater support the promotion and Strategy (SDS), June 2002 energy efficiency within development of walking as a The draft London Plan forms London. more widely accepted means of the basis of the future spatial transport for shorter journeys. development strategy for the The Mayor’s Draft Air Quality Some of these are outlined capital. Increased walking has Strategy, September 2002 below. a vital role to play in the This strategy is focused on development of more compact improving London’s air quality The Mayor’s Transport and sustainable settlement towards the challenging Strategy, July 2001 described within the plan. objectives in the government's The Mayor has made it clear National Air Quality Strategy. that his top priority is tackling London: Cultural Capital - The Walking is a pollution free the transport crisis facing our Mayor’s Draft Culture Strategy, mode of transport and city. June 2003 increased levels of walking will London: Cultural Capital is actively contribute to cleaner Policy 4I.3 states that ‘TfL the Mayor's ten-year plan to air within London. will work with the London develop London as a centre boroughs, other public bodies, of cultural excellence and The Mayor’s Draft Biodiversity the private sector, and creativity. Strategies such as the Strategy, July 2002 voluntary groups with expertise World Squares for All initiative The Mayor’s Draft Biodiversity in walking issues to produce a actively promote the cultural Strategy is the first regional Walking Plan for London which heart of London as a convivial, biodiversity strategy with a will provide a framework for vibrant and walkable statutory basis. The document implementing and monitoring environment. details the Mayor’s vision for the Transport Strategy’s protecting and conserving proposals for walking.’ The Mayor’s Draft London London's natural open spaces. Ambient Noise Strategy, The strategy states that all March 2003 Londoners should be within Increased levels of walking will walking distance of a quality contribute to the reduction of natural space. ambient noise and increased levels of walking may be The Mayor’s Draft Children and partially dependent on Young People’s Strategy, strategies to reduce noise to April 2003 create a more pleasant This strategy aims to put environment. children and young people’s best interests at the heart of The Mayor’s Draft Energy policy-making in the capital. Strategy, January 2003 Walking is often the mode of Energy is central to life in transport most readily available London and the way we use to children and young people energy has huge implications and it is important that they for our environment, economic have access to high quality, regeneration and social equity. connected walking Walking is the most energy environments to enhance their efficient mode of transport for health and promote greater travelling short distances and levels of social interaction.

10 1.6 Links to local authority walking strategies

Local authorities are central to where appropriate, to have cross-departmental the successful delivery of the encourage more people to support within the local Walking Plan for London. walk. authority administration Working in partnership with a bring together the broad range of public, business Integration is the key to the achievement of targets and voluntary sector partners, development of a successful across the spectrum of local they can provide the necessary walking strategy and walking authority responsibility strategic leadership to turn strategies must: consider walking for both policy into action in a way that be part of an integrated local functional and leisure reflects the needs and transport strategy, which purposes aspirations of their local successfully uses various plan on-road and off-road communities. modes routes to link, where ensure support and possible, into one network In order for the plan to be participation of all local linking open spaces with key successful, each local authority organisations with an ‘attractors’ such as stations should develop its own walking interest in walking strategy, setting local targets, and town centres.

11 Part 2: Walking The facts, benefits and barriers

Although London’s population for the individual and the is increasing, walking trips community as a whole. It in and outside the central demonstrates why greater area have declined and so levels of walking should be contributed to the increase in encouraged. This section also traffic congestion. sets out some of the factors that discourage people from Part 2 of the Walking Plan for making journeys on foot. London looks at the facts and figures relevant to walking both Case studies are included as a mode of transport and as a to demonstrate model popular leisure activity. The improvements to the walking section highlights some of the environment already underway. many benefits of walking, both

12 2.1 The growth of London London is a growing city. Rising Plan forecasting a net increase promote the proximity of numbers of residents, workers of 636,000 jobs by 2016. residential developments to and visitors all contribute to an Currently on a typical weekday, places of employment and increasing demand for travel. 1.1 million people enter central retail, to increase the prospect London between 7am-10am that walking will be a feasible Between 1990-2001 the (TfL Statistics 2001). travel option. population of Greater London increased by 7% to 7.2 million Tourism also has an impact (TfL Transport Statistics for on transport needs, with 28.6 London 2001). The Mayor’s million visitors travelling to Draft London Plan estimates a London in 2001. This figure is further 10% increase by 2016, expected to rise, with the Draft bringing the population of London Plan predicting an Greater London close to increase of 36,000 hotel rooms 8 million. by 2016.

Work-related travel will In accommodating the growing continue to be a key area of population of London, attention growth, with the Draft London will be given to the need to 2.2 Journeys on foot Walking is a key element in the However, the past decade has Data in table 2.1 shows that in way we travel around London, seen a marked decline in the autumn 2001, 81% of people forming at least a small part of number of walking trips. In entering central London used every journey. Greater London, the number of public transport. Comparable walking trips have reduced by figures for London Area Travel Survey 13%, but in inner London the (excluding the central area) and (LATS) 2001 shows that ‘walk all reduction is nearer 20%. In were 46% and the way’ trips account for 31% central London, the picture is 19% respectively. Walking is an of single mode trips in London. somewhat different with an essential part of these trips as However, this underestimates 18% increase in walking many people need to walk the importance of walking, as it occurring over the same period. to the start of their public is also an element of many trips transport journey, walk at by bus, train, cycle and car. London Area Travel Survey interchanges between services (LATS - 2001 Household Survey) and then walk to their final Walking accounts for the shows that 94% of ‘walk all the destination. Only 4% ‘arrived second highest proportion of all way’ journeys are less than two on foot’ as a single mode trip. trips made in London, after kilometres. driving at 49%. This compares Improving the walking with national figures for walking 2.2.1. Journeys to work experience will encourage of 26% and driving 62%. Between 1990-2000, the people to switch from cars to number of people employed in public transport, helping the More trips are made on foot in Greater London rose by 3% whole community to benefit London than on all types of to 4.5 million. Of these, an from the environmental public transport combined. estimated 1.1 million enter advantages of more sustainable ‘Walk all the way’ trips account central London on a typical transport. for 62% of all trips under one weekday between 7am-10am mile (LATS 2001) and is the (TfL Statistics 2001). main way in which public transport in accessed. 13 Table 2.1 Journeys to work by mode London Travel Report 2002 (source Labour Force Survey, ONS)

Walk Car Other Bus Rail Across all London boroughs: 8% 41% 4% 11% 36% By London region: - Central: 4% 12% 4% 9% 72% Rest of Inner: 11% 38% 5% 13% 33% Outer: 10% 66% 3% 11% 8%

2.2.2 Journeys to school by researchers at the Institute to car use for these trips could There have been significant of Child Health, who analysed have significant benefits in changes in school journeys in published data on changing reducing congestion during the London since the mid 1980s as patterns of school travel over morning peak. reported in the publication the past 20 years. ‘School Run - Blessing or Travel patterns are different for Blight?’ commissioned by the According to the report in primary and secondary school Pedestrian’s Association in 1985-86, 59% of 5-16 year-olds pupils. At primary level, where 1998. The report was compiled in London walked to school. pupils are more likely to live By 1999, this figure had fallen close to their school, 60% of to 48%. pupils regularly make the trip on foot (see table 2.2). At Over the same time period the secondary school level where proportion travelling by car distances are generally further increased from 16% to 30% and single mode trips by foot and, currently 16% of cars on are reduced, pedestrian routes the road during the morning to and from bus stops are peak hour are taking children to particularly important. school. Promoting alternatives

Table 2.2 Journeys to school by mode Source: NTS 2001

Walk Car Bus1 Rail Other 5-10 years old 60% 33% - - 7%1 11-16 years old 32% 17% 36% 9% 6%

1 Includes school buses

2.2.3 Leisure journeys visiting friends at home decrease of almost 8% over Walking is popular as a mode of visiting friends elsewhere the same period. travel for leisure purposes in entertainment/sport London, with 49% of adults holidays/day trips. High demand for walking makes regularly making leisure the quality of pedestrian links orientated trips on foot. Almost In London the annual number to leisure attractions and for 33% of leisure journeys over of leisure trips per person (all leisure walks important. 200m are on foot (London Area modes) remained almost Particularly important are links Transport Survey – LATS 1991). constant between 1990-2000 between attractions, routes Leisure journeys include: at 296 trips per person per year from underground/bus stops, (29% of all journeys). This information and signing. compares to a national

14 Walking, however, does not 2.2.4 Shopping journeys Although the number of only have a utility purpose and Shopping accounts for 20% of shopping trips in London is in is a valued recreational activity trips by London residents. On decline, the proportion made for many people. There are average 25% of these journeys on foot remains high. Between many pleasurable walks over 200 metres are made on 1990-1999 the number of throughout Greater London and foot (LATS 1991). Pedestrian shopping trips per person there are over 300 promoted links to local shopping facilities per year in London fell by 6% routes incorporating hundreds are therefore important routes. to 205. of miles of public rights of way. 2.3 The benefits of walking Walking as an activity is journey. A 2001 survey by the public transport as a viable accessible to all social groups, Office of National Statistics on alternative to the private car. ages, religions and cultures. public transport and security A test of the Walking Plan’s Encouraging people to walk is concerns showed: success will be whether those the central element of this Plan. 8% of people would use who depend on London’s public It aims to provide benefits buses more if personal transport system – residents, including: security measures were workers, visitors, businesses greater use of public improved and other organisations – transport 44% of women and 19% of experience real improvements a better environment men feel unsafe waiting at a in their day-to-day travel social inclusion bus stop after dark where they need them most, especially in the walking links healthier lifestyles people in the most deprived an improved economy. areas are around five times that make up their overall more likely to say that they journey. Everyone should be able to are concerned about safety choose to walk as part of a at bus stops compared with journey, or in preference to any people in more affluent other form of transport. areas.

2.3.1 Encouraging more use Significant improvements have of public transport been made to London’s public Walking is the main way in transport network in recent which public transport is years but improvements in the accessed. However, until access and interchange parts of recently, most travel surveys the journey are required to only counted walking as a mode encourage more people to of transport if the whole switch to public transport. journey was made on foot. Better lighting, safety-conscious street design and greater Some people are discouraged numbers of pedestrians on the from using public transport by streets will all help encourage the walking element of the people to regard walking and

15 Case study – Hammersmith Broadway In 1994 as part of the between the Hammersmith & an enhanced and extended redevelopment of the City Underground station, the pedestrian area at the front Hammersmith Broadway Island Piccadilly and District Line of the Broadway Centre was site, the London Borough of station, bus services (within provided together with wider Hammersmith & Fulham the bus station and in the footways on King Street, linking installed surface level surrounding area), together with through to the main shopping pedestrian crossings at a connections to the town centre area. The works also included number of locations around the and the wider area. the closure of certain subways, road scheme. These facilities, tree planting and cycle parking which replaced the existing Following installation the level provision. Public perception subways, better reflected of pedestrian activity increased surveys were carried out after pedestrian desire lines, were by up to 300% at certain the improvements, with 87% of accessible and created a safer crossing points (between the respondents considering that environment for users Broadway Centre towards the measures: (particularly at night). King Street and towards encouraged increased use of Hammersmith Road) with sustainable modes (walking, The crossings improved the significant increases in flows cycling and public transport interchange opportunities on all other surface crossings use) compared with the previous improved access between subway usage. public transport services (between the tube station In 2000/01 the London Borough and bus services) of Hammersmith & Fulham provided safer, more widened the surface-level convenient facilities to cater facilities for the increased levels of enhanced the economic pedestrian usage. In addition, viability of the area.

2.3.2 A better environment the environment is to reduce walkable environments with Walking has the least external the number of motorised local facilities and good links to environmental impacts of all vehicle trips. Short car journeys, public transport where a car is forms of travel. of two kilometres or less, not necessary. contribute disproportionately Motorised travel has significant to air pollution, since engines Walking cannot replace all car impacts on the environment and catalytic converters do not trips, however, many short trips and air quality, despite work efficiently until properly can be made on foot, and improvements such as catalytic warmed up. longer trips can be made by converters. more sustainable modes where In a dense and mixed urban walking is just one element of The most effective way of environment such as London the journey. reducing the impact of travel on there is great scope to create

16 Case study - Shoreditch Triangle April 2003 saw the successful Eastern Street / Holywell of the junction in one go completion of TfL’s multi- Lane, Shoreditch High complete renovation of the million pound street Street/New Inn Yard, western area including new improvement scheme at side of the Curtain Road/ pavements, lamp posts and Shoreditch. Great Eastern Street and Old seating areas using high The new scheme will improve Street/Great Eastern Street quality materials. traffic flow in the area and aims junctions to reduce the number of pedestrianisation of New Inn Traffic demand on Curtain Road casualties on Hackney’s roads, Yard between Anning Street has greatly reduced, making the the third highest in the Capital and Shoreditch High Street area within the Triangle more for children up to 15 years old. pleasant for pedestrians. a dedicated ‘all-red’ The old system at Shoreditch, pedestrian traffic light phase built during the 1960s, provided at the Kingsland limited facilities for pedestrians Road/Shoreditch High Street, and vulnerable road users. The Curtain Road/ Old Street and scheme enhances the street environment and provides a Rufus Street/Old Street number of new facilities for junctions. An ‘all-red’ phase pedestrians including: means that all traffic lights new crossings at the Great show a red light, allowing pedestrians to cross any arm

2.3.3 Social inclusion providing a no-cost in the evening with Walking is unique in being able alternative to public improvements like better to promote equality and reduce transport lighting and pedestrian social exclusion. Walking is a improving travel for those crossings. The RNIB have free means of travel that can unable to drive because of found that many older people provide access to most facilities age, mobility or lack of would visit their town centres and financial status does not access to a car. in the evening if there were limit opportunity. attractions for them and the If residents are to overcome pedestrian environment was Activities that involve local the anonymity of many improved. people in the development of neighbourhoods and know projects can help to strengthen the people living close by, it is 2.3.4 Healthier lifestyles the local community and necessary for them to share According to a health survey of reduce people’s worries about time and space with each other. England and Wales, 60% of men personal security. This is what happens when and 70% of women are not people walk their local streets reaching recommended levels Creating a walkable rather than drive from one front of physical activity. (DoH 1999) environment has the ability door to another. This helps to The 2002 Health Survey for to promote accessibility, engender trust and underpins England showed that a sixth particularly for those in civic organisations such as (16%) of boys and girls aged deprived communities by: residents and tenants associa- 2 – 15 are obese and almost improving access to tions and is particularly crucial a third (30%) are overweight. passenger transport links to the lives of people in disad- (DoH 2002) supporting the local vantaged communities. economy Health professionals In addition, more and more strengthening the local recommend that adults community people can enjoy town centres participate in moderate physical

17 activity for 30 minutes a day, and associated health risks can help protect against at least three days a week. The provides opportunities for osteoporosis after the regime is equally as effective socialising menopause. when distributed over three develops personal separate 10 minute sessions. independence and In older-age walking is the most It is a target which most people self-esteem important physical activity. The benefits of physical activity can could attain through walking maximises bone density still be gained if walking is taken for short trips and combining forms a positive life-long up in later life: walking with public transport habit. for longer trips. reduces all-cause mortality From young adulthood to and hospital admissions for Brisk walking for 20 minutes middle age, walking can elderly people who start uses the same energy as become part of the travel being vigorously active swimming for 10 minutes or routine to and from work and (brisk/fast walking) playing football for 12 minutes leisure activities with the adds healthy years of life and is shown to help reduce the following benefits: improves muscle bulk, and risk of cardio-vascular disease, becoming more active in strength help control weight and middle age is associated with preserves daily living strengthen bones. lower mortality activities and helps avoid develops a healthy physical isolation or In children and young people, activity habit institutionalisation. walking can be promoted as reduces cholesterol levels in part of the daily journey to and men who walk more than 2.5 Fundamentally the promotion from education establishments hours per week of physical activity in the and leisure activities with the population costs less than the lowers blood pressure in following benefits: healthcare required by its those with reduces the risk of absence.

Case study – healthy walks Lewisham Walking Forum is a environment, parks user groups, publicity and information new group within the London walking groups and local about walking issues, Borough of Lewisham. It draws residents. The principal partners options for walking, walk together people, organisations are the London Borough of routes groups, and places and public bodies involved and Lewisham and the local Primary both in the London Borough concerned with diverse aspects Care Trust. of Lewisham and the wider of walking including voluntary London area groups. Health, regeneration, The objectives of the group are: to involve many people, education, leisure, transport, to raise awareness and organisations and public increase the profile of bodies. walking to promote the social, They have a number of environmental and health activities in place to achieve benefits of walking these objectives including to increase levels of walking regular led health walks in local to campaign to make walking parks and green spaces and in the London Borough of in May 2003 held a highly Lewisham safe, easy and successful walking festival to enjoyable raise the profile of walking in the borough. to produce and share

18 2.3.5 Boosting the economy underlined in a recent study of centre’s position in the UK’s Central London Partnership’s 12 London town centres (Harris retail rankings remained high or recent publication ‘Quality Research, Town Centre Survey, improved, prime retail rents Streets’, states ‘London, being Oct 1999). The study revealed remained steady or improved the UK’s capital, is the UK’s that 44% of all visitors arrived and office rents and air quality ‘shop window’, as well as being by foot. Shopping centre also improved. a major contributor to national locations surveyed included GDP. Ensuring London’s success Richmond, Sutton, Tooting, This research also suggests a is fundamental to the continued Acton, Angel, Barking, Bethnal strong link between streets with competitiveness of the UK as a Green, Eltham High Street, fast moving traffic and poor whole. Central to that success Harrow, Kings Road West, quality shopping. Many is maintaining London as a and Thornton shoppers want to visit places place where people want to live Heath. like or other and work, invest in and visit. A well paved areas safe from vibrant, attractive street scene TfL recently carried out a traffic, where they can sit, eat and well managed, safe streets literature review on the and drink outdoors and be are key components of this – economic impacts of pedestrian entertained. Tourism remains environments that encourage environments. The review vital to the economy in London people to walk, either as a included a number of case and is directly linked to the leisure activity or means of studies of other UK cities pedestrian environment. In transport.’ including Oxford, Leeds and 2001 there were over 28 million Edinburgh and developed a visitors travelling to London and The importance of a good series of indicators of 90% of these visitors use public walking environment as a economic vitality following the transport and walk. These fundamental component of introduction of public realm or tourists spend around £6 billion town centre vitality was pedestrian improvements. In all annually during their visits. of the case studies the city

Case study – High Street In 2002, Colin Buchanan and Street reinforces improvements to ensure its Partners were commissioned conventional opinion that car retail economy remained by the Royal Borough of users shop much less buoyant. After studies are Kensington and Chelsea to frequently than those who currently taking place. undertake a series of ‘before’ walk to the shops. surveys prior to pedestrian Walkers made a substantial improvements to Kensington contribution to total spend High Street. This involved a (35%) whereas car drivers survey of shoppers to find out accounted for only 10%. the contribution of public transport and walkers to Kensington High Street is one spending in the High Street of London’s premier shopping compared with car drivers. The streets with many flagship key findings were: stores. Faced with direct commercial competition from The majority of respondents other centres, the Royal walked to Kensington High Borough of Kensington and Street (49% on a weekday). Chelsea carried out an The analysis of frequency of ambitious programme of high visits to Kensington High quality streetscape

19 2.4 Barriers to walking During the Walking Plan’s and quantifiable definition investment for walking schemes development the following to help organisations define may also be affected as barriers to walking in London and understand ‘walkability’. traditional cost benefit analysis were identified: The definition of ‘walkability’ focuses on direct travel costs institutional issues is included within Part 1 of and ignores environmental traffic volume the Plan. costs (high for road schemes, air quality low for walking). However, more the walking environment Often the benefits made recent appraisal methodologies safety possible by investment are not have begun to redress this security co-ordinated between different balance. information areas of local government and different stakeholders. This 2.4.2 Traffic volume mobility and access. results in an uncoordinated The amount of traffic on the These are set out in more detail streetscape and poor attention road is a major factor that below. to minimising the disruption discourages people from caused by maintenance and walking in London. The fear of 2.4.1. Institutional issues other works. accidents and crossing roads It has been difficult to achieve are directly related to traffic a consistent approach to The large number of people and volume. A GLA transport increasing the level of walking organisations involved in making survey revealed that 44% of in London, as there are many streetscape alterations that Londoners were not satisfied individuals and organisations affect pedestrians, means that with the ease of crossing roads. with a role in managing information on best practice is To address the problems different aspects of London’s often unavailable. This can lead caused by high traffic volumes, streets. to inconsistent approaches some 66% of people supported across London. Travel statistics increased priority for pedestri- An effective and consistent have, in the past, neglected the ans in towns and cities – even if definition of success is needed, role of walking in car and public this made things difficult for as well as a means of transport trips, with the result other road users. Only 14% monitoring and reporting that plans and legislation disagreed with increased progress to stakeholders. often ignore the needs of priority for pedestrians There is currently no clear pedestrians. Funding and (GLA 2001).

Case study - Wimbledon Town Centre The a safer and more convenient width of pedestrian crossings has been working with environment for pedestrians, increasing footway widths developers and stakeholders particularly the mobility installing ramped tables at to implement a range of impaired. They are also pedestrian crossing points pedestrian enhancements in designed to raise driver implementation of a 20mph Wimbledon Town Centre. awareness of pedestrian activity zone. The enhancements provide in the area. The scheme reduces the difficulty Pedestrian benefits include: experienced by pedestrians easier access to the station crossing the Broadway and shorter and easier side road helps to make walking more crossings pleasant. safer and more pleasant environment Enhancements include: direct access to the town increasing the number and centre.

20 2.4.3 Air quality dangerous. Londoners and Consultation preceding the people who come to the City publication of the Mayor’s Draft everyday for work are frustrated Air Quality Srategy in 2002 by it, and tourists are beginning revealed that 71% of Londoners to stay away because of it.’ consider traffic exhaust fumes (CLP 2003). a serious problem, making walking unappealing. As well as Only 33% of Londoners believe the immediate and unpleasant walking conditions on London’s effect exhaust fumes have on pavements are good according the environment, they have also to a GLA survey from 2001. been shown to affect health, Poorly maintained footways can leading to respiratory and contribute to a significant cardiovascular problems. number of pedestrian injuries through trips and falls. In London, nitrogen dioxide and Street maintenance has a major fine particles are currently of role to play in the walking greatest concern for human experience. Blocked drains and health. In Greater London in uneven surfaces lead to 1999, 58 per cent of nitrogen puddles that cause problems oxide and 68 per cent of fine for pedestrians in wet weather. particle emissions came from road transport (GLA/TfL London Other factors that discourage walking by creating a Atmospheric Emissions of different organisations and threatening or confusing Inventory, version February departments. 2002). environment for pedestrians include poorly maintained 2.4.5 Safety Other harmful exhaust street lighting, overgrown In the first half of 2003, chemicals include sulphur, foliage, street clutter, pavement pedestrians accounted for 43% ozone, benzene, butadiene, hawkers, fly-posting, of those killed and 29% of and carbon monoxide. Carbon unauthorised signs and graffiti. those seriously injured on dioxide produced by exhausts London’s roads. (TfL 2003) is harmless to humans at It has also been shown that atmospheric concentrations uncleared litter can lead to a In London, certain groups of but it is the most common steady decline in street pedestrians are more likely to greenhouse gas and contributes conditions, encouraging be involved in a collision that towards global warming and dumping, tipping and graffiti – causes an injury, particularly climate change. all of which discourage walking by increasing pedestrians’ young people: 57% of pedestrians injured Over 25 years, the percentage concerns about personal of traffic-related pollution has security. (Living Streets 2001) are male risen as the number of vehicles 13% of pedestrians injured has increased and other sources In contrast, a clean, quality are aged 60+ of pollution (such as power streetscape helps to encourage 42% of pedestrians injured stations and industry) have responsible behaviour by street are under 16 years old reduced their emissions. users and engenders a sense of children in deprived areas are stewardship. However, this can three times more likely to be 2.4.4 The walking environment be difficult to achieve without injured in a collision than ‘Walking through the streets of clear design, maintenance and their better-off London has become difficult, enforcement strategies which contemporaries (IPPR 2002) stressful and to many it feels co-ordinate the responsibilities

21 child pedestrians aged 5-15 Safety Research Report No.2, six incidents were recorded, have high rates of road 2003 (from TRL research in of which two were classified related injuries. This peaks at unpublished project report as serious. Compared to the ages 11-12 when children PR/T/077/03). The conclusions 7,457 pedestrian casualties in change to secondary school were: 2002, this doesn’t appear to be and travel independently road user casualties within a significant casualty issue, but before they have skills to the zones reduced by about it is likely that many other recognise the risks of road 45% and fatal and serious incidents go unreported. collisions and how to reduce (KSI) casualties reduced by them. about 57% The perceived safety issue of flows in the treated streets pedestrian and cycle conflicts is Reassessing road space and fell by around 15% far more significant. Illegal and inconsiderate pavement cycling priority given to cars can reduce accident migration onto vehicle speeds and improve surrounding roads was not can be a major deterrent to road safety. TfL recently found to be a problem. walking, particularly for commissioned research into older and more vulnerable 20mph zones in London and Conflicts can occur with pedal pedestrians. published the results in LRSU cyclists, although in 2002 only

Case study – West Ealing (five roads) – Home zone The West Ealing (Five Roads) polluted, unattractive and parking bays, marked on Home Zone covers five poorly lit. ‘Rat-running,’ parking alternating sides to create residential roads in an inner by non-residents, HGV traffic, chicanes which will help urban area near West Ealing and dangerous/inconsiderate slow traffic down station including Hastings Road, parking caused obstructions six gateway features Hartington Road, Broughton (including for emergency and consisting of a raised table Road, Denmark Road and Arden service vehicles). and width restriction to mark Road. It covers 370 households, the entry to the home zone covering around 580 adult The project was undertaken as shared surface residents. a partnership between London new street lighting to double The area was typical of many Borough of Ealing, Five Roads the number of street lights parts of London, with straight Forum (residents association), in the area roads and without parking Parkman engineering 20mph zone spaces, encouraging high consultants and Groundwork controlled parking zone speeds. Residents were West London. planting areas concerned about the poor environment which was noisy, Construction work was installation of community completed in November 2001, mosaics including gateway features a play area developed from with raised tables, and lighting a disused area of a carpark, improvements. A 20mph zone (which was already used has also been introduced. informally by children) which residents have applied for Physical features include: grants to provide equipment changed road layout to for the area. incorporate 30-degree

22 2.4.6 Security further 20% felt ‘a bit unsafe’. Although reported crime is People are discouraged from Women were more likely to feel declining, there are substantial walking because of the fear of unsafe when walking alone at variations in the risks to crime and threatened personal night and older people were different ethnic groups. The risk security. Different sections of more anxious than younger of being mugged is around the community have different people. Women aged 60 and three times higher for minority concerns about personal over were by far the most likely ethnic groups than for white security, which can lead to to say they felt or would feel groups. A better re-design of various forms of social ‘very unsafe’ (33%). Overall, perceived danger spots and exclusion. 30% said that they never walked optimising street lighting can alone in their local area after reduce the opportunities for Age and sex are strongly related dark and a further 13% said crime and fear of crime, to concerns about crime and they went out less than once a encouraging more people onto feelings of safety. In 2001, 13% month. Women were more the streets. The presence of of British Crime Survey (BCS) likely to say they never walked other road users, particularly respondents said that they felt in their local area alone after other walkers, can help ‘very unsafe’ walking alone in dark (43%), particularly those pedestrians to feel safe and their area after dark and a aged 60 or over (66%). lead to a virtuous circle where walking increases walking.

Case study – Light at the end of the tunnel Light at the End of the Tunnel The project will assess how and took seven months to is an on-going project led by the impact can be reduced by redevelop. They will provide Cross River Partnership to improving arches used for 20,000 sq. ft of leisure space, reduce the impact of railway transport and exploring how which will house a new viaducts that slice through those standing empty can be restaurant and lively bar. riverside central London. converted into imaginative new The Cross River area, south of business units. the river, is divided by three Victorian viaducts carrying This year the project has railway lines into , created six new or improved Blackfriars and Waterloo business units from railway stations. Supporting them is a arches near Waterloo as part wave of approximately 2000 of regeneration plans for the railway arches. Some are in the South Bank. public realm, used by cars and pedestrians, whilst others are The units, between Waterloo commercial units. East rail station and Southwark tube station, cost £1.85 million

2.4.7 Information There are few, if any, walking The current level of information TfL research has shown that maps that provide much is inadequate to support the pedestrians often say that a needed information on good encouragement and promotion lack of information puts them walking routes that link the of walking as an attractive and off when considering walking. daily destinations within convenient mode of travel. The public’s knowledge of London. There is also a lack of There are a number of potential London’s relatively complex consistent and comprehensive ways of improving information network of streets is often signage to assist pedestrians. for walkers: limited.

23 On street signing - a clear, similar products. A product better design of the pedestrian consistent and well- which allows them the environment. Without a barrier maintained system of street flexibility of making changes free environment, many of signing designed specifically to their planned route as these people can be considered for pedestrians. For example, they travel, for example, to be mobility impaired. York, where a network of Edinburgh’s Pedestrian well signed priority Navigation System, which While it is true that there are pedestrian routes have been integrates portable mapping many aspects of design in the developed which are safe, and information, boards pedestrian environment that are direct and convenient and using an innovative new helpful to all or most disabled the Bristol Legible City graphic language. people (and many others as well) there are also some project. This included a new, specific facilities needed by integrated pedestrian signage 2.4.8 Access and mobility people with a particular kind of system and maps, linking The term ‘disability’ is a broad impairment. main points of arrival with one. It includes people with physical, sensory or mental Some examples are outlined key attractions, visitor below. destinations and landmarks. impairment. The Disability Discrimination Act (DDA) 1995 Access to journey planning Manual wheelchair users need information – this may be a defines a person as having, ‘a disability…if they have a sufficient space to be able web based product that physical or mental impairment to propel the chair without allows people to assess the which has a substantial and banging their elbows or full range of available modes long term adverse effect on knuckles on doorframes or (including walking) prior to their ability to carry out normal other obstacles. Someone who making their trip, for day-to-day activities’. (DfT walks with sticks or crutches example, TfL’s Journey 2002) also needs more space than a Planner (www.tfl.gov.uk/ without disabilities; so journeyplanner) or a similar Approximately one in 20 (5%) too does a long cane user, a tool available in Barcelona of Londoners aged 16-50 person carrying luggage, a lot of (www.tmb.net). experience mobility problems. shopping bags or with small Walking Maps – a product This figure increases to 34% for children. Many people would which users can carry around those aged 50+ and to almost benefit from the adequate clear with them which provides 66% for those aged 80+. There space on pavements, along additional information, over are over 750,000 people with a passages and through and above the A-Z and other disability registered in London, entrances. 55% of whom do not have access to a car (All Change, Similarly, the rotating cone GLAD 2000). below the push button box on a controlled pedestrian crossing Many but not all people with is essential for a deaf-blind a disability face barriers to person to know when the green movement in the environment. man signal is lit. There are others who are not normally considered to have a The provision of access for disability who also encounter all is fundamental to the barriers to movement. People development of the Walking with small children, carrying Plan. TfL will use the heavy shopping or luggage, with requirements of the DDA to temporary injuries and older benchmark the Plan’s initiatives people can all benefit from a and many of its action points.

24 Case study – Lewisham High Street In recent years, TfL, the London The renovation of green Borough of Lewisham and squares and other open spaces others have made significant has been completed with a improvements to Lewisham consistent design for walls, High Street. railings and seating introduced. Additional trees have been Old and substandard footways planted. Traditional phone have been replaced with new boxes are provided at higher quality paving to create appropriate locations. ‘Lewisham Promenade’. New and improved road New, co-ordinated and crossing facilities have been sympathetically sited street provided – inclusive of facilities furniture has been introduced. for people with a disability. Better lighting (including bulbs Bus lanes and bus stops able in trees) and pedestrian signing to accommodate low floor has been provided. buses were also provided.

25 Part 3: The action plan

3.1 Policy into practice The Mayor’s vision to make London needs an action plan London one of the world’s that will reverse the decline in most walking friendly cities by the number of people walking 2015 presents a challenge for and overcome the problems a wide range of stakeholders. experienced by pedestrians. Walking must become an However, the value of walking attractive and safe travel to individuals and to London as option, available to everyone a whole provides an important in London. stimulus for action. 3.2 Headline targets Targets have an important role number of journeys per to play in measuring and person made on foot. monitoring progress. TfL The long term 2015 acknowledges the benefit targets are: in setting London wide a) to increase the modal aspirational targets. These will share of walking for trips provide guidance and direction under two miles by 10% to local authorities as they b) to increase the average implement their own walking number of trips made on strategies. foot per person / per year by 10% Walking activity targets should c) to increase the level of generally be defined in terms London’s ‘walkability’ both of the number or proportion of in terms of people’s trips made, since the average perceptions and in actual length of walking trips is unlikely to increase significantly. measured terms against Most walking trips are short in other world cities. length and local in nature. The main focus of these targets is functional walking, that is At a London-wide level the walking trips which are made following targets are proposed: for a purpose such as to work, The short-term target is to school, shopping or visiting stop the decline in the friends.

26 3.2.1 Linking to local level Some local authorities have consider setting specific targets targets already begun to translate their by journey type for example: In order for the Plan to be local walking strategies into work successful local authorities action, while others are still in school must translate the broad the early stages. leisure London wide targets outlined shopping. above into meaningful local The range of local factors at targets. It is recognised that work across London points to It is essential however, that local circumstances vary greatly the need for local targets to local targets are reliable and across London. meet local circumstances. take full account of the Local authorities may wish to relationship of walking to other modes within the local area. 3.3 Objectives and actions Beneath these broad headline In order to increase the number They should relate to specific targets are a set of objectives of journeys made on foot aspects of the physical relating to more detailed there has to be systematic environment and can be used activity areas that are improvement and maintenance by local authorities to consider supported by a set of of the physical environment in resource priorities within the corresponding actions. which people walk. overall context of their local Objectives and actions in the transport strategy. context of the Walking Plan Objectives and actions need to relate to facilities or resources be ‘SMART’ i.e.: In order for the plan to be under the control of TfL and Specific successful, local authorities the London boroughs. They Measurable will need to set their own are generally linked to service Attainable objectives and actions. In many standards, improvement Realistic cases two or three well-defined programmes or other changes Targeted. objectives are likely to be more in the management or effective and achievable than a maintenance of the physical large number of objectives environment. which will fragment resources. 3.4 Review and monitoring At the London wide level, TfL other cities. The International Other tools and monitoring: will undertake a number of Walkability Benchmark will be Satisfaction surveys activities to monitor the one of the measures of TfL’s TfL will undertake regular successful delivery of the implementation of this strategy. customer satisfaction surveys Walking Plan for London. to assess people’s perception

Principal monitoring tools: It will be an objective quarterly rolling LATS comparison of how walkable LATS 2001 analysis each World City is, using a set London Travel Demand of quantitative measures of Survey transport system outputs that have been found to contribute National Travel Survey (NTS) to the amount of walking and Red Route/TLRN Retail the quality of the walking Monitoring Surveys. environment. Measurement A walkability index is being criteria will be established developed in order to assess under the five Cs outlined in London’s walkability against section 1.2. 27 of the walking environment in Flow monitoring trip’ (e.g. somebody leaving the London as a whole. Often it In addition to the above, work office to buy a sandwich at is the perception of a city’s is being undertaken to monitor lunchtime), counting within walkability that is the most and forecast pedestrian flows a largely unconstrained poignant indicator of success. across London, to assess environment and accounting existing demand, future for the weather. People are often able to tell demand and inform the that an area has improved targeting of necessary For all of these reasons, without actually being able to improvements. measurements of changed specify exactly what has pedestrian activity in relation changed. There are practical difficulties to the Walking Plan can only be in measuring walking, including indicative. defining what comprises a ‘walk 3.5 The local level More extensive monitoring may To set meaningful input targets, (e.g. town centres). The physical be required at the local level to local authorities should first condition of all routes such as determine the extent to which conduct a review of walking surfacing, signing, street targets have been achieved. routes and facilities within furniture, lighting and their area. The review should cleanliness should be A number of London boroughs consider the current network considered. Local authorities have already incorporated and identify where there are may also wish to consider walking targets into their missing links or where linkages benchmarking prior to setting transport plans and other policy or standards could be targets for their area. documents. However, the Plan’s improved. This would involve a success will require all local review of all existing routes and Local authorities should also authorities to follow this lead. catchment areas, with priority commit to a programme of given to those areas with high routine monitoring of progress levels of pedestrian activity against the targets. 3.6 The Action Plan The Action Plan is split into six work, to support the successful Abbreviations used for lead objectives. Each objective implementation of each action. agencies and key partners are comprises a number of action Additional agencies have been included in the glossary in points outlined below. A lead identified as key partners to Appendix 1. agency has been allocated lend support and help ensure responsibility for co-ordinating objectives are fulfilled.

28 Objective 1: Improving co-ordination & inclusiveness in the Walking Plan development The many individuals and and management plans (3.5) providers, so the need to organisations that have a role in to integrate maintenance and involve pedestrians and encouraging walking can make it improvement work. Where understand their needs is difficult to adopt a consistent appropriate work should critical. approach across London. A be incorporated into area number of groups already exist treatments or other The boroughs are key agents at local and sub-regional level programmes to deliver in implementing the Plan – as to improve co-ordination co-ordinated improvements individual authorities, members between stakeholders involved to the streetscape. of sub-regional partnerships in the promotion of walking in and through emerging local London. These stakeholders As work progresses it will strategic partnerships. They incorporate a wide range of be important to circulate have responsibility for: disciplines including information and share best ensuring accessibility of engineering, planning, health, practice. This will be achieved public space to all sections crime, social exclusion, tourism through a variety of media of the community and the environment. including the London Walking managing quality services to website (2.2) and Walking the satisfaction of local TfL will support and assist such Matters newsletter (2.3). people groups where possible and Knowledge of the particular responding to local needs explore opportunities for requirements of walkers is a effective partnership working innovative partnerships tailored new field for many, so there is integrating council services to the needs of individual areas. a need to develop and deliver with those of other agencies The aim of these partnerships professional training for achieving efficiency and will be to achieve a coherent planners and engineers on effectiveness via set of strategies in terms of issues relevant to walking (1.4). performance management. what can be delivered on the ground. Community and stakeholder The full list of Objective 1 involvement is essential in actions appear in the following To make the best use of making the Walking Plan a table. All actions are funded investment and reduce success. Transport users’ unless indicated below. disruption, opportunities will priorities must be the prime be identified in maintenance focus for transport service Lead agency Objective 1 actions Delivery & key partners General Spring 2004 1.1 Develop and facilitate partnership working and community TfL involvement at all levels of the Plan’s delivery. TfL will lead this at the London-wide level and facilitate a group to oversee the development of the Plan. (See action 6.2) 1.2 Develop and establish an annual London Walking Conference TfL Starts Spring and establish an annual prize for the most beneficial walking Robert Gordon 2004 initiative/project. University Legal TfL Ongoing 1.3 Encourage the Government to take into account the needs ALG T2000 LS of walkers when developing relevant legislation IHT Training TfL Starts 2004 1.4 Ensure that professional training courses properly reflect the LoTAG needs of the pedestrian.

29 Objective 2: Promoting walking The benefits of walking are people to reconsider their travel calendar of London-wide clear and well documented. options. It is therefore walking events and activities. Walking is healthy, fun and important to review material virtually cost free. It also results on walking available to London TfL will work with partners to in proven benefits for economic education establishments develop both location-specific activity and social interaction (primary, secondary, tertiary and route information (2.4). within the community and is and community) and provide TfL will also develop and one of the easiest and most updated information that can support enforcement efficient ways of making short be incorporated into the campaigns to protect trips around London. On paper curriculum (2.1). This needs pedestrians from illegal therefore, walking appears to be to be combined with improved practices such as speeding, an activity that is relatively easy information to help make running red lights, pavement to promote and encourage. London a more legible city parking and footway cycling. However, these advantages are for pedestrians and to raise These issues are a common set against some significant awareness of how easy it is to cause of safety concerns raised barriers to walking, outlined walk between key origins and by Londoners. earlier in the Plan. destinations within the capital (2.4 and 2.5). Very often walking Further campaigns and Creating a walking culture will can be quicker, more reliable initiatives will promote the help overcome psychological and undoubtedly cheaper than, benefits of walking by focusing barriers to walking and promote for example, a short trip on on walking to school and work a more sustainable future. To the tube. and encouraging walking rather achieve this, awareness of than driving for short journeys walking needs to be raised TfL will develop a London (2.6). The full list of Objective 2 amongst both transport Walking website dedicated to actions appear in the following professionals and the public. providing walking information table. All actions are funded A key issue will be educating (2.2) including an annual unless indicated.

Objective 2 actions Lead agency Delivery & key partners Education 2.1 Review existing material on walking available to London TfL Review during education establishments (primary, secondary, tertiary and 2004/5 with community) and where appropriate provide updated material that material provided by can be incorporated into the curriculum. This will be linked to end of 2005/6 campaigns and initiatives supported by a London-wide Travelwise subject to Initiative. funding Media 2.2 Develop a TfL London Walking web site dedicated to walking TfL Complete information. This will include a comprehensive database of Spring 2004 London walking routes and an annual calendar of London wide walking events and activities. 2.3 Develop and establish a quarterly walking newsletter to TfL Already promote and showcase walking initiatives and activities. established 2.4 Work with partners to develop location specific and route TfL Consult in information including paper based products, on street information LB 2004/5 with and web based resources. projects implemeted by 2007 subject to funding 30 Objective 2 actions Lead agency Delivery & key partners Campaigns 2.5 Develop enforcement and awareness campaigns to support the TfL Implement rights of pedestrians and to promote the benefits of walking to the ALBRSO within core SusT T2000 marketing individual and the wider community in order to encourage walking LS PCT strategy in for short trips and as part of longer public transport trips. CALB 2004/5

Objective 3: Improving street conditions Work to improve street a framework for developing user. It is therefore essential conditions is very wide-ranging, schemes and promoting social that maintenance programmes encompassing large-scale inclusion by indicating an place sufficient emphasis on projects, area treatments, local appropriate level of priority and footways (3.6). improvements and maintenance service for different road users. requirements. People will walk Footway maintenance will be further and more frequently The audit will consider existing prioritised according to the level where conditions are favourable street conditions, accessibility, of pedestrian use and the and take account of the safety and the needs of elderly severity of surface irregularity. principles of good design. and people with disability to Asset Inventory Management These have already been assess existing and proposed System (AIMS) surveys will be discussed as the five Cs – levels of demand. It will then be used to identify the order connected, convenient, used to assess public spaces of priority. Appropriate comfortable, convivial and for the provision of walking maintenance work should conspicuous. These principles facilities, giving priority to areas be incorporated into area continue to hold true and with high demand and high treatments or other should be applied in respect of potential risks for pedestrians. programmes and identified in the following programmes of management and maintenance work. The review measures should plans. Completion of London’s six be incorporated into area strategic walking routes treatments or other (totaling 500km) will be an programmes to help deliver important step towards co-ordinated improvements achieving the Mayor’s vision to the streetscape. (3.1). Discussions are also underway with the Boroughs TfL is also developing and other partners on the most Streetscape and Urban Design effective way to develop guidelines for the TLRN (3.3) east/west and north/south and recommends that each walking routes. London borough develops complementary local guidance Streetscape on style and material variations A large number of streetscape needed to reflect an area’s Street maintenance and measures are also proposed at character. management plans should also the more local level. Central to include local standards for the many planned improvements Maintenance removal of litter, rubbish and will be a unified pedestrian A good quality, even footway graffiti to help make London’s review and auditing tool being with no unnecessary changes in streets cleaner, more attractive developed by TfL and partners level is a key requirement for and less threatening (3.4). (3.2). The tool is intended to set every pedestrian or wheelchair

31 These plans should also identify A key part of an area treatment destinations in larger town opportunities to integrate local should be the provision of centres. maintenance and improvement connected, safe, convenient measures, e.g. lighting and attractive pedestrian Accessibility treatments maintenance (5.5). For the routes, which are integrated In addition to area treatments, TLRN, this will be a joint plan with other measures to link the more localised work is needed between the London boroughs major destinations within to remove physical barriers or and TfL. communities e.g. shops, obstructions on the street. recreation, work, schools and Local improvements will be TfL will work in partnership transport interchanges etc. Area implemented to make public with the boroughs to achieve treatments will include (3.7): spaces more accessible, safer improved co-ordination and The Streets-for-People and less difficult for walkers control of streetworks and programme aims to redress (3.8) and (3.10). This may include ensure that appropriate traffic dominance in large projects such as removing measures are employed to residential areas. Where subways or footbridges and minimise disruption to appropriate this will replacing them with street level pedestrian movement (3.5). complement Safer Routes to crossings. School. This will reduce the Area treatments disproportionate impact of Improving access for people Area treatments combine traffic on deprived with mobility difficulties will streetscape access communities. include measures such as dropped kerbs and tactile improvements and reallocation Town centre programmes paving to give better access to of road space in a holistic, to improve routes into and popular destinations and public creative process involving the access within local town transport. Wherever possible community and other partners. centres to create walkable Forward programmes will be these improvements should be communities. Schemes identified by TfL in partnership incorporated into footway currently under with the boroughs and maintenance works. development/construction sub-regional partnerships and include Lewisham Town will be developed with local The full list of Objective 3 stakeholders including Centre. actions appear in the following residents, amenity groups and The Interchange programme table. All actions are funded the business community. to improve walking access to unless indicated. transport and main

Objective 3 actions Lead agency Delivery & key partners General 2012 subject 3.1 Complete London’s six strategic walking routes: , LB to funding , Lee Valley Walk, London Outer Orbital Path, TfL LWF Southeast Green Chain and . Streetscape 3.2 Develop a review and auditing tool to assess public spaces TfL By the end of for the provision of walking facilities. This will enable objective LB 2004 assessment of walking scheme proposals and the benchmarking of an area’s walkability. 3.3 Develop TfL Streetscape and Urban Design guidelines for the TfL LB TLRN guidance TLRN. Complementary local guidance should also be developed by end of 2004 by each borough covering any departures in styles and materials and boroughs 2005/6 needed to reflect local character and distinctiveness.

32 Objective 3 actions Lead agency Delivery & key partners Maintenance 3.4 Develop maintenance and management plans to incorporate LB By end of 2006 local standards for the removal of litter, rubbish and graffiti from TfL Lo TAG London’s streets and identify opportunities to integrate maintenance and improvement measures locally. 3.5 Develop improved co-ordination and control of streetworks TfL LB Initiated in 2004 and ensure that appropriate mitigation measures are employed fully operational in 2006 to minimise disruption to pedestrians. 3.6 Ensure sufficient maintenance emphasis is placed on TfL LB Prioritisation by footways. Sites should be prioritised by intensity of pedestrian end of 2005 use and severity of surface irregularity, for principal roads identification will be through the AIMS surveys. Area Treatments 3.7 Implement improvements to whole areas including TfL LB 2004 onwards Streets-for-People, local town centre & interchange subject to improvements, consistent with best practice guidelines. funding Accessibility Treatments 3.8 Remove unnecessary barriers and obstructions in the street TfL LB 2004 onwards to make public spaces more accessible and safer for all walkers. subject to Outside area treatments will include measures such as dropped funding kerbs and tactile paving to give better access to popular destinations, in particular the public transport network. 3.9 Work with highway authorities to enforce regulations relating LB TfL 2004 onwards to footway parking and actively discourage development proposals that exacerbate the problem. 3.10 Carry out regular inspections of the highway to remove TfL LB 2005 onwards temporary obstructions to the footway e.g. advertising boards and display goods.

Objective 4: Improving development proposals and interchanges To ensure the needs of agreements in delivering The TfL interchange programme pedestrians are fully considered improvements to the walking will aim to improve accessibility in new developments, all public environment and provide for pedestrians within public and private proposals need to recommendations on how they transport interchanges, be assessed to make sure that could be used more effectively. consistent with the designs maximise pedestrian TfL will also provide guidance requirements of best practice access and convenience and to local authorities relating to guidelines. For example through minimise crime risks (4.1). the securing of good provision increased security, better for pedestrians through signing and improved For other private development the planning system and information (4.3). The full list proposals, TfL will monitor the opportunities for attracting of Objective 4 actions appear in effectiveness of Section 106 third-party funding (4.2). the following table. All actions planning conditions and are funded unless indicated. 33 Lead agency Objective 4 actions Delivery & key partners 4.1 Assess public and private development proposals to ensure LB TfL 2004 onwards designs minimise crime/security risks and provide sufficient ALBPO pedestrian access. ATCM MPS 4.2 Provide guidance to local authorities relating to good provision TfL GLA Guidance by for pedestrians through the planning system. Monitor the ATCM LCCI Spring 2005, effectiveness of Section 106 conditions and agreements in LoTAG monitoring to delivering improvements to the walking environment, and provide begin 2004 recommendations on how they could be used more effectively. 4.3 Develop an improvement programme for pedestrian accessibility TfL 2004 onwards within public transport interchanges consistent with best practice subject to guidelines. This may include measures to increase security and funding improve information and signage.

Objective 5: Improving safety and security Safety accessibility or safety, the guidance on how to increase There is support for the introduction of pedestrian personal security through good introduction of Home Zones phases and/or complementary street design (3.4). and 20mph areas where these facilities will be programmed are the most appropriate way to wherever possible. Work will be Personal security will also increase pedestrian safety and prioritised by intensity of use be improved through the priority (5.1). Vehicle speed is a and pedestrian casualty rates. development of a programme key factor affecting the number TfL will also investigate to remove footbridges and of pedestrian casualties and opportunities to modify its subways (3.8). the severity of injuries. Where traffic signal maintenance and appropriate, these measures renewal programme to improve Street design and maintenance should be incorporated into facilities for pedestrians (5.2). programmes both have a part to area treatments (3.8) and However, increased funding play in ensuring the provision of identified in management and would be needed for this, suitable footway lighting and maintenance plans (3.6). reflecting the need to improve making pedestrians feel more many locations. secure (5.4). These measures Where facilities at signalled should be identified in the crossings are detrimental to The Safe Routes to School management and maintenance programme will continue to be plans. implemented with the aim of increasing walking trips to Security measures also include school. This will encourage work to assess new physical activity from an early developments for pedestrian age and help teach ‘roadcraft’ security (4.1) and to improve (5.3). personal safety at transport interchanges (4.3). The full list Security of Objective 5 actions appear in The proposed audit of public the following table. All actions spaces will help provide are funded unless indicated.

34 Objective 5 actions Lead agency Delivery & key partners Safety LB TfL Ongoing subject 5.1 Introduce Home Zones and 20mph zones where these are the to funding most appropriate way to increase pedestrian safety and priority 5.2 Review all traffic signal junctions and implement pedestrian LB TfL Ongoing subject phases and facilities wherever practicable, taking account of the to funding impact on priority traffic such as buses. Investigate potential for modifying TfL’s signal maintenance and By end of 2004 renewal programme to incorporate improvements for pedestrians. 5.3 Continue support for a Safer Routes to School programme LB ALBRSO Ongoing subject consistent with the requirements of best practice guidelines. TfL to funding Security 5.4 Ensure suitable footway illumination is included in scheme LB TfL From 2005/6 designs and in street lighting maintenance programmes.

Objective 6: Plan delivery and monitoring

Timely delivery of the Mayor’s actions. The plan will be subject Safe Routes to School vision will require significant to review to ensure that any - to assist a modal change funding and resource input at available funds and resources towards walking for school the regional and local level. are targeted at areas where trips maximum benefit can be Town Centre, Residential, Many of the actions contained achieved. and Interchange Area within this plan do not require Treatments financial support from TfL to Funding - to encourage a holistic enable their delivery. However, For 2004/5, there are firm approach to pedestrian a number of activities are funding commitments through accessibility that is dependent upon the provision the TfL Business Plan to integrated with other of funding for improvements, implement the measures streetscape changes such as, through the Borough identified in Section 3 of the Interchange programmes Spending Plan process. As part Walking Plan. Funding in future Road safety of the submission to the years will be dependant upon Accessibility Government’s Comprehensive TfL’s business planning process - to reduce barriers on the Spending Review 2004 (SR2004), and the outcome of SR2004. TfL has set out the case for road network and increase provision of dropped kerbs, additional resources to enable Funding is available under a tactile paving and bus stop delivery of this plan (as part of number of headings for the wider case for delivering the Borough Spending Plans (BSPs) accessibility Mayor’s agenda for transport). and for work on the TLRN. Walking These headings include: - to emphasise elements of In order for the 2015 vision to Travel Awareness pedestrian accessibility be fully realised it is necessary - to raise awareness and outside area treatments that these funds are secured, encourage informed Highway maintenance together with the support of decision-making about the London boroughs and other travel choices partners for delivering the key

35 Guidance in walking and demonstrate European Social Fund TfL has issued specific guidance successful partnership working. Train Operating Companies on the items covered by each Key sources of additional Strategic Rail Authority heading, how proposals should funding include: Local bus operators be categorised and how they Section 106 and 278 Local traders. will be assessed. planning obligations and conditions The full list of Objectives 6 Success in attracting third-party Local Health Authority actions appear in the following funding is particularly important Metropolitan Police table. All actions are funded to secure additional investment Local Education Authority unless indicated.

Objective 6 actions Lead agency Delivery & key partners Guidance 6.1 Issue specific guidance on the items covered by each BSP TfL Review annually topic area. This will include information on how walking schemes will be categorised and assessed. 6.2 TfL will convene a group to monitor progress of the plan and TfL Starts 2004 provide expert advice on specific areas of work. 6.3 Develop a qualitative and quantitative business case and TfL 2004/5 monitoring framework to ensure the efficient and timely delivery of the Walking Plan, its objectives and targets.

The objectives and actions dependent on the effective The Walking Plan for London is cover a broad range of topic delivery and continuous not intended to be a static areas, which reflect the monitoring of each one of the document and will be diversity of walking and its actions listed. As such, no one regularly updated and reviewed impacts as a mode of travel and action or objective takes to ensure the optimal delivery a popular leisure activity. The precedence over another and of a Plan that will ensure realisation of the 2015 vision of each should be developed and London’s place as a truly world ‘London as one of the world’s progressed in a consistent and class walking city by 2015. most walking friendly cities’ is coherent manner.

36 Appendix 1: Supporting organisations & glossary

Development of the Walking Plan has been a collaborative Development Group Members process, led by TfL with valuable input from many key London Age Concern London stakeholders. Association of London Borough Stakeholders responded positively to the challenge of Road Safety Officers translating the high-order walking objectives of the Mayor’s Association of London Chief Transport Strategy into the finished plan. Education Officers Association of London The importance of TfL, London boroughs and other relevant Government organisations working together cannot be emphasised enough. Association of London Town The sharing and distribution of best practice examples will Centre Management contribute significantly to the realisation of the aims and Automobile Association objectives of this plan. (Corresponding) In agreeing to contribute to the development of the Plan, British Heart Foundation stakeholders agreed, within their area of expertise, to: Countryside Agency communicate the group’s progress to their own Department for Transport organisation and its associated bodies English Heritage share information within their own organisation and its Environmental Transport associated bodies Association raise awareness of the group’s vision and role among Greater London Authority their own profession’s stakeholders Greater London Forum for discuss the concepts of the group with their stakeholders the Elderly and associated bodies Kings Fund contribute expert professional advice and information Living Streets to the group London Accessible Transport increase the group’s knowledge and awareness of the walking needs of their stakeholders Alliance assist in identifying the planning implications associated London Chamber of Commerce with the group’s vision & Industry assist in identifying the financial implications associated London Health Link with the group’s vision London Play at all times serve the best interests of the group London Technical Advisors work on policy/strategy level issues rather than individual Group cases London Tourist Board contribute to future working or standing committees London Walking Partnership established to address specific issues. Metropolitan Police Service Ramblers Association Regional Public Health Group of the Department of Health Royal Automobile Club Foundation (Corresponding) SusTrans Transport 2000

37 Glossary AA – Automobile Association AIMS –Asset Inventory Management System ALBPO –Association of London Borough Planning Officers ALBRSO –Association of London Borough Road Safety Officers ALG –Association of London Government ATCM –Association of Town Centre Managers BSP – Borough Spending Plan CA – Countryside Agency Central London – The area bounded by London’s mainline railway stations DfT – Department for Transport DTLR –Department for Transport, Local Government and the Regions (now DFT) EH – English Heritage GLA – Greater London Authority GLAD – Greater London Action on Disability GLFE – Greater London Forum for the Elderly Greater London –London’s 32 Boroughs and the Corporation of London IHT – Institution of Highways and Transportation Inner London – Corporation of London & 13 Boroughs of Camden, , Hammersmith & Fulham, Hackney, , Kensington & Chelsea, Lambeth, Lewisham, Newham, Southwark, Tower Hamlets, & KF – Kings Fund LATS –London Area Transport Survey LB –London Boroughs LCCI –London Chamber of Commerce & Industry LoTAG –London Technical Advisers Group LS – Living Streets LWF –London Walking Forum MPS – Metropolitan Police Service NTS – National Travel Survey ONS –Office of National Statistics Outer London – 19 Boroughs of Barking & Dagenham, Barnet, Bexley, Brent, , , Ealing, Enfield, Haringey, Harrow, Havering, Hillingdon, Hounslow, , Merton, Redbridge, Richmond upon Thames, Sutton & Waltham Forest PCT –Primary Care Trust PI –Performance Indicator TfL – TLRN –Transport for London Road Network TRL – Transport Research Laboratory UDP – Unitary Development Plan UKPMS – United Kingdom Pavement Management System UUS – Underground Users Survey

38 Appendix 2: Bibliography Central London Partnership, Transport for London and Llewellyn-Davies (2003) Quality Streets – Why Good Walking Environments Matter for London’s Economy

Central London Partnership (2003) London Walking City – Draft 2015 Vision and Framework Plan

Commission for Integrated Transport (2001) Study of European Best Practice in the Delivery of Integrated Transport, Report on Stage 2: Case Studies

Colin Buchanan and Partners (2002) Kensington High Street Study

DfT (2002) Inclusive Mobility - A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure

DfT (2001) National Travel Survey

DETR (2000) Encouraging Walking – Advice to Local Authorities

DoH (1999) Health Survey for England: ’98 oH (2002) Health Survey for England

Gehl J and Gemzoe L (2000) New City Spaces Danish Architectural Press

GLA (2001) - The Mayor’s Transport Strategy

GLA (2002) The Draft London Plan - The Mayor’s Spatial Development Strategy (SDS)

GLA (2002) The Mayor’s Draft Air Quality Strategy

GLA (2002) The Mayor’s Draft Biodiversity Strategy

GLA (2003) London: Cultural Capital - The Mayor’s Draft Culture Strategy

GLA (2003) The Mayor’s Draft London Ambient Noise Strategy

GLA (2003) The Mayor’s Draft Energy Strategy

GLA (2003) The Mayor’s Draft Children and Young People’s Strategy

GLAD – Greater London Action on Disability – All Change 2000

Home Office (2001) The 2001 British Crime Survey

IPPR (2002) Streets ahead: safe and liveable streets for children

Living Streets (2001) Streets are for living report

LPAC (1997) Advice for a Strategy on Walking in London

39 London Walking Forum (1999) Walking - Making it Happen

Transport for London (2003) Accidents and casualties in Greater London during the first six months of 2003

Transport for London London Travel Report 2002

Transport for London LRSU Safety Research Report No.2, 2003

Transport for London Statistics 2001

Transport for London Towards the year 2010 – Monitoring Casualties in Greater London

Transport for London Congestion Charging Impacts Monitoring First Annual Report

Transport for London Street Management (2002) The benefits of town centre pedestrian and public realm schemes

Woodroffe, Roberts and DiGuiseppi (1998) The School Run: Blessing or Blight? Child Health Monitoring Unit, Institute of Child Health, for the Pedestrians Association.

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