Report for:

ACTION

Item Number:

Contains Confidential or NO Exempt Information Title WEST LONDON TRAM Scheme Description, Borough Strategy and Key Issues Responsible Officer(s) Marc Dorfman Author(s) Julian Maw

Portfolio Transport and Planning For Consideration By Tram Advisory Panel Date to be Considered 23 February 2005 Affected Wards All Area Committees All Keywords/Index Tram

Purpose of Report:

To advise the Panel of the current position on the West London Tram scheme, of the Borough’s strategy to support the development of the project and the key issues raised by the scheme.

To seek the Panel’s view on the proposed strategy to join with Transport for London in the promotion of a Transport and Works order seeking powers to construct and operate the scheme.

1. Recommended Actions

It is recommended that the Panel:

AGREES that this report should be submitted to Cabinet.

Recommends that Cabinet agree the timescale and process proposed for seeking authority for the Council to join with Transport for London in seeking the powers to construct and operate the scheme as set out in para 4.20.

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2. Reason for Decision and Options Considered

The West London Tram project is a strategically important transport project with significant benefits and implications for the Borough. This report informs the Panel of the scheme, summarises the key issues it raises, outlines the Borough’s strategy in relation to it and recommends that Cabinet agrees a timescale and process to enable the Borough to join with Transport for London in seeking the powers required to construct and operate the scheme.

The options considered are discussed in para 4.19.

3. Key Points

3.1 Financial Implications

There are no direct implications arising from this report. A further report outlining expenditure and budget for pursuing the Borough’s interests, has been prepared for consideration by the Panel at this meeting.

3.2 Legal Implications

There are no direct implications arising from this report. If the Mayor of London decides to seek powers to construct and operate the scheme through an application under the Transport and Works Act 1992, the Council will be involved in the process. The nature and extent of involvement will depend on the position the Council wishes to take on the scheme and whether it wishes to play an active role in the process.

3.3 Staffing

A small team has been established within the Council to represent its interests and manage the relationship with Transport for London. The composition of this team is described in a separate paper submitted to the Panel.

3.4 Accommodation

The West London Tram team is located in Perceval House. As the project proceeds, it may be desirable to set up a local public information point and the Borough has indicated that it would give favourable consideration to this being situated in Borough premises.

4. Detailed Section

4.1. Background

The West London Tram scheme is promoted by Transport for London as an element of the Mayor’s Transport Strategy. The proposal is to construct a street tramway along Uxbridge Road between Shepherd’s Bush and Uxbridge, passing through the Boroughs of Hammersmith and Fulham, Ealing and Hillingdon. Some 10km of the 20km route lies within the Borough of Ealing.

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4.2. The scheme emerged from a London Transport study in 1994/5 of the potential application of renascent technologies such as modern tramways, guided buses and trolleybuses for improving public transport in outer London. It was selected as one of nine “case studies” explored in 1995/6. The case study report’s conclusion on the Uxbridge Road scheme was:

“The general performance of the options in meeting the identified objectives is relatively positive, with the maximum priority option performing well. This would attract high levels of demand and could potentially justify investment in a track based system, assuming a significant level of priority is achieved. This would require additional roadspace in some constrained sections, particularly the town centres. It is an intensively used corridor with town centres which are heavily used by pedestrians. A future strategy should seek to improve conditions for existing and potential public transport users and pedestrians. It should build on the significant bus priority works in place and those planned.”

4.3. In early 1997, London Transport consulted local authorities potentially affected by the “case study” schemes to explore their willingness to support the schemes and address the roadspace reallocation issues raised by the proposals. In April 1997, London Transport decided to progress the Uxbridge Road scheme, leading to further work including an outline design which involved closure of Uxbridge Road at several locations. This phase of work concluded with public consultation in autumn 2001, which found a high level of support for the scheme, and specifically for reallocation of road space in favour of better public transport, and for a tram rather than improved bus services. Opposition to the scheme was higher in Ealing than in the other boroughs on the route, but there was still a clear majority in favour. The consultation gave an early indication of concerns over traffic displacement into residential streets, tree loss, visual intrusion of the overhead lines, safety for cyclists, effect on north-south traffic flows and effect on businesses fronting the Uxbridge Road. Following the consultation, concerns were expressed about the distribution of consultation leaflets, publicity for events and the wording of the questionnaire, but a complaint to the Local Government Ombudsman was not upheld.

4.4. The Cabinet considered the scheme in February 2002 and agreed to “enthusiastically support” the principle of developing the scheme. The scheme was included in the Mayor’s Transport Strategy published in July 2001, and in May 2002, the Mayor of London decided to take it forward with a view to seeking powers to construct and operate the scheme. TfL established a project team and the Borough secured resources to engage more actively with Transport for London. The scheme is also included in the London Plan published in February 2004.

4.5. Key Scheme Features

The scheme involves a double track tramway, with rails set flush into the road surface. Along most of its length, the tramway would use the existing road carriageway, sometimes with exclusive use of part of the carriageway and sometimes sharing it with general traffic. On dual carriageway sections within

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Ealing, the tramway would have sole use of one existing carriageway with general traffic using the other. Trams would be powered by electricity drawn from overhead lines. They would be 40m long and 2.65m wide, with 70-90 seats, plus space for wheelchairs and unfolded pushchairs. The maximum capacity would be about 300 passengers. 41 stops would be provided, 22 of them in the Borough.

4.6. The assumed peak period tram frequency is every 3 minutes between Shepherd’s Bush and Hayes By-Pass, giving a capacity of up to 6400 passengers/hour in each direction, and every 6 minutes between Hayes By- Pass and Uxbridge. This will eliminate the current overlapping sections operation of the 207 bus (Shepherds Bush – Hayes / Acton – Uxbridge), and will eliminate the enforced interchange for passengers making longer journeys unable to use the 607 express stops. The end-to-end journey time would be approximately 65 minutes, compared to about 60 minutes for the present 607 express with only 18 stops and 101 for the 207 bus serving 65 stops. TfL forecasts that increasing traffic congestion will extend the 207 journey time to 117 minutes by 2011.

4.7. The scheme assumes that trams would be given priority over general traffic to minimise journey times, promote reliability and create conditions favourable to attracting journeys currently made by private car. This would be achieved by a variety of means according to local conditions, including tram priority at traffic signalled junctions; separate lanes for trams and traffic where space permits; “traffic metering” at the approach to pinch points to allow trams a clear run into the constrained section; and closure of the road to general traffic in a few particularly constrained locations. (A separate report to the Panel reviews the options at these locations.)

4.8. The scheme will be complemented by off-route traffic management measures to encourage general traffic not requiring to access businesses and services along Uxbridge Road to use the strategic routes such as the A4 and the A40.

4.9. The Strategic Context

The tram scheme supports national objectives to achieve sustainable development, economic growth, protection of the environment, social inclusion and prudent use of national resources. These objectives have been cascaded into a series of London, sub-regional and Borough strategies, all of which are supported by the scheme.

4.10. The London Context

At the London level, it supports the London Plan, which aims to accommodate significant growth through (inter alia) the sensitive intensification of development in locations that are well served by public transport. The challenge in West London is to accommodate a population increase of 140,000 (nearly 10%), 86,000 new jobs (11% increase) and about 45,000 additional homes, continuing the growth of the 10 years to 2001 which saw a population increase of 22,000 (8%) in Ealing alone. This has to be achieved

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while protecting the environment, the built heritage and the character of the townscape.

4.11. The Mayor’s Transport Strategy sets out policies to achieve the Mayor’s overall goals for London. Its key objectives include:

− Reducing traffic congestion

− Increasing the transport system’s overall capacity

− Improving the transport system’s accessibility

− Improved journey time reliability for car users

− Radical improvements to bus services

− Supporting boroughs’ local transport initiatives, including improved access to local town centres and regeneration areas

− Enhance safety and security across all means of travel

The scheme is included in the strategy, which notes that it “serves a key radial corridor, which also links a number of regeneration areas”.

4.12. The West London (sub-regional) Context

The scheme supports the West London Integrated Transport Strategy, which aims to underpin West London’s key role in delivering the sustainable growth forecast in the London Plan. Its particular policy objectives are to improve the reliability, frequency and quality of bus services, improve the convenience and security of bus stops, to promote transit schemes such as the tram, reduce traffic levels and reallocate roadspace towards sustainable travel modes.

4.13. The Borough Context

The scheme is consistent with a vision to create a strong, equitable and sustainable urban settlement in West London. This is expressed in the following approved strategies:

− The Community Strategy, which aims to develop and encourage sustainable forms of transport as viable alternatives to the car, to improve our public transport infrastructure and tackle and reduce congestion and air and noise pollution from road traffic.

− The New Plan for the Environment, which aims to secure a good environment for all through sustainable development, and in respect of transport to provide sustainable access from homes to jobs, shops and services, by integrating land use and transport planning, restraining car traffic and promoting improved public transport and facilities for pedestrians and cyclists.

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− The town centre strategies for Acton, Ealing, Hanwell and Southall, which have common themes:

to make it easier for people to walk, cycle or come by public transport;

to improve and encourage greater use of public transport;

to reduce traffic congestion and traffic flows within the centre to make it a pleasant place and help meet local and national traffic reduction targets;

to maximise the benefits of the Tram.

− The Air Quality Action Plan, which aims to reduce traffic, to promote cleaner technologies and alternative fuels and reduce the need to travel.

4.14. The developing Economic Development Strategy includes as a strategic objective the development of access to and participation in the labour market, particularly amongst the most deprived groups and communities. It is likely that improved public transport will be a key feature of the strategy and that there will be particular focus on service to deprived areas on and near the Uxbridge Road corridor.

4.15. Borough Strategy towards the West London Tram

This array of strategies and plans can be distilled into a set of objectives which the Borough wishes to be supported and facilitated through schemes proposed by public and private bodies, and against which individual proposals can be appraised. These are:

1. Network Capacity and Reliability

Transport network capacity and reliability: to sustain economic activity and facilitate development by reducing transport costs as an element in the generation of wealth. An efficient network minimises the time and cost of access by people to goods and services, increasing the catchment and potential demand for those goods and services. It minimises the cost of distributing goods to the people and places where they are needed.

The current position: the transport system’s performance is an increasing constraint on West London’s economic performance. Traffic in Greater London (vehicle-kilometres) grew by 7% between 1993 and 2003; however, due to capacity constraints on the major roads, the bulk of this growth occurred on minor roads, where traffic grew by 13% in the same period. An increasing proportion of traffic is using minor roads, up from 57% in 1993 to 62% in 2003. Average traffic speed in Outer London in the morning peak period was 12% lower in 2000-2002 than in 1977-82, and 14% lower in the daytime off-peak, when much business-related travel occurs. On several sections of Uxbridge Road in Ealing, more than 30% of time spent on a morning peak journey is in stationary traffic. A congested network, while

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unpleasant in itself, is unstable and minor incidents can lead to major delays across a wide area, making journey times unpredictable and causing loss of productive time and stress to the people affected. Without a step change in the system’s capabilities, a continuation of these trends can be expected, with increasing cost and time required for people or goods to move around the Borough. There will also be a continuing growth in traffic on minor roads, which, left unchecked, will cause to them to become an alternative to the main road network. Traffic has been a major concern to residents for some time; the trend of concern about traffic and crime is shown in Appendix 1.

A reliable public transport system: must be the foundation of the transport network in an urban environment that aims for sustainable settlement patterns. The West London Tram, as the spine of West London’s public transport network, will meet many needs through high quality and reliable access to and between a series of town centres, employment areas and community facilities. It will bring about a step change in the quality and capacity of the public transport system and provide the foundation of a reliable network for public and private travel.

Transport capacity: the difficulty of securing more space for transport needs in a dense and mature urban environment makes it imperative to make the most efficient use of the space already devoted to transport uses. The Tram makes more efficient use of road space, using high capacity vehicles which increase the number of people that can be moved through the critical constraints at junctions and in town centres. This will make more time available for north-south traffic across Uxbridge Road and pedestrian movements.

Cost effectiveness: higher cost alternatives to the tram such as heavy rail schemes would fail to meet local transport needs; the Crossrail scheme, while welcome as improving access to Central London, Docklands and Heathrow, will at most serve only five stations in the Borough, only two of which are in town centres.

Transport capacity for future growth: the growth envisaged in the London Plan calls for transport capacity which cannot be provided by private cars without unacceptable road building implications or by conventional buses without heavy congestion at critical junctions.

The West London Tram provides an immediate increase in capacity, operating vehicles with substantially higher capacity at about the same frequency as the present bus service. Future growth on the Uxbridge Road corridor could be accommodated by making more intensive use of the existing infrastructure and the network could be extended to serve development sites off the corridor by marginal increments to the infrastructure.

The maximum permissible length of an unguided bus is 18m, which provides 50 seats and 75 standing places. This offers limited headroom for growth so that transport capacity would again become a constraint on efficient and reliable movement around the area.

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2 Access for All

Accessibility embraces the wider considerations of time, convenience and reliability in reaching jobs, services and community facilities as well as physical access to the system (particularly for those whose mobility is impaired by disability). The transport system must enable people to access the jobs, services and facilities they need irrespective of their social, economic or disability status.

The current position: declining traffic speed and increasing congestion are making it more difficult to access town centres and community facilities by private car, while bus speeds have no more than remained constant despite an ongoing bus priority programme. The chart at Appendix 3 illustrates that this can be expected to continue without changes to the public transport system. Despite improvements to the physical accessibility of the buses, it is still impossible to guarantee access to mobility impaired passengers due to inconsiderate parking at bus stops, driver skill and the internal layout constraints of the buses themselves. (The maximum number of seats on the lower deck of existing 207 buses is 20, not of all of which can be accessed without steps. Most 607 express buses have steps in the entrance.)

Equitable accessibility cannot be achieved in an urban settlement through private transport without extensive road and parking space, which in West London would require major demolition of houses and businesses, weakening the area’s economy. It would also bring urban design, environmental and congestion problems, plus new problems of social exclusion for those unable to own or drive a car. A public transport based network provides universal accessibility within available roadspace. The overall improvement in traffic management will create better accessibility for pedestrians and cyclists making short journeys to town centres and community facilities.

Physical accessibility: the West London Tram guarantees step-free access as the rails ensure that vehicles line up with the raised platform at stops. Most if not all of the tram interior will be at platform level, accessible to people with mobility impairments. Space will be available for wheelchairs and unfolded pushchairs. The rails ensure a smoother ride which gives frailer users greater confidence about their personal safety.

3. Environmental Design and Management

Environment embraces the natural and built environments, both of which influence the perceived quality of life in an urban environment.

The current position: parts of Uxbridge Road exceed the Air Quality Action Plan objectives, mainly at the principal junctions and the town centres and the whole of the road through the Borough shows a Nitrogen Dioxide level close to the target. The “street canyons” in some town centre areas aggravate the effect of pollution due to road traffic sources. Particulate (PM10) levels are also high, and the 24 hour mean objective of 40 µg/m3 is likely be exceeded more than 35 times a year close to the junctions with South Road (Southall), The Broadway (Central Ealing), and Gunnersbury Lane (Acton).

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The built environment is of particular importance and the Uxbridge Road passes through or close to 11 Conservation Areas. A large number of buildings of architectural or historical interest, or of group or façade value, occupy the frontages. Acton Town Centre has particular importance as a largely unaltered Victorian town centre.

Pollution Control: a sustainable urban settlement requires an active policy to minimise emissions and use energy from renewable sources. Transport uses are a major source of the air pollution which the Air Quality Action Plan seeks to address. The West London Tram supports environmental objectives by establishing a transport system which will be free of emissions at point of use, of a quality and reliability which will attract journeys that would otherwise be made by car. Electricity can be generated from renewable sources.

Built Environment: by increasing the people-moving capacity of the existing roadspace, the West London Tram avoids extensive demolition of property in Conservation Areas. Selective demolition of property may be required at particular locations, which can create opportunities for redevelopment to a higher standard. Reduction (or removal) of general traffic creates an opportunity to manage the total space between building lines in a holistic way, reducing the dominance of traffic and associated street furniture over pedestrian circulation.

Alternative fuel technologies are emerging but have not yet achieved the reliability for use in the demanding environment of the Uxbridge Road corridor. However, should dependable technologies become available, it would be possible to convert the operation to internally powered trams and remove the overhead wires.

4. Area and Town Centre Regeneration

Current Position: four wards on or near the Uxbridge Road corridor are within the 15% most deprived wards in England – Glebe, Northcote, Dormers Wells and Heathfield (2000 names and boundaries). Each of the five town centres is facing challenges of actual or potential decline and competition, especially Hanwell and West Ealing. The Southall gas works site is the largest brownfield development site in West London.

Supporting area redevelopment and regeneration: a strong public transport component in the network enables development at higher density than would be possible in a car-dominated environment. This will apply not only to large development sites such as Southall gas works but also to individual developments as they occur along the corridor. The higher density will promote regeneration along the corridor by stimulating a higher level of economic activity in locations with good public transport accessibility.

Supporting the town centres’ strength and vitality: improved public transport accessibility increases potential footfall without losing productive space to roads and car parking. Conversely, improved access for potential customers and employees makes town centres and other locations along the corridor more attractive as places to start businesses, particularly in the

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marketing and media sectors which do not depend on the delivery of heavy goods or equipment. Taken together, improved accessibility creates conditions which, coupled with town centre regeneration strategies and local environmental management, stimulate regeneration by making the corridor a more attractive place for shopping, working, spending leisure time or carrying on a business. Good and reliable access between centres reinforces the hierarchy by allowing each centre to focus on its strengths and to complement rather than compete with the neighbouring centres.

The West London Tram increases public transport accessibility to all the town centres along the corridor, with particular benefits to Hanwell and Southall, whose public transport accessibility is currently low. The charts attached at Appendix 3 show that car accessibility to Ealing and Southall centres will decline (reflecting increasing congestion) and public transport accessibility will improve with the tram. The same applies to Acton and Hanwell centres.

Alternative transport investments would be less effective; bus-based improvements would retain the current weakness while rail schemes are limited because the cost of station facilities limits the number of access points to the system and its potential for meeting local transport needs.

4.16. Summary

The West London Tram supports these objectives and creates a platform for an urban settlement in West London that is:

− Strong: that generates sustainable economic development and a good quality of life;

− Equitable: that facilitates participation in economic and social activity irrespective of physical or economic status

− Sustainable: works within the constraints of the available supply of land and natural resources, and considers the needs of future populations

On this basis, the Council has supported the scheme development, in order to secure the maximum benefit for the Borough.

4.17. Issues and Concerns

Notwithstanding the overall support for the scheme, issues and concerns have been identified, and the Borough has been working with Transport for London to resolve them. The principal issues, and the approach to resolving them is set out in relation to the objectives outlined in para 4.15:

1. Network Capacity and Reliability

− Detailed design and operation of junctions: design is proceeding and the Borough is contributing by setting requirements and reviewing the emerging designs. Particular attention is being given to north south vehicle movements and pedestrian phases at these junctions;

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however, the use of high capacity trams increases the efficiency of movement through critical junctions on the east-west axis and potentially releases time for these other needs. The Borough is encouraging Transport for London to consider selective property acquisition at critical junctions to enable these competing needs to be met and to discourage the use of the residential street network as an alternative.

− Integration with other transport modes: the proposed route passes near several rail or Underground stations and there are also many interchange opportunities with bus services. The Borough is pressing for walking distances between tram stops and other transport modes to be minimised and for transfer arrangements to be as safe and attractive as possible. The arrangements at Ealing Hospital are of particular interest and the Borough is pressing for improved access to the hospital entrance with good interchange to the bus routes that terminate there.

− Complementary bus network: the scheme creates an opportunity to reconfigure the bus network, with buses connecting with the tram service while creating new through bus journey opportunities (eg north- south links which are presently poor because bus services are focused on the town centres).

2 Access for All

− Stop locations: stops must be located to maximise accessibility and give particular attention to the needs of elderly and mobility-impaired people. The Borough will be reviewing the detail of stop locations to ensure that the optimum locations are chosen within the engineering and traffic management constraints.

3. Environmental Design and Management

− Displacement of traffic into residential streets parallel to Uxbridge Road: the Cabinet approved a policy to implement traffic management schemes in local roads off Uxbridge Road to discourage traffic displacement and focus traffic on strategic and distributor roads. A programme of schemes has been developed and Transport for London has confirmed that the programme will be financed and implemented as part of the tram project. The criteria for determining the programme scope will be those agreed by the Cabinet at its meeting on 11 May 2004:

Residential road networks will be selected for consideration on the basis of proximity to Uxbridge Road (and hence risk of traffic displacement caused by the tram scheme) and the change in flows forecast in the traffic modelling, comparing the “with tram 2011” scenario against the “without tram 2011” scenario.

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Roads wholly or partly within 1 km either side of Uxbridge Road will be considered where the traffic modelling indicates:

° A 25% or greater increase in average hourly traffic flow (measured in passenger car units - pcus) in either the morning peak or inter-peak periods, this being the change likely to be perceived as significant in terms of noise; AND

° The “with tram” traffic flow exceeds 55 pcus per hour, this being the level at which more than 10% of residents are likely to be bothered very much or quite a lot by traffic noise.

Where a neighbourhood road network (ie the group of streets bounded by a strategic or distributor road) in which the criteria are satisfied extends beyond 1 km from Uxbridge Road, the whole of that network will be considered for measures.

− Urban design and streetscape: Transport for London is developing design guidelines for tram infrastructure (eg stops, overhead line equipment). The Borough is providing its town centre Streetscape Design Guidelines to complement this process and is reviewing Transport for London’s proposals as they emerge.

− Environmental Assessment: Transport for London is producing an Environmental Statement as part of the Transport and Works Order documentation. The Borough has influenced the scope to ensure that assessment extends to areas off the tram route which might be affected by displaced traffic. The scope and methodology of ongoing assessment will be subject to continuing review, and the Borough will require mitigations to minimise temporary and permanent impacts.

− Construction impacts: the construction strategy is being developed. The Borough will expect to approve the Code of Construction Practice which will regulate hours of working, noise and dust limits, and to agree the location of working sites.

4. Area and Town Centre Regeneration

− Access and servicing to frontagers, particularly town centre business premises: individual consultation to identify businesses’ requirements will start in spring 2005. Possible solutions include service access outside peak periods, loading bays, access from side roads and creation of rear servicing facilities.

4.18. Decision Process and Timescale

Should the Mayor of London decide to seek powers to construct and operate the scheme, an application will be made to the Secretary of State for a Transport and Works Order. The current programme (which is subject to

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change) envisages the draft Order being deposited in Winter 2005 - 06. Following deposit, a minimum of six weeks is allowed for objections to be lodged; approximately six months thereafter, a Public Inquiry would be held to consider objections which had not been resolved by negotiation in the intervening period. The Inquiry would be chaired by an independent Inspector appointed by the Secretary of State. The Secretary of State would subsequently decide whether powers should be granted, taking into account the Inspector’s report. The currently expected timetable is set out in a separate report for consideration by the Panel.

4.19. The Borough’s Role

Should an application for powers proceed, the Borough would be a Statutory Consultee, entitled to appear at the Public Inquiry. It can adopt one of three stances:

− Joint Promoter: to act jointly with Transport for London to secure the powers. The Portfolio Holder is currently minded to adopt this role, which will give the Borough a role in the project governance and so maximise its influence in project scope and definition, environmental mitigation and traffic management issues affecting the Borough. If this approach is adopted, the Local Government Act 1972 requires two full Council resolutions to be passed to provide the necessary authority, one before and one after the deposit of the draft Order. A legal agreement would be required, specifying each party’s roles and responsibilities, with provisions for reimbursement of Borough expenditure in promoting and developing the project. The Borough would retain responsibility for expenditure which would be required irrespective of its role in the project to exercise its statutory duties. A summary of the likely structure of an agreement is attached to this paper at Appendix 2. This is recommended.

− Non objector: the Borough could submit a statement of support to the Inquiry but would not make representations on matters of detail. This approach would incur less expenditure but without a formal role in the project, the Borough would secure less influence over Transport for London. There would be no incentive for Transport for London to offer any concessions on the extent of powers to be sought affecting the Borough’s statutory duties, or in the exercise of any powers granted. The prospect of cost reimbursement would be significantly reduced. Not recommended.

− Object to the project. An objection can be of principle (ie seeking to have the application for powers refused) or of detail (supporting the proposal but seeking amendments to the powers to meet specific concerns). Influence over the project might be secured through adopting an adversarial approach but the outcome would be uncertain. Significant expenditure would be incurred in preparing the Borough’s case, as information currently provided by Transport for London would not be available, and independent technical advice would have to be

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procured. There would be no possibility of past expenditure being reimbursed. Not recommended.

4.20. Timescale

The following timescale is proposed:

− Cabinet 15 March 2005: approval to prepare the formal notice advising of the forthcoming Council resolution, subject to Transport for London Board decision on 23 March

− Transport for London Board 23 March 2005: the output of the public consultation on the West London Tram project will be presented to the Board. The programme leading to deposit of a Transport and Works Order in December 2005 or January 2006 will be put to them for their approval

− (Subject to the Transport for London Board approving the programme) Cabinet 12 April 2005: request for approval to issue the formal notice of the forthcoming Council resolution

− 6 May 2005: Notice published in Ealing Gazette

− Council 21 June 2005: consideration of formal resolution

4.21. Conclusion and Recommendation

The Borough has strongly supported the principle of the West London Tram. It is the means to achieving a strong, equitable and sustainable urban settlement in West London, and supports the delivery of national, London and Borough strategies for sustainable development, meeting the needs of increasing population and economic activity and addressing social exclusion and deprivation. Its more efficient use of the available road space creates conditions which, coupled with complementary strategies, can strengthen the five of Ealing’s six town centres which lie along the corridor. It marks a further step in the evolution of Uxbridge Road from an ancient long distance coaching route to a local communications backbone with a public transport foundation.

The Borough’s active engagement with Transport for London has secured an understanding of local conditions and needs which could not have been achieved by adversarial means. As the key decisions on the project approach, it is now intended to formalise this engagement by joining with Transport for London in seeking the powers to construct and operate the scheme. The Borough will then have a direct influence on the project scope and implementation and so will be best placed to ensure that this major investment in West London is designed, built and operated to deliver improved quality of life and sustainable development for those who live, work or enjoy their leisure time in the Borough.

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5. Background Information (public documents referred to in writing the report)

New Ideas for Public Transport in Greater London: London Transport, June 1995

New Ideas for Public Transport in Greater London – Development of case Studies: London Transport, September 1996

West London - An Integrated Transport Strategy: West London Leadership, November 1997

Air Quality Action Plan: London Borough of Ealing, 2001

The Mayor’s Transport Strategy: Greater London Authority, July 2001

Ealing Centre, a Strategy for Sustainable Development: London Borough of Ealing, October 2002

Ealing’s Community Strategy: London Borough of Ealing, June 2003

The London Plan, Greater London Authority, February 2004

Improving Acton Town Centre – Strategy 2002-2012: London Borough of Ealing, March 2003

Hanwell Town Centre Strategy: London Borough of Ealing, March 2003

Southall Town Centre Strategy: London Borough of Ealing, March 2003

Towards and Economic Development Strategy for Ealing: Ealing Local Strategic Partnership, February 2004

New Plan for the Environment (Unitary Development Plan): London Borough of Ealing, October 2004

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RESIDENTS SURVEY: MAIN AREAS OF CONCERN

60

50 46 45 44 43 39 40 40 40 38 37 40 40 38 Crime % 30 33 32 32 31 31 30 Traffic 20

10

0 1994/5 1995/6 1996/7 1997/8 1998/9 1999/00 2001/2 2002/3 2003/4

Note: the level of concern on both crime and traffic fell in 2003/04 due to unusually high concern about the level of Council Tax.

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JOINT PROMOTION AGREEMENT: POSSIBLE STRUCTURE

Parties: Transport for London

London Borough of Ealing

RECITALS

Part 1 1. Operative Powers 2. Interpretation

Part 2

GENERIC ISSUES 3. Project Scope and Description of Route 4. Reasons for Joint Promotion 5. Scope of Environmental Assessment 6. Safety 7. Security 8. Hardship Policy 9. Performance Specification 10. Bus Strategy 11. Uxbridge Road

Part 3

BOROUGH SPECIFIC ISSUES 12. Project Involvement 13. Internal Borough Consultation and Decision-Making 14. Access to Documentation and Advisors (e.g. Counsel) 15. Exchange of Information 16. Joint Working Board 17. Costs and Contributions 18. Street Trading 19. Council Property 20. Property Generally 21. Indemnity for blight and Compulsory Purchase Order risk 22. Worksites

23. Relocations and Exchange Land

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24. Development Rights 25. Code of Construction Practice. and Community Liaison during construction 26. Amenity, Environment, Streetscape and Landscaping 27. Highways 28. Supplementary Planning Documents 29. Town Planning 30. Handling Objections/Interested Parties 31. Monitoring and Review of Impact of Tram

Part 4

GENERAL 32. Duration and Termination 33. Statutory Powers, Duties and Discretion 34. Notices 35. Good Faith 36. [Liaison Arrangements] Subject to clarification of possible duplication with sections 12-16. 37. Confidentiality and Freedom of Information 38. Disputes

SCHEDULES 1 Draft Order 2 Draft Environmental Statement 3 Draft Plans and Sections 4 Draft Code of Construction Practice 5 Draft Planning Conditions

G:\Transport\West London Tram\7.0 Internal Communications\7.3 Council Resolutions\7.3.8 Tram Advisory Panel\Tram Advisory Panel 230205 Strategy and Issues Final pdf.doc, 18 Appendix 3 Public Transport Accessibility to E alin g T o w n C en tre H ig h w ay Accessib ility to E alin g T ow n C entre (AM peak) (AM peak) 300,000 300,000 - - - 3,116 - 4,414

250,000

162,858 172,671 200,000 200,000 181,939 227,398

257,019 255,852 n n o o i i t at

a 150,000 Popul opul P

100,000 100,000

134,831 112,633 120,604 50,000 56,021

33,592 34,759

11,979 4,786 4,786 - - 2,290 2,290 2,290 2003 base AM 2011 no tram AM 2011 with tram AM 2003 base AM 2011 no tram AM 2011 with tram AM Scenario Scenario Less than 10 m inutes 10 - 20 m inutes Less than 10 minutes 10 - 20 minutes 20 - 30 m inutes More than 30 m inutes 20 - 30 minutes More than 30 m inutes

Public Transport Accessibility to Southall Tow n Centre Highway Accessibility to Southall Town Centre (AM peak) (AM peak) 300,000 300,000

3,116 13,590 11,219

48,795 250,000 49,197 64,877

200,000 200,000 216,946 123,025 235,785 232,630 n o n i o i 128,102 159,707 at at 150,000 Popul Popul

100,000 100,000

122,753

93,491 50,000 63,254 75,195 46,107 47,434

8,179 13,563 12,853 9,310 - - 2,234 4,771 2003 base AM 2011 no tram AM 2011 with tram AM Scenario 2003 base AM 2011 no tram AM 2011 with tram AM Scenario Less than 10 m inutes 10 - 20 m inutes 20 - 30 m inutes More than 30 m inutes Less than 10 minutes 10 - 20 minutes 20 - 30 minutes More than 30 minutes

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