The Transport chapter sets out the context for integrated transport and land use planning. The basis for the transport content of the plan is the government's planning policy guidance on Transport (PPG13) and regional planning guidance for the South East (RPG9). The Mayor's Transport Strategy and the West London Transport Strategy also provide an important context for this chapter.

The transport chapter of the UDP provides a basis for the local planning authority's decisions on development. In addition, the UDP contributes (along with the other documents mentioned) to the framework for the Council's Local Implementation Plan, as well as Area Transport Strategies and projects.

• The need to integrate land-use and transport planning in order to reduce road traffic. This will involve: increasing the intensity of development and mixed uses at the most accessible locations, promoting sustainable transport choices, reducing reliance on the car, and generally facilitating neighbourhoods where people can get to work easily and to the services they need - i.e. local shops, schools, leisure and health facilities.
• Parking policy will be used to restrain the use of cars, whether in new development, consistent with other local authorities, or by on-street parking controls. Issues include the effect on competitiveness of business locations and shopping centres where parking is restricted, and residents' concerns about increased competition for on-street parking spaces.
• Public transport improvements to enable public transport to compete more effectively with the private car. Land use opportunities and pressures arising from proposed schemes such as West London Tram and CrossRail will need to be addressed. Improvements in public transport may facilitate local regeneration and contribute to the broader development corridor proposals in the GLA's London Plan.
• Walking and cycling to be vigorously promoted, especially for shorter distances, as the healthiest and most environmentally-friendly way to travel. National planning guidance suggests more road space should be given to pedestrians, cyclists, and public transport, in town centres, neighbourhoods, and mixed use areas.
• Safety and health issues are involved in supporting less polluting modes of transport, pursuing an air quality strategy which takes into account development along major roads, and introducing home zones and further traffic calming measures. The issue of shared surfaces and segregation between traffic and pedestrians will need to be considered.
• Regional transport issues promoting a fully integrated freight distribution system to meet the needs of business, which may have implications for employment and industrial land in the Borough. Developing surface access measures to cater for airport growth at Heathrow will impact locally. Whilst accessibility to local business and jobs might be improved, and economic benefits should be maximised, effects on capacity of existing systems and the environment will need to be kept under review.

The strategic Policy 1.9 (as set out in Chapter One) is outlined below -

Transport

To provide sustainable access from homes to jobs, shops and services, and from business to business, by integrating land use and transport planning, restraining car traffic, promoting improved public transport and facilities for pedestrians and cyclists, and making freight distribution more sustainable. In addition, the Council will have regard to the impacts of international air travel from Heathrow Airport, in respect of surface access, business and employment, environmental impacts and sustainability in general.

In order to achieve this overall aim, there are 11 policies for Transport, and these, together with their justifications, are set below.

Policies for Transport

This policy arises from government guidance (PPG13) which requires development plans to promote more sustainable transport choices, whilst also reducing congestion, pollution and reliance on the car. The guidance indicates that reduced levels of parking in development are essential. It allows for the use of maximum parking standards, but precludes minimum standards, except to provide for disabled car users. It also provides specific guidance on the use of Travel Plans and Transport Assessments in conjunction with development.

The policy is consistent with the key priorities of the Mayor of London's Transport Strategy, which seeks to reduce the rate of growth of traffic in outer London. It also contributes in particular to the Mayor's objective of 'improving access' (in terms of better integrated and more sustainable transport and planning), and the objective of 'protecting health and the environment' - through promoting patterns of movement which facilitate improvements in air quality, greenhouse gas emissions, visual amenity, community integration and the health of Londoners.

At a sub-regional level, the policy has regard to the West London Transport Strategy. It contributes to the policies on promoting bus, rail, walking, cycling and reducing car traffic.

The first requirement of the policy is to maximise the proportion of journeys to and from the development which can take place on foot or wheelchair, or by bicycle. The policy refers to cycle parking and other facilities.

Cycle Parking and other facilities

Public Transport

Having considered trips on foot, by bicycle or wheelchair, the next thing is to maximise public transport usage for trips to and from the development. It is important to measure the public transport accessibility level (PTAL) of sites which are proposed for development. This information can assist in determining whether a site has a public transport accessibility level appropriate to the type of development proposed, and that access and parking for the site are planned having regard to the PTAL. The Council will have regard to the PTALs calculated by Transport for London to measure the accessibility of an address in relation to the public transport network. This takes into account the time it takes to walk to the bus stop or station, and the frequency and choice of public transport services.

PTALs are a fairly crude tool, as they cannot satisfactorily consider off-peak travel opportunities, leisure travel, network travel, cross London commuting, or walking. However, they do provide an indication of the transport alternatives available for a particular development. Although walking and cycling accessibility are absent from the PTAL assessment, these must be considered under criterion (i) of the policy, and the Transport Assessment should examine all modes of travel.

Parking

As indicated in the policy, for those trips where car use is necessary, the first consideration is the availability of existing car parking in the area. Having considered any such potential, the provision on site should be considered in the light of the Transport Appendix.

Appendix One specifies maximum provision for most cases and minimum requirements in relation to car users with disabilities('no more than/no less than').

Residential development which has less than the maximum parking provision is allowed for in Policies 9.1 and 9.8. In addition, Policy 9.8 refers to the opportunities for car sharing through a 'city car club', which means that less parking provision is required on site. In other circumstances, proposed development which indicates parking provision below the levels shown in the table, will be considered on its merits, in the light of the factors set out in Policy 9.1. The acceptability of such proposals may also relate to non-transport factors, such as the desirability of achieving reuse of an existing building which is being renovated or converted into flats, or for some other new use, or where additional car parking would harm the architectural character or landscape quality of the area. The maximum parking provision for each residential unit indicated in the Appendix will be applied on the basis that it does not result in sites being developed with an average of more than 1.5 off-street car parking spaces per dwelling. This is in order to reflect the guidance in PPG3 paragraph 62.

In all cases, development must have proper regard to the needs of people with disabilities. In addition, the level of parking control must be sufficient to ensure that the development will not lead to on street parking problems in the area.

The Council encourages the use of non-polluting means of transport. If there is an enforceable undertaking (made in the Travel Plan), that only non-polluting vehicles will be allowed on site, the authority may be more flexible in responding to a request from a developer for a greater number of parking spaces on site than the maximum indicated in the table.

Disabled Car Users

The number of car spaces provided with a 'disabled' logo and reserved for disabled car users, is normally regarded as a proportion of the total number of spaces provided for a development. They are not an additional amount. A minimum provision of at least 1 space (for a disabled person) is required in all developments.

The parking provision for disabled car users indicated in Transport Appendix One represents the minimum requirement, unless it can be shown that the needs of people with disabilities can be met by other modes. On the other hand, more spaces than the minimum will be required by the local planning authority if it is apparent that the amount is insufficient, e.g. if the Green Travel Plan (accompanying an application for major development) demonstrates that the parking provision would not accommodate the number of disabled visitors who need to use a car. The maximum number of car spaces allowed on site can be increased to take account of these additional spaces for people with disabilities.

With the exception of car parking for dwellings (which are allocated to residents), parking spaces which are usable by people with disabilities must be clearly signposted using the British Standard disabled symbol. All such spaces should be located as near as possible to the entrance of the building.

Parking and Servicing Areas

Clause (v) of the policy seeks to promote the creation and enhancement of appropriate servicing facilities, in conjunction with development proposals. Wherever possible, on-street loading and unloading of freight will be discouraged, except at those times when this will least interfere with other traffic and local activity. This may be specified in conditions on planning permission. In implementing this policy, the Council will also ensure that development proposals do not prejudice existing on-site and rear servicing arrangements to neighbouring residential, community and commercial property.

Travel Plans and Parking

The policy indicates that for certain categories of development, developers will be expected to provide a Travel Plan. This is to specify and justify the developer's proposals to promote trips by modes other than the car. It should also indicate the planning obligations which the developer is prepared to undertake, to ensure appropriate transport access and parking provision, and the management arrangements necessary in order to sustain the plan in the future.

Where the proposal is for minor non-residential development (floorspace of less than 1000 sq.m, and on a site of less than 1 hectare), or is for residential development less than 25 units, a Travel Plan is unlikely to be required to demonstrate compliance with the policy.

Most non-residential development above this level will require a Travel Plan, notwithstanding that the maximum car parking is proposed (see Appendix One). Any residential development where parking provision is less than the maximum standards is also likely to require submission of a Travel Plan. Clarification on how the standards apply and the scope for flexibility in their application, is indicated in the notes in Appendix One.

Congestion through excessive traffic movements;

Pressure for parking in streets within 500m of the access to the site, at levels greater than their capacity;

This final point may be defined as parking on pavements and verges, at bus stops or crossovers, near corners, or anywhere that could potentially cause an accident or create an obstruction.

Government guidance (PPG13) indicates that major generators of travel demand should make the fullest use of public transport. It refers in particular to interchanges, town centres and other key sites. The Mayor's Transport Strategy identifies the improvement of interchanges, investment in the Underground, and better integration of the rail system with other transport modes, as three of the ten Key Priorities. A further objective of this strategy seeks 'the improvement of sustainable access to and from town centres'. The West London Transport Strategy also contains a policy which aims to 'improve the appearance, facilities and security at key bus and rail stations'. The Mayor's Strategy identifies lack of clear and appropriate travel information as a barrier to a fully accessible transport service. Comprehensive information, in a range of formats on all public transport services, should be provided to enable people to plan and make journeys easily.

The aim of this policy is to achieve better and higher capacity stations and interchanges for public transport, adequate ease of movement within the site, and better access for people walking and cycling to a station or interchange. Proposals will be expected to ensure that passengers have the opportunity to travel with their cycles too. The 'other facilities' referred to in Policy 9.1i) include facilities which facilitate access by foot, wheelchair and bicycle; for example bike racks, bike storage and wheelchair storage space.

The intention is to encourage land uses which attract large-scale movements of people or goods, to locate in town centres or major employment locations, and to facilitate travel by modes other than the car. Opportunities will be sought to develop and upgrade transport facilities as part of commercial development.

The Council wants to see significant improvements to the majority of stations across the borough, and will seek funding through annual bids to Transport for London and through planning obligations, for this purpose. The highest priority is Ealing Broadway, and the Council is actively seeking to improve this station in partnership with Transport for London and the transport operators.

A key priority of the Mayor's Transport Strategy involves 'increasing the overall capacity of London's transport system by promoting major new cross-London rail links, including improving access to international transport facilities and improved orbital rail links'. This policy also accords with the Mayor's objectives of maximising accessibility and protecting health and the environment.

The policy takes forward the West London Transport Strategy in relation to rail infrastructure initiatives and other mass transit services, as well as making increased provision for walking and cycling, and better access to Heathrow.

The West London Transit scheme is one of four such intermediate modes schemes contained within the Mayor's Transport Strategy. This proposal runs along the entire length of the Uxbridge Road, connecting Uxbridge to Shepherds Bush, via Southall, Hanwell, Ealing and Acton. The Mayor for London has given his 'in principle' support for this scheme and has decided to develop this as a tram based system.

The scheme for the A406 Green Corridor promotes footpaths and cycleways, together with planting, landscaping and nature conservation. It relates to land that has been taken out of the government's trunk road programme. The land is held by Transport for London. It is important that adequate provision is made for sustainable forms of transport, including pedestrian and cycle routes, along the lines of land formerly held for road purposes.

This policy establishes a framework for physical development, consistent with the Mayor's and the West London transport strategies.

The radius of 200 metres from main shopping areas reflects the maximum distance that people with heavy luggage, young children, shopping, or the elderly/disabled can adequately manage. PPG 6 - Town Centres and Retail Developments (June 1996) uses a figure of 200-300 metres as the maximum recommended walking distance for shoppers carrying shopping. In addition, town centres have a higher density of development and a wider range of facilities that attract larger numbers of people and activity. Consequently, provision of a higher density of public transport services and infrastructure is considered appropriate. With respect to the maximum walking distance of 400 metres between home/workplace and the nearest bus stop, this reflects the reduced density/range of facilities within residential/workplace land use areas. Correspondingly, to reflect the lower travel demand and activity levels as a result of fewer people being attracted to the area, it is appropriate for the public transport service and infrastructure provision to be at a lower density.

Support bus priority measures, e.g. extended pavements for bus boarding and reducing on-street parking which hinders bus journeys;

Ensure that traffic and environmental management schemes do not unduly lengthen or divert bus routes from major passenger destinations;

Ensure the optimum location of bus stops, that they are conveniently located near road crossings and footpaths, and are made as attractive as possible. The stop, shelter and seating arrangements should facilitate orderly queuing;

This policy is based firmly on the principle (established in government's guidance in PPG13) that patterns of development should be planned to minimise the need to travel. Fundamentally, good footpath access is required so that local connections can be made. The intention of the policy is that people can have a real choice to stay local rather than travel further, because walking in the neighbourhood will be an efficient, attractive and safe option.

This approach is entirely consistent with the strategies introduced by the Mayor of London and in West London.

Pedestrian routes to local facilities are consistent with traffic management schemes, and that unlawful parking and other forms of obstruction of the footway are prevented;

Where pedestrian routes cross roads, convenient facilities for crossing are provided;

The Council will give high priority to pedestrian movement and safety in shopping centres, employment areas, schools, and other centres of pedestrian activity, and in addition on roads with heavy traffic flows, by adopting appropriate traffic management measures. This may include considering any opportunities that may arise to make streets or sections of street pedestrian, or buses and pedestrian only. Pedestrianisation schemes should not normally entail the exclusion of buses from roads on which they currently operate.

The Council will undertake street improvement projects in collaboration with landowners, public utility operators, developers and others, in promoting better standards of design, and in the management of pedestrian routes.

The policy complements Policy 9.5 on walking, and seeks to facilitate access to local schools, shops, and services etc. The design of development will be expected to include cycle facilities and to take account of the needs and safety of cyclists. Correspondingly, the Council will seek to ensure that traffic schemes in local neighbourhoods do not cause undue diversion or lengthening of cyclists routes, and that conditions are not worsened.

Developers will also be expected to contribute to the enhancement of a sign-posted strategic network of cycle routes and lanes in the Borough. The aim is to ensure that cycling in London is made (and perceived to be) safe and as pleasant as possible. Priority will be given to implementing those routes which form part of the London wide strategic network of cycle routes. The Council will liaise with Sustrans and the National Cycle Network on this work.

Routes on paths, footways, bridges, paths in parks, open spaces, housing estates and other open ground;

Restrictions on vehicular movement on side-road cycle routes to improve safety for cyclists, pedestrians and other users;

Using other rights of way such as canal tow paths and disused railway alignments as cycle routes;

Improved road surfaces to provide better riding conditions for cyclists;

Designing cycle routes which provide safe routes to schools;

Developing recreational routes for cyclists;

One of the ten key priorities in the Mayor's Transport Strategy is improving the accessibility of London's transport system so that everyone, regardless of disability, can enjoy the benefits of living in, working in and visiting the capital, and thus therefore improving social inclusion.

There are many people who are prevented from easily using the transport system because of its physical constraints and barriers, and the way it is operated. This can have a major effect on people's quality of life. It is estimated that there are at least half a million people in London who find it difficult or impossible to use public transport. This includes disabled persons, people travelling with children, or those simply encumbered with heavy luggage or shopping.

Recognising there are many barriers that affect people with mobility impairment, and also those with sensory or learning disabilities;

Recognising a range of solutions may be needed, as individuals and groups have varying needs;

Including all aspects of travel;

The Strategy includes an Accessibility Action Plan with time-tabled proposals, which seek to comprehensively improve the accessibility of transport in London - covering the public transport system, the streets, and door-to-door transport, including seeking to:

Enable greater user involvement through mobility forums;

Ensure that transport staff have disability equality training;

Improve the street environment, by removing barriers and obstructions, providing surface level crossings with tactile paving and signals, and prioritising parking for disabled people;

Accelerate the introduction of low floor accessible buses;

Improve the design of bus stops, making it easier to get on and off buses;

Develop an initial core network of accessible stations on the Underground and National Rail networks;

Improve the availability and integration of door-to-door services;

Have fair and equitable eligibility and entitlement criteria for door-to-door services;

Provide comprehensive information, in a range of accessible formats, about all transport services in London;

'Low car housing' is a term used for residential development where it is appropriate to allow less than the maximum parking provision required.

Normally, it is expected that at least one car parking space should be provided with a dwelling. This policy addresses those situations where it would be appropriate to allow residential development with little or no car parking. Such development must have regard to the needs of people with disabilities, and it is likely that some spaces will be needed for residents with disabilities.

There is a significant proportion of residents who do not have access to a car, and this indicates that there is likely to be a market for residential units with reduced parking provision. Clearly, this would be desirable from an environmental point of view, as it would contribute to the Council's sustainable development policies. Experience indicates that this is likely to be the case in relation to sheltered and social housing. The developer will be asked to provide travel data or other survey evidence to substantiate the proposal.

In all situations, the critical issue is how to ensure that residents moving into a low-car development, do not merely park their cars in what may already be a congested area. This can be done in areas where there is on-street parking control, either in central areas and around stations, or in controlled parking zones. In controlled parking zones, a 'low car housing clause' will be operative, which prevents the occupants of the housing from purchasing a residents' parking permit. People with disabilities are of course exempted from this constraint.

The Council will endeavour to: manage the roads to minimise conflict, reduce the risk of accidents, ease bus service problems caused by congestion, ensure emergency services are not hampered, make the best use of available road space for all users, reduce negative environmental impact, and discourage the use of cars for commuting into central London and to town centres in outer London.

Strategic Roads: for longer journeys, linking to London and the national road system. Goods vehicles and through traffic are encouraged to use Strategic roads. The Council will seek to encourage the free flow of traffic on these roads, so as to reduce the displacement of through-traffic and heavy good traffic to Main Distributor roads. All of the Strategic Roads in Ealing are now part of the Transport for London Road Network (TLRN).

Main Distributors: linked to Strategic Roads and provide access to strategic centres. Short and medium distances will discourage heavy use and encourage and improve pedestrian, cycle and bus use.

The basis for the policy is that the Council will control development adjoining the Strategic and Main Distributor roads, to better manage traffic flow. In other areas, traffic calming and traffic management schemes will be promoted, having regard to the needs of pedestrians, cyclists and the local environment.

Road narrowing (footway extensions, bulges or chicanes);

Changes to surface elevation or texture (speed humps or rumble strips);

The Council will implement area-wide bus priority schemes, including bus lanes, bus priority measures at traffic signal junctions, and bicycle only roads where appropriate.

New Road Schemes

In considering new road schemes or alterations to the existing road network, the Council will normally oppose any overall increase in road capacity. On this basis, the preferred option is for traffic management measures to be employed to their fullest, before road construction schemes are entertained.

However, the Council will investigate highway improvement schemes that help to reduce local congestion and improve environmental conditions and safety for all road users, without increasing overall capacity on major routes in London. Major routes in London include both Strategic and Main Distributor roads, as defined above.

Public transport journey times, reliability and accessibility;

Safety and accessibility for pedestrians, cyclists and other road users;

Amenity of residents, shoppers and others;

Operation of local businesses;

Providing necessary access to new developments; and

Road Layouts within Development

The Mayor's Transport Strategy aims to meet the distribution needs of business as efficiently as possible, whilst minimising negative environmental impacts. The Strategy will help facilitate a progressive shift from road to rail and water, where this is economic and practical.

Reviewing loading and unloading restrictions;

Allocating road space, both in terms of non-car lanes and dedicated loading/unloading provision;

Catering for servicing on-street and new means of delivery - both areas that may be suitable for innovation and pilot schemes;

Reviewing the London Lorry Ban exempt network, and access to it;

More environmentally friendly means of distribution, including cleaner and quieter vehicle technologies, and quieter freight, distribution and waste operations;

Reviewing overnight parking provision off-street;

The requirements of rail freight and particularly those necessary to bring about the substantial increase in rail freight sought by Government and the Strategic Rail Authority;

In this context, the Council will resist development proposals which are likely to generate high levels of road freight or business traffic, where the environmental costs of such traffic outweigh the benefits of employment generation. Such development should be located close to strategic or main distributor roads, where access to such roads can be achieved without passing through environmentally sensitive areas, such as residential communities not designed to cater for through traffic.

In addition, small road haulier depots will be encouraged at sites adjacent to strategic and main distributor roads, to provide facilities for splitting up bulk loads for distribution within the Borough.

Goods depots should provide for cycle couriers to make local short hop deliveries. Developers will be discouraged from relying on overnight lorry and coach parking in residential streets. Proposals for permanent lorry parks will be considered on merit.

Parking control is one of the main ways to restrain car usage and thus reduce congestion. There is, however, a need for off-street public car parks, to meet the needs of shopping centres, community facilities and business locations. This provision should be sufficient to meet the requirement for trips that cannot be made by other modes, but there should not be over-provision.

On-street parking controls are also required, particularly around shopping centres, stations and industrial areas. Such controls will help to reduce kerbside parking and the associated congestion and inconvenience it causes for local people and bus passengers. The Council's powers against unauthorised on-street parking have been strengthened under the 1991 Road Traffic Act.

This UDP policy aims therefore, to maintain an adequate level of parking spaces, within the requirement of overall traffic restraint.

If it is clear that there is a shortage of parking provision in an area (egg this is made clear in an approved strategy for a town centre), the use of private non-residential car parks by the public outside business hours will be encouraged.

Where appropriate, legal agreements with developers will be negotiated. For town centre parking areas with eleven or more spaces on site (particularly, those associated with office development), the Council will seek a public element of at least 80% of the total spaces. Outside town centres, developments where fifty or more spaces are to be provided on site will be subject to similar planning obligations.

It would facilitate increased car travel, particularly commuting by private vehicles, to the detriment of the Council's transport strategy;

The site is in an area in which public parking is adequately provided for;

The site would cater for parking needs that could be accommodated alternatively by reducing the level of long-term parking in nearby car parks; and