The overall aim for transport is to achieve a more sustainable relationship between land uses, people’s activities and the transport network that serves them in order to reduce the need to travel. The main emphasis of policy is to achieve a sustainable transport system and not necessarily to secure greater mobility, which is often not a desirable achievement in a world of finite resources and environmental concern. The emphasis is therefore on the importance of reducing the need to travel and carefully locating new development, particularly major generators of travel demand, where it can be served by public transport. Policy emphasises better provision for walking and cycling, encouraging other environmentally friendly transport and appropriate traffic management and calming measures. The general movement policies are:

The 2001 Census indicated that 41% of households do not have access to a car or van. But this disguises significant differences between areas with wards in the north of the Borough having very high rates of car and van non availability e.g. 55% in Woolwich Riverside and 51% in Woolwich Common, in contrast to 27% in Coldharbour and New Eltham. Public transport is therefore an essential form of movement for travel to work and services for a large proportion of the population. Walking also makes up an important element of all journeys for which provision needs to be made.

The main areas of public transport deficiency are the limited cross-river service, links between North and South in the Borough and Thamesmead. The only cross-river facilities for non-car owners are the foot tunnels, the Woolwich Ferry and the bus service through the Blackwall Tunnel. These cross-river facilities have been improved by the completion of the Jubilee Line Extension to Greenwich Peninsula and the Docklands Light Rail Extension from the Isle of Dogs southwards to Greenwich and Lewisham. There is an existing capacity problem on rail routes, especially on the North Kent Line, which prevents an increase in services. The Mayor’s Transport Strategy (2001) includes various proposals for improving rail services in London including a new rail crossing of the Thames at Woolwich (DLR), and a London Metro, turn up and go, service. Proposals are already under consideration for a South London Metro which would include the rail services in the Borough provided by South East Trains – the North Kent Line is a pilot scheme for South London Metro. Construction has started on the DLR extension to Woolwich; this is scheduled to open in early 2009.

Transport for London are responsible for procuring and subsidising bus services provided under tender by private bus operators. Most services in the Borough are provided by London Central and Stagecoach Selkent. A major problem facing the travelling public in the Borough can be deterioration in service provision as bus routes are re-organised, reduced or simply scrapped. This has the effect of forcing more people into private cars, further reducing the revenue collected and increasing congestion on the roads. Bus links to the Jubilee Line North Greenwich Station from the South of the Borough need to be improved; as do links to the Queen Elizabeth Hospital. Express and orbital routes also need to be developed. Thames Gateway Bridge and DLR (Woolwich) extension also need comprehensive public transport (server) strategies as part of the scheme.

Road transport is seriously affected by the amount of traffic commuting through the Borough. For example 76% of traffic travelling North through the Blackwall Tunnel in the morning peak hour originates outside the Borough. This traffic puts increased pressure on local, environmentally sensitive roads, adds to problems with local air quality, creates more hazards for both cyclists and pedestrians, causes traffic accidents and injury and reduces the efficiency of bus services. The Council would like to see better enforcement of traffic restrictions. Many areas of the Borough are also in need of comprehensive traffic calming and problems associated with parking around stations and in town centres needs to be addressed. It is primarily road traffic which has caused the whole of the Borough to be declared an Air Quality Management Area.

The objectives of Government guidance in PPG13 - Transport are to integrate planning and transport at the national, regional, strategic and local level to:

This planning guidance, the Mayor’s London Plan and Transport Strategy, and providing for Borough needs are reflected in the range of Movement policies in the Plan. For example road improvement benefits the motorist. However, the claims of the car are restrained in order to safeguard the environment and the legitimate demands of those without access to a car. The emphasis in the Plan towards sustainable forms of transport such as public transport, walking and cycling is also to ensure that the mobility needs of women, younger and older people, minority ethnic groups, people with disabilities and non-car owners are catered for.

The Council’s transport policy of prioritising reduction in the use of private cars and increasing the use of public transport and walking or cycling, can make a substantial contribution to achieving improvements in outdoor air quality. In addition the policy will have additional benefits for health, including meeting Health of the Nation targets for coronary heart disease, stroke and obesity, as well as reducing the number of road traffic accidents. The policies may also help improve the environment by reducing traffic jams, reducing the divisions between communities made by major urban routes, and increasing the number of ‘safe’ places for children to play. Reliance on motorised transport is not simply a cause of air pollution and traffic congestion, it has also resulted in a significant decline in “physical activity”. The best method to increase physical activity is to try to incorporate it into the normal daily routine by promoting walking or cycling to the shops or to work and by promoting accessible public transport. Increased provision of ‘safe’, well-lit walking areas and cycle lanes may be necessary prerequisites for persuading people to make more journeys by these means.

Transport policies and provision also play a key role in serving the main Council objectives of regeneration, anti poverty and equal opportunities. The needs of the Dome and Waterfront pose particular opportunities and challenges in respect of transport.

In order to provide development and its consequent transport requirements in a sustainable way this policy is geared towards securing sustainable development compatible with the wider objectives of the UDP. The Council will use its powers through conditions on planning permissions and S106 agreements to secure the outcomes described in this policy in line with Policy SC2. There will be an onus placed on developers that they demonstrate the compatibility of their plans to this policy when submitting a development proposal. In the early stages of any major development proposal, the developer will be expected to liaise with the Council to determine an appropriate transport strategy for the scheme. Single large developments and extensive sites are defined as being of more than 25 dwelling units or more than 500m².

Travel Plans (TPs) are useful tools to ensure that a development minimises the adverse environmental consequences of the travel demand that it generates. As such they contribute to meeting sustainability, reduced parking and traffic reduction targets in this UDP. PPG13 promotes the widespread use of travel plans amongst businesses, schools, hospitals and other organisations. It goes on to state that “the Government considers that travel plans should be submitted alongside planning applications which are likely to have significant transport implications”. TPs are appropriate for a range of development types which generate a significant level of travel demand, including employment, retail, leisure, education and health uses. A TP should aim to minimise the need to travel to and from the site, minimise the need for car-based trips (especially single-occupant trips) and, where travel is necessary, maximise the use of sustainable forms of transport, including walking, cycling, use of public transport and car sharing. Co-ordination of TP’s between different sites can bring benefits, especially through economies of scale. Travel Plans are secured and agreed as part of the planning process; they are individually tailored to the development and achievable targets, in line with those of the Mayor’s Transport Strategy, are sought. Annual monitoring (for a 5 year period) allows mechanisms to be put in place to check and improve rates of reduction if necessary.

All schemes will be developed with due regard to safeguarding amenity and the environment. The DLR (Woolwich) extension will overcome the barrier effect of the River Thames, promote a modal shift from the car and help the area's regeneration. It is due to open in 2009. The capacity of the DLR between Bank and Lewisham will be improved by increasing the length of trains from 2 to 3 cars. (The Docklands Light Railway (Capacity Enhancement) Order 2005). Crossrail is a Hybrid Bill proposal for national rail links from Maidenhead and Heathrow in the west to Shenfield and Abbey Wood in the east, with connections to existing lines in the Thames Gateway at Abbey Wood. It has the potential to reduce overcrowding on rail services in the Borough and open up new routes across London. Crossrail Safeguarding Directions were issued by the Secretary of State for Transport on 22 February 2005.

Priority for buses, which carry large numbers of people, increases the efficient use of road space. Where possible the Council will press for physical segregation to enforce priority. Bus lanes also benefit cyclists and must allow for use by them. Special attention may be needed for buses at points of traffic congestion and at important junctions. Development and redevelopment gives opportunity for such improvements, as well as for passengers to use buses in general. The Council will put forward specific measures in its Interim Local Implementation Plan (ILIP) as appropriate and resources allow.

• safeguarding of segregated roadways for transit;
• developer contributions to transit in cash (through S106 agreements); or by the developer actually constructing the transit roadway as part of the development scheme; just as is normally expected in respect of other site infrastructure such as sewers, water mains, conventional highways etc; and
• integration of stops with high trip generators.

In a built-up area like the Borough such forms of transport are intrusive. Transport or other benefits are generally considered insufficient to outweigh environmental cost and the diversion of resources from more generally available transport facilities. Proposals in surrounding areas that are likely to cause over flying, noise, environmental and/or safety problems will normally be objected to. Any proposals for the extension/intensification of use of London City Airport will be assessed as set out above. Flights into Heathrow are becoming an increasing issue for the Borough.

• Strategic movements, especially those related to the economic development of the Borough e.g. Schemes (ii)(iii);
• Easing congestion and permitting traffic management to relieve surrounding areas, e.g. Schemes (i), (ii), (iii), (iv); and
• Environmental benefits e.g. Schemes (i), (ii), (iii), (iv).

The Council does not support road schemes that lead to a generalised increase in road capacity, especially if they could be used for more radial, car-based commuting. Schemes under this policy are limited in nature and geared to either specific development/economic aims, and/or adjustment to the road network to give environmental benefit elsewhere through extensive traffic management. All schemes supported by the Council are expected to pay due regard to environmental and aesthetic considerations in their execution and to their potential for creating or improving wildlife habitat. (See Policy O23). Schemes should also be designed to improve safety and convenience for pedestrians and cyclists, and to give bus priority (where relevant). Proposals for the existing Beresford Street/Plumstead Road in Woolwich which creates major problems of environmental intrusion and severance are considered in the Town Centres chapter (paragraph 8.18). Schemes on the Transport for London Road Network (TLRN) will need agreement with TFL.

• a DLR extension to Woolwich (see paragraph 7.16);
• a bridge between Barking and Thamesmead, which would have dedicated lanes for public transport, possibly intermediate schemes; and
• third Blackwall Crossing between North Greenwich and Silvertown. Should this crossing proceed the Council will require a tunnel, not a bridge.

Adequate space for turning, loading/unloading, sight lines, etc., is necessary to service developments properly, while, at the same time, minimising intrusion into the street scene and potentially hazardous manoeuvres on the public highway. Provision for emergency service access must also be made. Planning permission may be refused if standards are inadequate, especially where emergency vehicle access is concerned.

7.50 Cycling is beneficial to the individual, quiet, unobtrusive, non-polluting and efficient relative to resources consumed. Specific provision for the cyclist will encourage greater use of the bike. However, that use must be made safe. It will be promoted through a variety of mechanisms including the London Cycling Action Plan. As a standard condition, major new developments will be expected to provide secure cycle parking and facilities for showers, drying out or changing clothes on arrival in bad weather. Cycling can give those otherwise less mobile in the Borough, (women, the young, the unwaged and those residents living in, or experiencing poverty), access to cheap, personal door-to-door and efficient transport. While segregated cycle routes are often the safest, the provision of cycle routes will not be conditioned on this, as segregation is often not achievable. Existing, unsuitable facilities for cycle parking also need to be reviewed. New residential developments, particularly schemes with flats, will be expected to provide secure cycle storage/parking spaces. Cycle parking standards are shown in Table M1.

The Council constructs and manages public buildings, streets, leisure facilities, open spaces, etc. As resources allow and where necessary, these will be changed to permit access and use by people with disabilities. For example, the programme of dropped kerbs initiated by the Council will be sustained, as far as possible. By 2000 almost 70% of pedestrian crossings in the Borough were accessible to people with disabilities. Development proposals need to allow for reserved parking and setting down points near the centre of towns. While conventional public transport remains inaccessible to many people with disabilities, adequate provision must be made for the parking of vehicles to set down and pick up passengers close to Town Centres. (See Policies D1 and M27).