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to Contents - Back to Introduction |
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| Chapter 7 |
| MOVEMENT |
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Turnpike Lane Bus Station Tower |
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MOVEMENT |
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Ensuring safe, effective
and accessible movement options. |
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Introduction |
| 7.1 |
The safe, effective and convenient movement
of people and goods in Haringey is the key to social inclusion, the
viability and functionality of Haringey's local town centres and the
growth of the local economy. In addition, land use and transport are
interrelated and the improvement or expansion of transport influences
land-use changes. The main purpose of movement related policies is
to reduce the need to travel and this is realised by linking development
and people's activities to transport improvements and changes. They
also aim to provide a comfortable balance between a full range of
travel modes and streetscape, as detailed in the Council's adopted
Living Streets Manifesto. Emphasis is placed on the promotion of sustainable
modes of travel such as walking, cycling and public transport and
the discouragement of car usage. |
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| 7.2 |
Guiding Principles |
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- People and goods are able to move around the borough safely
and easily by walking, cycling, and using public transport and
private vehicles.
- Effective transport planning, the reduction of congestion and
maximising accessibility can promote local economic development
and regeneration.
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| 7.3 |
Key Objectives |
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- To support and promote transport improvements where it would
improve safety for all road users, including pedestrians and cyclists,
enhance residential amenity and complement land development and
regeneration strategies.
- Reduce the need to travel by car and promote more sustainable
transport choices for local residents and local businesses.
- Improve freight movement, whilst minimising the environmental
impact.
- To balance the need for parking and the environmental impact
of traffic movement and parked cars.
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CORE POLICIES |
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The Haringey Context |
| 7.4 |
The policies in this Chapter
aim to guide new development to locations where it can best be served
by walking, cycling and public transport. They also aim to ensure
that pedestrian, cycle and public transport links to existing developments
are improved. The Council aims to ensure that all sections of the
community, particularly the disadvantaged who are less likely to have
a car available, have access to the widest possible range of employment,
housing, shopping, recreational, medical, cultural and social facilities.
Transport improvements and projects are contained within the Local
Implementation Plan (LIP) and the Borough Spending Plan (BSP). The
LIP provides the policy context for the transport projects in the
annual Borough Spending Plan submitted to Transport for London. |
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| POLICY M1 |
| IMPROVEMENTS |
| The Council will support
the following transport improvements, including, where appropriate,
the provision of rail infrastructure and new stations, new bus
routes and bus network improvements: |
| a) |
East London
Line Extension to Finsbury Park |
| b) |
Crossrail
One |
| c) |
Thameslink
2000 |
| d) |
Crossrail
Two |
| e) |
West Anglia
Route Development, including additional services and stations
between Tottenham Hale and Stratford |
| f) |
Orbirail including
Barking - Gospel Oak line |
| g) |
improvements
at Finsbury Park station in conjunction with the neighbouring
boroughs of Islington and Hackney |
| h) |
improved access
to Haringey Heartlands |
| i) |
improved public
transport and highway movement on the North Circular Road (A406) |
| j) |
improvements
to the Tottenham Gyratory |
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| 7.5 |
The Council will protect land for transport
and transport support functions unless the land is no longer required
and unlikely to be required in the future. Land is safeguarded for
improved road access to Haringey Heartlands, as shown on the Proposals
Map. |
| 7.6 |
These transport proposals are shown on
the proposals map. The transport proposals in Policy M1 are either
included in the London Plan, or are a Transport for London commitment.
A brief description of the road improvements is provided in Schedule
7. The Council would also support the extension of the Victoria Line
to Northumberland Park, improvements to the A10/A1010 and improvements
to orbital public transport should firm proposals come forward within
the Plan period. |
| 7.7 |
The Council will support the retention,
improvement and extension of transport services and facilities to
support the creation of an integrated system of safe, affordable and
reliable public transport system that is fully integrated between
modes. New and enhanced rail services have an important role to play
in supporting sustainable development in the Borough and supporting
the aspirations for housing and job creation in the London Plan. The
improvements to the interchange at Finsbury Park station include a
new gallery on Station Place, better access between modes of transport
and improved safety and accessibility for pedestrians and cyclists. |
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| POLICY M2 |
| PUBLIC TRANSPORT NETWORK |
| The Council will require
that developers consider the needs of public transport users
in the design of new development and roads. The Council will
also support the continued development of the London bus network
and bus priority measures. |
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| 7.8 |
The provision of new bus services and enhancements to existing
bus services can support higher density developments at locations
well served by public transport as well as influencing on-site car
park provision. Greater bus service reliability and speed can be
achieved through bus priority measures, which can complement bus
service provision. |
| 7.9 |
The Council will encourage the increased
provision of improved public transport facilities by ensuring that
public transport facilities, including taxi facilities, provide safe,
easy and inclusive access for all potential users, regardless of disability,
age or gender. For example new retail developments should be designed
with the bus stop close to the exit of the retail units. Furthermore,
new rail and transport infrastructure facilities should include access
for wheelchair users, people with prams, and people with limited mobility.
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MAP 7.1: PUBLIC TRANSPORT ACCESSIBILITY |
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| POLICY M3 |
| NEW DEVELOPMENT LOCATION
AND ACCESSIBILITY |
| The Council
will require that: |
| a) |
developments
with high trip generating characteristics locate where public
transport accessibility is high. |
| b) |
developments
locate where the need for travel by car will be reduced and
the use of public transport will be increased; and |
| c) |
the location
and building design encourages cycling and walking so that all
potential users, regardless of disability, age or gender can
use them safely and easily. |
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| 7.10 |
All development proposals will be assessed
for their contribution to traffic generation and their impact on congestion
and against the present and potential availability of public transport
and its capacity to meet increased demand. Development proposals for
new high density housing, office, shopping, industrial, educational
and recreational facilities will be guided to locations which have
a high rating on the Public Transport Accessibility Index, as set
out in Appendix 1. Access to new developments by a range of transport
modes will also be considered to ensure that they can be reached by
people without a car. |
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| POLICY M4 |
| PEDESTRIANS AND CYCLISTS |
| The Council
requires that new proposals should have a design and layout
that encourages walking and cycling. |
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| 7.11 |
A large proportion of journeys are made
entirely on foot, and almost all journeys contain a walking element.
Walking is the most ecologically sound and environmentally friendly
means of transport. Its consumption of resources is negligible and
it can contribute to better health outcomes. |
| 7.12 |
After walking, cycling is the most environmentally
friendly means of transport. It is inexpensive, accessible to most
people and healthy. |
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| POLICY M5 |
| PROTECTION, IMPROVEMENT
AND CREATION OF PEDESTRIAN AND CYCLE ROUTES |
| The Council
will support the protection, improvement and creation of pedestrian
and cycle routes in the borough to encourage walking and cycling
both as a means of transport and as a recreational activity.
The Council will also encourage improved links between pedestrian
and cycle routes and public transport facilities. |
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| 7.13 |
The Council will encourage walking and
cycling in and around the borough and will improve, protect and create
new walking and cycling routes and cycle parking facilities across
the Borough. The provision of safe walking and cycling environments
is critical to encouraging these forms of travel and Safety by Design
principles should be adopted in providing for pedestrians and cyclists.
The Haringey Cycle Route Network is shown on Map 7.2. |
| 7.14 |
Further guidance on providing for pedestrians
and cyclists is set out in Safety by Design SPG5. |
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MAP 7.2: HARINGEY CYCLE ROUTE NETWORK |
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| POLICY M6 |
| ROAD HIERARCHY |
| The Council
will take into account the function of adjacent roads in its
assessment of development proposals. |
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| 7.15 |
The Council is required to define and manage
a road hierarchy. The road hierarchy shown on Map 7.3 is consistent
with the road hierarchy set out in the London Plan and the Mayor's
Transport Strategy and is consistent with the objectives of traffic
restraint, with priority given to essential users, environmental improvements
and road safety. The road hierarchy has three tiers: Tier 1 - Strategic
Routes Tier 2 - London Distributor Routes Tier 3 - Local Distributor
and Access Routes |
| 7.16 |
The remaining roads in the Borough network
would be local access roads providing access to final destinations
where non-traffic functions may have a priority. The function of the
Strategic Routes is to cater for longer distance movement of people
and goods to support commerce, business and bus movements. These roads
provide links to the national road network. London Distributor Routes
link centres to each other and serve traffic crossing boroughs. These
roads should attract commercial traffic away from Local Distributor
Routes and local access roads as well as provide attractive routes
for bus services. Local Distributor and Access Roads' function is
to distribute traffic within the Borough and to serve properties. |
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MAP 7.3: ROAD HIERARCHY |
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| POLICY M7 |
| ROAD SCHEMES |
| The Council will only
promote or support road schemes, which result in benefits for
one or more of the following: |
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public transport
operations, including taxis. |
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Cyclists. |
| c) |
the safety
of pedestrians and other road users. |
| d) |
the amenity
of residents and/or shoppers. |
| e) |
the operation
of local business. |
| f) |
the reduction
of the adverse effects of traffic. |
| g) |
the provision
of necessary access to new developments with a local or strategic
role. |
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| 7.17 |
The Council recognises that, in certain
circumstances, new or expanded road capacity can provide the necessary
infrastructure to support regeneration in the Borough or to alleviate
the adverse impact of heavy levels of traffic on inappropriate roads.
The Council will aim to mitigate any harmful effects that new road
schemes may have on the local community and the local environment
and it will require the production of an Environmental Impact Assessment
(EIA) to accompany a proposal for a new road scheme. When designing
new road layouts and junctions, priority should be given to more sustainable
forms of movement such as walking, cycling and public transport, particularly
bus transport. |
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| POLICY M8 |
| ACCESS ROADS |
| The Council will only
promote access roads to commercial and industrial premises if
the premises are: |
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located advantageously
in relation to main roads and railways to accommodate the generation
of heavy freight. |
| b) |
provide facilities
for the handling of freight to secure efficient distribution. |
| c) |
located to reduce
the movement of vehicles on roads not suitable for them. |
| d) |
located to encourage
the use of rail and water to carry freight traffic. |
| e) |
located and designed
to minimise any adverse impact on the strategic road network. |
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| 7.18 |
The Council recognises the need for road
access to commercial and industrial premises but wishes to minimise
the environmental damage which goods vehicles, especially heavy goods
vehicles, can cause. The Council will support and improve industrial
and commercial access roads where it is deemed both necessary and
appropriate. However, this will be combined with traffic management
measures such as lorry bans and support for the London Night Time
and Weekend Lorry Ban in order to minimise the impact of freight movements
in residential areas. |
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| POLICY M9 |
| CAR-FREE RESIDENTIAL
DEVELOPMENTS |
| Proposals for new
development without the provision of car parking will be permitted
in locations where: |
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there are alternative
and accessible means of transport available; |
| b) |
public accessibility
is good; and |
| c) |
a controlled parking
zone exists or will be provided prior to occupation of the development. |
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| 7.19 |
Residential developments without car parking
provision are only likely to be viable where there are alternative
and accessible means of transport available, in particular a good
level of public transport accessibility and where a Controlled Parking
Zone (CPZ) is in existence or planned within the timescale for the
proposed development. Appropriately located on-site disabled parking
will be required for wheelchair accessible homes. In addition people
with disabilities may also be eligible for a parking permit. Within
existing or planned CPZs residents of car-free developments will not
be eligible for residential permits. Although residents of car-free
housing are unlikely to walk a long distance from their home to access
their parked car on street without parking controls, the Council will
seek, in the longer-term, extensions to existing controlled parking
zones. Where public transport provision can be improved to increase
the levels of public transport accessibility and facilitate car-free
residential development the Council may seek to augment provision
through a section 106 agreement. |
| 7.20 |
The construction of new residential developments
without car parking would support Council policies to reduce car dependency
and the encouragement of other modes of transport. The Council will
negotiate viable means to implement car-free developments where it
is appropriate. |
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| POLICY M10 |
| PARKING FOR DEVELOPMENT |
| Development proposals
will be assessed against the parking standards set out in Appendix
1. Proposals that do not meet these standards will not normally
be permitted. |
| Parking requirement
will be assessed on an individual basis as part of the Transport
Assessment in cases where this is deemed necessary according
to Policy UD1. |
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| 7.21 |
As PPG 13 Transport notes [para 49], "The
availability of car parking has a major influence on the means of
transport people choose for their journeys". A limitation on the provision
of private non-residential (PNR) parking for new development can help
to restrain car use. |
| 7.22 |
The Council will apply its parking standards
to restrain car use, to reduce congestion, to improve road safety,
to give priority to essential users and people with disabilities,
to improve the environment, to improve local accessibility and to
encourage sustainable regeneration. |
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| POLICY M11 |
| RAIL AND WATERBORNE
TRANSPORT |
| The Council will seek
to retain existing rail freight and water transport facilities
that are still needed for operational purposes, and the provision
of additional facilities, provided these do not give rise to
undue local environmental disturbance. The Council will also
support the use of rail or water transport during construction
of new development where it would be feasible. |
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| 7.23 |
Rail freight and water transport is generally
less environmentally intrusive than other forms of transport and therefore
the Council will seek to maintain existing facilities and encourage
the development of new facilities. However, the provision of water
freight depots may, in some situations, give rise to additional local
lorry movements as freight is transferred intermodally, so individual
cases will need to be examined on their merits. |
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| POLICY M12 |
| MINI CABS |
| Proposals for mini-cab
offices should only be located within secondary frontages of
town centres, in designated local shopping centres or adjacent
to transport interchanges. |
| In considering applications
for mini-cab offices (and driving school offices) the Council
will have regard to the following criteria: |
| a) |
whether the
proposed mini-cab operation is radio controlled; and |
| b) |
whether the
proposal would have an adverse effect on traffic conditions
in the area in particular the safe and efficient operation of
buses. |
| Where proposals are
considered acceptable in principle: |
| c) |
the Council
will impose conditions relating to hours of operation, and noise; |
| d) |
the Council
will require that premises are used for direct radio controlled
taxis only; and |
| e) |
permission
will normally be granted in the first instance for a limited
period of 1 year, in order to assess and review the impact of
the use, and made personal to the applicant. |
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| 7.24 |
Mini cabs offer an additional choice of
transportation and provide a valuable service to certain sections
of the community. In addition they could offer new business and employment
opportunities for some local people. |
| 7.25 |
They can however, cause a loss of amenity
to neighbours through noise, parking problems, customers visiting
the office etc. and therefore relevant conditions will be imposed.
These problems can be exacerbated by being located in inappropriate
locations such as in residential areas. |
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