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| PART 2 - 5. TRANSPORT | ||||||||||||||||||||||||||||||||||||
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| INTRODUCTION | ||||||||||||||||||||||||||||||||||||
| 5.1 | Transport has become one of the most important issues in London, and is high on the Mayor of London's agenda for action. Volumes of car traffic have grown enormously in the last few decades. The public transport network has, however, suffered from under-investment and lack of development over the same period, whilst recently experiencing substantial growth in passenger numbers. | |||||||||||||||||||||||||||||||||||
| 5.2 | As road traffic rises, so do congestion and pollution levels. Congestion is now encountered in the Borough at times outside the traditional weekday peaks. Not only are peak times spreading to begin earlier and end later, but due to the growth in shopping and leisure related trips, congested conditions are now often encountered on Saturdays and Sundays. Adding to the weekday peak flows are the number of vehicles used for delivering children to school. Nationally, this has doubled since 1990, and the effects are very obvious in Harrow, even though some trips may combine journey to school with the journey to the driver's place of work. | |||||||||||||||||||||||||||||||||||
| 5.3 | Harrow's workforce is a very mobile one. Sixty per cent of its working residents commute out of the Borough to work (more than 55,000 people), and nearly half of those who work in the Borough commute from outside (about 27,500 people). Fortunately, the Borough enjoys good public transport links with, in particular, central London and about 41% of those commuting out of the Borough do so by non-car mode. A further 5% work at home. | |||||||||||||||||||||||||||||||||||
| 5.4 | Congestion is further exacerbated by obstructive on-street parking. This is a particular problem in areas of older housing, where there is little off-street parking, and causes access problems for emergency and other services, as well as difficulties on bus routes. | |||||||||||||||||||||||||||||||||||
| 5.5 | The primary source of air pollution in Harrow is road traffic. The two pollutants that are likely to exceed Government Air Quality Objective levels are: particulate matter and nitrogen dioxide. These are emitted by road vehicles, and the locations where levels are exceeded are along the Borough's Strategic, London Distributor and Local Distributor Roads (see also Policy EP24 on Air Quality in Chapter 3). | |||||||||||||||||||||||||||||||||||
| 5.6 | In line with Central Government advice, the Council's land use policies aim to reduce the distances people need to travel to their destinations and also the number of journeys that need to be made by allowing a number of journey purposes to be undertaken in one trip. The transport policies demonstrate the interaction between land use and the transport networks within and outside the Borough. They should be read in the context of the Mayor's Transport Strategy and in conjunction with the Council's Local Transport Strategy (LTS) and Local Implementation Plans, which set out in greater detail the vision and detailed action plans for transport in the Borough. The LTS has been prepared in the context of the West London Transport Strategy (WLTS), produced by West London Leadership. | |||||||||||||||||||||||||||||||||||
| 5.7 | The policies acknowledge the important role the car plays in the lives of most - but not all - the Borough's residents and workers. But to stem the rise in congestion and pollution levels, the number of journeys that can be made by modes other than the car must be increased considerably. The land use and environment planning dimension to this involves measures to encourage walking, cycling and public transport use, on the one hand, and measures to deter car use, on the other. Examples of the former are: creating safe, pleasant environments for pedestrians as part of a development proposal; ensuring cycle parking and, where appropriate changing facilities are incorporated in new developments; and promoting better interchange and waiting facilities for public transport users. Examples of the latter include allowing far fewer parking spaces in new developments, and designing new development so that pedestrians, cyclists and public transport users are given priority over motorists. | |||||||||||||||||||||||||||||||||||
| NATIONAL AND REGIONAL CONTEXT | ||||||||||||||||||||||||||||||||||||
| 5.8 | The key Government documents setting the national and regional planning context for transport are: Planning Policy Guidance Note 12 (PPG12) - Development Plans (1999); PPG13 - Transport (2001); and Regional Planning Guidance for the South East (RPG9, 2001). Also of importance in indicating the direction of Central Government policy is the White Paper "A New Deal for Transport" (1998) and associated documents. This formally introduced the concept of integrated transport provision into Government policy. | |||||||||||||||||||||||||||||||||||
| 5.9 | The key policy directions, as set out in PPG13, are: | |||||||||||||||||||||||||||||||||||
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| 5.10 | Additional guidance contained in PPG12 includes a description of the relationship between the UDP and the Local Implementation Plan (LIP) (and Local Spending Plan (LSP) - the Council's annual bid for Government finance), which is underpinned by the Borough's Local Transport Strategy (LTS), the Mayor's Transport Strategy and Central Government guidance. PPG12 also advises local authorities to undertake multi-modal appraisals when deciding about the locations of development, and the possible transport requirements of these. Local authorities should look at the alternative options of improving the use made of the highway network - such as public transport or traffic management measures, or even investigating the land use effects of the proposal not proceeding at all. Local authorities can also request Transport Assessments from applicants for major developments. These need to set out the proposed modal split of traffic travelling to the development and the proposed measures to improve access by public transport, walking and cycling. | |||||||||||||||||||||||||||||||||||
| 5.11 | The regional strategic planning context is provided by the spatial development strategy for London, the Mayor's London Plan (February 2004). The policies in this chapter have been drafted in the light of the vision, objectives and strategic policy content of the Plan. | |||||||||||||||||||||||||||||||||||
| TRANSPORT OBJECTIVES | ||||||||||||||||||||||||||||||||||||
| 5.12 | i) | To help bring about a land use pattern where travel, particularly by car, is minimised, and where there is a realistic choice of mode of transport; | ||||||||||||||||||||||||||||||||||
| ii) | To promote sustainable travel patterns by encouraging walking, cycling and the use of public transport by better maintenance and improvement of the provision made for these modes, and to promote safe and convenient interchange between different modes of transport; | |||||||||||||||||||||||||||||||||||
| iii) | To protect the environmental quality of the Borough from the impact of traffic; and | |||||||||||||||||||||||||||||||||||
| iv) | To manage the highway network effectively for all users without increasing its overall capacity for private motorised vehicles, and creating further capacity where appropriate for priority use by sustainable transport modes. | |||||||||||||||||||||||||||||||||||
| PART 1 POLICIES | ||||||||||||||||||||||||||||||||||||
| 5.13 | Strategic policies for Transport (Policies ST1 to ST4) and reasoned justifications are set out in Chapter 2 of the Plan. They cover the following matters:- | |||||||||||||||||||||||||||||||||||
| ST1 - Land Uses and the Transport Network
ST2 - Traffic Management ST3 - London-Wide Highway Network ST4 - London-Wide Transport Investment ST5 - London-Wide Traffic Restraint Proposals. |
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| PART 2 POLICIES | ||||||||||||||||||||||||||||||||||||
| The Transport Impact of Development Proposals | ||||||||||||||||||||||||||||||||||||
| T6 | FOR ALL PROPOSALS WHICH GENERATE TRAFFIC, OR WHERE REDEVELOPMENTS WILL LEAD TO THE TYPES OF VEHICLE VISITING THE SITE CHANGING SIGNIFICANTLY, THE COUNCIL WILL:- | |||||||||||||||||||||||||||||||||||
| A) | REQUIRE THE DEVELOPER TO DEMONSTRATE HOW THE NUMBERS TRAVELLING TO AND FROM THE SITE BY CAR WILL BE MINIMISED. A TRANSPORT ASSESSMENT WILL BE REQUIRED WHERE THE DEVELOPMENT WILL GENERATE SIGNIFICANT LEVELS OF TRAFFIC, OR OTHERWISE HAVE SIGNIFICANT TRANSPORT IMPLICATIONS; | |||||||||||||||||||||||||||||||||||
| B) | REQUIRE APPROPRIATE NON-CAR ORIENTATED MEASURES, FUNDED BY THE DEVELOPER, TO MINIMISE THE NON-SUSTAINABLE TRAFFIC GENERATED AND ITS IMPACT, BOTH IMMEDIATELY ADJACENT TO THE SITE AND IN THE SURROUNDING AREA, ON THE HIGHWAY NETWORK AND ON THE ENVIRONMENT. WHERE THERE WILL BE SIGNIFICANT TRANSPORT IMPLICATIONS A TRAVEL PLAN WILL BE REQUIRED; | |||||||||||||||||||||||||||||||||||
| C) | CONSIDER THE EFFECT ON AIR QUALITY, AND MAY REFUSE PROPOSALS WHICH WOULD POTENTIALLY CAUSE A SIGNIFICANT DETRIMENTAL EFFECT ON AIR QUALITY IN THE AIR QUALITY MANAGEMENT AREA (AQMA). AN AIR QUALITY ASSESSMENT WILL BE REQUIRED WHERE AN ADVERSE IMPACT ON AIR QUALITY MAY OCCUR (SEE ALSO PARA 3.14). | |||||||||||||||||||||||||||||||||||
| 5.14 | Every new development has the potential to generate traffic movements onto the local highway network. Some redevelopments may not result in additional numbers of vehicles, but the types of vehicle might change - for example, a redevelopment which resulted in fewer cars but more lorries travelling to it might cause environmental harm. For minor schemes, depending on location, the effect may be sufficiently small that it would be unlikely to cause any discernible effect on the highway network. But where there is an effect, the developer will be expected, in the first instance, to set out a realistic and practicable statement on how car use will be minimised, appropriate to the activities that will be carried out at the development. In accordance with Policy ST1, major trip generating development should be located where there is good public transport, cycle and pedestrian access. | |||||||||||||||||||||||||||||||||||
| 5.15 | For schemes where there is a significant generation of traffic, or other significant transport implications, a Transport Assessment will be required, which should include all the elements set out in PPG13 (2001) and good practice advice published for Government. The Transport Assessment should include the likely modal split of journeys to and from the site. It should set out proposals to improve accessibility for public transport users, pedal and motor cyclists and pedestrians. The Transport Assessment should also contain measures to reduce the need for parking and to mitigate transport impacts. For smaller schemes, a less detailed statement will be required setting out the actions which the developer will take to minimise car movements to the premises. | |||||||||||||||||||||||||||||||||||
| 5.16 | A Travel Plan will also be required for developments with significant transport implications. This should contain a package of actions for reducing car use to the development. Actions might include support for public transport improvements, secure pedal and motor cycle parking and changing/washing facilities for cyclists/motorcyclists, the voluntary limiting of parking spaces/future reduction of on-site spaces etc. Other appropriate measures might be the creation of car clubs, car sharing schemes or car pools. A Travel Plan should be prepared for multiple-use developments, e.g. schools, and these need to include means of reducing car traffic to each of the uses likely to be carried out there. | |||||||||||||||||||||||||||||||||||
| 5.17 | However, with such measures in place there may still be an adverse impact by non-sustainable traffic (i.e. cars and lorries) on the local highway network, and so, in the second instance, the developer would be required to fund measures in the area surrounding the site to address the problem. Examples of measures which might be required are: improvements to the highway for road safety reasons, which do not increase highway capacity for cars; public transport improvements serving the scheme or area; contribution to implementing a Controlled Parking Zone (CPZ) or other on-street controls if the scheme is likely to bring about an increase in on-street parking; improvements to pedestrian or cycle facilities, traffic calming or traffic management measures. Since all the measures mentioned above will be required in order to help safeguard the environment, and to mitigate the adverse effects on the highway network imposed by the development, they will be secured by means of a Planning Obligation or Agreement. | |||||||||||||||||||||||||||||||||||
| 5.18 | All works must be compatible with the Local Transport Strategy (LTS) and with the programme of schemes in the Local Implementation Plan (LIP). The public transport improvements deemed necessary will be determined with reference to the Public Transport Accessibility Level of the location, the quality of the public transport currently provided, and the requirements for enhancement schemes as identified in the LTS and LIP. | |||||||||||||||||||||||||||||||||||
| 5.19 | In taking into account the effect on the environment of generated traffic, the Council will consider the effect on air quality. The Council may refuse proposals which would potentially cause a significantly detrimental effect on air quality in the designated Borough-wide Air Quality Management Area (AQMA), that is, where the air quality objectives in the National Air Quality Strategy (NAQS) are likely to be breached. An Air Quality Assessment will be required where air quality may be adversely affected. The requirement for an assessment will depend on: how far above the NAQS thresholds the levels of ambient pollutants are currently; whether or not there is a conflict with initiatives proposed in the AQMA Action Plan; the proximity of air pollution sensitive locations; the number of people potentially affected; and the cumulative impact with other developments. The transport developments where an assessment should normally be undertaken are: | |||||||||||||||||||||||||||||||||||
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| Guidance on the preparation of an Air Quality Assessment is given in the Association of London Government's publication "Air Quality Assessments for Planning Applications - Technical Guidance Note" (March 2001). An Air Quality Assessment may be appropriate within a Transport Statement, if this is being prepared. Certain transport proposals may be subject to the requirement for an Environmental Impact Assessment. Further details on these assessments can be found at paras. 3.14 and 3.15. The Council will consult with neighbouring authorities where a development could have an effect on an AQMA in a wider area (see also Policy EP24 on Air Quality in Chapter 3). | ||||||||||||||||||||||||||||||||||||
| Improving Public Transport Facilities | ||||||||||||||||||||||||||||||||||||
| T7 | THE COUNCIL WILL PROMOTE GREATER USE OF PUBLIC TRANSPORT AND ACTIVELY SUPPORT AND SEEK FINANCE FOR THE FOLLOWING BUS AND RAIL INFRASTRUCTURE IMPROVEMENTS:- | |||||||||||||||||||||||||||||||||||
| A) | INTERCHANGE FACILITIES AT STRATEGIC, INTERMEDIATE AND LOCAL INTERCHANGE ACCESS POINTS AS IDENTIFIED BY THE WEST LONDON AND LOCAL TRANSPORT STRATEGIES TO PROVIDE CONVENIENT INTERCHANGE AND A SAFE, PASSENGER-FRIENDLY ENVIRONMENT (INCLUDING HARROW AND WEALDSTONE STATION FORECOURT REMODELLING); | |||||||||||||||||||||||||||||||||||
| B) | LONDON BUS PRIORITY NETWORK INFRASTRUCTURE SCHEMES; | |||||||||||||||||||||||||||||||||||
| C) | IMPROVED FREQUENCY, EASE OF USE, AND RELIABILITY OF PUBLIC TRANSPORT SERVICES; AND | |||||||||||||||||||||||||||||||||||
| D) | ADDITIONAL BUS ROUTES IN RESIDENTIAL AREAS. | |||||||||||||||||||||||||||||||||||
| AS A PARTNER IN IMPLEMENTING THESE SCHEMES, THE COUNCIL WILL ENSURE THAT THESE FACILITIES ARE FULLY INTEGRATED WITH THE IMPROVED PEDESTRIAN AND CYCLE NETWORKS (SEE POLICIES ST3, T8 AND T9). THE COUNCIL WILL SAFEGUARD THE NECESSARY LAND FOR WORKS ASSOCIATED WITH THE CONSTRUCTION OF CROSSRAIL. | ||||||||||||||||||||||||||||||||||||
| 5.20 | The above schemes are seen as being essential in enhancing the attractiveness of public transport and providing an alternative to the car (see Text Maps 11 and 12). They will be supplemented by other schemes brought forward as opportunities arise, through the Local Implementation Plan bidding process. As well as Central Government finance, the Council will seek other means of bringing these projects to fruition. These will include: developer contributions which compensate for any costs imposed on the transportation network by an individual development; Planning Obligations or Agreements; and through negotiations with Railtrack, Transport for London and with operators. Any improvements to stations or public transport interchange facilities should be in accordance with the Transport for London/London Underground Limited/ Railtrack/Association of Train Operating Companies publication 'Intermodal Interchange for London Best Practice Guidelines'. The integration of facilities will include facilities for taxis as well as for cyclists and pedestrians. In addition, the Council will discuss with these bodies any modifications to the public transport network, or to its operation, that might be required as a result of changes in travel behaviour over time. Examples of this might be how public transport can meet the needs of homeworkers making irregular, off-peak journeys or how public transport needs to adapt to changing shopping habits. | |||||||||||||||||||||||||||||||||||
| 5.21 | CrossRail is a longer term scheme for connecting existing lines to the east and to the west of London via a tunnel through the heart of the capital. Which lines would be connected to the core section, and at what stations through trains would stop, have been the subject of debate. The Council is very keen that Harrow on the Hill station should be a stopping point for the new service. Planning permission will not be granted for any developments on land safeguarded for this scheme which would prejudice its construction or works associated with it. | |||||||||||||||||||||||||||||||||||
| Rail Freight Transport (Date of deletion 28th September 2007) | ||||||||||||||||||||||||||||||||||||
| T8 | THE COUNCIL WILL ENCOURAGE THE USE OF RAIL FOR THE TRANSPORT OF FREIGHT, AND WHERE EMPLOYMENT SITES ARE REDEVELOPED WILL REQUIRE THE PROVISION OF RAIL CONNECTIONS AND LOADING/UNLOADING FACILITIES WHERE THIS IS FEASIBLE AND APPROPRIATE TO THE TYPE OF BUSINESS IN THE REDEVELOPMENT. | |||||||||||||||||||||||||||||||||||
| 5.22 | Rail can be a viable, and potentially more environmentally friendly, option for the long distance transport of goods in bulk. One train can carry the equivalent of a number of lorries. Rail haulage can avoid the congestion and amenity problems associated with lorries travelling through built-up areas. | |||||||||||||||||||||||||||||||||||
| 5.23 | Opportunities for new rail connections to industrial or warehousing premises in the Borough are, however, very limited. These will largely be along the West Coast Main Line, where there are currently industrial and warehousing premises. If these are redeveloped, developers will be encouraged to investigate the feasibility of including rail sidings and loading/unloading facilities. The appropriateness of these will, of course, be determined by the nature of the business to be undertaken in the new premises. Transhipment depots may be acceptable, but many of the roads in the vicinity of the railway line are not suitable for additional heavy goods vehicle movements. At transhipment depots goods are transferred from rail to lorry or vice-versa. Facilities are provided either to break a train-load into smaller consignments for onward transport by lorry, or for several lorry-loads to be consolidated into one train-load. The Strategic Rail Authority, Network Rail and the relevant Train Operating companies will be consulted on any proposal. | |||||||||||||||||||||||||||||||||||
| Walking | ||||||||||||||||||||||||||||||||||||
| T9 | THE COUNCIL WILL UNDERTAKE A PROGRAMME OF ACTIONS TO IMPROVE THE PEDESTRIAN ENVIRONMENT. CONTRIBUTIONS WILL BE SOUGHT FROM DEVELOPERS TOWARDS IMPLEMENTING THESE ACTIONS WHERE THEY DIRECTLY RELATE TO THE PROPOSAL OR IMPROVE LINKS TO THE DEVELOPMENT SITE. | |||||||||||||||||||||||||||||||||||
| 5.24 | The Council's programme of actions for improving the pedestrian environment will accord with those set out in the Local Walking Strategy. The Local Walking Strategy addresses the needs of pedestrians on local journeys, during which difficulties of access can be encountered by those wishing to walk very short distances, right through to cross boundary walking, for example recreational walking through the north London Green Belt (see also Text Map 13). The priorities for action include improvements to the walking environment experienced by disabled people. This includes improvement to infrastructure on, or into, a site and, where appropriate, parts of the highway in the Council's control. Such improvements will also benefit many other people who, from time to time, might find walking more difficult, such as parents with children, or those carrying awkward loads. Improving accessibility by all modes of transport is important in regenerating areas. Making walking routes safer and more pleasant to use is an integral part of improving accessibility. A specific example of this is given in para. 7.39 under Policy EM11. | |||||||||||||||||||||||||||||||||||
| 5.25 | Policies ST3 and T6 also refer to the improvement of pedestrian facilities, and the reallocation of roadspace to favour pedestrians and cyclists is referred to in Policy T11. | |||||||||||||||||||||||||||||||||||
| 5.26 | The Local Walking Strategy, as referred to above, contains priorities established in partnership with the appropriate community organisations. | |||||||||||||||||||||||||||||||||||
| Cycling | ||||||||||||||||||||||||||||||||||||
| T10 | TO SUPPLEMENT THE LONDON CYCLE NETWORK, THE COUNCIL WILL SEEK TO DEVELOP A PROGRAMME OF CYCLE ROUTE LINKS AND SPURS SERVING DESTINATIONS OF BOROUGH IMPORTANCE. CONTRIBUTIONS WILL BE SOUGHT FROM DEVELOPERS TOWARDS IMPLEMENTING RELEVANT SECTIONS OF THE LONDON CYCLE NETWORK, AND/OR LOCAL SECONDARY LINKS SERVING THE NETWORK, WHERE THEY DIRECTLY RELATE TO THE PROPOSAL. | |||||||||||||||||||||||||||||||||||
| 5.27 | In addition to the "trunk" London Cycle Network (see Policy ST4 and Text Map 14), there is a need for a secondary network of links and spurs to local destinations. These links and spurs will provide the opportunity for journeys to be made almost entirely on routes where other road users are made far more aware of the presence of cyclists. Destinations of Borough-wide importance include: leisure facilities; libraries; community facilities; schools; colleges; hospitals; parks; stations; work locations. This secondary network is potentially very extensive, and the Council is dependent on external sources of funding to implement it. Some links will be reasonably short, and developer funding via a Planning Obligation or Agreement will be sought for the link to the London Cycle Network (or for part of this Network if the development lies on or very near to it), especially if the development will attract a considerable flow of visitors, some of whom could be persuaded to cycle, given good facilities (see also Policy T6). Local links to the Network should be designed to the same standards as the Network itself, and the Planning Obligation or Agreement will include an element for the maintenance of the link. | |||||||||||||||||||||||||||||||||||
| Cycle and Motor Cycle Parking in Public Places | ||||||||||||||||||||||||||||||||||||
| T11 | DEVELOPERS WILL BE REQUIRED TO PROVIDE PEDAL AND MOTOR CYCLE PARKING IN ACCORDANCE WITH THE STANDARDS IN SCHEDULE 5 AND, WHERE APPROPRIATE, ON-SITE FACILITIES SUCH AS CHANGING FACILITIES, SHOWERS AND LOCKERS WILL BE SOUGHT. THE COUNCIL WILL SEEK THE PROVISION OF PEDAL CYCLE AND MOTOR CYCLE PARKING AT STATIONS, LEISURE FACILITIES, OTHER PUBLIC BUILDINGS AND WITHIN THE TOWN CENTRES. | |||||||||||||||||||||||||||||||||||
| 5.28 | Secure pedal and motorcycle parking in accordance with the Council's standards, preferably covered, will be required in residential schemes, and for employees and visitors to non-residential schemes. In some locations, for example major workplaces or retail and leisure developments, the Council will seek by Planning Obligation or Agreement provision of washing and changing facilities for pedal and motor cyclists. Motorcycle parking should be provided in accordance with the standard set out in Schedule 5. | |||||||||||||||||||||||||||||||||||
| 5.29 | Pedal and motor cycle parking is also needed close to existing generators of traffic, to encourage more people to use these forms of transport. The Council will urge Transport for London, Railtrack and the train operating companies to provide pedal and motor cycle parking at all rail and bus stations, and will promote the carriage of pedal cycles on trains. The Council will also encourage the provision of facilities at other buildings attracting large numbers of visitors by discussion with their operators, and will review the facilities at Council-owned buildings, such as libraries and schools. In regeneration schemes for the town centres, pedal and motor cycle parking (as well as pedal cycle access in general) will be addressed. | |||||||||||||||||||||||||||||||||||
| Reallocating Available Roadspace and Managing Traffic | ||||||||||||||||||||||||||||||||||||
| T12 | THE COUNCIL WILL IMPLEMENT TRAFFIC MANAGEMENT MEASURES APPROPRIATE TO THE LOCATION ACCORDING TO THE PRINCIPLES OF: | |||||||||||||||||||||||||||||||||||
| A) | ENCOURAGING A SWITCH AWAY FROM CAR USAGE; | |||||||||||||||||||||||||||||||||||
| B) | REDUCING THE IMPACT OF TRAFFIC ON THE ENVIRONMENT; AND | |||||||||||||||||||||||||||||||||||
| C) | INCREASING ROAD SAFETY. | |||||||||||||||||||||||||||||||||||
| AVAILABLE ROADSPACE WILL BE REALLOCATED TO PROVIDE IMPROVEMENTS FOR PEDESTRIANS, CYCLISTS AND BUS USERS, PARTICULARLY IN THE FOLLOWING AREAS: | ||||||||||||||||||||||||||||||||||||
| 1) | TOWN CENTRES; | |||||||||||||||||||||||||||||||||||
| 2) | ALONG ROUTES INCLUDED IN THE LONDON BUS PRIORITY NETWORK, LONDON BUS INITIATIVE AND OTHER SIMILAR INFRASTRUCTURE SCHEMES; | |||||||||||||||||||||||||||||||||||
| 3) | ALONG ROUTES DEFINED AS PART OF THE LONDON CYCLE NETWORK; AND | |||||||||||||||||||||||||||||||||||
| 4) | RESIDENTIAL AREAS SUITABLE FOR CREATING "HOME ZONES". | |||||||||||||||||||||||||||||||||||
| FUNDING FOR INFRASTRUCTURE IMPROVEMENTS FOR THESE MODES WILL BE ACTIVELY PURSUED. WHERE SUCH REALLOCATION TAKES PLACE, A COMPREHENSIVE APPROACH TO IMPROVING THE URBAN DESIGN OF THE AREA, AND CREATING A BETTER SENSE OF PLACE, WILL BE TAKEN. | ||||||||||||||||||||||||||||||||||||
| 5.30 | Traffic management involves the application of a wide range of different measures. One purpose of implementing these measures is to control the flow of traffic. By keeping through and heavy goods vehicle traffic away from unsuitable roads, traffic management helps to reduce the impact of traffic on the environment. Traffic management can also be used to improve road safety either at one point or over an area. Particularly in residential areas, this is often achieved by one form of traffic management - traffic calming (road humps, chicanes, surface treatments, width restrictions, etc) applied over a carefully chosen area, to avoid simply transferring the traffic problem to adjacent roads also incapable of accommodating it. In proposing traffic management schemes, the implications for reducing congestion and improving air quality would also need to be assessed. All traffic calming initiatives will be the subject of full consultation with the emergency services. The Council has a programme of implementing traffic calming schemes. These are carried out according to a priority order determined by the criteria set out in the Local Implementation Plan (LIP) (see also Text Map 15). | |||||||||||||||||||||||||||||||||||
| 5.31 | In order to encourage a switch away from car use, traffic management measures will also be used to reallocate roadspace in the particular areas set out above. The nature of the measures used will vary according to the location, and the mode(s) of transport to be prioritised, but would include: bus priority measures (bus lanes, bus priorities at traffic lights, bus-only roads, etc), public transport access measures (information systems, accessible buses and quality waiting areas), pedestrianisation and pedestrian/cycle priority areas, and cycle lanes, advance stop lines, etc. In certain circumstances the Council will consider increasing highway capacity locally, but only where this would assist improvements to the flow of sustainable forms of transport. The programme of works for which Central Government funding is sought is set out in the Borough's LIP. Developer contributions via Planning Obligations or Agreements may be appropriate in some cases (see Policy T6). | |||||||||||||||||||||||||||||||||||
| 5.32 | Another means of reallocating roadspace is through the designation of Home Zones and the Council will investigate these where appropriate. Home Zones are residential areas where modifications to the street design are made so that the needs of pedestrians, including children, and cyclists are put before those of motorists. Modifications would include changes to the signing, road surfaces, parking layout, and the introduction of traffic calming measures. In all roadspace reallocation and traffic management schemes a high standard of design is required (see Policy D4 in Chapter 4). | |||||||||||||||||||||||||||||||||||
| 5.33 | In implementing traffic management measures, the legitimate needs of the emergency services and those making deliveries and providing services will need to be taken into account. Not only are these deliveries an essential part of the local economy, which the Council wishes to support, but the operation of certain types of delivery service, e.g. those from supermarkets, obviate the need for a considerable number of car journeys to the store, and therefore assist in moving towards greater sustainability. | |||||||||||||||||||||||||||||||||||
| Parking Standards | ||||||||||||||||||||||||||||||||||||
| T13 | IN ACCORDANCE WITH THE NEED TO PROMOTE SUSTAINABLE DEVELOPMENT AND TRANSPORT CHOICE, THE COUNCIL WILL EXPECT NEW DEVELOPMENTS TO MAKE APPROPRIATE PROVISION FOR CAR PARKING, BUT THIS SHOULD BE NO GREATER THAN THE MAXIMUM LEVELS SET OUT IN SCHEDULE 5. IN DECIDING THE APPROPRIATE LEVEL OF CAR PARKING IN ANY PROPOSED DEVELOPMENT, DEVELOPERS WOULD NEED TO TAKE INTO CONSIDERATION THE FOLLOWING FACTORS: | |||||||||||||||||||||||||||||||||||
| A) | THE NATURE AND LOCATION OF THE PROPOSED SCHEME; | |||||||||||||||||||||||||||||||||||
| B) | THE AMOUNT OF ALTERNATIVE PARKING SPACES IN THE LOCALITY; | |||||||||||||||||||||||||||||||||||
| C) | PROXIMITY OR ACCESS TO OTHER MODE OF TRANSPORT; | |||||||||||||||||||||||||||||||||||
| D) | ANY MEASURES PROPOSED TO PROMOTE SUSTAINABLE TRAVEL CHOICES AND REDUCE RELIANCE ON PRIVATE CAR FOR WORK AND OTHER JOURNEYS; | |||||||||||||||||||||||||||||||||||
| E) | WHETHER THE PROPOSAL IS LIKELY TO CREATE SIGNIFICANT ON-STREET PARKING PROBLEMS; AND | |||||||||||||||||||||||||||||||||||
| F) | THE POTENTIAL HIGHWAY AND TRAFFIC PROBLEMS LIKELY TO ARISE. | |||||||||||||||||||||||||||||||||||
| 5.34 | In accordance with PPG13 and the London Plan, and the Council's commitment to sustainable development principles, the level of car parking associated with any development should not exceed the maximum set out in Schedule 5. As a general rule parking provision below the maximum will be encouraged so long as this will not result in adverse environmental and traffic problems. Such a restraint based approach should assist in promoting a switch to other modes of transport such as public transport. In general terms, the parking standards are set to complement those in neighbouring local authority areas, including those outside London. The Council considers that any significant disparity between neighbouring Boroughs would give unfair advantage to one Borough over the other. Parking provision below the maximum may be desirable, particularly in locations where the Public Transport Accessibility Level (see Text Map 10) is good, and within easy walking distance to other services. | |||||||||||||||||||||||||||||||||||
| 5.35 | Car parking involves considerable land take, and in a Borough such as Harrow land for development is scarce. The Council considers car parking facilities that are only used at certain times represents a waste of a resource. The availability of alternative parking facilities in an area would be an important factor in assessing new developments, particularly in the town centres. Developers will be encouraged to seek shared use of existing car parks as a means of reducing the number of new spaces to be provided as part of a scheme. The reduction in the number of parking spaces is a strong incentive to promoting and seeking alternative modes other than the car. Any reduction in the number of private non-residential off-street spaces is generally to be welcomed. However, when considering proposals that involve the loss of off-street spaces, particularly in the town centres, possible effects on congestion and on-street parking will need to be carefully assessed. | |||||||||||||||||||||||||||||||||||
| 5.36 | The Council acknowledges the need for a significant reduction in road traffic and will take into account any traffic restraint measures in considering the appropriate levels of parking needed in a scheme. The location and the nature of schemes and the traffic management measures taken can influence the trip generation and the mode of transport adopted. The Council will support low or zero parking developments in suitable sites particularly where public transport provision and accessibility is good including town centre, or edge of centre locations, or other locations along major corridors. | |||||||||||||||||||||||||||||||||||
| 5.37 | A reduction in parking provision for some types of development may be appropriate where the public transport accessibility level is good or where there are alternative public car parking facilities. The quality of the services within easy walking distance of the development is also a valid reason for car parking reduction. The Council will seek effective use of available car parking spaces, particularly in the town centres and this would allow a reduction of the amount of land allocated to parking spaces overall. | |||||||||||||||||||||||||||||||||||
| 5.38 | Available parking spaces in town centres should be accessible to other users. Provision in addition to the maximum may be allowed for retail or leisure developments in, or on the edge of, town centres which will serve the town centre as a whole. The Council will take into account the town centre parking strategy set out in Policy T15 and any quantified need for additional public parking in the town centre when considering planning applications. | |||||||||||||||||||||||||||||||||||
| 5.39 | If a proposal would lead to significant additional environmental, traffic and road safety or on-street parking problems, the Council may require the developer to make a commuted payment or finance a Controlled Parking Zone (CPZ), or an extension to an existing one if this is merited by the development. Where the effect is small, part funding or extension of an existing Controlled Parking Zone may be acceptable. Certain developments may not generate on-street parking problems immediately but may do so at a later date. Therefore funds secured from a developer would be retained for a specified period in order to implement such measures at a future date. If the sum secured is not used within the time specified in a Planning Obligation, this will be returned to the developer, on demand. | |||||||||||||||||||||||||||||||||||
| Public Car Parking | ||||||||||||||||||||||||||||||||||||
| T14 | ALL PROPOSALS FOR NEW PUBLIC OFF-STREET CAR PARKING WILL BE DETERMINED ACCORDING TO WHETHER OR NOT THERE IS A NEED FOR ADDITIONAL PROVISION FOR THE FOLLOWING GROUPS, IN DESCENDING ORDER OF PRIORITY:- | |||||||||||||||||||||||||||||||||||
| A) | DISABLED PEOPLE USING VEHICLES DISPLAYING BLUE BADGES; | |||||||||||||||||||||||||||||||||||
| B) | PEOPLE VISITING LOCAL BUSINESSES AND OTHER PREMISES; | |||||||||||||||||||||||||||||||||||
| C) | SHOPPERS OR VISITORS STAYING FOR A SHORT TO MEDIUM DURATION; AND | |||||||||||||||||||||||||||||||||||
| D) | OTHER TYPES OF PARKING. | |||||||||||||||||||||||||||||||||||
| EXISTING PUBLIC ON- AND OFF-STREET CAR PARKING WILL BE MANAGED TAKING INTO ACCOUNT THE ABOVE ORDER OF PRIORITIES. | ||||||||||||||||||||||||||||||||||||
| WITH RESPECT TO TOWN CENTRES, IF THERE IS A QUANTIFIED NEED FOR ADDITIONAL PARKING FOR THE HIGHEST PRIORITY CATEGORIES (A-C), ADDITIONAL PARKING MAY BE ALLOWED. | ||||||||||||||||||||||||||||||||||||
| 5.40 | Town centres, with their wide range of facilities and close mix of uses all in one place, offer the greatest potential for reducing the need to travel of all locations. It is the Council's aim to encourage as many trips to town centres by means other than the car. However, it is recognised that not all journeys are practicable by other means, and one car journey to a centre where many activities can be undertaken is still likely to be more sustainable than many journeys to diverse locations that perform the same range of activities. In addition, in order to maintain the vitality and viability of town centres in the face of competition from out of centre developments and from home shopping via the Internet, a certain level of public parking is required. The management of existing public off-street and on-street parking, which includes the charging regime, will be carefully monitored and adjusted. There is a need to balance promoting the attractiveness of the town centre against the aim of not generating car-borne traffic. The management of existing stock and the demand for additional provision will be judged against the need of categories A) to C) above. | |||||||||||||||||||||||||||||||||||
| Servicing of New Developments | ||||||||||||||||||||||||||||||||||||
| T15 | FOR ALL APPROPRIATE DEVELOPMENT, OFF-HIGHWAY SERVICE AREAS AND ACCESS ROADS SHOULD BE PROVIDED. THEY SHOULD BE DESIGNED SO THAT THERE IS NO UNACCEPTABLE LOSS OF AMENITY TO SURROUNDING OCCUPIERS. DIRECT CONNECTION OF ACCESS ROADS OR SERVICE AREAS TO LONDON DISTRIBUTOR OR BOROUGH DISTRIBUTOR ROADS WILL BE DISCOURAGED, UNLESS CONNECTION TO A LOCAL ACCESS ROAD IS UNDESIRABLE DUE TO ROAD SAFETY OR AMENITY REASONS. IF CONNECTION TO A DISTRIBUTOR ROAD IS NECESSARY, APPROPRIATE HIGHWAY WORKS FINANCED BY THE DEVELOPER WILL BE REQUIRED TO MINIMISE THE DISRUPTION TO TRAFFIC, AND TO ENSURE ROAD SAFETY. | |||||||||||||||||||||||||||||||||||
| 5.41 | For most types of non-residential development, a service area and connection to the highway network will be required. Service areas should be designed so that, as far as possible, they are kept away from residential development, or there is adequate acoustic and visual shielding to prevent loss of amenity. This is particularly important if deliveries are to be made during the night. Direct connection to a London Distributor or Borough Distributor Road (see paragraphs 2.74 to 2.76 in Policy ST3) will be discouraged in order to avoid a proliferation of connections to these roads, which carry greater flows of traffic. Increasing the number of connections can create adverse road safety as well as traffic flow disruption problems. However, where direct connection to a Local Access Road is impossible or undesirable due to amenity or road safety reasons (for example heavy goods vehicles would cause amenity problems for residents or the road widths, etc would be unsuitable for such vehicles) then connection to a London Distributor or Borough Distributor may be acceptable subject to any improvements deemed necessary by the Highways Authority. All service areas and access roads should be designed and constructed to meet the Council's standards for adopted highways. | |||||||||||||||||||||||||||||||||||
| T16 | THE COUNCIL WILL REQUIRE THE PROVISION OR IMPROVEMENT OF SERVICE ROADS IN CONNECTION WITH DEVELOPMENTS AS SHOWN ON THE PROPOSALS MAP AND ON PLANS IN SCHEDULE 6 AND WILL SEEK OTHERS WHERE APPROPRIATE. | |||||||||||||||||||||||||||||||||||
| 5.42 | In a number of locations in the Borough, vehicles need to park on the London and Borough Distributor Roads in order to make deliveries to shops fronting onto these roads. This can cause disruption to the free flow of traffic, delaying buses and creating road safety hazards. In some cases, residential development on the Distributor Road network gives rise to obstructive on-street parking. In further locations, a rear service road can benefit road safety by collecting traffic from several developments, and connecting to the Distributor network at one point only, allowing other, individual, access points to be closed. The Council has identified a number of locations listed in Schedule 6 where there is potential for a service road, usually to the rear of properties to be serviced. In some cases, particularly in Harrow Metropolitan Centre, alternative servicing arrangements are required as a result of pedestrianisation, or, in one case, to remove a service access across a pedestrianised area (St. Ann's Road). At a number of the locations there is a service road in place, but it is not to the Council's adoptable standards. | |||||||||||||||||||||||||||||||||||
| 5.43 | The Council will secure the construction and improvement of these service roads by requiring an appropriate section to be constructed when any of the properties are redeveloped, by means of a Planning Obligation or Agreement. Parking provision as part of the service road will only be considered for residential developments, and only if there is no current off-street parking available. The completed service road should be designed so that the road cannot be used as a through route to avoid rat-running. With the removal of servicing from the highway, parking restrictions may be put in place, if required, to ensure the free flow of traffic. The Council will investigate reallocating to sustainable means of transport the roadspace on the public highway which is no longer required by parked service vehicles. All service roads should be designed and constructed to meet the Council's standards for adopted highways. | |||||||||||||||||||||||||||||||||||
| New Access - St Ann's Road | ||||||||||||||||||||||||||||||||||||
| T17 | THE COUNCIL WILL SEEK THE CREATION OF A NEW ACCESS TO THE PROPERTIES ON THE SOUTH SIDE OF ST ANN'S ROAD, HARROW METROPOLITAN CENTRE, FOR SERVICE VEHICLES, BY THE CONSTRUCTION OF A LINK ROAD BETWEEN HAVELOCK PLACE AND COLLEGE ROAD, AS SHOWN IN SCHEDULE 6. THE SECTION OF HAVELOCK PLACE WHICH CROSSES ST. ANN'S ROAD WILL BE CLOSED TO VEHICULAR TRAFFIC BUT ACCESS TO THE REAR OF 2-32 ST ANN'S ROAD AND 303-313 STATION ROAD WILL BE MAINTAINED FROM GREENHILL WAY. | |||||||||||||||||||||||||||||||||||
| 5.44 | At present, service vehicles must cross St. Ann's Road in order to gain access to the service areas off Havelock Place. St. Ann's Road is the main fully pedestrianised shopping street in Harrow Metropolitan Centre, and conflicts between pedestrians and vehicles frequently occur. A new section of road between the southern end of Havelock Place and College Road (as shown in Schedule 6) would enable service vehicles to gain access via College Road and provision for this will be required in any proposals to redevelop 2-36 College Road. It is planned that the eastern end of College Road will be partially pedestrianised, but service vehicles will be allowed access. The section of Havelock Place which crosses St. Ann's Road will be closed to vehicular traffic, but part of Havelock Place will remain open to allow access to the service road to the rear of 2-32 St Ann's Road and 303-313 Station Road. A safe, open pedestrian access to St. Ann's Road will remain. | |||||||||||||||||||||||||||||||||||
| New Link Road from Brember Road to Northolt Road | ||||||||||||||||||||||||||||||||||||
| T18 THE COUNCIL WILL WORK TO BRING ABOUT A LINK ROAD BETWEEN BREMBER ROAD AND THE ACCESS ROAD OFF NORTHOLT ROAD (CURRENTLY SERVING THE WAITROSE DEVELOPMENT), TO SERVE THE BREMBER ROAD, INDUSTRIAL ESTATE, AS SHOWN ON THE PROPOSALS MAP. | ||||||||||||||||||||||||||||||||||||
| 5.45 | Goods vehicles and employees' vehicles currently need to use Stanley Road to gain access to the Brember Road Industrial Estate. Stanley Road is a narrow residential street that currently suffers considerable loss of amenity. In order to provide an access to the Estate that avoids this residential road, the Council, in granting permission for the Waitrose superstore, required the construction of an access road off Northolt Road. This access was to include a roundabout at the junction with Northolt Road, and a road that not only served the superstore, but was capable of being extended into the Industrial Estate, and which had sufficient capacity for the Estate traffic. The Council intends that the final part of this access road be completed, and that it should be connected to Brember Road itself. The Estate is part of the South Harrow Regeneration Area (see Policy EM11 in Chapter 7) and the Council is working in conjunction with its partners to improve the area in a comprehensive manner. As part of this work, the exact position of the link road will be determined, and therefore the point of access shown on the Proposals Map is an indicative one only. | |||||||||||||||||||||||||||||||||||
| Heavy Goods Vehicles | ||||||||||||||||||||||||||||||||||||
| T19 | HEAVY GOODS VEHICLES WILL CONTINUE TO BE EXCLUDED FROM THOSE RESIDENTIAL AREAS WITHIN THE HEAVY GOODS VEHICLE BAN ZONES EXCEPT FOR ACCESS TO PROPERTIES WITHIN THEM. | |||||||||||||||||||||||||||||||||||
| 5.46 | There is a balance to be struck between recognising the role of heavy goods vehicles (HGVs) as vital to a flourishing local economy, on the one hand, and acknowledging that they are visually intrusive and contributors to air and noise pollution on the other. By confining HGV through journeys to roads that are more suitable than local residential roads, through the enforcement of an HGV Ban Zone, residential amenity is protected. Since there are no Strategic Routes purpose-built for through traffic traversing the Borough, HGV traffic is spread over a number of London and Local Distributor roads outside the Ban Zone. Many of these Distributor Roads are fronted by residential properties, so it is important that there is a number of through routes available, to avoid undue concentration of traffic and loss of amenity on one. Vehicles requiring access to properties within the Ban Zone are exempt, thus allowing business premises to function, and allowing normal domestic deliveries etc. The use of break-bulk and smaller delivery vehicles for urban operations will be encouraged by discussion with businesses, and with applicants for proposed new or expanded business premises. | |||||||||||||||||||||||||||||||||||
| 5.47 | Servicing in the early mornings or at night can have detrimental impacts on residential amenity. Further traffic management measures to protect residential amenity, where there is a recognised problem, may be introduced. These could include bans on loading/unloading during peak hours and at weekends. | |||||||||||||||||||||||||||||||||||
| Heavy Goods Vehicles - Operating Centres | ||||||||||||||||||||||||||||||||||||
| T20 | THE COUNCIL WILL ENDEAVOUR TO ENSURE THAT OPERATING CENTRES FOR HEAVY GOODS VEHICLES ARE PERMITTED IN APPROPRIATE AREAS ONLY AND ARE ADEQUATE IN SIZE FOR THE PURPOSE INTENDED. | |||||||||||||||||||||||||||||||||||
| 5.48 | The Clerk to the Licensing Authority is responsible for granting operators licences and approving Operating Centres for heavy goods vehicles. The Council can object under certain conditions and will exercise its right to do so where it considers that Operating Centres would cause a safety problem or are unsuitable on environmental grounds. | |||||||||||||||||||||||||||||||||||
| 5.49 | The overnight parking of heavy goods vehicles and passenger carrying vehicles on public roads can be dangerous and can also create environmental problems. However, heavy goods vehicles are essential to the economy of the Borough and require satisfactory parking areas. The Council will therefore provide spaces in existing public car parks over and above those provided by private operators at approved Operating Centres. At present the north eastern visitors car park at the Civic Centre is available for the parking of heavy goods vehicles overnight. On-street overnight parking is allowed in Neptune Road, Harrow, and in Parr Road and Garland Road, Stanmore. | |||||||||||||||||||||||||||||||||||
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