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| Unitary Development
Plan - Adopted 1 March 2005 |
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Chapter 7
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TRANSPORT
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Transport and development are inextricably
linked and this is reflected in the policies set out in this chapter
relating to determining land use and development in the Borough. |
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Background
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| 7.1 |
One of the major factors which has led
to an increase in the amount of travel by private car has been development
patterns, based on increasingly larger scale developments in locations
remote from communities and often poorly served by public transport.
These developments have taken place both within (including Heathrow
Airport) and outside Greater London, many designed specifically for
the private car with limited public transport links and large areas
of car parking. Car parking provision and the priority given to car
access have resulted in the under-utilisation of urban land and designs
which are incompatible with the character of the Borough. There is
a need to focus more attention on provision of facilities at a local
level within town centres and other areas with high public transport
accessibility to support and maintain the Borough's economy. This
will not only reduce the number and length of trips that need to be
made but will increase travel choice by ensuring that facilities and
opportunities are available to local residents who cannot afford to
or choose not to drive. |
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Road network
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| 7.2 |
Although the original UDP adopted in 1996
sought to resist changes to the road network that would have increased
road capacity, there remained pressure to maximise the utilisation
of the Strategic Road Network, including the implementation of Priority
(Red) Routes along the A316 and the South Circular Road by the Traffic
Director for London in the mid 1990s. Locally, policies sought to
ensure that local benefits such as pedestrian and bus facilities,
servicing and short term on-street car parking were achieved. The
impact on residential areas and shopping centres means the South Circular
Road remains totally unsatisfactory as a trunk road. |
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Motor Traffic
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| 7.3 |
The A316 and A205 now form part of the
Transport for London Road Network (TLRN) which is the responsibility
of the GLA. The introduction of congestion charging in Central London
in February 2003 will have an effect upon traffic patterns and parking
in the Borough. It is predicted that additional pressure for parking
will occur around stations in the Borough which could lead to further
need for more Controlled Parking Zones and there is likely to be an
increase in orbital car journeys. However it is predicted that there
will be a reduction in radial car travel along the A316. A growth
in traffic levels in Outer London is predicted at 7.5% over 10 years
to 2011 in the Mayor's Transport Strategy (Ref: 4G63). |
| 7.4 |
Generally, levels of congestion are a
concern and key bottlenecks need to be tackled to both reduce air
pollution and to facilitate car travel. The growth of traffic along
the A316 has been in line with the London wide annual increases, however
the flow has been controlled by the introduction of signalled roundabouts
which have contributed to improvements in road safety although the
severance effect of the A316 remains a problem locally. Measures to
reduce through traffic in Richmond town centre require further consideration.
The level of through traffic in Twickenham town centre has been controlled
by the use of sophisticated traffic signals. Problems of air pollution,
noise, and vibration are caused by the sheer volume of traffic, including
commercial vehicles and lorries, in many areas. Traffic volume and
the intensity of on street parking also cause visual intrusion, and
create a potential danger to pedestrians and cyclists. |
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Pedestrians and cyclists
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| 7.5 |
Provision for pedestrians and cyclists
has been steadily improving, but remains a priority due to the volume
and speed of traffic along roads in the Borough. Town centres in the
Borough particularly Richmond, Twickenham and East Sheen experience
high volumes of through traffic which can reduce the quality of the
environment for shoppers and visitors alike. Town Centre improvement
schemes have been identified and Teddington Town Centre has been the
focus of significant work recently. Similarly, within residential
areas traffic can be a significant factor in discouraging children
from walking to school. Progress has been made in improving pedestrian
and cycle routes through the Safer Routes to School projects but there
is still a long way to go both to complete this programme and have
a marked effect upon the local residential areas. |
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Public Transport
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| 7.6 |
Responsibility for the provision of public
transport is divided between the Department for Transport (DfT), Transport
for London (TfL) London Boroughs, London Bus Services Ltd and rail
operators. |
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Train services
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| 7.7 |
These provide good links between most
parts of the Borough and central and inner London. Orbital rail links
with other areas of Outer London where economic activity has become
increasingly concentrated are inadequate. This makes the provision
of good quality public transport services an important objective of
the Plan. Richmond town centre and Kew are also served by the London
Underground (District Line.) The majority of peak hour services are
overcrowded and plans to increase rail capacity are mainly linked
to the re-franchising of the South West Rail franchisee by the Strategic
Rail Authority which is awaited. This franchise when signed is expected
to be for 20 years and contains a range of measures to increase capacity,
reliability personal safety, station environment and facilities and
information. In addition, the Strategic Rail Plan identifies a list
of heavy rail projects in the medium to long term, ie. 5 to 20 years,
to improve the rail network in London. Several of these projects,
such as Airtrack, Crossrail 1 and 2, East and West London Lines and
Tramlink will have an impact on the travel opportunities for residents
of the Borough and upon development opportunities and locations. |
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Bus services
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| 7.8 |
Passenger journeys in London have increased
by 20% since 1995. Much progress has been made in the provision of
bus priority measures, real time information, bus shelter provision,
new low floor accessible buses and on board security for passengers
via CCTV. Some bus lanes are also regulated by CCTV to maximise their
effectiveness. The London Bus Priority Network (LBPN) and the more
recently formed London Bus Initiative (LBI) have both enabled these
bus improvements through their funding mechanisms. Accessibility for
people with disabilities and the personal security of transport users
remain priorities. |
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Interchanges
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| 7.9 |
The need for improved interchange facilities
at all railway stations, bus stations and town centres is being addressed
through TfL funding via the LBPN and the South and West London Transport
Conference (SWELTRAC). The latter is a sub regional partnership of
Local Authorities, SRA, TfL, Railtrack, Transport Operating Companies
and passenger user groups which is pressing for a range of improvements
to transport in the sub region, one of which is the development of
a metro style rail network across South London initially, where the
service level is at least 4 trains per hour, thereby providing a turn
up and go service. Part of this project involves upgrading the interchanges
to improve passenger transfer between modes and make the use of public
transport more attractive to everyone. However it is unlikely that
the station buildings themselves will be rebuilt unless the sites
are redeveloped commercially. |
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Accessibility
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| 7.10 |
Parts of the Borough remain relatively
isolated from public transport and in some areas the convenience of
routeing buses through residential roads has to be balanced against
the needs of residents including maintenance of street parking. |
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Parking
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| 7.11 |
Demand for on- and off-street parking
exceeds availability in many of the Borough's shopping and business
centres, around railway stations and in older residential areas where
there are concentrations of flats and terraced housing. Controlled
parking zones have been extended to ensure that the spaces that are
available are used efficiently to the benefit of local residents and
businesses, but discourage car-borne commuting. |
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FRAMEWORK FOR POLICIES
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| 7.12 |
The White Paper 'A New Deal for Transport'
sets out the government's objectives of a strong economy, sustainable
environment and an inclusive society. In order to achieve its goals,
the government considers there is a need for: |
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- reversing the dispersal of development;
- improving access to jobs and services;
- reducing the need to travel; and
- reducing reliance on the car ie providing a choice of alternative
modes of transport.
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| 7.13 |
It wishes to reduce dependence on car
travel and through providing genuine alternatives and promoting greater
use of attractive public transport, and safer walking and cycling.
These themes reflect those outlined in earlier policy documents such
as Strategic Planning Guidance for London (RPG 3 1996), Planning Policy
Guidance Note 6: Town Centres and Retail Developments (PPG 6 1996)
and Planning Policy Guidance Note 13: Transport (PPG 13 1994). |
| 7.14 |
The Government's commitment to improve
air quality upon which road traffic has a major adverse impact, is
included in the Environment Act, 1995. This requires local authorities
to review air quality in their areas, and, where standards are not
or are unlikely to be achieved, designate an air quality management
area and prepare an action plan for addressing air quality issues
raised by the assessment. |
| 7.15 |
The Road Traffic Reduction Act 1997, requires
local authorities to assess traffic levels and the forecast growth
of traffic levels in their areas. In addition, the Council will need
to specify targets for reducing traffic or reducing the rate of growth
of traffic levels. |
| 7.16 |
The Greater London Authority (GLA) was
established in April 2000. The Mayor's Transport Strategy for London
was published in July 2001. London boroughs are then required to prepare
a Local Implementation Plan (LIP) as soon as possible thereafter.
It is likely that boroughs will publish these plans in 2004 following
guidance from Transport for London (TfL). The LIP will contain the
Borough's transport strategy to help deliver local and strategic transport
objectives. To support the vision of London as an exemplary sustainable
world city, the Mayor's Transport Strategy will increase the capacity,
reliability, efficiency, quality and integration of the transport
system to provide the world class transport system the capital needs.
The ten key transport priorities, which flow from this, are: |
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- reducing traffic congestion;
- overcoming the backlog of investment on the Underground so as
to safely increase capacity, reduce overcrowding, and increase
both reliability and frequency of services;
- making radical improvements to bus services across London, including
increasing the bus system's capacity, improving reliability and
increasing the frequency of services;
- better integration of the National Rail system with London's
other transport systems to facilitate commuting, reduce overcrowding,
increase safety and move towards a London-wide, high frequency
'turn up and go' Metro service;
- increasing the overall capacity of London's transport system
by promoting major new cross-London rail links including improving
access to international transport facilities; improved orbital
rail links in inner London; and new Thames river crossings in
east London;
- improving journey time reliability for car users, which will
particularly benefit outer London where car use dominates, whilst
reducing car dependency by increasing travel choice;
- supporting local transport initiatives, including improved access
to town centres and regeneration areas, walking and cycling schemes,
Safer Routes to School, road safety improvements, better maintenance
of roads and bridges, and improved co-ordination of streetworks;
- making the distribution of goods and services in London more
reliable, sustainable and efficient, whilst minimising negative
environmental impacts;
- 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, thus improving
social inclusion;
- bringing forward new integration initiatives to provide integrated,
simple and affordable public transport fares; improve key interchanges;
enhance safety and security across all means of travel; ensure
that taxis and private hire vehicles are improved and fully incorporated
into London's transport system; and provide much better information
and waiting environment.
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The Mayor also sets objectives/instructions
for TfL. TfL is responsible for the underground, buses, taxis and
mini cabs, rail (in consultation with the Strategic Rail Authority
(SRA), the river, and Transport for London Road Network (TRLN). The
policies in the UDP have taken account of the Mayor's Transport Strategy
which in turn reflects the Government's White Paper on the future
of transport, and also the Draft London Plan. |
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OBJECTIVES
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| 7.17 |
The Council's key transport and development
objectives are: |
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- to ensure that land use and transport policies are co-ordinated
to minimise the number and length of trips
- to support development conducive to the reduction of travel
by private car coincident with the provision of a range of viable
alternative modes of passenger transport
- to aim to achieve the safe, unobstructed flow of traffic on
the highway network,
- to improve the safety of all users of the transport network
through engineering measures, enforcement and education
- to provide an integrated and accessible transport system to
ensure the safe, secure and efficient movement of people and goods
on the borough's road network giving due regard to the local environment.
- to protect local residents and businesses from the adverse
effects of commuter parking, to minimise the harmful environmental
effects of road traffic pollution, congestion and noise on the
quality of life of local residents
- to ensure the transport priorities for people with disabilities
and other vulnerable groups are reviewed on a regular basis
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STRATEGY
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| 7.18 |
To meet the key objectives and its transport
and environmental targets the Council has developed a transport strategy
which incorporates all modes of transport and is closely linked to
land use policies. Safety issues and the needs of people with a disability
will be fully taken inton account in all aspects of strategy implementation. |
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land use strategy - transport and
land use policies are complementary, working towards the protection
and enhancement of amenity and the creation of a pleasant environment
and maximising the efficient use of the transport network. The land
use strategy is designed: |
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- to reduce the overall need to travel, both in the number and
the length of journeys, by locating land uses likely to generate
large numbers of journeys close to the public transport network
- to help protect local facilities and maintain the vitality of
local centres
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environmental transport strategy
- transport policies will aim to provide a choice of alternative modes
of transport to reduce the level of road congestion and resulting
high levels of local air and noise pollution by: |
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- making the most efficient use of road space, to reduce congestion
- providing attractive and safe facilities for pedestrians and
cyclists to encourage use of these modes for short trips and recreation
- considering regulating motor traffic in town centres and some
residential areas, to improve the local environment
- keeping through traffic and heavy goods vehicles on the trunk
road network to protect the environment and safety of local areas.
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public transport strategy - public
transport policies seek to enhance the public transport network both
in terms of service provision, accessibility, interchange facilities
and personal security. Measures will be taken: |
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- to seek to improve the integration between modes of transport
to ease the interchange experience for travellers and to enhance
the perceived status of public transport
- to enhance bus services and new route development as part of
the Council's liaison role with the operators and Transport for
London
- to promote the Bus Quality Commitment with London Buses to develop
services into inaccessible areas of the Borough
- to improve bus reliability, passenger information and waiting
environment to ensure that public transport is seen as a realistic
choice for residents
- to provide an accessible transport network, providing for the
needs of all groups of society
- to lobby train operators and the Strategic Rail Authority and
Railtrack for increased capacity, improved accessibility, improved
reliability, better information systems, personal security and
station facilities on the rail network
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safety strategy - the Council is
committed to reducing the number of accidents on the highway network
to meet government targets and protect local residents from the dangers
of road traffic by pursuing the following strategies: |
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- the Safer Routes to School Programme will be developed across
the Borough improving the safety and environment in the which
children travel to school including the immediate area outside
the school entrance where School Safety Zones will be introduced
over time
- safety education, training and publicity will form a key strand
of the overall safety strategy, aimed in particular at school
children
- personal security of all road users will be a priority to allow
all residents secure access to and use of all modes of transport,
town centres and local amenities
- consideration will be given to restricting the movement of heavy
goods vehicles and through traffic from local residential areas
where appropriate
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river transport strategy - notwithstanding
that there are limited opportunities to develop the river as a major
part of the transport network in the Borough the following will be
pursued: |
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- The Council will promote the continued provision of ferry river
crossings to increase accessibility for residents and those on
leisure walking and cycling trips
- passenger transport on the river is likely to be recreational
in this Borough, however support will be given to any feasible
development on the river for regular passenger travel services.
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parking strategy - parking policies
are designed to protect the vitality of town centres and residential
amenity by appropriate management of parking demand as follows: |
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- car parking controls will be designed to support the local
economy in both major and district town centres by restricting
the longer term commuter parking in favour of short-term local
shopper parking
- parking controls will be introduced to maintain safety and
access for emergency services
- the quality of life for residents will be protected by parking
controls in residential areas located near to interchanges, town
centres or business areas where commuter parking is prevalent
- parking provision will be made for disabled drivers where there
is a demand.
- cycle parking at stations, town centres, local amenities and
business areas will be provided to protect the environment and
encourage cycling
- loading bays for servicing will be located in suitable areas
in consultation with local businesses
- a coach parking strategy for tourist attractions will be developed
for the Borough
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sub regional strategy - given that
there is a large proportion of through traffic using Borough roads
and that Richmond Station is at the end / start of the District line
and North London Line, there are significant strategic issues that
need to be borne in mind when considering the transport network in
the Borough. |
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- partnership working with a range of organisations such as other
boroughs , transport operators, Transport for London/ GLA, Strategic
Rail Authority, BAA and Railtrack, is essential to ensure the
delivery of high quality rail and public transport systems and
services
- improved radial and orbital transport links across south and
west London will help maintain the Borough as a desirable area
in which to live and work and support the local economy
- improved links to Heathrow for employment and leisure reasons
is essential, in the light of the continuing development of Heathrow
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POLICIES TOWARDS DEVELOPMENT
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TRN 1 - LOCATION OF
NEW DEVELOPMENT |
| 7.19 |
The Council will: |
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(a) |
require the provision of
non-residential development at the most local level practicable to
reduce the need to travel. Where facilities will attract people from
beyond walking distance they must be accessible by cycle, public transport
or be capable of being made so; |
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require the provision of
non-residential development which attracts large numbers of people
and higher density residential development (including those developments
with limited parking provision to be located in existing town centres
or areas which are highly accessible by public transport or where
public transport can be suitably enhanced |
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| 7.20 |
Major developments which attract large
numbers of people (either employees, customers or visitors) could
lead to traffic generation and increased road congestion with adverse
impacts on the environment, air quality and road safety. Where appropriate
agreements will be sought to require contributions towards the establishment
of an appropriate level of public transport, cycle and walking networks.
Residential development, with limited parking, may be acceptable in
areas of good public transport accessibility, provided there is in
place a controlled parking zone. |
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TRN 2 TRANSPORT AND
NEW DEVELOPMENTS |
| 7.21 |
The Council will only permit
new development, or changes of use where it can be demonstrated that
the transport infrastructure can accommodate it, or be adapted to
do so, without creating congestion and hazards on the road network.
Transport Assessments will be required to support development proposals
where there are significant transport issues to be addressed. New
development should: |
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provide adequately for
the needs of disabled people, pedestrians and cyclists; |
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provide links to the pedestrian
and cycle network and add to and enhance it, wherever appropriate; |
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make provision for short,
direct links to public transport and add to / enhance the public transport
network wherever possible; |
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(d) |
be acceptable in terms
of traffic generation and traffic impact on the road network (taking
into account the cumulative effects with other existing and committed
developments in the area), and in terms of the availability of public
transport and its ability to meet increased demand; |
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adequately provide for
vehicular access and servicing, having regard to the needs of safety
and to ensure that limited improvements in vehicular access are only
allowed where they do not increase overall highway congestion; |
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where possible minimise
the environmental impact and amount of land used by transport facilities,
including roads, parking and turning heads. Street signs and furniture
should be well designed and rationalised wherever possible; |
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be acceptable in terms
of impact on air quality and noise levels caused by traffic generated.
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(h) |
seek in appropriate cases
the concept of planning advantages appropriate to the site and commensurate
to the scale of development in accordance with the Council's transportation
policies. |
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| 7.22 |
The Council is concerned that all development
proposals are compatible with the transport infrastructure, including
the capacity of the road network and public transport. In order to
achieve environmental objectives and prevent additional traffic congestion
all development should seek to minimise the number and length of trips
generated. In order to assess the acceptability of proposals to the
Council and Transport for London the Council will seek transport assessments
in relation to specific development proposals including those in the
Plan. Mitigating measures such as improvements to public transport,
cycling/walking facilities, junction improvements, and the provision
of a company travel plan (see TRN
3) will be required where appropriate, as will specific arrangements
for construction and service traffic. Such measures will inevitably
follow on from the transport assessment process. Where the impact
of development is likely to be significant in air quality terms, an
air quality assessment, together with necessary mitigation measures
should be submitted as part of the application. |
| 7.23 |
The Council has adopted in principle the
recommendations of the Department of the Environment's Design Bulletin
32 'Residential roads and Footpaths: Layout Considerations' (Second
Edition, 1992) for the design of residential roads in the Borough
and will require access roads to be as narrow as feasible in residential
areas, bearing in mind the need for access by larger vehicles, such
as refuse vehicles or buses, as well as capacity and safety implications.
Particular attention must be paid to the provision of parking and
servicing to ensure satisfactory designs. The Council expects the
needs of pedestrians and cyclists to be met, ensuring there are links
to local facilities and public transport by the shortest route possible.
The Council will also seek to minimise the disturbance caused by construction
in surrounding areas. Where appropriate, it will impose conditions
on development to limit the impact on neighbouring areas from construction
vehicles and noise, fumes and other pollution arising from the construction.
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TRN 3 - GREEN TRAVEL
PLANS |
| 7.24 |
The Council will require
the development of travel plans for significant new non-residential
developments and events. |
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| 7.25 |
Travel plans can be developed to provide
for transport choice, including public transport, walking and cycling,
to reduce the level of congestion, improve road safety and personal
security and to encourage environmentally friendly delivery and freight
movements. Measures included in a Travel Plan can include, personal
travel planning for employees, travel information on the web or made
easily available, creation of a car sharing database, secure cycle
parking and shower/locker facilities, public transport infrastructure
or service improvements, public transport ticket loans, cycle purchase
loans, parking management including restrictions for staff and electric
pool cars and cycles for site visits and meetings. These measures
when taken collectively with business participation, will enable the
council to work towards reducing the levels of air pollution in the
borough which has been designated an Air Quality Action Area. Company
and School Travel Plans form an important part of the Council's Air
Quality Action Plan to reduce pollution and the Community Plan has
a target to work with at least four schools and businesses annually
to develop Travel Plans. |
| 7.26 |
For any development where a Traffic Assessment
is required, a travel plan will also be required, and may be a condition
of planning permission. The Council will encourage and advise existing
employers, retail, leisure and education providers to develop travel
plans to increase travel choice, reducing dependency on the car. Particular
consideration is needed for rugby, major tourist attractions and other
events attracting large influxes of people. |
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TRN 4 - CAR AND BICYCLE
PARKING STANDARDS |
| 7.27 |
Maximum car parking standards
are set for all types of development. In Controlled Parking Zones
and within 400 metres of a railway station, more restrictive standards
than elsewhere in the Borough will apply as these are generally indicators
of higher accessibility levels to public transport. The Council is
committed to adopting a Public Transport Accessibility Level (PTAL)
Model in future to determine parking standards. Appropriate provision
for people with disabilities and cycle parking will be required. |
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| 7.28 |
In Richmond and Twickenham town centres
the high level of public transport accessibility and existing provision
means that there is no need currently to provide any additional public
parking. Public transport accessibility and car parking provision
is at a level where it is appropriate to apply operational only standards
to retail units. Throughout the Borough, traffic and parking problems
are such that the Council wishes to restrain the number of car parking
spaces with any development. The Council's parking standards reflect
this (see Appendix A). Good levels
of public transport availability mean that such an approach can be
taken without detriment or harm to the vitality of town and local
centres. Car parking standards are commensurate with the retail characteristics
and residential nature of the Borough. |
| 7.29 |
All standards are maximum. Developers
may provide fewer car parking spaces, unless there would be an adverse
impact on amenity, road safety or emergency access in the surrounding
area or a generation of unacceptable overspill of on-street parking
in the vicinity. |
| 7.30 |
In areas where off-street parking usable
by the general public is provided. The Council, through direct provision
or appropriate agreements, would wish to: |
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(a) |
ensure that parking is available to the
public at convenient times, and at acceptable prices; |
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(b) |
seek to deter commuter parking through
unfavourable charging, whilst maintaining the viability of the town
centre / area. |
| 7.31.1 |
Residential developments with parking
provision below the maximum standards may be acceptable, unless there
are valid reasons for not doing so, in locations within Controlled
Parking Zones and easily accessible by public transport and where
there is a range of amenities including shops and services, or where
the provision of car parking on site would be unacceptable in planning
terms through impact on visual amenity or utilisation of the site.
Residential developments as described above have advantages such as
the better utilisation of town centre sites, achieving higher quality
designs and potentially reducing car ownership and usage. Residential
developments elsewhere are generally required to provide sufficient
parking space to cater for parking needs. |
| 7.32 |
For revised parking standards see Appendix
A. Parking on forecourts will be discouraged where it would have
an adverse effect on the street scene. Cycle parking as set out in
Appendix A as minimum standards,
will be required at all new developments. Wherever possible shower
and locker facilities for both staff and visitors using bicycles should
be provided. Where developments are residential within a Controlled
Parking Zone developers may be informed that residents will not be
eligible for on-street parking permits. A developer would need to
agree to enter into a Section 106 agreement with the Council for this
purpose. This will typically be used in situations where the demand
for on-street residents parking within a particular zone is considered
by the Council to be close to saturation, and car parking on site
would preclude the optimum utilisation of land or building or would
have an adverse impact on residential amenity. |
| 7.33 |
Elsewhere, residential developments are
generally required to provide sufficient parking space, up to the
maximum standard to cater for parking needs. Where there is still
a potential for overspill on-street parking to occur in the vicinity
as a result of the development, developers will be expected to contribute
towards future alleviation measures such as resident's parking schemes
and/ or public transport improvements. |
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TRN 5 RETENTION OF
OFF STREET PARKING |
| 7.34 |
Developments, including
residential extensions, which would result in the unacceptable loss
of off-street parking or lock-up garages, will generally be opposed.
However, where redevelopment takes place, parking provision should
be provided in accordance with the Council's standards (see Appendix
A). In some cases this will involve a reduction in the number of the
car parking spaces to meet the current standards. |
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| 7.35 |
This policy recognises the serious concern
there is about on- street parking in the Borough, both in town centre
and residential areas. It can cause obstruction, danger and delays
to emergency and service vehicles, annoyance to residents and is generally
unsightly. Problems are inevitable especially in those parts of the
Borough developed before the age of the motor car where ownership
levels are high, and around shopping centres and stations. There is
always pressure to redevelop lock-up garages and open land currently
used for parking, and the need for retaining car parking will be considered
against the benefits of the proposed development. |
| 7.36 |
Developments, including residential extensions,
will normally only be permitted where it can be demonstrated that
on completion of the scheme, sufficiently acceptably designed and
located car parking space will be available within the site to meet
the Council's car parking standards. This should be achieved without
having to resort to unsatisfactory forecourt parking or parking in
rear gardens, (especially where the approach is via a long access
drive). In view of the lower car parking standards now required in
business developments, proposals for non-residential development involving
a reduction in on-site car parking may be acceptable in appropriate
cases, subject to them complying with other policies in the Plan,
particularly where schemes are located in controlled parking zones. |
| 7.37 |
An area of concern has been the conversion
of garages and forecourts in residential developments to other uses
as permitted development. In new developments it is normal practice
to impose a condition restricting development rights in the case of
garages. |
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POLICIES FOR ROAD SAFETY
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TRN 6 - TRAFFIC MANAGEMENT
AND ROAD SAFETY |
| 7.37 |
The Council will develop
and introduce traffic management and other measures aimed at improving
road safety. |
| |
|
|
| 7.38 |
The Council has a statutory duty to carry
out studies of accidents within the Borough and to prepare and carry
out a programme of measures designed to promote road safety. A Road
Safety Plan has been produced which will be regularly updated. This
provides for the monitoring and analysis of road accidents in the
Borough and the development of specific proposals for remedial action,
the continuation of a road safety education programme and continued
liaison with the police to ensure that the most effective enforcement
is provided. |
| 7.40 |
The Council supports the Government's
objectives to reduce casualties nationally and welcomes the new targets.
By 2010 these should be |
| |
- a 40% reduction in the total number of people killed or seriously
injured
- a 50% reduction in the number of children killed or seriously
injured
- a 10% reduction in the slight casualty rate based on the distance
travelled.
|
| |
The Council is determined to achieve that
reduction in all user groups subject to resources being made available,
paying special attention to the most vulnerable groups, such as pedestrians,
cyclists and motor cyclists, where the severity of accidents is much
higher than for other groups. The decline in accidents since 1981
amounts to 38% and this has been consistently achieved over the last
five years. |
| |
|
| |
POLICIES TOWARDS PEDESTRIANS
|
|
|
| |
TRN 7 - PEDESTRIAN
SAFETY |
| 7.41 |
The Council will continue
to maintain and improve safety for pedestrians, by providing additional
crossings, islands and refuges as needed, reviewing priorities at
junctions to make it safer for pedestrians to cross, widening pavements
where possible, ensuring adequate pavement maintenance and reducing
conflict with other legal and illegal pavement users. Priority will
be given to the needs of disabled people, the elderly and school children
with regard to pedestrian safety. |
| |
|
|
| 7.42 |
Speed reduction measures will improve
conditions for the pedestrian, both in terms of safety and air quality.
Changes specifically for the pedestrian such as pavement widening,
and improved crossing arrangements will also improve safety. Measures
will be taken to remove illegal pavement obstructions such as unlicensed
street traders, bill-boards and illegally parked vehicles. Cyclists
will be discouraged from cycling on pavements and on public footpaths
where cycling is not permitted. Pavements will be maintained to a
safe standard, and key routes will be gritted in icy weather. Any
new traffic management and development schemes, whether specifically
for pedestrians or not, will be subject to a pedestrian audit to ensure
that the safety and convenience of pedestrians, including disabled
people, are improved. A programme of Safer Routes to School and School
Safety Zones will be pursued. To reduce the fear of crime and improve
personal security, all pedestrian areas, walking routes and interchanges
should be well lit and CCTV should be introduced where appropriate. |
|
|
| |
TRN 8 - PEDESTRIAN
ROUTES AND SECURITY |
| 7.43 |
New development must be
designed to give priority to pedestrian access and to the provision
of links to existing pedestrian routes. Pedestrian routes should be
accessible for disabled people. Identifiable safe pedestrian routes
will be provided, improved and promoted to key destinations such as
town centres, schools, leisure facilities, public transport, and routes
primarily for recreation. Routes should be direct, convenient, safe
and secure, with appropriate levels of lighting. Closed circuit television
will be introduced if necessary to help ensure personal security. |
| |
|
|
| 7.44 |
New developments must give priority to
pedestrian access, including links with existing routes. Most existing
facilities in this Borough are accessible to pedestrians, but there
may be scope for physical improvements, and publicity, including signing,
to encourage users to come on foot. Priority will be given to pedestrian
access to town centres, public transport, interchanges and safe routes
to schools. Pedestrian audits will be used to identify a range of
actions to plan positively for pedestrians, including overcoming barriers
such as railway lines and rivers through new footbridges, subject
to the availability of capital for construction and revenue for continued
maintenance. Where possible routes should have natural surveillance
from surrounding properties and be well lit. Landscaping should not
lead to concealed areas. The use of subways will not usually be pursued.
The creation of new routes can include physical links and the promotion
of routes or areas which are already accessible to the public, such
as rights of way or paths in public parks (see also policy ENV
6 Green Chains). Extensions and improvements to the footpath network
are effective ways of increasing provision for informal recreation
as walking is a popular form of recreation in this Borough. |
|
|
| |
TRN 9 - PEDESTRIAN
ENVIRONMENT |
| 7.45 |
The Council will maintain
and improve the environment for all pedestrians, including those with
disabilities, by: |
| |
(a) |
considering regulating
some or all motorised traffic from limited town centres areas, |
| |
(b) |
introducing 20 mph zones; |
| |
(c) |
well designed and maintained
pavements and street furniture; |
| |
(d) |
using landscaping to enhance
the pedestrian environment; |
| |
(e) |
providing signs for pedestrians
as a way of encouraging walking; |
| |
(f) |
ensuring that all walking
facilities and routes are accessible to everyone. |
| |
|
| 7.46 |
The removal of congestion from streets
provides a safer and more pleasant environment for pedestrians, however,
the opportunities for the complete exclusion of traffic are limited
in this Borough as they depend on the availability of alternative
access routes particularly for servicing. Partially pedestrianised
areas with restricted hours for servicing, and suitable provision
for access by public transport and for disabled people, may be more
practical options. The improvement of conditions for pedestrians through
full or part pedestrianisation of George St., Richmond is being fully
investigated. Pavements should be wide enough to accommodate peak
flows of pedestrians and allow for the presence of bus queues etc.,
surfaces should be smooth and non-slip, and the gradient should allow
for the drainage of surface water and be comfortable to walk upon.
Street furniture, such as seats, bins, bollards, lighting and signs
can all enhance the pedestrian environment, and will be provided or
changed as required and as resources permit. New furniture will be
as recommended in the Council's Street Design Manual and siting will
take account of the needs of pedestrians. See also the Council's Design
for Maximum Access. |
|
|
| |
TRN 10 - PUBLIC RIGHTS
OF WAY |
| 7.47 |
The Council will seek to
retain existing rights of way unless an alternative is proposed which
is at least as safe, convenient and attractive. The Council will seek
to improve public rights of way by signposting and maintenance and
promote access through appropriate waymarking and interpretation as
finance permits. |
| |
|
|
| 7.48 |
Public rights of way include public footpaths,
bridleways and byways open to all traffic. These paths are legally
highways under the Highways Act 1980, and as such the Council has
a duty to sign them from metalled roads, maintain them, and protect
their route. The Council has a duty under the National Parks and Access
to the Countryside Act 1949, and the Wildlife and Countryside Act
1981 to keep the details of public rights of way up to date. Changes
to the public right of way network such as closures, diversions and
changes in status are subject to legal procedures which the Council
has a duty to carry out. The Council may also waymark public rights
of way, and install interpretative panels, to encourage more use.
The Council's Rights of Way Strategy forms supplementary planning
guidance to the Plan. |
| |
|
| |
POLICIES TOWARD CYCLING
|
|
|
| |
TRN 11 - CYCLING |
| |
7.49 The Council will seek
to provide practical facilities for the safe and convenient movement
of cyclists, including the development of a local cycle route to complement
the London Cycle Network shown on Map 8. New development must be designed
to give high priority to cycle facilities and to link to the cycle
route network and include secure parking in accordance with standards.
It will also seek to provide and support the provision of secure parking
areas for cycles in shopping and leisure centres, public transport
interchanges and other public buildings. |
| |
|
|
| 7.50 |
Traffic management measures will consider
the needs of cyclists in the design. However, in the case of pedestrian
streets where conflict might occur, there may be a need to restrict
the freedom of cyclists. |
| 7.51 |
The Council supports the implementation
of the London Cycle Network and the development of local complementary
cycle routes. The Council will consider introducing segregated cycle
paths on footways that are sufficiently wide (see TRN
7). The Council will promote shared use of the River Thames towpath
by pedestrians and cyclists along those sections where the existing
character would not be impaired nor the safety of pedestrians compromised
(see ENV 28). When implementing
specific proposals, cyclists will be encouraged through information
and training to continue to respect pedestrian priority along the
towpath. It is not intended that the surfacing of the towpath be changed
or other urban features introduced which would detract from those
stretches of the river which are rural in nature. Where shared use
is not considered appropriate the Council will seek the provision
of an alternative route where feasible. |
|
|
| |
MAP 9 - CYCLING STRATEGY |
| |
 |
| |
Click map for a larger image |
| |
|
| 7.52 |
The Council has an on-going programme
of providing secure, convenient and properly designed cycle parking
facilities. Through publicity, the Council will continue to encourage
the use of bicycles, and the provision of secure bicycle parking facilities
and shower facilities. |
| 7.53 |
The design of new development must give
high priority to cycle access and connecting into the cycle route
networks. As part of the transport impact assessment process, additional
trips should be accounted for on the highways network by means of
(among other things) mitigating contributions towards providing links
to and enhancing the cycle route network. |
| |
|
| |
POLICIES TOWARD PUBLIC TRANSPORT
|
|
|
| |
TRN 12 - PUBLIC TRANSPORT
IMPROVEMENTS |
| 7.54 |
The Council will support
and promote proposals to make the public transport service more efficient,
safe, convenient, comfortable, reliable, frequent and more accessible,
particularly for those people with disability or mobility problems.
In particular the Council will oppose any proposal to close any of
the railway stations in the Borough or any changes which reduce the
level of service of public transport. Existing transport infrastructure
should normally be retained. New development which affects transport
infrastructure should provide the opportunity to improve rather than
detract from public transport. |
| |
|
|
| 7.55 |
The Council will actively pursue an increase
in the present levels of bus and rail services in the Borough, particularly
to shopping centres and the main areas of employment and mixed use.
In order to achieve this the Council has entered into a Bus Quality
Partnership with London Buses and through this and other initiatives
such as the South and West London Transport Conference (SWELTRAC),
the London Bus Initiative (LBI) and the London Bus Priority Network
(LBPN), will promote or seek to encourage: |
| |
(a) |
provision of more and better quality bus
shelters and seating with real time information; |
| |
(b) |
provision of improved passenger facilities
near bus stops and railway stations; |
| |
(c) |
improvement of interchange facilities; |
| |
(d) |
bus and railway rolling stock improvements; |
| |
(e) |
changes to routing and scheduling which
result in a better service to the public in terms of reliability,
accessibility, frequency, etc.; |
| |
(f) |
bus priority measures to help improve
the regularity and reliability of bus services; |
| |
(g) |
increase the reliability of bus routes
through CCTV bus lane enforcement; |
| |
(h) |
co-ordination and through-ticketing between
train operating companies, London Transport and other public transport
operators; |
| |
(i) |
provision of facilities to make public
transport more accessible to all users including disabled and elderly
people, those travelling with babies and young children and people
with shopping or luggage; |
| |
(j) |
provision of better information for public
transport users; |
| |
(k) |
provision of limited car parking at certain
stations; |
| |
(l) |
improvement of orbital public transport
services; |
| |
(m) |
improved safety for travellers including
the co-ordination of adequate, safe night time services between the
Borough and central London and nearby town centres; |
| |
(n) |
provision of CCTV security on board all
buses to tackle crime and unruly behaviour; |
| |
(o) |
provision of facilities for taxi services;
|
| |
(p) |
provision of passenger services on the
river, particularly for leisure purposes, noting restrictions on speed
and tides. |
| |
The public transport network is shown
on Map 10. |
| 7.56 |
The Council will encourage the provision
of new bus routes providing greater coverage of the Borough. In some
cases the Council will consider supporting new services until they
become self-financing. In particular the Council will support the
conversion of existing routes to shorter, higher frequency and more
reliable routes where there is quantified demand and local support.
Through publicity the Council will encourage the use of public transport,
especially for commuter trips, but also for shopping and recreational
trips (see policy TC 1).
The Council will support and encourage the introduction of wheelchair
accessible and environmentally friendly buses. It will also encourage
the use of buses of a type and size which are compatible with the
residential environment. New developments will be expected to enhance
bus provision and priorities where appropriate. This may be in the
way of contributions which should be made on a mitigating basis and
be related to the development in question. |
| 7.57 |
Public transport services in the Borough
are operated by a number of agencies, including Railtrack, London
Buses and the train and bus operators. The Council has no direct control
over the operators but maintains strong liaison with them through
it's Public Transport Liaison Groups, Blackspot meetings, SWELTRAC
and the LBI and LBPN. |
| 7.58 |
The London Bus Priority Network Study
is being carried out by all 33 London boroughs in conjunction with
London Transport and aims to create a series of high quality bus corridors
throughout which major priority is given to buses. The Council is
the lead authority for the south west sector. More recently the Mayor
for London has launched the London Bus Initiative (LBI) which focuses
on a core network of 69 routes to develop more holistically, including
the provision of pedestrian crossings adjacent to bus stops, improvements
to the waiting environment, real time information and new low floor
accessible buses and stops with clearways. Route 65 is the first LBI
route in this Borough and will be followed by Routes 281 and 72. The
LBI and LBPN network is shown on Map 11.
The enforcement of bus lanes across London is a priority to ensure
that the measures are effective. CCTV on board buses has been introduced
on routes and CCTV bus lane enforcement in Richmond town Centre and
Twickenham town Centre will be introduced. The programme for further
CCTV enforcement is being developed. |
| 7.59 |
The Council will also: |
| |
- encourage community transport initiatives
- seek sites for the parking and storage of buses and encourage
research into alternative forms of public transport such as trams
and guided buses.
|
|
|
| |
TRN 13 - PUBLIC TRANSPORT
MOVEMENT |
| 7.60 |
The Council will support
and promote proposals for improved public transport bus and rail facilities
in outer south and west London. |
| |
|
|
| 7.61 |
The South and West London Transport Conference
(SWELTRAC) is a partnership of local authorities, London Transport,
Railtrack, Strategic Rail Authority, passenger user groups and the
bus and train operators in the south and west sectors of London. The
Council is the lead authority for SWELTRAC which is looking to develop
a package of measures to improve strategic transport on both bus and
rail corridors within the south and west London sectors. The Council
and SWELTRAC support and work with adjoining sub-regional partnerships
including the West London Leadership. The recently formed South London
Partnership will also work closely with SWELTRAC to develop a framework
for transport and economic regeneration across South London. |
| 7.62 |
The overall objectives of SWELTRAC are: |
| |
(a) |
to reduce car dependency and the need
to travel by providing attractive sustainable alternative modes of
transport and implementing traffic restraint measures |
| |
(b) |
to provide safe and efficient movement
of people and goods |
| |
(c) |
to improve the local environment and quality
of life for all |
| |
(d) |
to improve public transport accessibility
by enhancing integration through better interchange and increased
public transport availability |
| |
(e) |
to promote economic regeneration and social
inclusion by improving sustainable accessibility for all travellers
to town centres, business parks, places of education and tourist attractions |
| 7.63 |
Within the Borough measures such as bus
priority, enhancement of interchanges and rail links are being pursued.
The following proposals have land use implications and have been identified
for further consideration: |
| |
(a) |
a new flyover curve at Twickenham for
use by trains from Feltham to Strawberry Hill without reversing at
Twickenham Station; |
| |
(b) |
track reorganisation from Barnes to Putney
(on Railtrack owned land); |
| |
(c) |
an additional platform at Richmond Station
which would be used as a terminus for orbital services; |
| |
(d) |
a third track from Feltham to the Hounslow
loop involving demolition and |
|
|
| |
TRN 14 - TRANSPORT
INTERCHANGES |
| 7.64 |
The Council will seek to
improve the interchange facilities at all rail stations and bus interchanges
in the Borough, having particular regard to information systems, cycle
parking, bus and pedestrian links, safety / security, access for people
with mobility difficulties and environmental improvements. |
| |
|
|
| 7.65 |
Many journeys include an interchange.
It is therefore essential to have a quick and easy interchange for
public transport to compete with the convenience of the car. The omission
of the proposal in the adopted UDP for a rail loop (to link the Waterloo-Reading
line to the Teddington loop line) means that priority should be given
to Twickenham as an interchange station in terms of facilities and
service timings, to provide good links with stations to and beyond
Kingston. These improvements should not prejudice redevelopment of
the Post Office Sorting Office (proposal T3). |
|
|
| |
MAP 10 - TRANSPORT STRATEGY |
| |
 |
| |
Click map for a larger image |
| |
|
| 7.66 |
Small scale improvements such as passenger
information on routes, and connectivity between modes, can make a
real difference at interchanges. |
| 7.67 |
Sufficient, adequate and convenient cycle
parking at stations is required. It is important that such facilities
are secure and safe, by use of such measures as surveillance cameras,
in order to encourage rail passengers to cycle to the station. |
| 7.68 |
Bus, cycle and pedestrian access to stations
should be improved, giving a greater priority to the needs of disabled
passengers. Additional entrances should be made where practicable. |
| 7.69 |
Safety and security are paramount in encouraging
people to travel by rail. Improving the station environment can add
to the quality of interchanges and make them safer and more inviting
places. |
|
|
| |
TRN 15 - COACHES |
| 7.70 |
The Council will seek to
produce a Borough wide strategy for coaches having particular regard
to routing of journeys, the picking up and setting down of passengers
and parked vehicles. |
| |
|
|
| 7.71 |
Coaches are efficient users of road space
which offer flexibility in routing and play an important role in the
provision of long distance travel, and supporting London's tourism
industry. The Council will encourage coach operators to use the Transport
for London Road Network for longer journeys and local distribution
whilst also seeking to restrain the use of local roads for direct
access only. Coach facilities should be planned to be convenient for
passengers without causing inconvenience or danger to pedestrians
or other traffic and be able to cope with all levels of demand. |
| 7.72 |
The Council, as part of its strategy,
will seek to improve facilities at existing locations wherever possible
and in particular, where it is felt that the presence of coach parking
takes place at the expense of safety to pedestrians and other highway
users. New development should provide parking or picking up and setting
down points as specified in the Council's car parking standards. For
uses such as hotels, exhibition halls and tourist attractions, the
council will seek through negotiation with developers suitable facilities
that minimise congestion to other traffic, environmental intrusion
and nuisance to local residents. |
| |
|
| |
POLICIES TOWARD THE ROAD NETWORK
|
|
|
| |
TRN 16 - ROAD HIERARCHY |
| 7.73 |
Subject to the locational
policies of the plan, the Council will use the hierarchy of roads
as the basis for land use planning, traffic and environmental management
measures. The Council will seek to ensure that safety for vulnerable
road users is a priority on all roads, by introducing measures to
assist public transport, pedestrians and cyclists, while maintaining
an efficient road network, and that environmental improvements will
be promoted to enhance the amenity of adjacent areas and to improve
conditions for residents. The road hierarchy is shown on Map 10 and
the characteristics defined in the glossary to the Plan. |
| |
|
|
| |
STRATEGIC ROUTES
|
| 7.74 |
The functions of strategic routes are; |
| |
(i) |
to provide for the longer journeys and
particularly those by coaches and goods vehicles; |
| |
(ii) |
to link London effectively with the national
road system; |
| |
(iii) |
to reduce traffic demands on London distributor
roads so that, in association with restraint policies, they can provide
an adequate level of service and, in turn, |
| 7.75 |
The A316 trunk road linking the M3 and
the A4 and central London is the only road which functions, and broadly
has the characteristics of a strategic route. The Council considers
that the characteristics of the A205 (South Circular Road) do not
merit its designation as a strategic route. Transport for London is
the highway authority for these roads. They are also Priority (Red)
Routes. These roads are included in the Transport for London Road
Network (TLRN), which is the responsibility of the Greater London
Authority (GLA). |
| 7.76 |
Generally, new side road, access road
or footway crossover access onto the A316 will be opposed and access
to the A205 will be discouraged. Cycle and pedestrian facilities will
be fully segregated from road traffic where possible. The characteristics
of strategic routes can be found in the glossary. |
| |
|
| |
LONDON DISTRIBUTOR ROUTES
|
| 7.77 |
London distributor roads are those roads
other than strategic routes in which the traffic function predominates
over needs for local distribution and access. They will provide: |
| |
(i) |
links to the strategic routes, and to
attract and serve traffic crossing boroughs; |
| |
(ii) |
access to strategic centres for short
and medium distance traffic; |
| |
(iii) |
attractive routes for bus services; |
| |
(iv) |
local routes for heavy goods vehicles to
attract through commercial traffic away from borough distributor and
access roads. |
|
|
| |
MAP 11 - ROAD HIERARCHY |
| |
 |
| |
Click map for a larger image |
| |
|
| 7.78 |
London distributor roads will also distribute
traffic to and around, but not within, environmental areas. Traffic
management regulations will be used to divert non-essential traffic
from environmental areas and to confine it as much as possible to
the future network of secondary and primary roads providing safety
and traffic flows on these roads are not adversely affected. |
| 7.79 |
Generally for London distributor roads
pedestrian crossing facilities will be controlled at grade crossings
(i.e. those without a change in level). New access onto London distributor
roads will generally be discouraged. Kerbside loading and parking
may be required to facilitate frontage development, but should not
interfere with the traffic capacity of road junctions. Bus priority
measures and facilities for cyclists are being pursued, particularly
through the London Bus Priority Network and the London Cycle Network.
Vertical speed reduction will not be introduced. The characteristics
of London distributor roads can be found in the glossary. |
| |
|
| |
LOCAL DISTRIBUTOR ROADS
|
| |
These fall into three categories |
| 7.80 |
(a) Local Distributor Roads; |
| |
These distribute traffic within environmental
areas as well as providing access to fronting premises. They form
links between London distributor roads and local access roads and
therefore have an important local traffic carrying function. They
provide suitable routes for emergency vehicles and in some cases public
transport. (The characteristics of local distributor roads can be
found in the glossary). Local distributor roads tend to be the old
' B' classified routes. |
| 7.81 |
Generally for local distributor roads
pedestrian crossings will be uncontrolled crossings and pedestrian
refuges, although some controlled crossings will be required. New
access onto local distributor roads will generally be discouraged,
although each case will be considered on its merits. Bus priorities
may be appropriate, sections may form part of the Cycle Network, kerbside
parking and loading spaces will often be appropriate. Vertical speed
reduction measures will not usually be introduced although the layout
of these roads will be designed to discourage speed. |
| 7.82 |
(b) Crown Roads (Restricted Access); |
| |
These are roads through the Royal Parks,
for which the Council is not the highway authority. Commercial vehicles
must have permits to use these roads, which are closed to all traffic
overnight. |
| 7.83 |
(c) Local Access Roads; |
| |
These are all other roads in the Borough,
the purpose of which is to provide for local traffic and to provide
access to land and buildings in the immediate vicinity. |
| 7.84 |
Where necessary consideration will be
given to the introduction of physical traffic management restrictions,
parking controls or other environmental measures designed to restrict
traffic speed or to restrict types of vehicle using the road. Special
facilities may be appropriate for local bus, pedestrian or cycle movements.
New access onto local access roads will not usually be discouraged
unless it has adverse road safety implications. |
|
|
| |
TRN 17 - TRAFFIC CONGESTION
|
| 7.85 |
The Council will seek to
overcome points of isolated congestion and delay for motor vehicles
whilst maintaining a balance for all users of the road network. |
| |
|
|
| 7.86 |
There are some isolated points on the
road network which cause unnecessary delay and congestion, restricting
traffic flow and affecting local economic prosperity. In some cases,
delays at these points can be reduced. For example linking the phasing
of nearby traffic signals or shortening signal cycle times at isolated
junctions will reduce delays without disbenefitting other road users.
See policies TRN 6, 7,
9, 11,
12, 13
and 16. |
|
|
| |
TRN 18 - HIGHWAY IMPROVEMENT
AND SAFEGUARDING LINES |
| 7.87 |
The Council will continue
to pursue the following longer term schemes; |
| |
|
|
| |
DESIGNATED ROADS:
|
| |
| Upper Sunbury Road |
Deleted. |
| Rocks Lane/Mill Hill Junction, Barnes |
Junction improvement to reduce delays as
part of London Bus Priority Network |
|
| |
|
| |
OTHER ROADS OF MORE THAN LOCAL IMPORTANCE:
|
| |
| Church Road/Kew Road, Richmond |
To accommodate traffic by- passing the town
centre. |
| Hanworth Road railway bridge, Whitton |
Highway widening/rail scheme - pedestrian
footway provision. |
|
| |
|
| |
LOCAL ROADS:
|
| |
| Hospital Bridge Road, Whitton |
Highway widening - pedestrian footway provision.
|
| The Quadrant, Richmond |
Service Road extension - improved pedestrian
environment, reduced delay to buses. |
| Holly Road, Twickenham |
Service road improvements - to improve pedestrian
environment, improve shop servicing and reduce delays to buses
and traffic on Heath Road |
|
| |
|
| 7.88 |
The location and extent of the above proposals
are shown on the proposals map insets, and where necessary in Appendix
C. The proposals all involve land acquisition. It should be noted
that highway widening may refer to footways and/or carriageways. |
| 7.89 |
New highways may need to be constructed
in order to facilitate the redevelopment of continued use of land
with unsatisfactory or no access to highways. |
|
|
| |
TRN 19 - LOCAL AREA
TREATMENTS |
| 7.90 |
The Council will support
and develop suitable schemes, with public consultation, for the control
and management of demand for road traffic and parking on an area basis
in order to: |
| |
(a) |
improve road safety; |
| |
(b) |
improve the local environment
for residents; |
| |
(c) |
improve facilities for
pedestrians and cyclists; |
| |
(d) |
eliminate extraneous traffic,
(particularly at peak periods) and heavy goods vehicles; |
| |
(e) |
improve facilities and
priority for buses; and (f) redirect through traffic onto roads of
more than local importance. |
| |
Town and local centres are
identified as pedestrian priority areas where measures will be pursued,
as appropriate, to improve the environment for pedestrians. |
| |
|
|
| 7.91 |
Local roads are intended for access and
local traffic but are increasingly being subjected to greater flows
of through traffic. Traffic management and safety measures are used
to reduce the quantity and speed of through traffic. In addition,
town and local centres are identified as pedestrian priority areas
which are considered as part of the Local Area Treatment programme
across the Borough. Studies will be carried out to identify which
of these or other areas (e.g. around schools) which would be suitable
for designation as 20 mph zones, to bring about a safer and more attractive
environment with pedestrian priority. |
| 7.92 |
The Council carries out extensive public
consultation on area traffic management schemes. The needs of the
emergency services and public transport operators are of great importance
when considering the design and implementation of traffic management
proposals. Proposals such as road humps will not be supported or introduced,
if they are likely to adversely affect public transport or the emergency
services. |
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TRN 20 - TRAFFIC IN
ROYAL PARKS |
| 7.93 |
The Council will consider
proposals to enhance the environment in Richmond and Bushy Parks. |
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| 7.94 |
The Parks' roads are the statutory responsibility
of the Secretary of State for Culture, Media and Sport and carry a
considerable volume of traffic within the Borough. Diversion of part
or all of this traffic will have traffic and environmental implications
on surrounding roads and in consequence, the Council will consult
with appropriate authorities concerning any future proposals within
the parks which impact on the surrounding road network |
| 7.95 |
The parks also provide a valuable network
of cycle routes. The Council will seek to retain and extend such routes
and to promote their use by means of signage. The routes are included
in the Borough's cycle route network. |
| 7.97 |
The Council will support proposals to
enhance the environment within the parks, provided such proposals
do not unacceptably worsen conditions on the Borough's roads. |
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TRN 21 - ON-STREET
PARKING |
| 7.98 |
The Council will pursue
the control of on-street parking where this is necessary to ensure
the safe and efficient movement of motor vehicles, public transport,
pedestrians, and cyclists, to maintain essential access to premises
fronting the roadway, to provide loading bays to improve the local
environment or to maintain the vitality of shopping centres. Where
parking congestion is so severe that an equitable balance between
conflicting demands cannot be achieved, the Council will promote the
introduction of Controlled Parking Zones. |
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| 7.99 |
The Council is preparing a Parking Plan
for the Borough for future submission to TfL. The Council is committed
to putting its parking business on a commercial footing within the
context of the Plan's parking policies which recognise that parking
controls will be necessary to maintain safety, business vitality and
the local environment for residents. |
| 7.100 |
In most of the Borough's centres and the
older residential streets demand for parking exceeds supply. This
is becoming more acute as car ownership continues to increase. Parking
controls are essential in order to ensure adequate and safe access
to premises and to facilitate traffic movement. There is a finite
supply of on-street resident parking places. Innovative solutions
including dual use of visitor spaces will be employed to ensure the
best use of the limited space available. |
| 7.101 |
Generally the aim of controlled parking
is to limit the extent of commuter parking in areas of high parking
demand by residents, to ensure that residents can park within reasonable
distance of their homes. |
| 7.102 |
Where controlled parking zones are implemented,
priority is given to residents, shoppers and the operational needs
of local businesses and to the needs of short- and medium-term visitors.
In order to deter long term parking, low priority is given to commuters,
particularly near railway stations. Controlled parking zones are only
introduced with the agreement of the majority of residents who express
a view. Larger zones may be sub-divided to prevent intra-zonal commuting
by residents to major attractions, such as stations and shopping areas. |
| 7.103 |
An annual review is carried out of the
need for and priority for future parking investigations. The Parking
Plan is shown on Map 12 and sets out existing
Controlled Parking Zones. |
| 7.104 |
The Council strongly supports the effective
enforcement of parking regulations and will make maximum use of its
powers of enforcement provided for within the Road Traffic Act 1991.
The Council will give priority to the enforcement of parking regulations
in bus lanes, on the main bus routes and in the vicinity of bus stops.
The Council will also seek to ensure that parking does not disrupt
cycle lanes. The use of CCTV to reduce illegal use of bus lanes and
illegal parking is being actively pursued by the Borough. |
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TRN 22 - OFF-STREET
PARKING |
| 7.105 |
The Council will seek the
provision in appropriate locations of further public off-street parking,
priced to favour short- and medium-term users, where a need for such
facilities can be demonstrated. The Council will seek to provide appropriate
landscaping for all surface level car parks. |
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| 7.106 |
Generally the Council will only provide
off-street parking for short- and medium-term parkers. An increase
in short term parking in shopping centres and district centres in
particular which is well signed and publicised can help these centres
remain attractive to shoppers. Long term commuter parkers, who add
to peak hour congestion, will be actively discouraged. Wherever possible,
bays for people with disabilities will be provided near the entrances
to car parks. Where necessary, long term parking will be discouraged
by such measures as an unfavourable charging structure or the late
opening of the car park in the mornings, combined with strict enforcement.
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| 7.107 |
The lack of off-street short stay shoppers'
car parks in a number of local centres not only creates problems of
on-street parking and traffic congestion, but also detracts from the
attractiveness of the centres to some local car-borne shoppers. |
| 7.108 |
In Richmond and Twickenham town centres
the current ratio of public car parking spaces to commercial floor
space will be broadly maintained. Existing facilities are currently
operating at or close to capacity, particularly in Richmond on Saturdays.
Long term parking (over 4 hours) will be further discouraged by price
differentials and the limited number of season tickets restricted
to essential users so as to release space for additional short term
parking by visitors and shoppers. |
| 7.109 |
For new developments, where parking provision
exceeds 50 spaces, consideration will be given to these spaces being
made available for public use. |
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TRN 23 - STATION CAR
PARKING |
| 7.110 |
The Council will support
and promote the provision of some additional off-street parking spaces
at railway stations in the Borough where there is local need, where
there is sufficient highway capacity and where it forms part of the
implementation and development of a public transport interchange,
involving improvements to bus, cycle and pedestrian facilities. |
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| 7.111 |
The Council will work in partnership with
Railtrack and the train operating companies to provide car parks on
land adjacent to railway stations provided such car parks are for
local need and considered in conjunction with improvements to bus,
cycle and pedestrian facilities as part of the development of a transport
interchange. Where agreement can be reached, the Council will operate
such car parks as part of its car parking business particularly where
there are controlled parking zones. The size of station car parks
will be carefully controlled allowing for local need and the use of
other modes of transport. They will be used to help relieve parking
in nearby residential streets, whilst not encouraging 'rail heading'
by drivers who drive into the Borough and continue their journeys
by train. |
| 7.112 |
In areas where parking problems are severe,
the provision of a car park will be particularly effective with a
complementary controlled parking zone. This will give residents the
maximum relief from parking congestion, without prejudicing use of
the station. |
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TRN 24 PARKING CHARGES |
| 7.113 |
The Council acknowledges
the limited land and financial resources available for the provision
of car parks in the Borough and parking charges will be levied on
such scales as to favour short term parking by visitors and shoppers
in the centres while still being structured to discourage use by long
term parkers, particularly commuters. In Richmond and Twickenham town
centres, charges will be used as necessary to regulate parking and
ensure sufficient parking for residents in the evenings and weekends. |
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| 7.114 |
Parking charges are levied at most of
the Borough's off-street car parks, and in all Controlled Parking
Zones. The charges are structured to encourage short- and medium-term
parkers (under 4 hours) to support the commercial viability of the
area. Charges for long term parkers (over 4 hours) will have regard
to the need to deter commuter parking. |
| 7.115 |
In accordance with the relevant legislation,
any surpluses from the parking account will be used to provide or
support other additional or improved parking places, to introduce
traffic management and road safety schemes and other transport related
facilities. |
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POLICIES FOR COMMERCIAL VEHICLES
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TRN 25 - HEAVY LORRIES
- LORRY ROUTE NETWORK |
| 7.116 |
The Council considers that
the A316 is the only road in the Borough suitable for inclusion in
any lorry route network and it will continue to resist proposals which
include any other road in the Borough in such a network. |
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| 7.117 |
Roads exempted from the London-wide night-time
and weekend lorry ban include the A205, A316 and A308 (west of Hampton
Court Bridge) because they form part of the TfL Network (see policy
TRN 16 - Roads Hierarchy).
The Council considers that the M25 motorway provides the best route
for longer distance traffic. The Council also supports the use of
smaller delivery vehicles, particularly within the M25. |
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TRN 26 - HEAVY LORRIES
- TRAFFIC MANAGEMENT / PARKING |
| 7.118 |
The Council will support
and promote traffic management measures to control unnecessary heavy
vehicle through traffic where such measures are needed to protect
the environment and can be introduced without unduly affecting other
roads and areas. The Council will support proposals to control and
reduce the undesirable noise, vibration and polluting effects of heavy
lorries. The Council supports the continuation of the ban on overnight
on-street parking of commercial vehicles in the Borough. |
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| 7.119 |
Heavier vehicles will be more environmentally
intrusive than before; therefore through traffic management measures
the Council will seek to protect the environment and unsuitable residential
and shopping areas from the impact of heavy vehicles. The Council
will seek to encourage heavy vehicles to use the A316, and will particularly
seek to remove heavy vehicles from local access and local distributor
roads. In considering traffic management measures the Council will
take into account the needs of commercial premises which may be affected
by the proposals. |
| 7.120 |
The Council actively supports controls
to minimise the adverse effects of lorries and coaches on the environment
and believes that action should be on a London-wide basis. The GLA
co-ordinates the operation of the London-wide night-time and weekend
lorry ban. Through signing, lorries are encouraged by the TfL to use
the A205 and A316 trunk roads. |
| 7.121 |
The Council, via SWELTRAC will look to
bring forward a Freight Quality Partnership with major operators such
as supermarkets and breweries, to develop understanding of distribution
issues, problems at a local level, and to promote constructive solutions
which reconcile the need for access for goods and services, with the
local environmental and social concerns. |
| 7.122 |
The Goods Vehicle Operators Licences Regulations
1986 require each operator to provide a centre for each goods vehicle
for off-street parking and servicing. This, together with the overnight
ban and adequate enforcement by the Borough, will prevent commercial
vehicles over 5 tonnes from being parked on-street overnight throughout
the Borough. There are no special restrictions on the parking of light
commercial vehicles under 5 tonnes. The Council will seek ways of
controlling the parking of such vehicles in residential areas where
problems occur. |
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MAP 12 - TRANSPORT STRATEGY: PARKING PLAN |
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Click map for a larger image |
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TRN 27 - RAIL AND WATERBORNE
FREIGHT |
| 7.123 |
Rail and waterborne freight
will be encouraged where practicable and suitable and where impact
on adjoining land is acceptable. The loss of existing wharves, railways
sidings and related land will also be resisted where appropriate,
particularly where they are still in regular use or have the potential
to be so in the future. |
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| 7.124 |
The importance of alternative forms of
transport will be stressed. This is especially the case given the
current private vehicular congestion levels within London and the
fact that the potential for gaining any additional capacity is itself
limited and contrary to national and local government policies. Thus
rail and water will need to play a more prominent role in the future
where possible, for both freight and passengers. For this reason potential
sites where these objectives might be met should be preserved. There
is a speed limit upstream of Wandsworth Bridge, which could inhibit
time sensitive passengers. (See ENV
29). |
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TRN 28 - AIR TRANSPORT |
| 7.125 |
The Council will maintain
membership of the various organisations so as to protect the interests
of the Borough. It will seek benefits where possible, but oppose further
developments or changes in aviation activity which will be likely
to: |
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generate significant additional
traffic; |
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(b) |
add to the problems of
overheating of the local economy; |
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(c) |
worsen noise or other pollution
in the Borough; |
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(d) |
pose increased risk to
public safety. |
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| 7.126 |
The Council will continue to press for
a reduction in aircraft noise. In particular it will oppose the provision
of any additional terminals or third runway at Heathrow Airport and
will support the provision of better public transport provision to
London airports, particularly between Heathrow and Gatwick. |
| 7.127 |
Aircraft noise is a major source of disturbance
in the Borough. The Council, through its membership of the Heathrow
Airport Consultative Committee (HACC) and the Strategic Aviation Special
Interest Group (SASIG), will continue to press for a reduction of
aircraft noise through the introduction of quieter engines minimising
the use of noisier aircraft and reduction of night flights. The Council
will also oppose changes in operations at Heathrow and other airports
and heliports which appear likely to worsen noise or other pollution
in the Borough. Potential improvements in noise and other pollution
(as a result of technological improvements) should not be lost through
overall expansion of activity or changes in operations. |
| 7.128 |
Although the Council opposed the development
of a fifth terminal this has now been permitted subject to conditions
in relation to number of flights (maximum 480,000 per year) and the
extent of the noise contours. The Council will press for these conditions
to be observed. "The Future of Air Transport" White Paper proposes
operational changes to maximise the utilisation of the existing runways
at Heathrow, and in the longer-term, subject to meeting air quality
standards, a new 3rd runway and associated terminal. These could prejudice
the constraints set by the Inspector and lead to a further deterioration
in environmental conditions. Particular concerns would be the additional
demand for travel which without major public transport investment
would lead to further car travel. Further development would also be
likely to lead to economic overheating, perpetuating existing recruitment
problems and increasing development pressures. Any expansion of activity
must be located where it would benefit less buoyant parts of the region
and pose least threat to public safety. |
| 7.129 |
The Council will seek to persuade the
airports to encourage their staff, many of whom live in the Borough,
to travel to work by public transport. The Council is the lead authority
for the SWELTRAC study which is compiling a package of measures to
improve orbital public transport in the south west London sector.
One of the rail options being considered is a south orbital rail link
to Heathrow via Wimbledon and Kingston. Implementation of this link
would help alleviate road congestion and significantly enhance public
transport facilities in south west London. |
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TRN 29 - PROMOTION
/ PUBLICITY |
| 7.130 |
The Council will seek to
achieve its aims with regard to transport in the Borough by appropriate
publicity, and support other organisations providing such publicity. |
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| 7.131 |
Many of the aims of the Council require
not only the provision of physical measures, but also promotion to
raise public awareness. Examples of topics already promoted are: |
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Road safety training
Walk to school initiatives
Exploring Richmond upon Thames by Public Transport
Cycling in Richmond upon Thames |
| 7.132 |
Other topics could include further recreational
walking route leaflets, access for disabled pedestrians, walking for
health, cycling on pavements, rollerblading and safety. |
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