CHAPTER SIX

LONDON’s
TRansport
224 T H E LO N D O N P L A N M A R C H 2 0 1 6

6.1 Although transport is arguably central to achievement of all the objectives set
out in paragraph 1.53, this chapter sets out policies primarily intended to support
delivery of the sixth objective – that London should be:
• A city where it is easy, safe and convenient for everyone to access jobs,
opportunities and facilities with an efficient and effective transport system
which actively encourages more walking and cycling, makes better use of the
Thames, and supports delivery of all the objectives of this Plan.
6.2 The Mayor recognises that transport plays a fundamental role in addressing the
whole range of his spatial planning, environmental, economic and social policy
priorities. It is critical to the efficient functioning and quality of life of London and its
inhabitants. It also has major effects – positive and negative – on places, especially
around interchanges and in town centres and on the environment, both within
the city itself and more widely. Conversely, poor or reduced accessibility can be a
major constraint on the success and quality of places, and their neighbourhoods
and communities. He is particularly committed to improving the environment by
encouraging more sustainable means of transport, through a cycling revolution,
improving conditions for walking, and enhancement of public transport.
6.3 The main source of policy on transport is the Mayor’s Transport Strategy (MTS).
This sets six thematic goals, which link to the six themes of this Plan:
• Supporting economic development and population growth
• Enhancing the quality of life for all Londoners
• Improving the safety and security of all Londoners
• Improving transport opportunities for all Londoners
• Reducing transport’s contribution to climate change, and improving its
resilience
• Supporting delivery of the London 2012 Olympic and Paralympic Games and
its legacy.
Delivery of the Mayor’s Transport Strategy will be essential to achievement of the
vision and objectives of this Plan, which sets out the spatial development policies
that will be needed for implementation of the MTS. Implementation of the policies
and proposals in the two documents will be monitored in a co-ordinated way, and
an integrated approach will be taken to their review, revision and alteration.

6.4 The Mayor will work closely with the boroughs, Transport for London, Government
and the range of other stakeholders with a part to play in delivering safe, efficient
and environmentally-friendly transport for London to ensure achievement of
the objectives and policies of the Plan and the Mayor’s Transport Strategy.
These objectives and policies should be taken into account by London
boroughs in working together in settling sub-regional transport plans and Local
Implementation Plans (LIPs), local development frameworks and other local
 T H E LO N D O N P L A N M A R C H 2 0 1 6 225

transport policies and strategies.

6.5 This chapter sets out policies to support integration of transport and
development, connecting London and ensuring better streets. It also sets out car
and cycle parking standards.

Integrating transport and development

Policy 6.1 Strategic approach

Strategic
A The Mayor will work with all relevant partners to encourage the closer
integration of transport and development through the schemes and
proposals shown in Table 6.1 and by:
a encouraging patterns and nodes of development that reduce
the need to travel, especially by car – boroughs should use the
standards set out in Table 6.2 in the Parking Addendum to this
chapter to set maximum car parking standards in DPDs
b seeking to improve the capacity and accessibility of public
transport, walking and cycling, particularly in areas of greatest
demand – boroughs should use the standards set out in Table 6.3
in the Parking Addendum to set minimum cycle parking standards in
DPDs
c supporting development that generates high levels of trips at
locations with high levels of public transport accessibility and/or
capacity, either currently or via committed, funded improvements
including, where appropriate, those provided by developers through
the use of planning obligations (See Policy 8.2).
d improving interchange between different forms of transport,
particularly around major rail and Underground stations, especially
where this will enhance connectivity in outer London (see Policy
2.3)
e seeking to increase the use of the Blue Ribbon Network, especially
the Thames, for passenger and freight use
f facilitating the efficient distribution of freight whilst minimising its
impacts on the transport network
g supporting measures that encourage shifts to more sustainable
modes and appropriate demand management
h promoting greater use of low carbon technology so that carbon dioxide
and other contributors to global warming are reduced
i promoting walking by ensuring an improved urban realm
j seeking to ensure that all parts of the public transport network can
be used safely, easily and with dignity by all Londoners, including
by securing step-free access where this is appropriate and
226 T H E LO N D O N P L A N M A R C H 2 0 1 6

practicable.
B The Mayor will, and boroughs should, take an approach to the
management of streetspace that takes account of the different roles
of roads for neighbourhoods and road users in ways that support the
policies in this Plan promoting public transport and other sustainable
means of transport (including policies 6.2, 6.7, 6.9 and 6.10) and a high
quality public realm. Where appropriate, a corridor-based approach
should be taken to ensure the needs of street users and improvements
to the public realm are co-ordinated.

6.6 The Mayor recognises the need, when planning for where people will live, work,
study and pursue leisure activities, to improve movement between these places
in an integrated way, emphasising the quality of the public realm, and the safety
and comfort of travellers. A similar approach should be taken when planning the
location of businesses, taking account of the ways they receive the goods and
services they need, and how conveniently they then serve their customers. For a
range of policy reasons, the best option is to reduce the distances involved, in turn
reducing the need for the transport system to accommodate unnecessary travel
demands: this principle underlies many of the spatial proposals set out in Chapter
Two (particularly, perhaps, as regards Outer London). However, this is not always
possible in a complex urban environment like London’s, with its specialist clusters
of economic, social, educational and leisure activities and its unique place in the
wider south east of England. Moreover even with greater locational efficiencies,
consideration has to be given to providing additional transport capacity needed
to support London’s growth, and to ensuring that the most is made of existing
transport infrastructure by smoothing traffic flows and travel planning.
6.7 This close co-ordination of land use and transport planning is crucial to effective
and sustainable spatial development and is supported by the approach taken
by the Government in the NPPF. This states that planning has a key role in
delivering the Government’s integrated transport strategy. Shaping the pattern of
development and influencing the location, scale, density, design and mix of land
uses, can help reduce the need to travel and the length of journeys, and make it
safer and easier for people to access jobs, shopping, leisure facilities and services
by public transport, walking, and cycling.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 227

Table 6.1 Indicative list of transport schemes

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Rail
Core scheme: Maidenhead
and Heathrow in the west to
Crossrail 1 H
Shenfield and Abbey Wood
in the east
International services stop-
High Speed 1 L
ping at Stratford
Direct services to a wider
range of European destina-
High Speed 1 L
tions (making use of new
European infrastructure)
London to the West
High Speed 2 H
Midlands and beyond.
Improved rail New and/or expanded rail
freight terminals to freight terminals to serve L
serve London London
Rail link from Barking -
Improved rail
Gospel Oak line to West M
freight routes
Coast Main Line
Further capacity enhance-
Improved rail
ment for the Felixstowe M
freight routes
- Nuneaton route
Westerly extension(s) poten-
tially to Reading/Milton
Keynes/ Watford/ Staines
Crossrail 1 exten- (via Airtrack) and/or addi-
tional services to Heathrow M
sions
and West Drayton
Easterly extension from
Abbey Wood - Gravesend
228 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Enhanced southwest –
northeast London capacity
Crossrail 2
and connectivity. Scheme
(formerly Chelsea- H
detail to be reviewed to
Hackney line)
ensure maximum benefits
and value for money
Scheme to provide a fifth
London Over- carriage (and associated
ground- Capacity infrastructure works on the
M
Improvement north, west and east London
Programme lines, as well as the Euston –
Watford ‘DC’ line)
Barking - Gospel Oak line
London Over-
– electrification and train L
ground
lengthening
London Over- Extension from Barking to
M
ground Barking Riverside
Stratford –Angel Road
capacity enhancement to
West Anglia M
enable the running of 4
trains per hour.
Further service enhance-
ments (including
West Anglia M/H
four-tracking) across the
whole of the Lea Valley line
Further capacity increases
including increased speeds
Essex Thameside M
on the Tilbury loop and more
12 car services
Ten-car capability on inner
suburban
South Central
Twelve-car capability and M/L
London
additional fast services
(HLOS CP4)
South Central Further CP5 capacity
M
London increases
 T H E LO N D O N P L A N M A R C H 2 0 1 6 229

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Works to allow 12 car
running on Sidcup Bexley-
heath, Greenwich, Woolwich,
Southeast London Dartford, Rochester, Hayes & M
Sevenoaks routes and rede-
velopment work at Victoria
and Charing Cross
Further CP5 capacity
Southeast London M
increases
Ten-car capability on inner
Southwest London suburban and Windsor lines M
(HLOS CP4)
Further CP5 capacity
Southwest London M
increases
Electrification with associ-
Great Western ated change in rolling stock H
allocation
Train lengthening (HLOS
Great Northern L
CP4)
Further CP5 capacity
Great Northern L
increases
Further CP5 capacity
increases including Bow
Junction remodeling which
Great Eastern L
will help increase frequency
of outer suburban services
from 24 to 28 tph
Further CP5 capacity
West Coast L
increases
End of 2018: 24 trains per
Thameslink hour through core, expanded H
network
Make greater use of 12-car
Thameslink M
capability coverage
230 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Passenger congestion relief/
onward movement capacity
Rail termini enhancement works.
M
enhancement Schemes under develop-
ment including the provision
of step free access.

Improved access to
Airport access Heathrow Airport from south M
London being considered

Tube
Jubilee line upgrade in
delivery phase to provide
additional capacity and
improve journey times.
Jubilee line Under the World Class M
Capacity programme, further
peak service train increases
are planned, subject to fleet
expansion.  
Phase 1: Northern line
upgrade in delivery phase to
Northern line M
provide additional capacity
and improve journey times
Phase 2: Northern line
Upgrade 2 to deliver a
further 20 per cent increase
Northern line M
in capacity through the
simplification and recasting
of service patterns
Extension of the Northern
line from Kennington to
Northern line
Battersea to support the M
Extension
regeneration of the Vauxhall/
Nine Elms/Battersea area
 T H E LO N D O N P L A N M A R C H 2 0 1 6 231

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Victoria line upgrade in
delivery phase including new
rolling stock and signalling to
provide additional capacity
and improve journey
Victoria line M
times.  Under the World
Class Capacity programme,
further peak service train
increases are planned,
subject to fleet expansion.  
Piccadilly line upgrade to
provide additional capacity
Piccadilly line and improve journey times M
First new trains expected to
be delivered 2021/22
Circle, District, Hammer-
smith & City and
Metropolitan lines upgrade
Sub-Surface (including new air-condi-
H
Railway (SSR) tioned rolling stock and new
signalling) to provide addi-
tional capacity and improve
journey times
Croxley rail link to Watford
Metropolitan line M
Junction
Central line upgrade:
Including new energy effi-
Central line M
cient and high capacity
rolling stock and signalling
Bakerloo line upgrade:
Including new energy effi-
Bakerloo line M
cient and high capacity
rolling stock and signalling
Bakerloo line soutern exten-
Bakerloo line sion; potential scheme and H
route under investigation
232 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Station refur-
Continuing programme of
bishment/
refurbishment/ modernisa- H
modernisation/
tion of stations
programme
Programme of core asset
renewal to lock in benefits
Core asset renewal from the upgrades and main- H
tain assets in a state of good
repair
Congestion relief (and step
free access) schemes,
including Victoria, Tottenham
Court Road, Bond Street,
Bank Paddington (Hammer-
Tube station smith & City line), Holborn,
congestion relief Camden. H
schemes

A targeted station capacity

programme looking at
further congestion relief
schemes
A programme of work to
include low energy lighting,
Energy-saving
smart electricity metering
initiatives
at stations and low loss
conductor rails L/M
Regenerative
braking and auto-
To be implemented as an
matic train control
integral part of the Tube
upgrade programme
DLR
To temporarily relieve
Reconfiguration of
crowding until additional L
train interiors
trains are procured
 T H E LO N D O N P L A N M A R C H 2 0 1 6 233

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
North Route
Double Tracking
To increase reliability,
(works associ-
frequency and capacity of L
ated with Crossrail
line
funded- to be
delivered by 2019)
To support large scale devel-
Additional Rolling
opments e.g. Royal Docks L/M
Stock
and Olympic Park
Improved efficiency of inter-
change to accommodate
increased passenger flows
resulting from large scale
developments, including:
Royal Albert and Gallions
Reach station capacity
upgrades
Station Improve- Congestion relief at Canning
ment and capacity Town L
work: Increase capacity for inter-
change between DLR and
Crossrail (eg Custom House)
to support Royal Docks
developments
Increase Shadwell and
Pontoon Dock station
capacity to accommodate
increasing passenger flows
234 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Work to support the Mayor’s
ambition for enhanced rail
access to Bromley and
southeast London, including
Overground, rail and DLR
DLR Extensions improvements. H

Work towards potential

extensions of west of Bank,
and east of Gallions Reach
Tramlink
Potential extensions and/or
Further enhance- L/M
capacity increases
ments to the
Tramlink network Double tracking to
L
Wimbledon
Buses and bus transit
Regular review of bus
network to cater for
population, housing and
employment growth, main-
Bus network devel- tain ease of use, attractive
M
opment frequencies and adequate
capacity, reliable services,
good coverage, effective
priority and good inter-
change with other modes.
Intention that all new buses
Low emission entering London’s fleet
M
buses post 2012 be low emission
(initially diesel hybrid)
Improved accessibility of
Bus stop accessi- bus stops- ensure that 95%
L
bility programme of bus stops are accessible
by the end of 2016
 T H E LO N D O N P L A N M A R C H 2 0 1 6 235

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Bus priority / transit corri-
dors- investment supporting
High Quality Bus economic revitalisation in
L
Priority London’s Opportunity Areas
by providing new links and
services
Bus reliability pinch points
(annualised scheme) –
scheme to identify around
Bus Reliability 30 sites where bus priority L
measures will be imple-
mented to improve bus and
road network reliability
Cycling projects
Delivery of a central London
‘Bike Grid’ of high quality,
high-volume cycle routes,
Central London using a combination of
L
Grid segregation and quiet
shared streets, along with
some innovative use of
existing infrastructure.
A well-signed network of
radial and orbital routes,
mainly on low-traffic back
streets, for those wanting a
more relaxed cycle journey.
Includes a central London
Quietways ‘Bike Grid’ of high quality, L
high volume cycle routes,
using a combination of
segregation and quiet
shared streets along with
some innovative use of
existing infrastructure
236 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
A network of attractive and
functional routes for walking
Greenways and cycling to, and through, L
green spaces across the
Capital.
New radial routes to central
London and improvements
to existing Cycle Super-
Cycle Super highways. Including fast
and substantially segre- L
highways gated cycle superhighways
providing north-south and
east-west routes through
central London.
Final year (2013-14) of
delivery of a package
of infrastructure and
Biking Boroughs L
supporting measures by
thirteen outer London
Boroughs.
Transformational change
in up to four Outer London
town centres to provide
exemplar facilities for
cyclists. Programmes will
Mini-Hollands M
be based around providing
cycle-friendly town centres,
cycle routes and cycle
superhubs at local railway
stations.
Mass cycle storage facili-
Cycle Superhubs
ties with good security and
at rail and tube L
cycle routes at rail and tube
stations
stations.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 237

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Partnerships between
boroughs, schools and local
communities all working
to make cycling to school
Cycle to School easier and safer. Local infra-
L
partnerships structure improvements
will be delivered alongside
supporting activities at a
cluster of schools within a
geographical area.
Continued delivery towards
Cycle parking target of 80,000 spaces by L
2016.
Better junctions that are
addressing cyclist and
pedestrian safety at over
30 key junctions in London,
Better Junctions L
including: Bow roundabout;
Holland Park roundabout;
Aldgate gyratory; Swiss
Cottage; Nags Head
Walking and urban realm enhancements
London-wide ‘better streets’
initiatives to improve pedes-
trian connectivity and urban
realm
A range of gyratory removal
schemes such as: Aldgate;
Enhanced urban Tottenham Court Road and
realm and pedes- Gower Street; Canning Town; M
trian environment Kender Street
Series of urban realm / town
centre enhancements such
as: Camberwell; Clapham
Gateway; Manford Way;
Bromley North; Tolworth
Broadway; Twickenham
238 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Targeted programme of
works to improve access to
stations by different modes
(walk, cycle, bus), enhance
interchange and ensure local
benefits, including:
Crossrail urban realm
complementary measures
Improved access schemes at Bond Street;
to stations and Tottenham Court Road and
a number of inner/outer M
integration with
surroundings London stations
Station and interchange
enhancements: Chadwell
Heath and Barking Station;
Sutton Gateway; East
Croydon
Enhanced bus services and
interchange at key Crossrail
/ Thameslink stations
Targeted introduction
of on-street wayfinding
Improved specifically designed for
L
Wayfinding pedestrians through Legible
London at a variety of loca-
tions
Target of five per cent
Increased tree
increase in trees in London’s
and vegetation L
parks, gardens and green
coverage
spaces by 2025
 T H E LO N D O N P L A N M A R C H 2 0 1 6 239

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Road Projects
Ongoing programme of
maintenance to maintain
Achievement of the TLRN to a state of good
a good state of repair through the renewal
L/M
repair of road infra- of carriageways, footways,
structure tunnels, structures, bridges,
drainage, vehicle restraint
systems and other assets.
Implementation of a number
of projects including:
Identifying locations for
Enhanced safety Dutch style roundabouts
features- improving
safety for all road Early start traffic signal tech- L
users nology
Technology to protect all
vulnerable tunnels and
structures by 2016
Projects include:
Lane rental charges to mini-
21st Century road mise road work disruption
L/M
works- reducing Underground utility corridors
delay to reduce the need for road-
works
240 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
A range of projects being
implemented, including but
not limited to:
Extra low voltage traffic
signals and centrally
managed lighting systems
Mayor’s air quality fund eg
green walls, no engine-idling
campaigns, local green
action zones
Greener Streets- Supporting expansion of car
implementation of clubs L/M
a range of environ-
Supporting more environ-
mental measures
mentally friendly vehicles,
including introducing a Euro
IV and NOx standard for
London Buses in 2015
Provision of infrastructure to
support low emission road
vehicles, including distri-
bution networks for other
alternative fuels including
hydrogen and biofuels
(unfunded)
A series of schemes to
support growth and trans-
form key areas of London
Re-imagined including:
L
streets and places Elephant and Castle
northern roundabout; Kings
Cross; Euston Road; Old
Street; Waterloo IMAX
 T H E LO N D O N P L A N M A R C H 2 0 1 6 241

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Implementation of a
programme of schemes to
improve journey time reli-
ability on the TLRN including:
Upgrading traffic signal
Better manage- control information to
ment of road space SCOOT (split cycle optimisa-
L
to improve journey tion technique).
time reliability
Traffic Signals timing review
at over 1,000 sites across
London.
A scheme to actively
manage the Inner Ring Road
New Crossing points (list
of potential new crossing
Better Crossings- points on TLRN published by
improved safety for mid-2014) L
pedestrians 200 pedestrian countdown
units at traffic signals by
April 2014
Implement Mayor’s £50m
Blackspot fund by 2016.

Continued programme
of smaller scale corridor
Congestion improvements to address
hotspot busting- congestion hotspots and
L
tackling key improve journey time reli-
congestion areas ability.

Bus and cycle priority

points- implemented at key
locations to improve journey
times for these modes
242 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Series of capital schemes
(often linked to developer
funding) to help unlock
growth, regenerate key
Capital Projects
areas; provide enhanced
to support growth
connections and tackle M
and tackle conges-
congestion / key constraints
tion
on the network, including:
A13; Removal of Tottenham
Hale Gyratory; Vauxhall;
Wandsworth; Croydon
Works proposed include:
Ealing Broadway, Swiss
Further gyratory,
cottage, Aldgate, High-
one-way system
bury Corner, Brent Cross/
and bottleneck L/M
Cricklewood, Wandsworth,
improvement
Shoreditch Triangle, Stock-
works
well, A10 Stoke Newington,
Vauxhall Cross, Kings Cross
Low Emissions Further LEZ enhancements
L
Zone and vehicle coverage
As appropriate (see para
6.39A) review the option of
road user charging and/or
regulatory demand manage-
Continue to work ment measures to influence
with Govern- a shift to more CO2 effi-
ment on road cient road vehicles and L
pricing feasibility lower carbon travel options,
programme such as walking, cycling
and public transport. Share
expertise and engage with
development programmes
as appropriate
 T H E LO N D O N P L A N M A R C H 2 0 1 6 243

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
London river services and river crossings
The Action Plan aims to
Implement River
develop river services to
Action Plan to
their full potential. Its content
achieve Mayoral
is divided into four themes:
target of 12 million L
Better Piers, Better Informa-
passenger jour-
tion and Integration, Better
neys on the river
Partnership Working and
by 2020
Better Promotion
New vehicle
ferry between In advance of a potential
L
Gallions Reach fixed link
&Thamesmead
Promote the use
of Thames and
Enable freight access to
other waterways L
waterways
for freight move-
ment
Including schemes in central
London (e.g. the Garden
New walk/cycle
Bridge) and walk/cycle links M
Thames crossings
to access Isle of Dogs from
east and west
New and
Programme of works under
enhanced road
development to improve
vehicle river
cross-Thames road links in M
crossing(s) in east
east London including Silver-
London (package
town tunnel
of measures)
Other
Ongoing enhancements
Enhanced travel
to information availability, L
planning tools
including journey planner
244 T H E LO N D O N P L A N M A R C H 2 0 1 6

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Initiatives to reduce the envi-
ronmental impact of travel,
make more efficient use of
limited transport capacity
and/or encourage active
travel such as walking and
cycling.

Sustainable business travel

should be influenced through
Sustainable trans- the provision of integrated
L
port initiatives travel solutions and real
time information delivered
through mobile applications.

Sustainable residential
travel should be encouraged
through the promotion of car
free development, the use
of car clubs, flexible working
and active travel (walking and
cycling)
Increased use and power of
Increased use of travel plans for workplaces,
L
travel plans residences and schools and
individuals
 T H E LO N D O N P L A N M A R C H 2 0 1 6 245

Anticipated completion
Scheme Description cost 2013- 2017- post
2016 21/22 2022
Implementing a programme
of measures, drawing upon
lessons learnt from the
2012 Olympic Road Freight
Management programme.

Continued devel- Other measures include:

opment and Town centre and area-based
roll-out of TfL Delivery and Service Plans, L
Freight Plan initia- relocating servicing to side
tives streets to improve access,
Construction and Logis-
tics Plans and promotion of
collaborative approaches
such as consolidation
centres and/or break-bulk
facilities
Development and incentivi-
sation of membership of the
Promotion of
Fleet Operators Recognition
freight best prac- L
Scheme (FORS) and develop
tice
improved communications
with the freight sector.
Changing behav- A variety of freight related
iour/ managing projects to examine when L
demand and how deliveries are made

KEY to Table 6.1 Indicative list of transport schemes and proposals

L low £0 - £100 million
scheme cost M medium £100 million - £1 billion
H high £1 billion +

funding funded unfunded

246 T H E LO N D O N P L A N M A R C H 2 0 1 6

6.8 These approaches, individually and cumulatively, help achieve the aims of reducing
the need to travel and offering alternatives to the car. Ground based transport is
a major source of carbon dioxide emissions; reducing trip lengths, promoting the
use of electric and other low carbon vehicles and using more-sustainable modes
(cycling and walking in particular – see policies 6.9 and 6.10 below) have important
roles to play in helping to tackle climate change. In May 2009 the Mayor produced
an Electric Vehicle Delivery Plan for London197 to promote a network of publicly
available electric vehicle charging points across London198. The use of travel plans
can help reduce emissions by promoting alternatives to the car. Ensuring the most
efficient forms of transport freight and making deliveries through modern logistics
techniques will also be important. The Mayor is committed to increasing the use
of the Blue Ribbon Network for both passengers and freight transport. Specific
policies to promote this are contained in Chapter 7.
6.9 London’s unique national and global role, and its specialism in higher value sectors
of the economy, has resulted in an extended labour market catchment area.
London’s projected longer-term growth in employment and population will result
in an increase in overall travel – increasing from 25 million to about 30 million trips
per day by 2031. The policies in this Plan and the Mayor’s Transport Strategy (and
in particular the schemes and proposals shown in Table 6.1) aim to minimise this
growth in travel and ensure it occurs in a sustainable way.
6.10 Future transport policies, proposals and projects should be developed and
implemented in order to support the spatial priorities set out in this Plan (see
Chapters One and Two). In particular to support:
• London’s world city status by maintaining and improving its links with the rest
of the world, including through taking a balanced and sustainable approach to
additional airport capacity in south east England, (see Policy 6.6 below) and the
development of rail and road links between London, neighbouring regions and
the rest of the United Kingdom
• outer London in increasing the contribution it makes to London’s economic
success, and to making the capital a better place to live, work, study or visit
– in particular supporting the success of its network of diverse town centres
and enhancing the contribution these make to the neighbourhoods and
communities in surrounding areas (see Policy 2.8)
• the development and continued growth of inner London in ways that improve
the quality of local environments and enable deprived communities to access
jobs and other opportunities and facilities they need
• central London’s accessibility and environment
• the lasting legacy from the Olympic and Paralympic Games
• the development of the opportunity areas and areas for intensification

197 Mayor of London. Electric Vehicle Delivery Strategy. GLA, 2009.

198 Source London Network
 T H E LO N D O N P L A N M A R C H 2 0 1 6 247

identified in Chapter 2 of this Plan

• an integrated, environmentally-friendly and sustainable approach to freight and
deliveries.
6.11 High quality facilities for easy interchange have a major role to play both in
ensuring effective working of transport networks and in shaping the places where
they are located. They can also provide new development opportunities, enabling
efficient use of land in places with high levels of accessibility – and for
development to help contribute to the cost of new infrastructure. Realising these
benefits requires close working between transport providers, local authorities,
developers and, where appropriate, the Mayor.

Policy 6.2 Providing public transport capacity and

safeguarding land for transport
Strategic
A The Mayor will work with strategic partners to:
a improve the integration, reliability, quality, accessibility, frequency,
attractiveness and environmental performance of the public
transport system
b co-ordinate measures to ensure that the transport network, now
and in the future, is as safe and secure as reasonably practicable
c increase the capacity of public transport in London over the Plan
period by securing funding for and implementing the schemes and
improvements set out in Table 6.1.
Planning decisions
B Development proposals that do not provide adequate safeguarding for
the schemes outlined in Table 6.1 should be refused.
LDF
C Boroughs and any other relevant partners must ensure the provision of
sufficient land, suitably located, for the development of an expanded
transport system to serve London’s needs by:
a safeguarding in DPDs existing land used for transport or support
functions unless alternative facilities are provided that enables
existing transport operations to be maintained
b identifying and safeguarding in DPDs sites, land and route
alignments to implement transport proposals that have a
reasonable prospect of provision, including those identified in
Table 6.1.
248 T H E LO N D O N P L A N M A R C H 2 0 1 6

6.12 Travel by public transport needs to be improved to increase its appeal relative to
the car, and the objectives set out in Policy 6.2 need to be addressed to improve
the attractiveness of the current and future network for passengers. Boroughs
need to safeguard the current range of land in transport uses and allocate land in
their relevant development plan documents so that the schemes in Table 6.1 can
be implemented. Paragraph 41 of the NPPF is clear that boroughs should identify
and protect, where there is robust evidence, sites and routes which could be
critical in developing infrastructure to widen transport choice, and inclusion in the
table should be taken as evidence that this is the case. Boroughs who have all or
part of any of the transport schemes identified in table 6.1 of the Plan in their area
should check their status with TfL before they bring forward relevant DPDs so they
can assess what degree of safeguarding they should put in their plans.
6.13 Securing the land needed for transport (for a range of purposes, from ventilation
shafts to facilities for bus drivers), and protecting it from development, has proved
difficult in London. This pressure had been felt most in the places where land is
most required. Release of this transport land should only occur in consultation with
the relevant transport organisations, and where alternative transport uses for the
site concerned have been fully explored. The Mayor has issued supplementary
guidance on Land for Industry and Transport.199

Policy 6.3 Assessing effects of development on transport

capacity
Planning decisions
A Development proposals should ensure that impacts on transport
capacity and the transport network, at both a corridor and local level,
are fully assessed. Development should not adversely affect safety on
the transport network.
B Where existing transport capacity is insufficient to allow for the travel
generated by proposed developments, and no firm plans exist for an
increase in capacity to cater for this, boroughs should ensure that
development proposals are phased until it is known these requirements
can be met, otherwise they may be refused. The cumulative impacts of
development on transport requirements must be taken into account.
C Transport assessments will be required in accordance with TfL’s
Transport Assessment Best Practice Guidance for major planning
applications. Workplace and/or residential travel plans should be
provided for planning applications exceeding the thresholds in, and
produced in accordance with, the relevant TfL guidance. Construction
logistics plans and delivery and servicing plans should be secured in

199 Mayor of London. Land for Industry and Transport SPG. GLA. 2012
 T H E LO N D O N P L A N M A R C H 2 0 1 6 249

line with the London Freight Plan 1 and should be co-ordinated with
travel plans.
LDF preparation
D Boroughs should take the lead in exploiting opportunities for
development in areas where appropriate transport accessibility and
capacity exist or is being introduced. Boroughs should facilitate
opportunities to integrate major transport proposals with development
in a way that supports London Plan priorities.
E LDFs should include policies requiring transport assessments, travel
plans, construction logistics and delivery/servicing plans as set out in C
above.

1 See http://www.tfl.gov.uk/microsites/freight/documents/construction-logistics-plan-guidance-for-
planners.pdf and http://www.tfl.gov.uk/microsites/freight/documents/construction-logistics-plan-
guidance-for-developers.pdf

6.14 Allowing development, either individually or cumulatively, that would place an

unacceptable burden on either the public transport network and/or the road
network would be contrary to the objective of sustainable development. Phasing
development (where this is appropriate), the use of travel plans and addressing
freight issues may all help reduce the impact of development on the transport
network and reduce emissions of gases that contribute to climate change.
6.15 In practical terms, this means ensuring that new developments that will give
rise to significant numbers of new trips should be located either where there is
already good public transport accessibility with capacity adequate to support the
additional demand or where there is a realistic prospect of additional accessibility
or capacity being provided in time to meet the new demand. This principle should
be reflected in the documentation submitted by applicants and in decisions
on planning applications, with appropriate use made of planning conditions,
planning obligations and, the Community Infrastructure Levy to ensure a joined-up
approach to transport demand and availability of capacity.

Connecting London
Policy 6.4 Enhancing london’s transport connectivity
Strategic
A The Mayor will work with strategic partners in neighbouring regions to:
a ensure effective transport policies and projects to support the
sustainable development of the London city region and the wider
south east of England
b develop efficient and effective cross boundary transport services
and policies – including exploring the scope for high speed rail
250 T H E LO N D O N P L A N M A R C H 2 0 1 6

services reducing the need for short- and some medium-haul air
travel.
B The Mayor will work with strategic partners to improve the public
transport system in London, including cross-London and orbital rail
links to support future development and regeneration priority areas, and
increase public transport capacity by:
a implementing Crossrail, the Mayor’s top strategic transport priority
for London (see Policy 6.5 and paragraph 6.21)
b completing upgrades to, and extending, the London Underground
network
c developing Crossrail 2
d implementing a high frequency Londonwide service on the national
rail network
e providing new river crossings
f enhancing the different elements of the London Overground
network following the implementation of an orbital rail network
g completing the Thameslink programme
h improving and expanding London’s international and national
transport links for passengers and freight (for example, High Speed
2)
i seeking improved access by public transport to airports, ports and
international rail termini
j improving the reliability, quality and safety of inter-regional
rail services including domestic services for commuters, while
safeguarding services within London
k enhancing the Docklands Light Railway and Tramlink networks
LDF preparation
C DPDs should identify development opportunities related to locations
which will benefit from increased public transport accessibility.

6.16 London’s workers and visitors come from far and wide, so its public transport
‘offer’ does not begin or end at its boundaries. Improving accessibility and
capacity within the greater south east of England and beyond will help London
maintain its attractiveness as a place to work, visit and do business. Map 6.1 sets
out a number of the larger transport schemes, over the period of the Plan.
6.17 The Mayor will work closely with Government and with the local and sub-regional
authorities and bodies in the East and South East of England to develop and
implement transport policies and projects to support the sustainable development
of the London city region and the wider south east of England, and to develop co-
ordinated approaches to cross boundary transport policy-making and services. In
particular, the Mayor supports the principle of improved port and airport capacity
in south east England.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 251

6.18 The Thameslink Upgrade, expected to be completed by 2018, is a significant

enhancement of cross-London capacity. It will connect north and south, linking
King’s Cross, Blackfriars and London Bridge, enable more through journeys and
improve interchange at King’s Cross and London Bridge. Despite the committed
investment in London’s Underground and National Rail network (such as Crossrail
and Thameslink), forecast demand shows that crowding and congestion remains
a significant issue along the northeast to southwest corridor across central
London. To help to address this, a route for a new line, commonly known as the
Chelsea-Hackney Line (and now referred to as Crossrail 2) has been safeguarded
across London. It is essential that this safeguarding remains in place to protect
this important new line, which would provide significant new rail capacity and
congestion relief to existing rail and Tube lines.
6.18A TfL is currently engaged in a review of such a potential line, including considering
alternative route alignments, in order to ensure it will be able to provide the
maximum benefits and value for money for the investment needed to build it.
Preliminary work has identified two strategic options: a standalone metro scheme
and a regional option that would integrate with existing National Rail routes in the
north east and south west of the capital. Both options share a similar route through
London. It would help to relieve congestion on both the National Rail and TfL
networks, and support economic development in London and the wider south east
area. Following the results of a public consultation held during the summer of 2013
Map 6.1 Major transport schemes

Proposed Major Rail

Transport Schemes
Crossrail 1
Crossrail 2 Metro
Crossrail 2 Regional
HS2
Thameslink
Source: Transport for London Overground
© Crown Copyright and database right 2013. Ordnance Survey 100032216 GLA
252 T H E LO N D O N P L A N M A R C H 2 0 1 6

the scheme will be developed further. A review of the existing safeguarding for the
Chelsea-Hackney line is scheduled to commence in 2014.
6.18B Crossrail 2 would not only help relieve some parts of the existing network that
are otherwise predicted to be severely crowded in 2031, but would also provide
connectivity to locations whose growth potential is currently constrained by
poor public transport accessibility, such as Upper Lee Valley. A scheme of the
scale of Crossrail 2 would be expected to exert an influence on the distribution of
London’s growth, as well as the scale of London’s long term growth potential. For
example, new Opportunity or Intensification Areas would be expected at some
locations where accessibility would significantly improve through Crossrail 2, and
the density of development at existing growth areas on the Crossrail 2 route could
increase.
6.19 Proposals for a second High Speed line to link the centre of London with
Birmingham and beyond are currently being considered by Government. These
are based on a detailed set of proposals developed by High Speed Two (HS2), the
company set up by the Department for Transport (DfT) to investigate options for
a new high speed line, from London to the West Midlands. The first phase of the
project is scheduled to open in 2026, subject to the necessary approvals being
granted, and will be linked to a second phase which will extend the route to Leeds,
Sheffield and Manchester with an estimated completion date of 2033. According
to HS2 Ltd.’s The economic case for HS2, published in January 2012, the full
project could deliver nearly £2 of benefits for every £1 spent on building the line,
in addition to providing journey times of 49 minutes from central Birmingham to
central London. Extended north from Birmingham, to Manchester and Leeds (in a
“Y” shaped network), it could offer journey times of around 75 minutes between
both cities and London, as well as releasing significant capacity on the existing
West Coast Main Line (and other routes) for more commuter and freight services.
As part of the first phase, Heathrow airport will be accessible to HS2 passengers
via a new interchange station at Old Oak Common, connecting HS2 with Crossrail
and Great Western rail services.
6.20 The Mayor is developing proposals for further new and enhanced river crossings
in east London to improve accessibility and the resilience of local transport
networks, support economic growth in the area and link local communities (see
also paragraph 6.41). These will complement the Jubilee Line crossings, DLR
Lewisham and Woolwich extensions, the re-opened crossing of the extended East
London Line, the Emirates Air Line cable car crossing between the Greenwich
Peninsula and the Royal Docks and the further cross-river public transport
capacity provided by Crossrail and will include:
• a new road-based tunnel crossing between the Greenwich Peninsula and
Silvertown (see paragraph 6.41);
• consideration of ferry-based options east of a crossing at Silvertown; and
• consideration over the longer term of a fixed link at Gallions Reach
 T H E LO N D O N P L A N M A R C H 2 0 1 6 253

These will help ensure a range of pedestrian, cycle and road-based Thames
crossings

Policy 6.5 Funding crossrail and other strategically

important transport infrastructure
Strategic, Planning decisions and LDF preparation
A In view of the strategic regional importance of Crossrail to London’s
economic regeneration and development, and in order to bring
the project to fruition in a suitably timely and economic manner,
contributions will be sought from developments likely to add to, or
create, congestion on London’s rail network that Crossrail is intended to
mitigate. This will be through planning obligations, arrangements for the
use of which will be established at strategic level, in accordance with
relevant legislation and policy guidance.
B The Mayor will provide guidance for boroughs and other partners for
the negotiation of planning obligations requiring, where appropriate,
developers to contribute towards the costs of funding Crossrail having
regard to:
a the requirement for contributions from development of up to £600
million under the arrangements for funding Crossrail agreed with
Government
b central Government policy and guidance
c strategic and local considerations
d the impacts of different types of development in particular
locations in contributing to transport needs, and
e economic viability of each development concerned.
C In addition, the Mayor has produced guidance on the Use of Planning
Obligations in the Funding of Crossrail 1 which should be taken into
account in the handling of planning applications. The guidance includes:
a criteria for identifying developments in respect of which Crossrail
contributions should be required in accordance with national policy
guidance
b standard charges and formulae for calculating fair and reasonable
contributions to be sought and guidance on how these should be
applied in specific localities and different kinds of development
c the period over which contributions will be sought and
arrangements for periodic review
D The Mayor will, when considering relevant planning applications of
potential strategic importance, take account of the existence and

1 Use of Planning Obligations in the Funding of Crossrail and the Mayoral Community Infrastructure Levy
(April 2012) Mayor of London.
254 T H E LO N D O N P L A N M A R C H 2 0 1 6

content of planning obligations supporting the funding of Crossrail

among other material planning considerations.
E In consultation with the Mayor boroughs should identify strategically
important transport infrastructure that is suitable for funding through
the Community Infrastructure Levy (see Chapter 8).

6.21 Crossrail is essential to delivery of the strategic objectives of this Plan. Demand
for public transport into and within central London is nearing capacity, with
crowding on Network Rail services and on London Underground routes towards
the West End, the City and Isle of Dogs. The employment growth expected
over the period covered by this Plan will further increase demand. Unless this
is addressed, continued development and employment growth in central and
eastern London will be threatened. In particular, Crossrail is critical to supporting
the growth of the financial and business services sectors in central London and
in the Isle of Dogs, where there is market demand for additional development
capacity. It will also provide much-needed additional transport capacity to the
West End, where it will support the future development of that area as London’s
premier retail and leisure location. The scheme will also improve links to Heathrow,
thereby supporting connections for London’s global businesses. By linking these
areas, Crossrail will help reinforce the development of London’s economic and
business core. It is also crucial to the realisation of regeneration and intensification
opportunities around key interchanges within the Central Activities Zone and to its
east and west. Crossrail will make a vital contribution to improving the accessibility
and attractiveness of the Thames Gateway to the east of the Isle of Dogs, through
its cross-river link to south east London and connection with the DLR network. It is
expected that Crossrail will be fully operational by 2019.
6.22 It will be important that other public investment is co-ordinated to maximise these
benefits. To this end, the GLA Group is seeking to identify and prioritise potential
interventions that would give further regeneration benefits to the areas around key
Crossrail stations.
6.23 Given the strategic regional importance of Crossrail, and that the funding
arrangements for the scheme announced by Government makes clear that it
will not proceed without contributions from developers, the use of planning
obligations to secure resources to support funding Crossrail from developments
that give rise to additional demand for public transport that Crossrail will help
address is appropriate in terms of Government guidance and other policies in
this Plan. The funding agreement for Crossrail between the Mayor, Transport for
London and the Government envisages that a total of £600 million might be raised
towards the cost of the project from developers, as follows:
• £300 million from use of planning obligations or any similar system that might
replace them; and
• £300 million from the Community Infrastructure Levy (see Chapter 8).
 T H E LO N D O N P L A N M A R C H 2 0 1 6 255

6.24 Policy 6.5 relates to the first of these sums. The Mayor has brought forward
supplementary planning guidance setting out detailed advice about the principles
to be applied to this end, including timing and phasing, pooling arrangements,
formulae to fix ‘indicative contribution levels’ and how they will be applied In
specific localities and to particular kinds of development. This guidance takes
appropriate account of relevant legislation and policy guidance.
6.25 Contributions will be sought in respect of developments in central London, the
northern part of the Isle of Dogs and around Crossrail stations (the extent of
the relevant areas are set out in the supplementary guidance) which include an
increase in the amount of office, retail and hotel floorspace. They will also be
sought from developments in the rest of London where this is appropriate under
Government guidance, policies in this Plan and in local development frameworks.
This approach has been taken in order to ensure contributions are sought from
the uses that make the most significant contribution to congestion on the rail
network. Any changes by the Mayor to the indicative levels of contribution would
be made through new supplementary guidance, and this would be the subject
of full consultation. Any new figure would be set to take account of the effect it
might have on the viability of development, through considering development
benchmarks set in this Plan (in Policy 4.2, with regard to offices for example) and
associated guidance. The selected approach will ensure that contributions are
sought only from developments which create, or add to, congestion on London’s
rail network.
6.27 There will be other transport infrastructure necessary to support the sustainable
development of strategically important parts of London, particularly to enable the
maximum contribution towards delivery of the strategy and policies in this Plan.
One example is a proposal for the extension of the Northern Line to serve the
Battersea area. This would be needed to realise the full potential of the Vauxhall,
Nine Elms and Battersea Opportunity Area, delivering 20,000 new homes, 25,000
jobs and regeneration of Battersea Power Station. Boroughs should work with the
Mayor to identify strategically important infrastructure of this kind, particularly
through the LDF process, and to develop appropriate proposals for use of the
Community Infrastructure Levy (see Chapter 8) to contribute towards its cost.
256 T H E LO N D O N P L A N M A R C H 2 0 1 6

Policy 6.6 Aviation

Strategic
A Adequate airport capacity serving a wide range of destinations is
critical to the competitive position of London in a global economy.
Airport capacity serving the capital and wider south east of England
must be sufficient to sustain London’s competitive position.
B The Mayor:
a strongly opposes any further expansion at Heathrow involving an
increase in the number of aircraft movements there, due to the
adverse noise and air quality impacts already being experienced by
residents and others in the vicinity of Heathrow and its environs
b supports improvements of the facilities for passengers at Heathrow
and other London airports in ways other than increasing the
number of aircraft movements, particularly to optimise efficiency
and sustainability, enhance the user experience, and to ensure
the availability of viable and attractive public transport options to
access them.
C The aviation industry should meet its full environmental and external
costs. Airport operators should increase the share of access journeys
by passengers and staff made by sustainable means, minimize the
impacts of airport servicing and onward freight transport, and take full
account of environmental impacts when making decisions on patterns
of aircraft operation.
Planning decisions
D Development proposals affecting airport operations or patterns of air
traffic (particularly those involving increases in the number of aircraft
movements) should:
a give a high priority to sustainability and take full account of
environmental impacts (particularly noise and air quality)
b promote access to airports by travellers and staff by sustainable
means, particularly by public transport.
E Development proposals for heliports should be resisted, other than for
emergency services.

6.28 A number of factors contribute to London’s position as a world city. One of them
is its connectivity by air for business, trade, inward investment and tourism.
The Mayor does not wish to prevent people from flying or undermine London’s
competitive position, and he does recognise the need for additional runway
capacity in the south east of England. However, he agrees with the Government
 T H E LO N D O N P L A N M A R C H 2 0 1 6 257

that the noise problems and poor air quality at Heathrow have reached such levels
that further increases in the number of air traffic movements there are untenable.
He supports the Government statement of 7 September 2010 opposing mixed-
mode operations and supporting runway alternation, westerly preference and
related measures to mitigate noise effects on local communities. He also supports
phasing out of scheduled air traffic movements during the night-time quota period.
Thus, there is a need for a thorough reappraisal of airport policy in the south
east of England. Within this commitment, however, he supports improvements to
London’s airports that will ensure they can be used to optimum efficiency while
not necessarily increasing the number of air traffic movements – improving the
facilities available to passengers and providing them with the kind of experience
that befits a world city, and also ensuring the availability of a range of public
transport options for getting to and from airports. Development proposals which
affect airport operations (particularly those involving an increase in the number
of air traffic movements) should be carefully scrutinised, and particular attention
should be given to environmental impacts.
6.29 The Government recognises the importance of aviation to the UK, and is currently
implementing the recommendations of the South East Airports Taskforce’s
final report. Further to this the government has established an independent
Commission (the Davies Commission) tasked with identifying and recommending
to government options for maintaining the south east’s status as an international
hub for aviation. The Commission was tasked with examining the scale and timing
of any requirement for additional runway capacity to maintain the UK’s position as
Europe’s most important aviation hub, and seeking to identify and evaluate how
any need for additional capacity should be met in the short, medium and long
term. The Mayor has made representations to this Commission. The Commission
is expected to publish its final report for consideration by the government by
summer 2015. The Mayor will monitor its progress and bring forward further
alterations to this Plan as necessary. In the meantime, the Mayor will continue
to work with partners in neighbouring regions to ensure that existing aviation
infrastructure is used to its fullest extent before more expensive and damaging
courses are pursued. Wherever runway capacity is located, the Mayor strongly
supports efforts to make aviation less environmentally harmful, and promotion of
more environmentally sustainable means of accessing airports through ensuring
viable and attractive public transport alternatives for travellers – including the
proposed High Speed 2 link. The provision of additional public transport capacity
to serve the airports should not be to the detriment of non-airport passengers.
6.30 The noise impacts from helicopters can be considerable in an urban environment
like London, where there are few locations where a heliport could be located
without having major impacts on residents. Accordingly, proposals for new
heliports should be resisted.
258 T H E LO N D O N P L A N M A R C H 2 0 1 6

Policy 6.7 Better streets and surface transport

Strategic
A The Mayor will work with TfL and boroughs to implement Londonwide
improvements to the quality of bus, bus transit and tram services.
LDF preparation
B DPDs should promote bus, bus transit and tram networks, including:
a allocating road space and providing high level of priority on existing
or proposed routes
b ensuring good access to and within areas served by networks, now
and in future
c ensuring direct, secure, accessible and pleasant walking routes to
stops
d implementing TfL’s Accessible Bus Stop Design Guidance
e ensuring standing, garaging and drivers’ facilities are provided
where needed
f making provision for retaining or creating new interchanges where
appropriate.

6.31 Buses are, and are likely to remain, the dominant mode of public transport in
London, particularly in outer London (see Policy 2.8). Ensuring that the needs of
the bus (or bus transit or trams) are catered for will help to deliver an improved
journey for bus passengers, leading to a virtuous circle of increasing bus use.
There are two other road-based public transport modes, bus transits and trams,
which share many of the characteristics of buses. As such the approach to all
three modes is essentially the same. The bus transit scheme in east London will
boost public transport capacity. Trams also play an important role in outer south
London. As well as seeking improvements to the quality of service and capacity
provided by the Tramlink network the Mayor will investigate potential benefits
of extensions to it. TfL will undertake reviews of the strategic priorities for the
bus network approximately every five years to ensure it reflects the pace of
development in London, responds to the challenges and opportunities of growth,
and aligns with the London Plan. Development proposals affecting bus capacity,
bus transits, or trams should normally be required to contribute towards mitigating
their impacts through the use of planning obligations (see Policy 8.2).
 T H E LO N D O N P L A N M A R C H 2 0 1 6 259

Policy 6.8 Coaches

Strategic
A The Mayor will work with all relevant partners to investigate the
feasibility of developing a series of coach hubs or the potential for
alternative locations for coach station facilities to provide easier access
to the coach network, while retaining good access to central London for
coach operators.

6.32 The Mayor will investigate the feasibility of developing a series of coach hubs to
reduce the impact in and around Victoria and reduce the distances people need to
travel to change to and from the coach.

Policy 6.9 Cycling

Strategic
A The Mayor will work with all relevant partners to bring about a
significant increase in cycling in London, so that it accounts for at least
5 per cent of modal share by 2026. He will:
a identify, promote and implement a network of cycle routes across
London which will include Cycle Superhighways and Quietways
b continue to operate and improve the cycle hire scheme
c fund the transformation of up to four outer London borough town
centres into cycle friendly ‘mini-Hollands’.
Planning decisions
B Developments should:
a provide secure, integrated, convenient and accessible cycle
parking facilities in line with the minimum standards set out in Table
6.3 and the guidance set out in the London Cycle Design Standards
(or subsequent revisions)
b provide on-site changing facilities and showers for cyclists
c contribute positively to an integrated cycling network for London
by providing infrastructure that is safe, comfortable, attractive,
coherent, direct and adaptable and in line with the guidance set out
in the London Cycle Design Standards (or subsequent revisions)
d provide links to existing and planned cycle infrastructure projects
including Cycle Superhighways, Quietways, the Central London
Grid and the ‘mini-Hollands’
e facilitate the Mayor’s cycle hire scheme through provision of land
and/or planning obligations where relevant, to ensure the provision
of sufficient capacity.
260 T H E LO N D O N P L A N M A R C H 2 0 1 6

LDF preparation
C DPDs should:
a identify, promote and facilitate the completion of relevant sections
of cycle routes including Cycle Superhighways, Quietways and the
Central London Grid and local borough routes, in light of guidance
from TfL
b identify and safeguard sites for new or expanded cycle docking
stations to increase capacity of the Mayor’s cycle hire scheme in
areas of high usage or operational stress
c identify and implement safe and convenient direct cycle routes to
town centres, transport nodes and other key uses such as schools
d implement secure cycle parking facilities in line with the minimum
standards set out in Table 6.3 or implement their own cycle parking
standards to provide higher levels of provision.

Map 6.2 Cycle superhighways

Cycle Superhighways
Open 2010
Open 2011
Planned routes*
1
12 * indicative routes
11 subject to consultation
2

3
10

9 5
8

1 Tottenham to City (before 2015)

7 6
2 Ilford to Aldgate (summer 2011)
3 Barking to Tower Gateway (open 2010)
4 Woolwich to London Bridge (before 2015)
5 Lewisham to Victoria (before 2015)
6 Penge to City (before 2015)
7 Merton to City (open 2010)
8 Wandsworth to Westminster (summer 2011)
9 Hounslow to Hyde Park Corner (before 2015)
10 Park Royal to Hyde Park Corner (before 2015)
Source: Transport for London 11 West Hendon to Marble Arch (before 2015)
© Crown copyright. All rights reserved. Greater London Authority 100032216 (2011) 12 Hornsey to City (before 2015)

(Routes illustrated are currently under review and subject to change in line with the Mayor’s
Vision for Cycling. Timescales will be updated in the next iteration of the Plan)
 T H E LO N D O N P L A N M A R C H 2 0 1 6 261

6.33 The Mayor is committed to delivering a step-change in cycling provision that will
support the growing numbers of cyclists in central London as well as encourage
growth in cycling across all of London. The Mayor’s aim to increase the mode
share for cycling to 5% across Greater London will require significant increases
in particular areas and for particular trip purposes – e.g. Central, Inner and mini-
Hollands, leisure trips across the capital and commuting trips to Central London.
6.34 In line with the Mayor’s Vision for Cycling in London, published in March 2013,
the Mayor will work with TfL and the London boroughs to deliver a number of
infrastructure projects to encourage cycling and improve the safety and amenity
of London’s streets in accordance with the London Cycle Design Standards (or
subsequent revisions). These projects include:
• a network of cycle route across London catering for different types of cyclists
including Cycle Superhighways, Quietways and the Central London Grid. This
will entail developing/altering the current network of Cycle Superhighways (see
Map 6.2);
• transformation of up to four outer London boroughs into ‘Mini-Hollands’,
with substantial funding concentrated in relatively small areas to achieve
the greatest possible impact and make them as cycle friendly as their Dutch
counterparts;
• safety improvements for cycling across the road network, including key
junctions and work with the delivery and servicing sector to improve driver
training and vehicle standards
• creation of cycle superhubs and cycle networks around London Underground
and national rail stations, and;
• improvements to cycle parking quantity, quality and location across London.
6.34A The quality and safety of London’s street environment should be improved
to make the experience of cycling more pleasant and an increasingly viable
alternative to the private car. By providing safe and attractive routes that are easy
to navigate people may be encouraged to cycle more, which will have health
benefits for them and also help tackle climate change. The Mayor will introduce
a range of road safety schemes and work with the delivery and servicing sector
to improve driver training and vehicle standards, and to improve road safety of
cyclists and pedestrians.
6.35 New developments should provide cycling parking and cycle changing facilities
to encourage more cycling. Planning briefs and masterplans should clearly
demonstrate how new developments will contribute to creating a high quality,
connected environment for cyclists. They should highlight where highways are
likely to require dedicated cycling infrastructure, where street environments will
be safe for cyclists to share with other modes and where off-highway routes
and green spaces will form part of the cycling network. Cycling issues should be
addressed in detail in development proposals as part of an integrated approach
262 T H E LO N D O N P L A N M A R C H 2 0 1 6

Map 6.3 Walk London Network

Walk London Network

Jubilee Walk
Green Chain
Capital Ring
Thames Path
Lea Valley
Jubilee Greenway
Source: Transport for London London Outer Orbital
© Crown Copyright and database right 2013. Ordnance Survey 100032216 GLA Path (LOOP)

to sustainable transport, health and local economy. Proposals should ensure that
cycling is promoted and that the conditions for cycling are enhanced. They should
also seek to take all opportunities to improve the accessibility of town centres,
places of work, places of education, leisure facilities and transport nodes to
residential areas.
6.35a Developments will need to address the needs of both long stay (staff, residents)
and short stay (visitor) cyclists. Where it has been demonstrated that it is not
practicable to locate all cycle parking within the development site, developers
should liaise with neighbouring premises and the local planning authority to
identify potential for, and fund appropriate off-site visitor cycle parking. In all
circumstances, long stay cycle parking should normally be provided on site. Cycle
parking should be designed and located in accordance with best practice set out
in London Cycling Design Standards (or subsequent revisions).
6.36 The Mayor wants to enhance the conditions for cycling by improving the quality of
the cycling network and improving the safety of, priority for and access to cycling.
This includes reducing bicycle theft, a major deterrent to cycling. Locating cycle
parking as close as possible to building entrances can encourage passive
surveillance, as can lighting. The London Cycling Design Standards sets out good
practice regarding the provision of cycling infrastructure, including how spaces
should be made secure and sheltered from the weather. Whichever stand is
 T H E LO N D O N P L A N M A R C H 2 0 1 6 263

chosen, it should allow for parking on either side, as this provides additional
capacity. TfL intend to publish a compendium of good practice on cycle parking.
Cycle hire docking stations should not be considered a substitute for cycle
parking facilities.

Policy 6.10 Walking

Strategic
A The Mayor will work with all relevant partners to bring about a
significant increase in walking in London, by emphasizing the quality
of the pedestrian and street environment, including the use of shared
space principles, – promoting simplified streetscape, decluttering and
access for all.
Planning decisions
B Development proposals should ensure high quality pedestrian
environments and emphasise the quality of the pedestrian and street
space by referring to Transport for London’s Pedestrian Design
Guidance.
LDF preparation
C DPDs should:
a maintain and promote the relevant sections of the Walk London
Network shown on Map 6.3, as well as borough routes
b identify and implement accessible, safe and convenient direct
routes to town centres, transport nodes and other key uses
c promote the ‘Legible London’ programme to improve pedestrian
wayfinding
d provide for the undertaking of audits to ensure that the existing
pedestrian infrastructure is suitable for its proposed use and that
new development improves pedestrian amenity
e encourage a higher quality pedestrian and street environment,
including the use of shared space principles, such as simplified
streetscape, decluttering, and access for all.

6.37 The Mayor is also committed to a substantial increase in walking in London. To

this end, the quality and safety of London’s pedestrian environment should be
improved to make the experience of walking more pleasant and an increasingly
viable alternative to the private car (see also policies on inclusive environments
(7.2) and the public realm (7.5)). By providing safe and attractive routes that are
easy to navigate, people will be encouraged to walk more, which will have safety,
economic and health benefits for them and also help tackle climate change and
264 T H E LO N D O N P L A N M A R C H 2 0 1 6

support the viability of town centres. ‘Legible London’200 is a pedestrian wayfinding

system, developed by Transport for London (TfL), to support walking journeys
around the capital. By providing clear, comprehensive and consistent information
the system gives pedestrians the confidence to attempt more journeys on
foot. The system uses map-based information, presented in a range of formats
including on-street signs. The signs have been designed to enhance the urban
realm and sit comfortably in a range of London settings. To support pleasant
and enjoyable walking conditions, the Mayor is keen to promote street trees, and
proposals for public realm improvements should include additional planting, while
avoiding removing trees to further decluttering.
6.38 Planning briefs and masterplans should include principles to encourage a high
quality, connected pedestrian environment. Walking issues should be addressed in
development proposals, to ensure that walking is promoted and that street
conditions, especially safety/security and accessibility for disabled people, are
enhanced. Walking networks and facilities in and around all new developments
should be direct, safe, attractive, accessible and enjoyable. Guidance on
accessible walking environments is provided in the Accessible London SPG201.

Policy 6.11 Smoothing traffic flow and tackling congestion

Strategic
A The Mayor wishes to see DPDs and Local Implementation Plans (LIPs)
take a coordinated approach to smoothing traffic flow and tackling
congestion through implementation of the recommendations of
the Roads Task Force report. The Mayor will use his powers where
appropriate.
LDF preparation
B DPDs should develop an integrated package of measures drawn from
the following:
a promoting local services and e-services to reduce the need to
travel
b improving the extent and quality of pedestrian and cycling routes
c making greater use of the Blue Ribbon Network
d improving the extent and quality of public transport
e developing intelligent transport systems to convey information to
transport users
f developing integrated and comprehensive travel planning advice
g promoting and encouraging car sharing and car clubs
h smoothing traffic flow to improve journey time reliability

200 www.tfl.gov.uk/microsites/legible-london
201 Mayor of London. Accessible London. Supplementary Planning Guidance. GLA, 2014
 T H E LO N D O N P L A N M A R C H 2 0 1 6 265

i applying the London street-types framework to ensure that the

needs of street users and improvements to the public realm are
dealt with in a co-ordinated way
j promoting efficient and sustainable arrangements for the
transportation and delivery of freight.

6.39 Smoothing traffic flow is the Mayor’s broad approach to managing traffic and
the road network. The Roads Task Force report – endorsed by the Mayor – sets
out how this approach must be based on the three core aims of transforming
conditions for walking, cycling and public transport; delivering better, active and
inclusive places and new city destinations; and maintaining an efficient road
network for movement and access. TfL is currently developing more detailed
proposals to take this work forward with boroughs and other key stakeholders. 
6.39A There is an urgent need to deliver against all three of these aims in order to tackle
impacts on health, climate change and the economy. Improved public transport,
better management of the road network, smarter travel initiatives and support for
a shift to walking and cycling, in accordance with the policies in this Plan, the
Mayor’s Transport Strategy and the Roads Task Force Report202, will help mitigate
the congestion impacts of population and economic growth. This approach will
ensure more reliable journey times on the road network than would otherwise be
the case, support a more liveable city and help reduce emissions of carbon dioxide
and air pollutants. If these measures prove unsuccessful the principle of road-user
charging as a demand management tool may need to be examined, but the Mayor
has made clear his view that he does not envisage doing so during his term of
office.

Policy 6.12 Road network capacity

Strategic
A The Mayor supports the need for limited improvements to London’s
road network, whether in improving or extending existing capacity, or
providing new links, to address clearly identified significant strategic or
local needs.
Planning decisions
B In assessing proposals for increasing road capacity, including new
roads, the following criteria should be taken into account:
a the contribution to London’s sustainable development and
regeneration including improved connectivity
b the extent of any additional traffic and any effects it may have on
the locality, and the extent to which congestion is reduced
c how net benefit to London’s environment can be provided

202 www.tfl.gov.uk/corporate/projectsandschemes/28187.aspx
266 T H E LO N D O N P L A N M A R C H 2 0 1 6

d how conditions for pedestrians, cyclists, public transport users,

freight and local residents can be improved
e how safety for all is improved.
C Proposals should show, overall, a net benefit across these criteria when
taken as a whole. All proposals must show how any dis-benefits will be
mitigated.

6.40 The Mayor agrees with the Department for Transport’s road policy document
Action for Roads which says ‘Continued investment in all forms of transport,
particularly the railways will help improve conditions on the roads, and new
technology may help us to get more use out of existing capacity’. He also
recognises that there are limits to the extent that demand can be met and
managed effectively by simply providing additional road capacity. However, there
will continue to be a place for road-based modes in London’s future development,
and he considers that there may well be cases where new roads are needed
to support regeneration, improve the environment, increase safety or provide
essential local access. Local road improvements may sometimes be required,
particularly in areas of substantial regeneration or development activity. Where
roads forming part of the Transport for London Road Network have a significant
‘place function’ the principles embodied in Manual for Streets 2203 will be applied
(see also paragraphs 6.37 and 6.38.
6.41 The Mayor is investigating the possibility of additional road-based river crossings
in East London. He is committed to improving cross-river pedestrian, cycle and
public transport links, to promoting a shift from private cars to more sustainable
modes, and to encouraging freight journeys to avoid peak hours through improved
journey planning, supply chain measures and support for consolidation centres
and modal shift to rail and water in order to reduce pressure on congested
crossings. There will, however, continue to be a need for some journeys to be
undertaken by vehicle, in particular commercial traffic, the movement of goods
and the provision of services to support a growing economy in east London.
Drivers are heavily dependent on the congested Blackwall and Rotherhithe
tunnels, each of which have restrictions on the size of vehicle which can use them,
and the Woolwich Ferry. Beyond London, the Dartford crossing, forming part of
the M25 orbital motorway, also regularly operates at, or close to, capacity. There
is little resilience in the event of an incident at one of these crossings, and local
businesses, particularly in south east London, suffer from this unreliability. The
projected increases in jobs and population in the Thames Gateway will increase
the problem of highway congestion and road network resilience at river crossings
further. The Mayor is therefore supportive of additional road-based river crossings
in east London as part of a package of transport improvements.

203 Chartered Institute of Highways and Transportation, Manual for Streets 2, September 2010
 T H E LO N D O N P L A N M A R C H 2 0 1 6 267

Policy 6.13 Parking

Strategic
A The Mayor wishes to see an appropriate balance being struck between
promoting new development and preventing excessive car parking
provision that can undermine cycling, walking and public transport use.
B The Mayor supports Park and Ride schemes in outer London where it
can be demonstrated they will lead to overall reductions in congestion,
journey times and vehicle kilometres.
Planning decisions
C The maximum standards set out in Table 6.2 in the Parking Addendum to
this chapter should be the basis for considering planning applications
(also see Policy 2.8), informed by policy and guidance below on their
application for housing in parts of Outer London with low public
transport accessibility (generally PTALs 0-1).
D In addition, developments in all parts of London must:
a ensure that 1 in 5 spaces (both active and passive) provide an
electrical charging point to encourage the uptake of electric
vehicles
b provide parking for disabled people in line with Table 6.2
c meet the minimum cycle parking standards set out in Table 6.3
d provide for the needs of businesses for delivery and servicing.
LDF preparation
E
a the maximum standards set out in Table 6.2 in the Parking
Addendum should be used to set standards in DPDs.
b in locations with high public transport accessibility, car-free
developments should be promoted (while still providing for disabled
people)
c in town centres where there are identified issues of vitality and
viability, the need to regenerate such centres may require a more
flexible approach to the provision of public car parking to serve the
town centre as a whole
d outer London boroughs wishing to promote a more generous
standard for office developments would need to take into account
in a DPD
– a regeneration need
– no significant adverse impact on congestion or air quality
– a lack (now and in future) of public transport
– a lack of existing on or off street parking
268 T H E LO N D O N P L A N M A R C H 2 0 1 6

– a commitment to provide space for electric and car club

vehicles, bicycles and parking for disabled people above the
minimum thresholds
– a requirement, via Travel Plans, to reduce provision over time.
e Outer London boroughs should demonstrate that they have actively
considered more generous standards for housing development
in areas with low public transport accessibility (generally PTALs 0
-1) and take into account current and projected pressures for on-
street parking and their bearing on all road users, as well as the
criteria set out in NPPF (Para 39).

6.42 Parking policy, whether in terms of levels of provision or regulation of on- or off-
street parking, can have significant effects in influencing transport choices and
addressing congestion. It can also affect patterns of development and play an
important part in the economic success and liveability of places, particularly
town centres (see Policy 2.8 for further detail on the outer London economy).
The Mayor considers it is right to set car parking standards in the Plan given his
direct operational responsibility for elements of London’s road network, and the
strategic planning importance of ensuring London’s scarce resources of space
are used efficiently. Boroughs wishing to develop their own standards should
take the standards in this Plan as their policy context. But he also recognises that
London is a diverse city that requires a flexible approach to identifying appropriate
levels of car parking provision across boundaries. This means ensuring a level of
accessibility by private car consistent with the overall balance of the transport
system at the local level; for further advice refer to the Housing SPG. In line with
the Duty to Cooperate boroughs adjoining other regions must also liaise with
the relevant authorities to ensure a consistent approach to the level of parking
provision. Transport assessments and travel plans for major developments should
give details of proposed measures to improve non-car based access, reduce
parking and mitigate adverse transport impacts. They will be a key factor in helping
boroughs assess development proposals and resultant levels of car parking.
6.42i In developing their residential parking standards in the context of London Plan
policy, outer London boroughs should take account of residents’ dependency
on the car in areas with low public transport accessibility (generally PTALs 0-1).
Where appropriate in these locations Boroughs should consider revised standards
(which could include minima) and permitting higher levels of provision there than
is indicated in Table 6.2, particularly to avoid generating unacceptable pressure
for on-street parking. This may be especially important in ‘suburban’ areas and for
areas with family housing.
6.42j In outer London a more flexible approach for applications may also be acceptable
in some limited parts of areas within PTAL 2, in locations where the orientation
or levels of public transport mean that a development is particularly dependent
on car travel. In doing so, authorities should take account of the criteria set out in
paragraph 39 of the NPPF. Further advice is provided in the draft Housing SPG and
 T H E LO N D O N P L A N M A R C H 2 0 1 6 269

forthcoming TfL guidance on parking design.

6.42k In deciding whether or not more generous standards are to be applied, account
should be taken of the extent to which public transport might be provided in the
future. Consideration should also be given to the implications for air quality and the
impact of on-street parking measures such as CPZs which may also help reduce
the potential for overspill parking and congestion, and improve safety and amenity.
6.43 Public Transport Accessibility Levels (PTALs) are used by TfL to produce a
consistent London wide public transport access mapping facility to help boroughs
with locational planning and assessment of appropriate parking provision by
measuring broad public transport accessibility levels. There is evidence that car
use reduces as access to public transport (as measured by PTALs) increases.
Given the need to avoid over-provision, car parking should reduce as public
transport accessibility increases. TfL may refine how PTALs operate but would
consult on any proposed changes to the methodology. At a neighbourhood level
TfL would also recommend making use of the ATOS (access to opportunities and
services) tool in order to better understand what services are accessible in a local
catchment area, by both walking and cycling.
6.44 This policy recognises that developments should always include parking provision
for disabled people. Despite improvements to public transport, some disabled
people require the use of private cars. Suitably designed and located designated
car parking and drop-off points are therefore required. Boroughs should take
into account local issues and estimates of local demand in setting appropriate
standards and should develop monitoring and enforcement strategies to prevent
misuse of spaces. Applicants for planning permission should use their transport
assessments and access statements to demonstrate how the needs of disabled
people have been addressed204.
6.45 The Outer London Commission205 has found that developers view the lack of on-
site car parking for offices in outer London, when compared to the more generous
standards outside of London, as a disincentive to develop offices in London. The
Mayor supports further office development in outer London, but would not want
to see unacceptable levels of congestion and pollution – which could also be a
disincentive to investment there. Policy 6.13 enables flexibility in setting office
parking standards; if outer London boroughs wish to adopt a more generous
standard this should be done via a DPD to allow TfL and the GLA to assess the
impact of such a change on the wider transport network (see Policy 6.3) and
on air quality. Likewise, the policy takes a similar approach to outer London
town centres, providing local authorities with the opportunity to implement a
more flexible approach to town centre parking where there is a demonstrable
need. Guidance on implementing parking policy for offices and town centres
is set out in the Town Centres SPG, including the importance of improving the

204 Mayor of London. Accessible London: Achieving an Inclusive Environment Supplementary Planning
Guidance. GLA, April 2004.
205 Outer London Commission. http://www.london.gov.uk/olc
270 T H E LO N D O N P L A N M A R C H 2 0 1 6

quality of provision. This also addresses the need for sensitively designed town
centre parking management strategies which contribute to the Mayor’s broader
objectives for town centres and outer London. The Mayor continues to encourage
a restraint based approach to parking across all land uses in Inner London and
other locations which benefit from good access to public transport.
6.46 The Mayor, through TfL, and working with the London boroughs, car club
operators, and other stakeholders, will support expansion of car clubs and
encourage their use of ultra low carbon vehicles. More than 2,200 car club vehicles
are used by 120,000 people in London, with vehicles including plug-in hybrids and
electric vehicles. Each car club vehicle typically results in eight privately owned
vehicles being sold, and members reducing their annual car mileage by more than
25 per cent.
6.47 Park and Ride schemes can help boost the attractiveness of outer London centres
and as such are supported. They must be carefully sited to ensure they lead to
overall reductions in congestion and do not worsen air quality. Further advice on
Park and Ride is set out in the Land for Transport SPG.
6.48 Operational parking for maintenance, servicing and deliveries is required to enable
a development to function. Some operational parking is likely to be required on site
and should be included in the calculation of total parking supply.

Policy 6.14 Freight

Strategic
A The Mayor will work with all relevant partners to improve freight
distribution (including servicing and deliveries) and to promote
movement of freight by rail and waterway. The Mayor supports the
development of corridors to bypass London, especially for rail freight,
to relieve congestion within London.
Planning decisions
B Development proposals that:
a locate developments that generate high numbers of freight
movements close to major transport routes
b promote the uptake of the Fleet Operators Recognition Scheme,
construction logistics plans, delivery and servicing Plans and more
innovative freight solutions, reflecting the positive experience of
the Olympics and seeking opportunities to minimise congestion
impacts and improve safety. These should be secured in line with
the London Freight Plan and should be co-ordinated with travel
plans and the development of approaches to consolidate freight
c increase the use of the Blue Ribbon Network for freight transport
will be encouraged.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 271

LDF preparation
C DPDs should promote sustainable freight transport by:
a safeguarding existing sites and identifying new sites to enable the
transfer of freight to rail and water
b identifying sites for consolidation centres and ‘break bulk’ facilities
c safeguarding railheads for aggregate distribution.

6.49 London needs an efficient distribution network to service its people and
businesses. The Mayor wants to encourage distribution and servicing in ways that
minimise congestion and any adverse environmental impacts. The majority of
movements will continue to be by road. This should be recognised and planned for,
but the use of construction logistics plans and delivery and servicing plans may
help ease congestion and/or encourage modal shift. Safeguarding existing, and
identifying new, facilities to promote movement by rail or water will be encouraged
as this will ease congestion on the highway network and help combat climate
change (see Policy 7.26) Boroughs may wish to explore the possibilities of night
time deliveries where this would not have unacceptable impacts on residents.
6.50 ‘Break bulk’ facilities are locations where larger vehicles unload materials and
goods (often for retail), which are then transported to their final destination by
smaller vehicles. Consolidation centres are currently only used by the construction
industry, but are essentially the same concept. These can be intermodal facilities.

Policy 6.15 Strategic rail freight interchanges

Planning decisions
A The provision of strategic rail freight interchanges should be supported,
including enabling the potential of the Channel Tunnel Rail Link to be
exploited for freight serving London and the wider region.
B These facilities must:
a deliver modal shift from road to rail
b minimize any adverse impact on the wider transport network
c be well-related to rail and road corridors capable of
accommodating the anticipated level of freight movements
d be well-related to their proposed markets.

6.50 The advice of the former Strategic Rail Authority that there needs to be a network
of strategic rail freight interchanges in and around London still applies. If these
facilities result in a modal shift from road to rail, they can offer substantial savings
in CO2 emissions. However, they are by their nature large facilities that can often
only be located in the Green Belt. In addition, while reducing the overall impact on
the network, they can lead to substantial increases in traffic near the interchange
272 T H E LO N D O N P L A N M A R C H 2 0 1 6

itself. The Mayor will need to see robust evidence that the emissions savings and
overall reduction in traffic movements are sufficient to justify any loss of Green
Belt, in accordance with Policy 7.16, and localised increases in traffic movements.
However, planning permission has already been granted for a SRFI at Howbury
Park on the edge of Bexley in South East London and an opportunity exists for an
intermodal facility in the Renwick Road/Ripple road area of Barking and Dagenham
to make provision for north east London without the need to utilise Green Belt
land.

Parking Addendum to Chapter 6

6A.1 The tables below set out standards for different types of development. If there is
no standard provided, the level of parking should be determined by the transport
assessment undertaken for the proposal, which should be in line with but not
limited to the criteria set out in paragraph 39 of the NPPF, the impact on traffic
congestion, and the availability of on and off street parking.

Parking for Blue Badge holders

6A.2 Non-residential elements of a development should provide at least one accessible

on or off street car parking bay designated for Blue Badge holders, even if no
general parking is provided. Any development providing off-street parking should
provide at least two bays designated for Blue Badge holders. BS 8300:2009
provides advice on the number of designated off street parking bays for disabled
people for different building types as shown in the table below. As these standards
are based on a percentage of the total number of parking bays careful assessment
will be needed in locations where maximum parking standards are reached to
ensure that these percentages make adequate provision for disabled people. The
appropriate number will vary with the size, nature and location of the development,
the levels of on and off street parking and the accessibility of the local area.
However, designated parking spaces should be provided for each disabled
employee and for other disabled people visiting the building
6A.3 The provision of bays should be regularly monitored and reviewed to ensure the
level is adequate and that enforcement is effective. Spaces designated for use by
disabled people should be located on firm level ground and as close as feasible
to the accessible entrance to the building. Further details on parking for disabled
people are provided in the Accessible London SPG.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 273

Designated Blue Badge parking bays recommended in BS 8300:2009

Building Type Provision from the outset Future provision
number of spac-
number of spaces* for es* for visiting
each employee who is disabled motor- number of enlarged
a disabled motorist ists standard spaces**
5% of the total a further 5% of the
workplaces one space
capacity total capacity
shopping, recrea-
6% of the total a further 4% of the
tion and leisure one space
capacity total capacity
facilities
5% of the total a further 5% of the
railway buildings one space
capacity total capacity
religious buildings a further 4% of the
two spaces or 6% whichever is the greater.
and crematoria total capacity
sports facilities determined according to the usage of the sports facility***
* Parking spaces designated for use by disabled people should be 2.4m wide by 4.8m long with
a zone 1.2m wide provided between designated spaces and at the rear outside the traffic zone,
to enable a disabled driver or passenger to get in or out of a vehicle and access the boot safely.

** Enlarged standard spaces 3.6m wide by 6m long that can be adapted to be parking spaces
designated for use by disabled people to reflect changes in local population needs and allow
for flexibility of provision in the future.

*** Further detailed guidance on parking provision for sports facilities can be found in the Sport
England publication Accessible Sports Facilities 2010.
6A.3A The Mayor conducted a review of residential car parking standards in conjunction
with Transport for London and with the advice of the Outer London Commission.
This considered the scope for greater flexibility in different parts of London
having regard to patterns of car ownership and use, levels of public transport
accessibility, the need for integrated approaches to on- and off-street parking,
efficiency in land use and overall impact on the environment and the transport
network. This is reflected in the alterations to this Plan and in the SPGs for
Housing, Industry and Town Centres.
274 T H E LO N D O N P L A N M A R C H 2 0 1 6

Parking for residential development

Table 6.2 Car parking standards

Maximum residential parking standards

number of beds 4 or more 3 1-2
parking spaces up to 2 per unit up to 1.5 per less than 1 per unit
unit

Notes:

All developments in areas of good public transport accessibility in all parts of London should
aim for significantly less than 1 space per unit

Adequate parking spaces for disabled people must be provided preferably on-site206

20 per cent of all spaces must be for electric vehicles with an additional 20 per cent passive
provision for electric vehicles in the future.

In outer London areas with low PTAL (generally PTALs 0-1), boroughs should consider higher
levels of provision, especially to address ‘overspill’ parking pressures.

Parking for retail development

6A.4 The starting point for meeting parking demand for new retail development should
be use of existing public off-street provision. Parking needs should be assessed
taking account of the reduction in demand associated with linked trips. If on-site
parking is justified there should be a presumption that it will be publicly available.
Boroughs should take a coordinated approach with neighbouring authorities,
including those outside London if appropriate, to prevent competition between
centres based on parking availability and charges. Further advice on retail parking
is provided in the Town Centres SPG.

206 Mayor of London. Housing Supplementary Planning Guidance. GLA, 2012. Mayor of London.
Accessible London. Supplementary Planning Guidance. GLA, 2014.
 Parking for commercial development

6A.5 Parking for commercial vehicles should be provided at a maximum standard of one
space per 500 sq. m of gross B2 or B8 floorspace. See also SPGs on Town Centres
and Land for Industry and Transport.
6A.6 An appropriate proportion of car parking spaces in commercial developments
should be marked out for motor-cycle use.
6A.7 Standards for B2 and B8 employment uses should have regard to the B1 standards
although a degree of flexibility maybe required to reflect different trip-generating
characteristics

Parking for hotel and leisure uses

6A.8 Although no maximum standards are set for hotels, the following approach should
be taken for applications referred to the Mayor. In locations with a PTAL of 4 –6, on-
site provision should be limited to operational needs, parking for disabled people
and that required for taxis, coaches and deliveries/servicing. In locations with a
PTAL of 1–3, provision should be consistent with objectives to reduce congestion
and traffic levels and to avoid undermining walking, cycling or public transport.
6A.9 Developments should provide for one coach parking space per 50 rooms for
hotels. Leisure, stadia and major exhibition venues should provide appropriate
levels of coach parking to suit their individual demand to help reduce congestion
and improve visitor safety.

Parking for emergency services facilities

6A.10 Provision for parking at Ambulance, Fire and policing facilities will be assessed on
their own merits.

Parking for retail

Maximum standards for retail uses: space per sq m of gross floorspace (GIA)
Use PTAL 6 and 5 PTAL 4 to 2 PTAL 1
food: up to 500 m2 75 50-35 30
food: up to 2500 m2 45-30 30-20 18
food: over 2500 m2 38-25 25-18 15
non food 60-40 50-30 30
garden centre 65-45 45-30 25
town centre/ shopping mall/ department
75-50 50-35 30
store
276 T H E LO N D O N P L A N M A R C H 2 0 1 6

Notes:

Unless for disabled people, no non-operational parking should be provided for locations in
PTAL 6 central.

Unless for disabled people, no additional parking should be provided for use classes A2-A5 in
town centre locations.

10 per cent of all spaces must be for electric vehicles with an additional 10 per cent passive
provision for electric vehicles in the future.

Parking for employment uses

Non-operational maximum standards for employment B1: spaces per sq m of gross

floorspace (GIA)
Location
Central London (CAZ) 1000 – 1500
Inner London 600 – 1000
Outer London 100 – 600
Outer London locations identified through a DPD where more 50 - 100
generous standards should apply (see Policy 6.13)
Note 20 per cent of all spaces must be for electric vehicles with an additional 10 per cent
passive provision for electric vehicles in the future.

Table 6.3 Cycle Parking minimum standards

Long-stay Short-stay
Land use
A1 food retail from a threshold of from a threshold of
100 sqm: 1 space per 100 sqm: first 750
175 sqm sqm: 1 space per 40
sqm
thereafter: 1 space per
300 sqm
non-food retail from a threshold of from a threshold of
100 sqm: first 1000 100 sqm: first 1000
sqm: 1 space per 250 sqm: 1 space per 125
sqm sqm
thereafter: 1 space per thereafter: 1 space per
1000 sqm 1000 sqm
A2-A5 financial / professional from a threshold of from a threshold of
services 100 sqm: 1 space per 100 sqm: 1 space per
cafes & restaurants 175 sqm 40 sqm
drinking establishments
take-aways
 T H E LO N D O N P L A N M A R C H 2 0 1 6 277

B1 business offices inner/ central London: first 5,000 sqm: 1

1 space per 90 sqm space per 500 sqm
outer London: 1 space thereafter: 1 space per
per 150 sqm 5,000 sqm
B1 light industry and research 1 space per 250 sqm 1 space per 1000 sqm
and development
B2-B8 general industrial, storage 1 space per 500 sqm 1 space per 1000 sqm
or distribution
C1 hotels (bars, restaurants, 1 space per 20 1 space per 50
gyms etc open to the bedrooms bedrooms
public should be consid-
ered individually under
relevant standards)
C2 hospitals 1 space per 5 staff 1 space per 30 staff
C2 care homes / secure 1 space per 5 staff 1 space per 20
accommodation bedrooms
C2 student accommodation 1 space per 2 beds 1 space per 40 beds
C3-C4 dwellings (all) 1 space per studio and 1 space per 40 units
1 bedroom unit
2 spaces per all other
dwellings
D1 nurseries/schools (primary 1 space per 8 staff + 1 1 space per 100
and secondary) space per 8 students students
universities and colleges 1 space per 4 staff + 1 space per 7 FTE
1 space per 20 FTE students
students
health centre, including 1 space per 5 staff 1 space per 3 staff
dentists
other (e.g. library, church, 1 space per 8 staff 1 space per 100 sqm
etc.)
D2 other (e.g. cinema, bingo, 1 space per 8 staff 1 per 30 seats
etc.)
sports (e.g. sports hall, 1 space per 8 staff 1 space per 100 sqm
swimming, gymnasium,
etc.)
Sui generis as per most relevant other standard e.g. casino
and theatre = d2
Stations to be considered on a case-by-case basis
through liaison with tfl
278 T H E LO N D O N P L A N M A R C H 2 0 1 6

Notes:

in outer London town centres that are designated as ‘mini-Hollands’ or which have high PTALs,
cycle parking standards are expected to match those of inner/central London.

where the size threshold has been met, for all land uses in all locations a minimum of 2 short-
stay and 2 long-stay spaces must be provided.

Cycle parking areas should allow easy access and cater for cyclists who use adapted cycles

Cycle Parking

6A.11 Cycle parking provided for staff should be suitable for long stay parking,
particularly in terms of location, security and protection from the elements (see
The London Cycle Design Standards (TfL 2005).
6A.12 The Mayor has reviewed these cycle parking standards to ensure they support
delivery of the significant increase in cycling in London referred to in Policy 6.9.
6A.13 Additional cycle parking specifications:
• Short-stay cycle parking should be available for shoppers, customers,
messengers and other visitors to a site, and should be convenient and readily
accessible. Short-stay cycle parking should have step-free access and be
located within 15 metres of the main site entrance, where possible.
• For both long-stay and short-stay parking, consideration should be given
to providing spaces accessible to less conventional bicycle types, such as
tricycles, cargo bicycles and bicycles with trailers.
• Where it is not possible to provide suitable visitor parking within the curtilage
of a development or in a suitable location in the vicinity agreed by the planning
authority, the planning authority may at their discretion instead accept, in the
first instance, additional long-stay provision or, as a last resort, contributions to
provide cycle parking in an appropriate location in the vicinity of the site.
• Where it is not possible to provide adequate cycle parking within residential
dwellings, boroughs are encouraged to engage with developers that propose
innovative alternatives that meet the objectives of these standards.  This may
include options such as providing the required spaces in secure, conveniently
located, on-street parking such as bicycle hangars. TfL will work with boroughs
and developers to provide guidance for such a mechanism.
• Staff should always be taken as the full time equivalent, unless otherwise
stated.
• The standards are based on gross external floorspace, unless otherwise stated.
• All cycle parking should be consistent with the London Cycling Design
Standards, or subsequent revisions.
 T H E LO N D O N P L A N M A R C H 2 0 1 6 279

• It is recommended that supporting facilities are provided at land uses where

long stay cyclists require them, i.e. places of employment. Supporting facilities
include lockers, showers and changing rooms.
• Where cyclists share surfaces with pedestrians, the safety and accessibility of
the environment for disabled and older Londoners should be assured.