175

CHAPTER SIX

London’s
transport
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6.1 Although transport is arguably central to • Improving the safety and security of all
achievement of all the objectives set out in Londoners
paragraph 1.53, this chapter sets out policies • Improving transport opportunities for all
primarily intended to support delivery of the Londoners
sixth objective – that London should be: • Reducing transport’s contribution to
climate change, and improving its
• A city where it is easy, safe and resilience
convenient for everyone to access • Supporting delivery of the London 2012
jobs, opportunities and facilities with Olympic and Paralympic Games and its
an efficient and effective transport system legacy.
which actively encourages more walking
and cycling, makes better use of the Delivery of the Mayor’s Transport Strategy
Thames, and supports delivery of all the will be essential to achievement of the vision
objectives of this Plan. and objectives of this Plan, which sets out
the spatial development policies that will
6.2 The Mayor recognises that transport plays be needed for implementation of the MTS.
a fundamental role in addressing the whole Implementation of the policies and proposals
range of his spatial planning, environmental, in the two documents will be monitored
economic and social policy priorities. It in a co-ordinated way, and an integrated
is critical to the efficient functioning and approach will be taken to their review,
quality of life of London and its inhabitants. revision and alteration.
It also has major effects – positive and
negative – on places, especially around 6.4 The Mayor will work closely with the
interchanges and in town centres and on the boroughs, Transport for London, Government
environment, both within the city itself and and the range of other stakeholders with
more widely. Conversely, poor or reduced a part to play in delivering safe, efficient
accessibility can be a major constraint on and environmentally-friendly transport
the success and quality of places, and for London to ensure achievement of the
their neighbourhoods and communities. objectives and policies of the Plan and the
He is particularly committed to improving Mayor’s Transport Strategy. These objectives
the environment by encouraging more and policies should be taken into account
sustainable means of transport, through by London boroughs in working together
a cycling revolution, improving conditions in settling sub-regional transport plans and
for walking, and enhancement of public Local Implementation Plans (LIPs), local
transport. development frameworks and other local
transport policies and strategies.
6.3 The main source of policy on transport is
the Mayor’s Transport Strategy (MTS). This 6.5 This chapter sets out policies to support
sets six thematic goals, which link to the six integration of transport and development,
themes of this Plan: connecting London and ensuring better
streets. It also sets out car and cycle parking
• Supporting economic development and standards.
population growth
• Enhancing the quality of life for all
Londoners
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Integrating Transport & Development f facilitating the efficient distribution of

freight whilst minimising its impacts on
Policy 6.1 the transport network
Strategic approach g supporting measures that encourage
shifts to more sustainable modes and
Strategic appropriate demand management
A The Mayor will work with all relevant h promoting greater use of low carbon
partners to encourage the closer integration technology so that carbon dioxide and
of transport and development through the other contributors to global warming are
schemes and proposals shown in Table 6.1 reduced
and by: i promoting walking by ensuring an
improved urban realm
a encouraging patterns and nodes of j seeking to ensure that all parts of the
development that reduce the need to public transport network can be used
travel, especially by car – boroughs safely, easily and with dignity by all
should use the standards set out in Londoners, including by securing step-
Table 6.2 in the Parking Addendum to free access where this is appropriate and
this chapter to set maximum car parking practicable.
standards in DPDs
b seeking to improve the capacity and B The Mayor will, and boroughs should,
accessibility of public transport, walking take an approach to the management
and cycling, particularly in areas of of streetspace that takes account of the
greatest demand – boroughs should use different roles of roads for neighbourhoods
the standards set out in Table 6.3 in the and road users in ways that support the
Parking Addendum to set minimum cycle policies in this Plan promoting public
parking standards in DPDs transport and other sustainable means
c supporting development that generates of transport (including policies 6.2, 6.7,
high levels of trips at locations with 6.9 and 6.10) and a high quality public
high public transport accessibility realm. Where appropriate, a corridor-based
and/or capacity, either currently or approach should be taken to ensure the
via committed, funded improvements needs of street users and improvements to
including, where appropriate, those the public realm are co-ordinated.
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
The lo nd on p l a n 2 011 LONDON ’S TR ANS PORT

Table 6.1 Indicative list of transport schemes

Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
Rail
Crossrail 1 Core scheme: Maidenhead and Heathrow in the west to H
Shenfield and Abbey Wood in the east
High Speed 1 International services stopping at Stratford L
High Speed 1 Enhanced domestic services L

High Speed 1 Direct services to a wider range of European destinations L

(making use of new European infrastructure)
High Speed 2 London to the West Midlands and beyond. H

Improved rail New and/or expanded rail freight terminals to serve London L
freight terminals
to serve London
Improved rail Rail link from Barking - Gospel Oak line to West Coast Main M
freight routes Line
Improved rail Further capacity enhancement for the Felixstowe - M
freight routes Nuneaton route
Crossrail 1 Westerly extension(s) potentially to Reading/Milton M
Keynes/ Watford/ Staines (via Airtrack) and/or additional
services to Heathrow and West Drayton
Easterly extension from Abbey Wood - Gravesend
Chelsea Hackney Enhanced southwest - northeast London capacity and H
line connectivity. Scheme detail to be reviewed to ensure
maximum benefits and value for money
London Programme of expansion and enhancement of services, M
Overground including new orbital services through inner London and
new, longer trains by 2012
(June 2010 - Dalston - New Cross, West Croydon and Crystal
Palace services start (replacing old East London line))
2011 - Connection at Dalston to link north east corner to
new orbital route (connection between East London Line
and North London Line)
2011 - North London Railway 50 per cent capacity increase
2012 - Surrey Quays - Clapham Junction extension,
completion of new orbital route
London Further train lengthening L
Overground
London Diversion of Watford Junction services to Stratford (instead M
Overground of Euston) to release capacity for High Speed 2 at Euston

London Barking - Gospel Oak line - electrification and train

L
Overground lengthening
West Anglia Twelve-car capability to Stansted and Cambridge, additional
capacity also on inner services (HLOS CP4) L
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Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
West Anglia Lee Valley four-tracking leading to increased frequencies to
Stansted and local service to Stratford H

Thameside South Twelve-car capability on all routes (HLOS CP4)

M
Essex
Thameside South Further capacity increases
M
Essex
Chiltern Enhanced inner suburban service (HLOS CP4) L
South Central Ten-car capability on inner suburban
London Twelve-car capability and additional fast services (HLOS M/L
CP4)
South Central Further capacity increases
M
London
Southeast London Train lengthening on services to Cannon Street/ Charing
M
Cross (HLOS CP4)
Southeast London Further capacity increases M
Southwest London Ten-car capability on inner suburban and Windsor lines
M
(HLOS CP4)
Southwest London Further capacity increases M
Great Western Train lengthening (HLOS CP4) L
Great Western Electrification and Crossrail Services H
Great Northern Train lengthening (HLOS CP4) L
Great Northern Further capacity increases L
Great Eastern Additional and longer outer services (HLOS CP4). Additional
L
inner services (HLOS CP4)
Great Eastern Further capacity increases L
West Coast Train lengthening and frequency improvements (HLOS CP4)
L

West Coast Further capacity increases L

Thameslink December 2011: 12-car capability on most of mainline and
H
16 trains per hour through core
Thameslink End of 2018: 24 trains per hour through core, expanded
H
network
Thameslink Make greater use of 12-car capability coverage M
Rail termini Passenger congestion relief/onward movement capacity
enhancement enhancement works. Schemes under development M

Strategic Programme of schemes under development

interchanges M

Improved access For example, enhanced bus services and interchange at

to enhanced rail selected Crossrail and/or Thameslink stations L
services
The lo nd on p l a n 2 011 LONDON ’S TR ANS PORT

Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
Airtrack Link South West Trains network to Heathrow (part-funded)
M

Tube
Jubilee line Jubilee line upgrade in delivery phase to provide additional
M
capacity and improve journey times
Northern line Phase 1: Northern line upgrade in delivery phase to provide
additional capacity and improve journey times by the end M
of 2012
Northern line Phase 2: Northern line Upgrade 2 to deliver a further 20
per cent increase in capacity through the simplification and
M
recasting of service patterns

Northern line Kennington to Battersea to support the regeneration of the

Vauxhall/Nine Elms/Battersea area M

Victoria line Victoria line upgrade in delivery phase including new rolling
stock and signalling to provide additional capacity and M
improve journey times
Piccadilly line Piccadilly line upgrade to provide additional capacity and
M
improve journey times
Sub-Surface Circle, District, Hammersmith & City and Metropolitan lines
Railway (SSR) upgrade (including new air-conditioned rolling stock and
new signalling) to provide additional capacity and improve H
journey times

Metropolitan line Croxley rail link to Watford Junction M

Bakerloo line Bakerloo line upgrade: Including new energy efficient and
high capacity rolling stock and signalling M

Bakerloo line Bakerloo line southern extension; scheme and route under
H
development
Station Continuing programme of refurbishment/ modernisation of
refurbishment/ stations
H
modernisation
programme
Core asset renewal Programme of core asset renewal to lock in benefits from
the upgrades and maintain assets in a state of good repair H

Tube station Congestion relief schemes at Victoria, Tottenham Court

congestion relief Road, Bond Street, Bank (part-funded) and Paddington H
schemes (Hammersmith & City line)
Further Tube Targeted station capacity expansion programme
station congestion H
relief schemes
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Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
Energy-saving Initially, a programme of trials to include low energy
initiatives lighting, smart electricity metering at stations and low loss
conductor rails
Regenerative L/M
braking and To be implemented as an integral part of the Tube upgrade
automatic train programme
control
DLR
Network-wide Enabling a 50 per cent increase in capacity
capacity upgrade
M
to three-car
services
Extension: To be completed summer 2011
Stratford
M
International to
Canning Town
Further DLR Potential extensions and/or capacity increases such as
network Gallions Reach – Dagenham Dock, Bank to Victoria,
enhancements Stratford International to Walthamstow Central via M
Leytonstone, Lewisham to Catford/Catford Bridge/Hither
Green, Hayes/Beckenham via Catford
Tramlink
Tramlink further Potential extensions and/or capacity increases
L/M
enhancements
Buses and bus transit
East London (Phase 1a Ilford – Dagenham Dock completed 2010)
Transit Phase 1b (Barking to Dagenham Dock via Barking L
Riverside), services starting in 2013
Bus network Regular review of bus network, including reviews of the
development strategic priorities underlying the process approximately
every five years, (linked to programme for review of the
London Plan) to cater for population and employment
M
growth, maintain ease of use, attractive frequencies and
adequate capacity, reliable services, good coverage and
good interchange with other modes. This would include
possibilities for further East London transit schemes
Low emission Intention that all new buses entering London’s fleet post
M
buses 2012 be low emission (initially diesel hybrid)
Bus stop Improved accessibility of bus stops
accessibility L
programme
Bus priority Implementation of bus priority measures to maintain service
M
reliability
Cycling
Central London Around 6,000 bikes for hire in central London, scheme
M
Cycle Hire scheme opening in 2010
The lo nd on p l a n 2 011 LONDON ’S TR ANS PORT

Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
Additional cycle Around 66,000 additional cycle parking spaces in London
L
parking
Cycle Two initial trial radial routes to central London, followed by
L
Superhighways further routes
London Cycle Expansion of area covered and/or additional bikes in
Hire scheme London Cycle Hire scheme L
enhancement
Cycling initiatives Biking boroughs and potential radial cycle highways,
in Outer London additional parking, cycle hire schemes, etc L/M
town centres
Walking and urban realm enhancements
Enhanced London-wide ‘better streets’ initiatives to improve
urban realm pedestrian connectivity and urban realm, such as:
and pedestrian Brixton Central Square - gyratory removal
environment
Exhibition Road - Balanced space scheme
M
Gants Hill - Station Environs
Oxford Circus diagonal crossing - improve pedestrian ‘flow’
and urban realm
Woolwich Town Centre - Public realm enhancement
Access to stations Targeted programme of works to improve accessibility and
and surroundings personal security on walk and cycle routes to stations and M
bus stops
Walking Walking campaigns, including in ‘2011 year of walking’
information and that will focus on walking routes, wayfinding, events and
campaigns activities
L

Improved Targeted introduction of on-street wayfinding specifically

Wayfinding designed for pedestrians, for example, Legible London
Increased tree Additional 10,000 street trees by 2012 (funded), with a
and vegetation target of five per cent increase in trees in London’s parks,
coverage gardens and green spaces by 2025 L

Roads
Improved road Measures to smooth traffic flows, manage congestion and
management to improve journey time reliability for all people and freight
smooth the flow movements, and maximise the efficiency of the road system
of traffic from a business and individual perspective
M/L
Introduction and development of a permit scheme and
Permit scheme for land rental scheme aimed at utility companies undertaking
roadworks roadworks
Bounds Green Safety and environmental improvements
L
(A406)
Henlys Corner Safety improvements, consents yet to be obtained
L
junction works
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Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
Renwick Road/ Provision of a grade separated junction, subject to
M
A13 developer funding
Blackwall Tunnel Refurbishment of tunnel, phasing of work to be determined
L
(northbound)
Removal of Existing one-way system to be converted to two-way,
Tottenham Hale improved pedestrian crossing and cycling facilities L
gyratory
Further gyratory, Works to improve facilities and conditions for pedestrians
one-way system and cyclists, and to smooth traffic flow
and bottleneck M
improvement
works
Achievement of Ongoing programme of maintenance
state of good
repair of road
infrastructure
Car club support Support expansion of car clubs L
Low Emissions Further LEZ enhancements and vehicle coverage
Zone L

Provision of Introduction of electric vehicle recharging points by 2013

infrastructure (funded) – and support distribution networks for alternative
to support low fuels including hydrogen and biofuels (unfunded) L
emission road
vehicles
Continue to work As appropriate (see para 6.39) review the option of road
with Government user charging and/ or regulatory demand management
on road pricing measures to influence a shift to more CO2-efficient road
L
feasibility vehicles and lower carbon travel options, such as walking,
programme cycling and public transport. Share expertise and engage
with development programmes as appropriate
London river services and river crossings
Encourage Consistent service standards, examine opportunities for
improved enhanced pier facilities (including at North Greenwich and
L
passenger Thames Isle of Dogs) and development of the River Concordat
services
New vehicle ferry To be implemented in advance of a potential fixed link
between Gallions
L
Reach and
Thamesmead
Promote the use Enable freight access to waterways
of Thames and
other waterways L
for freight
movement
New walk/cycle Including schemes in central London and walk/cycle links to
Thames crossings access Isle of Dogs from east and west and access between M
Greenwich Peninsula and the Royal Docks
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Scheme Description Scheme Anticipated completion

cost
2010- 2013- Post
2012* 2020 † 2020
New and Programme of works under development to improve cross-
enhanced road Thames links in east London
vehicle river
M
crossing(s) in east
London (package
of measures)
Other
Transport system Risk assess the transport system and prioritise actions to
climate change improve resilience and safety to the impacts of climate L
adaptation change
Enhanced travel Ongoing enhancements to information availability, including
planning tools journey planner L

Targeted smarter Smarter travel initiatives to reduce the environmental

travel initiatives impact of travel, make more efficient use of limited
transport capacity and/or encourage active travel such as L
walking and cycling

Increased use of Increased use and power of travel plans for workplaces,
L
travel plans schools and individuals
Continued Town centre and area-based Delivery and Service Plans,
development Construction and Logistics Plans and promotion of
and roll-out of collaborative approaches such as consolidation centres and/ L
TfL Freight Plan or break-bulk
initiatives
Promotion of Development and incentivisation of membership of the
freight best Freight Operators Recognition Scheme and develop L
practice functionality of the freight information portal

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 +
*2012 for TfL Schemes and 2014 for Network Rail Schemes (as per HLOS CP4)
anticipated †2013 for TfL Schemes and 2015 for Network Rail Schemes (post HLOS CP4)
completion
HLOS CP4: High Level Output Statement for Control Period 4 – the Government’s railway
investment programme for the period 2009-2014.
funding funded unfunded

Source: Transport for London October 2010 (as updated).

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6.6 The Mayor recognises the need, when services by public transport, walking, and
planning for where people will live, work, cycling.
study and pursue leisure activities, to
improve movement between these places in 6.8 These approaches, individually and
an integrated way, emphasising the quality cumulatively, help achieve the aims of
of the public realm, and the safety and reducing the need to travel and offering
comfort of travellers. A similar approach alternatives to the car – key objectives of
should be taken when planning the location PPG13. Ground based transport is a major
of businesses, taking account of the ways source of carbon dioxide emissions; reducing
they receive the goods and services they trip lengths, promoting the use of electric
need, and how conveniently they then and other low carbon vehicles and using more
serve their customers. For a range of policy sustainable modes (cycling and walking in
reasons, the best option is to reduce the particular – see policies 6.9 and 6.10 below)
distances involved, in turn reducing the need have important roles to play in helping to
for the transport system to accommodate tackle climate change. In May 2009 the
unnecessary travel demands: this principle Mayor produced an Electric Vehicle Delivery
underlies many of the spatial proposals set Plan for London1 that is seeking to develop
out in Chapter Two (particularly, perhaps, a network of 25,000 charging points across
as regards outer London). However, this London by 2015. This will be achieved
is not always possible in a complex urban mainly by retro-fitting but also by promoting
environment like London’s, with its specialist provision in new developments. The use of
clusters of economic, social, educational travel plans can help reduce emissions by
and leisure activities and its unique place in promoting alternatives to the car. Ensuring
the wider south-east of England. Moreover the most efficient forms of transport freight
even with greater locational efficiencies, and making deliveries through modern
consideration has to be given to providing logistics techniques will also be important.
additional transport capacity needed to The Mayor is committed to increasing the
support London’s growth, and to ensuring use of the Blue Ribbon Network for both
that the most is made of existing transport passengers and freight transport. Specific
infrastructure by smoothing traffic flows and policies to promote this are contained in
travel planning. Chapter 7.

6.7 This close co-ordination of land use and 6.9 London’s unique national and global role,
transport planning is crucial to effective and its specialism in higher value sectors of
and sustainable spatial development and the economy, have resulted in an extended
is supported by the approach taken by the labour market catchment area. London’s
Government in PPG 13: Transport. This states projected longer-term growth in employment
that planning has a key role in delivering the and population will result in an increase in
Government’s integrated transport strategy. overall travel – increasing from 24 million to
Shaping the pattern of development and over 27 million trips per day by 2031. The
influencing the location, scale, density, policies in this Plan and the Mayor’s Transport
design and mix of land uses, can help reduce Strategy (and in particular the schemes and
the need to travel and the length of journeys, proposals shown in Table 6.1) aim to minimise
and make it safer and easier for people to this growth in travel and ensure it occurs in a
access jobs, shopping, leisure facilities and sustainable way.
The lo nd on p l a n 2 011 LONDON ’S TR ANS PORT

6.10 Future transport policies, proposals effective working of transport networks and
and projects should be developed and in shaping the places where they are located.
implemented in order to support the spatial They can also provide new development
priorities set out in this Plan (see Chapters opportunities, enabling efficient use of land
One and Two). In particular to support: in places with high levels of accessibility –
and for development to help contribute to
• London’s world city status by maintaining the cost of new infrastructure. Realising
and improving its links with the rest of the these benefits requires close working
world, including through taking a balanced between transport providers, local
and sustainable approach to additional authorities, developers and, where
airport capacity in south-east England (see appropriate, the Mayor.P
Policy 6.6 below) and the development
of rail and road links between London, Policy 6.2
neighbouring regions and the rest of the Providing public transport
United Kingdom capacity and safeguarding
• outer London in increasing the land for transport
contribution it makes to London’s
economic success, and to making the Strategic
capital a better place to live, work, study or A The Mayor will work with strategic partners
visit – in particular supporting the success to:
of its network of diverse town centres and
enhancing the contribution these make to a improve the integration, reliability,
the neighbourhoods and communities in quality, accessibility, frequency,
surrounding areas (see Policy 2.8) attractiveness and environmental
• the development and continued growth performance of the public transport
of inner London in ways that improve the system
quality of local environments and enable b co-ordinate measures to ensure that
deprived communities to access jobs and the transport network, now and in
other opportunities and facilities they the future, is as safe and secure as
need reasonably practicable
• central London’s accessibility and c increase the capacity of public transport
environment in London over the Plan period by
• the sustainable development of new securing funding for and implementing
communities in east London, to support the schemes and improvements set out
the successful delivery of the 2012 in Table 6.1.
Olympic and Paralympic Games and to
secure a lasting legacy from the Games Planning decisions
• the development of the opportunity areas B Development proposals that do not provide
and areas for intensification identified in adequate safeguarding for the schemes
Chapter 2 of this Plan outlined in Table 6.1 should be refused.
• an integrated, environmentally-friendly
and sustainable approach to freight and LDF preparation
deliveries. C Boroughs and any other relevant partners
must ensure the provision of sufficient
6.11 High quality facilities for easy interchange land, suitably located, for the development
have a major role to play both in ensuring
 187

of an expanded transport system to serve transport uses for the site concerned have
London’s needs by: been fully explored. The Mayor will consider
the need to issue updated supplementary
a safeguarding in DPDs existing land used guidance on Land for Transport Functions.
for transport or support functions unless
alternative facilities are provided that Policy 6.3
enables existing transport operations to Assessing effects of
be maintained development on transport
b identifying and safeguarding in DPDs capacity
sites, land and route alignments to
implement transport proposals that Planning decisions
have a reasonable prospect of provision, A Development proposals should ensure
including those identified in Table 6.1. that impacts on transport capacity and the
transport network, at both a corridor and
6.12 Travel by public transport needs to be local level, are fully assessed. Development
improved to increase its appeal relative to should not adversely affect safety on the
the car, and the objectives set out in Policy transport network.
6.2 need to be addressed to improve the
attractiveness of the current and future B Where existing transport capacity is
network for passengers. Boroughs need insufficient to allow for the travel generated
to safeguard the current range of land in by proposed developments, and no firm
transport uses and allocate land in their plans exist for an increase in capacity to
relevant development plan documents cater for this, boroughs should ensure that
so that the schemes in Table 6.1 can be development proposals are phased until
implemented. Paragraph 4.10 of PPS 12 it is known these requirements can be
(June 2008) is clear that boroughs should met, otherwise they may be refused. The
safeguard land where there is a reasonable cumulative impacts of development on
prospect of provision, and inclusion in the transport requirements must be taken into
table should be taken as evidence that this account.
is the case. Boroughs who have all or part
of any of the transport schemes identified C Transport assessments will be required in
in table 6.1 of the Plan in their area should accordance with TfL’s Transport Assessment
check their status with TfL before they bring Best Practice Guidance for major planning
forward relevant DPDs so they can assess applications. Workplace and/or residential
what degree of safeguarding they should put travel plans should be provided for planning
in their plans, in accordance with PPS12. applications exceeding the thresholds
in, and produced in accordance with, the
6.13 Securing the land needed for transport (for relevant TfL guidance. Construction logistics
a range of purposes, from ventilation shafts plans and delivery and servicing plans
to facilities for bus drivers), and protecting should be secured in line with the London
it from development, has proved difficult in Freight Plan and should be co-ordinated
London. This pressure had been felt most with travel plans.
in the places where land is most required.
Release of this transport land should only LDF preparation
occur in consultation with the relevant D Boroughs should take the lead in exploiting
transport organisations, and where alternative opportunities for development in areas
The lo nd on p l a n 2 011 LONDON ’S TR ANS PORT

where appropriate transport accessibility Connecting London

and capacity exist or is being introduced.
Boroughs should facilitate opportunities Policy 6.4
to integrate major transport proposals with Enhancing London’s
development in a way that supports London transport connectivity
Plan priorities.
Strategic
E LDFs should include policies requiring A The Mayor will work with strategic partners
transport assessments, travel plans, in neighbouring regions to:
construction logistics and delivery/servicing
plans as set out in C above. a ensure effective transport policies and
projects to support the sustainable
6.14 Allowing development, either individually development of the London city region
or cumulatively, that would place an and the wider south east of England
unacceptable burden on either the public b develop efficient and effective cross-
transport network and/or the road boundary transport services and policies
network would be contrary to the objective – including exploring the scope for high
of sustainable development. Phasing speed rail services reducing the need for
development (where this is appropriate), the short- and some medium-haul air travel.
use of travel plans and addressing freight
issues may all help reduce the impact of B The Mayor will work with strategic partners
development on the transport network and to improve the public transport system in
reduce emissions of gases that contribute to London, including cross-London and orbital
climate change. rail links to support future development and
regeneration priority areas, and increase
6.15 In practical terms, this means ensuring that public transport capacity by:
new developments that will give rise to
significant numbers of new trips should be a implementing Crossrail, the Mayor’s top
located either where there is already good strategic transport priority for London
public transport accessibility with capacity (see Policy 6.5 and paragraph 6.21)
adequate to support the additional demand b completing upgrades to, and extending,
or where there is a realistic prospect of the London Underground network
additional accessibility or capacity being c implementing a high frequency
provided in time to meet the new demand. Londonwide service on the national rail
This principle should be reflected in the network
documentation submitted by applicants and d enhancing the different elements of
in decisions on planning applications, with the London Overground network to
appropriate use made of planning conditions, implement an orbital rail network
planning obligations and, in due course, the e completing the Thameslink programme
Community Infrastructure Levy to ensure a f developing the Chelsea–Hackney line
joined-up approach to transport demand and (Crossrail 2) later in the plan period
availability of capacity. g improving and expanding London’s
international and national transport links
for passengers and freight (for example,
High Speed 2)
 189

h seeking improved access by public south east of England and beyond will help
transport to airports, ports and London maintain its attractiveness as a place
international rail termini to work, visit and do business. Map 6.1 sets
i improving the reliability, quality and out a number of the larger transport schemes,
safety of inter-regional rail services over the period of the Plan.
including domestic services for
commuters, while safeguarding services 6.17 The Mayor will work closely with Government
within London and with the local and sub-regional
j enhancing the Docklands Light Railway authorities and bodies in the East and South
and Tramlink networks East of England to develop and implement
k providing new river crossings transport policies and projects to support the
sustainable development of the London city
LDF preparation region and the wider south-east of England,
C DPDs should identify development and to develop co-ordinated approaches to
opportunities related to locations which cross-boundary transport policy-making and
will benefit from increased public transport services. In particular, the Mayor supports
accessibility. the principle of improved port and airport
capacity in south-east England.
6.16 London’s workers and visitors come from far
and wide, so its public transport ‘offer’ does 6.18 The Thameslink Upgrade, expected to
not begin or end at its boundaries. Improving be completed by 2018, is a significant
accessibility and capacity within the greater enhancement of cross-London capacity.
Map 6.1 Major transport schemes

Proposed Major Rail

Transport Schemes
Crossrail 1
Chelsea-Hackney (Crossrail 2)
Source Transport for London Thameslink Programme
© Crown copyright. All rights reserved. Overground
Greater London Authority 100032216 (2011)
The lo nd on plan 2 011 L ONDON ’S TR A N S P O RT

It will connect north and south, linking releasing significant capacity on the existing
King’s Cross, Blackfriars and London Bridge, West Coast Main Line (and other routes)
enable more through journeys and improve for more commuter and freight services.
interchange at King’s Cross and London The current plans allow access to Heathrow
Bridge. Despite the committed investment via a connection with Crossrail in West
in London’s Underground and National Rail London, providing the potential for improved
network (such as Crossrail and Thameslink), connectivity between Heathrow Airport and
forecast demand shows that crowding and other parts of the UK by high speed rail,
congestion remains a significant issue along pending longer term construction of a spur or
the northeast to southwest corridor across loop to serve Heathrow directly. Options for
central London. To help to address this, a connectivity to Heathrow are subject to the
route for a new line, commonly known as the results of public consultation.
Chelsea-Hackney Line (and often referred to
as Crossrail 2) has been safeguarded across 6.20 The Mayor is developing proposals for
London. It is essential that this safeguarding further new and enhanced river crossings
remains in place to protect this important in east London to improve accessibility and
new line, which would provide significant new the resilience of local transport networks,
rail capacity and congestion relief to existing support economic growth in the area and
rail and Tube lines. TfL is currently engaged link local communities (see also paragraph
in a review of such a potential line, including 6.41). These will complement the Jubilee
considering alternative route alignments, in Line crossings, DLR Lewisham and Woolwich
order to ensure it will be able to provide the extensions, the re-opened crossing of the
maximum benefits and value for money for extended East London Line and the further
the investment needed to build it. cross-river public transport capacity provided
by Crossrail and will include:
6.19 Proposals for a second High Speed line to link
the centre of London with Birmingham are • a new cable car-based crossing linking
currently being considered by Government, Greenwich Peninsula with the Royal Docks;
in the first instance, as part of a possible • a new road-based tunnel crossing between
wider domestic high speed rail network. the Greenwich Peninsula and Silvertown
This is based on a detailed set of proposals (see paragraph 6.41);
developed by High Speed Two, the company • consideration of ferry-based options east
set up by the Department for Transport (DfT) of a crossing at Silvertown; and
to investigate options for a new high speed • consideration over the longer term of a
line from London to the West Midlands and fixed link at Gallions Reach
potentially beyond. According to the DfT’s
High Speed Rail Command Paper, published These will help ensure a range of pedestrian,
in March 2010, such a new line could deliver cycle and road-based Thames crossings.
well over £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
 191

Policy 6.5 a criteria for identifying developments in

Funding Crossrail and other respect of which Crossrail contributions
strategically important should be required in accordance with
transport infrastructure national policy guidance
b standard charges and formulae
Strategic, Planning decisions and LDF for calculating fair and reasonable
preparation contributions to be sought and guidance
A In view of the strategic regional importance on how these should be applied in
of Crossrail to London’s economic specific localities and different kinds of
regeneration and development, and in order development
to bring the project to fruition in a suitably c the period over which contributions will
timely and economic manner, contributions be sought and arrangements for periodic
will be sought from developments likely to review.
add to, or create, congestion on London’s
rail network that Crossrail is intended to D The Mayor will, when considering relevant
mitigate. This will be through planning planning applications of potential strategic
obligations, arrangements for the use of importance, take account of the existence
which will be established at strategic level, and content of planning obligations
in accordance with relevant legislation and supporting the funding of Crossrail among
policy guidance. other material planning considerations.

B The Mayor will provide guidance for E The approach outlined in this Policy could
boroughs and other partners for the where appropriate also be applied to
negotiation of planning obligations other transport infrastructure of regional
requiring, where appropriate, developers strategic importance to London’s economic
to contribute towards the costs of funding regeneration and development and other
Crossrail having regard to: objectives of this Plan (such as extension
of the Northern Line to Battersea). Any
a the requirement for contributions from proposal of this kind will have regard to the
development of up to £600 million issues outlined above.
under the arrangements for funding
Crossrail agreed with Government LDF preparation
b central Government policy and guidance F In consultation with the Mayor boroughs
c strategic and local considerations should seek to identify In their DPDs
d the impacts of different types of particular sites and sub-areas where
development in particular locations in contributions are likely to be appropriate
contributing to transport needs, and and should be sought.
e economic viability of each development
concerned. 6.21 Crossrail is essential to delivery of the
strategic objectives of this Plan. Demand
C In addition, the Mayor has produced for public transport into and within central
guidance on the Use of Planning London is nearing capacity, with crowding
Obligations in the Funding of Crossrail on Network Rail services and on London
which should be taken into account in the Underground routes towards the West End,
handling of planning applications. The the City and Isle of Dogs. The employment
guidance includes: growth expected over the period covered by
The lo nd on plan 2 011 L ONDON ’S TR A N S P O RT

this Plan will further increase demand. Unless that give rise to additional demand for public
this is addressed, continued development and transport that Crossrail will help address
employment growth in central and eastern is appropriate in terms of Government
London will be threatened. In particular, guidance (currently Office of the Deputy
Crossrail is critical to supporting the growth Prime Minister Circular 5/2005) and other
of the financial and business services sectors policies in this Plan. The funding agreement
in central London and in the Isle of Dogs, for Crossrail between the Mayor, Transport for
where there is market demand for additional London and the Government envisages that a
development capacity. It will also provide total of £600 million might be raised towards
much-needed additional transport capacity the cost of the project from developers, as
to the West End, where it will support the follows:
future development of that area as London’s
premier retail and leisure location. The • £300 million from use of planning
scheme will also improve links to Heathrow, obligations or any similar system that
thereby supporting connections for London’s might replace them; and
global businesses. By linking these areas, • £300 million from the Community
Crossrail will help reinforce the development Infrastructure Levy (see Chapter 8).
of London’s economic and business core. It is
also crucial to the realisation of regeneration 6.24 Policy 6.5 relates to the first of these
and intensification opportunities around key sums. The Mayor has brought forward
interchanges within the Central Activities supplementary planning guidance setting
Zone and to its east and west. Crossrail out detailed advice about the principles to
will make a vital contribution to improving be applied to this end, including timing and
the accessibility and attractiveness of the phasing, pooling arrangements, formulae
Thames Gateway to the east of the Isle of to fix ‘indicative contribution levels’ and
Dogs, through its cross-river link to south- how they will be applied in specific localities
east London and connection with the DLR and to particular kinds of development.
network (including to a potential DLR This guidance takes appropriate account of
extension to Dagenham Dock). It is expected relevant legislation and policy guidance.
that Crossrail will be operational in 2018.
6.25 Contributions will be sought in respect
6.22 It will be important that other public of developments in central London, the
investment is co-ordinated to maximise northern part of the Isle of Dogs and
these benefits. To this end, the GLA Group around Crossrail stations (the extent
is seeking to identify and prioritise potential of the relevant areas are set out in the
interventions that would give further supplementary guidance) which include an
regeneration benefits to the areas around key increase in the amount of office, retail and
Crossrail stations. hotel floorspace. They will also be sought
from developments in the rest of London
6.23 Given the strategic regional importance of where this is appropriate under Government
Crossrail, and that the funding arrangements guidance, policies in this Plan and in local
for the scheme announced by Government development frameworks. This approach has
makes clear that it will not proceed without been taken in order to ensure contributions
contributions from developers, the use of are sought from the uses that make the
planning obligations to secure resources to most significant contribution to congestion
support funding Crossrail from developments on the rail network. Any changes by the
 193

Mayor to the indicative levels of contribution capital and wider south east of England
would be made through new supplementary must be sufficient to sustain London’s
guidance, and this would be the subject of competitive position.
full consultation. Any new figure would be set
to take account of the effect it might have B The Mayor:
on the viability of development, through
considering development benchmarks a strongly opposes any further expansion
set in this Plan (in Policy 4.2, with regard at Heathrow involving an increase in the
to offices for example) and associated number of aircraft movements there,
guidance. The selected approach will ensure due to the adverse noise and air quality
that contributions are sought only from impacts already being experienced by
developments which create, or add to, residents and others in the vicinity of
congestion on London’s rail network. Heathrow and its environs
b supports improvements of the facilities
6.26 Once fully implemented, the proposed for passengers at Heathrow and other
Community Infrastructure Levy will be also London airports in ways other than
used to raise resources to help fund Crossrail increasing the number of aircraft
(see Policy 8.3). movements, particularly to optimise
efficiency and sustainability, enhance
6.27 There will be other transport infrastructure the user experience, and to ensure
necessary to support the sustainable the availability of viable and attractive
development of strategically important public transport options to access them.
parts of London, particularly to enable the
maximum contribution towards delivery of C The aviation industry should meet its full
the strategy and policies in this Plan. One environmental and external costs. Airport
example is a proposal for the extension of operators should increase the share of
the Northern Line to serve the Battersea access journeys by passengers and staff
area. This would be needed to realise the made by sustainable means, minimize the
full potential of the Vauxhall, Nine Elms and impacts of airport servicing and onward
Battersea Opportunity Area, delivering at freight transport, and take full account
least 10,000 new homes, 15,000 jobs and of environmental impacts when making
regeneration of Battersea Power Station. decisions on patterns of aircraft operation.
A similar approach to seeking funding
contributions from development may be Planning decisions
considered where appropriate, consistent with D Development proposals affecting airport
Government guidance on the use of planning operations or patterns of air traffic
obligation and subject to consultation. (particularly those involving increases in the
number of aircraft movements) should:
Policy 6.6
Aviation a give a high priority to sustainability
and take full account of environmental
Strategic impacts (particularly noise and air
A Adequate airport capacity serving a wide quality)
range of destinations is critical to the b promote access to airports by travellers
competitive position of London in a global and staff by sustainable means,
economy. Airport capacity serving the particularly by public transport.
The lo nd on plan 2 011 L ONDON ’S TR A N S P O RT

E Development proposals for heliports should for measures to make the most of existing
be resisted, other than for emergency airport infrastructure and improve conditions
services. for passengers. This is at an early stage of
its work, and the Mayor will monitor its
6.28 A number of factors contribute to London’s progress and bring forward alterations to
position as a world city. One of them is this Plan as necessary. In the meantime, the
its connectivity by air for business, trade, Mayor will continue to work with partners
inward investment and tourism. The Mayor in neighbouring regions to ensure that
does not wish to prevent people from existing aviation infrastructure is used to its
flying or undermine London’s competitive fullest extent before more expensive and
position, and he does recognise the need for damaging courses are pursued. Wherever
additional runway capacity in the south-east runway capacity is located, the Mayor
of England. However, he agrees with the strongly supports efforts to make aviation
Government that the noise problems and less environmentally harmful, and promotion
poor air quality at Heathrow have reached of more environmentally sustainable means
such levels that further increases in the of accessing airports through ensuring viable
number of air traffic movements there are and attractive public transport alternatives
untenable. He supports the Government for travellers – including the proposed High
statement of 7 September 2010 opposing Speed 2 link. The provision of additional
mixed-mode operations and supporting public transport capacity to serve the airports
runway alteration, westerly preference and should not be to the detriment of non-airport
related measures to mitigate noise effects on passengers.
local communities. He also supports phasing
out of scheduled air traffic movements during 6.30 The noise impacts from helicopters can be
the night-time quota period. Thus, there is considerable in an urban environment like
a need for a thorough reappraisal of airport London, where there are few locations where
policy in the south-east of England. Within a heliport could be located without having
this commitment, however, he supports major impacts on residents. Accordingly,
improvements to London’s airports that proposals for new heliports should be resisted.
will ensure they can be used to optimum
efficiency while not necessarily increasing the Policy 6.7
number of air traffic movements – improving Better streets and surface
the facilities available to passengers and transport
providing them with the kind of experience
that befits a world city, and also ensuring Strategic
the availability of a range of public transport A The Mayor will work with TfL and boroughs
options for getting to and from airports. to implement Londonwide improvements
Development proposals which affect airport to the quality of bus, bus transit and tram
operations (particularly those involving services.
an increase in the number of air traffic
movements) should be carefully scrutinised, LDF preparation
and particular attention should be given to B DPDs should promote bus, bus transit and
environmental impacts. tram networks, including:

6.29 The Government has established a South

East Airports Task Force to explore the scope
 195

a allocating road space and providing high Policy 6.8

levels of priority on existing or proposed Coaches
routes
b ensuring good access to and within Strategic
areas served by networks, now and in A The Mayor will work with all relevant
future partners to investigate the feasibility of
c ensuring direct, secure, accessible and developing a series of coach hubs or the
pleasant walking routes to stops potential for alternative locations for coach
d implementing TfL’s Accessible Bus Stop station facilities to provide easier access
Design Guidance to the coach network, while retaining
e ensuring standing, garaging and drivers’ good access to central London for coach
facilities are provided where needed operators.
f making provision for retaining or
creating new interchanges where 6.32 The Mayor will investigate the feasibility of
appropriate. developing a series of coach hubs to reduce
the impact in and around Victoria and reduce
6.31 Buses are, and are likely to remain, the the distances people need to travel to change
dominant mode of public transport in to and from the coach.
London, particularly in outer London (see
Policy 2.8). Ensuring that the needs of the Policy 6.9
bus (or bus transit or trams) are catered for Cycling
will help to deliver an improved journey for
bus passengers, leading to a virtuous circle Strategic
of increasing bus use. There are two other A The Mayor will work with all relevant
road-based public transport modes, bus partners to bring about a significant
transits and trams, which share many of the increase in cycling in London, so that it
characteristics of buses. As such the approach accounts for at least 5 per cent of modal
to all three modes is essentially the same. The share by 2026. He will:
bus transit scheme in east London will boost
public transport capacity. Trams also play an a identify, promote and complete the Cycle
important role in outer south London. As well Super Highways shown on Map 6.2
as seeking improvements to the quality of b implement the central London cycle hire
service and capacity provided by the Tramlink scheme and identify potential sites for
network the Mayor will investigate potential expansion and/or additional stand alone
benefits of extensions to it. TfL will undertake schemes in outer London.
reviews of the strategic priorities for the bus
network approximately every five years to Planning decisions
ensure it reflects the pace of development B Developments should:
in London, responds to the challenges and
opportunities of growth, and aligns with the a provide secure, integrated and accessible
London Plan. cycle parking facilities in line with the
minimum standards set out in Table 6.3
b provide on-site changing facilities and
showers for cyclists
c facilitate the Cycle Super Highways
shown on Map 6.2
THE Lo nd on P L A n 2 011 L o n do n ’S TR A n S P o RT

d facilitate the central London cycle hire 6.33 The Mayor is committed to seeing a
scheme. revolution in cycling in London. The quality
and safety of London’s street environment
LDF preparation should be improved to make the experience
C DPDs should: of cycling more pleasant and an increasingly
viable alternative to the private car. By
a identify, promote and facilitate the providing safe and attractive routes that are
completion of the relevant sections the easy to navigate people may be encouraged
Cycle Super Highways shown on Map to cycle more, which will have health benefits
6.2 as well as borough routes for them and also help tackle climate
b identify and safeguard sites for cycle change. Cycle Super Highways will do this by
docking stations to expand the Mayor’s developing 12 routes into central London.
London cycle hire scheme
c identify and implement safe and 6.34 Boroughs should further promote cycling by
convenient direct cycle routes to town rolling out provision for the Mayor’s cycle
centres, transport nodes and other key hire scheme, and through the delivery of
uses such as schools cycle routes and other infrastructure, such
d implement secure cycle parking facilities as cycle parking. Phase one of the Mayor’s
in line with the minimum standards Cycle Hire Scheme has delivered 6,000 bikes
set out in Table 6.3 or implement their and 400 docking stations across the Zone 1
own cycle parking standards to provide area, available 24 hours a day, 7 days a week.
higher levels of cycle parking where The scheme covers 45 square kilometres of
local circumstances allow. the capital from Notting Hill Gate to Wapping
Map 6.2 Cycle Super Highways

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

3
10

9 5
8
1 Tottenham to City (before 2015)
2 Ilford to Aldgate (summer 2011)
7 6 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)
11 West Hendon to Marble Arch (before 2015)
Source: Transport for London 12 Hornsey to City (before 2015)
© Crown copyright. All rights reserved. Greater London Authority 100032216 (2011)
 197

and from Regents Park to Kennington. In simplified streetscape, decluttering and

March 2011 the Mayor announced the access for all.
extension of the scheme eastwards in time
for the 2012 Games, with 2,500 more bikes Planning decisions
and 4,200 docking stations across an area B Development proposals should ensure
stretching as far as the edge of the Olympic high quality pedestrian environments and
Park and down to the Isle of Dogs. emphasise the quality of the pedestrian and
street space.
6.35 New developments should provide cycle
parking and changing facilities to encourage LDF preparation
more cycling. Planning briefs and masterplans C DPDs should:
should include principles to encourage a high
quality, connected environment for cyclists. a identify, promote and complete the
Larger developments will need to address the relevant sections of the strategic
needs of both long stay (staff, residents) and walking routes shown on Map 6.3, as
short stay (visitor) cyclists. well as borough routes
b identify and implement accessible, safe
6.36 The Mayor wants to enhance the conditions and convenient direct routes to town
for cycling by improving the quality of the centres, transport nodes and other key
cycling network and improving the safety uses
of, priority for, and access to, cycling. This c promote the ‘Legible London’ initiative
includes reducing bicycle theft, a major to improve pedestrian wayfinding
deterrent to cycling. Locating cycle parking d provide for the undertaking of audits
as close as possible to building entrances to ensure that the existing pedestrian
can encourage passive surveillance, as infrastructure is suitable for its proposed
can lighting. The London Cycling Design use
Standards (TfL 2005) sets out good practice e encourage a higher quality pedestrian
and endorses Sheffield stands for on street and street environment, including the
parking. A popular alternative is the CaMden use of shared space principles such as
stand. Whichever stand is chosen, it should simplified streetscape, decluttering, and
allow for parking on either side, as this access for all.
provides additional capacity. TfL intend to
publish a compendium of good practice on 6.37 The Mayor is also committed to a substantial
cycle parking. increase in walking in London. To this end,
the quality and safety of London’s pedestrian
Policy 6.10 environment should be improved to make
Walking the experience of walking more pleasant
and an increasingly viable alternative to the
Strategic private car (see also policies on an inclusive
A The Mayor will work with all relevant environment (Policy 7.2) and the public realm
partners to bring about a significant (Policy 7.5). By providing safe and attractive
increase in walking in London, by routes that are easy to navigate, such as
emphasising the quality of the pedestrian the seven strategic walking routes, people
and street environment, including the use will be encouraged to walk more, which will
of shared space principles – promoting have safety, economic and health benefits
for them and also help tackle climate change
THE Lo nd on P L A n 2 011 L o n do n ’S TR A n S P o RT

Map 6.3 Strategic walking routes

Strategic Walking Routes

Jubilee Walk
Green Chain
Capital Ring
Thames Path
London Outer Orbital
Path (LOOP)
Lea Valley
© Crown copyright. All rights reserved.
Greater London Authority 100032216 (2011) Jubilee Greenway

and support the viability of town centres. proposals, to ensure that walking is promoted
‘Legible London’ is a pedestrian wayfinding and that street conditions, especially safety,
system, developed by Transport for London security and accessibility for disabled
(TfL), to support walking journeys around people, are enhanced. The 2005 Improving
the capital. By providing clear, comprehensive Walkability2 guidance aims to ensure that the
and consistent information the system gives ‘walkability’ of a place can be characterised
pedestrians the confidence to attempt more by the 5Cs - walking networks and facilities
journeys on foot. The system uses map-based should be connected, convivial, conspicuous,
information, presented in a range of formats comfortable and convenient.
including on-street signs. The signs have
been designed to enhance the urban realm PoLICy 6.11
and sit comfortably in a range of London SmooTHIng TRAffIC fLoW And
settings. The Mayor is keen to promote TACkLIng CongESTIon
street trees, and proposals for public realm
improvements should include additional Strategic
planting, while avoiding removing trees to A The Mayor wishes to see DPDs and Local
further decluttering. Implementation Plans (LIPs) take a co-
ordinated approach to smoothing traffic
6.38 Planning briefs and masterplans should flow and tackling congestion. The Mayor
include means of encouraging a high quality, will use his powers where appropriate.
connected pedestrian environment. Walking
issues should be addressed in development
 199

LDF preparation and air pollutants. If these measures prove

B DPDs should develop an integrated package unsuccessful the principle of the road-user
of measures drawn from the following: charging as a demand management tool may
need to be examined, but the Mayor has
a promoting local services and e-services made clear his view that he does not envisage
to reduce the need to travel doing so during his term of office.
b improving the extent and quality of
pedestrian and cycling routes Policy 6.12
c making greater use of the Blue Ribbon Road network capacity
Network
d improving the extent and quality of Strategic
public transport A The Mayor supports the need for limited
e developing intelligent transport systems improvements to London’s road network,
to convey information to transport users whether in improving or extending existing
f developing integrated and capacity, or providing new links, to address
comprehensive travel planning advice clearly identified significant strategic or
g promoting and encouraging car sharing local needs.
and car clubs
h smoothing traffic flow to improve Planning decisions
journey time reliability B In assessing proposals for increasing road
i applying corridor management to ensure capacity, including new roads, the following
that the needs of street users and criteria should be taken into account:
improvements to the public realm are
dealt with in a co-ordinated way a the contribution to London’s sustainable
j promoting efficient and sustainable development and regeneration including
arrangements for the transportation and improved connectivity
delivery of freight. b the extent of any additional traffic and
any effects it may have on the locality,
6.39 Smoothing traffic flow is the Mayor’s broad and the extent to which congestion is
approach to managing road congestion, reduced
improving traffic journey time, reliability and c how net benefit to London’s
predictability. There is an urgent need to environment can be provided
smooth traffic flow and reduce congestion d how conditions for pedestrians, cyclists,
and traffic levels, as these have detrimental public transport users, freight and local
impacts on health, climate change and the residents can be improved
economy. Improved public transport, better e how safety for all is improved.
management of the road network, smarter
travel initiatives and support for a shift to C Proposals should show, overall, a net
walking and cycling, in accordance with benefit across these criteria when taken as
the policies in this Plan and the Mayor’s a whole. All proposals must show how any
Transport Strategy, will help mitigate the dis-benefits will be mitigated.
congestion impacts of population and
economic growth. This approach will ensure 6.40 The Mayor agrees with the Department for
more reliable journey times on the road Transport’s road policy document Managing
network than would otherwise be the case our Roads which says ‘Although there are
and help reduce emissions of carbon dioxide exceptions…there is only limited capacity
The lo nd on plan 2 011 L ONDON ’S TR A N S P O RT

for tackling urban congestion by increased in south east London, suffer from this
road capacity’. He also recognises that there unreliability. The projected increases in jobs
are limits to the extent that demand can and population in the Thames Gateway will
be met and managed effectively by simply increase the problem of highway congestion
providing additional road capacity. There and road network resilience at river crossings
will continue to be a place for road-based further. The Mayor is therefore supportive of
modes in London’s future development, and additional road-based river crossings in east
he considers that there may well be cases London as part of a package of transport
where new roads are needed to support improvements.
regeneration, improve the environment,
increase safety or provide essential local Policy 6.13
access. Local road improvements may Parking
sometimes be required, particularly in areas
of substantial regeneration or development Strategic
activity. Where roads forming part of the A The Mayor wishes to see an appropriate
Transport for London Road Network have balance being struck between promoting
a significant ‘place function’ the principles new development and preventing excessive
embodied in Manual for Streets 23 will be car parking provision that can undermine
applied (see also paragraphs 6.37 and 6.38). cycling, walking and public transport use.

6.41 The Mayor is investigating the possibility of B The Mayor supports park and ride
additional road-based river crossings in East schemes in outer London where it can
London. He is committed to improving cross- be demonstrated they will lead to overall
river pedestrian, cycle and public transport reductions in congestion, journey times and
links, to promoting a shift from private cars to vehicle kilometres.
more sustainable modes, and to encouraging
freight journeys to avoid peak hours through Planning decisions
improved journey planning, supply chain C The maximum standards set out in Table 6.2
measures and support for consolidation in the Parking Addendum to this chapter
centres and modal shift to rail and water should be applied to planning applications.
in order to reduce pressure on congested
crossings. There will, however, continue to be D In addition, developments must:
a need for some journeys to be undertaken
by vehicle, in particular commercial traffic, a ensure that 1 in 5 spaces (both active
the movement of goods and the provision and passive) provide an electrical
of services to support a growing economy in charging point to encourage the uptake
east London. Drivers are heavily dependent of electric vehicles
on the congested Blackwall and Rotherhithe b provide parking for disabled people in
tunnels, each of which have restrictions on line with Table 6.2
the size of vehicle which can use them, and c meet the minimum cycle parking
the Woolwich Ferry. Beyond London, the standards set out in Table 6.3
Dartford crossing, forming part of the M25 d provide for the needs of businesses for
orbital motorway, also regularly operates at, delivery and servicing.
or close to, capacity. There is little resilience
in the event of an incident at one of these LDF preparation
crossings, and local businesses, particularly E
 201

a The maximum standards set out in Table recognises that London is a diverse city that
6.2 in the Parking Addendum should be requires a flexible approach to identifying
used to set standards in DPDs. appropriate levels of car parking provision
b in locations with high public transport across boundaries. This means ensuring a
accessibility, car-free developments level of accessibility by private car consistent
should be promoted (while still with the overall balance of the transport
providing for disabled people) system at the local level. Boroughs adjoining
c in town centres where there are other regions must also liaise with the
identified issues of vitality and viability, relevant authorities to ensure a consistent
the need to regenerate such centres may approach to the level of parking provision.
require a more flexible approach to the Transport assessments and travel plans for
provision of public car parking to serve major developments should give details of
the town centre as a whole proposed measures to improve non-car based
d Outer London boroughs wishing to access, reduce parking and mitigate adverse
promote a more generous standard for transport impacts. They will be a key factor
office developments would need to in helping boroughs assess development
demonstrate in a DPD: proposals and resultant levels of car parking.
– a regeneration need
– no significant adverse impact on 6.43 Public Transport Accessibility Levels (PTALs)
congestion or air quality are used by TfL to produce a consistent
– a lack (now and in future) of public London wide public transport access mapping
transport facility to help boroughs with locational
– a lack of existing on or off street planning and assessment of appropriate
parking parking provision by measuring broad public
– a commitment to provide space for transport accessibility levels. There is evidence
electric and car club vehicles, bicycles that car use reduces as access to public
and parking for disabled people transport (as measured by PTALs) increases.
above the minimum thresholds Given the need to avoid over-provision, car
– a requirement, via Travel Plans, to parking should reduce as public transport
reduce provision over time. accessibility increases. TfL may refine how
PTALs operate and will consult on any
6.42 Parking policy, whether in terms of levels of proposed changes to the methodology.
provision or regulation of on- or off-street
parking, can have significant effects in 6.44 This policy recognises that developments
influencing transport choices and addressing should always include parking provision
congestion. It can also affect patterns of for disabled people. Despite improvements
development and play an important part to public transport, some disabled people
in the economic success and liveability require the use of private cars. Suitably
of places, particularly town centres. The designed and located designated car parking
Mayor considers it is right to set car parking and drop-off points are therefore required.
standards in the Plan given his direct Boroughs should take into account local
operational responsibility for elements of issues and estimates of local demand in
London’s road network, and the strategic setting appropriate standards and should
planning importance of ensuring London’s develop monitoring and enforcement
scarce resources of space are used efficiently strategies to prevent misuse of spaces.
and not wastefully for car parks. But he also Applicants for planning permission should
The lo nd on plan 2 011 L ONDON ’S TR A N S P O RT

use their transport assessments and access Further advice on park and ride is set out in
statements to demonstrate how the needs of the Land for Transport SPG.
disabled people have been addressed2.
6.48 Operational parking for maintenance,
6.45 The Outer London Commission3 has found servicing and deliveries is required to enable
that developers view the lack of on-site car a development to function. Some operational
parking for offices in outer London, when parking is likely to be required on site and
compared to the more generous standards should be included in the calculation of total
outside of London, as a disincentive to parking supply.
develop offices in London. The Mayor
supports further office development in Policy 6.14
outer London, but would not want to see Freight
unacceptable levels of congestion and
pollution – which could also be a disincentive Strategic
to investment there. Policy 6.13 enables A The Mayor will work with all relevant
flexibility in setting office parking standards; partners to improve freight distribution
if boroughs wish to adopt a more generous (including servicing and deliveries) and
standard this should be done via a DPD to to promote movement of freight by
allow TfL and the GLA to assess the impact rail and waterway. The Mayor supports
of such a change on the wider transport the development of corridors to bypass
network (see Policy 6.3) and on air quality. London, especially for rail freight, to relieve
Likewise, the Policy takes a similar approach congestion within London.
to town centres.
Planning decisions
6.46 The Mayor, through TfL, and working with B Development proposals that:
the London boroughs, car club operators, and
other stakeholders, will support expansion a locate developments that generate high
of car clubs and encourage their use of ultra numbers of freight movements close to
low carbon vehicles. More than 1,600 car major transport routes
club vehicles are used by 70,000 people b promote the uptake of the Freight
in London, with vehicles including plug-in Operators Recognition Scheme,
hybrids and the latest low emission diesels. construction logistics plans and delivery
Each car club vehicle typically results in eight and servicing plans. These should be
privately owned vehicles being sold, and secured in line with the London Freight
members reducing their annual car mileage Plan and should be co-ordinated with
by more than 25 per cent. A further 380 travel plans and the development of
vehicles will be added to London’s car club approaches to consolidate freight
fleet in 2010/11 which will include the trial c increase the use of the Blue Ribbon
of all-electric vehicles. Network for freight transport

6.47 Park and ride schemes can help boost the will be encouraged.
attractiveness of outer London centres and
as such are supported. They must be carefully LDF preparation
sited to ensure they lead to overall reductions C DPDs should promote sustainable freight
in congestion and do not worsen air quality. transport by:
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a safeguarding existing sites and for freight serving London and the wider
identifying new sites to enable the region.
transfer of freight to rail and water
b identifying sites for consolidation B These facilities must:
centres and ‘break bulk’ facilities
c safeguarding railheads for aggregate a deliver modal shift from road to rail
distribution. b minimize any adverse impact on the
wider transport network
6.49 London needs an efficient distribution c be well-related to rail and road corridors
network to service its people and businesses. d capable of accommodating the
The Mayor wants to encourage distribution anticipated level of freight movements
and servicing in ways that minimise e be well-related to their proposed
congestion and any adverse environmental markets.
impacts. The majority of movements will
continue to be by road. This should be 6.50 The advice of the former Strategic Rail
recognised and planned for, but the use of Authority that there needs to be a network
construction logistics plans and delivery and of strategic rail freight interchanges in and
servicing plans may help ease congestion around London still applies. If these facilities
and/or encourage modal shift. Safeguarding result in a modal shift from road to rail, they
existing, and identifying new, facilities to can offer substantial savings in CO2 emissions.
promote movement by rail or water will be However, they are by their nature large
encouraged as this will ease congestion facilities that can often only be located in
on the highway network and help combat the Green Belt. In addition, while reducing
climate change (see Policy 7.26). Boroughs the overall impact on the network, they can
may wish to explore the possibilities of night lead to substantial increases in traffic near the
time deliveries where this would not have interchange itself. The Mayor will need to see
unacceptable impacts on residents. robust evidence that the emissions savings
and overall reduction in traffic movements
16.50 ‘Break bulk’ facilities are locations where are sufficient to justify any loss of Green Belt,
larger vehicles unload materials and goods in accordance with Policy 7.16, and localised
(often for retail), which are then transported increases in traffic movements. However,
to their final destination by smaller vehicles. planning permission has already been
Consolidation centres are currently only granted for a SRFI at Howbury Park on the
used by the construction industry, but are edge of Bexley in South East London and an
essentially the same concept. These can be opportunity exists for an intermodal facility
intermodal facilities. in the Renwick Road/Ripple road area of
Barking and Dagenham to make provision for
Policy 6.15 north east London without the need to utilise
Strategic rail freight Green Belt land.
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
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Parking Addendum to Chapter 6 general parking is provided. Any development

providing off-street parking should provide
6A.1 The tables below set out standards for at least two bays designated for Blue Badge
different types of development. If no holders. BS 8300:2009 provides advice on
standard is provided but there is an the number of designated off street parking
equivalent in PPG13, that PPG 13 standard bays for disabled people for different building
should be taken as a maximum although types as shown in the table below. As these
boroughs wish to consider use of a lower standards are based on a percentage of
maximum to reflect London’s higher levels of the total number of parking bays careful
public transport accessibility when compared assessment will be needed in locations where
to the national picture. If there is no standard maximum parking standards are reached
provided in either the London Plan or PPG 13 to ensure that these percentages make
the level of parking should be determined by adequate provision for disabled people. The
the transport assessment undertaken for the appropriate number will vary with the size,
proposal and the availability of on and off- nature and location of the development,
street parking. the levels of on and off street parking and
the accessibility of the local area. However,
Parking for Blue Badge holders designated parking spaces should be
6A.2 Developments should provide at least one provided for each disabled employee and for
accessible on or off street car parking bay other disabled people visiting the building.
designated for Blue Badge holders, even if no

Table 6.2 Car parking standards

Designated Blue Badge parking bays recommended in BS 8300:2009

Building Type Provision from the outset Future provision
number of spaces* for each number of spaces* number of enlarged
employee who is a disabled for visiting disabled standard spaces**
motorist motorists
workplaces one space 5% of the total capacity a further 5% of the total
capacity
shopping, recreation one space 6% of the total capacity a further 4% of the total
and leisure facilities capacity
railway buildings one space 5% of the total capacity a further 5% of the total
capacity
religious buildings two spaces or 6% whichever is the greater a further 4% of the total
and crematoria 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.
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Parking for retail

Maximum standards for retail uses: space per sq m of gross floorspace
Use PTAL 6 and 5 PTAL 4 to 2 PTAL 1
Food
Up to 500 m2 75 50-35 30
Up to 2500 m2 45-30 30-20 18
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/ Dept 75-50 50-35 30
Store

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
Location
Central London (CAZ) 1000 – 1500
Inner London 600 – 1000
Outer London 100 – 600
Outer London locations identified through a DPD where more generous standards should apply (see 50 - 100
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.

Parking for residential development

Maximum residential parking standards
Number of Beds 4 or more 3 1-2
2 – 1.5 per unit 1.5 –1 per unit Less than 1 per unit
Notes:
All developments in areas of good public transport accessibility should aim for significantly less than 1 space per unit.
Adequate parking spaces for disabled people must be provided, preferably on-site4
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.
The forthcoming SPG on Housing will include a table setting out a matrix of residential parking standards that reflect
PTAL levels.
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6A.3 The provision of bays should be regularly 6A.7 Standards for B2 and B8 employment uses
monitored and reviewed to ensure the level is should have regard to the B1 standards
adequate and that enforcement is effective. although a degree of flexibility maybe
Spaces designated for use by disabled people required to reflect different trip-generating
should be located on firm level ground characteristics.
and as close as feasible to the accessible
entrance to the building. Further details on Parking for hotel and leisure uses
parking for disabled people will be provided 6A.8 Although no maximum standards are set for
in the updated supplementary guidance on hotels, the following approach should be
achieving an inclusive environment. taken for applications referred to the Mayor.
In locations with a PTAL of 4 –6, on-site
Parking for retail development provision should be limited to operational
6A.4 The starting point for meeting parking needs, parking for disabled people and that
demand for new retail development required for taxis, coaches and deliveries/
should be use of existing public off-street servicing. In locations with a PTAL of 1–3,
provision. Parking needs should be assessed provision should be consistent with objectives
taking account of the reduction in demand to reduce congestion and traffic levels and to
associated with linked trips. If on-site parking avoid undermining walking, cycling or public
is justified there should be a presumption transport.
that it will be publicly available. Boroughs
should take a co-ordinated approach with 6A.9 Developments should provide for one coach
neighbouring authorities, including those parking space per 50 rooms for hotels.
outside London if appropriate, to prevent Leisure, stadia and major exhibition venues
competition between centres based on should provide appropriate levels of coach
parking availability and charges. parking to suit their individual demand to
help reduce congestion and improve visitor
Parking for commercial development safety.
6A.5 Parking for commercial vehicles should be
provided at a maximum standard of one Parking for emergency services facilities
space per 500 sq. m of gross B2 or B8 6A10 Provision for parking at ambulance, fire and
floorspace. policing facilities will be assessed on their
own merits.
6A.6 Anappropriate proportion of car parking
spaces in commercial developments should
be marked out for motor-cycle use.
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Cycle parking
Table 6.3 Cycle parking standards
Use Class 1 space per sq.m. of gross floorspace
(unless otherwise stated)
A1 - Food Out of Centre 1/350
In Centre 1/125
A1 – Non Food Out of Centre 1/500
In Centre 1/300
A2 (Financial Services) 1/125
A3 – A5
Cafes & Restaurants 1 per 20 staff + 1 per 20 customers
Pubs & Wine Bars 1/100
Take-aways 1/50
B1 (Business) 1/250
B2 – B8 (General Industry and Storage & Distribution) 1/500
C1 (Hotels) 1 per 10 staff
C2 (Residential Institutions)
Care Homes 1 per 3 staff
Hospitals 1 per 5 staff + 1 per 10 visitors
C3 (Dwellings) 1 per 1 or 2 bed unit
2 per 3 or more bed unit
D1 (Non-residential institutions)
Primary, Secondary School 1 per 10 staff or students
University/Colleges 1 per 8 staff or students
Libraries 1 per 10 staff + 1 per 10 visitors
Health facilities/clinics 1 per 50 staff + 1 per 10 visitors
D2 (Assembly & Leisure)
Cinemas 1 per 20 staff + 1 per 50 seats
Leisure facilities 1 per 110 staff + 1 per 20 peak period visitors
Note: In centre includes local shopping parades, staff should always be taken as the Full Time Equivalent

6A.11 TheMayor, through TfL, intends to carry out

a review of cycle parking standards, and will
bring forward early alterations to this Plan
when new standards are available.
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Endnotes
1 Mayor of London. Electric Vehicle Delivery Strategy.
GLA, 2009.
2 Transport for London, Improving Walkability, 2005
3 Chartered Institute of Highways and Transportation,
Manual for Streets 2, September 2010
4 Mayor of London. Wheelchair Accessible Housing
Best Practice Guidance. GLA, 2007; The Lifetime
Homes Standards, www.lifetimehomes.org.uk