Public Transport
TSP1 Public Transport - general
TSP2 Buses
TSP3 Safeguarding the Crossrail 2 Railway Line
Pedestrians, Cyclists and Wheelchair Users
TSP4 Pedestrians and Disabled People
TSP5 Cycling
Access to Industrial and Commercial Sites
TSP6 Access considerations
Reduced Off-Street Parking in Residential Developments
TSP7 Car Free/Reduced Car Owning Residential Developments
Town Centres
TSP8 Town Centre Transport Policy
Major New Development
TSP9 Developments with Significant Transport Implications
Heavy Goods Vehicles
TSP10 Minimising damage by Heavy Goods Vehicles
Other Road Policies
TSP11 Criteria for assessing new road schemes or alterations
TSP12 Orient Way
TSP13 Environmental improvements relating to TLRN Roads
TSP14 Main Road Network
TSP15 Minor Roads
TSP16 Traffic Management
TSP17 Parking
Fig 6.1 Access to Buses
Fig 6.2 Cycle Routes
Fig 6.3 Public Transport Accessibility Levels Map
Fig 6.4 Controlled Parking Zones - Existing or Approved CPZ boundaries or Proposed Consultation Areas
Fig 6.5 Road Networks
6.1 Transport has a major effect on the environment, both locally and globally. Current trends, particularly increasing car dependence and the growth in road freight, represent a major obstacle to any wider moves towards sustainability and environmental improvements. Indeed, motor vehicles generate more air pollution than any other single human activity. In January 2000, the Council completed a comprehensive 3-stage review and assessment of air quality in its area. The results indicated that nitrogen dioxide and PM10 (dust particles) are the main pollutants of concern in the borough. The source of these pollutants has been identified to be primarily from road vehicles.
6.2 The Council (in the light of the Road Traffic Reduction Act 1997), is seeking to implement a traffic reduction strategy based on local target traffic levels to achieve the Government’s overall transport and environmental targets and, also with due regard to the Mayor of London’s Air Quality Strategy and Transport Strategy.
6.3 Transport however, is vital to every individual person, business, and organisation in the community. Without it, it is not possible to go to work, go shopping, visit friends or relatives or go to cinemas, sports centres or community activities. Industry and commerce, just as much as the public services, cannot thrive without a successful transport system. The community as a whole therefore relies on efficient sustainable transport services.
6.4 Transport is not only concerned with cars, lorries, buses and trains, it is also about walking, cycling, and getting around in a wheelchair. Walking remains one of the most important methods of transport for local journeys, particularly for women. Safe Routes to Schools initiatives are being promoted by the Council, these include improvements to infrastructure located close to schools and other measures.
6.5 Each method of transport is best suited to meeting particular needs. For example, walking and cycling are suited to short, local journeys. Railways are best adapted to carrying large numbers of people who want to travel along the same route at the same time, such as commuters. Buses serve public transport needs for mainly local journeys. Motorcycles, mopeds and scooters can offer quick, relatively low cost private transport and are more space and fuel efficient than cars. Private cars are extremely flexible and are able to cater for a great diversity of trips. An efficient transport system is one which uses each mode of transport to carry out those functions to which it is most suited, without delaying or interfering with the other modes. The transport network should be complementary so that changing from one type of transport to another is made simple.
6.6 There is a close relationship between transport and land use. This is because transportation is one of the major land uses in the Borough, occupying some 16% of the land area. In addition, changes in land uses occur as the result of developments in the transport network. The relationship between the Transport and Environment Chapters of this Plan is particularly significant because traffic and its side effects are some of the most negative influences on people's surroundings and quality of life.
6.7 However, many issues related to transport are not land use issues and are therefore not considered in this Plan. The Council's broader transport policies are set out in its Transport Strategy, which is based upon encouraging the use of public transport whilst discouraging the use of inessential private transport.
6.8 Improving road safety is a high priority for the Council and measures to achieve this objective can be found throughout the policies in this Chapter.
6.9 Waltham Forest developed mainly in the Victorian and Edwardian periods as the villages of Leyton, Leytonstone, Walthamstow and Chingford grew to form new suburbs of North East London. Its expansion was based on new railway and bus services which carried workers into the workshops and offices of Inner and Central London. The borough's road and rail networks were therefore largely built when the demand for the transport of both people and goods was much less than it is now. Land uses were related either to the railway network or the intersection of major roads in days when there was much less road traffic and the railways carried more goods.
6.10 The borough is served by three rail passenger lines, the Lea Valley Line, the Chingford to Liverpool Street and the Gospel Oak to Barking lines. It also has two London Underground lines, the Victoria and Central (see Figure 1.1). The major transport hub at Stratford and its associated major commercial and retail development can be accessed directly from the south of the borough by the Central Line service. For travel within Waltham Forest and to neighbouring boroughs, the bus is by far the most important means of public transport, and some 16 routes are concentrated on Walthamstow Central Bus Station. Waltham Forest is also served by the River Lee Navigation which forms the western boundary of the borough for some 3.5km.
6.11 “Major public transport proposals which will affect Waltham Forest are:
- The re-opening of Lea Bridge station to take advantage of services operating between Stratford and the Lee Valley;
- A rail link between Waltham Forest and Stratford. This is strategically important for the borough’s transport framework. The Council will continue to work to achieve this important transport connection;
- The Channel Tunnel Rail Link passing through Stratford giving access to Europe from north-east London;
- Extension of the East London Line to Highbury in the north and East Dulwich in the south.
The implementation of many of these rail schemes is subject to the development of the national railway network by the Department of Transport. Transport for London (TfL) is the strategic transport authority for London but it has limited responsibilities in relation to National Rail. The Railways Act, 2005, does however provide for the Secretary of State to pass greater responsibilities to the Mayor and TfL. However, at present, TfL's position remains unchanged and it has no specific budget for investment in infrastructure for heavy rail but can work with the Department for Transport, Network Rail and the train operating companies to achieve the rail services, facilities and infrastructure it considers London needs. The Council has long held that there is a close link between regeneration and transport. The need for a rail connection between Waltham Forest and Stratford is seen as particularly important both with respect to the regeneration of the borough’s largest centre, Walthamstow, and to the development of more sustainable transport links between Waltham Forest and Newham and the wider East London/Thames Gateway area which currently have no direct rail or fast bus service links.
6.12 Waltham Forest has an intricate network of roads which comprises a hierarchy of: Transport for London Road Network Roads (A406 North Circular Road and the M11 Link Road), Principal and Local Distributor Roads (see Figure 6.5).
6.13 Car ownership in the borough is continuing to rise; in 1996 there were 0.79 cars per household and this is projected to rise to 0.95 cars per household by 2011. As the car is frequently used for the journey to work, other members of those households with one car are still dependent upon public transport. In 1991, over 80% of all pensioner households had no car and over a third of those contained women on their own. Women are less likely to have access to a car. The number of households with two or more cars is continuing to rise significantly.
6.14 Traffic levels in Waltham Forest have risen by one third between 1971 and 2001. If traffic levels continue to grow unrestrained it is expected they will rise by a further 28% by year 2020, bringing potential gridlock.
6.15 Owing to this continuous growth in road traffic, the Council will endeavour to achieve its target of reducing traffic growth by a third, with the aim of achieving zero growth in the borough’s town centres.
6.16 Waltham Forest is an Outer- London borough that experiences substantial amounts of through traffic passing from Essex and the Home Counties into Central London. Many of the main roads cannot handle this amount of traffic and as a result, traffic spills into unsuitable residential streets. It is noticeable that traffic flows through residential areas are growing at a much faster rate than on main roads. Drivers who use residential areas as short cuts often travel faster and less safely through those areas than they would through areas in which they live.
6.17 In parts of Waltham Forest, on-street parking has become a major problem over the last few years. Certain streets have become so congested that it is impossible for residents to park outside or near their own homes. Parking problems are also occurring within and around shopping centres and close to railway stations.
6.18 Traffic congestion and parking problems contribute to the poor reliability of bus services. This problem has worsened because of the increased use of the private car rather than public transport. Buses are the most efficient users of London’s scarce road space and bus lanes and other bus priority measures are needed to maximise their efficiency. Reducing general levels of traffic and enhancing the enforcement of parking restrictions will help to make buses more reliable and thus encourage more people to use them.
6.19 Some transport policies have different effects for women, ethnic minorities, and people with disabilities than for other members of the public. Fewer women than men have the use of a car and are therefore more dependent on walking and on public transport, particularly buses. Women are traditionally responsible for shopping, maintaining the home, and looking after children and other relatives. Many women also go out to work at jobs which are often part-time. Women therefore require public transport services that are frequent and reliable in off-peak as well as peak hours. In addition, women fear being attacked, harassed or threatened more than men and are, therefore, very concerned about security in the design and operation of buses, trains and other forms of transport.
6.20 The incidence of low pay and unemployment is higher in the ethnic minority communities than in the working population as a whole. They are therefore more likely to be dependent on public transport and are likely to make more journeys as pedestrians and cyclists.
6.21 Transport is a vital link for disabled people, many of whom do not have the option of walking or cycling if public or private transport is not available. A survey undertaken by the Greater London Association for Disabled People found that just over 7% of people were either unable to, or had extreme difficulty in using conventional public transport. Over half of these people never went out of their home in a given week. Whilst specialised services such as Dial-a-Ride and Taxi-card are important, they should be complementary to, rather than an (inevitably restrictive) alternative to a fully accessible public transport service. The Council encourages London Transport to introduce more low floor and mobility buses in the borough to assist disabled people and people with pushchairs etc.
6.22 Private cars can be an important form of transport for people with disabilities either on their own or as passengers of friends and relatives. Therefore parking provision reserved and designed for disabled drivers/ passengers is very important (see Appendix 1 Car Parking Standards and the Council's "Access For All Design Guidelines").
6.23 Women, ethnic minorities, the disabled and people living in areas suffering from social deprivation are likely to spend more time in the home and are therefore affected more by the environment in residential areas than the population as a whole. Other vulnerable groups, such as the elderly, the very young and those suffering from respiratory and heart problems are at risk in areas with poor air quality.
6.24 Since the abolition of the Greater London Council, responsibility for transport has been divided between Department of Transport, the London Boroughs, London Regional Transport, and the Strategic Rail Authority (SRA). However the election of a Mayor for London and the formation of a Greater London Authority (GLA) in 2000, has changed this arrangement. The Mayor now provides the leadership and is the central focus for developing an integrated vision for transport, whilst the Assembly has a scrutiny role. Much of the implementation of the Mayor’s transport policies will be carried out by a variety of agencies, but in particular Transport for London (TfL).
6.25 Waltham Forest Council is the highway and traffic authority with responsibility for all roads except motorways which remain the responsibility of the Highways Agency, and the TLRN which are the responsibility of TfL. TLRN improvements are entirely financed by TfL, and TfL also provides funding through the LIP’s process for borough roads. TfL finance is partly government grant and partly GLA precept funded.
6.26 The Council has no direct responsibility for, or control over the provision or operation of public transport. It is the duty of London Regional Transport to provide public transport services for London either directly through its subsidiary bus companies, and London Underground Ltd., or by contract with other operators. The main line railway network is operated by Network Rail who have responsibility for rail infrastructure. The Train Operating Companies that operate in the borough are Silverlink (Gospel Oak to Barking) and WAGN (Chingford to Liverpool Street Line). However, from 2004 all the passenger lines in the borough will be ‘re-franchised’ i.e. the SRA will be tendering them again, so this could result in different train operating companies from 2004.
6.27 The policies and proposals of this Chapter will be guided by the following objectives:-
a) To encourage provision of a fully accessible, integrated public transport system which will give all people access to workplaces, to shops and public buildings, to industry and commerce, to centres for recreation and enjoyment, to other goods and services, and to one another.
b) To encourage major new development proposals to locate within public transport hubs and corridors or other areas where good public transport exists or can be provided to support sustainable development.
c) To pursue the policy of traffic restraint in the identified vehicular corridors in the borough for the many advantages it will bring to both the environment and the economy and help achieve the Council’s traffic restraint target of reducing traffic growth by a third, with the aim of achieving zero growth in the borough’s town centres.
d) To minimise the number and severity of transport related accidents and to maximise people's sense of security on all parts of the transport system.
e) To ensure the safe and convenient movement of people, with due regard to the environment and with special regard to the needs of pedestrians and cyclists.
f) To facilitate and improve the quality of the environment.
g) To ensure that the disadvantages created by lack of access to private transport are adequately addressed, by ensuring better accessibility to jobs and other basic facilities, particularly for socially deprived areas.
h) To foster economic growth and economic regeneration in the borough and in East London.
i) To encourage the most convenient and economic movement of goods, using the various types of goods transport to the best advantage, whilst minimising damage to the environment especially in residential areas.
j) To make the most efficient and effective use of scarce resources by combining different transport measures in an optimum way.
Public Transport
Public transport general
TSP1
The Council will seek to encourage the provision of improved facilities for users of public transport. Additionally it will:
A) Press for measures to help improve safety, security, and the environment at stations and bus stops;
B) Take account of the requirements of public transport users and operators when considering planning applications and in the design of new roads, highway improvements and traffic management measures wherever possible.
C) Where possible provide taxi ranks at suitable stations.
6.28 Public transport should provide greater access for all people with disabilities. People with disabilities have a right to use the public transport system and should be at the forefront in the provision of these services. At present many people with disabilities experience specific barriers which either stop or restrict their use of public transport. Planned improvements, such as the provision of seating, clearer information signs and announcements, induction loops in ticket halls and the provision of lifts, ramps and shallower steps, would remove many of these barriers and at the same time would benefit the population at large. LRT has a duty under the London Regional Transport Act of 1984 to pay due regard to the transport needs of disabled people. The Council will encourage and recommend improvements to transport operators in order that accessibility to public transport is improved.
6.29 Improved facilities can make public transport more attractive, and the Council will support the provision of better facilities at bus and rail stations and improved public transport interchange arrangements wherever possible. The design of interchanges and other public transport facilities should take into account the requirements of people with disabilities. Other measures which would be supported include the provision of more bus shelters and of adequate off-street car parking and taxi ranks at suitable stations.
6.30 Safety must always be the top priority for public transport operators and the Council will press for the highest safety standards to be maintained.
Buses
TSP2
The Council supports the provision of bus priority measures. Such measures could include bus lanes, priority for buses at signals and measures within new or improved junction schemes. Additionally it will:
A) Seek to maintain or improve accessibility of buses to town centres. Where possible it will make special provision for bus access in the design of any pedestrianisation scheme or other town centre improvements;
B) Seek to maintain or improve the infrastructure which is necessary if satisfactory bus services are to be maintained in the borough.
6.31 Road based public transport will need to have a more important role in meeting access needs in London, as the use of the private car becomes more problematic. It will provide an effective alternative to those trips which are less well suited for tube/rail, in particular specific journeys within Waltham Forest which involve more diverse travel patterns.
6.32 The Council shares Transport for London’s aspirational standard for access to bus services, whereby no property should be more than 5 minutes walking distance (400m) from a bus stop (see Figure 6.1). There are parts of the borough where this minimum standard is not being achieved. The Council will liaise with London Transport in order to ensure that the aspirational standard is met in more parts of the borough. The Council will continue to monitor the level of accessibility provided by buses and seek improvements to frequencies of existing services and the introduction of new services as necessary. It is considered essential to provide connections between the main residential, employment, shopping and recreational areas of the borough, plus schools and hospitals.
6.33 The bus is the most important means of public transport in Waltham Forest and has a vital role to play in the provision of the efficient, high quality, accessible and fully-integrated public transport system which the Council supports. It is therefore important to ensure that good bus services are provided as this affects the daily lives of many of the borough's residents.
6.34 Buses are extensively used by people making shopping trips to centres such as Walthamstow and Leytonstone. It is therefore important to ensure that buses have good access to those centres. In any pedestrianisation scheme or other improvement to the town centres, the Council will seek to ensure that accessibility for buses is maintained or improved.
6.35 The Council will oppose the closure and redevelopment of Leyton Bus Garage for other uses unless adequate alternative arrangements are available or are to be provided. If Leyton Bus Garage were to close, this would represent a loss to the borough's transport infrastructure which would undermine the need to maintain satisfactory bus services in the borough.
Safeguarding the Crossrail 2 Railway Line
TSP3
The Council will safeguard land as shown on the proposals map for the Crossrail 2 (formerly known as the Hackney/South-West) Underground Line.
6.36 The Council supports the construction of Crossrail 2 which will help to improve public transport services for the Borough. Construction of the line will involve work to be carried out in Waltham Forest and the Secretary of State for Transport has issued safeguarding directions to protect the proposed route. The safeguarded route is shown on the Proposal Map.
6.37 In accordance with the safeguarding directions (see Glossary, directions also apply to the CTRL), the Council will consult with London Underground Ltd on planning applications within the safeguarded areas. It will not permit developments which would jeopardise the line.
Pedestrians, Cyclists and Disabled people
Pedestrians and Disabled People
TSP4
In order to maintain, and wherever possible improve the environment for pedestrians and wheelchair users, the Council will:
A) Generally oppose any proposals which would result in the loss of any footpath or footway, or which would cause a deterioration in the environment for pedestrians;
B) Seek to maintain, and wherever possible improve the footpaths, footways, pavements, and pedestrian areas in the borough, and other facilities such as verges, street furniture, and street lighting which affect the environment for pedestrians;
C) Pedestrianise parts of shopping streets where possible and practicable;
D) Support the use of “home zones” in suitable residential and mixed use developments;
E) Improve pedestrian links to public transport facilities.
6.38 Walking is the most popular way of getting about the borough, but in the past, the needs of pedestrians have tended to take second place behind the needs of motor vehicles. The Council intends to reverse that trend by giving special consideration to the needs of pedestrians. Consideration must also be given to the needs of disabled pedestrians particularly wheelchair users and people with mobility or visual impairments. Obstructions on the footway, steps and kerbs can create a trip hazard for people with the above disabilities, particularly wheelchair users, as these are often difficult to negotiate if not impossible to manoeuvre around.
6.39 This policy seeks to improve the environment for pedestrians. In some cases, the level of pedestrian traffic may be high enough to warrant widening pavements at the expense of carriageway space. In all cases, careful consideration needs to be given to the use of materials, which should be of high quality and appropriate to the setting. The Council may identify other areas where the needs of pedestrians have been neglected in the past.
6.40 Another way that the environment for pedestrians can be enhanced is through the pedestrianisation of major shopping streets as a part of the Council's programme of environmental improvements. This is desirable not only because it provides a safe and hospitable shopping area but also because such schemes bring commercial benefit through increased trade. However, the Council is aware that pedestrianisation schemes can, if not properly designed, reduce accessibility for disabled people, and reduce safety by creating "dead" areas out of shopping hours. The likely opportunities for pedestrianisation in Waltham Forest are very limited, and any schemes which are proposed will be subject to further public consultation. It will be particularly important to ensure that adequate access and parking provision is made for disabled people, as well as pick-up and set-down points for taxis, dial-a-ride etc. In addition, appropriate arrangements for servicing and delivery should be made for affected premises.
6.41 The design and location of street furniture such as road signs, litter bins, lamp posts and bollards has a significant impact on the street scene. These need to be carefully designed and located so that they do not obstruct people in wheelchairs or people with prams or create hazards for people with visual disabilities. For detailed advice see the Council's "Access for All Design Guidelines". Street furniture should also enhance the street scene (see policy PSC 8).
6.42 Measures to improve road safety are closely related to proposals to improve the environment for pedestrians. The Council's overall strategy to improve safety on the Borough's roads is set out in its Road Safety Plan and detailed proposals are contained in the Interim Transport Plan.
6.43 As well as being the most important means of getting about the built-up areas of the borough, walking is an increasingly popular recreational activity. Footpaths provide access for Borough residents to the open countryside where they link up with the wider rights of way network which exists throughout the country.
Cycling
TSP5
In order to promote cycling as a healthy and efficient form of transport, the Council will:
A) Support the provision of primary cycle routes in the borough as part of a strategic cycle network for London;
B) Provide safe local cycle routes and lanes where possible;
C) Seek provision of secure cycle parking facilities at public transport interchanges, shopping centres, and adjacent to public buildings;
D) Seek to ensure that appropriate provision is made in new development for cycle parking in accordance with the Council’s standards (see Appendix 2);
E) Where necessary and reasonable, seek planning obligations to fund cycle parking, changing facilities and new/improvements to, cycle routes;
F) Improve security for cyclists;
G) Improve cycling links to public transport facilities;
H) Take account of the needs of cyclists in the design of all new roads, highway improvements, and traffic management measures, and ensure that works are completed to a high standard.
6.44 Cycling is a healthy activity which causes no pollution and conserves valuable energy resources. Like pedestrians, the needs of cyclists have in the past tended to take second place behind the needs of motor vehicles. The Council intends to reverse this trend by giving special consideration to the needs of cyclists.
6.45 In most cases, cyclists have to share roads with motor vehicles. They are, as a result, especially vulnerable to injury in road accidents, and safety must therefore be a prime consideration.
6.46 The Council supports the provision of a hierarchy of cycle routes both cycle lanes on main roads and quiet routes on minor roads. The London boroughs are developing the London Cycle Network which is over 1000 miles of cycle routes across greater London which should be completed by 2005. The Council supports this initiative and in conjunction with the Waltham Forest branch of the London Cycling Campaign has developed a network of primary cycle routes for the Borough. These will form part of the strategic cycle network for London and are shown on Figure 6.2. These routes are primarily for the benefit of the longer distance cyclist and in the main consist of the major traffic routes through the borough.
6.47 Some parts of the network have already been implemented. The borough's first designated cycle route between Chingford and Hackney was completed, as far as possible, in 1986. In 1996, cycle lanes along the whole of Forest Road and from the Billet Roundabout along the A112 to the boundary with Newham on High Road Leyton were completed, and the following year saw the completion of cycle lanes on Lea Bridge Road.
6.48 To complement the strategic cycle network, the Council has approved the principle of the development of a network of secondary or local cycle routes which are intended for shorter local journeys. As there are few opportunities in Waltham Forest to create separate cycle tracks, these routes will mainly go through quiet streets with safe crossings at major roads, cycle routes through road closures and cycle phases at traffic signals.
6.49 The theft of bicycles is a particular problem. To combat this the Council has provided a number of cycle stands within the main shopping centres and at public transport interchanges as well as libraries, swimming baths and other public buildings. These enable cycles to be locked without obstructing pedestrians or other road users and without damaging buildings or street furniture. These facilities will continue to be provided where the need is demonstrated and when opportunities arise, in accordance with the Cycle Parking Standards (see Appendix 2).
6.50 Regular, and good quality highway maintenance is beneficial to cyclists because it ensures that the road surface is kept in a satisfactory condition and prevents pot-holes from developing.
6.51 As well as being an important means of transport for necessary trips such as shopping and going to work, cycling is an increasingly popular leisure activity. Cycle routes can provide access for borough residents to surrounding areas of countryside such as the Lea Valley and Epping Forest. The Council will continue working closely with the Lee Valley Regional Park Authority to develop the Lee Valley Cycle Path (part of the Sustrans proposed cycle network) which extends the entire length of the western boundary of Waltham Forest and is part of the National Cycle Network.
Access to Industrial and Commercial Sites
Access considerations
TSP6
In order to encourage economic regeneration and the development of new industrial and commercial buildings, the Council will seek to:
A) Improve access to existing industrial and commercial areas where necessary;
B) Improve access to vacant, under-used or derelict land;
C) Improve the opportunities for the transfer of road to rail freight by encouraging the development of inter-modal freight terminals at suitable locations that can be readily served by the rail network;
D) Identify sites and suitable locations for rail freight (including existing railheads) where feasible and practicable, taking into account the wider plan objectives, these sites (where not already under the control of the railway industry) will then be safeguarded and allocated in the plan.
6.52 One of the primary objectives of the Plan is to secure economic regeneration in Waltham Forest. In order to achieve that objective, it is important to ensure that high quality industrial and commercial premises are available and that they are served by good roads and public transport links for the delivery of materials and the collection of finished goods, as well as to attract staff from residential districts.
6.53 Industrial premises are concentrated in the Strategic and Borough Employment Areas shown on the Proposals Map. The most important commercial areas are Walthamstow Town Centre and the other Principal Shopping Centres. It is expected that new industrial and commercial developments will mostly occur in the above locations and in the Temple Mills Area. In order to reduce the damaging environmental effects of road freight to and from industrial/commercial sites within the borough, the Council will encourage the development of inter-modal freight terminals at suitable locations on the rail network.
6.54 The Council will improve access to existing industrial and commercial areas whenever the need and opportunity arises. In so doing, it will seek to ensure that access is convenient for pedestrians, cyclists, people traveling by public transport, and people with disabilities. For example, cycle lanes and pedestrian links should be provided wherever possible and dropping off points for public and specialised transport services should be provided as close as possible to factories.
Reduced Off-Street Parking in Residential Developments
Car Free/Reduced Car Owning Residential Developments
TSP7
In Locations with high accessibility to public transport, within easy walking distance of Walthamstow, Leytonstone and Leyton Town Centres and within a Controlled Parking Zone, residential development will be permitted with reduced off-street parking provision as set out in Appendix 1. Car free development may also be acceptable within those centres and others if Controlled Parking Zones apply (see Figure 6.4).
6.55 Car Free Residential Developments (CFDs) will be considered both within existing controlled parking zones and where a proposal for a new zone is awaiting final implementation by the Council. As part of the Council’s strategy for demanding more sustainable car free housing, it will strive towards improving pedestrian routes (by way of ‘Safe Streets’ and environmental improvements) from these developments to existing centres/ transport nodes.
6.56 As well as contributing to traffic restraint, reducing the amount of car parking in residential development would allow higher density housing and thus more households to be accommodated in London with improved residential quality. By reducing or removing the need for off-street parking spaces, there will be greater scope for good design in the layout and landscaping of the site.
6.57 Before permitting a Car Free Development the Council would need to be sure that arrangements were in place to avoid an occupier parking on street or in other 24 hour public parking areas. This is likely to entail a Planning Obligation under s.106 of the Town and Country Planning Act 1990, that requires every first and subsequent occupier to be informed that they will be ineligible for a resident’s parking permit. The Council will however allow some limited off-street disabled parking where it is practical to implement (see Appendix 1 Car Parking Standards).
6.58 In addition to Car Free Developments, depending on the location and site concerned, higher density developments would be permitted with much-reduced, off-street parking provision in areas with good public transport accessibility. The Council has produced a Public Transport Accessibility Level (PTAL) indicator map which shows the level of public transport accessibility for all parts of the borough (see Figure 6.3). The Council will consider this map and any other indicators of public transport accessibility when assessing the level of parking provision needed for any development (see Appendix 1).
Town Centres
Town Centre Transport Policy
TSP8
In town centres and designated shopping areas, the Council will implement a range of transport measures to meet sustainable development objectives whilst ensuring continued vitality and viability of centres.
6.59 In town centres, the Council wishes to focus uses that generate a large number of trips. Focusing development there can make it easier to provide good public transport, or enable one car journey to serve several purposes (linked trips). The Council considers that transport has an important role to play in sustaining and enhancing the vitality and viability of town centres, facilitating competition and in ensuring that a wide range of shops, employment and services are provided. However the Council also recognises the competing demands for access, movement and parking by cars, lorries, buses, pedestrians and cyclists in town centres and the implications presented for congestion, pollution and parking. Furthermore if any town centre is to attract more visitors it must provide a safe, convenient and attractive environment to compete with purpose built edge-of-centre and out-of-town facilities.
6.60 As part of town centre strategies to be prepared and implemented for the borough’s centres, the Council plans to include a range of transport and parking measures. The Council accepts that different needs exist within different centres and whilst some centres may not be well served by public transport, in others there may be economic implications for overly restricting or discouraging car use. In reviewing the allocation of spaces for pedestrians, cyclists and public transport in town centres and shopping areas, the strategy will therefore identify a range of priority transport measures. These are likely to meet sustainable development objectives whilst balancing the need to maintain the attractiveness and competitiveness of town centres. The range of priority measures may include those identified below and to implement them the Council will enter into Section 106 agreements with developers:
- Provision of more direct routes to car parks, bus stops, railway/underground stations and pedestrian gateways;
- Provision of safe, convenient cycle and pedestrian routes/crossings between the town centre and residential/employment areas;
- Pedestrianisation, and traffic calming measures as may be appropriate, so as to improve road safety or increase pedestrian space and reduce air and noise pollution;
- Provision of secure, convenient parking facilities for cyclists;
- Re-siting of car parks, bus stops/stations to more convenient locations;
- Changes in the car park management/charging regime and measures to release more space for short stay use;
- Provision of an integrated public transport interchange at Walthamstow Town Centre;
- Improving rear servicing facilities and providing rear service areas to shops and other commercial premises where required;
- Provision of bus priority measures which improve access to town centres and benefit journey times and reliability.
Major New Development
Developments with Significant Transport Implications
A) To ensure that major new developments are located where good access by public transport is or can be made available. Access to such developments should also be convenient for pedestrians, cyclists, and people with disabilities;
B) The use of planning obligations as appropriate, to secure improvements/access to railway stations and to deliver more sustainable transport solutions where access by non-car modes is poor;
C) The submission of Transport Assessments and Travel Plans alongside planning applications for all new major commercial developments;
D) The submission of Transport Assessments and Travel Plans for smaller commercial development proposals which would generate significant amounts of travel in areas targeted for traffic reduction or the promotion of more sustainable modes.
6.61 The type of development proposed may necessitate the submission of an Environmental Statement, including detailed impact assessments for both air quality and noise (see Policies WPM9 &10, & paragraphs 9.34 – 9.36). Where new development would result in significant increases in people making journeys to that location it is important that public transport services to a variety of destinations are accessible and frequent within easy and safe walking distance of the site, or are capable of being made so in association with the development. That is the case particularly for retail, leisure, health and community facilities. Parking provision above the Council’s standards will not be permitted and shared use of car parks will be welcomed. Where a development would result in a significant increase in traffic congestion or increases in air pollution, the submission of a Transport Assessment will be required to evaluate the impact of a scheme (see PPG13 Transport, Annex D, as a guideline for the thresholds above which a Transport Assessment/Travel Plan will need to be submitted).
6.62 The Council, as part of its sustainable transport objectives , will encourage major developments to locate in town centres and apply the ‘Sequential Approach’ as set out in PPS6 (Town Centres and Retail Development) to ensure that this takes place. In addition, where a major development takes place the Council will consult Transport for London (includes London Transport Buses) and the Strategic Rail Authority in order to determine the appropriate level of public transport provision. Where transport impact is unacceptable, remedial measures will be negotiated and secured by a planning obligation (see Policy SP18).
6.63 The Council is actively promoting initiatives to improve access by non-car modes particularly to urban regeneration areas which are poorly served by public transport. Planning obligations will be used where possible, to improve public transport access to areas suffering from social deprivation. An important part of the Council’s regeneration initiatives is to ensure local people (particularly those living in areas of social deprivation) are able to access the new jobs created.
6.64 Planning proposals which require an Air Quality Impact Assessment, should include detailed dispersion modelling that provides detailed information on the range of transport conditions both before and after a proposed development has been built. Transport Assessments should cover all modes of transport including public transport, walking and cycling. TA’s need to positively identify and seek solutions to transport problems associated with the development.
6.65 The impact of a development on air quality is a material planning consideration; (as specified in Air Quality and Land Use Planning, DETR, 1997), this includes the direct effects from the development and indirect effects (emissions from increased road traffic stimulated by development). Any development within an Air Quality Management Area (AQMA) will have due consideration to the Air Quality Planning Guidance, the Mayor of London’s Air Quality Strategy and the London borough of Waltham Forest Air Quality Action Plan. The whole area of Waltham Forest has been designated an Air Quality Management Area.
6.66 Air quality issues do not respect local planning boundaries and planning decisions can have cross boundary air quality implications. It may well be necessary to designate cross-borough management zones, in areas where there are high levels of vehicle emissions such as the North Circular Road, Forest Road and Lea Bridge Road corridors, such cross-borough management zones to include both the built and natural environment as applicable.
Heavy Goods Vehicles
Minimising damage by heavy goods vehicles
TSP10
In order to minimise the environmental damage caused by heavy goods vehicles, the Council will:
A) Seek to ensure that developments which generate heavy goods traffic are located where adequate access is available. Such developments should make adequate provision for off-street loading, unloading, and lorry parking;
B) Seek to protect environmentally sensitive areas from the adverse environmental effects of lorries;
C) Control night-time on-street lorry parking;
D) Support the control of night-time and weekend lorry movements in London;
E) Encourage the movement of as much freight as possible by rail and waterway;
F) Give better protection to those sites and routes (existing and potential) which could be critical in developing infrastructure to widen transport choice- such as interchange facilities, allowing road to rail transfer.
6.67 Rail and water transport cause less environmental damage, use less energy, and can cost less than road transport. The Council will therefore encourage the movement of as much freight as possible by rail and waterway, although this is primarily a matter for national and regional policy. In encouraging water transport, the integrity of the water environment should not be compromised.
6.68 New developments which generate heavy goods traffic will only be permitted where adequate access is available. The preferred locations for such developments are sites which have good access to the Borough's TLRN roads which form part of the national primary road network. In addition, developments which generate heavy goods traffic must make adequate provision for off-street loading, unloading, and lorry parking. This will reduce the need for loading and unloading from the street and for on-street lorry parking, both of which delay traffic including buses.
6.69 Many areas are sensitive to the environmental damage caused by heavy lorries. These include residential and shopping areas, and conservation areas. The Council will carry out measures to reduce these adverse effects wherever possible. Such measures will include width and weight restrictions, and small area lorry bans.
6.70 The borough is covered by an on-street 5 tonne maximum gross weight night time lorry parking ban.
6.71 The Council supports the control of night-time and weekend lorry movement in London. The scheme operated by the Transport Committee for London, of which the Council is a member authority, is one way that this is being achieved.
Other Road Policies
Criteria for assessing new road schemes or alterations
TSP11
The Council will oppose any road schemes or alterations which would increase the overall capacity of the traffic corridor and/or would have an adverse effect on the local environment as a whole.
Furthermore, consideration will only be given to a road scheme or junction improvement where at least one of the following criteria are met:
A) Roadspace can be reallocated, or junction capacity increased for the benefit of buses, public transport, pedestrians, cyclists, people with mobility difficulties and environmental improvements;
B) Road safety can be improved at a location with a poor accident record;
C) It is shown to be necessary in order to remove through traffic from residential areas as part of an area wide traffic displacement and calming proposal;
D) Access to derelict, disused, or existing industrial land is required to aid commercial and industrial regeneration;
E) Access is required to new developments.
6.72 The Council supports the view that new roads and road alterations which are designed to increase the capacity of the traffic corridor are unlikely to contribute to the solution of the transport difficulties of the Borough or of London as a whole. However, in certain exceptional circumstances it may be necessary to increase the capacity of a junction for the benefit of those identified in the policy above.
6.73 The Council will only consider a new road scheme or alteration which fulfils at least one of the criteria set out in the policy above. It is possible to satisfy some of the above criteria whilst making the situation worse for others. The environmental benefit of any scheme, must significantly outweigh the disbenefits to the community.
Orient Way
TSP12
The Council will oppose any proposals to extend Orient Way northwards through the Lee Valley to provide a through route to Tottenham Hale.
6.74 The Council has promoted the construction of Orient Way in order to improve access to existing industrial estates and proposed development sites. Associated with it are the implementation of comprehensive traffic management and restraint measures in the Leyton area. In accordance with the provisions of Policy TSP11, the road, the junctions and associated traffic management measures are designed to ensure that the overall corridor capacity of the road network is not increased. The Council is fundamentally opposed to the construction of a road link through the Lee Valley to Tottenham Hale and the M25. Any such link would be unacceptable for environmental reasons, as it would have a detrimental impact on Walthamstow Marshes and Walthamstow Reservoirs, both of which are sites of Special Scientific Interest. Walthamstow Reservoirs is also part of a proposed Special Protection Area under the European Union Birds Directive. It would also conflict with the Council's policy of restricting overall capacity of the highway network.
Environmental improvements relating to TLRN Roads
TSP13
The Council will seek environmental improvements for those who live and work adjacent to the Transport for London Road Network (TLRN) roads.
6.75 As part of the national primary road network, TLRN roads are very busy and often congested, particularly in peak periods. The TLRN roads passing through this borough are the A406 North Circular Road and the M11 Link Road.
Main Road network
TSP14
The Council will seek to improve conditions on the borough's main road network (as shown on the proposals map) in order to:
A) Improve safety and security for pedestrians;
B) Improve accessibility for people with disabilities and for those less mobile;
C) Improve facilities for cyclists;
D) Improve road safety;
E) Achieve the segregation of vehicles and pedestrians;
F) Route through traffic and heavy lorries away from residential areas;
G) Reduce delay for buses;
H) Achieve environmental improvements for those who live and work on main roads.
6.76 The borough's main road network comprises TLRN roads and Principal roads (see Figure 6.5). TLRN roads are major routes in the Borough which form part of London's Strategic Road Network. The Principal Road Network comprises the rest of the more important traffic routes, most of which are bus routes. The Council is the highway and traffic authority for all the Principal roads, but any proposal affecting TLRN roads requires the approval of Transport for London (TfL).
6.77 Most of the main roads in the borough are severely congested during peak periods, principally at the major junctions. This results in through traffic seeking alternative routes through residential streets to avoid the worst of the congestion. This in turn causes poor air quality and road safety hazards in residential areas.
6.78 The Council's policy is to introduce traffic management measures to prevent or discourage through traffic from using residential streets. Junction Improvements are designed so that they improve road safety and reallocate road space to buses, public transport, pedestrians, cyclists, people with mobility difficulties, and environmental improvements. Junction and other road improvements which increase the overall corridor capacity will be opposed.
6.79 All new road schemes or alterations will be considered against the criteria set out in policy TSP 11.
6.80 The Council will also keep under review the proposals of neighbouring authorities and other bodies which affect traffic patterns and flows within the borough. It will seek to change proposals which may result in traffic problems within Waltham Forest.
Minor Roads
TSP15
The Council will seek to improve conditions on the borough's minor roads in order to:
A) Improve safety and security for pedestrians;
B) Improve accessibility for people with disabilities and for those less mobile;
C) Improve facilities for cyclists;
D) Improve road safety;
E) Route through traffic and heavy lorries away from residential areas;
F) Improve the environment in residential and redevelopment areas.
6.81 The minor road network comprises Local Distributor Roads (see Figure 6.5) and Residential roads. Local Distributor Roads are the less important traffic routes in the borough, some of which are bus routes. Their function is to distribute traffic from the main road network to the Residential roads. Residential roads are the remainder of the borough's roads
6.82 In general, these roads have sufficient capacity for the local traffic they ought to carry, but some are also used by through traffic seeking to avoid congestion on the main roads.
6.83 The Council prefers measures to prevent the use of minor roads by through traffic, rather than highway improvements which are designed to increase the capacity of the traffic corridor which would attract more through traffic with no business in the area. However, highway improvements may be required for other reasons such as the promotion of road safety, the provision of access to new development or the improvement of the environment.
6.84 A wide variety of measures will be utilised in order to improve conditions on the borough's minor roads. All measures will be designed to achieve improvements in line with the principles set out in the policy above.
Traffic Management
TSP16
The Council will seek to manage the traffic on the borough's roads so as to:
A) Improve safety and security for pedestrians;
B) Improve accessibility for people with disabilities and for those less mobile;
C) Improve access for local bus services;
D) Improve facilities for cyclists;
E) Improve road safety;
F) Reduce delays for public transport services;
G) minimise the impact of traffic on the environment;
H) Prevent or discourage through traffic from using residential areas if the majority of residents affected by the through traffic agree to the council's proposals;
I) Make the most efficient use of existing road space.
6.85 The Council monitors traffic and road safety conditions in all residential areas of the borough. Traffic management measures have been implemented in many areas, and problems have been identified in most of the remainder. The Council has approved a programme of schemes over the coming years to alleviate these problems. Residents within an area are consulted on the proposals, and a scheme is only implemented when it has the support of the majority of those affected by the traffic problem.
6.86 The types of measures which the Council can use include road closures, small area lorry bans, traffic calming measures such as road humps, the provision of pelican and zebra crossings, and the installation of traffic signals. In support of these measures, it is essential that there is more effective enforcement of existing traffic regulations, especially on bus lanes, at major junctions, transport interchanges and in town centres.
6.87 The design of traffic management measures, particularly where they involve road humps and road closures, will take into consideration their effect on people with disabilities and bus passengers, as well as the requirements of the emergency services. Where the introduction of these measures will have an impact on a bus route the Council will continue to consult with London Transport.
6.88 The Council places great importance on traffic management schemes which will prevent or discourage through traffic from using residential streets. These will improve the environment of the area and reduce road safety hazards, while allowing adequate access to the premises within each area. They will also provide convenient, safer, and more pleasant routes for pedestrians and cyclists. All traffic management proposals will be supported with an Environmental Statement, with particular emphasis on air quality impact and noise pollution where they would have significant environmental effects, as set out in the Town and Country Planning (Environmental Impact Assessment) England and Wales, Regulations 1999.
Parking
TSP17
The Council will seek to alleviate the problems of on-street parking by means of:
A) Controlled Parking Zones;
B) Giving priority for parking space, where possible, to residents, shoppers, people with disabilities, and short-stay parkers;
C) Providing off-street car parks in commercial centres, where appropriate;
D) Making specialised provision to meet the needs of disabled persons in public off-street car parks, near disabled persons' homes and at public buildings;
E) Providing, where necessary, parking laybys and other preventative measures in order to minimise obstruction;
F) Ensuring that proposals for which planning permission is required should make the appropriate provision for off-street parking in accordance with the council's car parking standards (see Appendix 1);
G) Generally opposing developments which are likely to result in parking which would obstruct bus routes and other main traffic routes;
H) Introducing more car free/reduced off-street parking developments in areas where on-street parking controls are in place.
6.89 People with disabilities need specialised provision, and the Council designates convenient spaces in public off-street car parks for their exclusive use. Where necessary, special parking bays will be marked on-street near a disabled person's home. In addition, dropping-off places for use by people with disabilities will be considered.
6.90 The Council will insist that proposals for which planning permission are required should make the appropriate provision for off-street parking in accordance with the standards set out in Appendix 1. In some cases it may be necessary to refuse planning permission where no off-street car parking can be provided. However, Government guidance suggests that the level of off-street parking can be more significant than the levels of public transport provision in determining means of travel. The Council therefore as part if its review of parking standards, has taken into account guidance as set out in PPG13, RPG9 and PPG3 which recommends reducing off-street car parking especially in town centre locations.
