Introduction · 2007. 1. 25. · Many trips made to Heathrow are on public transport using the Heathrow Express from Paddington, ... between trips on different transport modes. Category

HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT SUPPLEMENTARY PLANNING DOCUMENT

02INTRODUCTION

04HILLINGDON OVERVIEW

08 DESIGN PRINCIPLES

30GOOD PRACTICE EXAMPLES

32APPENDIX

RELEVANT PLANNING POLICIES AND OTHER DOCUMENTS

36REFERENCES

37GLOSSARY

01

Contents

London Borough of Hillingdon Transport Interchanges

This Supplementary Planning Document has been produced jointly by London Borough of Hillingdon and Mouchel Parkman, West Hall, Parvis Road, West Byfleet, Surrey

11..00 This document sets out design principlesfor transport interchanges within Hillingdon.The principles support sustainable transportand development, recognising the partHillingdon plays as a network of towns,suburban centres and villages in outerLondon.

� Sustainable urban growth must be basedaround good public transport links toreduce the need to use the car for localtrips and commuting;

� High quality transport nodes encouragewalking to and use of these facilities; and

� Development close to transport nodes is efficient and equitable and provides a mix of choices in land use andaccessibility.

� And a holistic view to improvingHillingdon’s environmental quality of life byensuring levels of pollutants are minimisedwherever possible.

11..11 Transport interchanges are extremelyimportant in facilitating travel without a caras by their very nature they are the placesthat can be reached most easily. Thismeans they are suitable for thedevelopment of major employment, retail,leisure and other facilities that peopleneed to reach from a wide area and so

this guidance concentrates on how theseinterchanges should be designed anddeveloped.

11..22 At interchanges development shouldcreate places that are well-used andwhich become places of enduring value.They should also provide transportchoice and provide the basis for goodquality places to live and work. Thisrequires consideration of designprinciples that co-ordinate transport anddevelopment together.

11..33 This document recognises the need forsustainable growth in Hillingdon aroundboth public transport interchanges andcorridors through the development ofTransport Development Areas (TDAs). Itdefines key design principles for TDAsand provides guidance on how to applythese principles, both on private land andthe wider public realm of the street.

Introduction


02

HILLINGDON DESIGN AND ACCESSIBILITY STATEMENT TRANSPORT INTERCHANGES

Better walkingenvironments aroundinterchanges benefiteveryone

Purpose of the Document

11..44 This document has several uses:

� To help form the basis of developmentcontrol decisions on planning applicationsin the identified transport corridors and atinterchanges, and in deciding on thenature of public realm improvements inthese areas;

� Information for transport operators /providers and public transport agencieson transport access and developmentsynergy in Hillingdon; and,

� Information for the Greater LondonAuthority, adjoining planning authorities,statutory planning consultees anddevelopers on how LB Hillingdon willinterpret the Mayor’s London Plan andMayor’s Transport Strategy in respect oftransport interchanges.

Introduction


03


Policy ContextNational and London

� Sustainable patterns of developmentenable better access to jobs, educationand other local services;

� Trip generating development should befocused in town centres as these are themain transport hubs;

� Mixed development is key to reducing theneed to travel and maximise opportunitiesfor using other modes; and,

� London to become a walking friendly cityby 2015.

� The main mode of transport in Hillingdonis the car and vehicle congestion isincreasing.

� The Borough is mainly suburban with low public transport accessibility levels.

� There are significant areas of designatedland use and large areas of green space.

� The main housing type is low density,interwar and owner-occupier.

� Rail transport is provided mainly by theMetropolitan, Central and Piccadilly linesin the north of the Borough and by FirstGreat Western services through Hayesand Harlington and West Drayton.Heathrow is serviced by the HeathrowExpress, tube (Piccadilly line), bus and taxiservices.

� Key interchanges are identified atUxbridge and Hayes and Harlington andat centres with stations.

� Main transport corridors are identified withpriority bus routes running along heavilytrafficked vehicular routes.

11..66 Hillingdon has grown from a set of vil-lages which form the heart of the boroughsdistrict and local centres. Public transportlinkages between the centres are often brokenand not exploited to their full potential. Orbitalpublic transport in Hillingdon and WestLondon is poorly developed.

11..77 Hillingdon as a Borough is currently verycar-reliant and continues to have the highestcar ownership among London Boroughs.There are several strategic roads that bringtraffic from the wider area to accessemployment areas and Heathrow or to pass through to inner London destinations.The Borough is characterised by its low-density inter-war suburbs, including severaloriginal London County Council housingestates. Within the suburbs there is somemixed land use, increasing the need to travel to get to shops and services.

Hillingdon Overview


04


Low density, suburbanstreet in Hillingdon. Someare not close to localfacilities, necessitatingtrips by car.

11..55 Transport policy is set nationally,regionally and locally to encourage greater useof sustainable transport modes of cycling, bus,tram, canals and rail. Central to all these policyaspirations is the need to create a goodwalking environment providing good places,both for access and for quality of life. Relevantplanning policies supporting the principles inthis document are set out in the Appendix(p.34-37).

Retail uses in the centreof Uxbridge, well servedby public transport

11..88 There is little synergy between transportinterchanges and land uses, except inUxbridge town centre where recent newdevelopments have helped in providing awalking environment conducive to linking tube,bus and other modes of travel. The PublicTransport Accessibility Levels (PTALs) inHillingdon never exceed Level 4 except inUxbridge town centre, parts of Hayes andRuislip town centres1.

11..99 Heathrow, the world’s busiestinternational airport, is in the south of theBorough and its importance as a multi modaltransport interchange has nationalsignificance. Many trips made to Heathroware on public transport using the HeathrowExpress from Paddington, the Piccadilly lineand bus, although many employees andvisitors travel to Heathrow by car.

Transport Interchanges in Hillingdon

11..1100 In developing this design guidance, adistinction has been made between transportinterchanges as nodes where several routesmeet, and public transport interchanges along

public transport corridors. This is necessary asthe design principles, treatment and type ofdevelopment differ substantially for each.Interchanges have been categorised by type,based on level and capacity of servicesprovided for, network linkage, and catchmentarea.

Category A: Heathrow, Uxbridge and Hayesand Harlington Interchange - The Intermodaltransport interchange for London - BestPractice guidlines (TfL et al 2001) state that‘Interchange occurs when people transfer fromone mode to another, or between two servicesof the same mode. In addition people join orleave the public transport system on foot, bybicycle, motorcycle and car. Transportinterchanges can be defined as: the placewhere you change between modes or servicesor a purpose built facility to improveinterchange quality.

11..1111 At Category A stations, the modal splitranges from air, rail and underground, tovehicles, buses, cyclists and pedestrians.Heathrow, Uxbridge and Hayes and Harlington

Hillingdon Overview


05


Category B – Ruislip Station

Category A – Heathrow Airport

1 Note: In “The Mayor’s draft London Plan, Report to the Association of Local Government –

Areas of Intensification, MTRU, January 2003, it states that the current PTAL system is not

sufficient to measure site accessibility outside Central London because the process

measures accessibility to the nearest access point to the public transport system and does

not take account of where people may wish to travel. Within Hillingdon, many public

transport routes terminate and this limits the opportunity for multi-directional travel.

are all interchanges of strategic or sub-regionalimportance in respect of bus to railinterchanges. Hayes and Harlington stationhas regional transport catchments althoughtrain services are not as frequent as would beideal for such a category. Heathrow is a specialcircumstance since its catchment as aninternational airport is very different to otherCategory A interchanges. Its transport needsrelate solely to access for either onward travelor employment.

Category B: Stations at Northwood, Hillingdon,Ruislip, West Ruislip and West Drayton.

11..1122 At Category B stations, the modal splitranges from rail and underground, to vehicles,buses, cyclists and pedestrians.

11..1133 They serve district wide and localcatchments, mainly providing bus and LondonUnderground services. They are important forgetting to work and services, and have spin offbenefits to providing people with theopportunity to use local or town centrefacilities, shops and businesses. At

interchanges, they often provide a place to waitbetween trips on different transport modes.

Category C: All other stations.

11..1144 At Category C stations, the modal splitranges from rail and underground, to vehicles,buses, cyclists and pedestrians. These stationsprovide an important role for commuters andlocal businesses but are unlikely to play a majorrole in providing transport access to the widerfacilities in the local retail area.

Category D: Major Bus Corridors

� Uxbridge Road corridor (Bus 207 andexpress route 607)

� Station Road / Coldharbour Lane (Bus140)

� Cowley Road / Uxbridge Road

� Long Lane and Harlington Road

� Ickenham Road to West Ruislip

� Yeading Lane / Coldharbour Lane /Uxbridge Road

Hillingdon Overview


06


Category C – Ickenham Station

Buses operating at Ruislip Station

11..1155 Buses provide the most comprehensiveform of public transport in the borough, servingdiverse local journeys and a wider range oflocations. They provide access to employment,shopping, education, health and otherfacilities, and linking town centres and railstations for travel further afield. The majority of bus users reach stops by foot and walkingto bus stops features extensively along existingbus networks.

Category E: Other Bus Stops

11..1166 In locations where there are bus stops,mainly in residential areas, minimum designand accessibility principles will be applied.

A Transport Development ZoneFramework

11..1177 There are opportunities to makeimproved linkages between some of thesatellite areas around Uxbridge which wouldimprove connectivity, orbital travel and build onkey bus routes and help to intensify, in a

Hillingdon Overview


07

sustainable manner, what is presently lowdensity suburban housing and help provide thecatchment for the operation of expanded publictransport services. Illustrated in Figure 1 are themain interchanges and transport links inHillingdon.

11..1188 The corridors link the interchangesforming a concentrated ‘Transport Zone’ wherevarying degrees of development can bepromoted without generating a proportionateincrease in road traffic and parking demand. Trip-generating development will be sought in these areas, while keeping developmentpressure away from areas with lower publictransport accessibility, thereby reducing the level of car use.


Transport Interchange (Category A)

Transport Interchange (Category B)

Transport Interchange (Category C)

Priority Public Transport Corridor (Category D)

All other public transport stops not shown (Category E)

Figure 1The Transport Development Zone for Hillingdon

This section sets out the design principles for interchanges in Hillingdon. The designprinciples are intended to supportdevelopment related to the public transportnetwork. The concept is to encourageappropriate development at transportinterchanges and transport corridors, withdesign and the public realm at the forefrontto benefit the interchange facilities and thewalking environment immediately around it.

Design Principles


08


Design Principles


9


Figure 2The Movement Network and Development Density

Figure 3Relationship of Movement Routes to Interchange

Main Movement Routes

Interchange

High density

Medium density

5 minute walk

High density

Medium density

Low density

Main public transport movement routes

Other streets

Transport Development Areas (TDAs)

22..00 The design principles promote TDAs asthe principal means of securing a well-designed, higher density development aroundgood public transport nodes in towns andcities. Figure 2 illustrates the relationship thatshould occur between transport interchangesand surrounding development.

The interchange should provide high qualityand high density development with low levelsof parking at Category A and B interchanges.These are the locations most appropriate forintensive land uses such as office, retail, andleisure which attract or generate a largenumber of trips.

In the surrounding areas medium density andmedium parking levels are more appropriate.Moving away from the centre, the density ofdevelopment will be expected to decrease aspublic transport accessibility also reduces.Within all areas there should be good

movement routes and walkable streets thatshould achieve the 5 'Cs'; comfortable,connected, convenient, conspicuous andconvivial2.

2 Making London a walkable city – The Walking Plan for London, Transport for London February 2004

Design Principles


10


22..11 Figure 3 shows in more detail how thestation should interact with the surroundingarea and with the local movement network.The ability to move directly to and fromlocations as well as move in other directionsshould be possible. Providing direct routesincreases the opportunity for people to usepublic transport.

22..22 The design approach for newdevelopment should be proactive in influencingpeople’s decision to walk or cycle. TheTransport Development Area (TDA)3 conceptpromotes well designed, higher density,mixed-use areas situated around good publictransport access points in urban areas. Thisshould involve a range of stakeholders who, ifon board from the outset, should be able tofacilitate planning and design, land assembly,funding and define a delivery mechanism toachieve it.

22..33 There is considered to be scope withinHillingdon to develop the TDA concept as ameans of addressing the high level of relianceon the car and issues associated with lowdensity development around some transport

Higher density residentialdevelopment at Ruislip Station– a good example of a Transport Development Area.

nodes. Table 3 (p.29) provides a checklist forfacilitating this process.

The promotion of TDAs will be focused onCategory A locations and will be considered inCategory B locations on the basis of anassessment of the impact on the establishedappearance, character and capacity of thearea. Planning policy controls, ConservationAreas, Listed Buildings and Historic Parks addvalue and character to the visual amenity of anarea, therefore the application of TDAprinciples within Category A and B locationsmay be unacceptable.

22..44 Application of TDA principles elsewherewill only be considered should there be asignificant increase in public transportaccessibility levels at those locations. Smaller,modest changes in residential density and theprovision of local mixed uses in othercategories of locations – on priority corridorsand around bus stops, local interchanges aswell as at other town and local centres – maybe acceptable but will need to remainconsistent with the appearance, character andcapacity of the area.

3 The Royal Institution of Chartered Surveyors published research in 2001 into the

feasibility of setting up Transport Development Areas (TDAs), in conjunction with the

Department of the Environment, Transport and the Regions.

Design Principles


11


Figure 4Public Transport Corridors

Catchment Limit

Transport Corridor

Bus Station / Interchange

Bus Stop

Catchment

22..55 To encourage the provision of publictransport in the Borough, there needs to be anadequate catchment to support it. Publictransport providers are more likely to operate ifthe economic viability of a route is moreassured. The Urban Design Compendium4

advises that a bus route will be viable if thereare enough people within a 400m radius ofeach stop5.

22..66 In Hillingdon, many low density suburbsdo not provide sufficient passengers tosupport high frequency public transportservices. Intensification over and above whatcan be supported by the PTAL and capacity ofthe area will only be considered where publictransport services are physically expanded.

In some instances, it may be appropriate fordevelopers to provide s106 contributions tohelp bring about an increase in public transportand road capacity.

4 Urban Design Compendium,

Llewelyn-Davies for English Partnerships and the Housing Corporation, August 2000

5 Note: A density of around 80 persons per hectare provides a catchment of 2000

people per stop. Information from Urban Design Compendium, Llewelyn-Davies for

English Partnerships and the Housing Corporation, August 2000

Design Principles


12


Figure 4 demonstrates housing density aroundbus stops and bus stations, related to walktime, located along public transport corridors.Around bus stations or larger categoryinterchanges, the catchment will be widersince more services and routes will beavailable. This also means that any newdevelopment should be at a higher densitywithin these catchment areas, providing thepatronage for the public transport network.

Mixed uses 22..77 To make places more liveable andsustainable, there needs to be a genuine mix ofland uses. Providing a variety of uses createsmany benefits such as variations in buildingtypes and the attraction of people at differenttimes of the day. The particular mix to beadvocated should again be related to thedegree of public transport accessibility.

22..88 Category A interchanges have sufficientinbound accessibility to make themappropriate locations for a wide range of tripattracting uses, which should therefore beprominent in the mix within the 400-500 metrecatchment area. At Heathrow a mix of uses willbe more difficult to achieve with such a largeprimary land use and the wish to limit mosttrips to the Heathrow area to employees andthose using Heathrow for travel purposes,given the congestion and air quality problemsin the south of the borough.

22..99 Further away and at the lesserinterchanges, the mix could incorporate higherdensity residential (other than at Heathrow)grading to lower density further from the centreof the interchange.

Connections22..1100 Providing good, safe and comfortableconnections for public transport users,pedestrians and cyclists has the benefit

“The Chimes” – Retail uses at Uxbridge Station

No direct pedestrian crossing to West Ruislip Station

Design Principles


13


of creating a place that is easy to move around.Easy, direct access to public transport facilitiesfor pedestrians and cyclists is also vital toencourage greater use. This can be done byproviding routes that follow desire lines toencourage walking and cycling, by providingwell overlooked routes bordered by activefrontages (i.e. rather than back streets andpassages), good paving, lighting and signing.Street layouts should form a well connectedhierarchy and avoid cul-de-sacs for all but thevery smallest developments within theTransport Development Zone.

Residential Density22..1111 In national and London Plan policyguidance, it is recognised that development atpublic transport interchanges should beintensified. Residential density levels need torespond to location e.g. town centre toneighbourhood centre, and distance from aninterchange in that centre.

22..1122 Along public transport corridors theprinciple is the same, but the gradation ofdensity that can be achieved is affected by theproximity of stops along the corridor and thenature of the primary transport mode along thatcorridor.

22..1133 The residential density ranges thatshould be considered are set out in Table 1.The high density range will apply to the publictransport accessibility of the area. It should benoted that these density ranges have been setat a strategic level in the London Plan. Actual densities need to take full account of the need to provide a satisfactory residentialenvironment within the site, respect the settingand character of the local area and have fullregard to the overall public transportaccessibility of the area. PTAL scores are a useful starting point for evaluatingaccessibility, in terms of assessing density fornew developments but the Council will alsotake into account a range of other accessibilityfactors including the number and direction oftravel destinations available and the time takento reach these destinations from the site.

Residential development withinwalking distance of Ruislip station

Design Principles

14


Table 1 Residential Density Ranges within Transport Zones

HILLINGDON RESIDENTIAL DENSITY RANGES (FIGURES IN UNITS PER HECTARE - UPH)

Houses detached /semi-detached

Houses terraced houses and flats

Flats

High Density(Urban Location / HighAccessibility PTAL 6-4)

55-175 55-175 165-275

Medium Density(Suburban Location / HighAccessibility PTAL 6-4)

50-110 50-110 80-120

Low Density(Suburban Location / LowAccessibility PTAL 3-2)

35-65 50-80 50-80

Remote Sites(Suburban Location / LowAccessibility PTAL 2-1)

30-50

Parking Provision 1.5 - 2 spaces per unit 1-1.5 spaces per unit 1.5 spaces per unit

Based on the London Plan, GLA, February 20046

Employment Densities22..1144 Employment densities refer to theaverage floorspace per person in an occupiedbuilding and are important in making land useand transport planning decisions, since theyindicate the number of employees entering and leaving a building.

22..1155 A minimum floorspace density of 19 sqm / worker within an 800m catchment of aninterchange should be allowed for7. Major B2,B8 and some Sui Generis employment uses willnot be permitted at Category A and Binterchanges. This applies to general purposebuilt offices as this is the most appropriate typeof employment development at interchanges inHillingdon. Land uses that require lessfloorspace per worker would be better located8

some distance from interchanges, althoughconsideration of how this is served by publictransport will still be required.

Design Principles


6 Cross refer to the HDAS Residential Guide

7 Employment Densities: A Full Guide Final Report, Arup Economics and Planning for English Partnerships and the Regional Development Agencies, July 2001

8 The average floorspace per worker, the amount of floorspace that an employee needs to do their job

(Subject to PTAL)

Design Principles


15


they should not incorporate more than 1 space per flat (including visitor parking). Parking standards for other uses will also be expected to be minimised at Category A,Category B and Category C locations. Specific parking levels will be based on theCouncil’s parking standards, having regard to the London Plan, site PTAL and otheraccessibility factors, and will be included in thecouncil’s emerging Local DevelopmentFramework.

Car parks 22..1188 The area within the walking catchmentof interchanges is a finite and valuableresource, because this is where high densitydevelopment can be supported withoutreliance on the car. Consequently, space solelyfor car parking should be restricted, anddemand for it managed through a mixture of time controls and site parking charges.Undercroft or multi-storey parking should beprovided for on larger schemes unless it can

be demonstrated that this cannot be physicallyaccommodated within the site.

22..1199 Whatever parking is provided, whetherexisting or new, it should be secure, well-lit andclearly sign-posted. Such facilities will be mostappropriate to shopping areas and will need to be accessible for the mobility impaired.

Parking standards 22..1166 Within areas around Category A, B andC public transport interchanges, parkingprovision at new developments should belower than elsewhere. This is supported by national and local policywhich recognises that close proximity toalternative modes allows for more transportchoice and lessens reliability on the car as thesole means of completing a journey.

22..1177 Table 1 above sets out the appropriateparking standards from the London Plan fordevelopment by house type. Parking provisionof up to 1.5 spaces per flat may be necessaryin some locations in Hillingdon given publictransport accessibility, low density land useand the continued high dependency on thecar. Predominantly flatted schemes are themost appropriate development at majornodes as they require less parking provision;at interchanges with higher PTAL locations

Design Principles


16


Public Realm Principles

22..2200 Public realm design principlesconcentrate on the walking environment, howpeople get to the interchange, how theytransfer from one mode to the other, and whatthey do when they wait. Transport for London(TfL) recognises that improving interchanges is key to promoting the use of public transport.Guidance is contained within the TfL document“Intermodal Transport, Interchange for London,Best Practice Guidelines”, January 2001 (Issue 1) to which this guidance refers andmore specifically, within the Public Realmsection of the HDAS.

The public realm design principles relate to different catchment areas beyond eachcategory of station reflecting the priorities thatpedestrians and cyclists have in reaching theinterchange. This is illustrated in Table 2.

22..2211 The catchment distances on foot can inpractice be extended where walking conditionsare particularly favourable and attractive.

22..2222 Equally, they may be restricted wherewalking conditions are of poor quality ordangerous due to a traffic dominatedenvironment or paths that are poorly lit or withinadequate surveillance. Barriers to movementthat restrict the 10 minute walking zone should be breached (e.g. connecting cul-de-sacs,footbridges over railways etc). And steps to achieve this may be required as part ofsubstantial new development proposals.

22..2233 The walking environment should beappropriate to the Category of the interchangeor corridor stops. In Category A catchmentsthe centre zone will have very high qualitypaving, street furniture and lighting. A CategoryC interchange centre will concentrate on beingsimply paved and furnished, but always laid outfor pedestrian comfort and convenience andaccessible to all groups.

When designing the public realm it is easy toprovide too much signage, street furniture and

a range of other items. It is important thoughthat these spaces do not become obscured by clutter. This will be counter-productive andcreate a confusing place of poor quality whichis neither navigable for those with mobilitydifficulties nor easy to understand. A co-ordinated approach towards theinterchange as a whole, whether in a node orcorridor, provides a well-structured andcoherent environment. TfL has producedguidance on standard inter-modal signing forLondon. Developers will be expected to makefinancial contributions to, or in majordevelopments to provide public realm provisionin accordance with the Public Realm section ofthe HDAS.

Facilities for waiting 22..2244 At interchanges there needs to befacilities that allow people to wait in comfortand safety for their connections and provideservices they may wish to use. This includesshelter, seats, clocks, telephones, toilets,information, cash machine etc. Creating activeplaces also increases feelings of security withinthe interchange and is used over a longerperiod of the day.

Design Principles


17


Table 2 Application of Public Realm DesignObjectives by Interchange Category

CATEGORY OFINTERCHANGE

USER OBJECTIVE APPLICATION OF PUBLIC REALM DESIGN PRINCIPLES

Node A People want to reach the interchangesafely and be comfortable whenarriving. Expectations of theinterchange will be greater as it ismore of an experience than just afunctional requirement.

Application: up to a 10 minute walk time around the interchange. At the interchange, the interchange area should be safe, comfortable fortransferring between types of transport, and be comfortable for waiting,perhaps with other services to make this more pleasant. 0-400m – Identity andconviviality become important. More mixed land uses, active street frontagesand wider pavements become the norm. 400-800 m – The priority is on wellconnected, conspicuous and well overlooked routes, with good crossing pointsand linkages to a fine grained, vibrant street pattern.

B People want to reach the interchange safely and be comfortable when arriving.

Application: up to a 5 minute walk time around the interchange. At the interchange, the interchange area should be safe, comfortable fortransferring between types of transport, and be comfortable for waiting,perhaps with other services to make this more pleasant. 0-400m – Identity andconviviality becomes important. More mixed land uses, active street frontagesand wider pavements become the norm. Nearby streets should be wellconnected, conspicuous and well overlooked, with good crossing points andlinkages.

C People want to reach the interchange safely.

Application: At the interchange. The interchange area should be safe,comfortable for transferring between types of transport, and be comfortable for waiting. Nearby streets should be well connected, conspicuous and welloverlooked, with good crossing points and linkages.

Corridor D/E People want to reach the interchange safely.

Application: At the interchange. The interchange area should be safe,comfortable for transferring between types of transport, and be comfortable forwaiting. Nearby streets should be well connected, conspicuous and welloverlooked, with good crossing points and linkages.

22..2255 The provision of other facilities such asshops, places to buy food and drink, and cashmachines allows people to make productiveuse of the time whilst waiting for their nextservice. This type of service can also be usefulfor people living and working in the surroundingarea. Guaranteed footfall from the interchangemay make this an attractive proposition forpotential vendors.

Facilities for Buses22..2266 Provision for buses at interchangesshould incorporate several key attributes.Services provided should be safe, comfortableand convenient. Bus stops, where possible, should be placed at the front of the station in a prominent position, not demoted to therear. Direct sight lines between modes areimportant, and the main station entranceshould be on the main adjacent street frontage.

22..2277 Private car access should be given alower priority, and only if space allows.Walkways and waiting areas, directionalsigning and information for other services andmodes should all be clearly and simply laid out.

22..2288 Bus stops and interchanges shouldallow for full accessibility for all, withoutrecourse to separate ramps. Many Category Band C interchanges in Hillingdon are at roadbridges where there is a need to transfer fromtrain to the street as quickly and smoothly aspossible. This may necessitate lifts. In anyevent, the direct street linkage should alwaysbe provided for the pedestrian by steps if needbe. Countdown, the London Bus real timeinformation system should be developedacross the whole bus network and Section 106contributions will be sought to enable this aspart of major developments. At some businterchanges in London, it is not unusual tohave a full range of facilities such as a shopkiosk, Automated Public Convenience andReal Time Information (RTI). This should beensured at all interchanges, but particularly atthose in Categories ‘A’ and ‘B’. The provisionof RTI is important in providing up to dateinformation to waiting passengers.

Design Principles


18


The Bus Station in Uxbridge

The Bus Station at Heathrow Airport

Facilities for cyclists22..2299 At interchanges, facilities need to beprovided for cyclists to lock and store theirbikes if users are changing modes. Facilitiesshould be secure, protected from weather andwell lit. Sheffield stands will usually be mostappropriate, or if there is a local style thisshould be adopted for consistency andcontinuity9. In some locations there may bescope for enhanced facilities such as cyclelockers, although this is only likely to be inCategory A stations, for example where naturalsurveillance is poor.

22..3300 Wherever possible, new cycle routesshould connect with the London CycleNetwork and follow cyclist's desire lines. TheLCN does not currently have good coverage inHillingdon and opportunities should be takenwhen they arise to increase provision forcyclists. S106 contributions may be sought, inthis respect, as part of any majordevelopments. At nodes and along public

transport corridors, crossing facilities andadvance stop lines should be provided toprovide a safer environment.

Facilities for taxi and kiss and ride22..3311 Ranks for taxis should be provided thatare convenient for passengers10. They shouldbe well lit and accessible for all.

22..3322 At transport nodes, parking for thedisabled should be accommodated inlocations that are close to the entrance of thestation. Priority should generally be given toaccess between bus stops and stationentrances, since in most situations buses servea greater number of interchange passengersthan taxis. It may also be appropriate toprovide a set down point for 'kiss and ride',although priority should be given to essentialcar users. This could also serve as a waitingplace for people being picked up from theinterchange.

Design Principles


19


Signage, information and wayfinding22..3333 Routes should be clearly signposted toenable passengers to quickly identify wherethey are going and provide easy bus stopfinding information. The use of signs can becreative and use techniques such as arrows onthe floor, tiling, or mirror the architecturalfeatures of the station. Maps of the locality andaddresses of key public and commercialfacilities should be prominently displayed atpoints of arrival and disembarkation. Real time information for bus, tube and rail, and information points should be provided at all interchanges.

Signing should take account of sensoryimpaired people and ensure that easilyrecognisable symbols are used for tourists andvisitors who may not necessarily speak English.

Security and conspicuousness22..3344 Improving safety at interchangesinspires confidence and people may be morelikely to use them. The best way to achievehigh levels of security is to provide intensive

9 See HDAS Public Realm Guide10 Taxi ranks at major interchange – Best Practice Guidelines, Transport for London,

March 2003

Accessibility 22..3355 Interchanges should be fully accessible for the mobility or sensory impaired andproposals should comply with the DisabilityDiscrimination Act 1995 and the requirementsof the Accessible Hillingdon section of theHDAS. Wherever possible, the station shouldprovide step free access by providing lifts to allplatforms. Other measures include tactilepaving at the platform edge and ensuring thatstaff are on hand to assist when required.

Within the public realm, measures can betaken to enable a better level of accessibility,such as providing tactile paving at crossings,raised kerbs at bus stops and dropped kerbsat junctions12.

Design Principles


20


mixed use development at interchanges thatgenerates pedestrian activity at all times.Establishing active frontages which overlookthe interchange provide opportunities fornatural surveillance. Other secondarymeasures include improving lighting to towncentre standards11, and in all Category A, Band C interchanges, providing CCTV. S106contributions may be sought, in this respect, as part of large developments.

Clear signage atHillingdon Station

11 See British Standards for street lighting12 Cross refer to the design statement on accessibility for detailed information of

providing a more accessible environment.

Ancillary activities22..3366 To make interchanges more interestingplaces, it may be appropriate to introducesome form of public art, providing an extralayer of quality. This can provide a landmarkfeature within a development which contributesto giving a place character and identity. Thepublic space may include events and place-specific installations and performances, as wellas permanent fixed objects. This leads to“animation” of the public spaces and generatesinterest as well as greater security.

22..3377 It may also be appropriate to make avisual statement through the architecture of theinterchange building, through a Percent for Artas sought by the London Plan, or through otherdistinguishing features to provide a strongnodal identity for the station. This should ofcourse integrate with the local urban contextand respect any Conservation Area or otherplanning designations.

Illustrative examples of Interchanges inHillingdon: Categories A-E22..3388 Illustrative sketches are set out whichshow the public realm principles being appliedin practice at each category of interchange. Thesketch zooms into the interchange area only,showing how it is intended that these operateand interact between transport modes and thepublic realm. The design seeks to make theplaces easy to get to and move through, andreinforces them as places with a clear imageand being very easy to understand.

Design Principles


21


22..3399 At Category A stations, the full rangeof facilities should be provided to supportexisting as well as future passengers. Theadjacent sketch illustrates how the facilities fortrain, bus, taxi, cycling and walking mayinteract. The provision of a public or eventspace is included which provides for identityand a sense of place. There could also bepieces of art in this space. Waiting facilities areprovided in the station building and signing isclear and legible. Layouts should avoid blindcorners where litter and informal storage mayoccur or that might encourage anti-socialbehaviour. Pedestrian connections to the sideor rear of the station should be encouraged bymaking them broad, well overlooked andattractive routes. In terms of the public realm,the space should be high quality and be able tofunction coherently. Direct sight lines play a keyrole in allowing people to utilise the interchangeand helps to create a place that works. Wide,signalised crossings are provided in the rightplaces to allow people to utilise the services

Design Principles


22


Segregated bus & cycle lanes

Wide signalised crossings

Well-lit overlooked streets

Bus shelters with real time information

Bus stops with shelters / information

Art

Event space / public space

Wayfinding / signage / local information

Tree planting

Cycle stands (could be covered)

Covered waiting area for taxi’s and kiss & ride

High quality pedestrian connections

Category A illustrative sketch

around the interchange and to provide a safe pedestrian environment. Depending on demand, there may be opportunities forproviding concessions within the space, suchas a flower stall or a newspaper kiosk.

22..4400 The sketch (Category A) also shows thetypes of development that would be suitableadjacent to the interchange.

22..4411 At Category B stations, see adjacentsketch, a similar level of model interaction isenvisaged as Category A, albeit on a reducedscale. This is the train, bus, taxi, cycling andwalking. Furthermore similar levels of waitingfacilities should also be provided. The public orevent space is omitted due to spaceconstraints at Category B stations inHillingdon.

Direct sight lines still play a key role as doesappropriate development at these locations.

Design Principles


23


Segregated bus & cycle lanes




Bus stops with shelters / information

Art

Mobile kiosk

Wayfinding / signage / local information

Tree planting

Cycle stands (could be covered)

Covered waiting area for taxi’s and kiss & ride

High quality pedestrian connections

Category B illustrative sketch

22..4422 Within Category C stations the scopeof facilities is reduced. However, there shouldstill be space for interaction between allmodes. The adjacent sketch showsalternatives for the siting of a “super bus stop”.This facility provides a waiting area for busesbut also a kiosk, a toilet and real timeinformation.

22..4433 The public realm, as before, is highquality and pedestrian focused with crossingsprovided at appropriate locations allowing forgood connectivity with the surrounding areaand more ease of movement.

22..4444 In terms of development, this has areduced scope and would probably relatemore to retail and residential uses. CategoryC stations may not have capacity to cater forpassengers travelling to major trip generatinguses and the potential to upgrade alternativemodes will need to be considered in theselocations where substantial newdevelopment is proposed.

Design Principles


24





Bus, taxi, kiss & ride and disabled parking area

Options for location of super bus stop facilities (a-c)

Wayfinding / signage / information

Streetscape improvements (trees, seating etc.)

Cycle stands

Category C illustrative sketch

22..4455 At Category D locations, the adjacentsketch shows how the area around a bus stopon a transport corridor would operate. Typicaluses in these areas include both residential andretail.

Bus shelters, with real time information, areprovided and direct, unstaggered signalisedcrossings allow safe pedestrian movementbetween bus stops going in each direction. To allow for bus priority, bus lay-bys are notprovided; buses stop at the kerb allowing themto pull out ahead of vehicular traffic.

22..4466 The local area should be characterisedby walkable streets to allow for a greater levelof connectivity and to encourage people towalk to the bus stop.

Design Principles


25




Wide signalised crossing points

Category D illustrative sketch

22..4477 Category E locations, as shown onthe adjacent sketch, are local and thepredominant land use is residential. A busshelter with real time information facilities isprovided and a direct crossing, with island, for pedestrians. The local area should becharacterised by walkable streets to allow for a greater level of connectivity and to encouragepeople to walk to the bus stop.

22..4488 Set out in Table 3 are the principles tobe employed at transport interchanges whichshould be read with reference to the textabove. Table 4 sets out principles forTransport Corridors.

Design Principles


26




Crossing points with island

Category E illustrative sketch

Design Principles

27

DEVELOPMENT PRINCIPLES PUBLIC REALM PRINCIPLES

Description DensityProfilefromcentre to800m

ParkingStandards

Land UseMix

TrainFacilities

BusFacilities

CycleRealm

Pedestrian Realm

Category AUxbridge andHayes &Harlington,

Node at astrategic towncentre

High tomedium

Flats: 1 spaceper unit

Terracedhousing: 1 -1.5 space perunit

• Predominantly non-residential

• Employment

• Retail

• Commercial

• Major Leisure

• Higher and further education

• Major healthfacilities

• Cafes, cashmachines

• Cycle lock up

• Wayfinding

• Information

• RTI

• Luggage trolley store

• Taxi rank

• Kiss‘n’ ride

• Disabled parking

• Bus station with weather-sheltered waiting

• Bus standing

• Shelter

• Kiosk

• APC

• Phone

• RTI

• Cycle stands

• Segregated cycle lane

• Well lit and overlooked cycle lanes

• Direct routesfull toucan signals or advanced stop lines at crossings

• Wide, direct and at grade crossings*

• Wide footways

• Well lit streets

• Overlooked spaces and routes

• Public art

• Squares/ Plazas

• Reflect local desire lines with direct routes and integrate routes on site with the surrounding pedestrian movement patterns

• Seating en route

• Generously accommodate movement of pedestrians from one rail platform to another, the bus station and, where appropriate, from one building to another on the site

• Minimise impacts to pedestrian movement along the public right-of-way.

• Ensure that access to private property is not blocked

• Maximise use of glass for enclosures to minimize view blockage of adjacent storefronts and to promote safety

• Public art

• Concession retail, markets

Table 3 Design Principles for Transport Interchanges



Design Principles


28



Description Density Profilefrom centre to800m

ParkingStandards

Land Use Mix Train Facilities Bus Facilities Cycle Realm Pedestrian Realm

Heathrow (T1,2,3 & T4)

Transport nodeat a strategictransport centre

High to medium.Applicable toemployment only

Not applicable • Aviation operations

• Commercial

As above As above plusluggage trolleystore

As above As above

Category BRuislip, West Ruislip,Hillingdon,Northwood,West Drayton

Node at adistrict centre

Medium to low Flats: <1-1.5 carparking spacesper unit

Terraced housing:1 - 1.5 space perunit

• High density Residential

• Non-residential of more that local significance

• Retail

• Commercial

• Leisure

• Higher and further education

• Major health facilities

• Cycle stands

• Wayfinding

• Information

• RTI

• Taxi, kiss ‘n’ ride and disabled parking

• Bus station **

• Shelter

• Kiosk

• APC

• Phone

• RTI

• Segregated

and shared cycle lanes


• Direct routes

• Full toucan signals or advanced stop lines at crossings

• Wide, direct and atgrade crossings*

• Wide footways


• Overlooked

• Public art

• Reflect local desire lines

• Direct routes


Category CHatton Cross,Ickenham,NorthwoodHills, Eastcote,RuislipGardens

Node at a localinterchange

Low Flats: <1 -1.5 carparking spacesper unit


Detached/linkedhousing: 1.5 - 2spaces per unit

• High densityResidential

• Non-residential of local significance

• Retail

• Commercial

• Leisure

• Education and health

• Cycle Stands

• Wayfinding

• Information

• RTI

• Taxi, kiss ‘n’ rideand disabled parking

• Super Bus Stop

• Shelter

• Phone

• RTI

• Segregated and shared cycle lanes


• Direct routes

• Wide and direct crossings*

• Wide footways


• Overlooked


• Direct routes


APC – Automated Public Convenience RTI – Real time Information *that is not staggered crossings where possible **where space allows for multiple in line or parallel stops

Design Principles


29


Table 4 Design Principles for Transport Corridors


TransportInterchangeCategory

Description Density Profile ParkingStandards

Land UseMix

TrainFacilities

Bus Facilities Cycle Realm Pedestrian Realm

Category D Bus stop in prioritypublic transportcorridor

Low Flats: <1-1.5 carparking spacesper unit


Detached/linkedhousing: 1.5 - 2spaces per unit

• Residential

• Local public services and commercial facilities

• N/A • Shelter

• RTI

• Shared cycle lane with pedestrians

• Direct routes

• Direct crossing*


• Wide footways

• Overlooked


• Direct routes


Category E Other bus stopareas

Low Parking standardsas set out inUDP/London Plan

• Residential • N/A • Shelter

• RTI

• Shared cyclelane with pedestrians

• Direct routes

• Direct crossing*


• Overlooked


• Direct routes


*that is not staggered crossings where possible

Good Practice ExamplePark Mark™ Safer Parking Scheme

The Park Mark™ scheme was launched in April2004 by the Association of Chief Police Officersand is designed to encourage those responsiblefor car parks to improve security standards as ameans to reduce criminal activity, the fear ofcrime and the perception of crime in car parks.

Car parks are assessed on: Boundaries andperimeter; Crime recording and statistics;

Lighting; Management practice; Parking areas;Pedestrian access; Signage; Surveillance; and,Vehicular access.

The scheme is managed by the British ParkingAssociation and supported by the Home Office.In providing for safer car parks, it is importantthat urban design principles are taken fully intoaccount to ensure a good place is created.

Good practice exampleStratford Interchange

Stratford station is a major transportinterchange in East London. Recently extendedand refurbished, it now accommodates twoLondon Underground lines, the Docklands LightRailway and National Rail services. Adjacent is abus station where waiting facilities are providedfor passengers, taxi rank and cycle stands.Layover space is also provided for buses.

Linking the rail and bus stations is MeridianSquare which is open in feel and where low keytrading takes place: Mr Coffee, a flower stall anda card stall. There is also a piece of art within thesquare in the form of a twisted clock tower.

Good Practice Examples


30


Safe and well lit car park

Stratford Station and Interchange

© ZZA www.zza.co.uk

Adjacent to the station area is the StratfordCentre, a retail complex with occupiersincluding Sainsbury's, Woolworths and WHSmith. Although separated from the interchangeby a 3 line gyratory, crossings are wide andcrossing time is adequate.

Facilities within the station are to a highstandard. There are cash machines, cafes,timetable information and signage to all routes.

Within close proximity to the station, residentialdevelopment is also occurring, in addition to amajor mixed used development “Stratford City”and several new and refurbished flatdevelopments nearby.

Good Practice Examples


31


Good practice exampleVauxhall Cross Transport Interchange

At this new bus facility the proximity andintegration of bus, rail and underground serviceshas been addressed to improve legibility,comprehension and convenience for integrationin travel for users. Improvements at theinterchange included:

• easier access to, and change between bus,tube and rail;

• improved bus services; • greater provision for cyclists;

• better traffic flow; • additional security; • improved landscaping; • street furniture and extensive tree planting;

and, • additional facilities – taxi ranks; new

public telephones and toilets, shelteredwaiting areas.

TFL worked in partnership with the Mayor of London, Cross River Partnership, LondonDevelopment Agency, London Borough ofLambeth and other partners to undertake this project.

Good practice example

Finsbury Park Interchange

Finsbury Park station is one of London'sbusiest interchanges outside central London.Increasing passenger numbers, together withthe range of services to interchange betweenhas made this one of TfL's top ten priorityinterchanges for improvement. The range ofimprovements includes:

• New pedestrian crossings and a state of theart cycle parking facility;

• Improved bus stops and waiting areas;• Streetscape improvements;

New Bus Station, Vauxhall Interchange

New Cycle Park at Finsbury Park Station

• Taxi and kiss-and-ride facilities;• Highways and structures improvements;• Improved ticket hall at the station; and,• Development of layover area for buses.

The development of the Finsbury Park TransportInterchange is being undertaken jointly byTransport for London, Finsbury Park Partnership,London Borough of Islington, London Borough of Haringey and the Lottery Heritage Fund, withsupport from the SRA, Network Rail and WAGN.

© Transport for London and Tony M

eadows A

ssociates

Relevant Planning Policies

33..00 Planning Policy Guidance 3, HousingPPG 3 encourages Local Authorities to createmore sustainable patterns of development bybuilding in ways which exploit and deliveraccessibility by public transport to jobs,education and health facilities, shopping,leisure and local services. This will includeworking with British Waterways and othernavigation authorities to protect and re-usedisused waterways and other associatedservices to develop the potential of inlandwaterways.

33..11 PPG3 seeks to promote more sustainableresidential environments by encouraging,amongst other things, development that islinked to public transport, mixed usedevelopment, and a greater emphasis onquality and designing places for people. PPG3states that larger housing developmentsshould be located around major nodes alonggood quality public transport corridors (bothexisting and those with firm proposals forimprovement in local transport plans) and seek

to ensure that all housing developments areaccessible by a range of non-car modes.

33..22 In terms of parking standards, PPG3states that local authorities should revise theirparking standards to allow for significantlylower levels of off-street parking provision,particularly for developments in locations, suchas town centres, where services are readilyaccessible by walking, cycling or publictransport;

Planning Policy Statement 6, Town Centresand Retail Developments33..33 The Government's objectives with regardto town centres and retail development are topromote 'vitality and viability of town centres',and endeavour to provide easy access tofacilities by a range of transport modes.PPS6 specifies that town and city centresshould be the preferred location for large tripattracting and generating developments. Town centres should remain the focus fordevelopments that generate/attract largenumbers of trips, as they act as public

transport hubs. The location of new large tripgenerating developments in city centres withgood access to public transport is suggestedto increase linked trips thus reducing the needto travel and reliance upon the car.

Planning Policy Guidance 13, Transport33..44 Sustainable development is thephilosophy at the core of PPG13. This aims fora reduction in travel demand by encouragingdevelopment that reduces the need for travel,and maximises opportunities for the use ofnon-car modes such as public transport,walking and cycling. Mixed use developmentsare seen as the key to delivering suchaspirations.

Three objectives are specified within PPG13:

� The reduction in growth for the length andnumber of motorised trips;

� The promotion of alternative methods oftravel to lessen the effect of transport onthe environment; and

� The reduction of reliance on the private car.

Appendix


32


33..55 The importance of developing 'key sites'is covered within the note. PPG13 (Paragraph21) states that local authorities should seek tomaximise use of the most accessible sites,such as those in town centres and otherswhich are, or will be, close to major transportinterchanges. PPG13 suggests that localauthorities should proactively promoteintensive development in these areas.

Making London a walkable city – TheWalking Plan for London, Transport forLondon February 2004

33..66 The Walking Plan aims to ensure thatLondon becomes one of the world's mostwalking friendly cities by 2015. Walkability isdefined as "the extent to which walking isreadily available to the consumer as a safe,connected, accessible and pleasant activity.Key indictors that make a city walkable areseen as the route being connected, convivial,conspicuous, comfortable and convenient.

33..77 The benefits of walking are numerous andinclude; greater use of public transport, abetter environment, social inclusion, healthierlifestyles and an improved economy. Theobjectives of the Walking Plan are set out as:

� Improving co-ordination and inclusiveness inthe Walking Plan development – to adopt aconsistent approach across London

� Promoting walking – by overcoming thebarriers to walking

� Improving street conditions – from largescale projects to local improvements andmaintenance

� Improving development proposals andinterchanges – through ensuring thatproposals maximise pedestrian accessand convenience

� Improving safety and security – byreducing vehicle speed and better designof streets

The London Plan, Spatial DevelopmentStrategy for Greater London, Greater LondonAuthority, July 2004

33..88 In the London Plan, Hillingdon lies withinthe Western Wedge and there are specificpolicies which aim to promote economicgrowth and facilitate new homes and jobs inappropriate locations.

These include 'Areas for Intensification' whereBoroughs should be promoting developmentopportunities through higher densityredevelopment at key transport nodes and intown centres and seek to achieve higher levelsof provision wherever possible, especially forhousing. Hillingdon is expected to provide8890 new homes by 2016.

33..99 Section 4 of the London Plan sets out theMayor's design objectives for accommodatinggrowth within current boundaries. The Planrecognises that to achieve this, there must be

Appendix


33


more intensive development in the right places.A guide to densities is set out in Table 4B.1which sets a strategic framework for densitiesat different locations, although this is not static.It is a tool for increasing density in situationswhere transport proposals will change thepublic transport accessibility ranking. This hasbeen reflected in the matrix set out within thisdesign guidance.

33..1100 The London Plan also seeks to ensurethat on-site car parking at new developmentsis the minimum necessary and that there is noover-provision that could undermine the use ofmore sustainable non-car modes. The onlyexception is to ensure that developments areaccessible for the mobility impaired.

Mayor’s Transport Strategy, Greater LondonAuthority, July 2001

33..1111 Improving interchange forms a crucialpart of the Mayor's Transport Strategy and isrecognised as fundamentally contributing toimproved transport network integration.

Policy objectives relevant to interchanges are to:

� promote London

� promote economic development andregeneration

� promote network efficiency

� promote town centres

� promote walking and cycling

� promote accessibility

� promote travel choice and quality

33..1122 The most significant proposal affectingHillingdon is the proposed West London Tramwhich aims to improve access to key towncentres and regeneration areas.

The Strategy also recognises that "promotingdevelopment within town centres helpsachieve more sustainable transport patterns"and that "addressing access to town centresand land use issues should be complementedby proposals to make it easier to move aroundtown centres on foot in well designed,attractive and secure environments".

Hillingdon Unitary Development Plan,Adopted September 1998 and emergingLocal Development Framework (LDF).33..1133 This Supplementary PlanningDocument (SPD) has been prepared inanticipation of the development of specificpolicies in the LDF Core Strategy. In theinterim period, this SPD will be taken intoaccount by the Council in determiningplanning applications as supplementary torelevant policies in the adopted UDP.Relevant policies to which this SPD relate arelocated within the Accessibility andmovement chapter of the UDP. The SPD willbe amended in due course to make specificreference to the relevant LDF policies.

Appendix


34


33..1144 The Hillingdon UDP sets out transportpolicies within a chapter on Accessibility andMovement. This chapter seeks to reduce theneed for travel, limiting parking andpromoting greater use of public transport.

33..1155 The UDP recognises the link betweenland use and providing trip attracting uses inaccessible locations, such as in town centresor local centres.

Hillingdon Borough Transport Strategy, Adopted January 2005

33..1166 Hillingdon's Transport Strategyaddresses issues by mode, whilst recognisingthat the car is the preferred mode of transportfor many trips. The Strategy aims to address anumber of issues including congestion, publictransport capacity, parking, walking andcycling.

33..1177 The Strategy indicates that Hillingdonhas been successful in achieving substantialimprovements at several of its local interchangelocations and the proposals for improvementsto Uxbridge station are progressing.Improvements in this regard are mainly relatedto the interchange only and whilst the localsurrounds may be included, this is in terms ofimproving links and walkability rather than theprovision of other mixed use developmentsnear or adjacent to the site.

33..1188 The strategy says "Importantinterchanges exist in Hillingdon at Uxbridge,Hayes, West Drayton and Heathrow. Hillingdonis assisting in improving the Uxbridge and WestDrayton interchanges, and is working towardspromoting the Hayes interchange as a regionaland national hub, acting as a gateway forHeathrow Airport. Hillingdon has beeninstrumental in ensuring that good publictransport links and interchange are provided atHeathrow Terminal 5, currently underconstruction, through the planning conditions".

33..1199The Strategy considers the introduction andbenefits of Transport Development Areas(TDA's), key locations close to around transportinterchanges which are suitable for intensificationof development. There is, however, no specificspatial transport framework within the UDP andTransport Strategy to facilitate the type ofdevelopment at interchanges that this statementseeks to achieve.

Appendix


35


1 Intermodal Transport Interchange forLondon – Best Practice Guidelines,Transport for London et al, 2001.

2 Interchange Plan – Improving Interchange inLondon, Transport for London, August 2002

3 Mayor's Transport Strategy,Greater London Authority, July 2001

4 Making London a walkable city – TheWalking Plan for London, Transport forLondon February 2004

5 Areas of Intensification, Report to theAssociation of London Government on theDraft London Plan, MTRU, January 2003

6 The London Plan, Spatial DevelopmentStrategy for Greater London,Greater London Authority, July 2004

7 A City of Villages, SDS Technical Report 11 -Report by Urbed with TCPA for GLA andGOL, 2002

8 Land Value and Public Transport,RICS Policy Unit, October 2002

9 Towards a Fine City for People, PublicSpaces and Public Life – London 2004,Gehl Architects, June 2004

10 PTAL map Hillingdon, TfL February 2000

11 The New Transit Town: Best Practice inTransit-Oriented Development. Dittmar, H and Ohland, G. eds. 2004.Washington D.C. Island Press

12 Employment Densities: A Full Guide FinalReport, Arup Economics and Planning forEnglish Partnerships and the RegionalDevelopment Agencies, July 2001

13 Hillingdon Unitary Development Plan,Adopted September 1998

14 Draft Hillingdon Borough TransportStrategy: Executive Summary, July 2004

15 Taxi ranks at major interchange – BestPractice Guidelines, Transport for London,March 2003

16 Town Centres Survey 2003-2004 SummaryReport – Accent Marketing, July 2004

17 New Stations, Guides for Promoters,SRA, September 2004

18 Trains and Station Services for DisabledPeople, A Code of Practice, SRA, February 2002.

19 Park Mark™ Scheme – An Initiative of theAssociation of Chief Police Officers, seewww.britishparking.co.uk/pages/ secure/secure1.htm

20 SUSTRANS Cycle Parking, April 2004

21 Cycle Parking and Storage – Home, Workand City, London Cyclists Trust, 2004

22 Links to all the TfL interchange plans andguidelines can be found atwww.tfl.gov.uk/tfl/reports_library_interchange.shtml

References


36


InterchangeThe act of changing between modes of transport and the place in which this occurs.

NodeNodes are focused places between routes of travel such as street junctions or stations where buses stop; in this case, transport interchanges.

CorridorsAvenues or routes of travel that connect nodes.

Multi-modalConcerning or involving more than one transportation method or mode.

Public Transport Accessibility Level (PTAL) PTALs are a measure of the accessibility of a point to the public transport network, taking intoaccount walking time, the number of services within the catchment and waiting time at the public transport access point. The PTAL is categorised in6 levels, 1 to 6, where Level 6 represents a high level of accessibility and Level 1 a low level of accessibility.

Transport Development Area A means of securing a well-designed, higher density development around good public transport nodes in towns and cities.

Transport Development ZoneThe corridors linking Transport Development Areas and other Interchanges to form a 'Transport Development Zone' where varying degrees ofdevelopment can be promoted without generating a proportionate increase in road traffic and parking demand.

Glossary


37


Documents

Introduction · 2007. 1. 25. · Many trips made to Heathrow are on public transport using the Heathrow Express from Paddington, ... between trips on different transport modes. Category