North London Sub-regional Transport Plan 2012 Update - Transport for London
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North London Sub-regional Transport Plan 2012 Update 1
Contents
1. Introduction
2. Context
3. Progress Report
4. Update on the transport challenges
5. Responding to the challenges: beyond the Business Plan
6. Funding and delivery
2
1. Introduction
Publication of the sub-regional transport constrained, but it remains vital that we
plans in November 2010 reflected Fourthly, the Addendum also allows look beyond the current Business Plan,
significant collaboration and joint work progress made across the north sub- continuing to plan and address the
between TfL boroughs, sub-regional region eg through borough LIPs and challenges which a growing population
partnerships and London Councils as well through the sub-regional Panels, to be brings. In fact rather than diminishing the
as a range of other stakeholders. taken account of. importance of this, the difficult economic
situation makes this all the more
It is now just over a year since the plans Over the past year there have been some important, for a reason that the
were published. The sub-regional notable successes for London‟s transport Chancellor has made clear - investment
process is an ongoing programme, system, many of them on the national in transport infrastructure will play a vital
enabling us to work closely with boroughs and TfL rail networks. The Secretary of role in stimulating future economic
to address strategic issues, progress State‟s recent announcement on High growth.
medium-longer term priorities and also Speed 2 marks an important milestone
respond to changing circumstances. for a project which offers enormous The experience gained of working
potential to strengthen our ability to through the sub-regional panels and the
This document, together with its generate economic growth in the future. benefits of the latest sub-regional
counterparts for the other sub-regions, is Ensuring there are adequate connections transport modelling which TfL has
intended to be an „addendum‟ to the to HS2 to the north sub-region will be undertaken is also incorporated. All this
original plan – providing a snapshot of the essential if businesses and residents in has allowed us to update our
latest situation and very much rooted in the region are to fully benefit from this. understanding of the outstanding
the ongoing collaboration. transport challenges facing the north sub-
The initial stage of the Thameslink project region and to refresh our view as to how
An update was considered useful to was completed in December 2011. This to these could best be met.
allow a number of developments to be increases morning peak seat capacity
incorporated, and to bring the plans up to between Blackfriars and King‟s Cross St It is for the sub-regional Panel, formed of
date in a number of respects. Pancras by 17%. Over the coming the participants of the North London
months the extension of the London Transport Forum to discuss this draft
Firstly, it provides an opportunity to report Overground from Surrey Quays to update and agree the next steps. I would
on the implementation of funded transport Clapham Junction will also start welcome engagement and comments on
schemes and progress with other operating, completing the transformation the content and process so that together
schemes. of London‟s orbital rail system. we can continue to plan this great city and
ensure that the north sub-region fulfils its
Secondly, this update allows TfL has continued to work with the potential.
developments in other, related, policy boroughs to keep the bus network up to
areas to be incorporated in the plans. date and improve reliability. 150 hybrid
These support a renewed emphasis on buses were introduced in 2011 and there
facilitating sustainable growth. This is the will be 300 in service by the end of 2012.
principal aim of the new National Planning A new innovative real time countdown
Policy Framework which the Government system has now been rolled out across
announced in 2011.It is also integral to the network, providing timings via the
the vision which drives the London Plan, internet, it is the largest service of it‟s kind
which was adopted in July 2011. anywhere in the world. TfL has also now
introduced a new bus for London, further
Thirdly, by allowing the latest modelling adding to a bus service which is of the
and analysis to be incorporated the highest quality since records began. Peter Hendy CBE
update allows the definition of the Feb 2012
challenges to be refined. The financial context remains
3
2. Context
4
2. Context London wide level aspirations in their LDFs and added
The publication and adoption of the impetus has been provided with the
new London Plan, with its emphasis NPPF and the National Infrastructure
Key policy on high-quality growth, collaboration Plan. North London will need to play
Key themes
updates with delivery partners, and fostering a key role in supporting and driving
localism, confirms that Opportunity this growth – but we also need to
Areas will be the focus of growth. In ensure this growth is sustainable –
• National Planning • Growth north London these are the Upper Lee and that the quality of life for
Policy Framework • Localism Valley, Colindale/Burnt Oak and Brent Londoners is maintained and
National • National Infrastructure • Enterprise Zones Cross/Cricklewood. enhanced.
Plan • Reducing barriers Other Mayoral strategies, including
• Localism Bill to project delivery Supplementary Planning Guidance Ensuring that growth is not
• Opportunity Areas documents also raise transport needs. constrained by inadequate transport
• London Plan • Planning for growth supply and that we can support more
• SPG • Riot recovery This focus on the economy does not sustainable travel options – is one of
London-wide • LEP • Liveability mean other outcomes are not the principal objectives of the ongoing
• Electric Vehicles important. In fact, the events of this work in the sub-region.
• Air Quality summer in which rioting broke out in
• Cycling many areas of the capital and in other Borough level
cities in the UK mean that the role of The context of the Local Development
Sub-regional Transport Plans transport in facilitating social inclusion Frameworks and Local
Integrating the local with London wide and National policy and providing access to employment Implementation Plans published by
and other opportunities will be the north London boroughs is also
scrutinised more closely than ever. In critical. A significant achievement
the sub-region this may mean a since publication of the SRTPs has
• LDFs • Enterprise partnerships redoubled emphasis on ensuring that been the submission and approval of
• LIPs • Local unemployment the urban realm facilitates walking, north London borough LIPs. This is
• Local links cycling and a sense of local pride. an important milestone. Boroughs
Boroughs • CIL
• Riot recovery also have the opportunity to introduce
• Suburban transport The Mayor is setting up a London- borough CILs to meet local needs.
challenges wide Community Infrastructure Levy
(CIL). CIL will be paid by most new
development in Greater London to Local needs will also be influenced by
National level what the outcomes will be in the sub-region but help capture value of developments the findings of the Outer London
The increased level of concern over the state of transport policy will need to be responsive to for schemes to address growth Commission, re-formed to address
the world economy and the heightened focus on changing needs. impacts. issues such as town centre
economic growth is reflected in a number of development and the need for
policies. The Localism Act is intended to shift power from There is also an aspiration to flexibility in parking standards.
central government back into the hands of rebalance the national economy away
The Chancellor has published a National individuals, communities and councils. from a perceived overreliance on the In order to ensure that economic
Infrastructure Plan which the Government financial services sector. growth does not come at an
hopes will help stimulate economic growth. unacceptable cost to the environment
Sub-regional level and people‟s quality of life, the
The new draft National Planning Policy A key driver of this addendum is the Addendum also seeks to encourage
Framework (“NPPF”) abolishes much national issue of how we plan for growth sustainable travel patterns and
planning guidance and in an effort to unlock across London...and the particular different ways of thinking about
development adopts a „presumption in favour of challenges in north London in this growth and how to embed different
sustainable development‟, which is aimed at regard. The scale of the growth we behaviour and mode shares.
reducing barriers to project delivery. It is unclear need to accommodate is clear from 5
the London Plan and boroughs‟
3. Progress report
6
3 Progress report: The year in review
The Panels Progress in 2011
The north London sub-regional Panel met five times in Over the past year there has been important progress Over half of the 19,500 stops now meet all three of the
2011, with full representation from the „core‟ north with the implementation of schemes featured in the initial accessibility criteria, including protection from
London boroughs in addition to boroughs with an interest SRTPs. Those of particular significance to the north sub- parking/loading obstructions. Good progress has been
in this sub-region such as Hackney, Islington, Camden region are shown on the map overleaf. made with shelter provision.
and Brent. TfL representatives and the sub-regional
partnership, the North London Transport Forum (NLTF) There has been progress in a range of areas including Accessible bus stops in north London sub-region
also attended. capacity, connectivity and accessibility schemes on the
Overall TLRN
public transport system and a wide range of initiatives Total
The Panel, chaired by the north London sub-regional that will help improve the sustainability of the transport Audited Total % Total %
Ambassador has been very productive in progressing system. These include schemes to encourage walking Borough Stops Compliant Compliant Total Compliant Complia
some of the joint sub-regional priorities and strategic and cycling, other improvements to the public realm, the All
London 17476 10759 62% 2157 1613 75
issues identified in the Sub-regional Transport Plan implementation of Phases 3 and 4 of the Low Emissions
(SRTP). Regular updates on the sub-regional reference Zone and a New Bus for London. The introduction of an Barnet 816 274 34% 73 41 56
case work generated lively and constructive all new train fleet on the Victoria Line and the Enfield 556 236 42% 55 42 76
contributions, which have helped inform this updated introduction of new rolling stock on the Metropolitan line Haringey 394 260 66% 64 50 78
Plan. There was also interesting debate on some of the have boosted capacity on TfL rail systems, with Waltham
Forest 501 264 53% 6 4 67
key transport issues facing north London. significant benefits in the north sub-region.
Service enhancements in the last 18 months included
These included: The Network Operating Strategy, released for increased frequencies on route 149 and their conversion
consultation to boroughs and other stakeholders in May to double-deck operation. Diversions of routes 182 and
•Upper Lee Valley Opportunity Area‟s Transport Study 2011, sets out measures including traffic signal timing 186 have also taken place in Harrow to fit with the
adjustments, further application of SCOOT, lane rental council‟s highway and environment scheme.
•HLOS2 priorities and the South East Route Utilisation and permitting schemes, and better computerised
Strategy management of the network through improved Some capacity and link enhancements at
interactive technologies. Colindale/Grahame Park have already been introduced
•Crossrail 2 in conjunction with the new housing developments in the
The improvements in the physical accessibility of the area e.g. Route 324.
•Accessibility Implementation Plan transport system also cover various modes, including
step-free access at Green Park station, improving The Low Emissions Zone (LEZ) entered stage 3 in
•Analysis of LIPs and their alignment with the SRTP access to central London for people from North London. January 2012 to include most vans and other
commercial vehicles, Standards have become more
•Cycling safety Bus use has increased significantly over the past 10 robust for vehicles already covered by LEZ.
years, with an accompanied expansion of the network
•Bus review and growth in capacity on routes. There has also been A number of urban realm/Better Streets schemes have
an increase in levels of reliability (see table), eg. through been completed in the sub-region in 2011, including
•Sub-regional highway corridors and managing the road the use of bus lanes and signal priority, as well as Wood Street and Parkland Walk. A number of others,
network. The Panel agreed to focus on the A5 and improved quality of customer service through training, including at North Finchley, Cricklewood, Blackhorse
A10/A1010 corridors. information provision, e.g. ibus and Countdown, and the Lane and Green Lanes will be funded by the Outer
introduction of newer, cleaner buses. London Fund.
2012 will see a continuation of this work and there are
already many topics to discuss, building on the work 1999/2000 2010/2011 Following discussion at the sub-regional panel meetings,
done and relationships formed during 2011. EXCESS WAITING TIME (minutes) EWT EWT Change working sessions were held to review challenges and
London Borough Of Barnet 2.1 0.9 -56% opportunities for improving the A10 , A1010, A1055 and
London Borough Of Enfield 2.0 0.9 -54% A5, The output from these workshops is included in this
London Borough Of Haringey 2.1 1.0 -54% Sub-regional Transport Plan Addendum and the work will
London Borough Of Waltham Forest 1.8 1.1 -37% continue throughout the course of 2012.
7
3 Since the initial SRTP...
8
3 Committed schemes - summary
London Underground •Working with Biking Boroughs to unlock cycle Network) - TfL funding with borough support •South Tottenham 2014
•Victoria Line - new timetable to be introduced potential in outer London. has delivered this network of seven walk •Tottenham Hale 2012
in 2013 - route core will have 33trains per •Reducing the number of cyclists killed and routes with the London LOOP, Lea Valley •West Hampstead 2014
hour (tph) capability. seriously injured across London, including Walk and Capital Ring all passing through the •Blackhorse Road Overground station
•Northern Line - Upgrade is on schedule for targeted improvements at collision hotspots region. S.106 funding is also secured for step free
2014 completion. New cab based signalling - and urgent action to improve cycle HGV access to Mill Hill East station, if viable.
core sections will have the capability to run safety. A key delivery priority for walking beyond is to *Illustrated overleaf . Step-free symbols
24tph, an increase of 20%. •Improving the cycling experience, including reduce the number of pedestrians killed and (specifically on the Victoria line) may refer
•Piccadilly line – Programme is under review. improved road maintenance regimes, seriously injured across London, using to the national rail/Overground elements of
Could present an opportunity to introduce new wayfinding and cycle routes. targeted projects at collision hotspots. The the station.
walk through rolling stock. •Harnessing excitement about the Olympics, walking KSI figures significantly exceed those But despite the major levels of investment, a
•London Overground – New, longer trains including local Greenways; a walking and for cycling that are rightly a key Mayoral number of challenges remain for north London
Northern line phase 2 and Piccadilly line cycling incentives scheme and a large-scale priority. specifically and across the sub-regions
programme are currently unfunded. active travel programme for the Games and overall. It is therefore important – despite
•Leyton Station – increased capacity agreed. beyond. Urban Realm current financial constraints– to continue to
There is a raft of urban realm schemes across explore potential additional options to address
National Rail schemes Three new cycle superhighways are planned the region that are set to improve public the key challenges and plan for the longer
•Thameslink - Three contracts for London to open in the sub-region: space: the River Lea towpath; Wood Green term to ensure growth within the sub-region is
Bridge for the track, signalling and station •CSH11: West Hampstead to Marylebone- town centre; Leytonstone; Leyton Links and sustainable.
redevelopment at London Bridge have been 2013 the Dollis Valley green walk. The Outer
awarded. A 1200 carriage fleet of Siemens •CSH12: Muswell Hill to Angel - 2013 London fund is part of a major package of Olympic & Paralympic Legacy Plan
trains is being procured for Thameslink which •CSH1: Tottenham to the City by 2015 investment which aims to boost local high The Olympic and Paralympic Transport
will facilitate commencement of metro style streets, deliver growth, new jobs and improve Legacy Plan highlights the need for rail
services in 2018. Walking lives ,and will be funding a number of improvements along the West Anglia Corridor
•Key Walking Routes - The Mayor is successful bids in the sub-region including to provide more capacity and direct services
Buses committed to rolling out the key walking route Wood Street. to Stratford with improvements to key stations
Over half of the 19,500 stops now meet all approach to all boroughs. By March 2012 TfL including provision of a new station at Lea
three of the accessibility criteria, including and boroughs will have delivered 14 Key Accessibility Bridge. It also details the long term priority
protection from parking/loading obstructions. Walking Routes (KWR), including one in the TfL is continuing to develop Journey Planner (2020-2031) of improving rail connections
Good progress has been made with shelter north sub-region at Ruckholt Road. based on feedback from users and best between Walthamstow and Stratford, possibly
provision. By the end of 2012 there will be 300 •Legible London - Major implementations are practice. Journey Planner is being updated to through the extension of the DLR. Further
diesel-electric hybrid buses in service. These planned for Enfield (Enfield Town and enable customers to plan journeys with step- studies will be necessary along this corridor to
are expected to yield savings of around 30% Edmonton Green) and Wood Green in free access, not only from street to platform, identify the most appropriate interventions.
in fuel use, and emission levels, compared to Haringey, the latter as part of a Major but throughout the whole journey, including
standard diesels and a reduction in noise. Scheme. As well as the on-street signs, TfL from platform to train. This will significantly Roads
and partners are working to expand the reach improve Journey Planner for those who Henlys corner - The junction improvement
Cycling of the system. LU stations and London bus require step-free access throughout a journey. scheme at Henlys Corner was completed in
Excellent progress has been made towards shelters are already transferring to Legible Furthermore, Journey Planner will feature the December 2011. Major works to significantly
meeting the Mayor‟s aim to secure the London mapping for customer information. TfL additional capability to re-route journeys improve traffic flow, introduce safe pedestrian
delivery of 66,000 additional cycle parking is also working with TOCS to install Legible based on the availability of accessibility crossings, and cut street clutter have
spaces by the end of 2012. However, many London maps across London's suburban rail related infrastructure. For example, if the lifts transformed this busy and vital road
more additional spaces will be required .TfL stations. Legible London signposting is also at a certain station are out of service, then junction on the A406, improving conditions for
and Network Rail recently launched a planned as part of TfL-funded Major Scheme Journey Planner will be able to re-route the cyclists and pedestrians and journey time for
joint £1.3m fund for station parking at stations implementation at Wood Street and journey to the nearest step-free station. the 94,000 vehicles passing through the
managed by Train Operating Companies over Leytonstone Town Centre in 2011 as well as junction every day by approximately four
two years. Locally led initiatives to deliver a part of the Leyton Links‟ project (funded by Committed step free station stations*: minutes during the morning peak and 2.5
step-change in cycle travel will continue in multiple partners including the DCLG, ODA •Edmonton green 2014 minutes in the evening peak.
Biking Boroughs, including Haringey. and TfL). •Finsbury park 2014
Four other delivery priorities have been •Gospel Oak 2012 Schemes at Tottenham Hale and Bounds 9
identified to 2015: •Walk London network (Strategic Walk •Hampstead heath 2014 Green also feature later in the document.
3 Committed schemes* - summary
*Schemes which are currently committed, although not necessarily funded
104. Update on the transport challenges
114. Reviewing North London’s transport challenges
The transport challenges Growth – the underlying challenge projections indicate significant pressures
London is set to experience significant as population and employment growth
Challenge 1: Facilitating and responding to growth, growth in both population and continue and the additional capacity
especially in Brent Cross/Cricklewood and the Upper Lea employment over the coming years, and delivered by the Business plan
Valley north London will be accommodating the commitments is filled, and the
second largest growth, as a proportion of efficiencies achievable from the road
Challenge 2: Relieving crowding on the public transport existing population and employment, network are maximised.
network after the east sub-region.
Overview of challenges
The latest London Plan forecasts show The specific sub-regional challenges
Challenge 3: Managing highway congestion and making more that north London is set to receive 6% of identified for the north sub-region remain
efficient use of the road network all 2007-2031 employment growth in of critical importance and central to this
London, and 14% of population growth, plan.
Challenge 4: Enhancing connectivity and the attractiveness of with focal points around Brent Cross,
orbital public transport Tottenham Hale and Central Leaside. In addition, the London-wide challenges
This equates to around 40,000 jobs and of improving air quality, reducing
180,000 people respectively, which emissions of CO2, and achieving the
Challenge 5: Improving access to key locations and jobs and represents employment growth of around targets for - and desired outcomes from -
services 11% within the north sub-region and an increase in the mode share of cycling
population growth of 17%. and walking all require concerted action
Growth of this scale inevitably implies at the sub-regional level.
London wide challenges
increased pressure on the transport
Transforming the role of cycling and walking in the sub-region network. This results in a total of eight key
challenges, as set out in the box
Even with planned investment crowding opposite.
problems remain on the Victoria,
Meeting CO2 targets Northern and Piccadilly lines – with Further investment will be needed to
crowding between Finsbury Park and the avoid significant increases in crowding
West End some of the worst in London. and congestion and to ensure that
Improving air quality to meet and exceed legal requirements and Furthermore, despite significant inefficiencies in the transport network do
ensure health benefits for Londoners improvements severe crowding on not constrain the capital‟s, as well as the
suburban rail services in the sub-region sub-regions, future economic growth.
is projected.
The following pages consider these a
Introduction further analysis and review of progress The year-on-year rate of growth in bus little further.
As the previous section showed, progress on against MTS challenges set out in Travel in passenger journeys continued to grow at
delivery of many of the schemes and London 4 have highlighted growing around 0.5 – 0.7% per quarter in 2011.
projects identified to help meet north pressures. A need for further action is Buses are able to respond to crowding
London‟s transport challenges has been therefore identified in the medium-longer issues through incremental changes to
considerable. term across a number of London-wide the bus network. The outlook is for no
challenges. net increase in bus kms despite the fact
This section reviews these challenges, In that demand is expected to continue to
many cases this is informed by increase.
improvements to our modelling and analysis
capability made during 2011. Sub-regional Despite the recession, there is nothing to
challenges remain a key focus but this suggest that the pressures identified are
likely to abate. Indeed looking ahead the
124. North London’s transport challenges: key points
Facilitating and responding Reducing public transport Managing highway congestion Enhancing connectivity and Improving access to key
to growth, especially in crowding and making more efficient use the attractiveness of orbital locations and jobs and
Brent Cross/Cricklewood of the road network public transport services
and the Upper Lea Valley Between 2007 and 2031, there are
committed increases in public Total highway travel is forecast to Despite the transformation of Accessibility to Wood Green,
Brent Cross/Cricklewood is transport capacity in the sub-region increase by 119,120 kms per year services on the orbital London Brent Cross and South Waltham
forecast to accommodate up to of 70% (compared with 36% across between 2009 and 2031, or 11 per Overground network, orbital Forest improve with the planned
20,000 new jobs and 10,000 London as a whole). This reflects cent. Over the same period public transport is not as readily enhancements to the network.
new homes. In the Upper Lea major investment in public transport average speeds are forecast to available or a quick as radial Although the Upper Lee Valley
Valley, population is projected capacity in the sub-region that will decrease from 24.99 kph to 24.04 routes. This is especially the gains train capacity, accessibility
to increase by 24% by 2031, be delivered by 2021. Beyond 2031 kph, or 4 per cent. case in outer areas of the sub- is not improved. Marginal
and employment by 20%. joint work will continue to seek region that are not served by the improvements are seen
Without further enhancements further funding for continued Analysis of the north sub-region London Overground. As a result elsewhere in the sub-region.
to the network, this would lead improvements. highway model indicates a orbital trips are dominated by
to increasing congestion in the number of congestion „hotspots‟ car. The north circular and M25 Planned investment in step free
area. Enhancements are Increased passenger demand will around Tottenham Hale, are key orbital road routes, access will bring a dramatic and
planned, but more is required result in rising pressures on the Bullsmoor Lane and along the A5 however both suffer from widespread improvement in
to cater for growth in a public transport network. Crowding at Cricklewood and Kilburn and congestion and contribute accessibility using step free
sustainable manner and on the Tube remains a problem on Brent Cross on the A406. significantly to pollution in outer modes across the sub-region.
prevent deteriorating outcomes the Victoria, Piccadilly and Northern Increases in traffic delay can be areas of north London. The Lee Almost every zone within the
against MTS some of the MTS lines (Barnet branch). On the rail seen in the Brent Cross Area (A1, Valley constrains orbital sub-region offers a step free
indicators and sub-regional network, projections show A41) and the A406, and the movement due to the limited journey of +40% of average
challenges significant crowding on services to Tottenham area and number of crossings. journey time using all modes.
Moorgate, the Gospel Oak to Walthamstow.
Barking line, Thameslink towards
King‟s Cross (including future By 2031, the projected end to end
branches through Alexandra journey time on the A10 is 33
Palace) and the North London line. minutes, up from 31.7 in 2009.
The projected end to end journey
The north sub-region has the third time on the A5 is 36.6 up from
highest Bus Excess Wait Time 33.6 minutes.
(EWT), but if targets are achieved
slightly below the London average.
Waltham Forest currently has the
highest EWT in north London and
Enfield the lowest.
Buses play a key role in north
London – they account for 14% of
all trips originating in the sub-region
made by London residents (2006/9,
7 day week) while seven of every 10
public transport trips in the sub-
region are made
by bus.
134. North London’s transport challenges: key points
Rail and Underground crowding in 2031, with currently committed investment
144. North London’s transport challenges: key points
London-wide route – inbound journey time changes
AM peak HAM analysis
154. North London’s transport challenges: key points cont
The A406 north circular is a major orbital
Absolute three hour AM peak road route carrying significant levels of traffic
traffic delay at junctions 2031 passing through the sub-region. Many
junctions on the A406 currently operate
at capacity. It is, therefore, not surprising that
congestion on this route generally increases,
despite the respite achieved at some
junctions through improvement works.
The road network, as with the rest of the
transport network, in north London is
constrained by the Lea Valley. The limited
number of crossing opportunities results in
congestion on either side, with a particularly
worsening situation at the crossing near
Tottenham Hale. The midland mainline
railway in Barnet also presents a barrier to
orbital movement in that part of the sub-
region.
The M1, A41 and A1 are trunk roads of
regional and national significance. They
deliver longer distance traffic on to the A406
and local road network in north London. The
Change in three hour AM peak road nature of these roads change as they pass
traffic delay at junctions over the through north London from inter-urban trunk
period 2009-2031 routes to high streets. A number of complex
junctions exist on these routes in a relatively
small geographical area near Brent Cross.
The road network in this area operates at or
near capacity and worsening congestion as
a result of increased demand is inevitable
without schemes to increase junction
capacity.
Use of models
TfL‟s suite of multi-modal models have been
successfully used to help understand
Change in traffic demand and average This is expected to result in a reduction in reliability on sub-regional corridors shows transport issues at a number of locations in
speed average speed of 1 kilometre per hour poorest reliability on the A1 corridor. the north sub-region. Over the last three
Total distance driven by vehicles on the (kph), from around 27 kph to 26kph, or years, the models have been used to assess
road network in the core boroughs of the about 4%. North and south London Traffic congestion hotspots options for bus priority in Wood Green,
north sub-region is expected to increase experience the smallest reduction in The above map illustrates a general analyse development planning documents
by around 12%, or around100,000 km, in average road vehicle traffic speed, albeit worsening of congestion at key junctions for Barnet and Waltham Forest, model the
the AM peak hour by 2031. In percentage with little variation in this measure across in the period to 2031, with the exception of improvements at Henlys Corner and inform a
terms this is the second largest increase London. some junctions where works are delivering number of studies examining options to
in vehicle kilometres of all sub-regions, improvements. improve transport outcomes on a corridor
behind east London. Latest modelling of 2010/11 journey time basis. 164. North London’s transport challenges: key points cont
Greater London 5% 8% 15% 1% 37% 2% 32% 1. ‘Natural increase
arising from growth
in population &
West 2% 8% 14% 1% 45% 2% 28% employment
South 6% 2% 13% 1% 47% 2% 29%
2. Mode shift
North 2% 6% 15% 1% 45% 1% 31% amongst existing
travellers
East 4% 6% 16% 1% 38% 2% 32%
3. Higher mode
share in new trips
Central 7% 15% 17% 2% 18% 3% 38%
from growth in
population &
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% employment
Rail Underground / DLR Bus / tram Taxi / Other Car / motor-cycle Cycle Walk
Transforming the role of cycling and walking in the to London: Given the respective mode shares, the 1% target mode
sub-region share increase for walking will involve more trips than the
There has been significant progress over the last twelve •help reduce congestion on the road network and 2% cycling increase sought.
months, but further investment and initiatives are required crowding on public transport;
to meet a 3% cycle mode share target by 2031 and to •cycling is a cheap, fast, inclusive and flexible way to get One of the key ways of delivering a change in mode share
ensure that as many journeys as possible are undertaken around, offering benefits for journey time reliability & in the sub-region will be to ensuring that the proportion of
on foot. While growth in population is assumed to bring experience; new trips which are made by active modes is greater than
with it a corresponding increase in the absolute number of •increased activity levels improve health and well being; the current average (both by existing and new travellers).
walking and cycling trips wherever possible it will also be •zero emissions, bringing benefits to air quality and the The scope for this will depend on the characteristics and
necessary to achieve further mode shift towards walking battle to tackle climate change; and location of the new trips, the demographics of the trip-
so that in future trips that would otherwise be made by •help create more liveable streets & a thriving local makers and the effectiveness and reach of interventions
another mode are cycled or walked. economy and quality of life. put in place. Each borough will have their own approach,
but coordinating between boroughs will help maximise
Ensuring that the proportion of new trips which are made After the central sub-region, the north sub-region has the their effectiveness.
by active modes is greater than the current average is highest walking mode share within London, although more
likely to be a key means of delivering change. The scope remains to be done, with north London realising the least
for this will depend on the characteristics and location of of its walk potential, with 69% of walkable trips actually
the new trips, the demographics of the trip-makers and the being walked. Waltham Forest has the highest walking
effectiveness and reach of interventions put in place. mode share and target within the north sub-region and
Enfield the lowest. 17
Increased active travel will bring a wide range of benefits4. North London’s transport challenges: key points cont
North London’s CO2 emissions
London wide CO2 emissions
1.0
proportion of 1990 emissions
0.8
0.6
0.4
0.2
0.0
1990 2010 2025 2025 2025
funded CCMES target transport's
outcome maximum
contribution
to target
Meeting CO2 targets The north sub-region has the second highest
The Mayor, through TfL and working with other ground based transport CO2 emissions in
agencies has committed to deliver the required London. Within the north sub-region, Barnet has
contribution from ground-based transport to the highest ground based transport CO2
achieve a 60% reduction in London‟s CO2 emissions and Haringey the lowest.
emissions by 2025 from a 1990 base. While
encouraging a greater use of sustainable modes
will play an important role, driving the uptake of
cleaner vehicle technology will be critical.
184. North London’s transport challenges: key points cont
North London’s air quality hotspots
Further action will be needed to bridge
the gap to meet the 2015 target
London wide NO2 emissions
1.2
1
0.8
0.6
0.4
0.2
Air Quality Monitor
0
2008 2015 funded / 2015 EU target
Focus Area policy
Improving air quality to meet and exceed concentrations of NO-2, levels of public
legal requirements and ensure health exposure, any relevant local characteristics,
benefits for Londoners and predicted air pollution trends for the
Improving air quality to meet and exceed future. The areas identified have been cross-
legal requirements and ensure health checked with boroughs and Local Air Quality
benefits for Londoners management areas. A package of local
Air quality in the north London sub-region is measures to address NO2 will be developed
expected to improve by 2015, through and delivered by TfL, the GLA and boroughs
changes to the vehicle fleet and other, non at a selection of these sites.
transport, changes. Some problem areas
remain though, at Wood Green, Tottenham
and the A406.
The NO2 focus areas have been developed 19
by TfL, taking into account current5. Responding to the challenges
205.1 Rail: Making the most of existing networks
National rail network routes with „turn up and go‟ frequencies,
North east London routes proposed for devolution West Anglia Line better information and security measures for
Capacity on the West Anglia Main Line is passengers, cycle parking and gating.
growing by 40%, although the constrained
stopping pattern of services still restricts Capacity schemes
local access onto these. Investment in TfL‟s submitted a preferred package of
additional infrastructure to improve solutions to Network Rail in August 2011.
connectivity and reliability is being sought in This included a significant number of
the short term. proposals to enhance the orbital
Overground network. These include longer
Devolution 5-car trains on the North London Line,
The separate management by central longer 8 car trains operated by the
government of London‟s local railways from Southern franchise on the West London
those run by TfL results in a confusing mix Line and train lengthening on the Gospel
of ticket products, fare levels, service quality Oak to Barking line of the Overground.
standards and information provision for
customers. Underground upgrades
On the Northern Line, a second upgrade
As demonstrated by the highly successful could provide additional rolling stock and
integration of the London Overground in to further new capacity by allowing next
the TfL network, devolution can deliver generation EVO trains to be introduced.
significantly improved service quality and These are formed of shorter, lightweight
operational performance. articulated vehicles, which passengers can
walk through and have double doorways
Gross savings through adopting a more throughout. They are energy efficient and air
efficient franchising model from the conditioned, reducing the need for costly
Southeastern and West Anglia franchises power supply and tunnel cooling
alone could amount to £100m over 20 infrastructure. A means of accomplishing
years. This money could be used to improve this before replacement of the current fleet
the passenger experience with more reliable is due could be to create two completely
services, higher customer service separate lines, one of which would retain
standards, improved stations and higher off- existing rolling stock.
peak frequencies.
There is an opportunity to go beyond the
Station accessibility scope of the committed Victoria line
TfL has recommended further 26 stations to upgrade to extend 33 tph capability beyond
be provided with step free access from Seven Sisters to Walthamstow - requiring
platform to street. The total package has a works on a crossover and signalling at the
capital cost of £40m and a benefit: cost ratio latter. This would improve reliability of
of 2:1. services across the whole line.
There are seven stations in north London
with committed step free improvements (see
page 9).
Service quality recommendations
Other recommendations were made in line
with MTS policies are the operation of more 215.1 Rail: Enhancing capacity -Crossrail 2
Crossrail 2 provides significant considerably less costly than B, it
new rail capacity on the northeast would provide fewer benefits and
to southwest corridor and major to some extent be less
congestion relief to existing rail satisfactory operationally. While it
and Tube lines. Forecast demand would provide relief to the Victoria
shows that crowding and and Piccadilly lines it would not
congestion remains a significant offer significant relief to the
issue in this corridor, even with national rail network. It would
new investments such as generate very high interchange
Crossrail and Thameslink in demand at Clapham Junction
place. This new line is needed in which would require significant
the longer term to reduce modifications or a rebuild of the
crowding on existing routes, but station.
also to provide the capacity that is
required to meet London‟s growth Option B would be considerably
and provide connections to the more expensive, but would deliver
National Rail network, including substantial capacity and
dispersal of people across London enhanced connectivity and
from the main line termini. The crowding benefits to the SW Main
introduction of HS2 will increase Line allowing many more
this need considerably. locations in the sub-region to be
directly connected to the core
In response to a request from the route as the map above shows.
DfT, TfL has undertaken a review
of route options for a second These route options are currently
Crossrail line. This has allowed a being appraised and evaluated
shortlist of optimised alignments with further work continuing
to be identified that appear able to through 2012 to identify a
meet the objectives set for the preferred alignment.
project. In particular, we have
assessed an automated metro Next steps
(Option A), which would operate A programme of stakeholder
on a new tunnelled alignment engagement has been
between Clapham Junction & established, including:
Seven Sisters, and a regional • briefing on recent developments
metro (Option B) which would link to London Councils Rail Group in
existing national rail routes in the Jan 2012;
south west and north east by • continued and on-going briefings
means of a new tunnelled to Sub Regional Panel meetings
alignment. • further briefing to London
Councils Rail Group again in
Both options provide greater summer of 2012, to update on
crowding relief to existing lines progress, ahead of reporting back
than the safeguarded alignment. to the Mayor in autumn
They both also provide much • specific quarterly meetings with
needed capability to disperse HS2 north London boroughs steering
passengers at Euston. group.
While Option A would be 225.1 Rail: Enhancing capacity -Connections to HS2
Next steps
The Secretary of State has outlined a
timetable for progressing the first
phase of HS2 (London to
Birmingham) based on the following
key dates:
Phase 2 detailed design released –
March 2012;
Submit Hybrid Bill for Phase 1 –
October 2013; and
Governemt announces preferred
route for Phase 2 – late 2014
Phase 1 Bill passed – late 2015
Phase 1 construction begins – early
2016.
TfL will work very closely with High
Speed Two Limited to fully
understand the impacts of the
scheme on London and to progress
plans for necessary mitigation.
Over the past year or so TfL has been assessing HS2 impacts on Overground capacity and performance. TfL has requested that
London and its transport system. Through its response to the alternative options are considered which would include more
Government‟s consultation on HS2, the Mayor set out a number of dedicated infrastructure for HS2 services but would be more
changes that would be required in order to support the project, expensive. High Speed Two Limited accept this and are working with
including the impact on North London Line. Network Rail to provide a more robust solution. The impact on freight
services will also need to be considered.
A well connected interchange at Old Oak Common, including London
Overground services, could offer direct connections to key centres in A remit has recently been agreed detailing how the two organisations
north London, including Brent Cross and Mill Hill. will work together to achieve this. Two options are being explored,
including the possibility of providing an extended tunnel that would
Of more interest to north London boroughs may be the connection remove any interaction between HS2 and North London Line services.
between HS2 and HS1. The proposed link would use the existing
23
North London Line tracks and, as proposed, would impact on London5.2 Improving interchange: Enhancing capacity The Tube station currently offers step- Government‟s latest plans for High
free access and works will be completed Speed 2 as a strategic interchange
in 2014 to deliver step-free access to the between High Speed 2, Crossrail and the
London bound rail platforms, thus Great West Mainline rail services.
completing step-free access across the London Overground rail routes are
interchange. Works to remove the nearby, as is Willesden Junction - a key
Tottenham Hale gyratory and improve hub in the Overground network.
the public realm will enable
enhancement of the bus station at TfL consider it vital that the nearby
Tottenham Hale. As yet unfunded plans Overground routes are integrated into
to improve the local stopping services on plans for the Old Oak Common
the West Anglia mainline will also interchange. This would enable a direct
improve the level of service at Tottenham route from London Overground stations
Hale, potentially significantly improving in North London to Old Oak Common, as
links to Stratford and cementing well as potential new routes connecting
Tottenham Hale as a key gateway to the Brent Cross / Cricklewood and the
stations in Upper Lee Valley that are Thameslink route towards Luton directly
situated to the north. to Old Oak Common. It would also be
desirable to improve links with south and
Finsbury Park is a very busy rail and west London. TfL will lobby for the
bus interchange. Finsbury Park was the integration of the London Overground
first location to pilot a new integrated network into plans for the Old Oak
station management approach to Common interchange as planning for
improve collaboration between operators HS2 progresses.
of different parts of the interchange.
Station capacity, especially accessing Other strategic interchange in the sub-
the Underground platforms is currently region, such as Seven Sisters / South
lacking during peak hours and at Arsenal Tottenham, Highbury & Islington and
home matches. A currently unfunded Hackney Downs / Central share
Some locations in north London are well suited thereby creating a fully accessible interchange.
scheme exists to increase capacity to similarities to the above examples in that
to the concept of strategic interchange, as
access the Tube platforms from the the potential exists to either improve
defined in the MTS. The scope will be influenced Currently, not all Thameslink services currently
street and other parts of the interchange. links between radial and orbital rail
by the progress made in the implementation of stop at West Hampstead. A case could be made
services, or certain parts of the stations
funded schemes (such as Thameslink) and for stopping additional Thameslink services at
Walthamstow Central / Queen’s Road suffer from congestion and currently
unfunded major schemes such as Crossrail 2, West Hampstead, especially if the interchange
stations together with the adjacently unfunded capacity enhancement works
High Speed 2 and station upgrade works. Also opportunities were to be enhanced through
located bus station forms the key public may be required to cater for continuing
important to look at smaller interchanges which some of the aforementioned possibilities.
transport access to Walthamstow town growth in demand.
nevertheless play an important sub-regional
centre. Construction of a new, more
role. West Hampstead is identified as an area for
direct, footpath linking the two stations All mainline stations and major
intensification in the London Plan. Development
through a new entrance to the Queen‟s interchanges have taxi ranks, for
West Hampstead occupies a strategic location in the vicinity of the station may offer the
Road station is committed, thereby dedicated use by licensed taxis. These
on London‟s rail network. Lifts to provide step- opportunity to secure funds towards some of the
vastly improving interchange between can also be useful for providing a taxi
free access between street and platform have identified potential interchange enhancements.
radial and orbital rail services. supply for hotels, shopping centres and
recently been installed at the Thameslink
Walthamstow Central station, in areas with busy late night economies.
station. Funding is committed for the provision of Tottenham Hale acts as a public transport
particular the Tube station, is operating With the reductions in vehicle emissions
step-free access at the London Overground gateway to the Upper Lee Valley Opportunity
near capacity. Plans to increase vertical and congestion, and increased safety
station to be completed in 2014 and s.106 Area, identified in the London Plan, and national
capacity, i.e. install an additional associated with taxi ranks, identifying
funding has been secured to improve the public London to Cambridge growth corridor.
escalator, exist but currently remain additional locations within the sub-region
realm around the station and provide a new Furthermore, Tottenham Hale is a key access
unfunded. for the short to medium term would be
station entrance. In the long term it is an point to Stansted Airport.
aspiration to secure funding to provide step-free
useful. 24
Old Oak Common is identified in the
access at the London Underground station,5.3 Making the most of existing networks: overview of the different priorities on the road network
Different priorities Potential measures
Congestion Road safety
c) Mode shift
b) Demand to public
a) Better
management transport,
management
walking and
and operation
cycling
Access to and within key places e) Capacity for d) Better
The quality and sense of place
– by different modes movement of streets and
people and re-balancing
goods places
There is a range of measures that can be implemented in relation to the road network to
achieve the different priorities. The balance between them will clearly depend on the
priorities in particular locations.
As highlighted in section 4, congestion is Synergies and tensions maximised, but there are inevitably where public transport accessibility and the
already a challenge on many of the roads in limitations. maximised, but there are density of service provision is relatively
Tackling congestion and ensuring good inevitably limitations. In growth areas, high, there would appear to be significant
north London – and is set to get worse in the access to key places is thus a priority within development of the road network may be scope for a more ambitious approach, with
longer term as growth pressures continue the sub-region, but so too is creating better vital to enable growth to be unlocked. The opportunities to develop inspiring places,
(both background and in particular areas places, improving road safety, supporting Mayor‟s Transport Strategy states that TfL reduce car use and promote significantly
associated e.g. with Opportunity Areas) and cycling and walking and improving the will give consideration to new road higher sustainable mode shares. In many
many parts of the network reach saturation environment. There are often synergies schemes where these is an overall net areas of Outer London, the reliance on
point. between the different aims – but there are benefit when judged against a number of private car is likely to continue. But even in
The road network plays a vital role in also potential tensions in particular locations criteria. And on some of the strategic many outer town centres, given the
ensuring access to key places by a range of and difficult decisions and trade-offs will have corridors further action potentially in terms relatively high number of short car trips,
modes, including bus, cycling, car and taxi. to be made. of capacity solutions may be needed. there should be potential to switch many
It is also vital for supporting the increasing trips to walk / cycle and encourage different
needs for freight /servicing that keeps We are keen to work with boroughs through In other areas, place functions and priorities
models of car ownership and use e.g. car
London functioning. But while the strategic the corridor process established to assess such as safety / cycling need to be
clubs/share.
links help ensure places are accessible and these issues and to agree the strategic prioritised. As London grows, we must not
vital, they can also impact negatively, priorities in different areas. The ongoing work only seek to mitigate the environmental There could also be potential for reducing
creating severance and environmental via the sub-regions will help strike the pressures, but think innovatively about and re-timing freight deliveries.
problems, undermining any real sense of balance between these different priorities in enhancing the quality of places and their The following pages highlight some of the
place, and seeing conflicts between users different places and the measures needed to future „shape‟. For Opportunity Areas, there ways in which these issues are being
with resultant safety impacts and impacts on support the agreed outcomes. is the potential to embed a different tackled and the corridors and hotspots that
the attraction of alternative modes. approach from the outset and steer less car 25
The benefits from better management and are of particular interest.
dependent growth. In many London areas,
operation of the network clearly need to be5.4a Making the most of existing networks: Road schemes in progress
Bounds Green Benefits include:
•New, larger bus station at Tottenham
Bounds Green will create a Hale station, and more convenient bus
predominantly two-lane dual stops
carriageway with improved flow at •New public square at Tottenham Hale
junctions, greatly improved pedestrian station, and improved footways on the
crossing facilities, new bus lanes and road
dedicated cycleway. This will help cut •The new bus station and public
out rat-running (cut-through) traffic in square will be at the heart of the
residential streets, increase safety and proposed new urban centre for
benefit the local environment for Tottenham Hale
everyone. Other benefits include •Reduced traffic volumes on Broad Lane
improved journey time reliability, •Increased traffic capacity on the two-way
reduced congestion, better facilities for traffic system with no significant change
cyclists, and traffic encouraged back in journey times for road users
onto the main carriageway, away from •Improved access for residents and
residential roads. businesses
•Improved interchange between different
The main construction is underway and public transport systems at Tottenham
due to be completed in spring 2012. Hale and Seven Sisters stations
The A406 North Circular Road will •DDA standard design features including
remain open to traffic in both directions tactile paving to support visually impaired
throughout the construction period. users and audible signals to aid the
hearing impaired
Tottenham Hale Gyratory •Removal of unnecessary street furniture
and upgraded lighting and CCTV in the
Upgraded footpaths and lighting and area
trees planted along the A10 High Road
were completed in summer 2011. As part of the Tottenham Hale scheme,
Restoring two way traffic on the urban realm improvements are planned
gyratory (with improved pedestrian and for the high road historic corridor. The
cycle facilities), improved interchange project is to create a succession of linked
and building the new public square will spaces along the old main road from
take place from autumn 2012. Full London to Cambridge. The two priority
scheme to be completed by summer areas are Tottenham Green, which is
2014. divided by the High Road and Bruce
Grove, a grand avenue that leads to the
The scheme aims to make the area castle. The project is on plan to be
more pleasant, and create a safer delivered by 2012.
environment for passengers,
pedestrians, cyclists, road users and
the local community.
265.4a Making the most of the existing network: Corridor studies
TfL has been working with north A10/Southbury Rad; A10/Bury
London boroughs on the A5 and Street; A10;Church Street;
A10 (with A1010 and A1055) to A10/A406. The emerging approach,
define and quantify future issues in consensus with boroughs, is to
and develop a methodology for continue to apply traffic smoothing
addressing them. Further work on measures and, in the short term,
these corridors will also need to complete the implementation of
consider pedestrian and cyclist SCOOT at junctions (northern
movements. The maps shown on section).
these pages do not include
pedestrians and cyclists.
Both corridors have been identified
as „pathfinders‟ for this approach in
the north sub-region.
A10
The A10 operates in parallel with the
north/south routes of the A1010 and
A1055. The A10 itself, whilst clearly
defined as a single strategic route,
in fact operates as two distinct
parts. The northern section (M25 to
Lordship Lane, Tottenham)
comprises a dual carriageway with
high traffic flow travelling relatively
fast with little conflict with other
users. The southerly section
(Tottenham to Bishopsgate) is a
single carriageway road, passing
through a series of places where
other highway activity conflicts with
through movement. Traffic flows are
lower and bus and pedestrian
movement is higher.
The A10 is not used as an end to
end route. Of southbound traffic at
its northern end (within London),
only 12% continue as far south as
the North Circular.
There are a series of hotspots along
the northern section: A10/Bullsmoor
Lane; A10Caterhatch Lane;
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