Local Implementation Plan - Part 1

Hounslow Local Implementation Plan
for Transport 2011-2031

Introduction to the Consultation Draft Local Implementation Plan for Transport
This draft document, known as the Local Implementation Plan (LIP), details how the Council will seek to implement the Mayor’s Transport
Strategy in the London Borough of Hounslow.
The objectives set out in this plan are expected to guide transport improvements in Hounslow for the next 20 years, from 2011 to 2031 -
covering the same period (2010-2031) as the new Mayor’s Transport Strategy (published in May 2010). Specific schemes and initiatives which
help the Borough to achieve these objectives are set out in the three year Delivery Plan – this will be updated at intervals, allowing the Council
to respond to new pressures and priorities and exploit new opportunities.
Consultation to Date
The draft LIP has been developed following consultation with officers in the relevant departments of the Council, including:
- The Sustainable Planning and Public Realm divisions of the Environment department
- The Public Health, Community Cohesion and Equalities and Human Rights teams of the Community Services department.
In addition, all the Council’s Members have been encouraged to input directly into the development of the strategy. Presentations were made
to the five Area Committees, detailing the draft proposed objectives (including mandatory and local indicators) and changes have been made to
the draft LIP in response to their concerns. These are set out in full as part of the single member decision report authorising the consultation –
available here: http://tinyurl.com/LIPSMDreport
The Strategic Environmental Assessment (SEA) has ensured that Natural England, English Heritage and the Environment Agency have been
consulted on the relevant parts of the draft LIP, and their responses have helped inform the objective setting process.
As part of the Equalities Impact Assessment (EqIA), extensive consultation has taken place with the Council’s Disability Community Forum
(DCF), in addition to direct consultation with thirty umbrella groups representing different population sectors. Once again, this has helped to
establish the LIP’s priorities and the Delivery Plan.
Statutory Consultation
This consultation will run for three months, until 31 March 2011, providing an opportunity for all of the Borough’s residents and stakeholders to
influence the final LIP. Statutory consultees (as set out in the TfL guidance) – the Metropolitan Police, neighbouring boroughs and
organisations representing disabled people, will also be invited to comment at this stage. Concurrently, Transport for London (TfL) will analyse
and comment on the draft LIP.
Any amendments stemming from the above consultation process will be incorporated into a final LIP, which will be submitted to Council’s
Executive in May 2011, before being sent to TfL (on behalf of the Mayor of London) for final approval in June 2011.
Consultation Questions
Feedback on all elements of this draft strategy is welcomed, as well as any general comments you may have about the transport network in the
borough. Respondents may find it useful to refer to the following consultation questions in order to structure their comments.
1. What are the major barriers you face using sustainable transport methods (walking, cycling, public transport, car sharing, low emission
vehicles) in Hounslow?
2. How do you think the Council should seek to reduce these barriers?
3. Is there a particular area of the borough which you feel needs investment in the transport network? Why?
4. Do you feel the proposed LIP objectives and targets are appropriate?
5. Do you agree with the ‘five priorities’ set out under each of the transport programmes in the Delivery Plan section? Are there any
alternative projects that the Borough should consider?
Responses should be emailed by 31 March 2011 to transportplanning@hounslow.gov.uk with ‘LIP Consultation’ included in the subject line.
Alternatively written responses can be mailed to:
LIP Consultation,
Transport Planning & Policy,
Environment, Civic Centre,
Hounslow,
TW3 4DN.
Foreword
Every resident will rely on the transport network at some stage – and as a result it inevitably has a huge impact on our quality of life. Most of us
will have been stuck in traffic jams in cars or buses or suffered from delays on the tube or train and will know the impact this has on our state of
mind, let alone the relationship with our nearest and dearest when we are late home again… Whilst this strategy talks about cycle networks,
accessible bus stops and road safety schemes, ultimately it’s talking about minimising the ability of transport to make you unhappy!
In short, the Council is keen to ensure that all residents are able to get around the borough easily by their chosen method of transport, whilst
also helping make sure we address our environmental commitments.
You will see that our proposed programme contains significant investment in ‘active travel’ – walking and cycling. Helping people embed
physical activity into their daily routine is a good way of improving the health of borough residents as well as reducing air pollution, carbon
emissions and tackling congestion. It can also save you a fair amount every month on gym membership! I was astonished to read some new
research from TfL that suggests that when you remove the impractical journeys (those over eight kilometres; those made by very young
children or the elderly or where you need to carry bulky goods) a staggering third of all trips starting in Hounslow could be cycled. Currently
only a tenth of these trips (around 3 per cent) are cycled! We’re hoping to double the number of trips made by bike so we’ll be improving the
road network for cyclists (including a new Cycle Superhighway in 2013) and providing free cycle confidence courses for all adults and children
in order to help them feel safe cycling around the Borough.
The new strategy also recognises that, while there are excellent public transport options going east-west to and from central London, if you
want to go north or south (orbitally around London) the choices are often far more limited. That means that a lot of residents will continue to
rely on their car to make these trips. The new strategy recognises this and proposes a new programme to explore how we can best encourage
residents to use cars most efficiently – promoting low emission and electric vehicles, car sharing and car clubs. We also hope that this can
help improve air quality in the borough, which is a real concern for many.
We recognise that road safety is residents’ primary concern and a large proportion of our funding will be going into improving the safety of our
roads and promoting their safe use by all. We’re also proposing to improve the accessibility of the transport network to make sure everyone
can use it whilst also improving the attractiveness of our streets.
So please take a moment to read through this document and let us know what you think, and feel free to send through all your
ideas as to how we can make transport – and therefore the borough – a better, happier place.
Cllr Corinna Smart - Lead Member, Environment

Executive Summary
Executive Summary
(i) Background
The GLA Act (1999) requires London Boroughs to produce a new transport strategy (known as the ‘Local Implementation Plan for Transport’ or
LIP) illustrating how they are going to assist the Mayor to achieve his transport objectives for the capital. This follows the publication of the new
Mayor of London’s Transport Strategy (MTS) in May 2010.
The LIP must contain three distinct sections:
 A list of ‘Borough Transport Objectives’ which are informed by data and reflect the priorities identified in other local plans and strategies;
and covering the period 2011 to 2014 and beyond, reflecting the timeframe of the revised MTS
 A Delivery Plan detailing how these objectives will be achieved, and in particular how TfL funding will be allocated. The Delivery Plan
sets out schemes and initiatives to be taken forward by the Council over the next three years and will be updated in 2013/14
 A Performance Monitoring Plan illustrating how progress towards achieving the objectives will be measured. This includes targets for a
number of mandatory performance indicators set by TfL, alongside local indicators and targets considered appropriate by the Authority.
These sections are now discussed in turn below.
(ii) Borough Transport Objectives
A review of available data on the challenges facing the transport network over the coming years reveals the following key trends and concerns:
 Safety: Despite a significant reduction in recent years in the number of people killed and seriously injured on the roads, there are still
over 100 people involved in a serious collision each year
 Congestion: Traffic levels have fallen over recent years, particularly in the east of the borough, but congestion remains a key concern,
particularly on north/south orbital routes
 Air quality and climate change: Transport remains a key source of air pollution and CO2 emissions which need to be cut to comply with
national and international agreements
 Physical activity – Physical activity levels in the borough are low, particularly in the west. Promoting active travel methods can help
promote healthier lifestyles.
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 i

An assessment of relevant local and regional policy which needs to be taken into account when formulating a strategy has been completed.
This particularly focuses on the Local Strategic Partnership’s Community Plan (which is currently being updated), the emerging sub-regional
transport plan for west London and the new MTS itself which the Borough is required to take into account.
A comprehensive Strategic Environmental Assessment (SEA) and Equalities Impact Assessment (EqIA) (which accompany this strategy) have
also been provided, helping guide the formulation of objectives.
Given this review, the following vision and objectives are proposed for the new transport strategy.
Hounslow’s transport system will enable all those who live in or visit the area to travel safely and conveniently, whilst supporting
environmentally sustainable economic growth and improving health.
Specifically, the new LIP should seek to facilitate a transport network and street environment that is:
1. Safe: To reduce the number of people killed or seriously injured in road traffic collisions, and increase the perception of personal safety in
the public realm
2. Environmentally Sustainable: To reduce transport-related CO2 emissions and other air pollutants, and maximise the system’s resilience
to the effects of a changing climate
3. Attractive: To improve residents’ and visitors’ satisfaction in the quality of the street environment and maximise the amenity value of
public spaces wherever possible
4. Accessible: To ensure the transport system facilitates access to jobs, services and leisure opportunities, regardless of disability or social
circumstance
5. Healthy: To maximise the opportunity for the transport system to improve health outcomes by removing real and perceived barriers to
the uptake of active travel
6. Efficient: To ensure that the transport system is managed appropriately to reduce traffic congestion and to maximise the current capacity
of the network – in particular unlocking regeneration opportunities.
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 ii

(iii) Delivery Plan
The Delivery Plan section sets out how the Authority will achieve these objectives through investment of the funding received from TfL,
contributions from developers (section 106 monies) and other funding sources.
The key funding source for implementing this strategy comes from TfL in the form of an annual grant. This is calculated via a formula which
takes into account the size and population of the borough, deprivation, number of schools and businesses etc. The totals made available to
Hounslow are summarised in Table ES-1. These have been reduced significantly following the results of the Comprehensive Spending Review
in October 2010.
Table ES-1: Formula Funding for LB Hounslow 2010/11 to 2013/14
Year 2010/11 2011/12 2012/13 2013/14

Allocation (£,000’s) 3320 2837 2721 2333
% Reduction on 2010/11 levels 15% 18% 30%
A new system for allocating this funding across different transport schemes has been drawn up, using the results from the spring 2009
residents’ panel survey. This survey asked a series of questions which sought to ascertain the priority placed on different transport schemes
e.g. road safety education, improving streetscene, improving bus reliability etc. The feedback given by residents has then been used to weight
the allocations.
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 iii
Out of this process the Authority has developed eleven different programmes, set out in Figure ES-1. Allocations against these programmes
for the next three years are also summarised in Table ES-2.
Table ES-2: TfL LIP Funding by Programme Figure ES-1: LIP II Programme Areas
Allocation (£,000)
LIP II Programme 2011/12 2012/13 2013/14
Maintaining the Asset Asset
Road Safety Engineering 543 521 447 Maintenance
Better, More Accessible Streets 529 507 435

Bus Improvement Programme 319 306 262
Cycle Infrastructure Programme 311 299 256
Greenways 198 190 163 Cycle Better, More Bus
Road Safety
Infrastructure Greenways Infrastructure
Encouraging Efficient Car Use 344 330 283 Programme
Accessible Streets
Programme
Engineering
Road Safety Education,

Training and Publicity 228 219 188
School Travel Planning 147 141 121
Efficient Business Transport 113 109 93
Sustainable Travel Promotion 104 100 85
Asset Maintenance 1 Tbc Tbc Tbc Developing a Sustainable Transport Network
Total 2,836 2,722 2,333 Changing Travel Behaviour
1
Asset Maintenance contribution to principal roads is bid for annually from TfL,
based on need.
Travel Demand Management

Road Safety
Education
Efficient School Travel Sustainable Travel

Efficient Car Use
Business Travel Planning Promotion
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 iv

Using these allocations, alongside section 106 sums from new developments, where available, a three year ‘programme of investment’ has
been developed. This sets out the detailed schemes and initiatives that the Authority will seek to implement up to 2013/14. Highlights include:
 A major street improvement programme for Twickenham Road and funding for a second holistic ‘corridor’ scheme in 2012 - 2014
 Targeted road safety engineering schemes including improvements to Wellington Road (and adjacent streets), and development of
20mph zone in the Wigley Road area
 A comprehensive road safety education programme particularly targeted at school children. Includes free national standards cycle
training for all children
 Continuation of the Community Streets scheme which engages residents to develop their own solutions for transport problems in their
street or near their school. One scheme per year is planned in each Area Committee
 Seed funding for identification, feasibility, consultation and detailed design of sustainable transport schemes in preparation for
implementation during the core investment period (2013-2018) of the Highways Asset Maintenance Private Finance Initiative
 A ‘smoothing traffic flow’ scheme to ease congestion at key junctions through implementation of new traffic control systems
 Funding for street improvements benefiting cyclists to the Isleworth and Brentford ‘cycle hub’ area
 Improvements to access for pedestrians, cyclists and mobility impaired people in Hanworth Park, Lampton Park, Gunnersbury Park,
Crane Park, Dukes Meadows and across the Borough’s public rights of way network
 Continuing programme of travel demand management - working with schools, businesses and residents to promote sustainable travel
 Funding to reduce CO2 emissions from Council’s own fleet and promote low emission vehicles (particularly electric cars) more generally.
The Authority also has influence over modal choice through its parking strategy. The Delivery Plan sets out some ideas as to how this could be
developed to help achieve the targets and objectives of the LIP.
Chapter Two also sets out some ideas for possible ’Major Schemes’ which could benefit from additional funding from TfL. In Hounslow these
particularly link to future development opportunities in Hounslow, Brentford and Feltham Town Centres. It also summarises other funding
sources available, including the Highways Asset Maintenance PFI, EU funding and section 106 contributions currently received.
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 v

(iv) Performance Monitoring Plan
The Performance Monitoring Plan sets out the indicators and targets that the Authority will monitor to assess whether the Delivery Plan is
effective in achieving the LIP objectives.
The plan is made up of both mandatory indicators which have been provided by TfL and local indicators which have been suggested by the
Borough. The indicators and the targets are summarised in Table ES-3 and Table ES-4. Progress towards achieving these targets will be
monitored annually and reported to TfL every three years.
Table ES-3: Mandatory Performance Indicators
Core indicator Definition Year Units Base Base Target Target Trajectory data Data source
type year year year year
value value
Mode share of trips Percentage of trips Calendar % 2010 28.5 2013 28.8 2010 2011 2012 2013 LTDS
originating in the by walking
borough 28.5 28.6 28.7 28.8
Mode share of trips Percentage of trips Calendar % 2010 2.8 2013 3.5 2010 2011 2012 2013 LTDS
originating in the by cycling / no of
borough trips 3 3.2 3.4 3.5
Bus service Excess wait time in Calendar minutes 2010 1.3 2013 1.4 2010 2011 2012 2013 iBus
reliability minutes
1.3 1.3 1.4 1.4
Asset condition - Percentage length Calendar % 2010 7 2013 9 2010 2011 2012 2013 Detailed Visual
principal roads in need of repair Inspection (DVI) data
8 9 10 9 (TfL)
Road traffic Total number of Calendar number 2010 117 2013 106 2010 2011 2012 2013 London Road Safety
casualties people killed or Unit
seriously injured 117 114 110 106
Road traffic Total casualties Calendar number 2010 973 2013 883 2010 2011 2012 2013 London Road Safety
casualties Unit
973 943 913 883
CO2 emissions CO2 emissions Calendar tonnes/year 2010 356 2013 298 2010 2011 2012 2013 GLA's London Energy
and Greenhouse Gas
332 320 309 298 Emissions Inventory
(LEGGI)
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 vi

Table ES-4: Local Performance Indicators
Local indicator Definition Year Units Base Base Target Target Trajectory data Data source
value value
Road traffic Collisions Calendar number 2007- 1322 2020- 793 2010-13 2013-16 2016-19 2020-22 LBH Traffic & Road
collisions - occurring on 2010 2022 Safety Team
borough roads borough roads. 1190 1058 925 793
only
Road traffic Total child (16yrs Calendar number 2004-8 76 2020 53 2010 2011 2012 2013 LBH Traffic & Road
casualties - and under) 76 73 71 69 Safety Team
children casualties (fatal,
serious and
slight injuries)
Accessible bus Percentage of Calendar % 2009 42 2020 79 2010 2011 2012 2013 TfL
stops bus stops which 42 46 50 55
are classed as
accessible
Mode of travel to Percentage of Academic % 2010 63.5 2031 66 2010 2011 2012 2013 LBH Traffic & Road
primary school - children walking year Safety Team
walking to school 63.5 63.6 63.8 63.9
primary school - children cycling year Safety Team
cycling to school 1.6 1.8 1.9 2.1
Mode of travel to Percentage of Academic % 2010 26.4 2031 19.5 2010 2011 2012 2013 LBH Traffic & Road
primary school - children year Safety Team
car (not-sharing) travelling to
school by car 26.4 26.1 25.8 25.4
secondary children year Safety Team
school - walking secondary 32.6 32.7 32.7 32.8
walking to school
school - cycling secondary
cycling to school 2.3 2.5 2.7 2.8
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 vii
Local indicator Definition Year Units Base Base Target Target Trajectory data Data source
value value
school - car (not- travelling to
sharing) secondary 12.2 12.0 11.7 11.5
school by car
Travel plan Percentage of Calendar % 2010 N/a 2014 100 2010 2011 2012 2013 LBH Transport Planning
monitoring travel plan & Policy
reports from new monitoring
developments reports returned 0 40 60 80
to the authority
each year from
developments
where are travel
plan has been
secured
Public perception Percentage of Calendar % 2009 34 2018/19 44 2010 2011 2012 2013 LBH Traffic & Road
of street residents Safety Team
maintenance satisfied with
street 34 32 27 30
maintenance
(residents panel)
Condition of non- Percentage of Financial % 2009 9 2018/19 0 2010 2011 2012 2013 Detailed Visual
principal roads length need of year Inspection (DVI) data
repair 10 12 15 15 (TfL)
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 viii
Contents
Chapter One: Borough Transport Objectives 6
1.1 The Borough in Context 6
1.2 Policy Background 26
1.3 Strategic Environmental Assessment (SEA) 30
1.4 Equalities Impact Assessment 31
1.5 Network Management Duty 32
1.6 Sub-Regional Transport Plans 33
1.7 TfL’s Business Plan and Investment Programme 34
1.8 Hounslow’s Transport Vision and Objectives 38
Chapter Two: Delivery Plan 40

2.1 Introduction 40
2.2 LIP programmes 46
2.3 Funding the Delivery Plan 76
2.4 Three Year Programme of Investment 87
2.5 Other Mechanisms of Delivering the LIP Objectives 96
2.6 Delivery Plan Risk Management 100
Chapter Three: Performance Management Plan 103

3.1 Introduction 103
3.2 Road Safety 105
3.3 Bus Reliability and Accessibility 112
3.4 CO2 Emissions 119
3.5 Modal Shift 129
3.6 Asset Condition 138
London Borough of Hounslow Transport Local Implementation Plan 2011-31 1

3.7 Summary 143
3.8 Strategic Environmental Assessment Monitoring 144
3.9 High Level Outputs 145
3.10 Contribution of Major Schemes to Achievement of Targets 146
3.11 How these Indicators will be Monitored 146
3.12 Mitigating Non-Performance or Over-Performance 147
Appendices 148
Tables
Table ES-1: Formula Funding for LB Hounslow 2010/11 to 2013/14
Table ES-2: TfL LIP Funding by Programme
Table ES-3: Mandatory Performance Indicators
Table ES-4: Local Performance Indicators
Table 1-1: Hounslow’s Transport Geography
Table 1-2: Traffic counts by road type
Table 1-3: Traffic Counts by Area
Table 1-4: Destination of Potential Cycle Trips Originating in the Borough
Table 1-5: Cycle Segmentation for Hounslow
Table 1-6: Mayor’s Transport Strategy objectives
Table 1-7: Securing the Movement of Traffic
Table 1-8: Compliance between Borough and Mayoral Objectives
Table 2-1: Achieving our LIP Objectives
Table 2-2: Compliance between Proposed LIP II Programme areas and Objectives
Table 2-3: Asset Maintenance Programme Summary
Table 2-4: Road Safety Engineering Programme Summary
Table 2-5: Road Safety Education, Training and Publicity Programme Summary
Table 2-6: Better, More Accessible Streets Programme Summary
Table 2-7: Bus Improvement Programme Summary
Table 2-8: Cycle Infrastructure Programme Summary
Table 2-9: Greenways Programme Summary

Table 2-10: School Travel Planning Programme Summary
Table 2-11: Efficient Businesses Travel Programme Summary
Table 2-12: Sustainable Travel Promotion Programme Summary
Table 2-13: Encouraging Efficient Car Use Programme Summary
Table 2-14: Formula Funding for LB Hounslow 2010/11 to 2013/14
Table 2-15: Possible Major Scheme Proposals (to be developed in 2011)
Table 2-16: Three Year Programme of Investment
Table 2-17: Hounslow LIP 2011/2013 Risk Matrix
Table 3-1: Road Traffic Collisions May 2007 – May 2010
Table 3-2: Borough Road Safety targets and associated contributory factors
Table 3-3: Locations of Excess Wait Time above 1.2mins
Table 3-4: Borough Bus targets and associated contributory factors
Table 3-5: 2008 Road Transport CO2 Emissions per Capita (Outer London Boroughs)
Table 3-6: Recent trajectories in Transport CO2 emissions, by source
Table 3-7: Borough’s transport contribution to CO2 reduction
Table 3-8: Cycle Parking Areas Monitored (data from 30th September 2010)
Table 3-9: Borough sustainable transport priorities and contributory factors
Table 3-10: Levels of Satisfaction in Street Maintenance
Table 3-11: Borough Asset Maintenance targets and contributory factors
Table 3-12: Summary of Performance Indicators and Proposed LIP II Programme Areas
Table 3-13: High Level Outputs and LIP II Programme Area which will Deliver these
Figures
Figure 1-1: Key Employment Areas
Figure 1-2 Index of Multiple Deprivation
Figure 1-3: Hounslow’s Transport Geography and Key Trip Generators
Figure 1-4: Congestion on the Road Network in Hounslow (AM Peak)
Figure 1-5: Congestion on the Road Network in Hounslow (PM Peak)
Figure 1-6: Geographic distributions of target segments
Figure 1-7: Public Transport Accessibility Levels in Hounslow
Figure 1-8: Thirty minute Journey Time Catchments around Hounslow Town Centre
Figure 1-9: Road Casualties – number of people killed or seriously injured in road traffic accidents

Figure 1-10: Traffic Collisions on LBH Roads and TfL/Highways Agency Roads
Figure 1-11: Projected mean NO2 concentrations in and around London Borough of Hounslow in 2005
Figure 1-12: Total CO2 Emissions for London Borough of Hounslow (2008)
Figure 2-1: LIP II Programme Areas
Figure 2-2: Pre Implementation (2002-6) Casualty Plots
Figure 2-3: Post Implementation (2008-10) Casualty Plots
Figure 2-4: Cycle Superhighway 9 Route through LBH
Figure 2-5: Capital Ring in Hounslow
Figure 2-6: London Loop in London Borough of Hounslow
Figure 2-7: Thames Path in London Borough of Hounslow
Figure 2-8: Proposed Greenways Network in Hounslow
Figure 2-9: Target Sites for Travel Demand Management Activity in Hounslow
Figure 2-10: ‘MOSAIC Driver’ analysis for Hounslow
Figure 3-1: Road Casualties – number of people killed or seriously injured in road traffic accidents
Figure 3-2: Proposed New Road Safety Target - All Killed
Figure 3-3: Proposed New Road Safety Target - All Casualties
Figure 3-4: Proposed Maximum Target for All Child Casualties
Figure 3-5: Road Traffic Collisions on Borough Roads – Proposed Trajectory to May 2022
Figure 3-6: Current Mean Excess Waiting Time for Bus Services
Figure 3-7: Proposed EWT target to 2019/20
Figure 3-8: Percentage of Compliant Bus Stops
Figure 3-9: Reductions in Ground Based Transport CO2 emissions to 2025
Figure 3-10: Mid range estimate of CO2 reduction impacts of transport policy areas by 2025
Figure 3-11: Current Modal Split and Proposed Targets for 2031

Figure 3-12: Three Year Trajectories for Modal Split for Walking, Cycling and Car Use
Figure 3-13: Proposed Automated Cycle Counter Sites
Figure 3-14: Cycle Parking Utilisation (October 2010)
Figure 3-15: Mode of Travel to Primary School (2008 – 2010) and Proposed 2031 Target
Figure 3-16: Three Year Trajectories for Primary School Modal Split for Walking, Cycling and Car Use
Figure 3-17: Mode of Travel to Secondary School (2008 – 2010) and Proposed 2031 Target
Figure 3-18: Year Trajectories for Secondary School Modal Split for Walking, Cycling and Car Use
Figure 3-19: Comparison of Highway Asset Condition and TfL Allocations
Figure 3-20: Principal Road Maintenance – Target Trajectory
Figure 3-21: B & C Class Roads Where Maintenance should be considered
Figure 3-22: Levels of Satisfaction in the Council’s Maintenance of Streets and Pavements

Borough Transport Objectives
Chapter One: Borough Transport Objectives
1.1 The Borough in Context
Situated in outer West London, the London Borough of Hounslow covers approximately 22 square miles stretching from Chiswick in the east to
the boundaries of Heathrow Airport in the west. Hounslow borders a number of other London boroughs including Hillingdon, Ealing, Richmond-
upon-Thames and Hammersmith & Fulham, as well as Spelthorne Borough within Surrey.
The second half of the 20th Century has seen significant change in the Borough, with the opening of Heathrow Airport in 1945 in particular
bringing huge demand for new developments to cater for the many people coming into the area seeking work and residence. Meadows and
heath land have disappeared under new developments as the area has changed from a sleepy corner of Middlesex into the vibrant bustling
borough it is today.
Osterley House and Ground
Today the borough has a mix of residential, commercial and industrial land
uses interlaced with several waterways, including the River Thames and the
Grand Union Canal, large areas of green space and areas of cultural and
architectural heritage. Despite the huge growth in the built-up areas of the
borough, 30 percent of its surface area remains undeveloped in the form of
public open spaces and urban green spaces, serving the environmental and
recreational needs of the population living within and beyond the its borders.
At the geographical centre of the borough lies Hounslow town centre, one of
Greater London’s 13 metropolitan centres. The major town centres of
Feltham and Chiswick lie towards the south-western and eastern ends of the
borough, respectively, while the local town centre of Brentford is sited
between Hounslow and Chiswick on the historical Roman road stretching
from central London to Wales.
London Borough of Hounslow Local Implementation Plan for Transport 2011-31 6

Both Feltham and Hounslow centres have recently undergone significant redevelopment, with further development anticipated for Hounslow.
The regeneration of historic Brentford continues with a number of vacant employment sites on the Great West Road being redeveloped for
mixed-use.
Hounslow Town Centre: Blenheim Centre – Phase I and the Pedestrianised High Street
In addition to these centres, employment is concentrated in the key nodes of Chiswick Business Park and Bedfont Lakes office park and along
the ‘Golden Mile’ - a stretch of the Great West Road in Brentford containing a concentration of businesses. Most employment at these
locations is related to media, telecommunications/technology and pharmaceuticals, however there are also pockets of light manufacturing as
well as extensive warehousing, freight forwarding and airline-related activities, particularly towards the western end.
Although just west of the borough, Heathrow Airport has a dominant influence on Hounslow’s economy. Employment in the west area of the
borough is dominated by airport-related logistics, construction and services such as hospitality and catering, with Feltham and the west of
Hounslow containing nearly half of the borough’s industrial and commercial estates. Elsewhere in the borough, traditional industrial estates
have been affected by the nationwide decline in manufacturing, with a shift towards service sector employment opportunities. The
development of Chiswick Park in the east of the borough has created one of the strongest locations for office lettings outside of central London.
Key employment areas and town centres are shown in Figure 1-1.

Figure 1-1: Key Employment Areas GSK Building and the Grand Union Canal
Hounslow has one of the most culturally diverse communities in the UK, with the population of approximately 235,0001 people, with a working
population of 167,9002, living in communities stretching from Bedfont at the fringe of Greater London in the west to the Victorian streets of
Chiswick in the east. The census in 2001 recorded over 120 languages being spoken by Hounslow residents, with 35 per cent of the
population being from minority ethnic groups. The demographic make up of the area has however changed considerably over the last decade,
particularly given the large scale in-migration of people from eastern Europe following the relaxation of visa requirements for residents of these
countries.
1 Office for National Statistics (Updated June 2010); General Register Office for Scotland; Northern Ireland Statistics and Research Agency: 04/08/10.
2 Office for National Statistics (Updated June 2010); General Register Office for Scotland; Northern Ireland Statistics and Research Agency: 04/08/10.

The Borough contains a number of affluent areas and although as a whole is not poor in comparison to many other London boroughs, it does
contain a number of significant pockets of deprivation located in parts of Bedfont, Hanworth and Heston in the west and Brentford and Syon in
the east. This is mapped in Figure 1-2.
Figure 1-2 – Index of Multiple Deprivation

1.1.1 Hounslow’s Transport Geography
Figure 1-3 and Table 1-1 below detail the transport geography of Hounslow.
Figure 1-3: Hounslow’s Transport Geography and Key Trip Generators

Table 1-1: Hounslow’s Transport Geography
Interchanges between
Level Key Origin/Destinations Multi-Modal Transport Corridors
Networks
> Air
International - -
Heathrow Airport
> Air > Road
National -
Heathrow Airport M4 Motorway (9.8km)
London-wide > Opportunity Areas > Rail
Heathrow Opportunity Area (includes parts of South West Trains (‘Hounslow Loop’ and
Hounslow and Feltham) Reading/Windsor lines through Feltham
-
> Areas for Intensification interchange)
None > Road
A4
West sub-region > Metropolitan Town Centre > Sub-regional strategic transport > Railway stations
Hounslow town centre services Chiswick, Kew Bridge,
Brentford, Syon Lane,
> Major shopping centres > Transport for London Road Network Isleworth, Hounslow, Feltham
Treaty Shopping Centre (Hounslow) (TLRN)
A4, A312, A30, A406, A316 > London Overground/ District
> Key sub-regional services Line
West Thames College > Major borough roads and bus corridors Gunnersbury, Chiswick Park,
Thames Valley University Bath Road, Staines Road, London Road, Turnham Green, Stamford
West Middlesex Hospital Hanworth Road, Chiswick High Road, Brook.
Twickenham Road
Feltham High Street > Piccadilly Line
Turnham Green, Boston Manor,
> Cycling facilities Osterley, Hounslow
9 LCN+ Routes and a number of East/Central/West.
established borough cycling routes.
Increasing number of greenways. > Bus interchanges
Hounslow High Street/Bus
> Major walking routes Garage. Brentford County
London Loop, Capital Ring and Thames Court, Chiswick High Road,
Path. Feltham Station.

Interchanges between
Level Key Origin/Destinations Multi-Modal Transport Corridors
Networks
Local > Major centres > Local transport corridors and services > Bus stops total
Chiswick 712 (617 maintained by the
> Roads and streets Borough, 37% ‘accessible’).
> District 32.3km (TfL road network)
Feltham, Brentford 37.8km of principal roads (17.3km of > Bus stops with proposed
which is designated Strategic Road Countdown signs from 2012
> Major employers/employment sites Network) 52
‘Golden Mile’ (Great West Road), 421km of other classes of roads.
Chiswick Business Park, > Accessible rail stations
Bedfont Lakes Business Park, > Bus routes 4
London Borough of Hounslow, 44 routes service the borough (excluding
Heathrow hinterland (e.g. North Feltham school services) > Accessible tube stations
Trading Estate), 2
Town centre businesses > Walking
775km of footway
> Local services 9 borough-defined healthy walks around
56 primary phase schools parks and green spaces.
14 secondary phase schools
10 independent schools
3 special educational needs (SEN) schools
1 pupil referral unit
> Public leisure centres

6

1.1.2 Road Network
In common with many other outer London boroughs, Hounslow has developed along road and rail routes carrying heavy volumes in and out of
London. The major arterial routes of the A4 (Great West Road) and M4 Motorway pass through the borough, facilitating road access to the
capital and serving the huge number of trips arising from operations at Heathrow Airport. Alongside these routes are the A312 and A406 (North
Circular) which facilitate movements north and south of the borough. These major routes, combined with trips originating in the borough place
a considerable strain on Hounslow’s road network. The levels of congestion in different parts of the borough are shown in Figure 1-4 and
Figure 1-5 below, which show delays in the morning and evening peaks.
Figure 1-4: Congestion on the Road Network in Hounslow (AM Peak) Figure 1-5: Congestion on the Road Network in Hounslow (PM Peak)
As evidenced above, the road network struggles to cope with peak time traffic – this is especially noticeable on some of the orbital north/south
routes where the volume of traffic (in part caused by the lack of alternative transport mode choice) coupled with a lower road capacity can
cause severe delays.

However, traffic in the borough has been on decline in recent years – as illustrated in Table 1-2 below.
Table 1-2: Traffic Counts by Road Type – 1999 set at an index of 100
Road Type 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Motorway / Principal (TfL) 100 99 97 96 94 95 94 93 88 86 NA
Principal (Strategic Road Network) 100 98 97 96 96 95 93 92 92 90 90
Minor 100 100 100 100 99 99 98 96 96 93 91
All sites 100 99 98 97 96 96 95 94 93 89 91
This decline has been particularly noticeable in the east of the borough, where traffic has reduced by an estimated 13% (although further data
is pending for 2009) as shown in Table 1-3 below.
Table 1-3: Traffic Counts by Area – 1999 set at an index of 100
Area 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
Bedfont / Feltham / Hanworth 100 99 99 99 99 98 97 93 91 91 93
Cranford / Hounslow 100 102 99 97 96 95 94 94 95 94 91
Heston / Isleworth 100 99 98 97 96 96 95 93 89 90 93
Brentford / Chiswick 100 97 97 96 93 95 93 94 92 83 87
All sites 100 99 98 97 96 96 95 94 93 89 91
Intriguingly this reduction has occurred at a time when the borough has grown from 212,000 residents in 2001 to over 230,000 in 2010,
suggesting the link between population and traffic growth has broke, or at least significantly weakened in the area.

Hounslow Skyride
1.1.3 Focus on Cycling – Hounslow Biking Borough
Hounslow is considered a leader in the promotion of cycling, being the first authority in London to
develop a ‘Biking Borough’ action plan, and the host of the first outer London Skyride. The ‘Biking
Borough’ programme provided a resource to undertake a comprehensive assessment of the current state
of cycling in Hounslow. In addition, it facilitated the gathering of a large number of stakeholders including
cycle charities; business representatives; colleagues from health, education and housing and elected
members to discuss how best to increase cycle rates.
Key findings from the Biking Borough Audit

According to TfL, 33 percent of all trips made by Hounslow residents are ‘potentially cyclable’. The
analysis excludes trips by children and the elderly; made at night time; involved in carrying bulky goods
and over 8km in length. Nearly half of these trips which could theoretically be made by bicycle but are
not are for ‘shopping, leisure or personal business’; around a third relate to the commute and just under a
fifth are education related. It is important to note that this analysis takes no account of people’s attitude
to cyclists and cycling, which varies considerably across the capital and even within Hounslow itself.
The target for cycle trips is around 6 percent of all trips by 2026 but this would still equate to over twice
as many people (around 125 percent% increase) making trips by bike as they do now. This
equates to a rise from 14,000 cycle trips/day to over 30,000. It is aimed to achieve this level of Table 1-4: Destination of Potential Cycle Trips
cycling before 2026 in the ‘hub area. Originating in the Borough
Borough %
In terms of destinations of these trips, Table 1-4 shows the destination of potentially cyclable trips Hammersmith and Fulham 2.4
originating in the borough. Unsurprisingly given the limited range for cyclists, the vast majority of Kensington and Chelsea 0.8
possible trips occurred inside the borough, however a significant proportion of trips (nearly a quarter, Ealing 12.0
though care must be taken given the low sample sizes involved) which could be converted to cycling Hillingdon 4.4
were to the north (Ealing) and the south (Richmond). This illustrates the importance of creating clear
Hounslow 66.5
orbital cross-borough cycle routes.
Richmond 10.9
Outside London 2.9
Total 100

TfL has undertaken comprehensive attitudinal research into the possible motivators for cycling, and have formed a list of seven population
segments, which in turn have been mapped to the wider MOSAIC geodemographic groupings. The information about these different groups of
people, linked to their geographic locale can be used to accurately target infrastructure provision and promotional campaigns to achieve best
value for money. Further information is provided in Table 1-5 and Figure 1-6 below.
Table 1-5: Cycle Segmentation for Hounslow
Cycling Segmentation % in Cycling Potential

Group Hounslow
Those in the Comfortable Maturity segment are not generally in scope for cycling due to their age. They tend
to be reasonably well off, with some time available, and live in more suburban areas near parkland, so there
Comfortable Maturity 4.5 may be some potential for off-road leisure cycling.
Hard Pressed Families are poor prospects for cycling, in part possibly due to bigger concerns over family
finances, with ethnic background also possibly being a factor. Those that live in inner city flats and tower
Hard Pressed Families 24.0 blocks (a significant proportion) could also have problems with bike storage.
High Earning Professionals are well educated and affluent, with many working in large multinationals. They
High Earning tend to use personal rather than public transport, and men in this segment are a good prospect for cycling to
Professionals 8.2 work, though female High earning professionals present more of a challenge.
The Manual Trades segment is one of the least attractive prospects for cycling, largely due to a social
influence which seems to be linked with the manual occupations which dominate in this segment. This
Manual Trades 7.7 means that, unlike most other segments, men from it are hardly more likely to cycle than women.
Those in the Suburban Lifestyle segment tend to be on around average income and to be heavily reliant on
car (in part as a consequence of living away from a town centre). Men in this segment are far more likely
Suburban Lifestyle 17.2 than women to be interested in cycling, and cycling tor leisure is as likely as cycling for purpose.
The ‘Urban Living’ are the prime target for cycling, particularly cycling for a purpose. They tend to be quite
young, well educated and reasonably well-off. They have busy lifestyles and usually live close to town / city
Urban Living 16.7 centres. Many choose to live without a car.
Young Couples & Families are fair prospects for cycling because their car ownership is quite low, they are of
a prime age for cycling and many have young children who are likely to be exposed to cycling initiatives at
Young Couples & school. On the other hand, their finances are likely to be tight, and their ethnic background is not necessarily
Families 12.0 aligned with a cycling culture.
Not coded 9.6

Figure 1-6: Geographic Distributions of Target Segments

Other findings from the research include:
 Across Hounslow, 83 per cent of residents have cycled before which is higher than in other boroughs, however, at present, only 18 per
cent of Hounslow residents can be described as ‘regular cyclists’ - cycling at least once a week.
 Hounslow currently has significantly higher average cycle flows than other boroughs in outer London. The DfT National Road Traffic
Census Count site recorded a daily average of 19,745 cyclists in Hounslow, with only one other outer London borough (Richmond)
exceeding this with 23,821. It should be noted that the London Travel Demand Survey (LTDS) estimates only around 12,000 trips per
day (2005-8 combined).
 Most cycle trips in Hounslow are made for leisure purposes, with two thirds being under 30 minutes.
 Around 82 percent of cyclists are male, with 70 percent of these being white British in ethnicity.
 Nearly half of the kilometres cycled in Hounslow are made by residents over 45.
 Three quarters of residents consider that cycling is ‘not difficult to do’.
Following this assessment and review the report suggests focusing Encouraging Families to Try Cycling – Hounslow Skyride
efforts to increase cycle rates by:
 Encouraging existing cyclists to cycle for other trip purposes

 Attracting other family members to try cycling – moving
towards a critical mass within social groups that are already
accepting of cycling
 Selectively targeting hard to reach groups to break down
barriers to cycling
 Promoting cycling as a safe, secure and enjoyable activity
 Working collaboratively with education, health, housing and
safety and security partners to address barriers to cycling.

In order to achieve this, a large number of projects and initiatives were assessed and shortlisted by stakeholders into the following ten schemes
(or approaches) for achieving these objectives:
1. Development of cycle-friendly neighbourhoods – introducing permeability for cyclists where possible, alongside 20mph limits
2. Improve cycle parking, including tackling residential cycle parking
3. Introducing improved way finding and signage (particularly on orbital routes north to Ealing and south to Richmond)
4. Development of continuous cycle routes and a ‘Greenways’ network of quiet roads and off-road sections through parks and open space.
5. Cycle maintenance and advice clinics
6. Targeted interventions at specific groups – development of bespoke campaigns for different communities in Hounslow
7. High quality marketing and regular ‘challenges’ to encourage people to try cycling/cycle more
8. Trial a ‘Cycling on Prescription’ scheme with GPs
9. Offering opportunities to ‘try cycling’ at low or no cost
10. Exploring opportunities to operate a bike recycling scheme, particularly assisting low income residents to access jobs/services
Whilst many of these programmes will span across the borough, the Example of a Bespoke Cycle Marketing Campaign for Teenagers
report also suggested that a ‘cycle hub’ be chosen where investment and
effort could be focussed, and new initiatives piloted. A multi-criteria
analysis was undertaken which concluded that the Isleworth and Brentford
area provides the best opportunity to act as a cycle hub.
The ‘Biking Borough’ programme will now be subsumed within the new LIP,
with the Cycle Infrastructure and Greenways programmes in particular
providing dedicated funding for developing a network of safe and pleasant
cycle routes across the area, alongside new cycle parking and wayfinding.
Wider cycle promotion and marketing, including cycle training, will be taken
forward through the various travel demand management programmes
(School Travel Planning etc) and the Road Safety Education Training and
Publicity programme (cycle training).

1.1.4 Public Transport Network
Alongside an extensive road network, the borough has a comprehensive public transport system including National Rail and London
Overground railway services, London Underground services on the Piccadilly and District lines and 49 bus services, seven of which operate 24
hours a day.
Figure 1-7: Public Transport Accessibility Levels in Hounslow
Hounslow residents in general have ‘reasonable’ access to
employment by public transport, walking and cycling - according to
TfL 86.5% of working age people can access jobs without the need
of a car (this was the highest figure for all outer London boroughs).
This level of service of vital for the economic fortunes of the borough,
given that, in 2001, nearly a third of households did not own their
own car. The Public Transport Accessibility Level of each area is
illustrated in Figure 1-7.
Orbital versus Radial
Public transport provision in the borough varies enormously

depending on whether the trip maker is travelling radially (east into
London or west to Heathrow, the homes counties and beyond) or
orbitally north to Ealing and west London, or south to Richmond and
Kingston. Figure 1-8 shows 30 minute travel times around
Hounslow town centre by different modes.
To illustrate – using public transport from the town centre a traveller

can cover between 6.8km (Heathrow Terminal 1,2,3 on the Piccadilly
Line) and 8.6km (Ashford) heading west and around 8km (Barnes) heading east (using South West Trains).
However the same traveller could only get to the other side of Whitton (2.5km) or Heston (2km) heading south or north, using the bus network.
Using a car from the same origin allows travellers to cover up to 34km (approaching junction 4a on the M3 to the southwest) or 20km (nearing
junction 17) heading north. Journey times and distances by car and public transport heading east broadly comparable – allowing the traveller
to journey around 14.8km in 30 minutes. With the journey time savings from using a car so prevalent for these orbital trips it is clear that it will
remain the dominant modal choice in Hounslow for many years to come.

Figure 1-8: Thirty minute Journey Time Catchments around Hounslow Town Centre

1.1.5 Transport’s Impact on Health
The transport network and its use can have a large impact on peoples’ health and wellbeing. The Council is particularly concerned about the
following areas:
Road Safety Figure 1-9: Road Casualties – Number of People Killed or Seriously Injured
in Road Traffic Collisions (three year rolling average)
Reducing road traffic collisions remains a high priority with
residents – in 2009 75 percent stated that ‘addressing accident
black spots’ should be a high priority for the council with 63
Number of People Killed or Seriously Injured

250
percent stating that promoting road safety to adults and children
should also be a priority.
200
As shown in Figure 1-9, between 1994/98 and 2009 there has
been a 55 percent decrease in the number of people killed or 150
seriously injured on all roads in the borough. This puts Hounslow
in the top half of boroughs across London in terms of achieving a
100
reduction in road casualties, however there are still over 100
people killed or seriously injured on borough roads each year.
50
The maps shown in Figure 1-10 show the sites where road traffic
collisions have occurred over the past three years (to May 2010). 0
As is noted later in this document, around 40 percent of the 1994-1998 2006 2007 2008 2009
collisions have occurred on roads not under the Borough’s control Average
(TLRN and the M4). Year

Figure 1-10: Traffic Collisions on LBH Roads and TfL/Highways Agency Roads

Wider Impact of Transport on Health
(a) Air Quality Figure 1-11 – Projected mean NO2 Concentrations in and
Around London Borough of Hounslow in 2005 (source: CERC 2002)
According to a recent report commissioned by the Mayor of
London to help inform the development of his Air Quality Strategy,
air pollution has a significant impact on health and wellbeing: It
estimates that fine particles have an effect on mortality equivalent to
around 4,300 deaths in London, with the impact of this pollution
disproportionately felt by the poor and most vulnerable in society.
The whole of Hounslow is designated as an air quality management

area (AQMA), with particular concentrations experienced around
Heathrow Airport and the major traffic routes that serve it. This is
shown for NO2 emissions in Figure 1-11.
Tackling air quality at a local level remains a challenge, given the

major influences (the airport and the traffic that services it and the
City of London) are outside of the borough boundary.
(b) Encouraging Physical Activity
Data on physical activity levels is often based on small samples and can provide contradictory evidence. According to the Joint Strategic
Needs Assessment (JSNA, 2009) 17.6 percent of Hounslow adults are physically active, as against an England average of 10.8 percent.
However, other data from Sport England (2007/8) suggests that 19.7 percent of adults resident in the borough exercise at least three times per
week (still below the London average of 21.3 percent). There are interesting east-west differences to be seen across the Borough:
 In the east, participation rates (residents completing 30mins of moderate intensity sport at least three times a week) are high (23-27
percent in Chiswick)
 In the centre, they are medium (18-23 percent)
 In the west, levels are low (11-18 percent)

The inevitable consequence of low levels of physical activity are increasing levels of obesity, which remains a problem locally. The National
Child Measurement Programme (NCMP) is undertaken annually by the school nursing service, to measure children in all Hounslow primary
schools. The rate of obese and overweight children is 24.1% in the reception year and 38.8 percent for 10-11 year olds. Both figures are
significantly higher than national and regional averages at 22.6 and 32.6 percent respectively.3
Currently there is no means of providing adult overweight and obesity data to the same extent possible for children however model based
obesity estimates for Hounslow suggest there are 37,071 adults (21.6 percent) with a BMI >30kg/m2 and 57,387 (33.5 percent) with an
excessive waist measurement. This is compared to 18.4 percent for London and 23.6 percent nationally. By 2050, it has been estimated that
60 percent of men and 50 percent of women could be obese in Hounslow4.
1.1.6 Climate Change and Transport
Figure 1-12: Total CO2 Emissions for London Borough of Hounslow (2008)
Transport remains a large contributor to greenhouse gas (GLA LEGGI Directory) (tonnes ‘000)
emissions in the borough.
1,400
Road transport makes up around a fifth of all CO2
1,182
emissions arising from the local authority area. This is 1,200
slightly higher than the outer London average of 18
Tonnes '000 CO2

percent. In real terms this equates to around 312,000 1,000
tonnes per year, equating to around 1.4 tonnes per capita5. 800
This is shown in Figure 1-12. In order to achieve the
reductions in CO2 emissions required by the Mayor the 600
Authority will need to reduce emissions by 60% by 2025 312
400
(from a 1990 base).
200
41.8 2
0
Non-Transport Road Transport Ground Based Other Transport
Aviation
Source
3
NHS Information Centre, 2008.
4
Health Surveys for England 2003-5
5
Based on a population of 223,000.

1.2 Policy Background
1.2.1 Local, Regional and National Policy
The timeframe set by the Mayor for completing the LIP coincides with a period of significant change in national, regional and borough-wide
policy and spatial planning strategies.
The Community Plan (as the guiding plan for the wider Local Strategic Partnership) is currently being updated. The current plan has the
following vision:
‘Building a Strong, Vibrant and United Community’
By 2017 Hounslow will be a Borough that achieves the aspirations of its local Hounslow Community Plan
community and continues to be proud of its identity. It will be a borough that thrives
from a new sense of unity where the community continues to celebrate diversity
and build cohesion.
The LSP also committed to the objectives below:
 Protecting the local environment so that by 2017 Hounslow is known for it’s
sustainable carbon-neutral policies and practices
 Ensuring Hounslow’s residents live in areas that provide appropriate,
attractive and decent housing
 Enabling residents to use transport that is healthy, affordable and
accessible
 Making sure everyone has a feeling of safety and comfort
 Providing, whenever needed, help and support for the vulnerable
 Supporting the young and old to be part of a skilful and aspiring community
Preliminary work has also recently commenced on the new Hounslow Plan. The new Labour Executive has published its initial plan for the
borough entitled ‘Our Agenda for Change 2010-2014’. Some of the proposed transport-related priorities under development for these
strategies have informed the development of the LIP to date, particularly in regard to the focus on walking and cycling and improving air quality.
These are summarised below.

Safety
 The Council will take action to improve safety for pedestrians and cyclists, and explore a 20mph speed limit in residential roads, so that
more people walk and cycle locally.
 The Authority will work in partnership with local schools to create clearly sign posted safe routes to school and proper crossing places
on local roads and work with schools on encouraging children to walk to school safely.
Environment
 Action will be taken on the borough’s worst 20 traffic pinch points to cut down congestion and traffic fumes.
 The Council will work for Heathrow’s future as a better airport not a bigger one.
 Hounslow’s residents live in the noisiest environment in the UK. The Government is reporting to the EU on its Noise Action Plans, and
the Council will demand that noise insulation standards for Hounslow’s residents match those of other UK airports.
 All new developments must have minimal carbon outputs, including transport.
 The Authority will re-introduce the cycle salary sacrifice scheme for Council staff.
 The authority’s new transport strategy will include effective strategies to encourage cycling and walking as part of a strategy to reduce
pollution and congestion, and also improve people’s fitness.
Parking
 An holistic approach to parking enforcement will be adopted, putting residents and the local economy, not money-raising, at the heart of
parking policies. Green parking charges to reward the owners of low-carbon initiatives will also be explored, as will extra car club
places to encourage people to share cars.
The current Local Area Agreement (LAA) is also due to finish in 2010 and will not be renewed, as a consequence of changes in performance
management systems being made by the new coalition government.
The Borough’s first LIP (2006-2016) has also been used to inform objective-setting, and many of the core objectives suggested for the new
transport strategy replicate those from the previous Plan. However, the previous LIP supported the first Mayor’s Transport Strategy (2001) and
referenced the previous arrangements for securing and utilising LIP funding; the new LIP looks to the second Mayor’s Transport Strategy
(2010) and the recently-restructured LIP funding arrangements.

The Borough’s Core Strategy, as the main document in the Local Development Framework (which sets out the Council’s spatial planning
policies and strategies) is currently at the ‘Issues and Options’ stage and so can provide only limited guidance. Only one part of the borough
(Brentford) currently benefits from detailed, formally-adopted transport objectives, contained in the Brentford Area Action Plan (2009).
Given the timetable set by the Mayor, there is therefore limited guidance available from higher-level local plans to assist in developing the
transport strategy. In the absence of this, the Council has used national strategies or guidance (for example, the DfT’s Delivering a Sustainable
Transport System) alongside a reliance on the goals set out in the emerging London Plan (currently at the ‘Examination in Public’ stage) and in
particular the new Mayor’s Transport Strategy. The objectives of the latter are set out in Table 1-6.

Table 1-6: Mayor’s Transport Strategy Objectives6
Goals Challenges Outcomes

Support economic Supporting sustainable population Balancing capacity and demand for travel through increasing public transport capacity and/or
development and and employment growth reducing the need to travel.
population growth Improving transport connectivity Improving people’s access to jobs
Improving access to commercial markets for freight movements and business travel,
supporting the needs of business to grow.
Delivering an efficient and effective Smoothing traffic flow (managing road congestion and improving journey time reliability).
transport system for people and Improving public transport reliability and reduce operating costs
goods Bringing and maintaining all assets to a state of good repair
Enhancing use of the Thames for people and goods
Enhance the quality of Improving journey experience Improving public transport customer satisfaction
life for all Londoners Improving road user satisfaction (drivers, pedestrians, cyclists) Reducing public transport
crowding
Enhancing the built and natural Enhancing streetscapes, improving the perception of the urban realm and developing ‘better
environment streets’ initiatives
Protecting and enhancing the natural environment
Improving air quality Reducing air pollutant emissions from ground-based transport, contributing to EU air quality
targets
Improving noise impacts Improving perceptions and reducing impacts of noise
Improving health impacts Facilitating an increase in walking and cycling
Improve the safety and Reducing crime, fear of crime and Reducing crime rates (and improving perceptions of personal safety and security)
security of all antisocial behaviour
Londoners Improving road safety Reducing the numbers of road traffic casualties
Improving public transport safety Reducing casualties on public transport networks
Improve transport Supporting regeneration and Improving the physical accessibility of the transport system
opportunities for all tackling deprivation Improving access to services
Londoners Improving accessibility Supporting wider regeneration
Reduce transport’s Reducing CO2 emissions Reducing CO2 emissions from ground-based transport, contributing to a London-wide 60 per
contribution to climate cent reduction by 2025
change/ improve its Adapting to climate change Maintaining the reliability of transport networks
resilience
6
Also includes: ‘Support delivery of the London 2012 Olympic and Paralympics Games and its legacy’

1.3 Strategic Environmental Assessment (SEA)
In addition to the above-established objectives, the Borough is required by EU directive EC/2001/42 to undertake a Strategic Environmental
Assessment (SEA) of the LIP. This process is designed to ensure that plan makers take into account the wider impact of all statutory plans and
strategies on the environment in its widest sense. Thus the SEA encapsulates not just the plan’s impact on climate, air quality, biodiversity,
water and soil etc but also social impacts (such as poverty, health etc) and the effect on natural landscapes and heritage. This requires its own
proposed objectives which are set out below:
 To avoid damage to designated areas of wildlife/biodiversity sites and

SEA – Accompanies the LIP Document
protected species and ensure transport infrastructure developed in
parks/nature reserves contributes towards positive wildlife management
through targeted accessibility improvements which engage the local
community
 To reduce overall CO2 emissions from road transport during the life of the plan
 To meet the National Air Quality Standards for PM10 and NO2 in Hounslow
 To reduce the disruption to residents caused by road traffic noise in the
borough
 To increase the number of Hounslow residents participating in active travel
(i.e. walking and cycling)
 To reduce the number of people hurt or killed as a result of a road traffic
collision;
 To increase the satisfaction in the quality of the streetscape in the borough,
particularly in conservation areas
 To increase the sustainability of the Borough’s highway construction process.
The SEA process has ensured that the necessity to address air quality concerns and reduce CO2 emissions remains a core objective of
transport strategy.

1.4 Equalities Impact Assessment
An Equalities Impact Assessment (EqIA) scoping study has been completed as part of the development of this strategy and accompanies this
document.
An initial consultation and workshop was held in association with the Council’s EqIA – Accompanies the LIP Document
Disability Community Forum (DCF) on 28 June 2010. In addition, officers have
consulted approximately thirty groups who represent people of different racial
groups, ages, abilities, gender and sexual orientations to ascertain how they
believe the LIP can help improve the quality of life of those that they represent.
Feedback from these groups was built into the EqIA scoping study, resulting in
the conclusion that the proposed strategy did not disadvantage any specific
group of people covered by the relevant legislation and that the requirements of
different groups have been taken into account during the development of the
Borough Transport Objectives and the Performance Monitoring Plan, and are
reflected in the current Delivery Plan.
All groups who have fed in to the process of developing the LIP will also be
offered the chance to consult on the full document during the statutory
consultation process (January–March 2011).

1.5 Network Management Duty
The Traffic Management Act 2004 placed a new 'network management duty' on Local Authorities, requiring them to place more emphasis on
managing and securing the expeditious movement of traffic on the road network, and to facilitate traffic movement on other traffic authorities'
road networks. Expeditious movement of traffic can be achieved in a number of ways summarised in Table 1-7.
Table 1-7: Securing the Movement of Traffic
Measure Example
Reducing the impact of planned or unplanned Operating a permit based system to coordinate road and street works on the
changes to network capacity network
Working more efficiently with the Metropolitan Police to ensure impact on
congestion is taken into consideration following a road traffic collision.
Details on unplanned events which are likely to have a significant impact on
the network are circulated by email to: emergency services; press; LTCC;
bus operators; neighbouring Highway Authorities; refuse and recycling
collection contractors; universal delivery providers; Councillors. The details
are also posted to the Council’s website.
Pursuing measures which achieve modal shift from Travel Demand Management measures encouraging public transport,
private cars to reduce congestion walking, cycling etc.
Promoting flexible working amongst local employers, Working with large employers to develop travel plans which include
reducing the need to travel measures to support flexible working
Improving traffic control systems to ensure all Implementation of UTC in town centres
controlled junctions are maximised based on existing
flows
Targeted highways improvements at junctions to Provision of new capacity through traffic management schemes (Bus
remove ‘pinch points’ Improvement, Better, More Accessible Streets).
The LIP contains a number of measures that will help achieve these outcomes, as discussed in Chapter Two.

1.6 Sub-Regional Transport Plans
Preparatory material preceding the publication of TfL’s Sub-Regional Transport Plan for the West region has identified five generic challenges
and opportunities for improving transport across the area. These challenges are replicated at a local level, or will require the Council to work
closely across borough boundaries to address the issues.
1. Improve north/south public transport connectivity

2. Improve access to, from and with key locations
3. Enhance east/west capacity and manage congestion
4. Enhance efficiency of freight movements in west London
5. Improve land based air quality
The need to address these challenges has been used to inform the development of the LIP Delivery Plan, as discussed in Chapter Two.

1.7 TfL’s Business Plan and Investment Programme
TfL’s Business Plan is currently subject to change following the Government’s Comprehensive Spending Review (announced October 2010),
however a number of programmes have been confirmed as unaffected, although delivery dates may change. The projects indicated for
approval that impact on the borough are summarised below.
1.7.1 London Underground and Overground Upgrades
A number of improvements are planned to TfL tube and Overground services:
 Piccadilly Line upgrade (2014) – Planned delivery of more spacious and faster trains, and new signalling allowing a much higher
frequency of service. New service control centre, targeted signalling improvements, increased capacity at junctions and depots.
Overall journey times will be cut by about 19 per cent and capacity will increase by 24 per cent. The Borough notes that improvements
will significantly reduce overcrowding on this line and will strengthen the case for a permanent stop to be introduced at Turnham Green
station.
 District Line and London Overground – New, air-conditioned trains and improved signalling will help improve journey reliability and
customer satisfaction. TfL has introduced 65 new trains on the Overground network. The Borough hopes that these improvements will
help improve journey satisfaction to Gunnersbury station, improving accessibility by rail to Chiswick Business Park, but also to the
Golden Mile employment area.
1.7.2 Crossrail
Crossrail, due for completion 2018/19, will increase London’s rail network capacity by 10 percent, cutting journey times substantially and
relieving congestion on other rail and Tube lines, particularly the Piccadilly line and South West Trains lines. Increased public transport access
to the airport may also help reduce car travel to the site, assisting in reducing traffic congestion in the borough. Relief of overcrowding on the
Piccadilly line should also strengthen the case for the introduction of a permanent stop pattern at Turnham Green. The borough will work with
its neighbours (in particular LB Ealing) to assess how best to improve orbital links to support the arrival of Crossrail.

1.7.3 Airtrack
Airtrack is a new rail link to Heathrow Terminal five from Staines, supported (although not funded) by TfL, which will allow for the first time direct
train access to the airport from Waterloo, Surrey and the south west of the country. This new link will help reduce airport related car trips,
particularly from the South West and Surrey by removing the need for bus and coach links from SWT rail network (at Feltham and Woking).
The scheme may have some detrimental effects on the borough in terms of level crossing down times in Feltham and the ecological impact of a
proposed new depot in the Feltham Marshalling Yards, although the latter may also assist in unlocking the potential for a strategic greenways
route along the entire Crane Valley corridor.
1.7.4 Cycling Initiatives Barclay’s Cycle Hire Scheme

and Cycle Superhighways
TfL continues to invest in schemes in response to the Mayor’s request for a ‘cycling revolution’ in the capital.
In central London, the Barclays Cycle Hire scheme has been launched. This provides an additional public transport
service for people travelling in the central zone and may help take a small number of trips away from motorised public
transport, particularly when a change of tube line or from tube to rail is required. Plans have been made to extend this
scheme, however it is not currently envisaged that the scheme in its current form will be launched in Hounslow in the
near future.
Cycle Superhighway 9 will run through Hounslow Borough – along Chiswick High Road and through to Hounslow
Town Centre along the A315. Initial design has begun and the scheme is likely to be implemented in 2013. The
Borough is working closely with TfL to ensure that this project learns from the experience of implementing other
Superhighway in the capital and delivers a quality new radial cycle route for those living or working in the area. The
Borough is keen to ensure wide publicity and take up and ‘complementary measures’ in the vicinity of the highway
which tackle other barriers to cycling - particularly advertising cycle confidence training and providing secure parking
solutions for businesses and residents. A full review of cycle signage in the borough and across the sub-region will be
conducted ready for implementation in 2013 to complement the way-finding provided as part of the highway –
particularly highlighting important orbital routes between metropolitan town centres.
As discussed in section 1.1.3, the Council is an enthusiastic supporter of the ‘Biking Borough’ programme, which aims
to create local centres of excellence in Outer London to encourage more cycling in areas where public transport
coverage is less comprehensive and average car journeys are of two miles or less. Following a comprehensive review
of available data about cycling in the area, the Isleworth & Brentford area has been designated as the Borough’s
‘cycling hub’, with new infrastructure and promotional campaigns being developed to move towards 6 percent of all trips
being made by bike in this area by 2020 (in advance of the 2026 deadline for 6 percent of all trips to be made by bike
across the borough).

1.7.5 Smoothing Traffic Flow
Intelligent traffic signals that monitor road conditions and respond automatically to traffic fluctuations are being installed. They are now
operating at around 2,000 sites and will be introduced at a further 1,000 locations, which will mean that more than half of London’s traffic
signals will be operated by this system. The Council will ensure that a number of its town centre sites, and particularly Hounslow itself, are
featured in this programme and has allocated funding within its Delivery Plan to facilitate this.
A New Bus for London

1.7.6 Buses
TfL is currently in the process of introducing a new generation of Countdown, which will deliver real-time
arrival and service information for all routes and stops across London’s bus network via the internet as well
as SMS text messaging on mobile phones. This service will be complemented by a new generation of
Countdown signs providing real-time information at around 2,500 key bus stops in London. The Council is
working with TfL to prioritise the stops to be provided with these displays in the first roll out in 2011, and is
developing plans to utilise its own funds (via section 106 and LIP funding) to extend the programme further
over the next three years. The Golden Mile Transport Group has developed a real-time information system
that brings together departure boards for tube and train services. On the launch of the ‘virtual signs’ this
system will be updated to provide live bus running data as well. The Borough awaits the launch of the ‘new
bus for London’ and will feed into a review of bus routes in preparation for Crossrail.
1.7.7 Efficient Car Use
TfL is supporting the Mayor’s programme to encourage electric vehicles and car
clubs. It is estimated that there are 2,000 electric vehicles in use in the capital at
present and the Mayor aims to increase this to 100,000 as soon as possible. TfL
will help enable this by supporting the installation of 25,000 charging points across
London by 2015, funded partly through the DfT’s ‘Plugged in Places’ (PiP)
programme. A number of these points will be linked together into a single
membership scheme, forming the ‘Source London’ network.
Hounslow is a member of the PiP consortium and is currently in the process of

installing points in a number of Council-owned car parks.

1.7.8 Western Extension and LEZ
The Low Emission Zone (LEZ) is aimed at improving Londoners’ quality of life by reducing harmful traffic emissions in the Greater London area.
The first two phases, targeting the highest polluting vehicles, were introduced in 2008 and have been very successful in cutting emissions from
lorries, buses and coaches in the Capital. The proportion of affected vehicles now meeting the LEZ standard is 95-97 percent, compared with
60-75 per cent when the scheme was announced in 2007. The delay in applying more stringent measures to the LEZ, recently introduced ,will
reduce its ability to contribute to improved air quality in the borough. Likewise, the decision to remove the western extension of the central
London Congestion Charging Zone, although having a limited impact on the borough, may lead to some additional car trips from residents
driving into the western area who were previously dissuaded from using their cars by the congestion charge. Figure 1-13 illustrates the area
being removed from the charging zone.
Figure 1-13: Removal of the Western Extension of the Congestion Charge Zone

1.8 Hounslow’s Transport Vision and Objectives
This section has presented:
 A range of data and analysis summarising the transport challenges that exist in the borough – in particular around air quality, congestion
and health
 A summary of relevant local and regional policies and strategies that should be born in mind when developing a new LIP, in particular
the goals, challenges and outcomes set out in the new MTS
 A brief description of the findings from the SEA and EqIA process and how they have informed the LIP process
 A summary of how the LIP could support the Authority’s Network Management Duty and address the challenges highlighted in the sub-
regional transport plan for west London
 Highlights from TfL’s current business plan and how they may impact on transport provision in the borough.
From these sources a clear set of transport objectives can be formulated for the borough, which are summarised below.
Vision Objectives
Given the above guidance, the Council has Expanding on the vision, the LIP will seek to facilitate a transport network and street environment
established the following ‘transport vision’ for that is:
the borough:
1. Safe: To reduce the number of people killed or seriously injured in road traffic collisions,
Hounslow’s transport system will enable all and increase the perception of personal safety in the public realm;
those who live in or visit the area to travel safely 2. Environmentally Sustainable: To reduce transport related CO2 emissions and other air
and conveniently; whilst supporting pollutants, and maximise the system’s resilience to the effects of a changing climate;
environmentally sustainable economic growth 3. Attractive: To improve residents’ and visitors’ satisfaction in the quality of the street
and improving health. environment and maximise the amenity value of public spaces wherever possible;
4. Accessible: To ensure the transport system facilitates access to jobs, services and
leisure opportunities, regardless of its users’ disability or social circumstance;
5. Healthy: To maximise the opportunity for the transport system to improve health
outcomes by removing real and perceived barriers to the uptake of active travel;
. 6. Efficient: To ensure that the transport system is managed appropriately to reduce traffic
congestion and to maximise the current capacity of the network – in particular unlocking
regeneration opportunities.

Table 1-8 compares the LIP objectives to the MTS goals and the current Community Plan objectives. This confirms that the objectives are in
line with the priorities set in higher level plans.
Table 1-8: Compliance between the New LIP Objectives, the Mayoral Goals and the Community Plan Objectives
MTS Goals Community Plan Objectives
LIP II Supporting Enhancing Improving Improving Reducing Protecting Ensuring Enabling Making Providing, Supporting
Objectives economic quality of safety and transport transport’s the local residents residents sure whenever the young
d/ment life for all security of opportunities contribution environment live in areas to use everyone needed, and old to
and Londoners all for all to climate so that by that provide transport has a help and be part of
population Londoners Londoners change, 2017 appropriate, that is feeling of support a skilful
growth and Hounslow is attractive healthy, safety for the and
improving known for and decent affordable and vulnerable aspiring
its sustainable housing and comfort community
resilience carbon- accessible
neutral
policies and
practices
Safe O + ++ O O O O O + + O
Environmentally O + O O ++ ++ + + + O O
Sustainable
Attractive O + O + O + ++ + + O O
Accessible + + O ++ O + O ++ + + +
Healthy O ++ O O + + O ++ O O O
Efficient ++ + O + + O O O O O O
O: Negligible Contribution
+: Some Contribution
++: Significant contribution

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Hounslow Local Implementation Plan

for Transport 2011-2031

Cllr Corinna Smart - Lead Member, Environment

The LIP must contain three distinct sections:

These sections are now discussed in turn below.

(ii) Borough Transport Objectives

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 i

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 ii

Table ES-1: Formula Funding for LB Hounslow 2010/11 to 2013/14

Year 2010/11 2011/12 2012/13 2013/14

Better, More Accessible Streets 529 507 435

Road Safety Education,

Travel Demand Management

Efficient School Travel Sustainable Travel

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 iv

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 v

Table ES-3: Mandatory Performance Indicators

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 vi

Chapter Two: Delivery Plan 40

Chapter Three: Performance Management Plan 103

London Borough of Hounslow Transport Local Implementation Plan 2011-31 1

London Borough of Hounslow Transport Local Implementation Plan 2011-31 2

London Borough of Hounslow Transport Local Implementation Plan 2011-31 3

London Borough of Hounslow Transport Local Implementation Plan 2011-31 4

London Borough of Hounslow Transport Local Implementation Plan 2011-31 5

1.1 The Borough in Context

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 6

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 7

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 8

Figure 1-2 – Index of Multiple Deprivation

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 9

Figure 1-3: Hounslow’s Transport Geography and Key Trip Generators

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 10

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 11

> Public leisure centres

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London Borough of Hounslow Local Implementation Plan for Transport 2011-31 13

Table 1-3: Traffic Counts by Area – 1999 set at an index of 100

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 14

Key findings from the Biking Borough Audit

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 15

Table 1-5: Cycle Segmentation for Hounslow

Cycling Segmentation % in Cycling Potential

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 16

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 17

 Encouraging existing cyclists to cycle for other trip purposes

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 18

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 19

Orbital versus Radial

Public transport provision in the borough varies enormously

To illustrate – using public transport from the town centre a traveller

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 20

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 21

Number of People Killed or Seriously Injured

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 22

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The whole of Hounslow is designated as an air quality management

Tackling air quality at a local level remains a challenge, given the

(b) Encouraging Physical Activity

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 24

1.1.6 Climate Change and Transport

Tonnes '000 CO2

London Borough of Hounslow Local Implementation Plan for Transport 2011-31 25