Making London a walkable cityThe Walking Plan for LondonFebruary 2004

MAYOR OF LONDON

Forward by the Mayor 2About the Plan 3

Part 1: 2015 - Stating the vision 4Part 2: Walking – the facts 4Part 3: The Action Plan 4

Part 1: 2015 - Stating the vision 51.1 The vision 51.2 Defining walkability 51.3 London – a walkable city 61.4 Learning from others 71.5 Links to other Mayoral strategies 101.6 Links to Local Authority walking strategies 11

Part 2: Walking – The facts, benefits and barriers 122.1 The growth of London 132.2 Journeys on foot 132.2.1 Journeys to work 132.2.2 Journeys to school 142.2.3 Leisure journeys 152.3 The benefits of walking 152.3.1 Encouraging more use of public transport 152.3.2 A better environment 162.3.3 Social inclusion 172.3.4 Healthier lifestyles 172.3.5 Boosting the economy 192.4 Barriers to walking 202.4.1 Institutional issues 202.4.2 Traffic volume 202.4.3 Air quality 212.4.4 The walking environment 212.4.5 Safety 212.4.6 Security 232.4.7 Information 232.4.8 Access and mobility 24

Part 3: The action plan 263.1 Policy into practice 263.2 Headline targets 263.2.1 Linking to local level targets 273.3 Objectives and actions 273.4 Review and monitoring 273.5 The local level 283.6 The Action Plan 28Objective 1: Improving co-ordination & inclusiveness in

the Walking Plan development 29Objective 2: Promoting walking 30Objective 3: Improving street conditions 31Objective 4: Improving development proposals & interchanges 33Objective 5: Improving safety and security 34Objective 6: Plan delivery and monitoring 35

Appendix 1: Supporting organisations & glossary 37Appendix 2: Bibliography 39

Contents

‘London is a great city for walking. My vision is to make it one of the world’s mostwalking friendly cities by 2015.Walking is an enjoyable, freeand accessible activity and formost people, a necessary partof their everyday journeys.

Every journey begins and endswith an element of walking andevery traveller is a pedestrian atvarious points during their trip.Wheelchair users are alsopedestrians, although they mayhave additional design needsthat determine their experienceof the pedestrian environment.

Walking contributes to thehealth and wellbeing of individuals and to many aspectsof community life and thevibrancy of London. It is also a very popular leisure pursuit.The range of opportunities forleisure walking in London isvast, with an array of promoted,self guided routes and trailswithin the City and along rivers,canal paths, parks, woodlands,with attractive squares, landmarks and world class

buildings to enjoy along theway.

Walking is a fundamental partof human day-to-day activity,but walking environments cansometimes be challenging. It isimportant that we create a safe,attractive and accessible environment that enrichesLondoners experience andappreciation of walking. Thisplan identifies all the key issuesrelevant to walking in Londonand proposes how they can beaddressed in a practical andcost effective way.

I challenge all those organisations involved in makingLondon a walkable city to worktogether to deliver the actionscontained within this plan.’

Ken LivingstoneMayor of London

2

Foreword by Mayor Ken Livingstone

The Walking Plan for Londonhas been developed to assist allorganisations involved inachieving the Mayor’s walkingvision for London.

These include professionals in a variety of fields including transport planning, transportengineering, health, tourism,social inclusion, crime prevention, communityenhancement, urban design and a wide variety of otheractivities.

During the comprehensive public consultation that preceded publication of theMayor’s Transport Strategy,many Londoners voiced concerns about the difficulties

of walking in London. In particular, they supportedmeasures to reduce traffic congestion and local transport initiatives that would encouragemore walking.

This Plan identifies many difficulties faced by all members of the communityand proposes solutions that will overcome them. Deliveringthese improvements will involvemany organisations, either individually or in partnership. In particular, London boroughshave an important role to play.In line with its remit in fundingand encouraging walking, TfLhas responsibility for initiatingand leading on many aspects of the Plan.

About the Plan

3

Who is the plan for?

Part 1: 2015 - Stating thevision Part 1 sets the 2015 vision forLondon and explains what TfLaims to achieve through itsdelivery. In this section, weaddress the issue of what isactually meant by ‘a walkingfriendly city’.

Part 2: Walking - the factsPart 2 highlights why we shouldbe encouraging more walkingand the potential benefits forhealth, the environment, thecommunity and the economy. It also looks at the factors thathave led to a decline in walkingover the past decade. Surveydata shows the issues that people rate as significant

deterrents to making journeyson foot, illustrating the broadrange of organisations and policies that have an impact on the walking environment.

Part 3: The Action PlanPart 3 sets out London-widetargets, suggests an approachto developing targets at a locallevel and identifies actionsneeded to improve conditionsfor pedestrians and encouragepeople to walk more. Actionsare listed under six key objectives: � Objective 1: Improving

co-ordination andinclusiveness in the WalkingPlan developmentco-ordinate delivery andfurther develop the plan toensure pedestrians needs are being met

� Objective 2: Promotingwalkingeducate and inform thepublic, via published materialand campaigns

� Objective 3: Improvingstreet conditionsdraw up guidelines, developintegrated pedestriannetworks and deliverimprovements

� Objective 4: Improvingdevelopments andinterchangesdevelop guidelines andmeasures to improvepedestrian conditions at new developments andinterchanges

� Objective 5: Improvingsafety and securityimplement safety andsecurity measures to helppedestrians

� Objective 6: Plan deliveryand monitoringTimely delivery of theMayor’s vision will requiresignificant funding andresource input at theregional and local level.

Many of the actions containedin this plan do not requirefinancial support from TfL toenable their delivery. However,a number of activities dependon the provision of funding forimprovements, for example,through the Borough SpendingPlan process. As part of the submission to the Government’sComprehensive SpendingReview 2004, TfL has set outthe case for additionalresources to enable delivery ofthis plan (as part of the widercase for delivering the Mayor’sagenda for transport). In orderfor the 2015 vision to be fullyrealised, it is necessary thatthese funds are secured,together with the support ofthe London boroughs and otherpartners for delivering keyactions. The plan will bereviewed to ensure that anyavailable funds and resourcesare targeted at areas where themaximum benefit can beachieved.

4

1.1 The vision

1.2 Defining ‘walkability’A walking friendly city is a citywhere people select walking astheir preferred choice of travelfor health and to relax and onewhich exhibits a high degree of ‘walkability’.

Walkability may in turn bedefined as the extent to whichwalking is readily available tothe consumer as a safe, connected, accessible andpleasant activity.

Aspects which make a citywalkable are described as the 5 ‘Cs’ in the London PlanningAdvisory Committee’s WalkingStrategy for London and areadopted as key indicators of

walkability for inclusion withinthe Walking Plan for London.They are as follows:

ConnectedThe extent to which the walkingnetwork is connected to key‘attractors’ like public transportinterchanges, homes, places ofwork and leisure destinations inaddition to the degree that theroutes themselves connect.

To Londoners this will mean amarked improvement to thelogic and coherence of thewalking network e.g. walkingroutes which get them from Ato B safely, easily and via themost direct route.

TfL supports the vision thatLondon will become one of theworld’s most walking friendlycities by 2015 set out in theMayor’s Transport Strategy.The aim of the Walking Plan forLondon is to see more peoplemaking walking their first choicefor short journeys and makingmore trips over longer distances

by a combination of walkingand public transport. In addition, the Plan supportsthe revitalisation of publicspaces and the creation of ahigh quality urban environmentthat enriches Londoners’ experience and appreciation of walking as a valued andenjoyable activity.

Part 1: 2015 Stating the vision

5

1.3 London – a walkable cityThe Mayor’s Draft London Planstates that making London aneasier city to move around willhelp to achieve both a bettercity to live in and a more prosperous economy. Improvingthe environment for walking isfundamental to creating a citywhere access to opportunitiesare available to everyone.

In general terms, London’swalkability has deterioratedover the last few decades. As aresult of this, walking in Londonis often considered a chorerather than a pleasure or a comfortable way to movearound. In many streets, footpaths are too narrow forthe number of pedestrians thatuse them. Concentration andeffort are required to steerthrough the obstacle course ofinappropriately designed andplaced street furniture, polessupporting traffic signage,bursting rubbish bags, unevenand dirty paving, dug-up roadsand footpaths while at thesame time avoiding collisionwith vehicles and other pedestrians.

Conversely, there are manyexamples of high quality

walking environments already inLondon. These include flagshipschemes in central London suchas the partial pedestrianisationof Trafalgar Square, completedin July 2003, and the radical re-shaping of HungerfordBridge, which clearly demonstrate what can be done.There are now only two roadcrossings which pedestrianshave to pass between Waterlooand Leicester Square as a result.

Where once pedestrians wereforced onto a narrow, dark and run down passage on therailway bridge, there are nowbroad, well-lit walkways affording brilliant views acrossthe Thames. Walking schemesthroughout London should follow these precedents withdesigns that encourage peopleto explore London on foot.

6

ConvivialThe extent to which walking is a pleasant activity in terms ofinteraction with people and thebuilt and natural environment,including other road users.

To Londoners this will mean a significant reduction in litter,graffiti and other problemswhich reduce the quality of the walking environment and prevent the creation of highquality public spaces that makebeing ‘out and about’ a pleasurable activity.

ConspicuousThe extent to which walkingroutes and public spaces aresafe and inviting, with attentionpaid to lighting, visibility andsurveillance. This also includes

the availability of mapping andsignage.

To Londoners this will meansafer streets where people feelsecure at all times of the daythrough increased natural surveillance and other measuressuch as street lighting toincrease security.

ComfortableThe extent to which walking ismade more enjoyable throughhigh quality pavement surfaces,attractive landscaping and architecture, the efficient allocation of road space andcontrol of traffic.

To Londoners this will meanwell-maintained footpaths andthe provision of seating,

landscaping and public toilets,which make the public realm amore comfortable place to be.

ConvenientThe extent to which walking isable to compete with othermodes in terms of efficiencythrough the implementation ofthe above factors.

To Londoners this will mean thecreation of walking routes andenvironments, which competewith other less sustainableoptions for short trips throughincreased journey ambience andgreater pedestrian priority.These will help to make walkinga more convenient and attractive mode of travel.

For the past two decades,Barcelona has been one of themost important sources ofinspiration for architects, landscape architects, urban andtransport planners as well aspoliticians who work with public spaces.

The city has been both radicaland imaginative in implementing

its public space policy. In only a decade, several hundred newparks, squares and promenadeswere created by tearing downdilapidated apartment buildings,warehouses and factories, aswell as by renovating existingsquares and regulating traffic to benefit pedestrians.

London’s parks and openspaces are among the greatestassets we have. At their best,they mark out London as one ofthe world’s most civilised cities.

But shoddy design and maintenance are letting toomany of our spaces fall intoneglect, even as London’s economy (and the quality ofmuch private development) has boomed. Improving the quality of publicspace makes:� a beautiful city, where the

spaces between buildingscan inspire, excite anddelight all its citizens

� a sustainable city, wherewalking and cycling arepleasant, safe and as easy as driving

� a prosperous city, with

business centres that cancompete locally, nationallyand internationally

� a connected city, wherediverse individual spaces andplaces are linked together

� a safer city, where citizensare freed from crime and thefear of crime.

As part of the agenda to createor upgrade public spaces inLondon, the Mayor haslaunched the 100 Public SpacesProgramme. The aim of the initiative is to create or upgrade100 public spaces in Londonbased on the Mayor’s conviction that ‘creating andmanaging high quality publicspaces is essential to deliveringan urban renaissance inLondon’. This and other projects will act as examples of

the difference improved publicspace can make and of theways in which the highest quality designs can be securedwithout excessive expenditure.The programme also aims toincrease Londoners’ awarenessof and identification with thewhole city, by giving a publicprofile to spending on projectsacross the whole of GreaterLondon.

1.4 Learning from others

7

Case study - Barcelona

TfL also recognise the clearbenefits of looking to othermajor cities for examples ofinnovative and exemplary walking initiatives to emulateand adapt for London. Cities ofdifferent sizes, where public lifeand walking have been stronglyreinforced or reintroduced

during the past two to threedecades, can be found in manyother locations around theworld. Examples includeBarcelona, Birmingham, Bristol,Lyon, Strasbourg, Freiburg,Copenhagen, Portland (Oregon)and Melbourne. In these citiesan impressive increase has

occurred in the volume of walking and other people-orientated activities in publicspaces. As stated by Jan Gehl,a renowned landscape architectand advocate of high qualitywalking environments, ‘there ismuch more to walking thanwalking’.

8

Key successes:

� shorter trips and morewalking and motorcycle/scooter use brought aboutby high urban densities andmixed land uses

� average trip distance is athird lower than London

� car use discouraged andmanaged with strictlyenforced on-street parkingcontrols and technicaltransport solutions

� low fares on public transportand integrated ticketingforecast to increase ridershipby 15%

� low pedestrian accidentrates, despite highpedestrian mode share.

Recent planning policies havefavoured the regeneration ofinner city neighbourhoods within the established urbanareas, for example, at the VilaOlimpica in Barcelona and theEix Macia in Sabadell. While these projects are oftenat slightly lower density thanthe older urban plans theyreplaced, they are mixed andwell located adjacent to publictransport, compared with muchrecent development in London.

All have good provision for pedestrians and cyclists, traffic-calmed public areas andeasy access to public transport.

The table below shows annualinvestment in various transportactivities based on data for theMetropolitan Area between1996 and 2000. The bulk ofinvestment continues to bemade in the highway network,with substantial sums alsobeing spent on the existingMetro and rail networks and asurprisingly high amount onfacilities for pedestrians.

Key comparisons

Investment in Barcelona transport system (000 Euros)

Indicator

Population (000’s) 1

Area (Sq.km)

Average Density(Persons/Sq.km)

Central Area Density

GDP / Capita (US$)

Jobs in CBD (%)

Car Ownership(Cars/000 Pop)

4,228

3,240

1,307

8,520

18,124

20

410

7,187

1,579

4,553

5,900

22,363

36

332

1 Figures cover recognised metropolitan area of Barcelona and Greater London Area.

Barcelona London

ComponentsExisting road networkRoad network extensionsRoad transport telematicsExisting Metro/Rail infrastructureNew Metro/Rail infrastuctureExisting and new bus infrastructureExisting and new pedestrianExisting and new cycleTotal

15,00036,000

1,60016,000

8,000180

5,92030

82,730

%18.143.5

1.919.3

9.70.27.20.1

100

Source: ATM. Citizens Network Benchmarking Data (2001). Metro and Tram expenditure is expected to increase substantially through PDI.

Euros (000’s)

Mode shareThe mode share for walking isalso significant because of:� high densities � mix of land uses within the

urban area� provision for pedestrians

within the streetscape� constraints on car parking.

Mode share for journeys to schoolCompared to London, a farhigher proportion of childrenwalk or use public transport,rather than the car to get toschool in Barcelona.

This appears to be due to differences in land use densities

and mix (with influences onschool catchment areas), relatively low public transportfares and the fact that manyschools provide dedicated student buses for those livingbeyond a certain distance.

9

Mode share for selected trip types in Barcelona

100%90%80%70%60%50%40%30%20%10%

0%

Hometo work

Non hometo work Total

On Foot Public Transport Private Transport

Mode share for walking to school in Barcelona

Car Public Transport Cycle Walk

17%

58%

24%

1%

Commitments from a range of other Mayoral Strategies support the promotion anddevelopment of walking as amore widely accepted means oftransport for shorter journeys.Some of these are outlinedbelow.

The Mayor’s TransportStrategy, July 2001The Mayor has made it clearthat his top priority is tacklingthe transport crisis facing ourcity.

Policy 4I.3 states that ‘TfL will work with the London boroughs, other public bodies,the private sector, and voluntary groups with expertisein walking issues to produce aWalking Plan for London whichwill provide a framework forimplementing and monitoringthe Transport Strategy’s proposals for walking.’

The Draft London Plan - TheMayor’s Spatial DevelopmentStrategy (SDS), June 2002The draft London Plan formsthe basis of the future spatialdevelopment strategy for thecapital. Increased walking hasa vital role to play in the development of more compactand sustainable settlementdescribed within the plan.

London: Cultural Capital - TheMayor’s Draft Culture Strategy,June 2003London: Cultural Capital is the Mayor's ten-year plan todevelop London as a centre of cultural excellence and creativity. Strategies such as theWorld Squares for All initiativeactively promote the culturalheart of London as a convivial,vibrant and walkable environment.

The Mayor’s Draft LondonAmbient Noise Strategy,March 2003Increased levels of walking willcontribute to the reduction ofambient noise and increasedlevels of walking may be partially dependent on strategies to reduce noise tocreate a more pleasant environment.

The Mayor’s Draft EnergyStrategy, January 2003Energy is central to life inLondon and the way we useenergy has huge implicationsfor our environment, economicregeneration and social equity.Walking is the most energy efficient mode of transport fortravelling short distances and

increased levels of walking willactively contribute to greaterenergy efficiency withinLondon.

The Mayor’s Draft Air QualityStrategy, September 2002This strategy is focused onimproving London’s air qualitytowards the challenging objectives in the government'sNational Air Quality Strategy.Walking is a pollution freemode of transport andincreased levels of walking willactively contribute to cleaner air within London.

The Mayor’s Draft BiodiversityStrategy, July 2002The Mayor’s Draft BiodiversityStrategy is the first regional biodiversity strategy with astatutory basis. The documentdetails the Mayor’s vision forprotecting and conservingLondon's natural open spaces.The strategy states that allLondoners should be withinwalking distance of a qualitynatural space.

The Mayor’s Draft Children andYoung People’s Strategy, April 2003This strategy aims to put children and young people’sbest interests at the heart ofpolicy-making in the capital.Walking is often the mode oftransport most readily availableto children and young peopleand it is important that theyhave access to high quality,connected walking environments to enhance theirhealth and promote greater levels of social interaction.

10

1.5. Links to other Mayoral strategies

11

Local authorities are central tothe successful delivery of theWalking Plan for London.Working in partnership with abroad range of public, businessand voluntary sector partners,they can provide the necessarystrategic leadership to turn policy into action in a way thatreflects the needs and aspirations of their local communities.

In order for the plan to be successful, each local authorityshould develop its own walkingstrategy, setting local targets,

where appropriate, to encourage more people towalk.

Integration is the key to thedevelopment of a successfulwalking strategy and walkingstrategies must:� be part of an integrated local

transport strategy, whichsuccessfully uses variousmodes

� ensure support andparticipation of all localorganisations with aninterest in walking

� have cross-departmentalsupport within the localauthority administration

� bring together theachievement of targetsacross the spectrum of localauthority responsibility

� consider walking for bothfunctional and leisurepurposes

� plan on-road and off-roadroutes to link, wherepossible, into one networklinking open spaces with key‘attractors’ such as stationsand town centres.

1.6 Links to local authority walking strategies

Although London’s populationis increasing, walking trips in and outside the central area have declined and so contributed to the increase intraffic congestion.

Part 2 of the Walking Plan forLondon looks at the facts andfigures relevant to walking bothas a mode of transport and as apopular leisure activity. Thesection highlights some of themany benefits of walking, both

for the individual and the community as a whole. Itdemonstrates why greater levels of walking should beencouraged. This section alsosets out some of the factorsthat discourage people frommaking journeys on foot.

Case studies are included to demonstrate modelimprovements to the walkingenvironment already underway.

12

Part 2: WalkingThe facts, benefits and barriers

Walking is a key element in theway we travel around London,forming at least a small part ofevery journey.

London Area Travel Survey(LATS) 2001 shows that ‘walk allthe way’ trips account for 31%of single mode trips in London.However, this underestimatesthe importance of walking, as itis also an element of many tripsby bus, train, cycle and car.

Walking accounts for the second highest proportion of alltrips made in London, afterdriving at 49%. This compareswith national figures for walkingof 26% and driving 62%.

More trips are made on foot inLondon than on all types ofpublic transport combined.‘Walk all the way’ trips accountfor 62% of all trips under onemile (LATS 2001) and is themain way in which public transport in accessed.

However, the past decade hasseen a marked decline in thenumber of walking trips. InGreater London, the number ofwalking trips have reduced by13%, but in inner London thereduction is nearer 20%. Incentral London, the picture issomewhat different with an18% increase in walking occurring over the same period.

London Area Travel Survey(LATS - 2001 Household Survey)shows that 94% of ‘walk all theway’ journeys are less than twokilometres.

2.2.1. Journeys to workBetween 1990-2000, the number of people employed inGreater London rose by 3% to 4.5 million. Of these, anestimated 1.1 million enter central London on a typicalweekday between 7am-10am(TfL Statistics 2001).

Data in table 2.1 shows that inautumn 2001, 81% of peopleentering central London usedpublic transport. Comparablefigures for inner London(excluding the central area) andouter London were 46% and19% respectively. Walking is anessential part of these trips asmany people need to walk to the start of their publictransport journey, walk at interchanges between servicesand then walk to their final destination. Only 4% ‘arrived on foot’ as a single mode trip.

Improving the walking experience will encourage people to switch from cars topublic transport, helping thewhole community to benefitfrom the environmental advantages of more sustainabletransport.

London is a growing city. Risingnumbers of residents, workersand visitors all contribute to anincreasing demand for travel.

Between 1990-2001 the population of Greater Londonincreased by 7% to 7.2 million(TfL Transport Statistics forLondon 2001). The Mayor’sDraft London Plan estimates afurther 10% increase by 2016,bringing the population ofGreater London close to 8 million.

Work-related travel will continue to be a key area ofgrowth, with the Draft London

Plan forecasting a net increaseof 636,000 jobs by 2016.Currently on a typical weekday,1.1 million people enter centralLondon between 7am-10am(TfL Statistics 2001).

Tourism also has an impact on transport needs, with 28.6 million visitors travelling toLondon in 2001. This figure isexpected to rise, with the DraftLondon Plan predicting anincrease of 36,000 hotel roomsby 2016.

In accommodating the growingpopulation of London, attentionwill be given to the need to

promote the proximity of residential developments toplaces of employment andretail, to increase the prospectthat walking will be a feasibletravel option.

13

2.1 The growth of London

2.2 Journeys on foot

2.2.2 Journeys to schoolThere have been significantchanges in school journeys inLondon since the mid 1980s asreported in the publication‘School Run - Blessing orBlight?’ commissioned by thePedestrian’s Association in1998. The report was compiled

by researchers at the Instituteof Child Health, who analysedpublished data on changing patterns of school travel overthe past 20 years.

According to the report in1985-86, 59% of 5-16 year-oldsin London walked to school. By 1999, this figure had fallen to 48%.

Over the same time period theproportion travelling by carincreased from 16% to 30%and, currently 16% of cars onthe road during the morningpeak hour are taking children toschool. Promoting alternatives

to car use for these trips couldhave significant benefits inreducing congestion during themorning peak.

Travel patterns are different forprimary and secondary schoolpupils. At primary level, wherepupils are more likely to liveclose to their school, 60% ofpupils regularly make the trip on foot (see table 2.2). At secondary school level wheredistances are generally furtherand single mode trips by footare reduced, pedestrian routesto and from bus stops are particularly important.

14

Walk Car Bus1 Rail Other

5-10 years old 60% 33% - - 7%1

11-16 years old 32% 17% 36% 9% 6%

Table 2.1 Journeys to work by mode London Travel Report 2002 (source Labour Force Survey, ONS)

Table 2.2 Journeys to school by mode Source: NTS 2001

1 Includes school buses

Walk Car Other Bus Rail

Across all London boroughs: 8% 41% 4% 11% 36%

By London region: -Central: 4% 12% 4% 9% 72%

Rest of Inner: 11% 38% 5% 13% 33%

Outer: 10% 66% 3% 11% 8%

2.2.3 Leisure journeysWalking is popular as a mode oftravel for leisure purposes inLondon, with 49% of adultsregularly making leisure orientated trips on foot. Almost33% of leisure journeys over200m are on foot (London AreaTransport Survey – LATS 1991).Leisure journeys include:

� visiting friends at home� visiting friends elsewhere� entertainment/sport� holidays/day trips.

In London the annual number of leisure trips per person (allmodes) remained almost constant between 1990-2000 at 296 trips per person per year(29% of all journeys). This compares to a national

decrease of almost 8% over the same period.

High demand for walking makesthe quality of pedestrian linksto leisure attractions and forleisure walks important.Particularly important are linksbetween attractions, routesfrom underground/bus stops,information and signing.

Walking as an activity is accessible to all social groups,ages, religions and cultures.Encouraging people to walk isthe central element of this Plan.It aims to provide benefitsincluding:� greater use of public

transport� a better environment� social inclusion� healthier lifestyles� an improved economy.

Everyone should be able tochoose to walk as part of ajourney, or in preference to anyother form of transport.

2.3.1 Encouraging more useof public transportWalking is the main way inwhich public transport isaccessed. However, untilrecently, most travel surveysonly counted walking as a modeof transport if the whole journey was made on foot.

Some people are discouragedfrom using public transport bythe walking element of the

journey. A 2001 survey by theOffice of National Statistics onpublic transport and securityconcerns showed:� 8% of people would use

buses more if personalsecurity measures wereimproved

� 44% of women and 19% ofmen feel unsafe waiting at abus stop after dark

� people in the most deprivedareas are around five timesmore likely to say that theyare concerned about safetyat bus stops compared withpeople in more affluentareas.

Significant improvements havebeen made to London’s publictransport network in recentyears but improvements in theaccess and interchange parts ofthe journey are required toencourage more people toswitch to public transport.Better lighting, safety-consciousstreet design and greater numbers of pedestrians on thestreets will all help encouragepeople to regard walking and

public transport as a viablealternative to the private car.A test of the Walking Plan’ssuccess will be whether thosewho depend on London’s publictransport system – residents,workers, visitors, businessesand other organisations – experience real improvementsin their day-to-day travel where they need them most,especially in the walking linksthat make up their overall journey.

15

2.3 The benefits of walking

Walking, however, does notonly have a utility purpose andis a valued recreational activityfor many people. There aremany pleasurable walksthroughout Greater London andthere are over 300 promotedroutes incorporating hundredsof miles of public rights of way.

2.2.4 Shopping journeysShopping accounts for 20% oftrips by London residents. Onaverage 25% of these journeysover 200 metres are made onfoot (LATS 1991). Pedestrianlinks to local shopping facilitiesare therefore important routes.

Although the number of shopping trips in London is indecline, the proportion madeon foot remains high. Between1990-1999 the number of shopping trips per person per year in London fell by 6% to 205.

Case study – Hammersmith BroadwayIn 1994 as part of the redevelopment of theHammersmith Broadway Islandsite, the London Borough ofHammersmith & Fulhaminstalled surface level pedestrian crossings at a number of locations around theroad scheme. These facilities,which replaced the existing subways, better reflectedpedestrian desire lines, wereaccessible and created a saferenvironment for users (particularly at night).

The crossings improved theinterchange opportunities

between the Hammersmith &City Underground station, thePiccadilly and District Line station, bus services (within the bus station and in the surrounding area), together withconnections to the town centreand the wider area.

Following installation the levelof pedestrian activity increased by up to 300% at certain crossing points (between theBroadway Centre towards King Street and towardsHammersmith Road) with significant increases in flows on all other surface crossingscompared with the previoussubway usage.

In 2000/01 the London Boroughof Hammersmith & Fulhamwidened the surface-levelcrossing facilities to cater for the increased levels ofpedestrian usage. In addition,

an enhanced and extendedpedestrian area at the frontof the Broadway Centre wasprovided together with widerfootways on King Street, linkingthrough to the main shoppingarea. The works also includedthe closure of certain subways,tree planting and cycle parkingprovision. Public perceptionsurveys were carried out afterthe improvements, with 87% ofrespondents considering thatthe measures:� encouraged increased use of

sustainable modes (walking,cycling and public transportuse)

� improved access betweenpublic transport services(between the tube stationand bus services)

� provided safer, moreconvenient pedestrianfacilities

� enhanced the economicviability of the area.

16

2.3.2 A better environmentWalking has the least externalenvironmental impacts of allforms of travel.

Motorised travel has significantimpacts on the environmentand air quality, despite improvements such as catalyticconverters.

The most effective way ofreducing the impact of travel on

the environment is to reducethe number of motorised vehicle trips. Short car journeys,of two kilometres or less, contribute disproportionately to air pollution, since enginesand catalytic converters do notwork efficiently until properlywarmed up.

In a dense and mixed urbanenvironment such as Londonthere is great scope to create

walkable environments withlocal facilities and good links topublic transport where a car isnot necessary.

Walking cannot replace all cartrips, however, many short tripscan be made on foot, andlonger trips can be made bymore sustainable modes wherewalking is just one element ofthe journey.

2.3.3 Social inclusionWalking is unique in being ableto promote equality and reducesocial exclusion. Walking is afree means of travel that canprovide access to most facilitiesand financial status does notlimit opportunity.

Activities that involve local people in the development ofprojects can help to strengthenthe local community andreduce people’s worries aboutpersonal security.

Creating a walkable environment has the ability to promote accessibility, particularly for those indeprived communities by: � improving access to

passenger transport links� supporting the local

economy� strengthening the local

community

� providing a no-costalternative to publictransport

� improving travel for thoseunable to drive because ofage, mobility or lack ofaccess to a car.

If residents are to overcome the anonymity of many neighbourhoods and know the people living close by, it isnecessary for them to sharetime and space with each other. This is what happens when people walk their local streetsrather than drive from one frontdoor to another. This helps toengender trust and underpinscivic organisations such as residents and tenants associa-tions and is particularly crucialto the lives of people in disad-vantaged communities.

In addition, more and morepeople can enjoy town centres

in the evening with improvements like better lighting and pedestriancrossings. The RNIB havefound that many older peoplewould visit their town centres in the evening if there wereattractions for them and thepedestrian environment wasimproved.

2.3.4 Healthier lifestylesAccording to a health survey ofEngland and Wales, 60% of menand 70% of women are notreaching recommended levelsof physical activity. (DoH 1999)The 2002 Health Survey forEngland showed that a sixth(16%) of boys and girls aged 2 – 15 are obese and almost a third (30%) are overweight. (DoH 2002)

Health professionals recommend that adults participate in moderate physical

17

April 2003 saw the successfulcompletion of TfL’s multi-million pound street improvement scheme atShoreditch. The new scheme will improvetraffic flow in the area and aimsto reduce the number of casualties on Hackney’s roads,the third highest in the Capitalfor children up to 15 years old. The old system at Shoreditch,built during the 1960s, providedlimited facilities for pedestriansand vulnerable road users. Thescheme enhances the streetenvironment and provides anumber of new facilities forpedestrians including:� new crossings at the Great

Eastern Street / HolywellLane, Shoreditch HighStreet/New Inn Yard, westernside of the Curtain Road/Great Eastern Street and OldStreet/Great Eastern Streetjunctions

� pedestrianisation of New InnYard between Anning Streetand Shoreditch High Street

� a dedicated ‘all-red’pedestrian traffic light phaseat the KingslandRoad/Shoreditch High Street,Curtain Road/ Old Street andRufus Street/Old Streetjunctions. An ‘all-red’ phasemeans that all traffic lightsshow a red light, allowingpedestrians to cross any arm

of the junction in one go� complete renovation of the

area including newpavements, lamp posts andseating areas using highquality materials.

Traffic demand on Curtain Roadhas greatly reduced, making thearea within the Triangle morepleasant for pedestrians.

Case study - Shoreditch Triangle

Lewisham Walking Forum is anew group within the LondonBorough of Lewisham. It drawstogether people, organisationsand public bodies involved andconcerned with diverse aspectsof walking including voluntarygroups. Health, regeneration,education, leisure, transport,

environment, parks user groups,walking groups and local residents. The principal partnersare the London Borough ofLewisham and the local PrimaryCare Trust.

The objectives of the group are:� to raise awareness and

increase the profile ofwalking

� to promote the social,environmental and healthbenefits of walking

� to increase levels of walking � to campaign to make walking

in the London Borough ofLewisham safe, easy andenjoyable

� to produce and share

publicity and informationabout walking issues,options for walking, walkroutes groups, and placesboth in the London Boroughof Lewisham and the widerLondon area

� to involve many people,organisations and publicbodies.

They have a number of activities in place to achievethese objectives including regular led health walks in localparks and green spaces and in May 2003 held a highly successful walking festival toraise the profile of walking inthe borough.

Case study – Lewisham healthy walks

18

activity for 30 minutes a day, at least three days a week. Theregime is equally as effectivewhen distributed over threeseparate 10 minute sessions. It is a target which most peoplecould attain through walking for short trips and combining walking with public transportfor longer trips.

Brisk walking for 20 minutesuses the same energy as swimming for 10 minutes orplaying football for 12 minutesand is shown to help reduce therisk of cardio-vascular disease,help control weight andstrengthen bones.

In children and young people,walking can be promoted aspart of the daily journey to andfrom education establishmentsand leisure activities with thefollowing benefits:� reduces the risk of obesity

and associated health risks� provides opportunities for

socialising� develops personal

independence and self-esteem

� maximises bone density� forms a positive life-long

habit.

From young adulthood to middle age, walking canbecome part of the travel routine to and from work andleisure activities with the following benefits:� becoming more active in

middle age is associated withlower mortality

� develops a healthy physicalactivity habit

� reduces cholesterol levels inmen who walk more than 2.5hours per week

� lowers blood pressure inthose with hypertension

� can help protect againstosteoporosis after themenopause.

In older-age walking is the mostimportant physical activity. Thebenefits of physical activity canstill be gained if walking is takenup in later life:� reduces all-cause mortality

and hospital admissions forelderly people who startbeing vigorously active(brisk/fast walking)

� adds healthy years of life� improves muscle bulk, and

strength� preserves daily living

activities and helps avoidisolation orinstitutionalisation.

Fundamentally the promotionof physical activity in the population costs less than thehealthcare required by itsabsence.

In 2002, Colin Buchanan andPartners were commissioned by the Royal Borough ofKensington and Chelsea toundertake a series of ‘before’surveys prior to pedestrianimprovements to KensingtonHigh Street. This involved a survey of shoppers to find outthe contribution of public transport and walkers to spending in the High Streetcompared with car drivers. Thekey findings were:

� The majority of respondentswalked to Kensington HighStreet (49% on a weekday).

� The analysis of frequency ofvisits to Kensington High

Street reinforcesconventional opinion that carusers shop much lessfrequently than those whowalk to the shops.

� Walkers made a substantialcontribution to total spend(35%) whereas car driversaccounted for only 10%.

Kensington High Street is oneof London’s premier shoppingstreets with many flagshipstores. Faced with direct commercial competition fromother centres, the RoyalBorough of Kensington andChelsea carried out an ambitious programme of high quality streetscape

improvements to ensure itsretail economy remained buoyant. After studies are currently taking place.

2.3.5 Boosting the economyCentral London Partnership’srecent publication ‘QualityStreets’, states ‘London, beingthe UK’s capital, is the UK’s‘shop window’, as well as beinga major contributor to nationalGDP. Ensuring London’s successis fundamental to the continuedcompetitiveness of the UK as awhole. Central to that successis maintaining London as aplace where people want to liveand work, invest in and visit. Avibrant, attractive street sceneand well managed, safe streetsare key components of this –environments that encouragepeople to walk, either as aleisure activity or means oftransport.’

The importance of a good walking environment as a fundamental component oftown centre vitality was

underlined in a recent study of12 London town centres (HarrisResearch, Town Centre Survey,Oct 1999). The study revealedthat 44% of all visitors arrivedby foot. Shopping centre locations surveyed includedRichmond, Sutton, Tooting,Acton, Angel, Barking, BethnalGreen, Eltham High Street,Harrow, Kings Road West,Muswell Hill and ThorntonHeath.

TfL recently carried out a literature review on the economic impacts of pedestrianenvironments. The reviewincluded a number of casestudies of other UK citiesincluding Oxford, Leeds andEdinburgh and developed aseries of indicators of economic vitality following theintroduction of public realm orpedestrian improvements. In allof the case studies the city

centre’s position in the UK’sretail rankings remained high orimproved, prime retail rentsremained steady or improvedand office rents and air qualityalso improved.

This research also suggests astrong link between streets withfast moving traffic and poorquality shopping. Many shoppers want to visit placeslike Covent Garden or otherwell paved areas safe from traffic, where they can sit, eatand drink outdoors and beentertained. Tourism remainsvital to the economy in Londonand is directly linked to thepedestrian environment. In2001 there were over 28 millionvisitors travelling to London and90% of these visitors use publictransport and walk. Thesetourists spend around £6 billionannually during their visits.

19

Case study – Kensington High Street

The London Borough of Mertonhas been working with developers and stakeholders to implement a range of pedestrian enhancements inWimbledon Town Centre. The enhancements provide

a safer and more convenient environment for pedestrians,particularly the mobilityimpaired. They are alsodesigned to raise driver awareness of pedestrian activityin the area. The schemereduces the difficulty experienced by pedestrianscrossing the Broadway andhelps to make walking morepleasant.

Enhancements include:� increasing the number and

width of pedestrian crossings� increasing footway widths� installing ramped tables at

pedestrian crossing points� implementation of a 20mph

zone.

Pedestrian benefits include:� easier access to the station� shorter and easier side road

crossings� safer and more pleasant

environment� direct access to the town

centre.

20

During the Walking Plan’s development the following barriers to walking in Londonwere identified:� institutional issues� traffic volume� air quality� the walking environment� safety� security� information� mobility and access.

These are set out in more detailbelow.

2.4.1. Institutional issuesIt has been difficult to achieve a consistent approach toincreasing the level of walking in London, as there are manyindividuals and organisationswith a role in managing different aspects of London’sstreets.

An effective and consistentdefinition of success is needed,as well as a means of monitoring and reportingprogress to stakeholders. There is currently no clear

and quantifiable definition to help organisations define and understand ‘walkability’. The definition of ‘walkability’is included within Part 1 of the Plan.

Often the benefits made possible by investment are notco-ordinated between differentareas of local government anddifferent stakeholders. Thisresults in an uncoordinatedstreetscape and poor attentionto minimising the disruptioncaused by maintenance andother works.

The large number of people andorganisations involved in makingstreetscape alterations thataffect pedestrians, means that information on best practice isoften unavailable. This can leadto inconsistent approachesacross London. Travel statisticshave, in the past, neglected therole of walking in car and public transport trips, with the resultthat plans and legislation often ignore the needs ofpedestrians. Funding and

investment for walking schemesmay also be affected as traditional cost benefit analysisfocuses on direct travel costsand ignores environmentalcosts (high for road schemes,low for walking). However, morerecent appraisal methodologieshave begun to redress this balance.

2.4.2 Traffic volumeThe amount of traffic on theroad is a major factor that discourages people from walking in London. The fear ofaccidents and crossing roadsare directly related to trafficvolume. A GLA transport survey revealed that 44% ofLondoners were not satisfiedwith the ease of crossing roads. To address the problemscaused by high traffic volumes,some 66% of people supportedincreased priority for pedestri-ans in towns and cities – even ifthis made things difficult forother road users. Only 14% disagreed with increased priority for pedestrians (GLA 2001).

2.4 Barriers to walking

Case study - Wimbledon Town Centre

2.4.3 Air qualityConsultation preceding thepublication of the Mayor’s DraftAir Quality Srategy in 2002revealed that 71% of Londonersconsider traffic exhaust fumes a serious problem, makingwalking unappealing. As well asthe immediate and unpleasanteffect exhaust fumes have onthe environment, they have alsobeen shown to affect health,leading to respiratory and cardiovascular problems.

In London, nitrogen dioxide andfine particles are currently ofgreatest concern for humanhealth. In Greater London in1999, 58 per cent of nitrogenoxide and 68 per cent of fineparticle emissions came fromroad transport (GLA/TfL LondonAtmospheric EmissionsInventory, version February2002).

Other harmful exhaust chemicals include sulphur,ozone, benzene, butadiene, and carbon monoxide. Carbondioxide produced by exhausts is harmless to humans atatmospheric concentrations but it is the most commongreenhouse gas and contributestowards global warming and climate change.

Over 25 years, the percentageof traffic-related pollution hasrisen as the number of vehicleshas increased and other sourcesof pollution (such as power stations and industry) havereduced their emissions.

2.4.4 The walking environment‘Walking through the streets ofLondon has become difficult,stressful and to many it feels

dangerous. Londoners andpeople who come to the Cityeveryday for work are frustratedby it, and tourists are beginningto stay away because of it.’(CLP 2003).

Only 33% of Londoners believewalking conditions on London’spavements are good accordingto a GLA survey from 2001.Poorly maintained footways cancontribute to a significant number of pedestrian injuriesthrough trips and falls.Street maintenance has a majorrole to play in the walking experience. Blocked drains anduneven surfaces lead to puddles that cause problemsfor pedestrians in wet weather.

Other factors that discouragewalking by creating a threatening or confusing environment for pedestriansinclude poorly maintainedstreet lighting, overgrownfoliage, street clutter, pavementhawkers, fly-posting, unauthorised signs and graffiti.

It has also been shown thatuncleared litter can lead to asteady decline in street conditions, encouraging dumping, tipping and graffiti –all of which discourage walkingby increasing pedestrians’concerns about personal

security. (Living Streets 2001)

In contrast, a clean, qualitystreetscape helps to encourageresponsible behaviour by streetusers and engenders a sense ofstewardship. However, this canbe difficult to achieve withoutclear design, maintenance andenforcement strategies whichco-ordinate the responsibilities

of different organisations anddepartments.

2.4.5 Safety In the first half of 2003, pedestrians accounted for 43%of those killed and 29% ofthose seriously injured onLondon’s roads. (TfL 2003)

In London, certain groups ofpedestrians are more likely tobe involved in a collision thatcauses an injury, particularlyyoung people:� 57% of pedestrians injured

are male� 13% of pedestrians injured

are aged 60+ � 42% of pedestrians injured

are under 16 years old� children in deprived areas are

three times more likely to beinjured in a collision thantheir better-offcontemporaries (IPPR 2002)

21

The West Ealing (Five Roads)Home Zone covers five residential roads in an innerurban area near West Ealing station including Hastings Road,Hartington Road, BroughtonRoad, Denmark Road and ArdenRoad. It covers 370 households, covering around 580 adult residents.The area was typical of manyparts of London, with straightroads and without parkingspaces, encouraging highspeeds. Residents were concerned about the poor environment which was noisy,

polluted, unattractive and poorly lit. ‘Rat-running,’ parkingby non-residents, HGV traffic,and dangerous/inconsiderateparking caused obstructions(including for emergency andservice vehicles).

The project was undertaken asa partnership between LondonBorough of Ealing, Five RoadsForum (residents association),Parkman engineering consultants and GroundworkWest London.

Construction work was completed in November 2001,including gateway features with raised tables, and lightingimprovements. A 20mph zonehas also been introduced.

Physical features include:� changed road layout to

incorporate 30-degree

parking bays, marked onalternating sides to createchicanes which will helpslow traffic down

� six gateway featuresconsisting of a raised tableand width restriction to markthe entry to the home zone

� shared surface � new street lighting to double

the number of street lights in the area

� 20mph zone � controlled parking zone � planting areas � installation of community

mosaics � a play area developed from

a disused area of a carpark,(which was already usedinformally by children) whichresidents have applied forgrants to provide equipmentfor the area.

22

� child pedestrians aged 5-15have high rates of roadrelated injuries. This peaks atages 11-12 when childrenchange to secondary schooland travel independentlybefore they have skills torecognise the risks of roadcollisions and how to reducethem.

Reassessing road space and priority given to cars can reducevehicle speeds and improveroad safety. TfL recently commissioned research into20mph zones in London andpublished the results in LRSU

Safety Research Report No.2,2003 (from TRL research inunpublished project reportPR/T/077/03). The conclusionswere:� road user casualties within

the zones reduced by about45% and fatal and serious(KSI) casualties reduced byabout 57%

� flows in the treated streetsfell by around 15%

� accident migration ontosurrounding roads was notfound to be a problem.

Conflicts can occur with pedalcyclists, although in 2002 only

six incidents were recorded, of which two were classified as serious. Compared to the7,457 pedestrian casualties in2002, this doesn’t appear to bea significant casualty issue, but it is likely that many otherincidents go unreported.

The perceived safety issue ofpedestrian and cycle conflicts isfar more significant. Illegal and inconsiderate pavement cyclingcan be a major deterrent towalking, particularly for older and more vulnerablepedestrians.

Case study – West Ealing (five roads) – Home zone

Light at the End of the Tunnel is an on-going project led byCross River Partnership toreduce the impact of railwayviaducts that slice through riverside central London. The Cross River area, south ofthe river, is divided by threeVictorian viaducts carrying railway lines into Charing Cross,Blackfriars and Waterloo stations. Supporting them is awave of approximately 2000railway arches. Some are in thepublic realm, used by cars andpedestrians, whilst others arecommercial units.

The project will assess how the impact can be reduced byimproving arches used fortransport and exploring howthose standing empty can be converted into imaginative newbusiness units.

This year the project has created six new or improvedbusiness units from railwayarches near Waterloo as part of regeneration plans for theSouth Bank.

The units, between WaterlooEast rail station and Southwarktube station, cost £1.85 million

and took seven months toredevelop. They will provide20,000 sq. ft of leisure space,which will house a new restaurant and lively bar.

23

2.4.6 Security People are discouraged fromwalking because of the fear ofcrime and threatened personalsecurity. Different sections ofthe community have different concerns about personal security, which can lead to various forms of social exclusion.

Age and sex are strongly relatedto concerns about crime andfeelings of safety. In 2001, 13%of British Crime Survey (BCS)respondents said that they felt‘very unsafe’ walking alone intheir area after dark and a

further 20% felt ‘a bit unsafe’. Women were more likely to feelunsafe when walking alone atnight and older people weremore anxious than youngerpeople. Women aged 60 andover were by far the most likelyto say they felt or would feel‘very unsafe’ (33%). Overall,30% said that they never walkedalone in their local area afterdark and a further 13% saidthey went out less than once amonth. Women were more likely to say they never walkedin their local area alone afterdark (43%), particularly thoseaged 60 or over (66%).

Although reported crime isdeclining, there are substantialvariations in the risks to different ethnic groups. The riskof being mugged is aroundthree times higher for minorityethnic groups than for whitegroups. A better re-design ofperceived danger spots andoptimising street lighting canreduce the opportunities forcrime and fear of crime,encouraging more people ontothe streets. The presence ofother road users, particularlyother walkers, can help pedestrians to feel safe andlead to a virtuous circle wherewalking increases walking.

Case study – Light at the end of the tunnel

2.4.7 InformationTfL research has shown thatpedestrians often say that alack of information puts themoff when considering walking.The public’s knowledge ofLondon’s relatively complexnetwork of streets is often limited.

There are few, if any, walkingmaps that provide much needed information on goodwalking routes that link thedaily destinations withinLondon. There is also a lack ofconsistent and comprehensivesignage to assist pedestrians.

The current level of informationis inadequate to support theencouragement and promotionof walking as an attractive andconvenient mode of travel.There are a number of potentialways of improving informationfor walkers:

� On street signing - a clear,consistent and well-maintained system of streetsigning designed specificallyfor pedestrians. For example,York, where a network ofwell signed prioritypedestrian routes have beendeveloped which are safe,direct and convenient andthe Bristol Legible Cityproject. This included a new,integrated pedestrian signagesystem and maps, linkingmain points of arrival withkey attractions, visitordestinations and landmarks.

� Access to journey planninginformation – this may be aweb based product thatallows people to assess thefull range of available modes(including walking) prior tomaking their trip, forexample, TfL’s JourneyPlanner (www.tfl.gov.uk/journeyplanner) or a similartool available in Barcelona(www.tmb.net).

� Walking Maps – a productwhich users can carry aroundwith them which providesadditional information, overand above the A-Z and other

similar products. A productwhich allows them theflexibility of making changesto their planned route asthey travel, for example,Edinburgh’s PedestrianNavigation System, whichintegrates portable mappingand information, boardsusing an innovative newgraphic language.

2.4.8 Access and mobility The term ‘disability’ is a broadone. It includes people withphysical, sensory or mentalimpairment. The DisabilityDiscrimination Act (DDA) 1995defines a person as having, ‘a disability…if they have a physical or mental impairmentwhich has a substantial andlong term adverse effect ontheir ability to carry out normalday-to-day activities’. (DfT2002)

Approximately one in 20 (5%) of Londoners aged 16-50 experience mobility problems.This figure increases to 34% forthose aged 50+ and to almost66% for those aged 80+. Thereare over 750,000 people with adisability registered in London,55% of whom do not haveaccess to a car (All Change,GLAD 2000).

Many but not all people with a disability face barriers tomovement in the environment.There are others who are notnormally considered to have adisability who also encounterbarriers to movement. Peoplewith small children, carryingheavy shopping or luggage, with temporary injuries and olderpeople can all benefit from a

better design of the pedestrianenvironment. Without a barrierfree environment, many ofthese people can be consideredto be mobility impaired.

While it is true that there aremany aspects of design in thepedestrian environment that arehelpful to all or most disabledpeople (and many others aswell) there are also some specific facilities needed bypeople with a particular kind ofimpairment. Some examples are outlinedbelow.

Manual wheelchair users needsufficient space to be able to propel the chair withoutbanging their elbows or knuckles on doorframes orother obstacles. Someone whowalks with sticks or crutchesalso needs more space than awalker without disabilities; sotoo does a long cane user, aperson carrying luggage, a lot of shopping bags or with smallchildren. Many people wouldbenefit from the adequate clearspace on pavements, along passages and throughentrances.

Similarly, the rotating conebelow the push button box on a controlled pedestrian crossingis essential for a deaf-blind person to know when the greenman signal is lit.

The provision of access for all is fundamental to the development of the WalkingPlan. TfL will use the requirements of the DDA tobenchmark the Plan’s initiativesand many of its action points.

24

25

In recent years, TfL, the LondonBorough of Lewisham and others have made significantimprovements to LewishamHigh Street.

Old and substandard footwayshave been replaced with newhigher quality paving to create‘Lewisham Promenade’.

New, co-ordinated and sympathetically sited street furniture has been introduced.Better lighting (including bulbsin trees) and pedestrian signinghas been provided.

The renovation of greensquares and other open spaceshas been completed with aconsistent design for walls, railings and seating introduced.Additional trees have beenplanted. Traditional phoneboxes are provided at appropriate locations.

New and improved road crossing facilities have beenprovided – inclusive of facilitiesfor people with a disability.Bus lanes and bus stops able to accommodate low floorbuses were also provided.

Case study – Lewisham High Street

The Mayor’s vision to makeLondon one of the world’smost walking friendly cities by2015 presents a challenge for a wide range of stakeholders.

However, the value of walkingto individuals and to London asa whole provides an importantstimulus for action.

London needs an action planthat will reverse the decline inthe number of people walking and overcome the problemsexperienced by pedestrians.Walking must become anattractive and safe traveloption, available to everyone in London.

Targets have an important roleto play in measuring and monitoring progress. TfLacknowledges the benefit in setting London wide aspirational targets. These willprovide guidance and directionto local authorities as theyimplement their own walkingstrategies.

Walking activity targets shouldgenerally be defined in terms of the number or proportion oftrips made, since the averagelength of walking trips is unlikely to increase significantly.Most walking trips are short inlength and local in nature.

At a London-wide level the following targets are proposed:� The short-term target is to

stop the decline in the

number of journeys perperson made on foot.

� The long term 2015 targets are:a) to increase the modalshare of walking for tripsunder two miles by 10% b) to increase the averagenumber of trips made onfoot per person / per year by 10%c) to increase the level ofLondon’s ‘walkability’ both in terms of people’sperceptions and in actualmeasured terms againstother world cities.

The main focus of these targetsis functional walking, that iswalking trips which are madefor a purpose such as to work,school, shopping or visitingfriends.

26

Part 3: The action plan

3.1 Policy into practice

3.2 Headline targets

At the London wide level, TfLwill undertake a number ofactivities to monitor the successful delivery of theWalking Plan for London.

Principal monitoring tools:

� quarterly rolling LATS� LATS 2001 analysis� London Travel Demand

Survey� National Travel Survey (NTS)� Red Route/TLRN Retail

Monitoring Surveys.

A walkability index is beingdeveloped in order to assessLondon’s walkability against

other cities. The InternationalWalkability Benchmark will beone of the measures of TfL’simplementation of this strategy.

It will be an objective comparison of how walkableeach World City is, using a setof quantitative measures oftransport system outputs thathave been found to contributeto the amount of walking andthe quality of the walking environment. Measurement criteria will be establishedunder the five Cs outlined insection 1.2.

Other tools and monitoring:Satisfaction surveysTfL will undertake regular customer satisfaction surveysto assess people’s perception

Beneath these broad headlinetargets are a set of objectivesrelating to more detailed activity areas that are supported by a set of corresponding actions. Objectives and actions in thecontext of the Walking Planrelate to facilities or resourcesunder the control of TfL andthe London boroughs. They are generally linked to servicestandards, improvement programmes or other changes in the management or maintenance of the physicalenvironment.

In order to increase the numberof journeys made on foot there has to be systematicimprovement and maintenanceof the physical environment inwhich people walk.

Objectives and actions need tobe ‘SMART’ i.e.:� Specific� Measurable� Attainable� Realistic� Targeted.

They should relate to specificaspects of the physical environment and can be usedby local authorities to considerresource priorities within theoverall context of their localtransport strategy.

In order for the plan to be successful, local authorities will need to set their ownobjectives and actions. In manycases two or three well-definedobjectives are likely to be moreeffective and achievable than alarge number of objectiveswhich will fragment resources.

27

3.3 Objectives and actions

3.2.1 Linking to local level targetsIn order for the Plan to be successful local authoritiesmust translate the broadLondon wide targets outlinedabove into meaningful local targets. It is recognised thatlocal circumstances vary greatlyacross London.

Some local authorities havealready begun to translate theirlocal walking strategies intoaction, while others are still inthe early stages.

The range of local factors atwork across London points tothe need for local targets tomeet local circumstances.Local authorities may wish to

consider setting specific targetsby journey type for example:� work � school � leisure� shopping.

It is essential however, thatlocal targets are reliable andtake full account of the relationship of walking to othermodes within the local area.

3.4 Review and monitoring

28

More extensive monitoring maybe required at the local level todetermine the extent to whichtargets have been achieved.

A number of London boroughshave already incorporated walking targets into their transport plans and other policydocuments. However, the Plan’ssuccess will require all localauthorities to follow this lead.

To set meaningful input targets,local authorities should firstconduct a review of walkingroutes and facilities within their area. The review shouldconsider the current networkand identify where there aremissing links or where linkagesor standards could beimproved. This would involve areview of all existing routes andcatchment areas, with prioritygiven to those areas with highlevels of pedestrian activity

(e.g. town centres). The physicalcondition of all routes such assurfacing, signing, street furniture, lighting and cleanliness should be considered. Local authoritiesmay also wish to considerbenchmarking prior to settingtargets for their area.

Local authorities should alsocommit to a programme of routine monitoring of progressagainst the targets.

of the walking environment inLondon as a whole. Often it is the perception of a city’swalkability that is the mostpoignant indicator of success.

People are often able to tellthat an area has improved without actually being able tospecify exactly what haschanged.

Flow monitoring In addition to the above, workis being undertaken to monitorand forecast pedestrian flowsacross London, to assess existing demand, futuredemand and inform the targeting of necessary improvements.

There are practical difficulties in measuring walking, includingdefining what comprises a ‘walk

trip’ (e.g. somebody leaving theoffice to buy a sandwich atlunchtime), counting within a largely unconstrained environment and accounting for the weather.

For all of these reasons, measurements of changedpedestrian activity in relation to the Walking Plan can only beindicative.

3.5 The local level

3.6 The Action PlanThe Action Plan is split into sixobjectives. Each objective comprises a number of actionpoints outlined below. A leadagency has been allocatedresponsibility for co-ordinating

work, to support the successfulimplementation of each action. Additional agencies have beenidentified as key partners tolend support and help ensureobjectives are fulfilled.

Abbreviations used for leadagencies and key partners areincluded in the glossary inAppendix 1.

The many individuals andorganisations that have a role inencouraging walking can make itdifficult to adopt a consistentapproach across London. Anumber of groups already existat local and sub-regional levelto improve co-ordinationbetween stakeholders involvedin the promotion of walking inLondon. These stakeholdersincorporate a wide range of disciplines including engineering, planning, health,crime, social exclusion, tourismand the environment.

TfL will support and assist suchgroups where possible andexplore opportunities for innovative partnerships tailoredto the needs of individual areas.The aim of these partnershipswill be to achieve a coherentset of strategies in terms ofwhat can be delivered on theground.

To make the best use of investment and reduce disruption, opportunities will be identified in maintenance

and management plans (3.5) to integrate maintenance andimprovement work. Whereappropriate work should be incorporated into area treatments or other programmes to deliver co-ordinated improvements to the streetscape.

As work progresses it will be important to circulate information and share bestpractice. This will be achievedthrough a variety of mediaincluding the London Walkingwebsite (2.2) and WalkingMatters newsletter (2.3). Knowledge of the particularrequirements of walkers is anew field for many, so there is a need to develop and deliverprofessional training for planners and engineers onissues relevant to walking (1.4).

Community and stakeholderinvolvement is essential in making the Walking Plan a success. Transport users’ priorities must be the primefocus for transport service

providers, so the need toinvolve pedestrians and understand their needs is critical.

The boroughs are key agents in implementing the Plan – asindividual authorities, membersof sub-regional partnershipsand through emerging localstrategic partnerships. Theyhave responsibility for:� ensuring accessibility of

public space to all sectionsof the community

� managing quality services tothe satisfaction of localpeople

� responding to local needs� effective partnership working� integrating council services

with those of other agencies� achieving efficiency and

effectiveness viaperformance management.

The full list of Objective 1actions appear in the followingtable. All actions are fundedunless indicated below.

29

Objective 1: Improving co-ordination & inclusiveness in the Walking Plan development

Objective 1 actions

General1.1 Develop and facilitate partnership working and communityinvolvement at all levels of the Plan’s delivery. TfL will lead this atthe London-wide level and facilitate a group to oversee the development of the Plan. (See action 6.2)

1.2 Develop and establish an annual London Walking Conference and establish an annual prize for the most beneficial walking initiative/project.

Legal1.3 Encourage the Government to take into account the needs of walkers when developing relevant legislation

Training1.4 Ensure that professional training courses properly reflect theneeds of the pedestrian.

Lead agency& key partners

TfL

TfLRobert GordonUniversity

TfL ALG T2000 LSIHT

TfL LoTAG

Delivery

Spring 2004

Starts Spring 2004

Ongoing

Starts 2004

30

The benefits of walking areclear and well documented.Walking is healthy, fun and virtually cost free. It also resultsin proven benefits for economicactivity and social interactionwithin the community and isone of the easiest and mostefficient ways of making shorttrips around London. On papertherefore, walking appears to bean activity that is relatively easyto promote and encourage.However, these advantages areset against some significant barriers to walking, outlinedearlier in the Plan.

Creating a walking culture willhelp overcome psychologicalbarriers to walking and promotea more sustainable future. Toachieve this, awareness of walking needs to be raisedamongst both transport professionals and the public.A key issue will be educating

people to reconsider their traveloptions. It is therefore important to review material on walking available to Londoneducation establishments(primary, secondary, tertiary and community) and provideupdated information that canbe incorporated into the curriculum (2.1). This needs to be combined with improvedinformation to help makeLondon a more legible city for pedestrians and to raiseawareness of how easy it is towalk between key origins anddestinations within the capital(2.4 and 2.5). Very often walkingcan be quicker, more reliableand undoubtedly cheaper than,for example, a short trip on the tube.

TfL will develop a London Walking website dedicated toproviding walking information(2.2) including an annual

calendar of London-wide walking events and activities.

TfL will work with partners todevelop both location-specificand route information (2.4).TfL will also develop and support enforcement campaigns to protect pedestrians from illegal practices such as speeding, running red lights, pavementparking and footway cycling.These issues are a commoncause of safety concerns raisedby Londoners.

Further campaigns and initiatives will promote the benefits of walking by focusingon walking to school and workand encouraging walking ratherthan driving for short journeys(2.6). The full list of Objective 2actions appear in the followingtable. All actions are fundedunless indicated.

Objective 2: Promoting walking

Objective 2 actions

Education2.1 Review existing material on walking available to London education establishments (primary, secondary, tertiary and community) and where appropriate provide updated material thatcan be incorporated into the curriculum. This will be linked to campaigns and initiatives supported by a London-wide TravelwiseInitiative.

Media2.2 Develop a TfL London Walking web site dedicated to walkinginformation. This will include a comprehensive database ofLondon walking routes and an annual calendar of London widewalking events and activities.

2.3 Develop and establish a quarterly walking newsletter to promote and showcase walking initiatives and activities.

2.4 Work with partners to develop location specific and routeinformation including paper based products, on street informationand web based resources.

Lead agency& key partners

TfL

TfL

TfL

TfLLB

Delivery

Review during2004/5 withmaterial provided by end of 2005/6 subject to funding

CompleteSpring 2004

Already established

Consult in2004/5 withprojectsimplemeted by2007 subject to funding

Work to improve street conditions is very wide-ranging,encompassing large-scale projects, area treatments, localimprovements and maintenancerequirements. People will walkfurther and more frequentlywhere conditions are favourableand take account of the principles of good design.These have already been discussed as the five Cs – connected, convenient, comfortable, convivial and conspicuous. These principlescontinue to hold true andshould be applied in respect ofthe following programmes ofwork. Completion of London’s sixstrategic walking routes (totaling 500km) will be animportant step towards achieving the Mayor’s vision(3.1). Discussions are alsounderway with the Boroughsand other partners on the mosteffective way to developeast/west and north/southwalking routes.

StreetscapeA large number of streetscapemeasures are also proposed atthe more local level. Central tomany planned improvementswill be a unified pedestrianreview and auditing tool beingdeveloped by TfL and partners(3.2). The tool is intended to set

a framework for developingschemes and promoting socialinclusion by indicating anappropriate level of priority andservice for different road users.

The audit will consider existingstreet conditions, accessibility,safety and the needs of elderlyand people with disability toassess existing and proposedlevels of demand. It will then beused to assess public spacesfor the provision of walkingfacilities, giving priority to areaswith high demand and highpotential risks for pedestrians.

The review measures should be incorporated into area treatments or other programmes to help deliver co-ordinated improvements to the streetscape.

TfL is also developingStreetscape and Urban Designguidelines for the TLRN (3.3)and recommends that eachLondon borough develops complementary local guidanceon style and material variationsneeded to reflect an area’scharacter.

MaintenanceA good quality, even footwaywith no unnecessary changes inlevel is a key requirement forevery pedestrian or wheelchair

user. It is therefore essentialthat maintenance programmesplace sufficient emphasis onfootways (3.6).

Footway maintenance will beprioritised according to the levelof pedestrian use and theseverity of surface irregularity.Asset Inventory ManagementSystem (AIMS) surveys will beused to identify the order of priority. Appropriate maintenance work should be incorporated into area treatments or other programmes and identified inmanagement and maintenanceplans.

Street maintenance and management plans should alsoinclude local standards for theremoval of litter, rubbish andgraffiti to help make London’sstreets cleaner, more attractiveand less threatening (3.4).

31

Objective 2 actions

Campaigns2.5 Develop enforcement and awareness campaigns to support therights of pedestrians and to promote the benefits of walking to theindividual and the wider community in order to encourage walkingfor short trips and as part of longer public transport trips.

Lead agency& key partners

TfLALBRSOSusT T2000LS PCTCALB

Delivery

Implementwithin coremarketingstrategy in2004/5

Objective 3: Improving street conditions

32

These plans should also identifyopportunities to integrate localmaintenance and improvementmeasures, e.g. lighting maintenance (5.5). For theTLRN, this will be a joint planbetween the London boroughsand TfL.

TfL will work in partnership with the boroughs to achieveimproved co-ordination andcontrol of streetworks andensure that appropriate measures are employed to minimise disruption to pedestrian movement (3.5).

Area treatmentsArea treatments combinestreetscape access improvements and reallocationof road space in a holistic, creative process involving thecommunity and other partners.Forward programmes will be identified by TfL in partnershipwith the boroughs and sub-regional partnerships andwill be developed with localstakeholders including residents, amenity groups andthe business community.

A key part of an area treatmentshould be the provision of connected, safe, convenientand attractive pedestrianroutes, which are integratedwith other measures to link themajor destinations within communities e.g. shops, recreation, work, schools andtransport interchanges etc. Areatreatments will include (3.7):� The Streets-for-People

programme aims to redresstraffic dominance inresidential areas. Whereappropriate this willcomplement Safer Routes toSchool. This will reduce thedisproportionate impact oftraffic on deprivedcommunities.

� Town centre programmes to improve routes into andaccess within local towncentres to create walkablecommunities. Schemescurrently underdevelopment/constructioninclude Lewisham TownCentre.

� The Interchange programmeto improve walking access totransport and main

destinations in larger towncentres.

Accessibility treatmentsIn addition to area treatments,more localised work is neededto remove physical barriers orobstructions on the street.Local improvements will beimplemented to make publicspaces more accessible, saferand less difficult for walkers(3.8) and (3.10). This may includelarge projects such as removingsubways or footbridges andreplacing them with street levelcrossings.

Improving access for peoplewith mobility difficulties willinclude measures such asdropped kerbs and tactilepaving to give better access topopular destinations and publictransport. Wherever possiblethese improvements should beincorporated into footwaymaintenance works.

The full list of Objective 3actions appear in the followingtable. All actions are fundedunless indicated.

Objective 3 actions

General3.1 Complete London’s six strategic walking routes: Capital Ring,Jubilee Walkway, Lee Valley Walk, London Outer Orbital Path,Southeast Green Chain and Thames Path.

Streetscape3.2 Develop a review and auditing tool to assess public spaces for the provision of walking facilities. This will enable objective assessment of walking scheme proposals and the benchmarking of an area’s walkability.

3.3 Develop TfL Streetscape and Urban Design guidelines for theTLRN. Complementary local guidance should also be developed by each borough covering any departures in styles and materialsneeded to reflect local character and distinctiveness.

Lead agency& key partners

LB TfL LWF

TfL LB

TfL LB

Delivery

2012 subjectto funding

By the end of2004

TLRN guidanceby end of 2004and boroughs2005/6

33

Objective 3 actions

Maintenance3.4 Develop maintenance and management plans to incorporatelocal standards for the removal of litter, rubbish and graffiti fromLondon’s streets and identify opportunities to integrate maintenance and improvement measures locally.

3.5 Develop improved co-ordination and control of streetworks and ensure that appropriate mitigation measures are employed to minimise disruption to pedestrians.

3.6 Ensure sufficient maintenance emphasis is placed on footways. Sites should be prioritised by intensity of pedestrian use and severity of surface irregularity, for principal roads identification will be through the AIMS surveys.

Area Treatments3.7 Implement improvements to whole areas including Streets-for-People, local town centre & interchange improvements, consistent with best practice guidelines.

Accessibility Treatments3.8 Remove unnecessary barriers and obstructions in the street to make public spaces more accessible and safer for all walkers. Outside area treatments will include measures such as droppedkerbs and tactile paving to give better access to popular destinations, in particular the public transport network.

3.9 Work with highway authorities to enforce regulations relatingto footway parking and actively discourage development proposals that exacerbate the problem.

3.10 Carry out regular inspections of the highway to remove temporary obstructions to the footway e.g. advertising boardsand display goods.

Lead agency& key partners

LBTfL Lo TAG

TfL LB

TfL LB

TfL LB

TfL LB

LB TfL

TfL LB

Delivery

By end of 2006

Initiated in 2004fully operationalin 2006

Prioritisation byend of 2005

2004 onwardssubject to funding

2004 onwardssubject to funding

2004 onwards

2005 onwards

Objective 4: Improving development proposals and interchangesTo ensure the needs of pedestrians are fully consideredin new developments, all publicand private proposals need tobe assessed to make sure thatdesigns maximise pedestrianaccess and convenience andminimise crime risks (4.1).

For other private developmentproposals, TfL will monitor theeffectiveness of Section 106planning conditions and

agreements in deliveringimprovements to the walkingenvironment and provide recommendations on how theycould be used more effectively.TfL will also provide guidanceto local authorities relating tothe securing of good provisionfor pedestrians through the planning system and opportunities for attractingthird-party funding (4.2).

The TfL interchange programmewill aim to improve accessibilityfor pedestrians within publictransport interchanges, consistent with the requirements of best practiceguidelines. For example throughincreased security, better signing and improved information (4.3). The full list of Objective 4 actions appear inthe following table. All actionsare funded unless indicated.

Safety There is support for the introduction of Home Zonesand 20mph areas where theseare the most appropriate way toincrease pedestrian safety andpriority (5.1). Vehicle speed is akey factor affecting the numberof pedestrian casualties and the severity of injuries. Whereappropriate, these measuresshould be incorporated intoarea treatments (3.8) and identified in management andmaintenance plans (3.6).

Where facilities at signalledcrossings are detrimental to

accessibility or safety, theintroduction of pedestrianphases and/or complementaryfacilities will be programmedwherever possible. Work will beprioritised by intensity of useand pedestrian casualty rates.TfL will also investigate opportunities to modify its traffic signal maintenance andrenewal programme to improvefacilities for pedestrians (5.2).However, increased fundingwould be needed for this,reflecting the need to improvemany locations.

The Safe Routes to School programme will continue to beimplemented with the aim ofincreasing walking trips toschool. This will encouragephysical activity from an earlyage and help teach ‘roadcraft’(5.3).

SecurityThe proposed audit of publicspaces will help provide

guidance on how to increasepersonal security through goodstreet design (3.4).

Personal security will also be improved through the development of a programmeto remove footbridges and subways (3.8).

Street design and maintenanceprogrammes both have a part toplay in ensuring the provision ofsuitable footway lighting andmaking pedestrians feel moresecure (5.4). These measuresshould be identified in the management and maintenanceplans.

Security measures also includework to assess new developments for pedestriansecurity (4.1) and to improvepersonal safety at transportinterchanges (4.3). The full listof Objective 5 actions appear inthe following table. All actionsare funded unless indicated.

34

Objective 4 actions

4.1 Assess public and private development proposals to ensuredesigns minimise crime/security risks and provide sufficient pedestrian access.

4.2 Provide guidance to local authorities relating to good provisionfor pedestrians through the planning system. Monitor the effectiveness of Section 106 conditions and agreements in delivering improvements to the walking environment, and providerecommendations on how they could be used more effectively.

4.3 Develop an improvement programme for pedestrian accessibilitywithin public transport interchanges consistent with best practiceguidelines. This may include measures to increase security andimprove information and signage.

Lead agency& key partners

LB TfL ALBPOATCM MPS

TfL GLAATCM LCCILoTAG

TfL

Delivery

2004 onwards

Guidance bySpring 2005,monitoring tobegin 2004

2004 onwardssubject tofunding

Objective 5: Improving safety and security

35

Timely delivery of the Mayor’svision will require significantfunding and resource input atthe regional and local level.

Many of the actions containedwithin this plan do not requirefinancial support from TfL toenable their delivery. However,a number of activities aredependent upon the provisionof funding for improvements,such as, through the BoroughSpending Plan process. As partof the submission to theGovernment’s ComprehensiveSpending Review 2004 (SR2004),TfL has set out the case foradditional resources to enabledelivery of this plan (as part ofthe wider case for delivering theMayor’s agenda for transport).

In order for the 2015 vision tobe fully realised it is necessarythat these funds are secured,together with the support ofthe London boroughs and other partners for delivering the key

actions. The plan will be subjectto review to ensure that anyavailable funds and resourcesare targeted at areas wheremaximum benefit can beachieved.

FundingFor 2004/5, there are firm funding commitments throughthe TfL Business Plan to implement the measures identified in Section 3 of theWalking Plan. Funding in futureyears will be dependant uponTfL’s business planning processand the outcome of SR2004.

Funding is available under anumber of headings forBorough Spending Plans (BSPs)and for work on the TLRN.These headings include:� Travel Awareness

- to raise awareness andencourage informeddecision-making about travel choices

� Safe Routes to School - to assist a modal changetowards walking for schooltrips

� Town Centre, Residential,and Interchange AreaTreatments - to encourage a holisticapproach to pedestrianaccessibility that isintegrated with otherstreetscape changes

� Interchange programmes� Road safety � Accessibility

- to reduce barriers on theroad network and increaseprovision of dropped kerbs,tactile paving and bus stopaccessibility

� Walking - to emphasise elements ofpedestrian accessibilityoutside area treatments

� Highway maintenance

Objective 5 actions

Safety5.1 Introduce Home Zones and 20mph zones where these are themost appropriate way to increase pedestrian safety and priority

5.2 Review all traffic signal junctions and implement pedestrian phases and facilities wherever practicable, taking account of theimpact on priority traffic such as buses.

Investigate potential for modifying TfL’s signal maintenance andrenewal programme to incorporate improvements for pedestrians.

5.3 Continue support for a Safer Routes to School programme consistent with the requirements of best practice guidelines.

Security

5.4 Ensure suitable footway illumination is included in schemedesigns and in street lighting maintenance programmes.

Lead agency& key partners

LB TfL

LB TfL

LB ALBRSOTfL

LB TfL

Delivery

Ongoing subjectto funding

Ongoing subjectto funding

By end of 2004

Ongoing subjectto funding

From 2005/6

Objective 6: Plan delivery and monitoring

The objectives and actionscover a broad range of topicareas, which reflect the diversity of walking and itsimpacts as a mode of travel anda popular leisure activity. Therealisation of the 2015 vision of‘London as one of the world’smost walking friendly cities’ is

dependent on the effectivedelivery and continuous monitoring of each one of theactions listed. As such, no oneaction or objective takes precedence over another andeach should be developed andprogressed in a consistent andcoherent manner.

The Walking Plan for London isnot intended to be a static document and will be regularly updated and reviewedto ensure the optimal deliveryof a Plan that will ensureLondon’s place as a truly worldclass walking city by 2015.

36

GuidanceTfL has issued specific guidanceon the items covered by eachheading, how proposals shouldbe categorised and how theywill be assessed.

Success in attracting third-partyfunding is particularly importantto secure additional investment

in walking and demonstratesuccessful partnership working.Key sources of additional funding include:� Section 106 and 278

planning obligations andconditions

� Local Health Authority� Metropolitan Police� Local Education Authority

� European Social Fund� Train Operating Companies� Strategic Rail Authority � Local bus operators� Local traders.

The full list of Objectives 6actions appear in the followingtable. All actions are fundedunless indicated.

Objective 6 actions

Guidance6.1 Issue specific guidance on the items covered by each BSPtopic area. This will include information on how walking schemeswill be categorised and assessed.

6.2 TfL will convene a group to monitor progress of the plan and provide expert advice on specific areas of work.

6.3 Develop a qualitative and quantitative business case and monitoring framework to ensure the efficient and timely deliveryof the Walking Plan, its objectives and targets.

Lead agency& key partners

TfL

TfL

TfL

Delivery

Review annually

Starts 2004

2004/5

37

Development of the Walking Plan has been a collaborativeprocess, led by TfL with valuable input from many key Londonstakeholders.

Stakeholders responded positively to the challenge of translating the high-order walking objectives of the Mayor’sTransport Strategy into the finished plan.

The importance of TfL, London boroughs and other relevantorganisations working together cannot be emphasised enough.The sharing and distribution of best practice examples will contribute significantly to the realisation of the aims and objectives of this plan.

In agreeing to contribute to the development of the Plan, stakeholders agreed, within their area of expertise, to:� communicate the group’s progress to their own

organisation and its associated bodies� share information within their own organisation and its

associated bodies� raise awareness of the group’s vision and role among

their own profession’s stakeholders� discuss the concepts of the group with their stakeholders

and associated bodies� contribute expert professional advice and information

to the group� increase the group’s knowledge and awareness of the

walking needs of their stakeholders� assist in identifying the planning implications associated

with the group’s vision� assist in identifying the financial implications associated

with the group’s vision � at all times serve the best interests of the group� work on policy/strategy level issues rather than individual

cases � contribute to future working or standing committees

established to address specific issues.

Development Group Members

� Age Concern London� Association of London Borough

Road Safety Officers� Association of London Chief

Education Officers� Association of London

Government� Association of London Town

Centre Management� Automobile Association

(Corresponding)� British Heart Foundation� Countryside Agency� Department for Transport� English Heritage� Environmental Transport

Association� Greater London Authority� Greater London Forum for

the Elderly� Kings Fund� Living Streets� London Accessible Transport

Alliance� London Chamber of Commerce

& Industry� London Health Link� London Play� London Technical Advisors

Group� London Tourist Board� London Walking Partnership� Metropolitan Police Service� Ramblers Association� Regional Public Health Group of

the Department of Health� Royal Automobile Club

Foundation (Corresponding)� SusTrans� Transport 2000

Appendix 1: Supporting organisations & glossary

38

AA – Automobile Association

AIMS – Asset Inventory Management System

ALBPO – Association of London Borough Planning Officers

ALBRSO – Association of London Borough Road Safety Officers

ALG – Association of London Government

ATCM – Association of Town Centre Managers

BSP – Borough Spending Plan

CA – Countryside Agency

Central London – The area bounded by London’s mainline railway stations

DfT – Department for Transport

DTLR – Department for Transport, Local Government and the Regions (now DFT)

EH – English Heritage

GLA – Greater London Authority

GLAD – Greater London Action on Disability

GLFE – Greater London Forum for the Elderly

Greater London – London’s 32 Boroughs and the Corporation of London

IHT – Institution of Highways and Transportation

Inner London – Corporation of London & 13 Boroughs of Camden, Greenwich, Hammersmith &

Fulham, Hackney, Islington, Kensington & Chelsea, Lambeth, Lewisham, Newham,

Southwark, Tower Hamlets, Wandsworth & Westminster

KF – Kings Fund

LATS – London Area Transport Survey

LB – London Boroughs

LCCI – London Chamber of Commerce & Industry

LoTAG – London Technical Advisers Group

LS – Living Streets

LWF – London Walking Forum

MPS – Metropolitan Police Service

NTS – National Travel Survey

ONS – Office of National Statistics

Outer London – 19 Boroughs of Barking & Dagenham, Barnet, Bexley, Brent, Bromley, Croydon,

Ealing, Enfield, Haringey, Harrow, Havering, Hillingdon, Hounslow, Kingston upon

Thames, Merton, Redbridge, Richmond upon Thames, Sutton & Waltham Forest

PCT – Primary Care Trust

PI – Performance Indicator

TfL – Transport for London

TLRN – Transport for London Road Network

TRL – Transport Research Laboratory

UDP – Unitary Development Plan

UKPMS – United Kingdom Pavement Management System

UUS – Underground Users Survey

Glossary

Central London Partnership, Transport for London and Llewellyn-Davies (2003) Quality Streets – Why Good Walking Environments Matter for London’s Economy

Central London Partnership (2003) London Walking City – Draft 2015 Vision and Framework Plan

Commission for Integrated Transport (2001) Study of European Best Practice in the Delivery of Integrated Transport, Report on Stage 2: Case Studies

Colin Buchanan and Partners (2002) Kensington High Street Study

DfT (2002) Inclusive Mobility - A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure

DfT (2001) National Travel Survey

DETR (2000) Encouraging Walking – Advice to Local Authorities

DoH (1999) Health Survey for England: Cardiovascular Disease ’98oH (2002) Health Survey for England

Gehl J and Gemzoe L (2000) New City Spaces Danish Architectural Press

GLA (2001) - The Mayor’s Transport Strategy

GLA (2002) The Draft London Plan - The Mayor’s Spatial Development Strategy (SDS)

GLA (2002) The Mayor’s Draft Air Quality Strategy

GLA (2002) The Mayor’s Draft Biodiversity Strategy

GLA (2003) London: Cultural Capital - The Mayor’s Draft Culture Strategy

GLA (2003) The Mayor’s Draft London Ambient Noise Strategy

GLA (2003) The Mayor’s Draft Energy Strategy

GLA (2003) The Mayor’s Draft Children and Young People’s Strategy

GLAD – Greater London Action on Disability – All Change 2000

Home Office (2001) The 2001 British Crime Survey

IPPR (2002) Streets ahead: safe and liveable streets for children

Living Streets (2001) Streets are for living report

LPAC (1997) Advice for a Strategy on Walking in London

39

Appendix 2: Bibliography

40

London Walking Forum (1999) Walking - Making it Happen

Transport for London (2003) Accidents and casualties in Greater London during the first six months of 2003

Transport for London London Travel Report 2002

Transport for London LRSU Safety Research Report No.2, 2003

Transport for London Statistics 2001

Transport for London Towards the year 2010 – Monitoring Casualties in Greater London

Transport for London Congestion Charging Impacts Monitoring First Annual Report

Transport for London Street Management (2002) The benefits of town centre pedestrian and publicrealm schemes

Woodroffe, Roberts and DiGuiseppi (1998) The School Run: Blessing or Blight? Child Health MonitoringUnit, Institute of Child Health, for the Pedestrians Association.

Address: Transport for LondonWindsor House, 42-50 Victoria Street London, SW1H 0TL

Phone: 020 7941 7536Email: enquire@tfl.gov.ukWebsite: www.tfl.gov.uk