ealing metropolitan centre development framework: …project number: h070084 ref: jmp movement...

Ealing Metropolitan Centre Development Framework: Movement Strategy Baseline Report

Final Report

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Final Report

JMP CONSULTING AUDREY HOUSE, 16-20 ELY PLACE,

LONDON EC1N 6SN T 020 7405 2800 F 020 7430 9049 E [email protected] W www.jmp.co.uk

Job no. Prepared by Verified Approved by Status Issue no. Date

H060084 TH/JP JP FINAL 3 11-06-07



Final Report

Contents Amendments Record The Document has been amended and issued as follows

Status\Revision Issue Number Date Approved By

DRAFT 01 05-06-07 DRAFT 02 11-06-07 FINAL 03 18-01-08


Contents

1 Introduction 1

General 1

Structure & Process 1

2 Movement Policy Context 4

General 4

National 4

Regional & Sub-regional 5

Local 6

3 Ealing Today: Transport Baseline 9

General 9

Walking 9

Cycling 11

Public Transport 14

Strategic & Local Road Network 19

Parking 20

Freight & Servicing 23

4 Issues & Influences 25

Positive Issues & Influences 25

Negative Issues & Influences 28

5 Towards a Framework: an Emerging Movement Strategy 33

General 33

Opportunities 33

Conclusion 38


Appendices

List of Transport Stakeholders A

WLT Route Alignment B

Crossrail Route Map C

Transport Baseline Maps D

LB of Ealing PTAL Map E

TfL London Buses ‘Spider’ Map F


Tables and Figures

F3.1 The Broadway pavement with bus stop 10

F3.2 Cycle parking opposite Ealing Broadway Station 13

F3.3 Cycle parking on The Broadway / High Street 14

T3.4 Ealing Town Centre daytime bus routes 15

T3.5 Ealing Town Centre night bus routes 15

F3.6 Bus stop E on Haven Green 16

T3.7 Bus service improvement programme 16

T3.8 Ealing Town Centre rail connections 17

F3.9 Ealing Broadway tube connections 17

F3.10 West Ealing Station 18

F3.11 Taxi rank at Ealing Broadway Station 19

T3.12 Ealing Town Centre off-street car parks 21

T3.13 Off-street car parks occupancy 21

T3.14 Off-street car parks 21

T3.15 Off-street car park charge structure 22

T3.16 Controlled Parking Zones 22

F3.17 Loading on The Broadway 23

F3.18 Loading around Canberra Road in West Ealing 24

Project Number: H070084 Ref: JMP Movement Strategy Baseline Report Final Issue 03.doc 1

1 Introduction

General

1.1 JMP Consulting (JMP) is part of a team, led by Tibbalds Planning and Urban Design,

appointed by the London Borough (LB) of Ealing to undertake the work necessary to produce a development framework for the Metropolitan Centre of Ealing (‘Ealing Town Centre’). The team also comprises GVA Grimley LLP and Space Syntax.

1.2 This document, which forms part of a background report to LB Ealing’s Local Development Framework (LDF), will provide a vision for Ealing Town Centre and guide future development for the next ten to fifteen years.

1.3 This document forms one of a series of baseline reports designed to outline the key issues affecting Ealing Town Centre today. These documents include:

• Urban Design and Public Realm Strategy Baseline Report; • Movement Strategy Baseline Report; • Development Sites Baseline Report; and • Community Infrastructure Baseline Report.

1.4 These four documents identified above will form the basis of a comprehensive Background Report summarising the principle features, structure, characteristics, opportunities and constraints of Ealing Town Centre.

1.5 These will, in turn, provide the basis for the formulation of the Ealing Town Centre Development Framework (‘Development Framework’), comprising an Urban Design Framework; a Development Sites Strategy; a Movement Strategy; a Community Infrastructure Plan and a Strategy for Implementation.

Structure & Process

1.6 As the name suggests, this document considers movement (i.e. transport and

accessibility) issues; it is divided into five sections which may be described as follows:

• Section 1: Introduction – Provides an overview of the project and describes the scope and structure of the document.

• Section 2: Movement Policy Context – Provides an overview of the current and

emerging movement policy context as it relates to Ealing Town Centre. • Section 3: Ealing Today: Transport Baseline – Provides a description of existing

or baseline transport conditions in and around Ealing Town Centre, principally structured by transport mode.

• Section 4: Issues & Influences – Identifies the key transport issues and

influences affecting Ealing Town Centre today, both positive and negative. • Section 5: Towards a Framework: an Emerging Movement Strategy – Identifies

the findings of initial transport constraints and opportunities analysis.


1.7 The process of developing the Movement Strategy Baseline Report has been informed by a series of activities, including a series of discussions and meetings with key transport stakeholders.

1.8 This process includes the following:

1. Initial Site Visit – an initial visit for area familiarisation and orientation, which took place on 27 February 2007.

2. Transport Policy Analysis – a review and analysis of the relevant current and

emerging transport policies at the national, regional, sub-regional and local levels.

3. Baseline Information Gathering & Review – a principally desktop-based

exercise to gather and review up-to-date transport information for Ealing Town Centre and its environs.

4. Study Area Audit – a more detailed audit of transport features within Ealing

Town Centre, which took place on 15 May 2007. 5. LB of Ealing Stakeholder Meetings & Discussions – initial transport stakeholder

discussions, including a meeting with LB of Ealing Transport on 27 April 2007 and discussions with LB of Ealing’s Cycle Officer and LB of Ealing’s West London Tram (WLT) Consultant.

6. Transport for London (TfL) Stakeholder Meetings & Discussions – including a

meeting with TfL Interchange on 21 May 2007 and discussions with TfL Land Use Planning and TfL London Buses.

7. Team Workshops – team workshops hosted by Tibbalds Planning and Urban

Design to assist the constraints and opportunities analysis, which took place on 12 May 2007 and 15 May 2007 respectively.

8. Transport Constraints & Opportunities Analysis – a synthesis of the outputs

from the activities identified above to analyse the transport constraints and opportunities within and around Ealing Town Centre.

1.9 At the time of writing, JMP is seeking a meeting with LB of Ealing Parking. A meeting

has been programmed with the Town Centre Manager for Ealing Town Centre for 6 June 2007. Further stakeholder meetings and discussions will be held as the Movement Strategy evolves.

1.10 Further details of LB of Ealing and TfL stakeholder meetings and discussions are provided in Appendix A for information.

1.11 As part of the initial baseline studies, JMP reviewed the report prepared by Steer Davies Gleave (SDG) for the LB of Ealing entitled Ealing Town Centre Transport Master Plan (Draft Final Report, dated October 2006) (‘SDG Study’).

1.12 This SDG Study originally assessed the impact of four traffic management options (a fifth was subsequently assessed) for Ealing Town Centre (principally focussing on The Broadway / The Mall junction south of Ealing Broadway Station); it also considered the public transport, pedestrian and cyclist, loading and servicing facilities in the area.


1.13 JMP attended a meeting with LB of Ealing and SDG on 27 April 2007 to discuss the interface between the SDG Study, the emerging Movement Strategy for Ealing Town Centre and other transport-related studies.

1.14 This meeting was also attended by Saville Bird & Axon (SBA), transport consultants for the Arcadia site (see the Development Sites Baseline Report), as well as representatives from TfL Land Use Planning and LB of Ealing Transport. SBA is engaged to prepare a Transport Assessment (TA) Report to support the planning application for the Arcadia site.

1.15 There are a number of other ongoing studies which are pertinent to the development of a Movement Strategy for Ealing Town Centre. Aside from the SDG Study and the SBA TA Report, there are two further studies of note.

1.16 Urban Initiatives (UI) is commissioned by the LB of Ealing to prepare an Urban Design Framework for the Green Man Lane Estate (GMLE) in West Ealing (‘UI Study’).

1.17 Halcrow is commissioned by TfL Interchange to assess interchange improvements for Ealing Broadway Station; the Phase 2 report is anticipated in July 2007 (‘Halcrow Study’).

1.18 Following this introductory section, Section 2 provides an overview of the current and emerging movement policy context as it relates to Ealing Town Centre.


2 Movement Policy Context

General

2.1 This section of the document provides an overview of the current and emerging

movement policy context as it relates to Ealing Town Centre. It encompasses the national, regional, sub-regional and local policy tiers.

National

PPG13

2.2 The national policy framework for transport is set out in Planning Policy Guidance 13: Transport (PPG13), published in March 2001 by the then Department for Communities and Local Government (DCLG), now CLG.

2.3 PPG13 is underpinned by three stated objectives: to promote more sustainable transport choices; to promote accessibility to jobs, shopping, leisure facilities and services by public transport, walking and cycling; and to reduce the need to travel, especially by car (4).

2.4 PPG13 seeks to:

• focus major generators of travel demand in centres, especially those near to major public transport interchanges (6);

• promote the use of parking policies to promote sustainable transport choices

and reduce the reliance on the private car (6); • give priority to people over the ease of traffic movement and provide more road

space to pedestrians, cyclists and pubic transport in town centres (6); • help to create places that connect with each other and encourage walking

cycling and the use of public transport (28); • meet the accessibility needs of disabled people (31); • promote quick, easy and safe interchange between transport modes (48); • ensure that levels of parking provided will promote sustainable travel choices

(51); • promote well designed traffic management measures to reduce community

severance, noise, local air pollution and traffic accidents (66); • create more direct, safe and secure walking routes (75); and • provide convenient, safe and secure cycle parking and safe cycle routes (79).


Regional & Sub-regional

The London Plan

2.5 The Mayor of London’s London Plan (‘London Plan’), published in February 2004, seeks to develop London as an exemplary, sustainable world city. Objective 5 of the London Plan aims to improve London’s accessibility.

2.6 Policy 2A.5 on town centres seeks to exploit and enhance the accessibility of town centres from the areas which they serve, particularly by public transport, walking and cycling.

2.7 Part 3C of the London Plan seeks to improve travel in London; it seeks to:

• encourage patterns and forms of development that reduce the need to travel, especially by car (Policy 3C.1);

• promote access improvements to and within town centres and their residential

hinterlands by public transport, walking and cycling (Policy 3C.3); • ensure good bus access to and within town centres (Policy 3C.19); • improve conditions for walking (Policy 3C.20); • improve conditions for cycling (Policy 3C.21); • adopt on- and off-street parking policies that encourage access by sustainable

means of transport (Policy 3C.22); • take account of the needs of business for delivery and servicing movements

(Policy 3C.22); and • set parking standards that help enhance the attractiveness of town centres and

reduce congestion, taking into account the current vitality and viability of the town centre (Policy 3C.23).

2.8 Map 5D.1 of the London Plan shows the West London sub-region, including proposals

for Crossrail and the West London Tram (WLT).

Sub-Regional Development Framework: West London

2.9 The London Plan’s Sub-Regional Development Framework (SRDF) for West London was published in May 2006.

2.10 The SRDF recognises that West London forms part of a very strong East / West axis (13) and contains the gateway to the international, rather than the continental, world through the dominance of Heathrow Airport (14).

2.11 The SRDF also recognises that the town centres are the key nodes on the sub-regional public transport network, providing greatest scope for encouraging more sustainable modes and patterns of travel, and reducing road traffic congestion pressures (23).


2.12 The West London SRDF seeks to:

• pursue integration of Ealing Broadway and West Ealing (Table 2.2, 129); • integrate land use and transport to ensure high trip generating developments

are located in areas of good public transport accessibility and capacity (159 & 170); and

• promote improvements to the public realm and increase the quality of the

environment for pedestrians and cyclists (Action 4A).

2.13 The SRDF recognises the potential for Crossrail to provide the most significant element of additional capacity and accessibility enhancement on a regional scale, which include stations at Ealing Broadway and West Ealing (161).

2.14 The SRDF recognises that the WLT provides a key opportunity to connect several town centres, including Ealing Broadway and West Ealing (162).

Local

UDP

2.15 The LB of Ealing’s ‘plan for the environment’, or Unitary Development Plan (UDP), was adopted in 2004. LB of Ealing’s UDP policies are due to expire on 11 October 2007.

2.16 The UDP’s Part One strategic policy for transport seeks to provide sustainable access by integrating land use and transport planning; restraining car traffic; promoting improved public transport and facilities for pedestrians and cyclists (Strategic Policy 1.9).

2.17 The UDP seeks to:

• improve interchange between travel modes (Policy 9.2,); • improve bus services (Policy 9.4); • enhance walking and the streetscape (Policy 9.5); • enhance cycle routes, crossing and parking facilities (Policy 9.6); and • facilitate access for disabled people (Policy 9.7). Cabinet Report

2.18 As stated above, the UDP polices are due to expire in October 2007. This issue is addressed in the Cabinet Report (5 June 2007) entitled Progress on the Local Development Framework: Corporate Priorities (‘Cabinet Report’).

2.19 The Cabinet Report sets out LB of Ealing’s proposed new approach to a number of planning and development issues, including the WLT and parking standards for new development (1.1). These proposed new approaches are regarded as material considerations for development control until they are superseded by emerging policies in the LDF (1.1, ii & 2.4).

2.20 The Cabinet Report recognises that reducing Ealing shoppers’ travel needs will contribute to environmental sustainability, i.e. that an improved retail offer at Ealing


Town Centre reduces the need for borough residents to travel further afield for their shopping (3.3).

2.21 As noted above, the WLT is identified and promoted in both the London Plan and the SRDF for West London. TfL is proposing to build a tram between Shepherd’s Bus and Uxbridge Town Centre; the WLT would run along the A4020 Uxbridge Road, through Acton. Ealing, West Ealing, Hanwell, Southall and Hayes End. The WLT would replace the 207, 427 and 607 bus services. Details of TfL’s WLT route alignment proposals through Ealing Town Centre are included at Appendix B for information.

2.22 The Cabinet Report identifies the LB of Ealing’s position to WLT as follows (3.6):

The Council is opposed to the Mayor’s West London Tram project, and, in conjunction with all the other West London boroughs along its route, advocates that this project is removed from the London Plan. The Council proposes that the resources available for this project are used for a more dispersed pattern of transport investment, boosting access along the Uxbridge Road corridor, and enhancing north-south public transport movement in West London. A new approach is envisaged which emphasises improved bus services, (including dedicated fast bus services), protects safety and movement of traffic along the Uxbridge Road and protects nearby residential streets from through traffic.

2.23 The Cabinet Report continues (3.7):

In the meantime, at an operational level, the Council will ensure that decisions on development proposed in the vicinity of the proposed tram route take proper account of the project, i.e. while the Mayor’s project remains in the London Plan.

2.24 The timescale for the potential future delivery of WLT, taking into account the requirements for TfL Board approval; the application of powers to construct and operate the tram (under the Transport and Works Act 1992); a Public Inquiry (with an estimated 12 to 18 months for an Inspector’s Report) and the procurement and construction period (subject to the outcome of the Public Inquiry), is likely to fall outside the Development Framework’s timeframe.

2.25 Given the programme and associated uncertainty pertaining to the delivery and implementation of the WLT in relation to the Development Framework’s timeframe, the Development Framework therefore assumes a pre-WLT position. It is emphasised that proposals contained within the Development Framework on and in the vicinity of the proposed route alignment do not prejudice any potential future delivery of the WLT.

2.26 It is noted that the Development Framework, similarly, assumes a pre-Crossrail position. The potential future benefit of capacity enhancements associated with the delivery of the Crossrail project and the associated new stations at Ealing Broadway and West Ealing, are recognised. However, it is recognised that the timescale for the potential future delivery of Crossrail is also likely to fall outside the Development Framework’s timeframe. Further details of Crossrail are provided at Appendix C.

2.27 The Cabinet Report also considers the issue of parking standards for new development (3.8). The LB of Ealing’s new approach to the aforementioned starts from the proposition that appropriate on-site parking is an essential element of a sustainable transport system in Ealing (3.9). The Cabinet Report seeks to develop revised car parking standards which are strongly related to the following (3.10):


• the maximum parking provision allowable for outer London, and in particular in West London, in the London Plan;

• actual public transport accessibility levels (PTALs), with more parking allowed

where there is less choice of public transport; • comprehensive travel planning; • the economic health of town centres and their identified parking needs; and • the capacity of the transport network, for public and private transport, cyclists,

pedestrians and on-street parking.

2.28 Proposed revised parking standards are set out for principal land uses in Appendix One of the Cabinet Report; these are based on standards given in the London Plan (annex 4).

LIP

2.29 The LB of Ealing’s Local Implementation Plan (LIP) identifies (Table 20.1) actions and priorities to support the following cross-cutting goals set out in the Mayor of London’s Transport Strategy (July 2001):

• promoting safety, and perceptions of safety, for all travel modes; • encouraging a greater use of sustainable means for travel; • a balanced approach to road-space allocations; • requirements for sustainable development; and • promoting equality and inclusion.

2.30 The LIP recognises that it is important not to over-provide for car parking in town centre developments; rather it is more appropriate to increase public transport accessibility and improve conditions for pedestrians and cyclists to enhance a centre’s attractiveness (6.2.3).

PEP

2.31 The LB of Ealing is currently preparing a new Parking and Enforcement Plan (PEP), which is currently programmed for completion in June 2007. The PEP sets out the policy framework for the management of parking (both public and private; on and off-street) in the Borough. This new PEP will supersede the previous PEP prepared in 2001 and subsequently reviewed in 2002/03.

2.32 This document draws from parking data in the previous reviewed PEP, in the absence of more current available data and in advance of the proposed meeting with LB of Ealing Parking.

2.33 Following this policy overview, Section 3 establishes Ealing Town Centre’s transport baseline.


3 Ealing Today: Transport Baseline

General

3.1 Ealing Town Centre is a complex situation from a transport perspective. While its

importance as a destination is shown by its status as a Metropolitan Centre, a number of modes with conflicting characteristics compete for the constrained space. At the same time, the A4020 Uxbridge Road is a key east-west road link into and out of Central London, mirrored by the rail tracks just north of the study area.

3.2 Non-motorised modes such as walking and cycling have an important function to support the retail structures of both Ealing Broadway and West Ealing Centres. Accessibility by public transport is excellent, in particular by tube / rail and along the Uxbridge Road priority bus corridor. Finally, other general road traffic has a large impact on the area while moving, but parking represents one of the greatest challenges. Both to support retail and the neighbouring residential areas.

3.3 JMP has carried out a comprehensive site audit and, together with the desktop studies undertaken and the stakeholder interviews conducted, these form the transport baseline for Ealing Town Centre which is elaborated below.

Mode Hierarchy

3.4 For the purpose of clarity, the transport baseline is structured by mode, ranked according to the place within the mode hierarchy as confirmed by current EU, UK and regional policies, as well as the Mayor’s Transport Strategy:

• Walking; • Cycling; • Public transport; and • Car travel.

3.5 Parking and freight / servicing are also considered.

3.6 In addition to passenger transport, freight transport in so far as relevant to the study area will be discussed.

Maps

3.7 To visualise the data collected, a series of maps have been produced. These combine the information collected from observation during the initial site visit and the site audit, as well as baseline data from the LB of Ealing LIP and discussions with stakeholders. These maps are included at Appendix D.

Walking

3.8 The study area has good provision for pedestrians in general, given its nature as a

major and a local retail centre at both ends which focus on easy access by foot. Pavements along Uxbridge Road are generally in good condition and provide a suitable width to cater for current pedestrian flows. Bottlenecks for pedestrian


movements are at the Ealing Broadway Station forecourt and interchange to bus, and the pavements around the junction of The Broadway and Uxbridge Road (Figure 3.1). This is also the area where the prevalence of guard railing, partly in very poor structural and visual condition, constrains pedestrian movements and creates a visually unpleasant environment.

F3.1 The Broadway pavement with bus stop

3.9 The A4020 Uxbridge Road corridor provides a number of formal, signalised crossings. These are concentrated:

• Around Ealing Broadway Centre, between the junctions with The Broadway and Longfield Avenue; and

• West Ealing, between junctions with Hartington Road and Brownlow Road.

3.10 The area between the two centres lacks appropriate crossing facilities of the traffic corridor at intervals of up to 300 metres, resulting in poor north-south permeability. Considering the central location with high pedestrian movement levels, High Street and Bond Street do not provide sufficient crossing facilities.

3.11 Of the formalised junction crossings along the corridor, the junction of Springbridge Road and High Street with Uxbridge Road is particularly difficult to cross for pedestrians, requiring up to three central islands to overcome the Uxbridge Road corridor.

3.12 There are no informal crossing facilities along Uxbridge Road, allowing pedestrians to cross at unsignalised locations with the help of a central reservation.

3.13 While east-west is the key movement within Ealing Town Centre (especially for shoppers and office workers), the north-south access routes to study area are key to


the resident population. Pavements are mostly narrow and do not always provide a suitable environment for pedestrians.

3.14 The study area contains one shared road space which gives equal priority to pedestrians and other motorised and non-motorised traffic. The “Five Roads” Home Zone, comprising Hastings Road, Hartington Road, Broughton Road, Denmark Road, and Arden Road, was one of the UK’s pilot Home Zones, designated in 1999 and encompasses a 20 mph speed limit. With the exception of the green spaces (Haven Green, Walpole Park and Dean Gardens) closed to regular traffic, there are no pedestrianised areas or further provision of pedestrian priority spaces.

3.15 The analysis of the pedestrian environment is included at Appendix D.

3.16 There are a number of long-distance walking routes located around the study area. These include:

• The Grand Union Canal walk; • The River Brent walk; • The Inner Orbital Link walk; and • The Brent Valley footpath.

3.17 There are currently no dedicated waking links to these designated walking routes from the study area.

Cycling

Current Route Network

3.18 The study area is widely covered by cycle routes. The London Cycle Network Plus (LCN+) encompasses the following routes:

• LCN+ 39 (east-west route along Uxbridge Road, linking Southall and Shepherds Bush); and

• LCN+ 41 (east-west route through Oaklands Road and Regina Road in West

Ealing, along Mattock Lane and The Grove, linking Dean Gardens and Ealing Common, and providing an alternative route to Uxbridge Road, LCN+ 39).


3.19 In addition to the signed LCN+ routes, there are a number of recommended routes for cyclists as promoted by TfL Cycling and the London Cycling Campaign. These include:

• An east-west connection along quite roads north of the study area, via Sutherland Avenue and Gordon Road; and its continuation along Woodville Gardens and Queens Drive;

• An east-west link through residential streets south of the study area, along Elers

Road, Lammas Park Gardens, Disraeli Road and through The Park to Warwick Road to link up with Ealing Common; and

• A segregated cycle lane in Mountfield Road. Planned Improvements

3.20 A number of improvements to the cycle network have been identified in the LB of Ealing LIP. Foremost this encompasses the completion of the LCN+ network, which is programmed for 2009/10. With regards to the study area, there are two new north-south LCN+ links, initiated through the Cycle Route Implementation Stakeholder Plan (CRISP) process, which have been identified to be integrated into the LCN+.

• LCN+ 85 (north-south route along Haven Lane, Cotton Road, The Broadway, Windsor Road, Kenilworth Road, linking Hanger Hill Park and Gunnersbury Park); and

• LCN+ 86 (north-south route along Argyle Road, Churchfield Road, Culmington

Road, linking Cleveland Park and South Ealing).

3.21 Works on both routes are to commence in 2006/07, with completion of the LCN+85 link anticipated for 2008/09 and for LCN+ 86 link for 2009/10.

3.22 The cycling network baseline is included in Appendix DX.

Cycle Parking 3.23 Provision of distribution of dedicated cycle parking is concentrated inside (28 spaces)

and around Ealing Broadway Station, with 32 dedicated spaces observed on the Haven Green, and a number of single or smaller groups of stands around The Broadway, and distributed over West Ealing along Uxbridge Road. There is very little to no provision on the A4020 Uxbridge Road between Argyle Road / Dean Gardens and Craven Road.

3.24 Provision is of a high specification. Standard ‘Sheffield type’ stands are used in a stainless steel finish through out the study area.

3.25 According to the LB of Ealing LIP (Table 12.3), provision around the two rail stations is given as:

• Ealing Broadway: 58 spaces on Haven Green; 4 covered spaces near platforms; and

• West Ealing: 28 spaces within 30m of station entrance, across various roads.

3.26 While the difference between observed cycle provision and LIP records at Ealing Broadway cannot be accounted for, the discrepancy between the observed and LIP provision at West Ealing Station has arisen from the redesign of the Drayton Green Road / Alexandria Road/ Hastings Road junction, where cycle parking provision on a


central island was removed. LB of Ealing’s Cycle Officer has confirmed that replacement cycle parking on the footway south of West Ealing Station will be introduced following completion of the new development.

3.27 The LB of Ealing LIP (Table 12.4) acknowledges a high demand for cycle parking, especially at Ealing Broadway Station as the major transport hub in the borough, and proposes the following future provision:

• Ealing Broadway: Construction of a shelter to cover some Haven Green stands; addition of 16 ‘Sheffield type’ stands as part of the station forecourt re-design; aspiration of at least 100 covered stands inside the station as part of the station building redevelopment; and

• West Ealing: Aspiration to install 10 stands inside the station (target 20

covered).

3.28 A number of bicycles chained to the guard rails were observed around the Broadway junction. In particular, this affected public realm opposite Ealing Broadway Station (Figure 3.2) and on the south pavement of The Broadway / High Street near the Broadway Centre (Figure 3.3).

Other Cycling Infrastructure 3.29 Cycle advance stop lines (ASLs) are a measure to provide priority and additional

safety to cyclists at traffic lights. In the study area ASLs can be found at two main junctions, High Street / Bond Street/ Ealing Green and the newly re-designed Drayton Green Road/ Alexandria Road/ Hastings Road junction. In addition, there is an ASL installed at Kirchen Road.

3.30 The cycle parking baseline is included in Appendix D.

F3.2 Cycle parking opposite Ealing Broadway Station


F3.3 Cycle parking on The Broadway / High Street

Public Transport

Public Transport Accessibility

3.31 Combining an important bus interchange with mainline rail and tube access, Ealing Town Centre is very accessible by public transport, as shown by the most recent Public Transport Accessibility Level (PTAL) map produced by TfL (September 2006), included in Appendix E.

3.32 The A4020 Uxbridge Road corridor shows a constant PTAL rating of 6b (the highest PTAL level) between Ealing Broadway and St Leonard’s Road, then drops to 6a into West Ealing. This very good rating ‘radiates‘ into the neighbouring residential areas, especially around Ealing Broadway where the effect can be felt as far north as Montpellier Road.

3.33 The immediate surrounding area of West Ealing Station is rated at PTAL level 4, which is good. An immediate drop in public transport accessibility can be felt to the south of the Broadway Centre. Lacking any access by bus, the walking threshold to the station causes a drop to level 2. South of Warwick Road, public transport accessibility reaches its low point for the study area at 1b.

Bus

3.34 Ealing Town Centre is well served by bus services. Haven Green outside Ealing Broadway Station is one of the key bus interchanges in the borough, also recognised by the LB of Ealing LIP.

ealing metropolitan centre development framework: …project number: h070084 ref: jmp movement...

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