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Havering has set out 28 transport policies, detailed below. Please select the policy you are interested in.
Havering's Transport Policies
- TRN1 - Road Hierarchy
- TRN2 - Effect of Development on Public Transport and Roads
- TRN3 - Public Transport for New Developments
- TRN4 - Trunk Roads
- TRN5 - A13 -Re-routing
- TRN6 - Secondary and Local Distributor Roads
- TRN7 - Highway Improvements/Traffic Management
- TRN8 - Service Roads in Shopping Centres
- TRN9 - Rear Access Road 42-60 Station Lane, Hornchurch
- TRN10 - Environmental Areas
- TRN11 - Public Transport
- TRN12 - Bus Facilities
- TRN13 - Interchange Facilities
- TRN14 - Upminster to Romford Railway
- TRN15 - Cycle Facilities
- TRN16 - Pedestrian Facilities
- TRN17 - Facilities for Transport Handicapped Groups
- TRN18 - Car Parking
- TRN19 - Car Parking in Shopping Centres
- TRN20 - Appleton Way, Hornchurch, Car Park Extension
- TRN21 - "Park and Ride" facilities for Romford Town Centre
- TRN22 - On Street/Off Street Parking
- TRN23 - Parking at Railway Stations
- TRN24 - Lorry Parking
- TRN25 - Heavy Commercial Vehicles
- TRN26 - Waterborne Traffic on the Thames
- TRN27 - Ferry Lane, Rainham
- TRN28 - Bridge Road/Ferry Lane Link Road
POLICY TRN1
The Council will adopt the hierarchy of primary, secondary, local distributor and local access road (as set out in appendix 11) as a basis for the management and improvement of the road system.
Different categories of road are required in order to serve the wide range of vehicle types and the different kinds of journey for which they are used.
Primary roads are the long distance links forming part of the national road network. They cater particularly for through traffic and heavy vehicles. Secondary roads are the other important roads where considerations of traffic flow predominate. They provide the links from local roads to the Primary Road Network, access to strategic centres, and the main bus routes.
Local distributor roads collect traffic from local access roads and convey it to the Secondary and Primary Road Networks and thus also have a traffic function. They are also used for the less important bus routes. Local access roads (ie. all road types below local distributors) give direct access to buildings and land. Their use by traffic having no need for access in the locality should be restricted. The Council also applies a hierarchy of standards for these roads depending on the use to which they are put and the number of dwellings they serve. The hierarchy and standards for these roads are set out in Appendix 2.
This designation conforms to that set out in paragraph 40 of the Secretary of State's Strategic Planning Guidance for London and also in "Roads and Traffic in Urban Areas" (Table 5.1) except in that these secondary roads are described as "district distributors". Standards for access to commercial land uses are derived from the relevant standards and advice notes issued by the Department of Transport, the appropriate chapter of "Roads and Traffic in Urban Areas" and the Freight Transport Association's "Designing for Deliveries".
Policies TRN4, TRN5, TRN6 express ways in which the Council will seek to improve and/or manage the various levels in the hierarchy.
As road schemes are implemented the Council will, with the agreement where necessary of the Department of Transport, make any appropriate changes to this adopted hierarchy. Thus if the proposal by the Department of Transport for improvement of the A13 across Rainham Marshes proceeds, the new road (as indicated on the Proposals Map) will be added to the Primary Road Network and the existing A13 New Road will be downgraded to the Secondary Road Network.
POLICY TRN2
Planning permission will not be granted for development proposals or changes of use which would overload the public transport system, or would generate traffic which would have an adverse effect on the functioning of the road hierarchy, resulting in unacceptable congestion or hazards on roads in the locality or the road network in general.
Major land use changes which are likely to generate significant traffic affect both the highway network and the environment. When major proposals for new development are considered, the Council will need to consider the adequacy of the highway network to take additional traffic, the location of the development with regard to the road hierarchy and what highway improvements or traffic management measures might be necessary on capacity, safety or environmental grounds. The Council will also need, in consultation with London Transport and British Rail, to take into account the ability of the public transport network to accommodate additional passengers.
Where new development is proposed which is likely to generate significant amounts of freight traffic the Council is not likely to favour such development unless, in co-operation with the developer, provision of adequate links to the rail and/or Primary Road Network can be ensured. The Council considers that the Rainham Employment Area (See Policy EMP1), Rainham Marsh (See Proposal EMP2), the Thames Policy Area (See Policy EMP3) and the Main Employment Areas (See Policy EMP5), will have such good access.
POLICY TRN3
The Council will expect all significant commercial, residential, leisure and public services developments to be well served by public transport and to make provision in their layouts for convenient public transport access.
This policy is designed to ensure that major developments providing services to visiting members of the public are accessible by people without access to private cars. However, by making them easily accessible by public transport the policy will, by encouraging public transport use, also assist in avoiding increases in traffic generation that might otherwise result.
The Council will seek to implement the policy either by ensuring that such uses are located in areas such as the District Centres where good public transport already exists, or by ensuring that the development makes provision for public transport access (eg. bus lay-bys) and that the developer liaises with public transport operators regarding the provision of services.
POLICY TRN4
The Council will press the Department of Transport to discharge its responsibilities for the provision of facilities to ease the flow of through traffic on trunk roads in the borough.
All the roads in the primary network in the Borough are trunk roads and as such are the responsibility of the Secretary of State for Transport. At peak hours these roads are often congested, displacing through traffic, which should be using them, into competition with local traffic for the limited space on Borough roads. The congestion on the trunk road system also acts as a barrier to local movements which involve crossing the line of one or more of the trunk roads. In this context, and in accordance with the Secretary of State's Strategic Planning Guidance for London, the Council envisages the need for the Department of Transport to investigate the provision of grade separated interchanges on all junctions on the A127 and A12 where these are intersected by local roads: eg. Ardleigh Green Road on A127 and Gallows Corner, Pettits Lane, North Street and Mawney Road on A12.
Improvements to the Trunk Road network will allow the Council to implement traffic management schemes on Borough Roads (See Policy TRN10) and improve conditions for residents. It is not the intention that there should be any significant increase in overall network capacity within Havering (which could have implications for other London Boroughs), except as envisaged by Proposal TRN5.
PROPOSAL TRN5
The Council will support the Secretary of State's proposal to re-route the A13 across Rainham and Wennington Marshes (as defined on the Proposals Map and set out in Schedule 9, found on the "Appendices and Map Schedules" page).
The Council welcomed the confirmation of orders for the improvement of this section of the A13 and the inclusion of the scheme as a commitment in the Secretary of State's Strategic Planning Guidance for London. Realignment of the road will not only achieve major environmental gains for Rainham Village but will also enable large areas of land south of the railway, which have previously been constrained by poor access, to be opened up for commercial development. Policies for economic development in this area which are of strategic as well as local importance are contained in Policies EMP1, EMP3 and Proposal EMP2 of the Employment Chapter. In supporting the Department of Transport's proposal, the Council has carefully weighed the transportation, environmental, and economic benefits against the nature conservation issue posed by the designation of the Inner Thames Marshes as a Site of Special Scientific Interest. The Council's intentions for nature conservation in this area are set out in Policy ENV24.
POLICY TRN6
The Council will seek to improve traffic conditions on the secondary and local distributor roads (as set out in appendix 11) by:
a) A limited programme of road and junction improvements and traffic management measures at points of congestion in the network;
b) Limiting the number of access points on secondary and local distributor roads to the minimum.
Congestion on the roads can lead to delays, environmental problems, frustration, road accidents, reductions in effective working hours and problems for buses in maintaining their timetables. The Council will continue to investigate the possibilities for implementing road improvements and traffic management measures where congestion is currently experienced. In the design and implementation of schemes the Council will have regard for the need to maintain and promote accessibility by buses.
Improvements to traffic flow will need to be carefully weighed against possible adverse environmental effects. However, the extent of the relief of congestion on many Borough roads will depend on the improved ability of the Primary Road Network to accept through traffic (See Policy TRN4).
One of the contributory factors to peak hour congestion and delay is the presence of vehicles trying to turn in or out of minor road connections and private accesses. To the extent that these can be reduced or eliminated, a freer flow of traffic will result. Right turning vehicles especially are vulnerable to accidents and the concentration of these movements will contribute to an improvement in road safety.
In applying this policy, opportunities may arise where certain access roads can be closed on traffic and safety grounds. Where new developments are concerned, it is considered preferable to take the access to the adjacent local access road wherever practicable. It is not intended that existing premises on distributor roads should be denied access where this gives the opportunity to reduce on-street parking.
One area where the need for comprehensive measures to improve traffic flow will be kept under review by the Council is Hornchurch Town Centre. The Council has previously examined schemes for a one-way system and also complete pedestrianisation but has rejected them on the grounds that possible benefits were insufficient to outweigh the costs which would be imposed on drivers and residents. Should traffic pressures increase over time, similar schemes may be re-examined, but in the interim the Council will consider the application of an incremental approach to the improvement of individual points of congestion.
POLICY TRN7
The Council will, where appropriate, carry out or encourage the Department of Transport to carry out, highway improvements or traffic management schemes at junctions and other sites which have a high incidence of accidents.
A continuing programme of Accident Investigation and Prevention work will identify the most cost effective measures and the sites at which they are to be applied. In implementing this programme and assessing the likely reduction in casualties which is anticipated to result, the Council will bear in mind the Government's objective of a reduction in casualties by one third from current levels by the year 2000.
POLICY TRN8
The Council will, where practicable, construct service roads to provide access to the rear of premises in shopping centres.
In addition to the benefits to shop owners and goods vehicle drivers of more convenient methods of handling deliveries, provision of rear access facilities confers benefits on vehicle drivers generally as well as pedestrians. Goods vehicles stopped in front of shops for loading and unloading are major contributors to traffic congestion and delay to buses by blocking the paths of other vehicles and their drivers' view of the road. Loading and unloading operations frequently obstruct the footway making if difficult for pedestrians to pass freely, especially the less agile, such as parents with prams, the elderly and people with disabilities. These operations are also commonly associated with an increase in litter. Provision of rear servicing will thus have a generally beneficial effect on the environment.
PROPOSAL TRN9
The Council will construct a rear access road to serve 42-60 Station Lane, Hornchurch (as defined on the Proposals Map and set out in Schedule 9, found on the "Appendices and Map Schedules" page).
This proposal is in accordance with Policy TRN8. The Council has already implemented a series of measures to improve conditions in the Hornchurch Town Centre. The retail premises fronting onto this length of Station Lane form part of the centre. Station Lane is a busy street which combines the functions of shopping street and local distributor at its northern end. The provision of rear servicing will have benefits for drivers as well as shoppers and shop owners.
The proposal will be implemented within the land owned by the Council and will not make any demand for any additional land. However to allow for onsite parking when the service road is constructed, the proposal includes a restriction on development within 6m (20ft) of the rear boundaries of the frontage properties 42-60 Station Lane.
POLICY TRN10
The Council will, where appropriate, introduce comprehensive traffic management measures to create environmental areas free of all but local access traffic.
As well as stressing the importance of traffic management measures in achieving better traffic flow, Strategic Planning Guidance for London recommends the use of traffic calming measures (eg. speed control humps) particularly in residential areas to improve environmental conditions.
When carrying out such measures the Council will, in addition to the resources required for their implementation, have regard to the impact of the displaced traffic on the surrounding traffic routes and will consult London Transport on the effects on bus accessibility and operation. In normal circumstances some increase in congestion will be regarded as acceptable, but each case will be considered on its merits. In some cases it may be practicable to carry out improvements on the adjacent distributor network in order to absorb the additional traffic. In defining Environmental Areas the Council will have regard to the network of local distributor roads and also to local roads with more than a purely access function.
POLICY TRN11
The Council will encourage the use of public transport and will in general support proposals for the development and modernisation of the public transport system. It will normally encourage the inclusion of public transport benefits within development proposals.
Existing levels of congestion together with future projections of borough car ownership and additional travel demands from new developments outside the Borough, suggest a significant increase in demand for road space at peak periods.
As it is generally accepted that trains and buses are a more efficient and environmentally more acceptable method of moving people in large numbers, than the private car, the Council will wish to encourage the use of public transport for these journeys. The Council will support investigations by rail operators of how rail services to, and within, the Borough might be improved.
In addition, a significant proportion of the local population don't have access to to private cars and are dependent on public transport for making their journeys. Public transport operators will be encouraged to provide additional services to give access to new developments where appropriate (see Policy TRN3). Where possible the Council will also encourage transport operators to improve the accessibility of public transport for people with a mobility handicap. In view of the sensitivity of public transport networks to present levels of congestion with the resulting deterioration in the quality of services, any influences which can improve the services on offer to Borough residents will, subject to other planning/environmental considerations, be supported by the Council.
The Council will seek to make provision for licensed taxi facilities as demand arises and circumstances permit.
POLICY TRN12
The Council will seek the provision of improved facilities for buses so that:
a) Bus routes are as direct as possible and pass close to main passenger destinations;
b) Bus stops are located close to passenger destinations, to road crossing facilities, and to focal points in the footpath network;
c) Pedestrian access to bus stops is made as direct, safe and environmentally attractive as possible;
d) The waiting environment at bus stops is made as pleasant as possible with provision of shelters and seats where appropriate;
e) Adequate bus waiting and turning facilities are provided for terminating bus services, preferably off the public highway;
f) Exclusive bus lanes and bus priority measures are applied where congestion for other road users is not unduly increased.
In order to encourage people to travel by bus, the service must be made as convenient and attractive as possible. Although the Council has no direct control over the operation of bus services, it can help to ensure that ancillary facilities are made available whenever possible.
In implementing (a), the Council will have regard to London Transport guidelines which seek to ensure for predominantly residential areas that dwellings are within 400m walking distance of a bus stop and that the road layouts for major new residential developments are designed so that residents can reach bus services easily and that buses have economic and efficient routes.
In town centre developments schemes, the guidelines seek to ensure that buses are able to stop within, or immediately adjacent to, the main shopping area, travel by as direct a route as possible and that as a general rule all shops in the main shopping area are within 200m walking distance of a bus stop.
Implementation of all points in this Policy will also be subject to environmental and safety considerations. For example, in some locations it may be inappropriate for buses to be routed along narrow residential access roads, and bus stops will be located with regard to considerations of overall safety and traffic flow.
Because of the problems which can be caused to buses by indiscriminate parking near bus stops, the Council will, where appropriate, seek to control on-street parking at, and near bus stops.
The Council will normally expect London Transport or the bus operator to provide and pay for shelters and attendant facilities.
POLICY TRN13
The Council will, wherever practical, seek to encourage the provision of facilities for the safe and convenient interchange of passengers between different transport services in a pleasant waiting environment.
To compete with the continuing increase in car ownership, public transport needs to be made more attractive to its passengers and more responsive to their requirements for prompt services which can be accessed in conditions of comfort and protection.
Services for which possible interchange facilities are envisaged include: rail to bus, licensed taxi and private car and, in the shopping centres, in association with facilities provided in accordance with Policy TRN12, bus to licensed taxi and private car. Facilities would also be provided for "kiss and ride" stops and the picking up and setting down of passengers with disabilities from specialist vehicles.
The Council will support and encourage the provision of cycle parking facilities at transport interchanges where this is practical. These facilities should be safe, secure and convenient for cyclists without prejudicing the safety of pedestrians (See Policy TRN15).
POLICY TRN14
The Council believes there is further potential for the use of the British Rail push-pull service between Upminster and Romford, and will investigate and seek to promote the possible provision of additional station facilities on the line.
The general situation of secondary roads in the Borough is one of congestion which is likely to be aggravated by rising car ownership. Any measures which can either divert existing centre to centre trips from these roads or accommodate demand for travel which is at present suppressed, will contribute to the relief of this congestion. The present service between Upminster and Romford has only one intermediate stop at Emerson Park. Its current usage is mainly by commuters for journeys to work in Romford and central London.
Provision of an additional stopping point would not only provide access for additional residents for these purposes, but increase the potential range of functions performed by the service, such as bringing students to the post 16 college on the site of the former Dury Falls School which opened in September 1991 (See Proposal PSU3).
In considering the possible location of a halt at Wingletye Lane the Council will safeguard the Hornchurch Cutting SSSI. (See Policy ENV7).
POLICY TRN15
The Council will seek the provision of facilities for the safe and convenient movement of cyclists where this is practicable. Together with adjoining boroughs, it will investigate the scope for linking cycle routes to a strategic cycle network through London. It will also support the provision of suitable secure parking areas for cycles in shopping and other centres as well as at public transport interchanges. The Council will take account of the needs of cyclists in highway proposals, pedestrianisation schemes or traffic management measures.
Cycling has certain advantages as a form of transport since it can reduce road congestion, does not pose environmental problems, does not consume valuable energy resources, is healthy, and can provide a pleasant recreational form of access to the countryside.
It is however recognised that there are inherent dangers in cycling in mixed traffic conditions and the Council will therefore investigate the provision of cycle routes where practicable and appropriate.
Such routes can be made up from many different types of facility, including the use of roads with low traffic flows, cycle paths and contra-flow cycle lanes. These routes will be designed where possible to reduce the need for cyclists to use busy roads during peak hours. The Council will investigate the possibility of these routes forming part of a strategic cycle network which the Secretary of State commended in his Strategic Planning Guidance for London.
Where circumstances permit, consideration will be given to the dual use of footways and footpaths including those in public parks by both pedestrians and cyclists. Where it is possible cyclists will be permitted to use the footpaths designated as Green Chains in Policy LAR9, and thereby enhance access to the countryside. In addition, exemption for cyclists may be made from road closures in traffic management schemes.
The Council recognises that regular and good quality highway maintenance is beneficial to all road users and particularly cyclists. The Council will therefore continue to ensure that, the Borough's highways are maintained in a reasonable and safe condition in accordance with the latest Codes of Practice and as a result of regular inspections.
The Council will support and encourage the provision of facilities for cycle parking in shopping and other centres, including transport interchanges, where this is practical and appropriate. These facilities should be safe, secure and convenient for cyclists whilst not prejudicing the safety of pedestrians (See Policy TRN13).
The opportunity will be taken when evaluating new development proposals, particularly in town centre areas, to enhance conditions for cyclists.
POLICY TRN16
The Council will seek to improve the provision for safe and convenient pedestrian movement.
In all appropriate locations, the Council will seek to ensure that facilities for the safe and convenient passage of pedestrians are provided. Particular attention will be paid to the needs of the elderly and infirm, people with disabilities and people with young children.
In suitable locations, where there are high concentrations of pedestrians a safe and convenient environment can be provided by the creation of vehicle free areas. Pedestrianisation provides significant environmental gains to a wide range of groups including car drivers when out of their vehicles, traders who benefit from opportunities for development and increased turnover, and their employees who gain from a more relaxed, less polluted atmosphere.
Such schemes should take account of the need for suitable provision for people with disabilities including parking provision and location, access routes and setting down points (See Policy TRN17). In certain cases it may be necessary to permit vehicle access for servicing facilities within the traffic free area at certain times of day. Generally the Council will not permit bus or taxi penetration of pedestrianised areas but in certain situations it may be appropriate to do so (See Policy TRN12).
The Council will, therefore, consult London Transport before the introduction of any new pedestrian areas.
POLICY TRN17
The Council will seek to ensure the provision of adequate arrangements for access, interchange facilities and parking for transport handicapped groups.
Transport Handicap is not restricted to those who are confined to wheelchairs, and is used to describe those for whom normal methods of travel are inappropriate owing to a wide range of disabilities both physical and mental. the Secretary of State's Strategic Planning Guidance for London stresses that special attention should be given to the needs of people who are frail, elderly, or disabled as well as pedestrians and cyclists. The Council already supports the transport needs of elderly and disabled people through the concessionary fares, taxi card, and dial-a-ride schemes. Priorities for attention will be improvements in access facilities and parking in District and Local Centres and the careful consideration of such provision in developments to which the public has access (See Appendices 2 and 3).
POLICY TRN18
For the convenience of those using the development and to preserve the amenity of nearby residents and the interests of the users of adjacent facilities, the council will ensure that all new developments (including changes of use) make adequate provision for car parking normally in accordance with the standards set out in Appendix 3.
Urban developments generally result in demands for associated car parking. Provision of car parking, according to the Council's standards, will contribute to the satisfaction of the demands that such developments generate and is thus likely to reduce the extent of on-street car parking and consequent congestion. Developments should not be permitted to inflict additional burdens or penalties on the residents of nearby houses or users of adjacent facilities.
Some parts of Havering already experience problems with uncontrolled on-street parking. This policy is intended to ensure that a parking demand is accompanied by an appropriate supply of space for the users of the new development, so that each new development can be assumed to be self-sufficient. The Council operates a restrictive car parking standard for office development within Romford Town Centre in order to restrain peak hour flows into the Centre (see Policy ROM13).
Where appropriate developments should make provision for car parking for people with disabilities (as set out in Appendix 3).
POLICY TRN19
In making provision for public car parking in shopping centres, the Council will generally give priority to the needs of shoppers and visitors on business.
Proposals for extra public car parking in the retail centres will be the subject of individual Council approval as opportunities occur and demands indicate. Where new shopping developments are proposed, the Council's car parking standards will apply. Commuted payments towards public parking may be accepted in lieu of meeting the standards where this is in the interests of the developer and the Council, and where the Council has proposals for extending public car parks.
In accordance with the Secretary of State's Strategic Planning Guidance for London, the main trend of Council parking policy is to provide short term parking for shoppers and visitors and to encourage those working in the centres to make use of public transport for their journey to work; however, some limited provision of long stay car parking may be appropriate.
To maintain the balance of attraction with Romford Town Centre, shoppers' parking in other centres is currently provided free of charge.
PROPOSAL TRN20
The Council will extend the existing shoppers' car park at Appleton Way (as defined on the Proposals Map and set out in Schedule 9, found on the "Appendices and Map Schedules" page) to provide additional spaces as demand arises and circumstances permit.
This proposal is in accordance with Policy TRN19. As the Council's policies for the improvement of shopping facilities in central Hornchurch increase the attraction of the business established there, and the long term trends towards greater use of the private car have their effect, increased pressure on the central area car parks in Hornchurch is likely to result. This pressure on spaces may be made worse since one of the larger of the other car parks is not in Council ownership and may be subject to redevelopment with a consequent loss of spaces. The Appleton Way car park is conveniently located for the centre and is adjacent to land already in the Council's possession which has been acquired for the purpose. It could be developed in stages by including 24-32 Victor Gardens (the majority of which is owned by the Council) and adjacent land to double and treble its present capacity as demand increases thus making a significant contribution to the parking provision for the District Centre.
POLICY TRN21
In making provision for shoppers in Romford town centre, the Council will, as considered necessary, augment public off-street car parking in the town centre by selective provision of "park and ride" facilities from suitable sites outside the town centre.
Although it is recognised that maximum convenience for shoppers is achieved by their being able to park near to the shop they wish to visit, this option is constrained for a number of reasons. At peak periods for shopping, spaces in the car parks already provided in the town centre become full and those seeking space are forced to queue for spaces, or to park in residential streets some distance from the centre, or to park illegally. Shoppers may even be deterred from visiting the town centre and instead may visit competing centres within drivable distance.
Provision of "Park and Ride" schemes can relieve these problems and especially at peak times during periods, which may be of several years' duration, while additional capacity is being constructed. A further advantage of "Park and Ride" schemes is that, since they make use of public service vehicles to transport shoppers to and from the centre, the pressure on radial road links to the centre is also reduced.
The current application of this Policy is in the autumn run up to the peak period for shopping at Christmas. Park and Ride facilities are made available free of charge to shoppers from the Council's sties at Harold Hill and Rainham Road, several schools and Romford Stadium. Although these make available just over 1000 car parking spaces it is likely that these fulfil the role of significantly fewer spaces actually located in the town centre. The Council has a further reserve of sites which it can employ in this way should demand indicate.
POLICY TRN22
The Council will keep under review the problem of on-street parking and will encourage maximum use of off-street capacity.
Cars parked illegally and inconsiderately in residential access roads give rise to many complaints. The Council recognises that the prime responsibility for providing off-street parking for the car should fall on the resident car owner. Where facilities are not available, the Council will, with the co-operation of residents affected, look to achieve the provision of rear access roads, or failing this to encourage frontagers to park in their gardens using footway crossings for access.
Where no solutions of this kind are available the Council makes maximum use of its power of exemption under the GLC General Powers Act 1974 to mark out suitable spaces on the footway whilst having regard to the needs of road safety, bus operation, access and other constraints.
Other problems with on-street parking which the Council will keep under review include the difficulties experienced by bus operators in maintaining their schedules and by the emergency and other services in gaining access to premises and, in certain locations, temporary parking around schools where the increasing trend to bring pupils to school by car causes congestion in the adjacent streets especially in the morning peak hour. In addition on-street parking by commuters in the streets adjacent to railway stations is an inconvenience to local residents and shoppers. It is envisaged that control in the surrounding areas will be extended to all stations in the Borough with the possible exception of Emerson Park Halt. Progress in dealing with this problem will be dependent on capability for enforcement of parking control areas.
The Metropolitan Police are currently responsible for on-street parking enforcement although the Council now has powers under the Road Traffic Act 1991 to carry out enforcement.
POLICY TRN23
Where appropriate the Council will seek the provision of adequate parking for borough residents at Rail and Underground stations.
It is not always convenient or practical for Borough residents to gain access to rail or underground services by bus or on foot and a minimum level of car parking provision is desirable at all stations. In particular there is a need to promote the provision or extension of parking facilities at Harold Wood, Gidea Park, Upminster Bridge, Hornchurch and Elm Park Stations. The Council will consult the rail operators in assessing the appropriate level of car parking provision at stations.
At the same time as new spaces are provided, a balance must be struck so that large numbers of commuters are not attracted in from further down the line to compete with local residents for use of the facilities. The Council will seek to persuade rail operators to discourage rail heading by measures such as adjustment to fare structures and concessionary parking charges to local residents.
POLICY TRN24
The Council will, as appropriate, provide parking facilities for lorries
In view of the overnight parking ban on lorries, adequate off-street facilities need to be provided. Some daytime and weekend facilities are also required in order to provide an alternative to on-street parking which can be a nuisance to residents and other road users. At the present time a lorry park is provided in Romford which is considered to be adequate to serve the Borough under existing conditions. Opportunities in connection with future provision by the private sector will be considered if they come forward.
POLICY TRN25
The Council will keep under review the incidence of heavy commercial vehicles in various parts of the borough and take appropriate measures to control these where this warranted.
A number of roads in the Borough are unsuitable for heavy lorries on traffic or environmental grounds or both. In most cases control over heavy lorry movements is achieved by the strategic location of weight restrictions on key roads or, in appropriate cases, by the installation of width restriction barriers. The Council does not support large area lorry bans on the grounds that they are unwieldy and ultimately unenforceable.
Many heavy goods vehicle movements in the Borough are generated by mineral extraction and/or landfill operations. Whilst the Council seeks to ensure that proposals do not generate unacceptable levels of traffic associated with such uses (See Policy MWD6), traffic management schemes also assist in minimising any highway or environmental problems. Depending on who is the Highway Authority in each specific case, the Council will either undertake or encourage the Department of Transport to undertake appropriate schemes.
POLICY TRN26
The Council will support proposals for the further development of facilities for waterborne traffic on the River Thames.
The Secretary of State's Strategic Planning Guidance for London commends the potential contribution that the Thames can make to the capital's transport system by relieving road traffic congestion and providing services.
Development of riverside freight facilities is seen as being beneficial in supporting industrial and commercial development without adding corresponding congestion to the road system. The development of the riverside at Havering to passenger traffic and the accompanying provision of pedestrian facilities along the Thames is seen as potentially providing an attractive alternative transport facility to and from London for Borough residents. It may also have some tourist potential.
POLICY TRN27
Until such time as improved access is provided to the land south of the railway in Rainham, when considering planning applications for development of sites south of the Ferry Lane railway level crossing the Council will view unfavourably applications which may reasonably be expected to add to the numbers of large and heavy lorries using the area. The policy will be applied flexibly in relation to the merits of individual proposals including employment increase and reasonable growth of an established use and existing planning approvals.
This is a temporary policy which will be discontinued once access to the land south of the railway is improved. At the present time all industrial and commercial traffic from the sites served by Ferry lane and Coldharbour Lane has to pass over the railway by means of a level crossing directly into that part of the Rainham Conservation Area which includes the oldest part of the village. Congestion is caused when traffic held up at the level crossing gates extends into the Broadway which is environmentally unsuited to heavy traffic.
Construction of improved access into the area together with closure of the level crossing to heavy goods vehicles will alleviate this problem. In the interim, to protect the environment of Rainham Village, developments which would increase heavy vehicle traffic will not generally be allowed, although exceptions may be made if there are sufficiently important benefits resulting from a particular proposal, or if the situation would be no worse than with the previous or permitted use of the site.
POLICY TRN28
The Council will keep under review the need for a link road joining Ferry Lane to a new roundabout connection in Bridge Road, Rainham.
The proposed re-routing of the A13 across the Marshes (programmed for 1994/97) with a connection to Ferry lane will facilitate the commercial development of land south of the railway and the removal of extraneous traffic from Rainham Broadway with consequent improvements to the environment of the Rainham Conservation Area and to the safety of pedestrians. If the A13 re-routing does not go ahead, then this link road is essential to the achievement of the Council's strategic and local employment objectives, since it would be the sole way of gaining access to the development opportunities south of the railway without passing through the Conservation Area and the level crossing with all the highway and environmental disadvantages this entails (See Policy TRN27).
Even if the A13 is re-routed across the Marshes it may be that a developer of Rainham Marsh (See Proposal EMP2) or the Thames Policy Area (See Policy EMP3) will take the view that a secondary access road from the north is essential to the successful development of the Marshes. In this case the Council will support the construction of the link road.
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