Chapter 6 SUSTAINABLE TRANSPORT AND PARKING

Introduction

1. This Chapter deals with the important topic of transport and parking. These are crucial elements for a sustainable environment as they involve the use of energy. Car traffic in particular contributes to congestion and air pollution with consequent effects on the economy, health and quality of life. Policies set out in this Chapter deal with ways of integrating development with public transport; protecting and improving public transport; the Council’s approach to new road building and traffic management; policies for cyclist and walkers; and sets out car and cycle parking standards.

2. Other land use related issues, which can contribute to a sustainable transport strategy, are dealt with elsewhere in the Plan. These include policies to protect locally based services such as corner shops; policies for the protection of locally based employment which can help reduce the length of journeys to work; policies on improving air quality; and the promotion of policies to encourage increased density for residential development and in mixed use schemes in appropriate locations.

Part I Policies

STR.TRN 1
To co-ordinate land use and development with the provision of transport and car parking, so as to minimise the need for car travel; provide good access to premises, especially in Town Centres; and safeguard the environment and amenities of residential areas.

STR.TRN 2
To seek improvements to the public transport provision in the Borough, which benefit 7residents and minimises any adverse impact on the environment.

STR.TRN 3
To ensure that adequate and safe provision is made for cyclists, pedestrians and people with disabilities in new development and to improve access and facilities to and within existing land uses for people using them with particular reference to safety issues.

STR.TRN 4
To adopt an integrated car parking strategy which contributes to the objectives of road traffic reduction while protecting the operational needs of major public facilities, essential economic development and the needs of people with disabilities.

Reasons for Part I Policies

3. The UDP sets out the strategic transport policies for the Council together with the detailed land use policies for integrating development and transport and the standards for development and car parking.

4. There is a need to reduce car travel in order to reduce traffic congestion, improve the business-operating environment, reduce greenhouse gas emissions, improve personal safety, improve bus reliability and improve air quality and health. Locating development in areas with good public transport or the potential for improved public transport is a key element for implementing all the improvements mentioned above. A successful sustainable transport strategy is dependent on development and good public transport being in close proximity and it requires car-parking standards to be based on restrained use of the car rather than on meeting the full demand.

5. There is relatively low car ownership in Lewisham with 47% of households having no access to a car. Over 60% of the economically active commute out of the Borough to their place of work. The majority of commuters travel to the City and the West End of London. Good public transport is therefore essential to Lewisham residents for travel to work, but also for shopping and for leisure. As part of the Council’s sustainable transport strategy improvements to public transport provision are important. However, if people are to be persuaded out of their cars and onto public transport they require an improved service. It must be clean, safe, regular, efficient and affordable. The Council will seek improvements, which provide these elements. With larger scale public transport infrastructure there can be some impact on the physical and natural environment and the Borough will aim to safeguard these aspects when considering large-scale public transport improvements.

6. Part of the integrated approach to sustainable transport is to encourage people to either walk more or use cycles, especially for short journeys. Apart from the benefits in reduced congestion these activities also have health benefits. In order for this modal switch to take place there is a need to make sure that adequate provision is made in new development which meets the needs of pedestrians and cyclists. Safe and well located cycle routes and parking are required if more people are to be persuaded to use bicycles. Walking is the most often used mode of transport and yet until recently the needs of pedestrians have not been fully taken into account when designing new buildings. This situation must change and the needs of pedestrians and cyclists must be built into the earliest stages of new development.

7. Car parking policy is an important strand of an integrated transport strategy. This strategy involves persuading more people out of their cars and onto public transport and cycling or walking. It therefore follows that there will be less need for car parking provision. Providing less car parking can actively persuade people to change to more sustainable modes of transport. The Council’s standards for car parking provision in relation to new development will therefore reflect the restraint objective and will not attempt to meet the full demand. However, the Council recognises there is a role for short stay visitor car parking in Town Centres in order to protect their vitality and viability.

The Council’s Strategy for Sustainable Transport and Parking

8. There have been a large number of important policy changes in relation to transport in the last few years, much of which was brought together in the July 1998 White Paper ‘A New Deal for Transport’. This document set out a framework for a more integrated transport policy involving more travel choice, better public transport, tackling congestion and pollution.

9. A key objective of the sustainable approach is to ensure that local planning authorities carry out their land use policies and transport programmes in ways which help to:

• reduce growth in the length and number of motorised journeys;
• encourage alternative means of travel which have less environmental impact; and
• reduce reliance on the private car.

The main objectives of seeking to reduce traffic in London are:
• reduction of congestion;
• improvements of public transport reliability and regularity;
• improvements of conditions for non motorised modes;
• improvement of the business operating environment;
• improvement of air quality;
• reduction in road accidents; and
• improvements in the ‘quality of life’.

The key elements of the Council’s sustainable transport strategy are:
• to ensure that development which has the potential to generate significant volumes of traffic is located in areas with good public transport such as town centres;
• to support and encourage improvements to public transport, particularly improvements which encourage people to use public transport rather than the private car;
• to introduce and implement policies which favour sustainable transport modes such as walking and cycling;
• to support only those road improvement schemes and traffic management measures which contribute to traffic restraint and the objectives of sustainable transport policy;
• to move away from providing car parking to meet demand and towards using parking policy to implement traffic restraint policies;
• to introduce car-parking standards for new development which contribute to traffic restraint policies; and
• to distinguish between the legitimate role of short stay visitor parking and long term commuter parking.

10. The responsibilities for both transport policy and provision are split between a number of organisations and this means that the Council must work with the appropriate body in order to implement its transport strategy. In London the situation has changed once again with the election of a Mayor and Assembly for London. The Mayor is required to produce a document setting out an integrated transport strategy for London and a new body called Transport for London has been established to implement the Mayor’s strategy. The Mayor’s Transport strategy was published in July 2001 and among other things it includes policies for reducing traffic congestion by means of improvements in public transport and congestion charging. The Borough has published an Interim Transport Plan (ITP). The UDP concentrates on the overlap of land use and transport and more detail on the sustainable transport strategy itself will be set out in the ITP.

11. Good transport systems including good public transport provision is important for the regeneration of Lewisham. A high proportion of the economically active commute out of the Borough to their place of work. Business in Lewisham also relies on both public transport and road transport. It is accepted that congestion adds considerably to business costs. Good road and public transport connections are a reason for people and business to locate in Lewisham and this has an influence on inward investment.

12. Transport is an important part of sustainability not least because of the amount of energy used in motor transport. Reductions in the number of vehicles used and length of trips particularly by the private car can contribute to the reduction in energy and greenhouse gases such as carbon dioxide. This can have a knock on effect in terms of improving pollution and the health of Londoners. Other “quality of life” improvements, which should result from a reduction in vehicle trips, include a reduction in noise, visual intrusion and safety.

13. The close relationship between road traffic reduction, local air quality and the effect on health means that a successful sustainable transport strategy will have a positive effect on providing a more equal society. There are many aspects of a good transport policy, which contribute to social inclusion by facilitating movement and easy journeys. Some like concessionary fares are outside the town planning system. At a general level providing good public transport, cycling and pedestrian links to Town Centres and health and civic facilities will allow a wider participation by a majority of citizens. A sustainable transport strategy also favours those citizens who do not have access to a car, which represents a high proportion of Lewisham residents. The Council will take into account the travel and parking needs of people with mobility disabilities when implementing the policies in this Plan. Initiatives such as ‘Home Zones’ will also help reclaim the street for the community rather than simply the car.

Part II Policies

Integrating Land Use, Development and Transport

Reasons
The location and the nature of development affect the amount and method of travel. It is acknowledged that forecast levels of traffic growth cannot be met in full by new road building or the upgrading of existing highways. By planning land use and transport together in ways which enable people to carry out their everyday activity with less need to travel a reduction in reliance on the private car can be made with a consequent contribution to sustainable development objectives. It is necessary for Travel Impact Statements to be submitted so that the Council can assess the likely travel implications of a proposed development and its effect on the Council’s transport strategy and objectives. Convenient access on foot to existing bus stops and routes and railway stations is as important as ensuring road access for buses. In some cases development will produce volumes of traffic which can only reasonably be accommodated with the introduction of road improvements and or traffic management measures. As this is a consequence of the development it is fitting that the developer make a contribution towards the introduction of such measures which are commensurate with the likely impact. In order to improve public transport use road access to major developments should make provision for buses to enter the site or stop as near to the entrance as practicable. Provision should also be made for mobility buses and other transport needs for people with disabilities. The Disability Discrimination Act 1995 requires all buses to be accessible by 2017 and TfL intend to achieve this objective sooner. The Council will consult with TfL concerning public transport improvements in relation to major development proposals. See also Policy IRM 1 and HSG 17.

Reasons
A Green Travel Plan (GTP) is a plan by which organisations manage the travel needs of their staff. The aim is to reduce car use and encourage more environmentally friendly travel for work journeys. The GTP usually considers staff’s travel requirements but may also cover fleet cars. A package of measures are normally set out which include encouraging more public transport use, walking, cycling, car sharing, flexible hours, home working and controls on car parking. A GTP will be an important tool in reducing car dependency and encouraging people to make better use of public transport. They are also of commercial value to business in that they may allow a more profitable use of dedicated car-parking space and could reduce the company parking and tax bill. A Section 106 Obligation may be the best way to ensure implementation, see also Policy IRM 1.

Reasons
Business efficiency and road safety will benefit if road access is improved to the main business areas, however, all road improvements will be judged against their contribution to implementing a sustainable transport policy as well as their contribution to business efficiency. The main emphasis will be on providing improvements that benefit sustainable transport objectives such as improvements for public transport, cyclist or walkers. Other sites such as hospitals or education facilities which attract a high number of trips also need good public transport services.

Roads, rail and the River Thames all have a role to play in meeting the demand for freight traffic. The last two modes are particularly suitable for meeting the demands for certain kinds of traffic and they can have environmental advantages over road freight. Convoys Wharf is a protected wharf as set out in RPG 3b and is subject to a Direction from the Secretary of State. Lewisham has a very small River Thames frontage and until recently half of this was taken by Convoys Wharf Ltd. Any new use of this site should aim to make the maximum possible use of the River. (See also Policy URB 24 on Thames Policy Area and policies EMP 9, 9A & 9B.)

Reasons
The Major and District Town Centres are the main shopping areas in Lewisham. Improving the environment in these areas will increase their attractiveness for both business and shoppers. Traffic management schemes will improve safety and contribute to a sustainable transport strategy by encouraging cycling and walking and the use of public transport. The Council will consult at an early stage with business, public transport operators and residents on major schemes prior to implementation.

Reasons
The availability and use of public transport is a very important consideration in relation to locational policies designed to reduce the need to travel by car. For these policies to be truly effective a good standard of public transport provision is necessary. The Council therefore needs to support those organisations, which provide the service and encourage them to make improvements, which benefit Borough residents. The Council can also play its part in better public transport provision by implementing bus priority measures such as bus lanes, selective vehicle detection at signalled junctions and enforcement of parking controls. The Council can also identify gaps in service provision, the need for new services and the need for higher frequencies on existing services and press transport providers on these issues.

South East London suffers from high levels of through traffic and limited tube services in the outer areas. Rail therefore has a major part to play. The London Regional Passengers Committee (LRPC) have recently published the concept of a South London Overground which focuses on the rail situation in south London, because rail users are poorly served as fewer residents have the Underground as an alternative means of travel. The suggestion is that there is more scope for attracting off peak users to the system by presenting the network as an integrated whole, raising levels much closer to those which are the norm on the Underground and making the system comprehensible. A programme of frequency enhancements for both Monday to Saturday inter peaks and Sunday service is proposed. Lewisham would be interested in working with the LRPC, Railtrack, the operators, other South London boroughs, the Office for Passenger Rail Franchising (OPRAF) and the Strategic Rail Authority in developing this concept further. Ideally the Council would be seeking a turn up and go service, which is easy to understand with a network map which is fully comprehensible. Map 6.2 shows existing red routes and bus priority routes in Lewisham. Bus priority routes are agreed with London Buses and are based on all routes with a frequency of more than 15 buses per hour. See also Policy TRN 13.

Reasons
Lewisham is criss-crossed by railway lines and has 20 stations. About 60% of the economically active population commute out of the Borough to their place of work, the majority in the central London area. Good public transport including rail services is therefore very important to Borough residents. New rail schemes, which help the economic position of Borough residents and improve access for leisure and other activities, are therefore welcome. However, there are often local environmental effects from major infrastructure projects and the Borough must safeguard its position until the detailed proposals are known. The Council will support the investigation, and if feasible, implementation of new interchange facilities with existing rail links. For example opportunities for such interchanges exist, at Catford and on the South London line at Brockley and on the Greenwich line in the New Cross area.

The Council welcomes the Thameslink 2000 proposals on the basis that there will be trains stopping at strategic locations within the Borough and that Thameslink trains will not solely operate as an express service from outlying areas to, from and through central London. The closure of Bolina Road, shown on the Proposals Map, is a direct consequence of the Thameslink 2000 proposals. The Council welcomes the enhanced network capacity being made available by this project and looks forward to the new service opportunities that will become available to Thameslink and other operators. It is important that Thameslink 2000 proposals should not result in any detrimental effect on existing provision south of the River Thames resulting in an overall reduction of ‘inner urban’ capacity and frequencies.

The Lewisham DLR extension was opened at the end of November 1999 and will bring substantial benefits as follows:-
• Direct cross-river access to the City, Docklands and Stratford for South East London and Kent residents and commuters. This will bring about 500,000 more people with 45 minutes travelling time of the Isle of Dogs;
• Better access to retail, tourism and heritage activities in Lewisham and Greenwich;
Journey time savings for Lewisham and Greenwich residents and commuters, creating new employment prospects and travel opportunities;
• Regeneration opportunities at Greenwich Waterfront, Deptford and Lewisham Town Centre;
• Important new journey opportunities from the South East with Lewisham transport interchange and the Jubilee Line interchange at Canary Wharf only 15 minutes apart.

The Council supports in principle, enhancements to the system, particularly improved access to London City Airport.

Lewisham and London Underground Limited (LUL) have been pursuing the possibility of extending the East London Line (ELLX) for some time. A Public Local Inquiry has taken place with regard to an order application to the Secretary of State under the Transport Works Act (TWA) for two southern extensions that will provide connections to the South London Line near the Old Kent Road and the Croydon line in the vicinity of New Cross Gate Station. The ELLX will bring substantial benefits including greater cross river capacity, relieving busy railways and roads, with scope and potential for further services, journey time savings and strong regeneration benefits. Provided there are suitable environmental precautions taken, Lewisham fully supports these extensions and improvements to the rail network.

The Croydon Tramlink opened in May 2000 and provides a significant enhancement to the network in south London. The Council supports the principal of the extension of the Croydon Tramlink to Lewisham. The benefits could include an attractive alternative to the private car, making more effective use of limited road space, improving access to town centres, creating regeneration opportunities and strengthening orbital public transport links. However, the costs and benefits and the most appropriate route remains to be examined. Further work on the feasibility of this extension will be undertaken during the life-time of this Plan.

Reasons
The Lewisham Interchange site and the public transport that serves it provide the opportunity to create an important passenger transport interchange. Bus, rail, DLR, taxi, cycle and pedestrian links all need to be integrated to make the best of this opportunity site. The site is also cut off from the main town centre’s shopping area by two strategic roads the A20 and A2211 and two rivers, the Quaggy and Ravensbourne. Improvements to the interchange can bring economic benefits to the shopping centre and a safer quicker journey for commuters. Lewisham was successful in obtaining Government funds in SRB Round 6 for improvements to the Town Centre including improvements for pedestrian links between the station area and the central shopping area. These will be implemented over a seven year period commencing in 2000. The implementation of a satisfactory interchange may require the use of CPO powers (see policy STC 11).

Many journeys include an interchange, from the relatively straightforward change of buses at a bus stop to main line railway stations where several ways of travelling come together. Easy interchange is essential for public transport to compete with the convenience of cars. The Council will work with the operators in partnership to improve these facilities, with particular emphasis on integration.

The Government’s 1998 White Paper ‘A New Deal for Transport’ defines integration as:
• within and between different types of transport, so each works properly and people can make connections between them;
• with the environment, so those transport choices can cause less damage;
• with land use planning, to support sustainable travel choices and;
• with policies for education, health, and wealth creation so that transport helps to make a fairer, more inclusive society.

The Council supports this integrated approach and good interchange will assist in terms of co ordination between modes and land use planning. There is considerable scope for improving the connections between Catford and Catford Bridge rail stations for the benefit of public transport users. Development within the local area that would result in greater use of these stations may be required to contribute to improvements to these stations. See also Proposal No 31.

CYCLING AND WALKING

Reasons
Cycling and walking are effective and environmentally friendly means of travel, they can also contribute to a healthy life style. Part of the sustainable transport strategy involves encouraging a shift from the private car towards cycling and walking especially for short trips. Surveys regularly show that the two major concerns about cycling are personal safety and secure parking. In order to encourage the desired modal shift, safe and secure provision for cyclists and walkers is necessary. It is generally recognised that many trips to school which are currently made by car could be made by walking and cycling provided safe routes were available. A shift in this particular journey would contribute significantly towards the reduction in local road congestion.

The needs of cyclists and pedestrians should be considered at an early stage when development is proposed so that provision can be built in from the start and not added on later. Developers should aim to provide an integrated and safe environment with the most convenient and direct routes for walking and cycling. Where the Council introduces a new cycle route it will assume responsibility for the maintenance of the route unless some other agreement has been made. Map 6.3 shows the cycle network in Lewisham.

The development of a better environment for pedestrians is linked closely to good streetscape and urban design and good signing. Pedestrians need to find their way easily and safely along routes that are well lit and in good condition. Suitable crossings at roads, which avoid lengthy detours, are necessary particularly those leading to bus stops, shops
and railway stations. The Strategic Walking Routes are those identified by the London Walking Forum and shown in RPG 3.

ROAD PLANNING

Reasons
Defining a road hierarchy allows measures to be devised and taken which channel traffic onto the roads in the Borough most suitable to take them. The Council will attempt to manage the road system in the most efficient way compatible with a policy of traffic restraint, road safety and meeting the needs of residents and those working in the Borough. A number of roads in the Borough are under the control of the Government and are part of the Strategic Road Network. The road hierarchy is shown on Map 6.1. The function of the Strategic Roads is to carry long distance traffic, much of which is passing through the Borough. London distributor roads also provide for longer distance traffic and traffic connecting to the Strategic Roads. Local Distributor Roads cater for local traffic making journeys within the Borough and joining higher order roads. Local Access Roads carry vehicles circulating within a local area of the Borough. The Greater London Authority is now responsible for the Strategic Road Network in Lewisham.

Reasons
The Government recognises that it is not possible to resolve the problems of congestion and pollution through major new road construction. However, new road construction and improvements can in some circumstances help improve traffic movement, but there is always a cost. To ensure that the overall strategy of road traffic reduction is met the primary consideration in judging a new road proposal will be its contribution to implementing the sustainable transport strategy. New schemes will therefore be considered against their impact on local residents, the reduction in congestion, improvements in public transport, safety issues and the distribution of traffic to the appropriate level of the road hierarchy.

Over the life time of this Plan it is likely that only small scale road improvements will take place in Lewisham. An exception may be the Catford Road Scheme, Proposal No 35, which although agreed in principle is awaiting the allocation of resources for implementation.

Reasons
A reduction in accidents is clearly desirable considering the amount of individual and family suffering that it causes. There are some 45,000 road casualties in London each year and there were 1,638 in Lewisham in 1997. National targets set in 1987, sought to reduce road traffic accidents by a third of those prevailing in the early 1980s by the year 2000. It is only likely that this target can be met if the number of vehicles using the roads is reduced together with other initiatives such as speed reduction and education programmes for drivers. See also Policy IRM 1.

Reason
Traffic management measures should help to establish clear priorities for access by different means of travel and will compliment locational policies. Traffic management is a useful tool for encouraging walking and cycling, improving the quality of local neighbourhoods, and making the streets safer for children and adults. As road capacity is very limited the best use should be made of the existing road network. Essential traffic includes: emergency vehicles, registered disabled people, buses, taxis, community transport, commercial vehicles used on business. Environmental friendly modes are walking, cycling, public transport. The Council considers that all residential areas of the Borough, which suffer from extraneous traffic, should be investigated with the aim of minimising the environmental impact of this traffic. A continual programme of investigation is being pursued with priority given to sites with a high number of personal injury accidents and with the express aim of reducing such accidents. Traffic management schemes are prepared by means of area wide traffic study and are subject to public consultation prior to implementation. Consultation will involve all those affected including transport providers, residents and business.

Home Zones are groups of streets which create living spaces, where pedestrians are considered very important and cars travel at little more than walking pace. On entering a Home Zone drivers become responsible for any injuries they cause. The streets themselves have features which force drivers to drive slowly and safely. The Council will investigate the use of Home Zones. It considers that such Zones could improve the quality of life for local residents, increase safety for young people, older people and people with disabilities and encourage more people out into the street, leading to lower levels of street crime. Schemes which are thought appropriate will only be implemented with the agreement of local people after public consultation.

PARKING CONTROL

Reasons
A key component of the sustainable transport strategy is parking policy. If the benefits of reduced traffic levels, improvements in safety and air quality are to be achieved then the overall amount of car parking will have to be restricted. The emphasis in policy is to encourage a shift away from the use of the car for personal trips and towards public transport, walking and cycling, particularly for short trips. The Council needs to set a balance between the legitimate needs of residents and the environmentally damaging effects of traffic. The Council believes that the above policies reach the correct balance.

The conversion of a front garden to a car parking space is usually considered permitted development. Where appropriate in order to remove permitted development rights the Council will have to apply to the Secretary of State for approval of an Article 4 Direction.

Reasons
The Council’s main objectives with regard to the provision and control of on-street car parking are: safe and adequate access for emergency and other vehicles; to provide space conveniently located for residents who have no off-street provision; to control the short and long term balance of on and off-street parking by time and charging and; to maximise the usage of convenient space to contribute to the economic strength of the Town Centres. A programme of CPZ introduction has been devised to cover the problem areas in the Borough

and this will be introduced as resources allow in consultation with residents and business. Map 6.4 shows the location of existing and proposed CPZs in Lewisham. In the case of the proposed areas this is indicative only. No decision on implementing a CPZ will be taken without full consultation with local people.

Reasons
Government guidance in RPG 3 states that the amount of traffic generated by new developments should be minimised by placing maximum limits on the level of off-street car parking spaces permitted. This is consistent with a policy of road traffic reduction which is supported by the Council. The maximum level of parking provision will help reduce traffic congestion and car dependency which will also help improve bus reliability and other improvements for non-motorised sustainable travel such as walking and cycling. The reduction in car travel will also help improve air quality and reduce greenhouse gas emissions with consequent improvements to health.

The availability of parking, particularly short stay shopper parking, can contribute to an areas economic prosperity and the vitality and viability of Town Centres. Additional public parking will therefore be sought where appropriate in association with private development in the Major and District Town Centres. Agreement will be sought on days and times of day when private car parks can be made available for public parking, particularly for short stay shopper parking.

Reasons
Mopeds and motorcycles can provide an alternative means of transport for many trips. They can provide an affordable alternative to the car and bring benefit to the individual. Whether there are benefits for the environment and congestion from motorcycling depends on the purpose of the journey, the size of motorcycle used and the type of transport that the rider has switched from. The role of motorcycling in an integrated transport strategy is complex and for this reason the Council will consider individual schemes on their merits in relation to parking provision.

Table TRN 1: Lewisham Car Parking Standards Note: All standards relate to Gross Floor Area (GFA) unless otherwise stated. Developments below the relevant threshold will be considered on their merits having regard to the transport and parking strategy and regeneration objectives. This approach applies within SLAs but may also apply in other locations with good public transport access. All standards are maximum unless otherwise stated. All uses not specifically mentioned will be considered on their merits having regard to the Council’s Strategy for Sustainable Transport and Parking, for example police stations and hospitals. For large scale developments a Green Travel Plan may be required.
Use Class A – Shops
Large Food Stores 1000 sq.m. or more	1:14 sq.m. maximum
Non Food Retail	1:20 sq.m. maximum (Note : The Council intends the retail standards as interim and will review them when the Spatial Development Strategy is published)
Use Class B – Business and Industrial Uses (note: Parking provision must take account of minimum operational needs. Class B developments that operate HGVs as part of their business or anticipate deliveries by HGVs must provide at least one HGV parking space.)
All Locations	1: 600 – 1000 sq.m. maximum
Use Class C – Residential
C2 Residential Care Homes and Hospitals	All applications will be considered on their merits. Note: for large scale developments a Green Travel Plan may be required, see policy TRN 5.
C3 Dwelling Houses. 1 or 2 bedroom units 3 + bedroom units Sheltered Housing Note: for development within Sustainable Living Areas less parking provision may be acceptable, see policy HSG 13.	1 unit maximum 1: 1.5 unit maximum 1 space for resident warden + 1:4 units maximum
Use Class D – Non residential institution, assembly and leisure use. All class D proposals will be treated on their merits.
Disabled Parking Standards
All Use Classes	5% of provision for car parks with 20 or more spaces

TABLE TRN 2: CYCLE PARKING STANDARDS
Type of activity	Use Class	Description	Cycle Parking Standard Space per gross floor area
Places of work	B1 / A2	Business offices, services	1 per 125 sq. m. with minimum of two spaces
	B1	Light industry	1 per 250 sq. m.
	B2	General industry	1 per 500 sq. m.
	B8	Warehouses	1 per 500 sq. m.
Shopping	A1	Food	1 per 350 sq. m. out of centre 1 per 125 sq. m. town centre / local centre
	A1	Non food	1 per 1,500 sq. m. with minimum of 4 spaces out of centre 1 per 300 sq. m. town centre / local centre
	A1	Garden centre	1 per 300 sq. m.
Educational	D1	Primary school	1 space per 10 staff
	D1	Secondary school	1 space per 10 staff/students
	D1	University/college	1 space per 8 staff/students
Entertainment	A3	Pubs, wine bars	1 per 100 sq. m.
	A3	Fast food takeaway	1 per 50 sq. m.
	A3	Restaurants, café	1 space per 20 seats
	D2	Theatres, cinemas	1 space per 50 seats
	D2	Leisure, sports centres, swimming pool	1 space per 10 staff plus 1 space per 20 peak period visitors
Housing	C2	Student accommodation	1 per 2 students
	C3	Flats	1 per unit
Community	D1	Doctor/ dentist, health centre and clinics	1 per 5 staff
	D1	Libraries	1 per 10 staff plus 1 per 10 staff for visitors
	C2	Hospitals	1 per 5 staff plus 1 per 10 staff for visitors
Transport		Rail station	See policy TRN 15
		Bus station	See policy TRN 15

Note 1. The Road Hierarchy

Strategic Routes (Transport for London Road Network)
A2 New Cross Road to Shooters Hill Road (including Kender Street)
A20 New Cross Road to Eltham Road
A202 Queens Road to New Cross Road
A21 Molesworth Street to Bromley Hill
A205 South Circular

London Distributor Routes (LBL Responsibility)
A212 Westwood Hill to Catford Hill
A213 Newlands Park
A200 Evelyn Street to Creek Road
A2015 Beckenham Hill Road
A2209 Deptford Church Street
A2210 Brookmill Road, to Baring Road
A2211 Lewisham Road
A2212 Burnt Ash Road, Baring Road
A2214 Lausanne Road
A2216 Dartmouth Road to Sydenham Road
A2218 Southend Lane and Stanton Way

Local Distributor Routes
B206 Plough Way to Grove Street
B207 Trundleys Road Pagnell Street
B220 Belmont Hill to Prince of Wales Road
B212 Lee Road
B218 Florence Road to Brockley Rise
B226 Chinbrook Road to Grove Park Road
B227 Perry Vale to Perry Rise
B236 Adelaide Avenue to Ladywell Road
B238 Forest Hill Road to Honor Oak Park
B2142 Gellatly Road to Brockley Cross
Hither Green Lane

Local Access Roads
All other roads not shown on Map 6.1

Note 2 Home Zones
Home Zones are groups of streets which create living spaces, where pedestrians are considered very important and cars travel at little more than walking pace. On entering a Home Zone, drivers become responsible for any injuries they cause. The streets themselves have features which force drivers to drive slowly and safely.

Map 6.1

Map 6.2

Map 6.3

Map 6.4