Asks

Lower Speed Limits

There is a direct link between driver speed and the survivability of people involved in a crash. This is especially true for people outside of motor vehicles, but lower speeds also protect drivers and occupants.

Lower speed limits also give people driving time to assess and react to changing circumstances on the street ahead.

Low Traffic Neighbourhoods

These are places where through motor vehicle traffic has been removed or significantly reduced so that residents, their visitors, deliveries and services have access.

They create networks of quieter streets where children can play outside, neighbours can catch up, air pollution is lower and walking and cycling are the natural choice for everyday journeys. They also connect to main roads with cycle tracks and crossings to create an active travel network.

Como Street at North Street. A simple row of bollards keeps longer distance motor traffic on North Street while keeping things accessible for anyone who wants to cycle.

Safer Main Roads

Main roads which are prioritised for traffic movement need to be redesigned to protect people walking and cycling. This means we need more pedestrian crossings and a main road network of protected cycle tracks.

People live, work and go to school on many main roads in Havering, but space is unfairly prioritised for motor traffic which makes independent travel more difficult for many people who cannot drive or do not have access to a car.

Cycle tracks on Main Road, Gidea Park. The space is there, the technical know-how is there, this needs to be longer than 200 metres and on all of our main roads.

Accessible Streets

Streets which are accessible to those you need the most help are far easier to use by everybody else. Accessible bus stops, flush dropped kerbs, tactile paving, cycle tracks, zebra and signalised crossings on main roads and the removal of physical barriers can make streets accessible to everyone, but especially disabled people, older people and children.

We would like to see accessible and inclusive design embedded in the Council’s design processes for new projects and maintenance works.

Tackling Severance

The Transport for London Road Network (TLRN) and railways through Havering create significant severance issues which means that crossing them is often difficult for people on foot or cycle.

The TLRN is frequently difficult and dangerous to cross, even at junctions where signalised crossings are not provided over side streets. Our railways have infrequent crossing points which are often over or under bridges which are poor for walking and cycling. We want to see this tackled.

Borough roads also create plenty of severance too and so the Romford Ring Road, Roneo Corner and other places also need tackling.

The Ardleigh Green Road junction with the A127. A difficult road to cross for someone fit and able, an impossible barrier for many people. The bridge with its steep ramps is simply not fit for the 21st century.

School Streets

Many of our schools suffer from poor parent parking and manoeuvring near entrances as well as other people driving past who pay little heed to parents and children who walk to school. Cycling is especially difficult because of concerns about safety.

We believe that school streets should be established at as many of the borough’s schools as possible, with protected walking and cycling infrastructure for schools on main roads.

Better Town Centres

Romford town centre is difficult to access by foot and cycle because the ring road has formed a barrier between the communities inside and outside of it. Our other town centres largely prioritise people driving through them, rather than people visiting them.

We would like to see traffic circulation plans developed to reduce through-traffic and to prioritise people in our town centres. We also want to see investment in measures to remove the severance created by the Romford ring road.

Bell Corner, Upminster. Design for traffic and hard to cross.

Better Parking Management

Good parking management ensures that those who need to use a car are prioristised within limited street space and that demand (especially at destinations is managed). Havering has a well-established approach to parking management, but we would like to see a gradual reduction in parking spaces to allow other uses, with kerb space reserved for blue badge holders and for loading. Electric vehicle charging should not be at the expense of pedestrian space.

We would also like to see the continued expansion of cycle parking in town and local centres, community destinations and schools. Cycle parking should be designed to facilitate parking by users of non-standard and adapted cycles.

Cycle parking, Upminster town centre.

Using The Planning Process

planning policies to prioritise and maximise development and highway improvements which enable walking and cycling. The Council should be refusing planning applications which provide car parking in areas of good public transport accessibility and require developments to contribute to or improve streets and connectivity for walking and cycling.

Flame Tree Path, Harold Wood. Built as part of the King’s Park development to provide a walking and cycling link which could also be used by the fire brigade.

Sustainable Drainage

Managing surface water is becoming increasingly important with the effects of climate change driving more intense and regular storm events.

By reducing the amount of paving on our streets and converting it to manage surface water, we can help reduce the loading on local sewerage systems and create opportunities for biodiversity with with attractive planting.

Balgores Lane, Gidea Park. Sustainable drainage retrofit provided as part of a public realm improvement scheme.

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