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Executive Summary 
The Ruislip Neighbourhood is a unique area, combining elements of both city suburbs and country. It has a distinctive character derived from its heritage - and 
recognised in the Ruislip Village Conservation Area - which includes a medieval core centred on Manor Farm and St Martin’s Parish Church, and 20th century 
‘Metro-land’ residential development, based on Garden Suburb principles. The neighbourhood is centred on Ruislip Town Centre with its shops and amenities, 
as well as schools, sport facilities and residential areas. The countryside is only a few minutes’ walk away, in places such as Park Wood and Ruislip Lido. The 
network of green spaces (with their off-road links), the local bus network and Ruislip Underground station mean that the area is well-placed to facilitate 
sustainable movement. Parts of the area can feel dominated by vehicles. We are therefore keen to work with TfL to bring forward an ambitious set of 
proposals that will turn the area into a Liveable Neighbourhood. This will be achieved by measures to provide new and improved existing sustainable transport 
networks, making them more connected, legible and attractive, along with measures to discourage private vehicle use (particularly on side streets). 
Our specific proposals have been directly informed by the Healthy Streets approach and developed collaboratively with Ward councillors and the Cabinet 
Member. They include: 
•  Supporting Vision Zero objectives through measures to enhance road safety  
•  Reducing high volumes of traffic and ‘rat-running’ across the neighbourhood though appropriate measures, such as modal filters and traffic calming 
•  Encouraging walking by linking together off-road pedestrian links and green spaces to create high quality walking connections, including a north-south 
spine route from Ruislip Station to the Lido, via the High Street  
•  Supporting cycling by developing a network of quiet, neighbourhood cycle routes, including some quietways 
•  Promoting greater public transport use by creating a new interchange hub at Ruislip station, completing the Mayor’s already planned new step-free station 
access, improving bus stop environments and connectivity, and reducing traffic flows on local bus routes 
•  Improving the High Street with new crossings and urban realm measures, to make it easier and safer for walking, and more attractive for people to relax 
and socialise within, including complementary shop front improvements and new uses for empty shops 
•  Combatting the known issues of anti-social behaviour through increased activity and improved lighting 
•  Changing travel behaviour via measures specifically targeting the older population profile of the area, and trips to and from the Lido and other key 
destinations, seeking to increase walking, cycling and public transport use 
•  Introducing delivery service planning for local businesses to reduce freight on local roads 
In addition to this bid for Liveable Neighbourhoods funding, LB Hillingdon has recently received funding via the Mayor’s Good Growth fund for a feasibility 
study focusing on revitalising Ruislip Town Centre through the ‘Empty Shops into Civic Assets’ Strategy to support sustainable local growth and thereby 
complement wider improvements to the Ruislip neighbourhood area. Architecture 00 and Retail Revival will be appointed under the GLA framework to 
develop this strategy, which will include using surveys of shoppers and residents to find out more about barriers to using sustainable means of transport. 
The Ruislip Neighbourhood proposal is very timely since Ruislip is one of the town centres north of the A40 in proximity to areas impacted by High Speed 2 
(HS2) construction. Footfall and hence overall town centre performance has a high likelihood of being adversely impacted as a direct result of the significant 
levels of additional traffic and congestion generated by the construction of HS2. This could well be the impetus to encourage alternatives to car use which 
would not just be healthier for residents but also healthier for the local economy. 
 





4  
 
Strategic Case 
Existing Situation 
The following provides a summary of the key assets and issues in the neighbourhood area. See Appendix B for a more detailed analysis with supporting plans. 
Ruislip Neighbourhood boasts a number of important and vital community facilities, including: 
•  Ruislip Lido; a unique facility in a beautiful natural setting which draws people form a very wide area, attracting 500,000 visitors per annum concentrated 
in the summer months. 
•  Wealdstone Football Club, Grosvenor Vale Stadium; this venue has a capacity of 3600 (with a record attendance of 2469, November 2015) and around 
450 players using it, and is home to National League South Wealdstone F.C., with in excess of 1000 supporters. 
•  Ruislip Rugby Football Club; with 600 members and up to 500 active players, this club has one of the stronger mini and youth series in the area attracting 
hundreds of children on Sunday mornings. 
•  Manor Farm; Hillingdon's flagship heritage and culture site which includes a unique collection of community spaces including a theatre, library, and artist 
studios, historic buildings, archaeological remains and landscape features set in 22 acres of beautiful grounds. 
•  Two monthly markets, with around 80 stalls and attendance levels of around 2500.  
•  Four schools within the neighbourhood - Ruislip High School (1053 pupils), Sacred Heart Catholic School (681 pupils), Whiteheath Infants, Nursery and 
Junior School (684 pupils), Bishop Winnington-Ingram (374 pupils) – plus seven just outside the boundary with a combined pupil roll of over 4500. 
Most of these places are located within 10-20 minutes’ walk from Ruislip Station and the High Street, however many people choose to drive to them. Making 
these places more accessible by sustainable modes for local residents as well as visitors is essential to addressing the Mayor’s aspirations for a shift towards 
active, inclusive and safe travel. This means creating stronger, safer and more appealing pedestrian routes; enhancing cycle access especially along quieter 
routes; and making it easier and more attractive to use local bus services, connecting to/from Ruislip Underground station. 
  
  
  
 
From left to right: Manor Farm complex, Ruislip Lido, Wealdstone Football Club, Ruislip High Street 
 


5  
 
At the heart of the neighbourhood is Ruislip town centre. With 26,100 m² floor space and an 
estimated 1,500 jobs, it is an important local district centre and quintessential outer London 
high street, but signs are emerging of economic decline, reducing the overall value of the 
high street. This includes empty frontages, fly posting detracting from the area, and a lower 
value retail offer with a prevalence of charity shops/discount stores/bookmakers etc. The 
prominent empty Morrison’s site, plus a number of other vacant shop units give a negative 
image of the heart of the town centre. LBH are developing the Empty Shops into Civic Assets’ 
strategy to reinvigorate the town centre, generate social and economic value from vacant 
property, and create an income stream to be ring-fenced specifically for wider town centre 
activities and promotions. LBH have secured initial funding for this via the Mayor’s Good 
Growth Fund. 
Demographically, the area tends towards an older population that tends to rely more on car 
travel. This is important as it suggests tailored behaviour change measures will be needed in 
addition to physical infrastructure changes in order to encourage travel behaviour changes. 
The Public Health England Profile (2017) of the Borough highlights several key health issues, 
some of which could potentially be improved upon through more physical activity: 
•  Estimated levels of adult physical activity are worse than the England average; 51.5% of 
adults are physically active in LBH compared with 57.0% in England. 
•  Recorded diabetes (15,803 cases) slightly above the England average; percentage of 
recorded diabetes 6.7% in LBH compared with 6.4% in England. 
•  Obese children (year 6 aged 10-11) above the England average; 700 cases recorded 
2015/16, and percentage of year 6 children classified as obese 21.2 % in LBH compared 
to 19.8% in England  
Detailed analysis of demographic groups and propensity to change travel behaviour indicates that 58% of people within the Ruislip neighbourhood are within a 
15 minute walk of the High Street, and would also be receptive to influence to change travel behaviour from car to walking. 32% of residents in the area can 
be classed as either ‘affluent professionals’ or ‘empty nest independence’; Mosaic demographic classifications which show higher propensity to change and 
would be ideal target groups for travel planning measures. 
The neighbourhood suffers from very high volumes of traffic moving along key corridors including Bury Street/High Street, Kingsend/Pembroke Road, and 
Eastcote Road. All these roads suffer from congestion and poor air quality due to vehicle emissions. Additionally, there are a number of residential streets 
which attract through traffic (in some instances travelling at high speed) making these streets less pleasant for people to live on, and also potentially 
dissuading people from walking and cycling along them. This is a critical aspect to address through traffic management and traffic calming measures, to make 
Ruislip more liveable and support the Mayor’s ambition for 80 per cent of journeys to be made by public transport, walking or cycling.  



6  
 
Ruislip underground station recorded usage of 1.99 million people over the whole of 2017 - an increase of 40,000 people from 2016. Seven bus routes serve 
the neighbourhood, most of which travel along at least part of the High Street, and call at the station. An additional bus route, the 278, is planned to run 
between Ruislip station and Heathrow Airport (to be implemented in conjunction with the opening of the Elizabeth line). Despite the presence of the 
underground station and bus routes there are significant areas of the neighbourhood with poor public transport accessibility including some northern areas of 
the neighbourhood with PTALs of 0, and significant areas of only 1a or 1b. This reinforces the need to improve walking and cycling access to help offset the 
poor accessibility by public transport in some parts of the area. In addition, a review of bus stops shows that they are all accessible, however facilities could be 
improved to make consistently more comfortable and attractive with shelters, live arrival displays, seating, lighting, decluttering, and crossings nearby. 
The current cycle infrastructure provisions do little to encourage cycling; there is only one cycle route running east-west through the area, which does not 
connect to key destinations and has substandard cycle infrastructure. Cycle parking at the station is limited, and on the platforms of the station itself. 
Moreover, although there is cycle parking on the High Street, the major attractions in the area do not have any cycle parking provisions. To help meet the 
Mayor of London’s ambition for 70 per cent of Londoners to live within 400 metres of a high quality, safe cycle route more routes are needed along quieter 
streets, and more and better located cycle parking provided across the neighbourhood. 
Whilst the area already benefits from numerous off-road pedestrian links, these facilities do not currently offer a legible and attractive walking network. 
Routes to key destinations are not always clear, safe, and inclusive. Taking advantage of the many green spaces, the area has a number of attractive walking 
routes such as the Celandine Route, the Hillingdon Trail, the Ruislip Lido Millennium Trail and Ruislip Woods Walk – but these are somewhat hidden, 
infrastructure quality is mixed, and they are not fully accessible. A legible, attractive and accessible walking network is needed. 
Air quality in the area is poor. Analysis of the London 
Atmospheric Emissions Inventory (LAEI) shows that cars 
are the greatest contributors to road traffic emissions in 
the area: contributing 70% of CO2, nearly half of the NOx 
emissions and around four fifths of the particulate matter. 
Freight, including light and heavy goods vehicles (LGV and 
HGV), collectively contributes over a third of NOx emissions 
and a fifth of CO2 emissions produced by road traffic. 
Significant improvement to local air quality is required, and 
this means measures that reduce road traffic generally in 
the area must be included, specifically on the key problem 
roads identified. In addition, consideration should be given 
to special measures relating to deliveries and freight. 
Collisions in the area (see Appendix E) show a gradual 
increase in numbers during the three years, particularly in 
serious collisions. Collisions involving vulnerable users are slightly higher than the Borough average. Pedestrians and cyclists most commonly come into 
conflict with cars (involved in 90% of all collisions). Locations that need to be remedied include: 

7  
 
•  High Street 
•  Eastcote Road 
•  Junction of Bury Street/ Ladygate Lane 
•  Junction of Kingsend/ High Street  
•  West End Road 
Crime is mainly concentrated on the High Street, with the key issue being anti-social behaviour (see Appendix F). 
A Healthy Streets evaluation of three key streets - the High Street, Sharps Lane, and Eastcote Road - results in low scores for all. Specific issues include: 
•  Lack of crossing facilities. 
•  Crossing facilities do not meet desire lines. 
•  Narrow footways at pinchpoints. 
•  On-street parking creates a barrier to pedestrians. 
•  Kerbside friction due to parking and servicing activities creates friction for cyclists. 
•  Lack of cycle route signage. 
•  Volumes of traffic at peak times affecting quality of walking and cycling experience. 
•  Lighting and seating provision varies from good on the High Street to poor on other streets. 
A more detailed review of the environment on the High Street reinforces the need to improve pedestrian conditions, and enhance the public realm with 
interventions that support activity and vitality. Specific issues identified for improvement include: 
•  Poor pedestrian connectivity both along and across the High Street. 
•  Volume of traffic dominates the environment. 
•  Limited amount of greening generally, detracting from visual amenity. 
•  Lack of shelter. 
•  Lack of distinctiveness of the urban realm. 
•  No civic heart to the High Street. 
•  Overgrown shrubs alongside Church Field Gardens which provide space for anti-social behaviour and affect personal security. 
•  Poor wayfinding provisions. 
•  Inefficient layout and conflicting hours of operation of on-street parking. 
A snapshot survey of businesses and shoppers of the High Street showed that nearly half of shoppers came from within walking distance of the High Street, 
and around half came by car. No shoppers were captured in the survey who cycled to the town centre. This suggests more could be done to target those 
shoppers who come by car to switch to walking and cycling.  
Altogether the evidence for the need for improvements in the area is strong and is supported by the Council at a senior management and political level. 
 

8  
 
Context 
(a) Alignment to Mayor’s Transport Strategy Priorities and Outcomes 
As highlighted below, the scheme will significantly contribute to the Mayor’s Transport Strategy vision and outcomes, and Liveable Neighbourhoods objectives. 
Liveable Neighbourhoods 
Healthy Streets and healthy people - Creating streets and street networks that encourage walking, cycling and public transport use will reduce car dependency 
and the health problems it creates. This includes the better planning and operation of freight and servicing trips to reduce their impact on people. 
•  Using physical improvements to improve pedestrian and walking infrastructure and dissuade vehicular traffic - along with supporting behaviour change 
initiatives - the scheme will promote walking, cycling and public transport trips, particularly for local travel.  The measures will ensure these modes present 
a viable and attractive alternative to private car and help reduce car-dependency and its associated health problems. 
•  Measures to dissuade through-trips by vehicles will help to reduce general traffic flows and improve local air quality. The plans included in Appendix B show 
the NO2 pollution concentrations for 2013 around the neighbourhood, with a clear impact related to highway emissions - this is reinforced by the 
designation of Ruislip Town Centre as a GLA Focus Area; measures to address this issue are critical. 
•  The submission includes proposals to work with local businesses to understand their operations and developed tailored solutions to help modify delivery 
and servicing habits, such as coordinating delivery times and consolidating waste collection trips. 
A good public transport experience - Public transport is the most efficient way for people to travel over distances that are too long to walk or cycle, and a shift 
from private car to public transport could dramatically reduce the number of vehicles on London’s streets. 
•  The proposed multimodal interchange zone improvements at the station - including an improved bus stop environment, cycle hub, and pedestrian 
connections, and complemented by planned step-free access improvements - will enhance access to and from public transport. 
•  Bus stops will be upgraded (in liaison with TfL Buses) where needed to provide a more comfortable and attractive passenger environment. 
•  Pedestrian connectivity measures will improve access to local bus stops and Ruislip station. 
New homes and jobs - More people than ever want to live and work in London. Planning the city around walking, cycling and public transport use will unlock 
growth in new areas and ensure that London grows in a way that benefits everyone. 
•  While the town centre and surrounding area are well-developed, the challenge for Ruislip is to maintain its viability as a local centre in the face of 
increasing competition from other centres. Improvements to the ‘look and feel’ of the town centre, plus the complementary strategy for bringing empty 
shops back into reuse, will help to make the area an attractive place to live, work and shop. 
 
 

9  
 
Outer London Spaces – the MTS aims to reduce dependency on the car in this area by significantly improving public transport, and reallocating street space for 
walking and cycling to, from, in and around town centres.  
•  Hillingdon has the highest car ownership levels of all the London boroughs, and Ruislip suffers from car dependency and resulting traffic levels.  The 
package of measures will work towards dissuading motor traffic passing through the area - encouraging walking and cycling for local trips, and public 
transport use for longer trips 
Healthy Streets 
The proposals have been developed specifically to meet both Liveable Neighbourhoods and Healthy Streets objectives. Further detail about how they meet 
Healthy Streets objectives is provided in the ‘Opportunity’ section of this document. 
(b) Alignment to other Mayoral Strategies 
In addressing the objectives of the MTS, the proposals also support these London Plan priorities: 
A city of diverse, strong, secure and accessible neighbourhoods: The proposals help make the neighbourhood a higher quality and more accessible environment 
for individuals to use and enjoy, whether they are residents, workers, or visitors. They strengthen the character and identity of the neighbourhood, drawing on 
Ruislip’s unique local attractions.  
A city that delights the senses and takes care over its buildings and streets: The public realm improvements across the Town Centre will carefully respond to and 
support the Garden Suburb and Metroland character of the Ruislip area, provide visual interest, and reinforce connections to local open and green spaces 
improving people’s health, welfare and development.  
A city that becomes a world leader in improving the environment locally and globally: The proposals will dissuade car usage and encourage active travel for local 
trips, helping reduce pollution and carbon emissions.  
A city where it is easy, safe and convenient for everyone to access jobs, opportunities and facilities: The proposals actively seek to encourage more walking and 
cycling, and access to public transport.  
(c) Alignment to Borough Strategies and Policies   
Hillingdon Local Plan Part 1: A Vision for 2026 (Adopted 2012) is the key strategic planning document for Hillingdon. The strategy for Ruislip Neighbourhood 
will help the Borough achieve the following strategic objectives: 
Hillingdon is taking full advantage of its distinctive strengths with regard to its places, communities and heritage: 
•  SO1: Conserve and enhance the borough’s heritage and settings by ensuring changes to the public realm are of high quality design, appropriate to the 
heritage asset’s significance, and seek to maintain and enhance the contribution to London’s environmental quality, cultural identity and economy. 

10  
 
•  SO2: Create neighbourhoods that are of a high quality sustainable design, that have regard for their historic context and use sustainability principles which 
are sensitive and responsive to the significance of the historic environment, are distinctive, safe, functional and accessible and which reinforce the identity 
and suburban qualities of the borough’s streets and public places. 
•  SO3: Improve the quality of, and accessibility to, the heritage value of the borough’s open spaces, including rivers and canals as areas for sports, 
recreation, visual interest, biodiversity, education, health and well-being.  
•  SO4: Ensure that development contributes to a reduction in crime and disorder, is resilient to terrorism, and delivers safe and secure buildings, spaces and 
inclusive communities. 
The social and economic inequality gaps in Hillingdon are being closed: 
•  SO6: Promote social inclusion through equality of opportunity and equality of access to social, educational, health, employment, recreational, green space 
and cultural facilities for all in the borough, particularly for residents living in areas of identified need. 
Improved environment and infrastructure is supporting healthier living and helping the borough to mitigate and adapt to climate change: 
•  SO9: Promote healthier and more active lifestyles through the provision of access to a range of sport, recreation, health and leisure facilities. 
•  SO10: Improve and protect air and water quality, reduce adverse impacts from noise including the safeguarding of quiet areas. 
•  SO11: Address the impacts of climate change, and minimise emissions of carbon and local air quality pollutants from new development and transport. 
•  SO12: Reduce the reliance on the use of the car by promoting safe and sustainable forms of transport, such as improved walking and cycling routes and 
encouraging travel plans. 
Economic growth has been concentrated in Uxbridge, and the Heathrow and Hayes/West Drayton Corridor without ignoring local centres: 
•  SO16: Manage appropriate growth, viability and regeneration of town and neighbourhood centres. 
Improved accessibility to local jobs, housing and facilities is improving the quality of life of residents: 
•  SO18: Improve access to local services and facilities, including health, education, employment and training, local shopping, community, cultural, sport and 
leisure facilities, especially for those without a car and/or in more remote parts through well planned routes and integrated public transport. 
•  SO20: Improve facilities at bus and underground/ rail interchanges to promote accessibility to town centres. 
Hillingdon has a reliable network of north/south public transport routes and improved public transport interchanges: 
•  SO21: Improve public transport services between the north and the south of the borough to ensure easier access between residential areas such as 
Northwood and South Ruislip. 
•  SO22: Promote efficient use of public transport.  
 


11  
 
Opportunity 
The table to the right highlights how this 
scheme supports the Healthy Street 
agenda and the extent to which it aligns to 
the objectives. 
Potential Scope 
The following page illustrates the initial 
concept for area-wide proposals identified 
following:  
•  Site walkabouts 
•  A workshop with LBH officers 
•  A workshop with LBH Ward 
Councillors and Cabinet Member 
•  A pre-bid meeting with TfL officers 
•  Wide-ranging baseline analysis  
Further detail on the specifics of design 
proposals is included in Appendix C. 
Proposed complementary behaviour 
change programmes and delivery servicing 
planning initiatives are described in 
following pages. 
 
 
 


12  
 
Neighbourhood area proposals 
Measure 
Opportunity 
Physical measures to address known ‘rat-
runs’ and generally reduce amount of 
1. Traffic 
through-traffic on residential roads. 
reduction 
Appropriate constraint to be determined; 
measure (point 
could include width restriction, entry 
specific) 
restriction, chicane, or modal filter for 
example. 
Upgrades of walking routes across wider 
area, including a strong north-south route 
from station to town centre to Manor Farm 
2. Walking 
and the Lido, plus to schools, the football 
network 
clubs etc. Supported by the modal filters, 
plus other measures such as new/better 
crossings, lighting, resurfacing, wayfinding, 
traffic calming. 
Create grid of quiet neighbourhood streets 
for cycling, including potential quietways, 
3. Cycling 
supported by features such as modal filters, 
network 
traffic calming, surfacing, signage, and cycle 
crossings. 
4. Public 
Improved interchange zone at station (see 
transport 
overleaf). Upgrades to bus stop waiting 
environments across wider area where 
needed, in liaison with TfL Buses. 
5. Greening 
Creation of new pocket parks (e.g. building 
out corners of junctions for tree planting)   
Significant changes to several junctions to 
6. Junction 
address safety issues and improve 
improvements 
pedestrian movement. 
Pedestrian, cycling and urban realm 
7. High Street 
improvements (see separate plan), plus 
enhancements 
events programme with car-free days 
Highly visible behaviour change measures 
8. Travel 
supporting low emission modes and 
demand 
promoting active travel and public 
programme 
 
transport 
Tailored solutions to support businesses in 
9. Delivery & 
changing servicing habits, e.g. coordinating 
servicing 
supplier delivery, waste consolidation and a 
programme 
buyers club. 







14  
 
Travel behaviour change programmes 
LBH’s current programme of behaviour change initiatives is proposed to be enhanced, and new 
initiatives developed that are specifically tailored to the needs and existing travel habits of local 
people, based on analysis of the current socio-economic profile of the Ruislip neighbourhood 
population.  
Enhancing existing offer 
 Led walks 
‘Walk Hillingdon’ is the local walking for health scheme, providing free walks, led by trained 
leaders, designed to allow people to walk at their own pace. We propose recruiting and training 
  
 
 
more walk leaders and actively promoting the led walk programme to residents of Ruislip through 
advertising in the local area, at the proposed active travel hub, in GP surgeries, pharmacists, and 
through the residential personalised travel planning programme (PTP - see below).  
Led cycle rides 
LBH also offers a year-round calendar of cycling events, including led cycle rides. We propose 
organising more Family Rides and Medium Rides in and around Ruislip. These rides will be actively 
promoted through schools, the active travel hub, GP surgeries and through the residential PTP. We 
will also seek to expand the Brunel University Santander Cycle Hire Scheme. 
  
 
Cycle loan scheme  
Everyone who lives, works or studies in LBH is eligible for the LBH cycle loan scheme, which gives people a four-week trial of a bike plus equipment to 
demonstrate how cycling can fit into their lifestyle. We proposed to use the active travel hub as a facility for recycling bikes for use in the loan scheme, and will 
extend the range of bikes on offer to include electric bikes which have been shown to help elderly people maintain and enhance their mobility independence. 
We will also seek to  
School travel plans 
There are two schools within the Ruislip Neighbourhood programme direct catchment area, and a further seven on the periphery, all of which are engaged in 
the school travel planning process through Transport for London’s STARS (Sustainable Travel: Active, Responsible, Safe) accreditation programme. Of those 
four schools, Bishop Winnington Ingram Church of England Primary School is currently highest ranked in the London Borough of Hillingdon’s STARS league 
table, occupying 9th position overall and with a ‘Higher standards level – Silver’ award.  Sacred Heart Catholic Primary School is ranked in 19th position overall 
(with a Silver award) and Whiteheath Infant and Junior Schools are in 35th position with an ‘Engaged / Registered’ award. We will build on the school travel 
plan programme and TfL’s STARS accreditation programme by offering  tailored packages of support to the three schools, e.g. development and monitoring of 
travel plans, support with the organisation of travel planning events, and the opportunity to participate in events and training.  

15  
 
 
New behaviour change initiatives 
Residential Personalised Travel Planning (PTP) 
We propose planning and rolling-out a programme of door-to-door PTP for residents in Ruislip. PTP is a well-established method which encourages people to 
make healthier and more active travel choices. Residents within the Ruislip Neighbourhood programme would be visited by a trained travel advisor to talk 
about their existing travel habits and to identify ways in which they could make changes, for their benefit, to their regular journeys in and around Ruislip 
neighbourhood, whether to work, to school or to the shops. Forms of residential travel planning have taken place in London in Kingston, Sutton, Haringey and, 
most recently, Hackney. Previous projects have delivered up to a 10% reduction in single occupancy car use among the target population.  
Given the socio-demographic characteristics of the Ruislip Neighbourhood programme area (more older adults), a residential PTP programme will be an 
effective way of promoting and achieving the programme objectives across the whole area. For older adults a PTP programme translates into increased 
awareness of and confidence in their travel options, encouragement to lead independent lives, and increased use of active modes that directly benefit their 
health and wellbeing. Evidence from other PTP programmes shows that older residents are generally more likely to participate and there is more likely to be a 
reported increase in use of all active travel modes among participants aged 65 and over, compared with the baseline.  
Active travel hub 
An ‘active travel hub’ is proposed, potentially located in a vacant High Street unit. This will be publicly accessible as a base for Ruislip Neighbourhood 
programme activities including access to information about car sharing and car clubs, public transport, cycle training, bike maintenance, led walks and cycle 
rides. It could also contain a base for the cycle loan scheme (including ‘try before you buy’ e-bike loans) and a potentially a local consolidated delivery service.   
High Street events programme 
The London Borough of Hillingdon already has a year-round calendar of events promoting active travel, with some of these events taking place at locations 
within the Ruislip Neighbourhood programme catchment area (e.g. annual Teddy Bears Picnic event for schools at Manor Farm). We propose full use of Ruislip 
High Street as an exciting place for local activities and events, including closure of the High Street to cars for occasional temporary events, such as a street 
festival involving local businesses. This could include reinstating the Victorian Street Fair which used to take place here some years back; one of the biggest 
events of its type in London, drawing in many thousands of residents and visitors. 
Ruislip branding 
We will develop a strong, Ruislip-specific ‘brand’ for application across the different Ruislip Neighbourhood programme workstreams. This could be based on 
the area’s Metroland heritage, when rambling and walking in Ruislip’s countryside was widely promoted as a popular family day out. This will be used to: unify 
the different programme workstreams taking place, demonstrate the breadth and number of activities and raise the collective profile of the programme; and 
raise public awareness of various activities and understanding of the objectives of the wider programme. It can also be used for specific elements such as 
promoting using public transport to access the Ruislip countryside, in the manner of old Underground posters, as well as on lamp post banners, ghost signs, or 
other similar material. See overleaf for our inspiration and concepts. 
 








16  
 
 
 
 
 
 
 
 
 
 
 
Concept design for a Ruislip identity which could be applied to a behavioural change 
London Underground posters from the early 20th century 
campaign  

17  
 
Delivery and servicing planning 
We will work with range of independent and multinational organisations to understand their current operations and develop tailored solutions which will 
support businesses to modify their delivery servicing practices to reduce their impact. Improvements are likely to included coordinating supplier delivery times 
to reduce multiple deliveries to the street from companies, waste consolidation measures and the initiation of a buyers club for popular/common goods and 
services that could help facilitate reduced costs as well as vehicle movements.   
Constraints and Dependencies  
All designs will be pragmatic for ease of delivery, while also being visually appealing and contributing to local aesthetic quality. No unusual constraints have 
been identified in relation related to the measures proposed - all measures are tried and tested and do not have high risks in terms of construction or 
deliverability. 
Typical dependencies will apply, including: 
•  Planning processes as normal standard highways and public realm improvement schemes 
•  Consultation with stakeholders and the community 
•  Liaison with TfL Buses and Signals teams 
•  Highways approvals  
•  Licensing for parklet as items of street furniture 
 
 







21  
 
Commercial Case 
Procurement of the concept and feasibility design stages will be via tender. Detailed design of highways works will be undertaken using the Council’s term 
contractor who have been specifically appointed for detailed highways design, or could be undertaken via LoHAC which the Council has fully signed up to. 
For implementation, the Council will utilise their existing highways construction and maintenance contractors – this will ensure value for money as these 
contracts have been openly tendered in accordance with national and European procurement requirements. 
Financial Case  
The table overleaf summarises how the project will be funded using TfL and third-party budgets.  As highlighted, the scheme is likely to benefit from significant 
match-funding of (subject to approval) up to £970,000 from various sources including LIP, LBH’s own capital funds and S106. An additional £50,000 from the 
GLA Good Growth fund is also currently being used to fund the complementary ‘Empty Shops into Civic Assets Strategy’.  
 
 











27  
 
Submission Checklist 
 
Use the following checklist to confirm that the required documents have been provided as part of this bid  
#  
Item  
Included 
Comment   
1  
Completed Liveable Neighbourhoods Pro forma    

 
2  
Strategic site plan incl. location, boundary and land use 

See Appendix B 
3  
Healthy Streets Check  

See Appendix D 
4  
Plans(s) highlighting the proposed interventions 

See Appendix C 
5  
Site audit  

See Appendix B 
6  
Road danger reduction statement and collision plot  

See Appendix E 
7  
Crime reduction statement  

See Appendix F 
8  
Freight reduction proposals 

See Appendix G 
9  
Statement of support from the Borough  

See Appendix A 
10 
Summary of behaviour change initiatives  

See Appendix C