Transport and Accessibility
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North Quay Volume 1: Environmental Statement Main Report Chapter 7: Transport and Accessibility North Quay Chapter 7: Transport and Accessibility worst-case assessment across all modes of transport. The trips associated with the Maximum Transport TRANSPORT AND ACCESSIBILITY Scheme are also considered to present a reasonable worst-case assessment for the pedestrian analysis, as AUTHOR Steer the walking trips also account for those using public transport. ES Volume 3, Appendix: Transport and Accessibility: Annex 1: Legislation and Policy Context. An Indicative Scheme has also been developed which demonstrates one interpretation of the Parameters and SUPPORTING APPENDIX which represents a proportionate and realistic assessment for a quantum and mix of development which would Other Planning Application Documents: Transport Assessment (TA) – standalone document submitted alongside the OPA. be likely to come forward. The Indicative Scheme is considered within this ES chapter in terms of trip The assessment will address the potential for the following effects with regard to traffic generation, but only to demonstrate that both the ‘Maximum Traffic’ and ‘Maximum Public Transport’ scenarios and transport: provide a reasonable worst-case for assessment purposes. • Short- or medium-term disturbance to receptors arising from the construction works and associated traffic including an assessment of vehicle trips, movements Further details on the scenarios tested are provided in Table 7.2 of this Chapter. and safety during the enabling works and construction works period; • Changes to the flows of traffic on the local highway network when the Proposed Defining the Baseline KEY CONSIDERATIONS Development (Maximum Transport Scheme) is operational and any consequential effects on driver delay and highway safety; Baseline Condition • Change in the demand arising from the completed Proposed Development on This ES chapter assumes the year 2019 as the Baseline year. This represents the year within which the traffic Public Transport services; • Effects on pedestrian and cycling journeys, accessibility and facilities; and and pedestrian count surveys (which have been confirmed as being representative of baseline conditions by • Effects on pedestrians in terms of severance, delay, amenity, fear and intimidation TfL) were undertaken and provides a full calendar year of other transport data. Present-day transport baseline . LBTH’s Transport Planning Team Lead was consulted and agreed to the suggested conditions around the Site have been characterised by means of desktop research, surveys and a number of approaches on 6 April 2020. Further details are provided in ES Volume 1, Chapter 2: EIA Methodology) with key points agreed comprising: site visits. The following elements have been reviewed for the purpose of establishing the baseline conditions: • Assessment of the Proposed Development against a future traffic baseline and not against the existing baseline; • Collision data for the most recent publicly available three-year period up to and including December • A combination of both 2019 traffic survey data and future traffic flow data from TfL 2018, for roads within the vicinity of the Site and key routes forming part of the agreed Active Travel strategic LoHAM highway model has been obtained and used for the assessment; Zone; • It will be assumed all construction freight will be by road; and CONSULTATION • The setting of targets for river bus use will not be provided in the assessment. • A Public Transport Accessibility Level (PTAL) assessment of the Site; Other Consultation The assessment presented in this ES chapter has been undertaken following additional • The existing level of Public Transport capacity in the vicinity of the Site; consultation with LBTH and TfL in respect of the TA, in particular the approach to trip generation, assessment scenarios, highway and public transport modelling. Further • Traffic survey data (refer to Table 7.1); and details of the consultation with these key stakeholders, inclusive of their comments, are presented in the TA. • Pedestrian survey data conducted in 2016 and 2019 (refer to Table 7.1) The preparation of this ES Chapter has taken into consideration the consultation comments and feedback received. The existing transport networks within the vicinity of the Site have been reviewed, with primary focus on Hertsmere Road to the west, Upper Bank Street to the east and Aspen Way to the north of the Site, as these ASSESSMENT METHODOLOGY are the roads expected to be affected and form the agreed study area for junction capacity analysis with TfL. Outline Application Methodology Pedestrian and cycle routes to key destinations forming the Active Travel Zone (ATZ) were agreed with TfL Due to the outline nature of the OPA, the assessment presented in this chapter focuses on the reasonable and the LBTH, however, as per correspondence and agreement with TfL Spatial Planning their assessment worst-case scenario for transport and accessibility; that is a scenario which would generate the maximum has not been carried out due to the interruption caused by COVID-19 restrictions. Desktop research and number of trips based on the proposed use classes and their respective trip rates and mode shares, as well as previous Site observations have therefore been used to qualitatively assess pedestrian and cycle routes within the maximum proposed floor space areas. It was agreed with TfL and the LBTH that the land uses and floor the vicinity of the Site. areas within the Development Specification submitted as part of the OPA, which generate both the maximum The traffic survey data used for the assessment has been analysed to determine the weekday AM and PM quantum of vehicular trips (‘Maximum Traffic’) and public transport trips (‘Maximum Public Transport’) would peak hours of 08:00 to 09:00 and 17:00 to 18:00 respectively. Therefore, the highway and public transport be assessed. In working through the trip generation calculations, it transpired that both scenarios are generated impact assessments have focused on these hours to provide a reasonable worst-case assessment. from the same quantum and mix of development, comprising the maximum office and retail floorspace, with A summary of the surveys and timing undertaken is presented in Table 7.1. A plan showing the locations of the the remainder (up to the maximum site-wide floorspace) formed by serviced apartments. This is referred to as surveys is presented in Figure 7.1. These survey dates and timings were confirmed as acceptable with TfL’s the ‘Maximum Transport Generating’ i.e. Maximum Transport Scheme which has been assessed to provide a Network Performance Modelling Liaison. July 2020 | 7.1 North Quay Chapter 7: Transport and Accessibility Transport Survey Summary The Public Transport study area comprises all buses serving the local area within an 8 minute walk of the Site, Type of Survey Survey Locations Dates Time Periods which comprises the services on East India Dock Road to the north and on South and North Colonnade to the south. Impact on the following rail lines was assessed: Manual Classified Counts Aspen Way / Upper Bank Tuesday 3rd December 2019 07:00 – 10:00 (MCCs) Street 16:00 – 19:00 • Jubilee Line, Canary Wharf Station; th West India Dock Road / Tuesday 17 December • Hertsmere Road 2019 Elizabeth Line, Canary Wharf Station (future assessment based on published service information); and Aspen Way Footbridge Thursday 16th June 2016 07:00 – 10:00 • DLR, West India Quay and Poplar Stations. 16:00 – 19:00 Pedestrian Counts Traffic and Transport – Assessment Years Aspen Way / Upper Bank Tuesday 3rd December 2019 07:00 – 10:00 For the purposes of assessing the Public Transport rail network (Jubilee Line / DLR / Elizabeth Line) and Street 16:00 – 19:00 highway network in the future, it was agreed with TfL that Railplan v7.2 and the LoHAM (London Highway Assessment Model) strategic traffic model data should be used. Survey Location The Proposed Development is expected to be completed and operational by 2029, which forms the development’s future baseline, however the above strategic model outputs used in the assessment are provided for 2031 and 2041. The future transport baseline year of 2031 has therefore been used as it represents the first intersectional year for which strategic model outputs are provided and the Proposed Development is likely to be completed (i.e. 2029). For the purposes of the future baseline assessment, it has been agreed with TfL that all cumulative schemes (as presented in ES Volume 1, Chapter 2: EIA Methodology and ES Volume 3, Appendix: Introduction and EIA Methodology) are included within the 2031 data provided. Both the Railplan v7.2 and LoHam model uses population and employment forecasting from the London Transportation Study (LTS) v7.2 model. It is not possible to disaggregate the cumulative schemes from the 2031 Railplan v7.2 and LoHAM future baseline, so no future baseline with development assessment (excluding cumulative schemes) could be undertaken. Additionally, the future baseline provided by these models also includes 2007 North Quay Consented Scheme (the 2007 Consent), which was lawfully implemented in 2016. In order to assess the impact of the Proposed Development in isolation and without double counting of the 2007 Consent and the proposed scheme (Proposed Development) in the future baseline, the 2007 Consent’s trips have been removed from the local transport network prior to the Proposed Development trips being added. A robust