PROPOSED OFFICE DEVELOPMENT BRIDGE HOUSE UXBRIDGE

TRANSPORT ASSESSMENT

FEBRUARY 2016 PROPOSED OFFICE DEVELOPMENT BRIDGE HOUSE UXBRIDGE

TRANSPORT ASSESSMENT

FEBRUARY 2016

Project Code: LGUxbridge.1

Prepared by: John Gilby

Approved by: Paul Stocker

Issue Date: 16th February 2016

Status: FINAL

Mayer Brown Limited, Lion House, Oriental Road, Woking, Surrey GU22 8AR Telephone 01483 750508 Fax 01483 750437 [email protected] www.mayerbrown.co.uk Proposed Office Development Bridge House, Uxbridge Transport Assessment

List of Contents

Sections

1 Introduction ...... 1 2 Policy Context ...... 5 3 Site Location and Existing Issues ...... 9 4 Development Proposals ...... 21 5 Traffic Attraction ...... 29 6 Junction Modelling ...... 37 7 Summary and Conclusions ...... 44

Figures

Figure 1.1: Site Location in Relation to Local Highway Network ...... 2 Figure 1.2: Site Plan ...... 3 Figure 3.1: Cycle Facility Plan ...... 14 Figure 3.2: PTAL Map Extract - UB8 1HS ...... 16 Figure 3.3: Simplified Public Transport Catchment Diagram ...... 17 Figure 3.4: Public Transport Journey Times – Central PTAL 3 Location ...... 18 Figure 3.5: Public Transport Journey Times – Bridge House ...... 18 Figure 3.6: Accident Location Plan ...... 20 Figure 5.1: Pro-rata Additional Development Traffic Distribution – AM Peak ...... 33 Figure 5.2: Pro-rata Additional Development Traffic Distribution – PM Peak ...... 33 Figure 5.3: Additional Development Traffic Network Distribution – AM Peak ...... 35 Figure 5.4: Additional Development Traffic Network Distribution – PM Peak ...... 36 Tables

Table 3.1: Accessible Rail Services ...... 10 Table 4.1: Parking Provision Breakdown ...... 23 Table 4.2: Modal Split for Uxbridge South Ward ...... 26 Table 5.1: Site Access - Existing Traffic Attraction and Queuing ...... 29 Table 5.2: A4020 - Existing Traffic Attraction and Queuing...... 29 Table 5.3: TRICS Sites Parking Ratio Comparison...... 30 Table 5.4: Predicted Existing Trips Based on 9,009 GFA ...... 30 Table 5.5: Predicted Additional Trips Based on +11,781 GFA ...... 31 Table 5.6: Comparison of Census vs TRICS Peak Hour Multi-Modal Splits ...... 31 Table 5.7: Predicted Additional Traffic Attraction Based on Parking Trip Rates ...... 31 Table 5.8: Proposed Parking Accumulation ...... 32 Table 5.9: Predicted Additional Traffic Attraction Based on Pro-Rata Increase ...... 33 Table 6.1: Linsig Modelling Results – 2014 Base Traffic Scenario ...... 38 Table 6.2: Linsig Modelling Results – 2014 Base + Development Traffic Scenario ... 39 Table 6.3: Linsig Modelling Results – 2014 Base + Development Traffic Scenario with Amended Cycle Times ...... 40 Table 6.4: TEMPRO Growth Factors ...... 41 Table 6.5: Linsig Modelling Results – 2018 Base + Development Traffic Scenario with Amended Cycle Times ...... 42 Table 6.6: Linsig Modelling Results – 2023 Base + Development Traffic Scenario with Amended Cycle Times ...... 42 Appendices

APPENDIX A: Scoping Report APPENDIX B: LBH Scoping Feedback APPENDIX C: TfL Scoping Feedback APPENDIX D: PERS Audit APPENDIX E: PTAL Assessment APPENDIX F: Accident Statistics APPENDIX G: Census Data APPENDIX H: Xerox Staff Travel Plan APPENDIX I: Survey Data APPENDIX J: TRICS Assessment APPENDIX K: Signal Timing Sheets APPENDIX L: Linsig Modelling Outputs Proposed Office Development Bridge House, Uxbridge Transport Assessment

1 Introduction

1.1 Mayer Brown Ltd has been commissioned by Legal & General Assurance (Pensions Management) Ltd to prepare this Transport Assessment (TA) for the proposed redevelopment of Bridge House in Uxbridge.

1.2 The development proposals and the scope of this assessment have been developed through, and reflect, extensive pre-application scoping discussions that have been held with Hillingdon Council (LBH), Transport for London (TfL) and the GLA at various pre- application meetings. The draft transport Scoping Report submitted to TfL and LBH and copies of the feedback received from LBH and TfL during the pre-application process are contained in Appendices A, B and C respectively.

1.3 During these discussions, LBH requested that, as part of the TA, the wider highway network between the A40 Denham Roundabout to the north and the Mahjacks Roundabout to the south be modelled covering the following junctions: • A40/A4020 Oxford Road, Denham Roundabout • A4020 Oxford Road/DfT Depot Access • A4020 Oxford Road/KFC Accesses 1 and 2 • A4020 Oxford Road/Garden Centre access (entry only) • A4020 Oxford Road/New Denham Community Centre Access • A4020 Oxford Road/Knighton Way Lane junction • A4020 Oxford Road/Newton Road junction • A4020 Oxford Road NB/Esso PFS access • Esso PFS access/Newton Road junction • A4020 Oxford Road/Oakside/MacDonalds Access • A4020 Oxford Road/Phoenix Office Access • A4020 Oxford Road/Service Road junction • A4020 Oxford Road/Willow Avenue junction • A4020 Oxford Road/Rivermean Office Access junction • A4020 Oxford Road/Site Access junction • A4020 Oxford Road/Sanderson Road junction • Left in left out access to office development from A4020 Oxford Road • A4020 Oxford Road/Osbourne Road Left in left out junction • Oxford Road Roundabout • Mahjacks Roundabout

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1.4 As set out later in this report, the proposals will have minimal impact on the operation of the immediate junctions on the local highway network and on the wider highway network; with the most significant impact being generated by general background traffic growth in the area.

1.5 On this basis, it is considered that the need for to model the extensive road network set out above is unnecessary and onerous in the light of the findings of this report and that therefore the highways impact of the proposals have been adequately assessed by the contents of this TA.

1.6 The site in relation to the local highway network is illustrated in Figure 1.1 below:

Bridge House

Figure 1.1: Site Location in Relation to Local Highway Network

1.7 Bridge House is located on a site that is currently leased to Xerox and consists of the Bridge House office building (B1a use) and its associated multi-storey car park, the Riverview Building and the Waterside Building. A plan of the site is provided in Figure 1.2 below:

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Figure 1.2: Site Plan

1.8 The Bridge House building has been identified as being in need of modernisation, and the proposals comprise the redevelopment of Bridge House resulting in the following changes to the existing floor area and parking provision at Bridge House: • an additional 11,781sqm GIA floor area • an additional 135 parking spaces within the red line boundary • 21 disabled bays • 35 motorised two-wheeler bays • 187 cycle parking spaces • 198 lockers including 11 general use lockers • 28 staff showers and changing facilities

1.9 An important element of the scheme is the proposed improvements to the site’s canal frontage. The canal area, which is currently separated from the development by a security fence, will be opened up into a new public space. This will include improved access to/from Oxford Road and the development site in the form of a ramp and steps. A new café will also be introduced on the corner of the building. These improvements will make the canal area and towpath more attractive to use by creating activity and providing linkage between the canal, the site and the town centre.

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1.10 This TA has been written with reference to TfL’s online TA Best Practice Guidance, the National Planning Policy Framework (NPPF), and London Plan and relevant LBH policy documents to consider the highways and transportation implications of the proposals and the remainder of this report is divided into the following sections: • Site Location and Accessibility • Policy Context • Development Proposals • Traffic Impact • Junction Modelling • Summary and Conclusions

1.11 This report concludes that: • the site is accessible to Uxbridge town centre and its public transport facilities • the site is accessible by foot and by cycle • the site’s increase car parking provision accords with LBH/London Plan parking policy • the proposed non-car parking provision will exceed LBH/London Plan standards • significant improvements will be introduced creating better pedestrian and cycle access to the canal and local cycle routes • electric vehicle charging point provision will exceed London Plan standards • the site will operate a new staff Travel Plan to provide effective incentives to encourage the use of sustainable travel modes • the residual cumulative impacts of proposals will have no detrimental impact on the existing or future operation of the local highway network

1.12 It is therefore considered that there are no highways or transportation related reasons why the proposed residential development should not be permitted.

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2 Policy Context

2.1 This section contains a review of relevant transport policy and guidance, which has been examined to provide context for the assessment of the proposals.

National Policy

National Planning Policy Framework (NPPF)

2.2 The NPPF was adopted in March 2012 and replaced national planning policy guidance and statements with a single document.

2.3 Paragraphs 7 and 14 of the NPPF contain an overarching presumption in favour of sustainable development.

2.4 The NPPF sets aims for a transport system balanced in favour of sustainable transport modes, in order to give people a real choice about how they travel. It also encourages solutions which support reductions in greenhouse gas emissions and reduce congestion (Paragraph 29 and 30).

2.5 Paragraph 32 of NPPF states that: • "All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether: • The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • Safe and suitable access to the site can be achieved for all people; and • Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe."

2.6 The NPPF sets out in Paragraph 35 that those developments which generate significant movement should be located where the need to travel can be minimised and the use of sustainable transport modes can be maximised:

“Developments should be located and designed where practical to: • Accommodate the efficient delivery of goods and supplies; • Give priority to pedestrian and cycle movements, and have access to high quality public transport facilities;

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• Create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians; avoiding street clutter and where appropriate establishing home zones; • Incorporate facilities for charging plug-in and other ultra-low emission vehicles; and • Consider the needs of people with disabilities by all modes of transport.”

2.7 The NPPF states in Paragraph 36 that Travel Plans are considered a key tool in achieving the sustainable development, and should be provided where developments generate significant amounts of movement.

2.8 The proposals will provide an updated and improved travel plan, safe and improved pedestrian and cycle access arrangements and facilities, electric vehicle charging facilities and improved vehicular access.

2.9 It is therefore considered that the proposals are sustainable and thus comply with the overarching aims of the NPPF.

National Planning Practice Guidance (NPPG)

2.10 The NPPG introduced in March 2014 to provide an online resource supporting the NPPF and emphasises the importance of bringing brownfield land into use.

2.11 The guidance includes advice on when Transport Assessments and Transport Statements are required.

2.12 The development proposals comprise redeveloping a brown field site in accordance with the NPPG.

Regional Policy

The London Plan

2.13 The latest edition of The London Plan entitled Further Alterations to the London Plan (FALP) was introduced in March 2015 and aims to ensure that London's transport is easy, safe and convenient for everyone and actively encourages more walking and cycling.

2.14 The London Plan recognises role transport plays in addressing planning, environmental, economic and social policy.

2.15 Policy 6.1 of the London Plan states the importance of closer integration of transport and development and hopes to encourage this by:

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• "Encouraging patterns of development that reduce the need to travel, especially by car; • Seeking to improve the capacity and accessibility of public transport, walking and cycling, particularly in areas of greatest demand; • Supporting development that generates high levels of trips only at locations with high levels of public transport accessibility, either currently or via committed, funded improvements; • Improving interchange between different form of transport, particularly around major rail and Underground stations, especially where this will enhance connectivity in outer London; • Facilitating the efficient distribution of freight whilst minimising its impacts on the transport network; • Supporting measures that encourage shifts to more sustainable modes and appropriate demand management; • Promoting greater use of low carbon technology so that C02 and other contributors to global warming are reduced; • Promoting walking by ensuring an improved urban realm; and • Seeking to ensure that all parts of the public transport network can be used safely, easily and with dignity by all Londoners, including by securing step-free access where this is appropriate and practicable"

2.16 Regarding cycling, Policy 6.9 seeks to bring about a major increase in cycling such that it accounts 5% of modal share by 2026. Development should provide on-site changing facilities and showers, assist with facilitating growth of the cycle hire scheme and contribute positivity towards an integrated cycling network.

2.17 Regarding journeys on foot, Policy 6.10 states that "development proposals should ensure high quality pedestrian environments and emphasise the quality of the pedestrian and street space."

2.18 The proposals will greatly improve the existing cycle parking facilities and showering and changing facilities at the site, and also incorporate significant improvements to the cycle and pedestrian access at the site.

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Local Detailed Policy

2.19 Table 5.4 ‘Future of Uxbridge Town Centre’ contained in the Local Plan - Part 1 Strategic Policies (Adopted November 2012) states:

“While the centre is accessible by both public and private transport, there are restricted parking ratios when compared with competing centres outside Greater London. Building owners are reluctant to give up the historic parking ratios attached to existing buildings in Uxbridge and this actively discourages stock renewal in the town centre. Uxbridge both competes with and benefits from Uxbridge Business Park, which is situated just over the border in South Bucks. There is a shortage of good quality office stock in Uxbridge, although it is still considered as a viable office location”

2.20 The principle aim of this development is to revitalise this office location whilst providing a viable operational parking provision that will bring the site more in line with LBH’s current parking standards and also complies with the emergent TfL and LB Hillingdon parking policy. The proposals are thus considered to be in line with the future strategic aims of LBH’s Local Plan.

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3 Site Location and Existing Issues

3.1 The site is situated approximately 500m northwest from the centre of Uxbridge in the London Borough of Hillingdon and has direct vehicular access onto the A4020 Oxford Road. The site is bounded by the River Colne to the north, Oxford Road to the east and the Grand Union Canal to the south.

3.2 Bridge House, in its current 6-storey office building configuration, provides a floor area of 9,009sqm GIA and is supported within the planning application’s proposed red line by a total of 276 parking spaces, a parking ratio of 1 space/33sqm. This significantly exceeds LBH and the GLA’s current parking policy standards.

3.3 The application site consists of the Bridge House office building (B1a use) and its associated multi-storey car park and surface parking. From Bridge House, an internal access route leads south to the Riverview building and the Waterside building and their associated parking areas. All three buildings on the site are currently leased to Xerox and share the same access onto the A4020.

3.4 Current transportation issues at the site include constrained access arrangement due to the proximity of the River Colne and Grans Union Canal and restricted pedestrian/cycle access from the canal into the site.

3.5 As established below, the site has good pedestrian and cycle links into the centre of Uxbridge and to local residential areas, and is well served by public transport.

Site Accessibility

Vehicular Access

3.6 The site is served by a single vehicular access taken directly from the A4020 to the north. The layout of the access currently consists of an unsignalised priority junction incorporating a substandard right turn lane on the A4020. This right turn lane is substandard in terms of its width and length; however (as set out later in this report) there is scope for widening and lengthening this feature of the site access junction.

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3.7 Opportunities for improvements to the existing site access arrangements are constrained by the close proximity of the River Colne and the Grand Union Canal on the western and eastern borders of the site respectively, the bridges carrying the A4020 over these waterways to the north of the site and the buildings of the Riverside Way industrial estate to the south of the site. Notwithstanding this and as set out later in this report, effective improvements to the existing site access will be implemented as part of the development proposals including the introduction of separate right and left turn lanes at the site access.

Non-Car Accessibility

3.8 The site is accessible by non-car modes of transport. There are very good bus and rail facilities located within easy walking distance (640m or an 8 min walk at a leisurely walking speed of 80m/min) of the site including Uxbridge Station and the numerous bus stops located in the centre of Uxbridge.

3.9 These bus stops provide access to numerous bus services including the U1, U3, U4, U5, U7, 222, 331 and 427 bus routes which provide frequent services to and from the centre of Uxbridge throughout the local area. These routes operate at an average of more than 5 buses per hour.

3.10 To access the town centre bus stops requires staff at the site to cross the signalised A4020/Sanderson Rd crossroad junction to the southeast. This is easily achieved via the high quality signalised pedestrian crossings provided at this junction.

3.11 Uxbridge Railway Station is located a walk of approximately 715m or 9 minutes to the southeast of the site. This station provides the terminus to the Metropolitan and Piccadilly London Underground lines in the area. The frequency of the rail services at this station is illustrated in the following table: Underground Line AM Peak PM Peak Saturday Sunday Metropolitan 10 trains/hour 9 trains/hour 8 trains/hour 8 trains/hour Piccadilly 7 trains/hour 4 trains/hour 3 trains/hour 3 trains/hour Table 3.1: Accessible Rail Services

3.12 The site is accessible by cycle. The National Cycle Route 6 (NCR 6) and a TfL Quietway runs along the route of the Grand Union Canal past the site. NCR 6 passes through Watford, Luton, Milton Keynes, Northampton, Market Harborough, Leicester, Derby, Nottingham, Worksop, Sheffield, Manchester, Blackburn, Preston, Lancaster, Kendal and Windermere. In addition, a marked on-road cycle route runs from the A4020 outside the site into the centre of Uxbridge.

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3.13 Access to the canal will be improved as part of the proposals which, in addition to providing better cycle and pedestrian access to the site, will also provide generous benefits in terms of access between the canal and Uxbridge town centre.

3.14 The site has good pedestrian links with signalised pedestrian crossing facilities at the A4020/Sanderson road junction and crossing island facilities across the A4020 to the northwest of the site.

3.15 The site is located in an area with a Public Transport Access Level (PTAL) which ranges from 1b (or low) to 3 (or Good) (on a scale of 1 to 6b, where 6b is ‘excellent’).

Pedestrian Environment Review System (PERS) Audit

3.16 TRL have undertaken a PERS audit of the local highway network in the vicinity of the site, the scope of which was agreed in advance with TfL. The route covered by the PERS audit is shown on drawing LGUxbridge.1/01 located at the rear of this report. The full results of the PERS audit are provided in Appendix D and a summary of the findings is provided below.

3.17 As part of the PERS audit, collision data for 60 months up to March 2014 was provided to TRL for review for the Oxford Road area between Willow Avenue and to the immediate south of the junction with Sanderson Road. During this time there were no recorded collisions that involved or resulted in a pedestrian collision and as such no collision review was undertaken.

3.18 This finding confirms our conclusions in paragraph 3.51, namely that there is a low traffic accident rate in the area and that there are no significant road safety issues related to the existing operation of the site access.

3.19 The PERS audit team made the following general observations regarding the accessibility and attractiveness of the pedestrian environment: • “The footway and crossing provisions were observed to cope with the majority of pedestrian flows in terms of capacity at the time of site visit, including during the peak periods, bar a number of minor road crossings where capacity was significantly low, particularly at the northern end of audit area • Pedestrian flows were moderate to high throughout the day with movements occurring at regular intervals. However, it is likely that pedestrian movements during the night will lower with possible feelings of isolation

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• Vehicle flows on A4020 Oxford Road were moderate to high with regular movements that resulted in limited gaps that prohibits informal crossing. In free flow conditions it was perceived by the audit team that vehicles travelled in excess of the posted speed limit of 30mph on occasion • The vehicle flows on High Street were moderate on the section between Harefield Road and Belmont Road with gaps available in the traffic flow to allow informal crossing, but this does occur amongst waiting buses and parked vehicles that reduces sightlines and increases the potential for conflict • In general the quality of the footway provision and material use is high around the London Underground Station but worsens towards to the northern end of High Street and on A4020 Oxford Road, in particular the western side of A4020 Oxford Road between One Oxford Road and the audit extent is in poor condition”

3.20 In summary the PERS assessment has found that on Oxford Road pedestrian flows are mainly tidal movements in the AM and PM both toward the Stations in Uxbridge and the bus stops at the northern end of the audit area. Outside of peak times pedestrian movements were observed to be very low.

Links

3.21 The PERS assessment results indicate that the link provision around the development site and to the north-west is poor. The links to the south-east of the development site tended to score better, achieving three Red, three Amber and one Green rating which indicate that the link provision towards Uxbridge Underground Station from the site tends to be poor, average or good.

Crossings

3.22 The PERS assessment has shown that overall crossing provision is mixed throughout the audit area with an equal split between Red and Amber Ratings which indicates that the crossing provision within the audit area is poor or average.

Public Transport Waiting Areas

3.23 The PERS assessment results indicated that on the whole the PTWA provision within the audit area is average to good.

Interchanges

3.24 The interchange review identified that both interchanges were identical and attained an Amber RAG Rating indicating that on the whole the interchanges are of acceptable provision.

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Public Spaces

3.25 The public space review has shown one space attained a Red RAG Rating (albeit with a positive score) and the other an Amber RAG rating, indicating on the whole that this public space is of acceptable provision.

Conclusions

3.26 The PERS assessment concludes that the majority of the current footways, crossings, bus stops and rail terminus interchanges cope with current demand levels, although several recommendations have been made where improvements could be made improve the safety, legibility and comfort of the street environment for pedestrians. These mainly relate to the footways along the A4020 Oxford Road to the north of the site, and not along the expected main route of pedestrians accessing the site, i.e. from the centre of Uxbridge to the southeast.

3.27 The majority of recommendations relate to basic maintenance issues, for example poor/uneven surface treatment, encroachment of vegetation onto footways, litter, gum stains and graffiti damage. The Council can easily remedy these general maintenance issues by basic street cleaning, cutting back of vegetation and resurfacing.

3.28 Minor issues regarding lack of or misaligned tactile paving, poor quality dropped kerbs and the lack of provision of colour contrasting materials have also been identified and again can be easily remedied.

3.29 To improve pedestrian permeability, the PERS assessment recommends that the provision of mid-link crossing facilities on Links 4/5 (located on the A4020 to the north of the site) and Links 9/10 should be investigated and consequently should be the focus of any s106 contributions arising from the application.

Cyclist Environment Review

3.30 A review has also been made of the cycle facilities along the same route as the PERS audit from on-site observations and desktop analysis.

3.31 On-road cycle lanes are provided on the A4020 to the east of the site access along with ramps to access the canal towpath.

3.32 Advanced stop lines and on-road cycle lanes are provided at the A4020/Sanderson Road signal junction, with the on-road cycle lanes continuing along Oxford Road to, at and beyond the A4020/Harefield Road roundabout to the south.

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3.33 A direct one-way cycle route is provided just to the east of the A4020/Sanderson Road junction leading to the town centre high street and as mentioned previously he National Cycle Route 6 (NCR 6) and a TfL Quietway runs along the route of the Grand Union Canal past the site.

3.34 It is therefore evident that, as illustrated below, the site is highly accessible by cyclists:

Site Location Off-road Cycle Route

NCR6

On-road Cycle Route

Figure 3.1: Cycle Facility Plan

3.35 The development proposals will improvement to the existing site access junction off the A4020 Oxford Road and the development’s proposed improvements to the site frontage will provide improved pedestrian access from the footway along the A4020.

3.36 The proposals will also improve the connectivity between the site and the towpath/NCR 6 which runs along the route of the Grand Union Canal past the site. A ramped access will be provided from the towpath into the site for bicycles and disabled users, with steps provide for pedestrians.

3.37 The attractiveness of the canal towpath in the vicinity of the site will also be improved by landscaping to further encourage pedestrian and cycle use.

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Accessibility Summary

3.38 In summary, Bridge House is accessible to staff using the sustainable transport modes available in the centre of Uxbridge and this is supported by the site’s PTAL rating of up to 3, which indicates an average level of accessibility to the public transport network for an inner London site. However, given that Uxbridge is located in outer London on the edge of the GLA area, this PTAL rating is considered misleading and gives high weighting for a site on the outskirts of London. This assumption is supported by data obtained from the National Census data for the area which shows that 52% travel to work in the area by non-car modes.

3.39 A copy of the site’s PTAL rating obtained from TfL’s Web-based Connectivity Assessment Toolkit (WebCAT) is contained within Appendix E of this report, and an extract of the obtained PTAL map is provided below. This illustrates the close proximity of the boundary of the PTAL coverage area to the site and also illustrates that while Bridge House is in a PTAL 3 (green) area, the Riverview and Waterside buildings to the south of Bridge House are located in low accessibility PTAL 1b (purple) areas:

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Figure 3.2: PTAL Map Extract - UB8 1HS

3.40 As illustrated in Figure 3.2 above, the site has a unique location on the very edge of the boundary between the London Borough of Uxbridge and Buckinghamshire (indeed on the very edge of the GLA area boundary). Therefore it must also be taken into account that, as illustrated in Figure 3.2 below, the site can only be accessed via London’s excellent public transportation system to and from destinations towards the east and thus will have a significantly more limited public transport coverage compared to a similar PTAL 3 site situated in a central London location.

3.41 It is therefore expected that trips originating from the northwest (the grey area on Figures 3.2 and 3.3) would have significantly less opportunity to travel to the site by public transport and hence the majority of trips for the area would be made by private car via the M25/M40 SRN:

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GLA Boundary

Bridge House

Central PTAL 3 Location

Figure 3.3: Simplified Public Transport Catchment Diagram

3.42 This assumption is backed up by data from the 2011 Census for the Uxbridge South Ward which confirms that 47.6% of commuter trips in the ward consist of private car drivers compared to a figure of 29.5% for the London region as a whole.

3.43 Furthermore, Time Mapping (TIM) information extracted from WebCAT is provided in Figures 3.4 and 3.5 below. This provides a clear illustration of the larger area of easily accessible London locations within the catchment area of a central PTAL 3 site compared to Bridge House’s edge of London location:

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Figure 3.4: Public Transport Journey Times – Central PTAL 3 Location

Figure 3.5: Public Transport Journey Times – Bridge House

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3.44 It is therefore clearly evident that there is an operational need to provide adequate parking provision at the site and that therefore it is justifiable to apply a more flexible approach to maximum allowable parking standards at this site. This approach is supported by emerging parking policy contained within the London Plan 2011 Implementation Framework – Town Centres Supplementary Planning Guidance (July 2014) which states on pages 90-91 Road Network and Parking – Office Parking:

“The lack of adequate parking is highlighted as a key contributor to the difficulties outer London’s town centres and office locations face in maintaining existing, and attracting new office development and occupiers. It is one factor that may put outer London at a disadvantage in attracting businesses relative to neighbouring locations beyond the GLA area. The Outer London Commission noted also the considerable differential in office parking standards either side of the London boundary.

London Plan Policy 6.13Ed seeks to make the link between the Plan’s policies to realise Outer London’s potential and those concerned with office parking. The standards span a wide range (1 space per 100 – 600 sqm) to take into account differences in local circumstances with scope to go up to 1 space per 50 sqm if this can be justified through the process set out in policy 6.13Ed. To assist in the interpretation of policy 6.13Ed TfL can provide practical support to boroughs in conducting assessments, for example by sharing analysis of public transport access or congestion levels (see Figure 4.4). A more detailed matrix of factors which TfL suggests should be taken into account is set out in Appendix D.”

3.45 This approach is also supported by emerging parking policy contained within Hillingdon Council’s emerging Local Plan Part 2 – Development Management Policies (24th September) which states generally acceptable car parking standards for Hillingdon of 1 space per 50-100sqm GFA. The emergent Hillingdon policy also states that:

“Uxbridge is a key centre for the office market in West London and more generous levels of parking are necessary in order to compete with neighbouring local authorities outside London.”

3.46 In accordance with the above emerging policy, the proposed parking at the site has been set at a level in line with a ratio of 1 space/50sqm and TfL have confirmed that the applicant’s approach to parking provision at the site is consistent with London Plan policy 6.13 and the Mayor’s Town Centre SPG.

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Accident Analysis

3.47 Accident history data of the A4020 in the vicinity of the site access and at the A4020/Sanderson Road junction covering a 5 year period to 31/03/2014 has previously been obtained from TfL and is included as Appendix F.

3.48 A total of 6 accidents were recorded and the location of these accidents are illustrated in Figure 3.6 below:

Figure 3.6: Accident Location Plan

3.49 The accidents statistics showed that only 6 accidents of slight severity occurred during the 5 year period.

3.50 This is considered to be a low accident rate and indicates that there are no significant road safety issues related to the operation of the site access.

3.51 Given that, as set out later in this report, the proposals will have no material impact on the site access junction’s capacities or queues, it can be expected that the proposals are unlikely to materially change this situation.

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4 Development Proposals

4.1 As set out above, Bridge House currently accommodates a 6-storey office development of 9,009sqm GIA with a parking ratio of 1 space/33sqm GIA. The proposals comprise the reconstruction of Bridge House to provide an office development of approximately 20,790sqm GIA including the creation of a shared café/cafeteria overlooking the canal for all the use buildings on the site (and the general public at weekends).

4.2 The proposed office building will be supported by an enlarged multi-storey car park accommodating 390 vehicles, including 19 disabled parking bays, and 21 surface parking bays, including 2 disabled bays located adjacent to the main entrance of the site. This represents an increase in parking on the site of 135 spaces and represents an overall parking ratio of 1 space/51sqm GIA. Access to the remainder of the site will remain unchanged.

4.3 The guidance on electric vehicle charging facilities set out in the London Plan states that parking bays with electric vehicle charging facilities should be provided at a ratio of at least 1 space per 5 overall spaces (411/5 = 82 spaces), and parking bays the passive provision to install charging facilities at a later date should be provided at a ratio of a further 1 in 10 overall spaces ((411-82)/10 = 33 spaces). The development proposals will greatly exceed the guidance set out in the London Plan by providing 111 parking bays with electric vehicle charging facilities and 48 parking bays with a passive provision ensuring that the scheme is sustainable.

4.4 The proposals will also provide a significant improvement to the site’s cycle and changing facilities making it more attractive for staff and visitors access the site on foot or by cycle by providing: • 35 motorised two-wheeler parking bays, in excess of LBH’s requirement of 1 motorised two-wheeler space / 20 car parking spaces • 187 cycle spaces (including 93 Brompton lockers and 80 double stacked spaces). This provision is a significant improvement over the existing cycle parking provision at the site, and exceeds the minimum B1 cycle parking standards set out in the London Plan of 1 long stay space/150sqm and 1 short stay space/500sqm (to a threshold of 5,000sqm and 1 additional short stay space per 5,000sqm thereafter) • Of the above cycle parking 14 (7%) will be designated at accessible spaces for use by disabled cyclists, in excess of the 5% requirement set out in TfL guidance. These spaces will be provided by 7 Sheffield stands spaced 1,200mm apart

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• 198 lockers including 11 lockers for general use • 28 showers

4.5 In addition, cycle parking provision for the proposed cafeteria will be provided at a ratio of 1 long-stay space per 175sqm and 1 short-stay space per 40sqm in accordance with London Plan standards.

4.6 All cycle parking will be designed in line with the latest London Cycle Design Standards (LCDS) and all cycle parking will be located in areas that can be accessed safely and conveniently by cyclists. The cycle parking will also be located in well lit, covered locations under CCTV surveillance. Staff cycle parking will be located at basement level with visitor cycle parking located outside the building. Any external door used to allow access to cycle parking areas will be at least 2m wide.

4.7 In addition, as set out in the introduction to this report, the proposals will also improve the connectivity between the site and the towpath/NCR 6 which runs along the route of the Grand Union Canal past the site. A ramped access will be provided from the towpath into the site for bicycles and disabled users, with steps provide for pedestrians. As set out in Table 3.1 below, the proposals will also result in a significant increase in the overall disabled parking provision across the site.

4.8 The attractiveness of the canal towpath in the vicinity of the site will also be improved by landscaping to further encourage pedestrian and cycle use.

Site Access Improvements

4.9 The development proposals include improvements to the existing site access junction off the A4020 Oxford Road. As illustrated on drawing MBSK151202-3A, the development’s proposed improvements to the site frontage will provided improved pedestrian access from the footway along the A4020 and will allow the site access to be widened to incorporate a separate right and left turn lane for vehicles exiting the site, increasing the capacity of the junction.

4.10 As a safety benefit, the existing guardrail between the footway and the A4020 will be extended along the site frontage. The extended guardrail will be set back from the kerb to ensure that it does not restrict the visibility splays from the site access junction.

4.11 The minimum visibility splay recommended in Manual for Streets of 2.4m x 43m for a 30mph speed limit is achievable in both directions along the A4020 from the proposed site access.

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Potential Site Access Improvements

4.12 Drawing MBSK140815-1 located at the back of this report demonstrates that there is the potential to lengthen and widen the existing substandard right turn lane at the site access junction, without the need to widen the carriageway.

4.13 The increase right turn lane length would provide a modest benefit to right turn manoeuvres into the site, whilst still allowing the free movement of through traffic along the A4020.

Parking

4.14 Bridge House currently has a parking ratio of 1 space/33sqm GIA and the proposals will result in lower parking ratio of 1 space/51sqm GIA at Bridge House. A detailed breakdown of the existing and proposed parking provisions is set out below:

Standard Disabled % Existing Parking Provision Total Bays Bays Disabled

Surface Spaces 25 5 30 16.7%

MSCP 246 0 246 0.0% Line

Within Red Total 271 5 276 1.8%

Surface Spaces 259 12 271 4.4% Site Rest of Rest of

Total 530 17 547 3.1%

Proposed Parking Standard Disabled % Total Provision Bays Bays Disabled

Surface Spaces 19 2 21 9.5%

MSCP 371 19 390 4.9% Line

Within Red Total 390 21 411 5.1%

Surface Spaces 259 12 271 4.4% Site Rest of Rest of

Total 649 33 682 4.8%

Difference +119 +16 +135 +1.7%

Table 4.1: Parking Provision Breakdown

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4.15 As shown above, the proposed parking provision will bring the site more in line with LB Hillingdon’s current parking standard for new B1 office space of 1 space/100sqm, and also complies with the emergent TfL and LB Hillingdon parking policy set out previously in Section 2 of this report. The proposed parking provision is thus considered beneficial in planning terms.

4.16 As set out previously, the site is located close to the border between LB Hillingdon and South Buckinghamshire District Council (SBDC). SBDC’s Draft Buckinghamshire County Wide Guidance 2014 has a maximum parking standard for new B1 office developments of 1 space per 33sqm, and taking the above into account the flexibility in parking provision justified at the site by its edge of London location and the emergent parking policy set out previously, it is concluded that the proposed parking provision is justified and accords with LB Hillingdon and TfL parking policy.

Construction

4.17 A Construction Vehicle Management Plan (CVMP) will be provided and secured via planning condition or a Section 106 agreement. This will ensure that any traffic impacts arising from the construction phases are appropriately managed and, where possible, to minimise any impact on footways, highway, existing services and lighting columns, with control measures adopted where necessary.

4.18 During construction Heavy Goods Vehicle (HGV) traffic would access the site. To minimise impact, these would, where possible, be routed away from sensitive locations such as dense residential areas, schools, etc.

4.19 The majority of construction traffic will be routed to the site using the principal "A" road network, thus providing the quickest routes to the M40 and orbital M25 motorways. The application site benefits from being located immediately adjacent to the A4020 Oxford Road which provides a principal "A" road network link directly to the site. It is therefore expected that there will be a minimal highways and transportation impact on the local highway network during the construction phases.

4.20 Safety measures such as sheeting and washing down would be observed to minimise the spread of foreign materials onto the highway network. This would be managed through the CVMP for the construction period.

4.21 It is generally found that the number of construction vehicles is significant lower than the long-term traffic attraction of a site and every effort will be made to minimise HGV movements.

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4.22 A series of mitigation measures would be implemented to reduce the temporary adverse potential construction traffic impacts. These will include inter alia: • agreeing construction traffic routing with the Local Planning Authority • ensuring “just-in-time” deliveries • providing for sheeting and washing of vehicles to prevent mud on roads • keeping the level of construction traffic at the site at any one time to a minimum

4.23 As part of the construction process there will be a need for temporary traffic management to be implemented on the A4020 as a result of the works to implement the improved site access junction. The temporary traffic management will have an impact on the movement of vehicles within the immediate vicinity of these locations during this temporary period.

4.24 Traffic management will be agreed with LBH and TfL as appropriate and will be provided in accordance with appropriate traffic management practices to ensure that any disruption to drivers is kept to a minimum.

4.25 With respect to construction worker trips to and from the site, mitigation would concentrate on trying to reduce the level of car trips associated with the construction works rather than implementing any physical changes to the local network. This will be done through the operation of a Worker Travel Plan, which would encourage measures to reduce vehicle trips, such as a worker car sharing scheme.

4.26 Clearly any traffic impact during construction will be temporary, and the mitigation measures outlined above are considered to be more than adequate.

Servicing

4.27 The vehicle tracking shown on drawings MBSK151201-1 and MBSK151202-2 demonstrate the both a 10m refuse vehicle and 12m fire appliance can safely access the site using the proposed site, safely manoeuvre around the site and exit the site in a forward gear in either direction along the A4020.

4.28 A Delivery and Servicing Plan (DSP) will be prepared and implemented at the site. This will be secured by planning condition and through a S106 agreement.

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Travel Planning

4.29 No detailed existing modal split data from Xerox was available at the time of writing and therefore as is commonly used for new development sites, the potential modal split of travel by staff at the site has been obtained from the Method of Travel to Work data for the Uxbridge South Ward contained in the 2011 National Census. This data is contained in Appendix G of this report and has been summarised in the following table: Travel Mode Percentage Tube 13.4% Train 3.3% Bus 11.9% Taxi 0.3% Motorcycle 0.8% Car/Van Driver 47.6% Car/Van Passenger 3.0% Bicycle 2.1% On Foot 17.0% Other 0.4% Total 100.0% Table 4.2: Modal Split for Uxbridge South Ward

4.30 The above table clearly demonstrates that over half (52%) of commuting journeys in the area are undertaken by sustainable means. However, as set out above this percentage is less than the average for London as a whole and there is therefore scope to encourage and promote an increase use of sustainable travel at the site.

4.31 Xerox currently operates a staff Travel Plan at the site (see Appendix H) which was secured as part of the S106 agreement dated 29th September 1998. The existing travel plan is therefore in need of modernisation and is rather basic in its current format, containing minimal measures and incentives for sustainable travel use and providing no modal shift targets by which the plan can be monitored.

4.32 Therefore the planning application will be supported by a new Framework Staff Travel Plan to encourage sustainable travel to and from the site. The framework plan will include a range of measures, incentives and targets to encourage and promote sustainable travel use that will be used to produce an improved final staff Travel Plan for the site which will be secured through a S106 agreement.

4.33 The final Travel Plan will be developed using TfL’s ATTrBuTE assessment tool and will include clear modal split targets for a reduction in single occupancy car trips. The Travel Plan will also contain specific details on how the plan will be assessed and monitored over its lifetime.

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4.34 The final Travel Plan comprise the provision of the improved site facilities discussed earlier (‘Hard’ measures) and ‘Soft’ measures to incentivise and maximise non-car transport to and from the site and environmentally friendly travel:

Hard Measures • significant improvements to existing cycle parking facilities • significant improvements to existing locker/showering facilities • pedestrian and cycle access improvements to the canal towpath and A4020 • electric vehicle charging provision

Soft Measures • investigate of the demand for subsidised Oyster cards • investigate of the demand for a tax-free cycle scheme for staff at the site • investigate of the demand for subsidised local car club membership • Travel Plan marketing and promotional events • negotiating with external stake holders, for example local cycle shops, towards the provision of discounted cycle equipment and clothing • setting up a car sharing database for the site to encourage the use of car sharing by staff • providing clear information on sustainable travel options to all staff to include details of local public transport facilities, bus and rail timetables, cycle routes and parking information • setting up a dedicated Travel Plan page on the site occupier website(s) to provide all the travel information set out in the Travel Plan • providing personal journey advice planning • making staff aware of the health benefits of cycling via notice boards through the use of posters, leaflets and other promotion • making staff aware of the on-site cycle facilities, showering/changing facilities and local cycle routes near the site to encourage further cycle use • establishing a Bicycle User Group as a forum for promoting interest in cycling. Such a forum could also offer less experienced cyclists help with repairs, and offer advice on safety equipment • providing information on safe and convenient pedestrian routes to the site and suggested walking routes to and from the local public transport stops • making staff and visitors aware of the health benefits associated with regular exercise, such as walking, by the use of posters and leaflets

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• the provision of “safer” walking route maps to public transport facilities in the local area, indicating well-lit safer routes • the provision of timetables of the accessible bus and rail services in the area, including details of any service restrictions and information regarding the provision of cycle storage on trains

4.35 It can therefore be expected that the implementation of an improved Travel Plan at the site will have a significant beneficial impact on sustainable transport use and it can be expected that the site will have significantly higher cycle modal share than that currently found in the South Uxbridge Ward of 2.1%, given the generous cycle parking facilities proposed.

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5 Traffic Attraction

5.1 As detailed above, development proposals comprise the redevelopment of the existing site to provide an additional 11,781sqm of B1 office floorspace.

5.2 This section assesses the impact on the site’s traffic attraction levels as a result of the proposed development.

5.3 LBH and TfL have requested during pre-application discussions that the scope of the network required to be assessed should include the Oxford Road/A4020/Park Road corridor between the junction with the A40 to the north and the junction with Chippendale way to the south.

5.4 Mayer Brown Ltd is in possession of Queue Length and MCC survey data which was collected at the site access and the nearby A4020/Sanderson Road signalised crossroad junction by Traffic Survey Partners on Thursday the 10th July 2014.

5.5 This survey data is included in Appendix I of this report and has identified the following peak hours on the network in terms of traffic volume: • 0730 – 0830hrs • 1715 – 1815hrs

5.6 The surveys identified the following peak hour traffic movements and queues at the site access: AM Peak Hour PM Peak Hour Location Arrivals Departures Total Arrivals Departures Total Site Access 190 18 208 12 167 179 Site Access Max. Q 3 3 6 1 3 4 (pcu) Table 5.1: Site Access - Existing Traffic Attraction and Queuing

AM Peak Hour PM Peak Hour Location Northwest Southeast Total Northwest Southeast Total A4020 694 1053 1747 1092 822 1914 A4020 Max. Q 2 6 8 6 0 6 (pcu) Table 5.2: A4020 - Existing Traffic Attraction and Queuing

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Existing Traffic Attraction

5.7 The multi-modal trip attraction potential of the existing Bridge House development has been assessed by reference to the TRICS database. The database contains the results of numerous surveys of various developments around the country and is a widely accepted method of calculating traffic attraction.

5.8 The selection was based on ‘Employment - Office’ using sites with similar parking ratios and floor areas as Bridge House to ensure a robust assessment. TfL and LBH as part of the scoping discussions have requested that Greater London sites with a PTAL rating of between 2 and 4 be used, however it was found (at time of writing) that the TRICS database has no suitable Hillingdon or Outer London sites in its database and therefore sites outside of London had to be selected in this assessment. However, suitable sites (in terms of equivalent parking ratios and site location etc.) located as close as possible to the border of the GLA were selected from the TRICS database to provide as robust an assessment as possible.

5.9 As set out in the following table, the sites selected from the TRICS database are considered robust in terms of their parking provision as they all have a higher ‘spaces per 100sqm’ ratio than the proposed development’s 1.876 spaces per 100sqm ratio:

TRICS Site Spaces per 100sqm HF-02-A-04 4.100 SC-02-A-14 2.984 SC-02-A-17 2.448 Average 3.177 Table 5.3: TRICS Sites Parking Ratio Comparison

5.10 The full results of the TRICS assessment are included in Appendix J and are summarised as follows: AM Peak Hour PM Peak Hour Travel Mode Arr Dep Tot Arr Dep Tot Vehicles 109 8 116 5 90 96 Taxi Users 3 2 5 1 1 2 Cyclists 4 0 4 0 3 3 Pedestrians 8 0 8 1 9 10 Public Transport Users 40 2 42 1 34 35 Table 5.4: Predicted Existing Trips Based on 9,009 GFA

Proposed Traffic Attraction

5.11 The additional multi-modal trip attraction potential of the proposed Bridge House development has also been assessed by reference to the TRICS database using the same selections criteria above.

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5.12 The full results of the TRICS assessment are included in Appendix J and are summarised as follows: AM Peak Hour PM Peak Hour Travel Mode Arr Dep Tot Arr Dep Tot Vehicles +142 +10 +152 +7 +118 +125 Taxi Users +3 +3 +6 +2 +1 +3 Cyclists +5 +0 +5 +0 +4 +4 Pedestrians +10 +0 +10 +1 +12 +13 Public Transport Users +52 +2 +55 +1 +44 +45 Table 5.5: Predicted Additional Trips Based on +11,781 GFA

5.13 The multi-modal split of travel modes used obtained above has been compared in the following table to the modal split obtained from the 2011 Census data for the area (see Table 3.2):

Travel Mode Uxbridge South Ward TRICS

Vehicle Users 51.4% 66.0% Taxi Users 0.3% 2.2% Cyclists 2.1% 2.2% Pedestrians 17% 5.8% Public Transport Users 28.6% 23.8% Other 0.4% - Table 5.6: Comparison of Census vs TRICS Peak Hour Multi-Modal Splits

5.14 As shown above, the census data for the Uxbridge South Ward suggests that there will be an increased demand in walking trips to and from the site than that shown from the results of the multi-modal TRICS assessment.

5.15 The vehicular values in Tables 5.4 and 5.5 above were derived from trip rates based on gross floor areas. However, given that parking provision will be a key factor of any future development at the site, we have also undertaken a traffic attraction assessment of the proposals based on the trip rate per parking space of the sites identified in TRICS and the resulting peak hour movements are summarised below: AM Peak Hour PM Peak Hour

Arrivals Departures Total Arrivals Departures Total +135 Standard +55 +4 +59 +3 +45 +48 Parking Spaces Table 5.7: Predicted Additional Traffic Attraction Based on Parking Trip Rates

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5.16 The TRICS assessment results based on trip rates per parking bay indicates that the proposed development will result in only an additional 59 movements during the AM peak hour and an additional 48 movements during the PM peak hour. This is clearly a minimal increase.

5.17 An assessment of the parking accumulation resulting from the total of 411 spaces proposed within the red line boundary has also been assessed using the trip rate per parking space of the sites identified in the TRICS database. The results confirming that the proposed 411 spaces provide a suitable buffer to take into account daily fluctuations in site traffic flows for the operational parking needs of the site: Trip Rates Trips Parking Time Accumulation Arrivals Departures Arrivals Departures (Spaces) 0500-0600 0.007 0.003 3 1 1 0600-0700 0.059 0.010 24 4 21 0700-0800 0.227 0.013 93 6 109 0800-0900 0.404 0.030 166 12 263 0900-1000 0.247 0.041 102 17 348 1000-1100 0.069 0.034 29 14 362 1100-1200 0.035 0.040 14 16 360 1200-1300 0.035 0.073 14 30 345 1300-1400 0.066 0.049 27 20 352 1400-1500 0.032 0.052 13 22 343 1500-1600 0.031 0.073 13 30 326 1600-1700 0.033 0.197 14 81 259 1700-1800 0.020 0.336 8 138 129 1800-1900 0.011 0.205 5 84 49 Maximum 362 Table 5.8: Proposed Parking Accumulation

5.18 The traffic attraction figures provided in Table 5.5 above indicates what could be expected for a B1 use on this site based on the B1 survey results contained in the TRICS database. However, given that parking provision is a key factor in traffic generation, we have also undertaken a traffic attraction assessment of the proposals based on the surveyed traffic movements at the site access and on a pro-rata increase based on the proposed increase in parking provision at the site, the results of which are set out below:

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AM Peak Hour Trips PM Peak Hour Trips Parking Provision Arr Dep Total Arr Dep Total 547 Existing 190 19 209 12 167 179 Spaces Existing Trip Rate based on Parking 0.347 0.035 0.382 0.022 0.305 0.327 Provision Proposed Increase +135 +47 +5 +52 +3 +41 +44 Parking Spaces Table 5.9: Predicted Additional Traffic Attraction Based on Pro-Rata Increase

5.19 Table 5.9 illustrates that, based on the pro-rata parking increase taking into account the existing traffic attraction of the site; the proposals would result in only approximately 1 extra trip per minute during the AM peak and approximately 1 extra trip every 1.5 minutes during the PM peak. As on-site parking provision is a key factor in a site’s traffic generation, the increased development flows shown in Table 4.6 above are considered a good indication of the actual traffic impact of the proposals.

5.20 However, notwithstanding the above and as requested by LBH and TfL, the traffic impact of the site has been based on the robust figures based on the increase in GFA shown in Table 5.5 above. The resulting development traffic is illustrated in Figures 5.1 and 5.2 below:

Figure 5.1: Pro-rata Additional Development Traffic Distribution – AM Peak

Figure 5.2: Pro-rata Additional Development Traffic Distribution – PM Peak

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5.21 As illustrated in Figures 5.1 and 5.2 above, based on the pro-rata distribution obtained from the survey data collected at the site access and at the Oxford Rd/Sanderson Rd signalised junction to the south, it is clear that the majority of site traffic comes from/leaves towards Buckinghamshire on the A4020 Oxford Road. This reflects the site’s location on the borough and GLA boundary and the lack of travel mode choice to access the site from Buckinghamshire. It is therefore evident that the remainder of the site traffic travelling to and from the town centre direction would have no material impact on the operation of the Uxbridge highway network to the southeast, especially once distributed across the wider highway network.

5.22 However, at the request of LBH and TfL, the distribution of the site traffic across the Oxford Road/A4020/Park Road corridor between the A40/A4020 junction and the B483/Chippendale Waye roundabout has been investigated. As no traffic flow data is currently available for the whole of the corridor, the distribution of site traffic has been based on the 2014 survey data obtained at the site access and the Oxford Rd/Sanderson Road junctions and on assumption made from reference to DfT permanent counter data and the road types at each of the other junctions along the corridor.

5.23 A plan of the corridor assessed is illustrated below along with the resulting AM and PM peak hour development traffic volumes and distributions:

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Uxbridge Town Centre

Figure 5.3: Additional Development Traffic Network Distribution – AM Peak

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Uxbridge Town Centre

Figure 5.4: Additional Development Traffic Network Distribution – PM Peak

5.24 The resulting development traffic distributions shown on Figure 5.4 and 5.5 demonstrate that the impact of the development traffic at junctions outside the immediate vicinity of the site will be negligible.

5.25 Furthermore, the DfT has two permanent traffic counters located near the site, one to the northwest on the A4020 (37720) and one at the A4020/Sanderson Rd junction to the southeast (78403). AADT data from these two counters covering the years 2000- 2014 clearly indicates that local traffic volumes are reducing in the vicinity of the site.

5.26 The detailed junction modelling contained in the following section of the report assesses the impact of the development at the site access junction and the adjacent A4202/Sanderson Road signal junction using the very robust additional development traffic figures set out in Table 5.4.

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6 Junction Modelling

6.1 As set out in the introduction of this assessment, LBH have requested that, as part of the TA, the wider highway network between the A40 Denham Roundabout to the north and the Mahjacks Roundabout to the south be modelled.

6.2 The findings of the traffic attraction assessment in the previous section of the report concludes that the proposals will have minimal impact on the operation of the immediate junctions on the local highway network as well as on the wider highway network due to the swift dissipation of site traffic; with the most significant impact being generated by background growth in general traffic flows.

6.3 Therefore, as previously stated, it is considered that the need for modelling the extensive network requested by LBH is unnecessary and onerous in the light of the findings set out above.

6.4 This section therefore contains the results of an earlier detailed junction modelling assessment of the site access junction and the A4202/Sanderson Road signalised junction to assess the localised impact of the proposed development on the existing operation of the immediate local highway network using JCT Consultancy’s Linsig V3 software.

6.5 Linsig is a well-recognised method of testing signal junctions. The program compares actual demand flows to the junction’s theoretical capacity and gives a measure of Degree of Saturation expressed in percent.

6.6 In addition, the program gives an overall measure of the junction’s performance, Percentage Reserve Capacity (PRC). The PRC is calculated from the maximum degree of saturation on a link controlled by the Stage Stream and is a measure of how much additional traffic could pass through a junction controlled by the Stage Stream whilst maintaining a maximum degree of saturation of 90% on all links. A PRC of 0% therefore means that each link of the junction is operating with a 10% of its capacity unused. A junction with a PRC of down to -10% would thus still be operating within theoretical capacity.

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6.7 The AM and PM peak hour base traffic flows on the network obtained from the 2014 traffic surveys are set out on Figures 6.1 and 6.2. The predicted additional development traffic set out in Table 5.4 has been distributed over the two junctions on a pro rata basis and the resulting AM and PM peak hour development traffic distribution is shown on Figures 6.3 and 6.4. As set out previously it is considered that these development traffic flows are highly robust compared to the likely actual traffic impact of the development and, furthermore, they take no account of the impact of the proposed improvements in cycle parking, pedestrian/cycle facilities and improvements to the accessibility of the site proposed as part of the development or any positive impacts on travel habits resulting from the improved Travel Plan that will be in operation at the site. The resulting AM and PM peak hour 2014 base + development traffic flows are shown on Figure 6.5 and 6.6.

6.8 An initial test scenario has been modelled of the AM and PM Peak 2014 base flows using signal timing sheet data for the A4020/Sanderson Road junction obtained from TfL (a copy of which is contained in Appendix K) based on the existing site access junction layout.

6.9 A full output of the results of the Linsig model can be found in Appendix L and the results are summarised below: AM Peak PM Peak Movement Deg Sat MMQ Deg Sat MMQ (%) (PCU) (%) (PCU) A4020/Sanderson Road Junction Sanderson Rd Left 15.2% 0.6 74.4% 4.1 Sanderson Rd Right Ahead 9.5% 0.4 85.7% 5.8 A4020 E Ahead Left 121.2% 94.1 127.8% 65.2 A4020 E Ahead Right 168.7% 34.0 127.5% 64.7 Ind Est Right Left Ahead 5.2% 0.3 32.3% 1.8 A4020 W Ahead Right 103.9% 44.8 143.7% 155.0 A4020 W Left 22.4% 3.4 2.8% 0.3 Pub Access Right Left Ahead 0.0% 0.0 0.0% 0.0 A4020 W Left Turn Ahead 25.7% 2.9 5.7% 0.4 Site Access Junction A4020 W Ahead Right 62.1% 0.8 44.3% 0.4 A4020 E Ahead Left 34.9% 0.3 48.1% 16.5 Site Access Left Right 5.8% 0.0 48.9% 2.4 Overall PRC (%) -87.4% -59.7% Total Delay Over All Lanes (PCU/HR) 154.00 283.84 Cycle Time (s) 88 72 Table 6.1: Linsig Modelling Results – 2014 Base Traffic Scenario

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6.10 It is acknowledged that the local highway network in the vicinity of the site is congested and this is reinforced by the Linsig modelling results in Table 6.1 above which identifies that the A4020 arms of the A4020/Sanderson Rd signal junction are currently operating over capacity, and by the survey results which identified queues back along the main road in both directions from the signalised junction.

6.11 As it has been identified that the network is at capacity, it is therefore reasonable to assume that this congestion will constrain peak hour traffic growth on the network and that any local growth would not increase peak hour flows but would rather result in peak spreading occurring. Furthermore, as described previously, data from DfT permanent traffic counters located near the site indicate that local traffic volumes have actually steadily reduced in the vicinity of the site over the period 2000 – 2014.

6.12 It is therefore considered inappropriate given the existing conditions on the local highway network to apply any traffic growth to the base flows and therefore the impact of the development is best assessed by direct comparison to the observed 2014 base flows in this case.

6.13 Therefore an AM and PM Peak 2014 base + development flows scenario incorporating the proposed site access junction layout has been modelled. A full output of the results of the Linsig model can be found in Appendix M and the results are summarised below: AM Peak PM Peak Movement Deg Sat MMQ Deg Sat MMQ (%) (PCU) (%) (PCU) A4020/Sanderson Road Junction Sanderson Rd Left 15.2% 0.6 74.4% 4.1 Sanderson Rd Right Ahead 9.5% 0.4 85.7% 5.8 A4020 E Ahead Left 129.4% 122.6 128.0% 65.8 A4020 E Ahead Right 168.7% 34.0 128.0% 65.8 Ind Est Right Left Ahead 5.2% 0.3 32.3% 1.8 A4020 W Ahead Right 104.0% 45.5 154.2% 190.7 A4020 W Left 22.4% 3.4 2.8% 0.3 Pub Access Right Left Ahead 0.0% 0.0 0.0% 0.0 A4020 W Left Turn Ahead 25.7% 2.9 5.7% 0.4 Site Access Junction A4020 W Ahead Right 68.5% 1.1 46.4% 0.4 A4020 E Ahead Left 35.9% 10.3 48.2% 16.5 Site Access Left 1.9% 0.0 39.0% 0.3 Site Access Right 7.1% 0.0 37.2% 1.2 Overall PRC (%) -87.4% -71.3% Total Delay Over All Lanes (PCU/HR) 183.59 321.19 Cycle Time (s) 88 72 Table 6.2: Linsig Modelling Results – 2014 Base + Development Traffic Scenario

6.14 The Linsig results in Table 6.2 indicate that the site access will operate within capacity in the post-development scenario.

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6.15 The above results also show that the development traffic will have a minimal impact on the capacity of the already congested arms of the A4020/Sanderson Road junction, will have no impact on the overall PRC of the network during the AM peak and will have an impact on the overall PRC of the network during the PM peak. It is also important to note at this juncture that the development traffic flows used in this assessment are considered robust and that the impact can be mitigated as set out below.

6.16 It has been noted from the timing sheets provided by TfL that varying restricted cycle times are currently in operation at the A4020/Sanderson Road junction, especially during the PM peak (88s in the AM peak and 72s in the PM peak). From our experience, cycle times of 90 seconds and above are common place in London and thus there is scope to adjust the cycle times at this junction.

6.17 The following table clearly demonstrates that impact of the development traffic can be mitigated to have no impact compared to the existing operation of the network by slight amendments to the PM peak hour cycle times at the A4020/Sanderson Road junction: AM Peak PM Peak Movement Deg Sat MMQ Deg Sat MMQ (%) (PCU) (%) (PCU) A4020/Sanderson Road Junction Sanderson Rd Left 15.2% 0.6 77.5% 4.5 Sanderson Rd Right Ahead 9.5% 0.4 89.3% 6.6 A4020 E Ahead Left 129.4% 122.6 109.8% 36.6 A4020 E Ahead Right 168.7% 34.0 109.8% 36.6 Ind Est Right Left Ahead 5.2% 0.3 33.6% 1.8 A4020 W Ahead Right 104.0% 45.5 141.7% 163.7 A4020 W Left 22.4% 3.4 2.8% 0.3 Pub Access Right Left Ahead 0.0% 0.0 0.0% 0.0 A4020 W Left Turn Ahead 25.7% 2.9 4.9% 0.3 Site Access Junction A4020 W Ahead Right 68.5% 1.1 46.4% 0.4 A4020 E Ahead Left 35.9% 10.3 54.4% 20.9 Site Access Left 1.9% 0.0 41.1% 0.3 Site Access Right 7.1% 0.0 41.9% 1.5 Overall PRC (%) -87.4% -57.4% Total Delay Over All Lanes (PCU/HR) 183.59 233.79 Cycle Time (s) 88 75 Table 6.3: Linsig Modelling Results – 2014 Base + Development Traffic Scenario with Amended Cycle Times

6.18 LBH have argued during pre-application discussions that it is possible that traffic flows on the local highway network could return to their high early-mid 2000s values and have therefore requested that the base flows obtained in 2014 should be growthed to the predicted year of opening (2018) and 5 years after the year of opening (2023).

Page 40 Proposed Office Development Bridge House, Uxbridge Transport Assessment

6.19 Notwithstanding the points set out in paragraphs 6.8 and 6.9 that it is not applicable to apply traffic growth in the case of this assessment, growth factors have been applied which were obtained from the DfT’s Tempro (Version 6) software to the base traffic survey data and assessed the future year scenarios requested by LBH.

6.20 TEMPRO is a modelling tool designed to allow users to look at the growth in trip ends, using actual and forecast data supplied by the Department for Transport. TEMPRO allows users to look at the growth in a number of ways: • by selecting a geographical area of interest • by selecting the modes of transport of interest • by selecting the time of day of interest • by selecting the base and future years of interest

6.21 The AM and PM growth factors obtained from TEMPRO for the robust Hillingdon 00AS3 area definition are set out below:

Growth Factors Time Period AM PM

2014-2018 1.0580 1.0604

2014-2023 1.1424 1.1497

Table 6.4: TEMPRO Growth Factors

6.22 No data regarding committed development in the area has been made available to us, however TEMPRO makes reference to a number of databases for its operation including regional databases containing planning data for the zone investigated, and thus the growth factors in Table 6.4 used in our assessment contain an allowance for committed traffic growth in the area.

6.23 The resulting AM and PM growthed base flows to 2018 and 2023 + development traffic flows shown on Figures 6.7, 6.8, 6.9 and 6.10 have been modelled in Linsig. The growth factors were not applied to the existing or proposed site traffic as per standard practice. A full output of the results of the Linsig model can be found in Appendix M and the results are summarised below along with the amended cycle time required to ensure no impact compared to the operation of the observed 2014 network:

Page 41 Proposed Office Development Bridge House, Uxbridge Transport Assessment

AM Peak PM Peak Movement Deg Sat MMQ Deg Sat MMQ (%) (PCU) (%) (PCU) A4020/Sanderson Road Junction Sanderson Rd Left 19.0% 0.8 86.8% 5.9 Sanderson Rd Right Ahead 12.2% 0.5 99.7% 10.3 A4020 E Ahead Left 102.2% 46.7 99.4% 21.4 A4020 E Ahead Right 165.2% 36.0 99.4% 21.4 Ind Est Right Left Ahead 6.2% 0.4 37.1% 2.1 A4020 W Ahead Right 93.0% 27.8 143.7% 187.0 A4020 W Left 23.7% 3.6 2.9% 0.3 Pub Access Right Left Ahead 0.0% 0 0.0% 0.0 A4020 W Left Turn Ahead 20.4% 3.1 4.4% 0.4 Site Access Junction A4020 W Ahead Right 71.6% 1.3 51.6% 0.5 A4020 E Ahead Left 47.2% 19.4 62.2% 25.8 Site Access Left 2.1% 0 44.1% 0.4 Site Access Right 9.0% 0.2 54.9% 2.0 Overall PRC (%) -83.6% -59.2% Total Delay Over All Lanes (PCU/HR) 79.82 228.34 Cycle Time (s) 106 79 Table 6.5: Linsig Modelling Results – 2018 Base + Development Traffic Scenario with Amended Cycle Times

AM Peak PM Peak Movement Deg Sat MMQ Deg Sat MMQ (%) (PCU) (%) (PCU) A4020/Sanderson Road Junction Sanderson Rd Left 23.1% 1.0 95.3% 8.4 Sanderson Rd Right Ahead 14.5% 0.6 109.6% 16.9 A4020 E Ahead Left 96.4% 38.7 103.9% 30.4 A4020 E Ahead Right 167.8% 40.7 104.1% 30.8 Ind Est Right Left Ahead 7.4% 0.5 40.9% 2.3 A4020 W Ahead Right 90.7% 30.5 141.6% 185.7 A4020 W Left 25.6% 4.0 3.2% 0.3 Pub Access Right Left Ahead 0.0% 0.0 0.0% 0.0 A4020 W Left Turn Ahead 19.5% 3.3 4.6% 0.4 Site Access Junction A4020 W Ahead Right 76.1% 1.6 52.5% 0.6 A4020 E Ahead Left 51.3% 23.6 64.4% 27.2 Site Access Left 2.1% 0.0 45.0% 0.4 Site Access Right 10.7% 0.3 58.8% 2.2 Overall PRC (%) -86.4% -57.4 Total Delay Over All Lanes (PCU/HR) 71.75 253.26 Cycle Time (s) 119 80 Table 6.6: Linsig Modelling Results – 2023 Base + Development Traffic Scenario with Amended Cycle Times

6.25 The amended cycle times shown in Tables 6.5 and 6.6 above are very similar to the cycle times that would need to be applied irrespective to whether the proposed development is implemented or not to maintain the network’s PRC and delay values at the observed 2014 levels in both 2018 and 2023.

Page 42 Proposed Office Development Bridge House, Uxbridge Transport Assessment

6.26 It can therefore be concluded that the robust development flows used in this assessment will have an insignificant impact compared to the impact of the general underlying traffic growth in the area, should growth occur at the levels tested.

6.27 It is important to note again that the actual additional traffic flows generated by the proposed development will be significantly less than the robust traffic flows used in this assessment.

6.28 It is therefore evident that the proposals will have no material impact on the existing or future operation of the local highway network.

Page 43 Proposed Office Development Bridge House, Uxbridge Transport Assessment

7 Summary and Conclusions

7.1 Mayer Brown Ltd has been commissioned by Legal & General Assurance (Pensions Management) Ltd to prepare this Transport Assessment (TA) for the proposed redevelopment of Bridge House in Uxbridge.

7.2 The development proposals and the scope of this assessment have been developed through and reflect the extensive pre-application scoping discussions held with Hillingdon Council (LBH), Transport for London (TfL) and the GLA at various pre- application meetings.

7.3 The Bridge House building has been identified as being in need of modernisation, and the proposals comprise the redevelopment of Bridge House resulting in the following changes to the existing floor area and parking provision at Bridge House: • an additional 11,781sqm GIA floor area • an additional 135 parking spaces within the red line boundary • 21 disabled bays • 187 cycle parking spaces • 198 lockers including 11 general use lockers • 28 staff showers and changing facilities

7.4 This report concludes that: • the site is accessible to Uxbridge town centre and its public transport facilities • the site is accessible by foot and by cycle • the site’s increase car parking provision accords with LBH/London Plan parking policy • the proposed non-car parking provision will exceed LBH/London Plan standards • significant improvements will be introduced creating better pedestrian and cycle access to the canal and local cycle routes • electric vehicle charging point provision will exceed London Plan standards • the site will operate a new staff Travel Plan to provide effective incentives to encourage the use of sustainable travel modes • the residual cumulative impacts of proposals will have no detrimental impact on the existing or future operation of the local highway network

7.5 It is therefore considered that there are no highways or transportation related reasons why the proposed residential development should not be permitted.

Page 44 A PS rev. checked by MBSK151202-3A.DWG JME cad file drawn by MBSK151202-3 DECEMBER 2015 1:250 @ A4 scale date drawing number Area of widening

FFL +33.250 PROPOSED ACCESS WIDENING title 2.1m 1.5m LEGAL & GENERAL BRIDGE HOUSE, UXBRIDGE to be maintained project client Existing back of footway . Licence number 100002189. 2015 to be extended Existing guardrail bridge parapet Telephone 01483 750 508 Fax 01483 750 437 [email protected] www.mayerbrown.co.uk Mayer Brown Limited Lion House Oriental Road Woking Surrey GU22 8AR Assumed limit of ‹&URZQFRS\ULJKWDOOULJKWVUHVHUYHG PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT PRODUCED BYANAUTODESKEDUCATIONALPRODUCT PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT EDUCATIONAL AUTODESK AN BY PRODUCED

This map is reproduced from Ordnance Survey material with the permission of Potential Right Turn Lane Improvements Ordnance Survey on behalf of the Controller of Her Majesty's Stationery 2IILFH‹&URZQFRS\ULJKW8QDXWKRULVHG reproduction infringes Crown copyright and may lead to prosecution or civil proceedings. Mayer Brown Limited. MB

Licence No - 100002189. Scale 1:500@A3 MBSK140815-1 PRODUCED BY AN AUTODESK EDUCATIONAL PRODUCT EDUCATIONAL AUTODESK AN BY PRODUCED 9.86

1.795 3.9 1.4

Large Refuse Vehicle (3 axle) Overall Length 9.860m Overall Width 2.450m Overall Body Height 3.814m Min Body Ground Clearance 0.366m Track Width 2.450m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 9.500m

demountable section

FFL +33.250 FFL +33.250 FFL +33.250

+33.250

‹&URZQFRS\ULJKWDOOULJKWVUHVHUYHG2015. Licence number 100002189.

client title scale 1:250 @ A3 drawn by JME checked by PS LEGAL & GENERAL date cad file SWEPT PATH ANALYSIS DECEMBER 2015 MBSK151202 GF.DWG project 9.8M REFUSE VEHICLE Mayer Brown Limited drawing number rev. Lion House Oriental Road Woking Surrey GU22 8AR BRIDGE HOUSE, UXBRIDGE Telephone 01483 750 508 Fax 01483 750 437 [email protected] www.mayerbrown.co.uk MBSK151202-1 12

3.4 5.6

Aerial Platform/ Turntable Ladder/ Special Appliance Overall Length 12.000m Overall Width 2.550m Overall Body Height 4.500m Min Body Ground Clearance 0.130m Track Width 2.550m Lock to Lock Time 4.00s Kerb to Kerb Turning Radius 13.750m

demountable section

FFL +33.250 FFL +33.250 FFL +33.250

+33.250

‹&URZQFRS\ULJKWDOOULJKWVUHVHUYHG2015. Licence number 100002189.

client title scale 1:250 @ A3 drawn by JME checked by PS LEGAL & GENERAL date cad file SWEPT PATH ANALYSIS DECEMBER 2015 MBSK151202 GF.DWG project AERIAL PLATFORM ENTERING SITE Mayer Brown Limited drawing number rev. Lion House Oriental Road Woking Surrey GU22 8AR BRIDGE HOUSE, UXBRIDGE Telephone 01483 750 508 Fax 01483 750 437 [email protected] www.mayerbrown.co.uk MBSK151202-2