aps Zarina Butt
62A Barking Road, London, E6 3BP
High Level Highway Assessment (HLHA)
February 2021
Assured Planning Services
ZARINA BUTT
62A BARKING ROAD, LONDON, E6 3BP
HIGH LEVEL HIGHWAY ASSESSMENT
FEBRUARY 2021
PREPARED BY:
Assured Planning (Services)
E-mail: [email protected]
aps Document Control
Project Title: 62A Barking Road, London, E6 3BP
Project No: C087
Document Ref: D:\ASSURED PLANNING SERVICES\Project Files\C087 - 62a Barking Road, London
Document Status: Final Report
Document Approval: ap
______
Project Director Ajay Patel ______
Project Manager Ajay Patel ______
Issue Date and History:
29/01/2021 Draft Report 01/02/2021 Final Report
Distribution:
External: Client Local Authority
Internal: "D:\ASSURED PLANNING SERVICES\Project Files\C087 - 62a Barking Road, London\Reports\29012021 C087 High Level Highways Assessment 62a Barking Road London E6 3BP Draft Report.docx"
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ZARINA BUTT
62A BARKING ROAD, LONDON, E6 3BP FEBRUARY 2021 HIGH LEVEL HIGHWAY ASSESSMENT
Contents
1.0 Introduction
2.0 Existing Site Analysis and Site Accessibility
3.0 National and Local Planning Policy
4.0 Development Proposal
5.0 Trip Generation and Parking Assessment
6.0 Conclusion
Appendices
Appendix A PT Information Appendix B Public Transport Accessibility (PTAL) Levels Appendix C Proposed Development Plans Appendix D Car Parking Standards
Figures Figure 2.1 Site Location Map (Wider) Figure 2.2 Site Location Map (Local) Figure 2.3 Aerial View of Existing Site Figure 2.4 Pedestrian Crossing on Barking Road Figure 2.5 Local Cycle Map Figure 2.6 LCN sign and cycle lanes along Barking Road Figure 2.7 Location of bus stops in proximity to site Figure 2.8 Upton Park Station Figure 2.9 Barking Road and Green Street Figure 2.10 PTAL Output
Tables Table 1 Local Amenities by distance and journey time by foot
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1.0 INTRODUCTION
1.1 Background
1.1.1 This High Level Highways Assessment (HLHA) report has been prepared for Ms Zarina Butt in support of the planning application for the prior approval application (Class AA) for the erection of two additional stories which would accommodate three self contained apartments at 62a Barking Road, London, E6 3BP.
1.1.2 The current building at 62a Barking Road is a four storey building which consists of a solicitor's office on ground floor and basement with five self contained flats on first, second and third floors.
1.2 Structure of Report
1.2.1 This report is structured as follows:-
. Chapter 2 reviews the location of the site and the site accessibility with a review of local amenities;
. Chapter 3 reviews national, regional and local policy applicable to the development;
. Chapter 4 provides brief details of the proposed development;
. Chapter 5 reviews the proposed trip generation and undertakes a parking review; and
. Chapter 6.1 provides the conclusions.
1.2.2 Please note the information provided in Chapter 2 (bus timetables, cycle maps, train information) have been obtained from current online sources. It is unknown whether the information is affected by current lockdown restrictions. However it is assumed that normal service will resume once lockdown restrictions are lifted.
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2.0 EXISTING SITE ANALYSIS AND SITE ACCESSIBILITY
2.1 Introduction
2.1.1 This section of the transport statement provides an overview of the existing transport infrastructure in the vicinity of the proposed development.
2.2 Background
2.2.1 The site is located at 62 Barking Road, 22 metres west of the junction of the Barking Road and Compton Road. The site is bound by Barking Road to the north, commercial buildings to the east and west. The rear of the building which also acts as a car park for the solicitors is located to the south.
2.2.2 The site is located in East Ham, London with the main shopping area of Green Street and Upton Park tube station in close proximity to the site (approximately 670m, 9 minutes walk). It is located in-between the main conurbations of Forest Gate/Manor Park and Royal Docks which are located north and south of the site respectively. Plaistow and Canning Town is located to the west and Barking and Ilford to the east.
2.2.3 A site location map showing the wider extent in relation to the site is shown in Figure 2.1.
Figure 2.1 Site Location Map (Wider)
Site
Source: Google Maps
2.2.4 The immediate neighbourhood surrounding the site is residential, however the frontage of Barking Road is primarily commercial and retail.
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2.2.5 Local facilities in proximity to the site include supermarket Tesco Express located to the west which is a short walk along Barking Road (2 minute walk, approximately 108m), Barclays bank and the local post office further west (4 minute walk, approximately 299m), pharmacy and medical centre to the east (2 minute walk, approximately 146m). Green Street which is the main shopping high street in the area, which provides further amenities to numerous retail shopping facilities, restaurants and markets, is accessible from Barking Road (3 minute walk, approximately 239m). Bus stops which provide access to local bus services are located directly outside the building which provides several services to the surrounding areas. Upton Park London Underground station (District and Hammersmith and City Line line) is approximately 11 minutes walk (approximately 826m) from the site. This is shown in Figure 2.2.
Figure 2.2 Site Location Map (Local)
Upton Park LU Station Pharmacy and medical Bus Centres Stops
Green Street
Bank and PO Site
Tescos
Source Google Maps
2.2.6 An aerial view is shown in Figure 2.3. Figure 2.3 Aerial View of Existing Site
Upton Park LU Station Bus Stops
Site
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Source: Google Maps
2.3 Local Road Network
2.3.1 A124 Barking Road is an A road running west to east with A13 Newham Way/A1011 Silvertown Way to the west and North Circular to the east. It is a major distributor road and is part of a 19km route between Canning Town (A13) and Upminster (B187/B1421) via Barking. It accommodates a mixture of several uses including residential, commercial and retail along its route. It provides access to the regional shopping centre such as Green Street and Newham Town Hall.
2.3.2 In proximity to the site the road has a speed limit of 30mph. Barking Road provides double yellow lines which restrict any waiting at any time and restricts loading at any time.
2.3.3 Compton Avenue is a residential road running north to south with Barking Road to the north and B167 Central Park Road to the south. It accommodates residential dwellings with traffic calming along its route with speed humps across the extent of the carriageway. The road has a speed limit of 20mph.
2.3.4 There are parking bays along its route which are available to permit holders only between 8am and 6.30pm. At junction of Barking Road parking is allowed for an maximum of 1 hour only for Permit holders.
2.3.5 Other adjacent side roads that also lie off Barking Road include Boleyn Road (part of a controlled parking zone), Priory Road (part of a controlled parking zone) and Creighton Avenue. These are similar in nature to Compton Avenue in being they are residential roads, 20mph zones and provide parking bays for permit holders only.
2.4 Vehicular Access
2.4.1 Vehicular access to the site is undertaken via the two-way carriageway along Barking Road. However parking is restricted along the frontage of the site.
2.4.2 Vehicles can access the rear of the building from a gated entrance via the two-way carriageway along Compton Avenue. However parking availability is retained for the solicitor’s offices on the ground floor.
2.4.3 Parking availability is discussed further in section 2.10.
2.4.4 It is envisaged deliveries and servicing is undertaken via the rear of the building accessed from Compton Street.
2.4.5 Refuse collection currently occurs once a week with existing bins collected from the rear of the building and picked up by refuse vehicles along Compton Street.
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2.5 Pedestrian Access
2.5.1 The main pedestrian access is undertaken via the footways located along Barking Road (approx. 3 to 6 metres) and Compton Road (approx. 2.25 metres). Footways are located on either side of the road.
2.5.2 Access into the building is undertaken from a private door located from the rear of the building. This is accessed from the gated entrance via the pedestrian footway along Compton Road.
2.6 Pedestrian Network
2.6.1 In terms of the local pedestrian network there is a very good provision of footways which are sufficient to accommodate existing levels of pedestrian movement.
2.6.2 Barking Road provides a good footway which is approximately 3 to 6 metres wide on both sides with mature trees located along the footway. Compton Avenue provides a good footway approximately 2.25 metres wide.
2.6.3 There is a formal pedestrian crossing point across Barking Road located 40m west of the site. This is comprised of a push button pedestrian crossing. This provides tactile paving and dropped kerb. This is shown in Figure 2.4.
Figure 2.4 Pedestrian Crossing on Barking Road
2.6.4 This shows that the site is accessible by pedestrians. Please note it is unclear if this pedestrian crossing point is still installed.
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2.7 Cycle Network
2.7.1 From review of the boroughs cycle map from LB Newham website (www.newham.gov.uk/downloads/file/170/newham-cycle-path) we can see that Newham actively promotes cycling. The cycle map for Newham is shown in Appendix A. Furthermore review of the draft London Plan (2019) sees a high importance placed in encouraging sustainable trips made through cycle movements and the use of cycling infrastructure in particular in areas of high densities.
2.7.2 A snapshot of the cycle map in proximity to the site is shown in Figure 2.5.
Figure 2.5 Local Cycle Map
Site
Source www.newham.gov.uk/downloads/file/170/newham-cycle-path
2.7.3 Review of Figure 2.5 shows that the site is located along Barking Road which is designated as “Recommended Cycle Route On Road”. The carriageway provides a road width of approximately 10 metres wide which assists in accommodating cycle movements. Observations have made previously with cyclists frequently using Barking Road.
2.7.4 Furthermore Priory Road and Park Road are also “Recommended Cycle Route On Road” which connects the site to Upton Park London Underground station and tube services on the District and Hammersmith and City line. Travelling westbound also connects to
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Canning Town Station which provides additional services such as bus services, Docklands Light railway and Jubilee Line.
2.7.5 Secure cycle parking stands are found at both Upton Park and Canning Town Stations.
2.7.6 Barking Road is also part of London Cycle Network route no. 15. This connects the City of London, Canning Town, Plaistow, Barking and Upminster. Please note the section between Tower Bridge and Canning Town has been upgraded to form Cycle Superhighway CS3. Signage identifying Barking Road as part of the London Cycle Network is shown in Figure 2.6.
2.7.7 In terms of cycle infrastructure Barking Road provides a cycle only lane in the eastbound direction and has a bus only lane travelling westbound which can accommodate cyclists. This is shown in Figure 2.6.
Figure 2.6 LCN sign and cycle lanes along Barking Road
Source: Google Earth
2.7.8 In summary, from review of the local highway network in proximity to the site there is provision for cyclists with Barking Road, Priory Road and Park Road designated as “Recommended Cycle Route On Road”. These connect to Upton Park LU and Canning Town rail stations which both provide cycle parking facilities.
2.7.9 Barking Road provides cycle infrastructure with a cycle lane and a bus lane which can accommodate cyclists. It is also part of London Cycle Network 15 which connects to the City of London.
2.7.10 This shows that the site is accessible by cyclists and provides the opportunity for interchange between rail and cycle movements.
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2.8 Public Transport Links
2.8.1 There are several bus stops located in the immediate vicinity of the site. These are shown in Figure 2.7.
Figure 2.7 Location of bus stops in proximity to site
Site
Bus Stops
Source: Google Maps
2.8.2 There are two bus stops located very close to the site. There is one bus stop located directly outside the site which accommodates westbound services and another bus stop located 94 metres west of the site accommodating eastbound bus services. These serve the bus routes 5, 58, 115, 147 and N15. All five bus routes are accessible from the eastbound and westbound bus stops along Barking Road.
2.8.3 Both bus stops are located along the footway and provide a modern bus stop and flag, modern bus shelter with cantileaver seating and timetable information. The westbound bus stop is located along a bus only lane which prioritises westbound movements along Barking Road. The eastbound bus stop is located along a bus only bay. This is located on the carriageway which allows stationary buses to wait when boarding and alighting passengers.
2.8.4 Bus destination and frequency information has been obtained from www.tfl.gov.uk. Bus timetables have been downloaded from www.londonbusroutes.net.
2.8.5 Bus number 5 travels from Romford Market to Canning Town via Beacontree Heath, Barking, East Ham and Plaistow with a frequent service in the morning 0500-0900 (every 4-5 minutes), daytime 0900-19:00 (every 6-9 minutes) and evening (every 10-11 minutes) Monday to Friday with Saturday 07:00 to 00:00 (every 6-10 minutes) and Sunday 0800-1900 (every 6-10 minutes). The route is currently operated by Blue Triangle for London Buses.
2.8.6 Bus number 58 travels from East Ham, Upton Park, Forest Gate, Leyton, Markhouse Road and Walthamstow with a frequent service in the morning/daytime/evening 0700- 1900 (every 10-13 minutes) Monday to Friday with similar service on Saturday (every 10-
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13 minutes) and reduced service on Sunday (every 15-20 minutes). The route is currently operated by Tower Transit for London Buses.
2.8.7 Bus number 115 travels from East Ham, Plaistow, Canning Town, Poplar, Limehouse and Stepney with a frequent service in the morning (every 10 minutes), daytime (every 10 minutes) and evening (every 12 minutes) Monday to Friday with Saturday (every 8 to 12 minutes) and slightly reduced service on Sunday (every 10-12 minutes). The route is Blue Triangle for London Buses.*Bus timetable from www.londonbusroutes.net.
2.8.8 Bus number 147 travels from Ilford, East Ham, Upton Park, Prince Regent DLR station, Custom House, Keir Hardie Estate and Canning Town Station with a frequent service in the morning/daytime (every 8 minutes) and evening (every 12 minutes) Monday to Friday with Saturday (every 8 to 12 minutes) and slightly reduced service on Sunday (every 10-12 minutes). The route is Blue Triangle for London Buses.*Bus timetable from www.londonbusroutes.net.
2.8.9 Bus number N5 is a night bus service which travels from Romford, Becontree Heath, Barking, East Ham, Canning Town, Poplar, Limehouse, Aldgate, Aldwych, Trafalgar Square, Oxford Circus with a frequency of every 10-12 minutes between 0:22 to 4:32. The route is currently operated by Blue Triangle for London Buses. Destination and frequency information of the above services are provided in Appendix A.
2.8.10 Further bus stops are also located along Green Street. These are located approximately 300 metres from the site (5 minutes walk). Both northbound and southbound bus stops serve 4 bus services. This includes services 58 (Romford Market to Canning Town Station), 104 (Stratford Bus Station to Manor Park/Gladding Road), 330 (Wanstead Park Station to Canning Town Station and 376 (Beckton Bus Station to Newham Town Hall). Both stops provide a modern bus shelter, bus flag with cantilever seating and timetable information. A bus bay is also located on the carriageway for stationary buses to allow for boarding and alighting passengers.
2.8.11 Destination and frequency information of the above services are provided in Appendix A.
2.8.12 Further bus services can be found at Canning Town rail station which also acts a bus station as well as access to London Underground and Dockland Light Railway (DLR). Bus routes include 5, 69, 147, 300, 309, 323, 330, N550, 147, 241, N551, 309, 474, 69, 241, 115 and N15.
2.8.13 A map is provided in Appendix A which shows all the bus services available from Canning Town Station. Bus route 5 travels from the bus stop outside the site to Canning Town Station. This provides the opportunity to interchange between different bus services and different modes of travel.
2.8.14 This shows the site is highly accessible by local bus services.
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2.9 Railway Stations
2.9.1 Upton Park is the closest rail station and is located approximately 826 metres (11 minutes walk) west of the site. The station frontage is shown in Figure 2.8.
Figure 2.8 Upton Park Station
Source: Google Earth
2.9.2 Upton Park located on Green Street is a London underground station providing access to the District and Hammersmith and City lines. The District line travels between Ealing Broadway and Upminster. The Hammersmith and City line travels between Hammersmith and Barking. It is in Zone 3 of the London Underground zone. A map showing all the stations accessible on these lines and interchange points to other London Underground lines is provided in Appendix A. It is understood that the service frequency is 15 services per hour on the District Line and 6 services per hour on the Hammersmith and City line.
2.9.3 The station is open from 0530-00:00 7 days a week with the main entrance closing slightly earlier at 21:30. The station provides two ticket offices open Monday to Friday during the station opening hours. The station offers a number of facilities which includes two touch screen ticket machines, ticket hall, ticket gates, payphones, cycle stands and Wi-Fi. The station is managed by London Underground Ltd.
2.9.4 The station also provides access to local taxis from a waiting point along Queens Road which is parallel to the station.
2.9.5 The station also provides an interchange point with London bus services with routes 58, 104, 330 and 376. Bus route 330 also stops at Canning Town Station.
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2.9.6 Services from this station offer interchange opportunities across all London Underground stations and to mainline rail stations within Central London such as London Euston, Marylebone and St Pancras Kings Cross. Access to mainline stations provides opportunity to travel to the major UK mainline stations (i.e. Birmingham, Manchester) and also on Eurostar via St Pancras Kings Cross.
2.9.7 Additionally, Canning Town Station is located at the western end of Barking Road and is accessible either by foot, cycle or bus. Canning Town Station is a major interchange hubt as it offers intermodal opportunities with a bus station, London underground with access to Jubilee Line and London Docklands Light Railway (DLR). The station was rezoned recently and is located on the boundary of Zone 2 and Zone 3.
2.9.8 It is a modern station which provides facilities such as modern concourse, escalators, payphones, ticket gates, cash machines, tickets halls. The station provides an interchange point with London bus services with bus routes which include 5, 69, 147, 300, 309, 323, 330, N550, 147, 241, N551, 309, 474, 69, 241, 115 and N15.
2.9.9 This shows the site is highly accessible to the London Underground, DLR and mainline rail services.
2.10 Parking Provision
2.10.1 Short term parking provision in proximity to the site is provided by on-street parking bays, however these are limited to residents only. This includes Compton Road.
2.10.2 Priory Road, which is a 2 minutes’ walk from the site, offers short term parking opportunities with the availability of pay and display parking bays offering a maximum of 2 hours with 1 hour stay for £2.30 and 2 hour stays for £3.50.
2.10.3 Longer parking opportunities exist in the local area also. These include the following:-
. Queens Market Car Park, Selsdon Road which offers 138 spaces (14 minutes to site);
. Newham University Hospital, Glen Road which offers 193 spaces (24 minutes to site);
. Madge Gill Way which offers 64 spaces (26 minutes to site); and
. Shaftesbury Rod which offers 157 spaces (28 minutes to site).
2.10.4 Further long term parking opportunities can be found at www.parkopedia.co.uk.
2.10.5 Parking opportunities can be also be found using website www.justpark.con where residents offer their driveways for temporary short or long term parking opportunities.
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2.11 Local Amenities
2.11.1 A review of the sites accessibility to local amenities has been undertaken to identify the walking distances from the site. Various local amenities accessible from the site are listed in Table 1.
Table 1 Local Amenities by distance and journey time by foot Facilities Distance Journey Time (Metres) by Foot Public Transport Facilities: Bus Stops, Barking Road 100m 1 min Upton Park Station, Green Street 826m 11 min Local Supermarket: Tesco’s Express, Barking Road 108m 2 min Health and Medical facilities: The GP Surgery and Sterling Chemist, St Georges Road 146m 2 min Newham General Hospital 1600m 20min General amenities: Bank with ATM Machine(Barclays), Barking Road 146m 2 min Post Office, Barking Road 146m 2 min Shopping High Streets:- Green Street - Banks, Food and clothes retail stores, 239m 3 min Queens Market 826m 11min
2.11.2 This shows the site has excellent accessibility to local amenities which are all within an acceptable walking distance. Green Street is a regional centre for shopping and offers numerous retail, jewellery and fashion shopping opportunities including Queens Market which is a large covered marketplace offering fresh produce, meats and other goods such as clothes. This shown by Figure 2.9.
Figure 2.9 Barking Road and Green Street
Source: Google Earth
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2.12 PTAL Rating
2.12.1 A PTAL assessment has been undertaken. The PTAL (Public Transport Accessibility Level) system where a score of 6 shows a highly accessible site and 1 shows a very poor accessible site. This has been undertaken using the TfL Planning Information database (tfl.gov.uk/info-for/urban-planning-and-construction/planning-with-webcat/webcat). This full output of the PTAL assessment is shown in Appendix B.
2.12.2 From the assessment of the site accessibility to public transport connections the site has a PTAL scoring of 5. This indicates that the site is well connected to local public transport facilities.
2.12.3 A graphical output from the PTAL assessment is shown below in Figure 2.10.
Figure 2.10 PTAL Output
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3.0 NATIONAL AND LOCAL PLANNING POLICY
3.1 Introduction
3.1.1 This section of the report reviews the national, regional and local planning policy pertinent to this development.
3.2 National Policy Guidance
3.2.1 The latest publication for the National Planning Policy Framework (NPPF) was issued recently in February 2019. It was first published in 2012, with a subsequent revision in July 2018. It is published by the Secretary of State for Housing, Communities and Local Government. NPPF is the primary source of national planning guidance in England, setting out the Government’s planning policies for England, and how they are expected to be applied by local councils.
3.2.2 At the heart of the NPPF is a ‘presumption in favour of sustainable development’, which for decision making means: . Approving development proposals that accord with an up-to-date development plan without delay; . Where there are no development plan policies, or the policies which are most important for determining the application are out of date, granting permission unless: o The application of policies in the framework which protect areas or assets of particular importance provides a clear reason for refusing the development; or o Any adverse impacts of doing so would significantly and demonstrably outweigh the benefits, when assessed against the policies in the NPPF taken as a whole.
3.2.3 National Policy in relation to the promotion of sustainable transport is set out at Chapter 9 of the NPPF.
3.2.4 Paragraph 111 notes that developments that will generate significant amounts of movement should be required to provide a Travel Plan, and the application should be supported by a Transport Statement or Transport Assessment so that the likely impacts of the development can be assessed.
3.2.5 Furthermore, paragraph 109 states that ‘Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe.
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3.3 Regional Policy Guidance
3.4 The London Plan
3.2.6 The London Plan (2016) is the current adopted document detailing the Spatial Development Strategy which sets the development framework for the development of London over the next 25 years.
3.2.7 A Draft New London (December 2017) is currently under consideration with the formal response from the Secretary of State expected in February 2021 with the Mayor to publish final London Plan later this year.
3.2.8 In its introduction online it states “The Mayor’s London Plan is a strategy for how London evolves and develops, it covers housing and many other issues. The London Plan identifies housing capacity and policies for London as a whole, as well as for each council.”
3.2.9 Chapter 6: London’s Transport introduction of the London Plan states that:
“6.2 The Mayor recognises that transport plays a fundamental role in addressing the whole range of his spatial planning, environmental, economic and social policy priorities. It is critical to the efficient functioning and quality of life of London and its inhabitants. It also has major effects – positive and negative – on places, especially around interchanges and in town centres and on the environment, both within the city itself and more widely. Conversely, poor or reduced accessibility can be a major constraint on the success and quality of places, and their neighbourhoods and communities. He is particularly committed to improving the environment by encouraging more sustainable means of transport, through a cycling revolution, improving conditions for walking, and enhancement of public transport”
3.2.10 Policy 6.1 Strategic Approach sets out a number of strategic aims. Those with are considered to relevant to the development proposals are as follows:
a) “encouraging patterns and nodes of development that reduce the need to travel, especially by car; b) seeking to improve the capacity and accessibility of public transport, walking and cycling, particularly in areas of greatest demand; c) supporting development that generates high levels of trips at locations with high levels of public transport accessibility and/or capacity, either currently or via committed, funded improvements including, where appropriate, those provided by developers through the use of planning obligations; g) supporting measures that encourage shifts to more sustainable modes and appropriate demand management; i) promoting walking by ensuring an improved urban realm.”
3.2.11 Chapter 6 London’s Transport of the London Plan provides both car and cycle parking standards for new residential developments.
3.2.12 However although not yet adopted the car and cycle parking standards provided in the draft London Plan issued in July 2019 has been used as reference. These are discussed in further detail within Chapter 5 of this report.
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3.2.13 Chapter 10 Transport, Policy T1 Strategic approach to Transport of the Draft London Plan 2019 states:-
Development Plans should support and development proposals should facilitate: 1) the delivery of the Mayor’s strategic target of 80 per cent of all trips in London to be made by foot, cycle or public transport by 2041.
3.2.14 Chapter 10 Transport, Policy T6 Car parking states:-
A - Car parking should be restricted in line with levels of existing and future public transport accessibility and connectivity.
3.2.15 It further states:-
B - Car-free development should be the starting point for all development proposals in places that are (or are planned to be) well-connected by public transport, with developments elsewhere designed to provide the minimum necessary parking (‘carlite’). Car-free development has no general parking but should still provide disabled persons parking in line with Part D of this policy.
3.5 Local Policy Guidance
3.6 Newham – The Local Plan 2018
3.2.16 The Newham Local Plan 2018: A 15 year plan looking ahead to 2033 is an update of the previous core strategy from 2012. The Local Plan was adopted in December 2018.
3.2.17 The plan sets out the key elements of the vision for the London Borough of Newham with regard to future development. Its sits alongside other Local Plans, the London Plan and National Policy documents.
3.2.18 It sets out a number of Spatial Policies covering each of the major conurbations within Newham. This includes Stratford and West Ham, Royal Docks, Canning Town and Custom House, Beckton and Urban Newham.
3.2.19 The Local Plan outlines through Policy S1 the borough’s overriding priority is to build communities that work and to ensure that growth contributes to achieving convergence, through inter alia the delivery of mixed and balanced communities.
3.2.20 Policy S6 further promotes new housing within Urban Newham, along with accompanying jobs growth and infrastructure provision, increasingly through non- strategic opportunities, including through Managed Transition and sensitive infill close to centres and key corridors.
3.2.21 With regard to housing, policies for Homes Policy H1 speak of delivering sustainable communities in quality neighbourhoods with the right mix and balance of housing types, sizes and tenures. The policy framework also outlines requirements for high levels of design quality, density, inclusivity, family provision and affordability which are discussed later in this report.
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3.2.22 With regard to transport, policies for Infrastructure Policy INF2 of the Local Plan indicates maintaining careful management of the supply of routes, capacity and parking for motor traffic in order to reduce or minimise congestion and the dominance of motor- vehicular traffic in the public realm and to make space for other modes.
3.2.23 With regard to car parking standards for new developments this is discussed in Chapter 5.
3.7 Section Summary
3.2.24 From review of policy documents it is considered the site’s location adheres to relevant policy guidance given the sites proximity to public transport, local amenities and infrastructure available for walking and cycling opportunities.
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4.0 PROPOSED DEVELOPMENT PROPOSALS
4.1 Introduction
4.1.1 The development proposal is comprised of the retention of the existing four storey building which consists of a solicitor's office on ground floor and basement with five self contained flats on first, second and third floors for the prior approval (Class AA) and the erection of two additional stories which would accommodate three self contained apartments at 62a Barking Road, London, E6 3BP.
4.1.2 The three apartments would be comprised of 2 studios flats accommodating 1 persons each and 1 one-bedroom apartment accommodating 2 persons. 4.13 The full Layout and plans of the development proposal are shown in Appendix C.
4.2 Development Accesses
4.2.1 Pedestrian access is undertaken as existing via the footways located along Barking Road (approx. 3 to 6 metres) and Compton Road (approx. 2.25 metres). Footways are located on either side of the road.
4.2.2 Access into the building will be undertaken as existing from a private door located from the rear of the building accessed from the gated entrance via the pedestrian footway along Compton Road.
4.2.3 Vehicular access to the site is undertaken as existing via the two-way carriageway along Barking Road. However parking is restricted along the frontage of the site. Vehicles can access the rear of the building from a gated entrance via the two-way carriageway along Compton Avenue. However parking availability is as existing retained for the solicitor’s offices on the ground floor.
4.2 Deliveries, Servicing and Refuse Strategy
4.3.1 It is envisaged deliveries and servicing will be undertaken as existing via the rear of the building accessed from Compton Street. Refuse collection will continue as existing which currently occurs once a week with bin enclosures collected from the rear of the building and picked up by refuse vehicles along Compton Street.
4.4 Parking Provision
4.4.1 The proposed development will be a car free development with no dedicated parking spaces. This is due to the excellent public transport provision and excellent accessibility to local amenities located in close proximity to the site along Barking Road and Green Street. Furthermore it is considered that the type of tenant type informs the parking provision. This is discussed in Section 5.2. Additionally cycle lock up and secure storage facility will be provided. This will be located at the rear of the building which can accommodate up to 4 cycles.
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5.0 PROPOSED VEHICULAR TRIPS AND PARKING ASSESSMENT
5.1 Introduction
5.1.1 This section of the transport statement looks to understand the proposed traffic generation from the proposed development.
5.2 Tenant Type
5.2.1 It is understood that the due to the nature of the proposed development it will cater for a specific rental market and accommodate residents such as young professionals, blue collar workers such as factory/industrial/warehouse staff and those who cannot afford their own home.
5.2.2 It is considered that car ownership levels amongst these types of residents will be lower than normal car occupancy rates.
5.1 Traffic Generation and Assessment
5.1.2 The proposed development is the provision of an additional three self contained apartments.
5.1.3 Based on the number of apartments, the type of resident that may rent this type of accommodation being a studio or 1 bed flat (i.e. single person, younger person, potentially early 20s to 30s) and given the excellent accessibility to public transport facilities with bus a stop located outside the site and excellent accessibility to Upton Park London Underground station (10 minute walk), it is expected that car ownership levels for the proposed development will be low.
5.1.4 Subsequently as a consequence it is considered that there will not be significant levels of traffic generation due to the site throughout the day. Therefore, it is not expected that the proposed traffic generation will have a major or significant impact on the local highway network.
5.1.5 Therefore no further assessment is considered to be required. 5.2 Local Car Parking Standards Assessment
5.2.2 A search for the maximum parking standards has been undertaken on the LB Newham website www.newham.gov.uk which provides the London Borough of Newham Parking Policy and Procedures document. This states:-
The Council’s parking standards for new developments are set out in the London Plan (Draft 2019). These set out the maximum number of car parking spaces that a developer shall be required to provide, with
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consideration for the accessibility and locality of the development as well as the land use proposed. Furthermore the London Borough of Newham Local Plan (2018) Policy INF2 seeks the incorporation an appropriate level of car parking as set out by the London Plan. (1) London Borough of Newham Parking Policy and Procedures, Section 6 Parking Standards, 6.1 Standards Applied, Paragraph 6.1.1. Page 39
5.2.3 With regard to cycle parking this state’s:-
High levels of cycle theft in the borough can act as a 40 | Page deterrent to people using their bikes. The provision of adequate and secure cycle parking is therefore a key component of the Council’s policies to encourage cycling. Provision is required in new developments and encouraged elsewhere. Provision of cycle parking at key destinations, including tube, rail and bus stations, shopping centres, schools, leisure facilities, libraries, and in housing areas is being improved.” (2) London Borough of Newham Parking Policy and Procedures, Section 6 Parking Standards, 6.4 Cycle Parking Standards, Paragraph 6.4.1. Page 39/40
5.2.4 The current adopted London Plan is dated March 2016. However based on guidance provided in the London Borough of Newham Parking Policy and Procedures the draft London Plan dated 2019 has been reviewed. This shows car and cycle parking standards within Chapter 10. 5.2.5 With regard to the cycle parking London Local Plan (2019), Chapter 10 Policy T5 Cycling states in “Table 10.2 Minimum Cycle Parking Standards” for “C3-C4 Dwellings” a minimum requirement of “1 space per studio or 1 person 1 bedroom dwelling and 1.5 spaces per 2 person 1 bedroom dwelling”. A screenshot of this standard is shown below with full output shown in Appendix D.
5.2.6 Based on 3 studio flats each accommodating 1 persons at the site, this results in 4 cycle parking spaces required. 5.2.7 With regard to the car parking London Local Plan (2019), Chapter 10 Policy T6.1 Residential Parking states in “Table 10.3 Maximum Residential Parking Standards” for “Central Activities Zone, Inner London Opportunity Areas, Metropolitan and Major Town Centres, All Areas of PTAL 5-6 and Inner London PTAL 4” the maximum parking provision is Car Free A screenshot of this standard is shown below with full output shown in Appendix D.
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5.2.8 Based on the location of the apartment being in an area of PTAL 5-6 (and arguably Inner London Opportunity Areas/Metropolitan and Major Town Centres) this results in the development being car free. 5.2.9 Further guidance from the London Local Plan (2019), Chapter 10 Policy T6.1 Residential Parking states that maximum standards should not be exceeded. This is shown in the screenshot below with full output shown in Appendix D.
5.2.10 With regard to the disabled parking London Local Plan (2019), Chapter 10 Policy T6.1 Residential Parking guidance is shown in the screenshot shown below with full output shown in Appendix D.
2.12.4 The proposal is providing additional three developments and therefore a disabled person’s parking space is not required.
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6.0 Summary and Conclusions
6.1 Conclusion
6.1.1 The National Planning Policy Framework (NPPF) paragraph 109 states that ‘Development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe’.
6.1.2 The development proposals will not result in an unacceptable impact on highway safety or severe cumulative impact and therefore accords with national policy.
6.1.3 Therefore for these reasons we see no significant or severe highway, proposed traffic generation or parking related issues due to the development proposals and recommend the proposed development should be permitted.
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