A2 GREAT DOVER STREET LONDON BRIDGE
TOWER BRIDGE BLACKFRIARS BRIDGE
KEY A100 TOWER BRIDGE ROAD
A201 NEW KENT ROAD CONGESTION CHARGE ZONE 07:00-18:00 MONDAY TO FRIDAY
TFL ROAD NETWORK TLRN OR 'RED ROUTES' IN THE VICINITY OF THE SITE NORTHERN ROUNDABOUT SITE LOCATION
A3 KENNINGTON PARK ROAD
A2 NEW CROSS ROAD
A202 PECKHAM ROAD
TOWARDS M25 VIA A2/A20
c HaskoningDHV UK Ltd.
Blays House, Wick Road JOB No. DATE SCALE TITLE PROJECT Englefield Green, Egham Surrey TW20 0HJ PB3730 03.07.15 NTS SITE ACCESSIBILITY Tel +44(0)1932 569566 www.royalhaskoningdhv.com DRAWN CHECKED PASSED TLRN 'RED ROUTES' SKIPTON HOUSE, LONDON HCF RC RC AUTOCAD REF. DRG No. REV AND CONGESTION CHARGE ZONE PB3730-001-01 P0
10 December 0201 DELIVERY AND SERVICING PLAN INFRAPB3682R001D01 16
Appendix J
14 December 2015 TRANSPORT ASSESSMENT INFRAPB3730-100-100 46
REPORT
Skipton House, London
Construction Logistics Plan
Client: London and Regional Properties ltd
Reference: INFRAPB3730-101-100R004D01 Revision: 01/Final Date: 10 December 2015
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HASKONINGDHV UK LTD.
2 Abbey Gardens Great College Street London SW1P 3NL United Kingdom Infrastructure VAT registration number: 792428892
+44 207 2222115 T [email protected] E royalhaskoningdhv.com W
Document title: Skipton House, London
Document short title: CLP Reference: INFRAPB3730-101-100R004D01 Revision: 01/Final Date: 10 December 2015 Project name: Skipton House, London Project number: PB3730-101-100 Author(s): Richard Cornell
Drafted by: RC
Checked by: Andy Ward
Date / initials: 10/12/15 AW
Approved by: Patrick Hebbard
Date / initials: 10/12/15 PH
Classification Open
Disclaimer No part of these specifications/printed matter may be reproduced and/or published by print, photocopy, microfilm or by any other means, without the prior written permission of HaskoningDHV UK Ltd.; nor may they be used, without such permission, for any purposes other than that for which they were produced. HaskoningDHV UK Ltd. accepts no responsibility or liability for these specifications/printed matter to any party other than the persons by whom it was commissioned and as concluded under that Appointment. The quality management system of HaskoningDHV UK Ltd. has been certified in accordance with ISO 9001, ISO 14001 and OHSAS 18001.
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Table of Contents
1 Introduction 1 1.1 Preface 1 1.2 Purpose 1
2 Draft Construction Logistics Plan 4 2.1 Site Location 4 2.2 Local Highway Network 4 2.3 Demolition and Construction Programme 5 2.4 Construction Site Layout and Access 6
3 Construction Traffic Movement 8 3.1 Preface 8 3.2 Methodology (Vehicle Volumes) 8 3.3 Vehicle Classification 8 3.4 Impact on the Local Highway Network 10
4 Construction Management 11 4.1 Construction Traffic Management Measures 11 4.2 General Site Management 12 4.3 CLP Review 13
5 Summary 14
Appendices
Appendix A: Draft Development Plan Appendix B: Construction Route Plan
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1 Introduction
1.1 Preface This draft Construction Logistics Plan (CLP) has been prepared by Royal HaskoningDHV on behalf of London and Regional Properties ltd (the ‘Applicant’) to support a full planning application for the redevelopment of land in Elephant and Castle, London comprising Skipton House, The Perry Library, and the London Borough of Southwark Hostel (‘the Site’). The planning application relates to proposals for a comprehensive redevelopment of the Site to provide a high quality mixed use scheme consisting of residential, office, retail, leisure and cultural land uses, and supported by new landscaping and public realm enhancements (‘the Development’).
This CLP has been prepared in support of a planning application and prior to the appointment of a Principal Contractor. Accordingly, at the time of writing, it is not possible to provide detailed information relating to the number of construction vehicle movements expected to be associated with the development. Furthermore construction dates set out within this document are approximate. The Plan will therefore be revised upon receipt of any planning permission and the appointment of a Principal Contractor. It is expected that a Final CLP will form a Condition attached to any planning consent.
This document should be read in conjunction with the Environmental Statement Chapter 5: Construction Programme and Environmental Management.
1.2 Purpose
The primary aim of this, and indeed any final CLP, is to minimise the impact that construction activity might have on the public highway and amenity in the immediate vicinity of the development site. In order to achieve this aim, this report has taken into account guidance published by TfL relating to the production of CLPs entitled: “London Freight Plan”. The stated objective of that document is as follows:
“…the safe, reliable and efficient movement of freight and servicing trips to, from, within and, where appropriate, through London to support London’s economy, in balance with the needs of other transport users, the environment and Londoners’ quality of life…”
In order for the above vison to be achieved the London Freight Plan specifically requires the following requirements to be met, relevant to any construction activity:
. A strategy leading to a reduction in the number of servicing and delivery trips associated with construction; . A plan showing when and where construction deliveries and servicing can take place safely and legally.
This CLP has additionally been prepared with reference to Transport for London’s (TfL) publication, ‘Building a Better Future for Freight – Construction Logistics Plans’ as well as TfL’s ‘Transport Assessment Best Practice’ document (April 2010).
TfL’s Transport Assessment Best Practice guidance states the following with respect to construction activity:
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“The construction phase of any development will have impacts on the transport network. The construction impacts of developments can vary in significance, but for those large developments that may take many months or years to construct; the construction phase can be as significant as the operational phase.”
“It is imperative that road safety measures are considered at the application stage and preventive measures delivered through the construction and operational phases of the development. TfL strongly encourages the use of contractors who are accredited through the FORS system and meet the vehicle and driver standards set out in Annex A of the CLP guidance for developers.”
TfL’s Transport Assessment Best Practice guidance refers to the requirement for a CLP and states the following:
“A draft CLP is recommended at the application stage, considering access routes and whether changes to the highway will be necessary to facilitate construction. This should be discussed with TfL at the earliest possible stage and refined through the application process. Normally a full CLP is expected to be secured by condition and discharged in consultation with TfL on major schemes or where the development is on the TLRN or SRN.”
“The CLP will provide the framework for understanding and managing construction vehicle activity into and out of proposed developments. A full assessment of the construction phase should be included, detailing the levels of construction traffic generated along with the routes the traffic will use and any significant traffic management that may operate in order to construct the development. Particular attention should be paid to the need to identify routes for construction vehicles that avoid sensitive routes.”
TfL’s document Building a Better Future for Freight – Construction Logistics Plans, states that:
“A CLP will improve the safety, efficiency and reliability of deliveries to that location. It will also identify unnecessary journeys, and deliveries that could be made by more sustainable transport modes, to help reduce congestion and minimise the environmental impact of freight activity.”
In line with the above guidance this report will consider vehicular movements and activity expected to be associated with the proposed construction works at the Site, including the following:
. Expected construction vehicle types; . The expected volume and frequency of trips; . The initial programme of works; . The routeing of construction vehicles to/ from the site; . Loading/ unloading operations; . CLP measures which seek to minimise the impact of traffic associated with the construction activity; . ‘General’ management of the works including control of dust, noise and vibration.
This report considers measures that will form part of the final CLP post-appointment of the Principal Contactor and provides a preliminary (high level) assessment of the number, classification and timeframe for construction vehicle movements associated with the proposed development.
The Applicant recognises the requirement for the appointed contractor to make reference to best practice guidance. Consideration will as such be given to contractors who are accredited through the Freight
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Operator Recognition Scheme (FORS), the Construction Logistics and Cyclist Safety (CLOCS) scheme and the Considerate Constructors Scheme (CCS).
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2 Draft Construction Logistics Plan
2.1 Site Location The Site is located within the London Borough of Southwark (LBS). The Site is located at the junction of London Road and Newington Causeway, in a prominent position immediately north of the Elephant and Castle roundabout. The Site is bounded by Keyworth Street and Southwark Bridge Road to the north, Newington Causeway to the east, London Road and the Elephant and Castle Bakerloo Line Station to the south, and Ontario Street to the west, and is highlighted in red in the below map.
Figure 2.1 Existing Buildings and Site Boundary
2.2 Local Highway Network
The development site is located adjacent to Elephant and Castle, a major highway junction located on the southern boundary of London’s Congestion Charge Zone. The junction is currently the subject of a major improvement scheme and the Northern Roundabout has been replaced by a signal controlled junction. The purpose of this scheme is to cater for the regeneration of the area, improve safety for pedestrians and cyclists, and improve the public realm.
Replacing the Northern Roundabout with traffic signals has resulted in the restriction of some traffic movements at the junction. From December 2015 traffic can no longer turn right from the New Kent Road to Newington Causeway and traffic from Newington Causeway can no longer turn left into the New Kent Road. As the New Kent Road forms a link from the Elephant and Castle to the A2, A20 and the Strategic Road Network, this has an impact on access to the area to the north of the junction. During consultation on the Elephant and Castle proposals TfL identified an alternative route from the A2 Old Kent Road via Dover Street, Borough High Street and Newington Causeway.
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Newington Causeway is an important bus route linking the Elephant and Castle with London Bridge and the City of London. Through pre-application discussions it is understood that TfL are considering improvements to the junction of Newington Causeway and Southwark Bridge Road to give greater bus priority and reduce delays. Newington Causeway already carries a significant number of HGVs, a DfT survey undertaken in 2014 showed that 611 HGVs used this route daily, making up 3.3% of vehicular traffic.
As well as buses and HGVs, Newington Causeway is also a popular route for cyclists heading towards London Bridge and the City of London. The DfT survey found 1970 cyclists used the route, a proportion of 10.6% of traffic. Whilst the route has no specific measures to encourage cycling, the existing bus lanes provide cyclists with some segregation from general traffic.
To the south of the Site, London Road is one-way to general traffic south-east bound with a contra-flow bus lane north-west bound towards Blackfriars Bridge. Adjoining the site are two bus stops as well as the Elephant and Castle Bakerloo Line Underground station. Consequently this section has a high pedestrian. Under the new junction scheme the subways at the old roundabout are being replaced by surface level signal controlled junctions.
On the western boundary of the Site is Ontario Street which runs from Keyworth Street to the north to London Road in the south. Ontario Street forms part of Cycle Superhighway 7 (CS7) and cyclists only can cross London Road into Princess Street. At the northern end of Ontario Street CS7 continues to the east into Keyworth Street and then north into Southwark Bridge Road.
To the north of the site the first section of Southwark Bridge Road runs to west of Newington Causeway before turning to the north. This first section is one way westbound for general traffic and has a contra-flow cycle lane eastbound which forms part of a local cycle route that crosses Newington Causeway and continuing into Rockingham Street. On the south side of Southwark Bridge Road, just to the west of Newington Causeway, is located a bus stand which can accommodate up to two buses on layover.
The neighbouring development site of the former Eileen House has entered a S278 Agreement with LBS to undertake traffic management changes and public realm improvements to the roads surrounding their site including Newington Causeway, Gaunt Street and Southwark Bridge Road. The second phase of works would reverse Gaunt Street to become one-way westbound and relocate the bus stands from Southwark Bridge Road. At the junction of Southwark Bridge Road and Keyworth Street, traffic from Newington causeway could only travel westbound into Keyworth Street. Initial discussions have been held with the developers of Eileen House and LBS regarding phasing of these improvements and the construction of Site.
2.3 Demolition and Construction Programme The outline programme for the Site anticipates that the demolition phase is expected to run for 8 to 9 months, and the construction programme is expected to be approximately 30 months, making a total of 38 months. It is currently envisaged that construction works will commence in 2016 and be completed by mid- 2019, should planning consent be granted.
The development will have the highest impact terms of construction traffic during the excavation and construction of the sub-structure and the construction of the superstructure. An indicative breakdown of the HGV flows associated with the key phases is shown in Table 2.1.
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Work Stage Approximate vehicles per day
Demolition 18-30
Sub-Structure 40-60
Superstructure 40-60
Fit Out 15-25
NB. Vehicle movements are two-way and thus one vehicle generates 2 movements
Table 2.1 HGV flows generated during construction phases (ref: ES Chapter 5)
2.4 Construction Site Layout and Access The site will be constructed in one phase and the layout and access arrangements will adapt according to the stage of the work. The earlier stages (demolition and excavation) anticipate access to the Site to be from Southwark Bridge Road at the junction with Keyworth Street. All construction traffic would enter Southwark Bridge Road from Newington Causeway. At this stage it would be possible to turn the vehicles on site, so that vehicles enter and exit in a forward gear. For exiting vehicles there are two options:
The first would be for construction traffic to travel north up Southwark Bridge Road to the junction of Borough Road; The second would be for the junction of Newington Causeway and Southwark Bridge Road to be altered to allow construction vehicles to enter Newington Causeway.
During the later stages (superstructure and fitting out) a further option being considered is for of the construction vehicles to enter the site from Southwark Bridge Road and exit the site onto London Road, turning left towards the Elephant and Castle junction. This may be necessary as the superstructure could restrict the ability to reverse vehicles on site. The advantages and disadvantages of the three options are summarised in the following table:
Option Inbound Outbound Advantages Disadvantages
Southwark Bridge Southwark Bridge Works with current highway Impact of additional HGVs on 1 Road (E) Road (N) network CS7
Requires change to Newington Southwark Bridge Southwark Bridge Outgoing HGVs cannot turn left 2 Causeway / Southwark Bridge Road (E) Road (E) into New Kent Road Road junction
The site exit is close to the Southwark Bridge Outgoing vehicles can access New 3 London Road Bakerloo line ticket hall and bus Road (E) Kent Road stops
Table 2.2 Comparison between site access options
The primary construction access routes to the site are expected to be from the south west via the A3 and the south east via the A2. The choice of route is likely to be dependent on the source of materials and disposal sites. The above routes principally comprise of roads on the strategic highway network, and wherever possible, will avoid routes through residential areas.
An option being considered would be to implement improvements to the junction of Newington Causeway / Southwark Bridge Road in advance of the construction works to enable construction traffic to use this
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improved junction during the construction stage. Two options have been developed, both of which would enable traffic exiting the construction site to turn right into Southwark Bridge Road and then turn right into Newington Causeway towards the Elephant and Castle junction.
The first option would enable vehicles to turn left into Southwark Bridge Road from Newington Causeway. The second option would enable southbound vehicles in Newington Causeway to turn right into Southwark Bridge Road. The advantages of this second option is that in bound vehicle movements could turn right thereby reducing the risk of collisions caused by ‘left-hook’ movements between HGVs approaching from the south and cyclists travelling northbound. This would also enable inbound journeys from the A2 Old Kent Route to be routed away from Elephant and Castle junction by following the route along the A2 Dover Street, Borough High Street and Newington Causeway.
The proposed junction improvement would also create an offset two-way cycle route enabling cyclist from Rockingham Street and Newington Causeway connect with the CS7 whilst to avoiding HGVs manoeuvring at the Site’s entrance.
Whilst construction activities will seek to minimise the impact on the highway wherever possible, there may be a requirement to restrict traffic at certain times for demolishing the existing building, construction of temporary works and associated loading and unloading. Where ever possible this will be undertaken during off peak times (including at night), with the provision of temporary traffic lights or manual signal controllers or a restriction to traffic to ensure the safety of passing vehicles, cyclist and pedestrians.
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3 Construction Traffic Movement
3.1 Preface This section of the CLP provides an estimate of construction traffic movement associated with the proposed development.
Typically, the most robust estimates of construction traffic data are generated following the appointment of the principal contractor and these are often presented within a Construction Environmental Management Plan (CEMP), Method Statement or for sites within Greater London, a CLP prepared prior to construction (post planning consent). Such documents contain estimates of workforce movements to/ from the site, delivery vehicles to the site, removal of material from the site and trips made by associated trades.
However, for the purposes of a preliminary assessment, consideration has been given to the TRICS “Construction Traffic – Research Report” (February 2008) document which provides guidance on the number and classification of construction vehicles that might reasonably be expected in association with a new build development. Consideration has also been given to the wider routeing strategy for construction traffic, with detailed consideration given to construction vehicle movements in the immediate vicinity of the site.
3.2 Methodology (Vehicle Volumes) The volume of traffic associated with the construction phase(s) of the proposed development has been estimated based on the “Ready Reckoner” methodology provided within the TRICS “Construction Traffic – Research Report” document which states the following:
“Constructing Excellence recorded ‘Commercial Vehicle Movement KPI’ as part of the 2007 UK Construction Industry Key Performance Indicators. This uses a measure of the total number of commercial vehicle one-way movements onto a site (collected from security or other gate records, contractor notes and waste transfer notes) against the total project value. For inclusion, sites used in the assessment should be entirely non-operational, i.e. being constructed without any elements of the site being occupied which may skew the data…”
“Based on data collected in 2006, the total recorded movements onto a site (per £100,000 of project value) are 29.4 one-way trips (www.kpizone.com). For deliveries of materials, the indicator simply considers the final delivery journey to site, therefore not accounting for off-site storage, consolidation of loads or other factors”
3.3 Vehicle Classification On the matter of potential vehicle types associated with construction works, the TRICS “Construction Traffic – Research Report” states the following:
“The varieties of activities that may take place during construction require the use of a wide range of vehicle types. These may be identified and grouped according to their size:
Car/ pick up/ 3.5 ton van
7.5 ton box van/ panel van
Low loader and articulated Heavy Goods Vehicle (HGV)
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Ready mix concrete truck
Mobile crane
Skip lorry
32 ton tipper truck
The trips generated by each vehicle type are highly dependent upon the nature of the job.”
At this stage in the project, without an appointed contractor in place, it is only possible to undertake a preliminary estimate of the number and classification of vehicle movements expected at the development site during the construction process, based on evidence collected elsewhere.
It is understood that the contract sum for the proposed works at Skipton House will be in the order of £420million. Therefore, based on the Ready Reckoner approach outlined above, we might expect some 123.000 one-way trips to take place associated with the development’s construction (420,000,000/100,000 x 29.4).
In order to provide an approximate assessment of the associated vehicle classifications, proportions of construction traffic recorded during the ‘Highbury Redevelopment’ have been used. Based on the above, Table 3.1 below provides an estimate of the number of one-way movements undertaken by each of the identified construction vehicle classifications.
Vehicles Car/pickup 7.5T Box Low Ready Mix Mobile Skip Lorry 32T Tipper Total /3.5T Van van/panel Loader & Concrete Crane Truck Van Artic Truck
% of trips made by vehicle type 10.5% 18.1% 2.4% 22.8% 0.1% 1.3% 45.1% 100.0% (Highbury redevelopment)
Predicted Number of trips 12,915 22,263 2,952 28,044 123 1,599 55,473 123,000
Table 3.1: Preliminary Estimate of Construction Vehicle Numbers and Vehicle Classification
The above table shows that approximately 110,000 of the 123,000 (circa. 90%) total one way movements could be considered as HGV movements. The total number of two-way trips (arrivals and departures) associated with the works would thus be in the order of 246,000 of which 220,000 could be considered as HGV movements.
From the above data, estimation of the daily trips at the site is possible, assuming that any building works will be undertaken between Monday and Friday (08:00– 18:00) and Saturday (08:00 – 13.00). It is also assumed that one year has 300 working days, excl. Sundays, Bank and Public Holidays, which is on average 25 working days per month. The construction of this Site which is estimated will take 38 to 39 months, can be assumed will take 950-975 working days.
Some variation in flow on a day to day basis is reasonably expected as different phases of the development take place. However, on the basis of the above and a 38 months (950 working days) construction programme, we would expect an average of 129 one-way trips or 259 two-way trips to take place daily, of which 90% could be expected to be via HGV. Based on figures approved with TfL for other construction projects, it would be expected that 10% of construction trips would be within the peak hours 08:00 – 09:00 and 17:00 – 18:00.
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3.4 Impact on the Local Highway Network
TfL and LBS have requested, as part of the pre-application discussions, a review to be carried out of other developments and construction projects in the local area to the site to identify the cumulative impact on the highway network. Development sites that have been identified as having a potentially significant impact on the highway network are considered further in the Transport Assessment Appendix K . Through consultation with local representatives of the London Cycle Campaign, in addition to the pre-application discussions with TfL and LBS, it is understood that the impact of cumulative construction traffic is a key issue to be addressed as the Construction Logistics Plan develops.
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4 Construction Management
4.1 Construction Traffic Management Measures Once a Principal Contractor has been appointed, their site manager and by delegation any site foreman will take ownership of the final/ approved CLP and will ultimately be responsible for the implementation of any measures that are laid out within it. The Principal Contractor will also be responsible for contacting Transport for London and LB Southwark Highways Officers prior to the commencement of works in order to agree any final matters that relate to the Construction Logistics Plan.
Vehicle Call Up Procedure/Vehicle Holding Areas
Pre-arranged delivery times will be set by the site manager to ensure that there is not more than one delivery vehicle at the site simultaneously. Drivers will be required to contact the site 30 minutes prior to arrival in order to ensure that a space is available for them, with this requirement forming a part of all contract documentation. There is therefore, in view of the above described procedure and in the context of the forecast volume of construction vehicles, no proposed off site holding area associated with the works. It is in this regard also evident from the previously discussed drawings that sufficient space exists at the site to simultaneously accommodate more than one vehicle clear of the carriageway should this be necessary. However, with the measures laid out above it is expected that this will rarely happen.
Bus stand relocation
In order to access the Site for construction, it will be necessary to relocate the existing bus stand in Southwark Bridge Road (E) in advance of works commencing. This has been identified through the pre- application process with TfL and alternative sites will be investigated as the CLP is developed.
Co-ordination with Other Construction Activity
It is understood that during the construction period there is likely to remain a level of construction activity in the area. The main contractor will, prior to commencement of work and then at regular intervals thereafter, liaise with officers within Transport for London and LB Southwark to ascertain the level of construction activity planned or taking place. If and when other local construction work is identified the site manager will liaise with these sites as required.
Co-ordination with Domestic Waste Collections
Once the Principal Contractor is appointed they, along with any sub-contractors and suppliers, will be made aware of the existing refuse collection activity around the site and will strive to ensure that waste collection vehicles are not unduly obstructed by the works. In order to ensure this is the case, priority will be given by banksmen to waste collection vehicles where relevant and appropriate.
Site Hours and Operation
It is reasonably expected that the site will operate within the timescales noted below:
. Monday to Friday: 08:00 – 18:00; . Saturday: 08:00 – 13:00 . Sundays and Bank Holidays: No operations.
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In order to ensure these hours are observed the works manager / site foreman will ensure that the programme for construction will have no scheduled deliveries outside of these hours. All suppliers will be informed of these hours as part of any contract documentation.
Wheel Washing / Highway Cleaning
The requirement for wheel washing facilities will be considered upon commencement of the works. If any mud or debris does get deposited onto the public highways a dedicated member of the Principal Contractors staff will expeditiously remove it.
Sustainable Travel
The appointed contractor and sub-contractor will advise their staff of all local public transport connections. In this respect, Elephant and Castle Underground station (served by the Bakerloo and Northern Line) is located adjacent to the site, whilst Elephant and Castle railway station (served by National Rail services towards London Bridge Station. The site is well served by 35 local bus services and there are 19 bus stops located within 400m of the site.
General Management
The following general measures will be in place at the site:
. All parties will sign in and out with their name and time at the site entrance and a record of visitors will be kept on site; . Deliveries to the site will be restricted between the hours of: Monday to Friday: 08:00 - 18:00; Saturdays1, Sundays and Bank Holidays: No operations. . Trade contractors are to submit any material delivery requests a minimum of 24 hours in advance to the site manager; . Waste and recycling management will take place in accordance with any separately produced SWMP; . The Principal Contractor will ensure that all other suppliers are aware of the agreed vehicle routes to and from the site; . The contractor will ensure that a suitably qualified banksman (or banksmen) is present to manage all loading activity; . Procedures will be set in place to deal with any third party complaints.
4.2 General Site Management Noises/Vibration
Contractors at the site will adhere to relevant legislation on noise and vibration, including as set out in the following documents:
. Control of Pollution Act 1974; . Environmental Protection Act 1990 (ss79-82); . BS 5228:1997 Code of Practice on Construction and Open Site.
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The following ‘standard’ measures will be employed to ensure that noise levels are minimised at the site:
. Deliveries will be coordinated to prevent vehicles waiting to access the site; . Acoustic hoarding will be utilised as required; . Site working hours will be strictly adhered to.
Construction hoarding
Any hoarding for the proposed development will be installed and constructed in accordance with the Temporary Structure Licence that will be obtained by the Principal Contractor once they have been appointed. The hoarding will also be constructed and dismantled in a safe manner in line with the current legislation (Section 172 of the Highways Act 1980 and Chapter 8 of the Traffic Signs Manual under the New Roads and Street Works Act 1991) as well as in conjunction with the relevant Health and Safety Executive Guidelines.
Any hoarding will be adequately lit and in such a position as to ensure it does not obstruct access to utility companies’ plant.
Pollution and Dust Control
For the proposed development the contractor will adhere to the relevant documents and guidance relating to dust control. These documents are set out below:
. The control of Dust and Emissions from Construction and Demolition; Best Practice Guidance (2006) – GLA; . Controlling Particles, Vapour and Noise Pollution from Construction Sites (2003) – Building Research Establishment.
4.3 CLP Review Any complaints arising from local residents or businesses will be dealt with by the site manager. Contact details of the project team will be displayed at the site for this purpose.
The site manager will be expected to review the CLP in liaison with the foreman, at least on a monthly basis, with the CLP being updated as necessary. The Final Plan will thus take into account views from LBS, TfL, local residents, businesses and adjacent development as to how operations at the site may be improved.
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5 Summary
This document has been prepared with regard to the proposed development of 250 Southwark Bridge Road within the London Borough of Southward (LBS).
It is envisaged that the preparation of a Final CLP will be a Condition of any planning consent, and will be subject to approval by the LBS.
The adopted CLP will seek to minimise the impact of construction vehicle movements associated with the works, in line with guidance published by Transport for London in their document ‘Building a Better Future for Freight – Construction Logistics Plans.’
The final CLP will contain commitments to minimise impact on the local highway and will include reference to the following:
. A commitment to accommodate loading and unloading, and material storage within the site and without material impact on the adjacent highway; . A strategy for access and loading and unloading of any ‘Abnormal loads’; . The timing of construction vehicle movements and mechanisms to encourage these vehicle movements to take place away from peak times of demand on the local highway; . All measures to be put in place by the Principal Contractor to minimise the impact of construction activity in the area; . The procurement process and how this can be used as a means to minimise the impact on construction vehicle movement; . A detailed breakdown of the number of vehicles expected at the site, across each of the construction phases; . Encouragement of contractor staff to access the development site via sustainable modes of travel.
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Appendix A: Draft Development Plan
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A2 GREAT DOVER STREET KEY ROUTES ACCESSED FROM THE M25 TO THE SITE VIA A2/A20 A3202 BOROUGH ROAD ACCESS ROUTE PRIOR TO CHANGES TO NORTHERN ROUNDABOUT SEE DRAWING PB3730-002-01 FOR DETAILS
ALTERNATIVE ROUTE BY U-TURNING AT NEWINGTON BUTTS
ALTERNATIVE ROUTE FOLLOWING GREAT DOVER STREET, BOROUGH HIGH STREET, BOROUGH ROAD AND LONDON ROAD A201 LONDON ROAD
ALTERNATIVE ROUTE VIA PECKHAM ROAD, CAMBERWELL ROAD A3 NEWINGTON CAUSEWAY AND WALWORTH ROAD
SITE LOCATION
A201 NEW KENT ROAD A100 TOWER BRIDGE ROAD
A2 OLD KENT ROAD A201 NEW KENT ROAD
INSET A A215 WALWORTH ROAD
A215 WALWORTH ROAD
A3 KENNINGTON PARK ROAD
INSET A
A2 NEW CROSS ROAD A215 CAMBERWELL ROAD
A202 PECKHAM ROAD
c HaskoningDHV UK Ltd.
Blays House, Wick Road JOB No. DATE SCALE TITLE PROJECT Englefield Green, Egham Surrey TW20 0HJ PB3730 03.07.15 NTS Tel +44(0)1932 569566 INBOUND www.royalhaskoningdhv.com DRAWN CHECKED PASSED SKIPTON HOUSE, LONDON HCF RC RC MAJOR ROUTES TO THE SITE AUTOCAD REF. DRG No. REV PB3730-001-02 P0 A2 GREAT DOVER STREET KEY ACCESS FROM THE SITE TO M25 VIA THE A2/A20 A3202 BOROUGH ROAD ACCESS FROM SITE PRIOR TO CHANGES TO NORTHERN ROUNDABOUT SEE DRAWING PB3730-002-01 FOR DETAILS
ALTERNATIVE ROUTE VIA GAUNT STREET, NEWINGTON CAUSEWAY AND GREAT DOVER STREET TO A2
ALTERNATIVE ROUTE VIA SOUTHWARK BRIDGE ROAD, BOROUGH ROAD AND GREAT DOVER STREET TO A2 A201 LONDON ROAD
ALTERNATIVE ROUTE VIA GAUNT STREET, NEWINGTON A3 NEWINGTON CAUSEWAY CAUSEWAY, WALWORTH ROAD, CAMBERWELL ROAD AND PECKHAM ROAD
SITE LOCATION
A201 NEW KENT ROAD A100 TOWER BRIDGE ROAD
A2 OLD KENT ROAD A201 NEW KENT ROAD
INSET A A215 WALWORTH ROAD
A215 WALWORTH ROAD
A3 KENNINGTON PARK ROAD
INSET A
A2 NEW CROSS ROAD A215 CAMBERWELL ROAD
A202 PECKHAM ROAD
c HaskoningDHV UK Ltd.
Blays House, Wick Road JOB No. DATE SCALE TITLE PROJECT Englefield Green, Egham Surrey TW20 0HJ PB3730 03.07.15 NTS Tel +44(0)1932 569566 OUTBOUND www.royalhaskoningdhv.com DRAWN CHECKED PASSED SKIPTON HOUSE, LONDON HCF RC RC MAJOR ROUTES FROM THE SITE AUTOCAD REF. DRG No. REV PB3730-001-03 P0
O p e n
Appendix B: Construction Route Plan
10 December 2015 CLP INFRAPB3730-101- 16 100R004D01
c HaskoningDHV UK Ltd.
Blays House, Wick Road JOB No. DATE SCALE TITLE PROJECT Englefield Green, Egham Surrey TW20 0HJ PB3730 17.11.15 1:250 @A3 Tel +44(0)1932 569566 PROPOSED RIGHT TURN www.royalhaskoningdhv.com DRAWN CHECKED PASSED SKIPTON HOUSE HF RC RC NEWINGTON CAUSEWAY - OPTION B AUTOCAD REF. DRG No. REV PB3730-010 0
Appendix K
14 December 2015 TRANSPORT ASSESSMENT INFRAPB3730-100-100 47