8. TRANSPORT STRATEGY

113 TRANSPORT STRATEGY

Strategic Transport Study a substantial increase in rail capacity to the 8.1 This transport chapter is supported by e. Seek to embed existing and future West End, City and Canary Wharf and the a Strategic Transport Study, which is a sup- technology to inform station design to station will bring excellent regional and porting document to this OAPF. The Study maximise integration with the wider area. sub-regional connectivity to Old Oak. was undertaken by Transport for in conjunction with the GLA and Hammer- 8.2 The new station and 8.4 Subject to a positive business case a smith & Fulham, Ealing and Brent Councils. surrounding interchange will be the key potential link from to the West The Strategic Transport Study provides an driver for development in the area and will Coast Main Line (WCML) could provide evidence base for the transport measures be the focus of future transport connections. additional connections from northwest proposed in this document and responds to It could have the same regenerative London and Hertfordshire including, major transport infrastructure proposals in- benefits to that of the improved Kings Cross potentially, Wembley Central. The most cluding (HS2) and Crossrail 1. station. The station itself is being designed recent proposals for a Crossrail to WCML to accommodate 250,000 passengers a extension would also be compatible PRINCIPLE T1: day, making it comparable in passenger with aspirations for operating passenger RAIL & UNDERGROUND numbers to Waterloo. HS2 will provide up services on the Dudding Hill Line although to 18 trains per hour between Old Oak and a business case for this has not yet been Proposals should: the North, with Birmingham Airport just 31 established. minutes from Old Oak. The new Crossrail a. Deliver a state of the art rail station at station at Old Oak will provide up to 24 trains station(s) Old Oak Common, providing interchange per hour into central London, as well as 8.5 Building on the international, national between HS2, Crossrail 1 and the Great services towards Heathrow and Reading. and regional links provided by HS2 and Western Main Line; There will also be up to 24 trains per hour Crossrail, TfL has developed proposals for b. Provide new London Overground into central London on rail services using new London Overground stations at Old station(s) and supporting infrastructure; the (GWML). The Oak Common which would provide access c. Provide substantial capacity station should support the integration of to services operating on the North and improvements to existing London cycling and public transport by providing West London Lines. Underground and Overground stations, high quality, secure cycling parking at particularly Willesden Junction and North stations to meet projected demand as a The London Overground stations would: Acton, and potentially stations in the wider minimum. area; ƒƒ Reduce the crowding effects of HS2 in d. Ensure that the impact on existing 8.3 The presence of a Crossrail station central London; ƒ rail infrastructure is minimised during will be one of the most important transport ƒ Facilitate regeneration across the Old construction; and connections to the site. Crossrail will provide Oak Common site;

114 0 0.5 1km Figure 79: Existing and proposed rail connections

London Overground Lines T Freight Lines o W emb Central Line ley Stonebridge Crossrail Park Piccadilly Line HS2 Potential Crossrail link to WCML Great Western Main Line

Alperton

Harlesden

Willesden update on Junction nd To l Lo B ntra irm Kensal Ce ing To ham Green

Park Royal Hanger Lane Hythe Road Park To Old Oak Common Lane Old Oak Common Paddi Royal ngton

North Acton Wormwood Scrubs

North West Acton East Acton To Ealing Wh ite Acton C i Main Line ty To the West

Ealing Broadway 115 ƒƒ Provide a new strategic transport of the transport network. They will provide Station improvements interchange for west London and improve a level of public transport access and 8.10 To accommodate the scale of connections to other Opportunity Areas; capacity which can support high density development at Old Oak and Park Royal, ƒƒ Provide improved access to Crossrail residential and commercial development. major improvements will be required at and HS2. an early stage to existing rail stations 8.8 The stations will also widen access to including Willesden Junction and North 8.6 Current HS2 plans do not provide for employment, retail and leisure opportunities Acton. These capacity improvements will new stations on the London Overground for new residents by offering connections need to accommodate the increases in or connections to them but they are seen to major centres such as Clapham rail station usage forecast but they are not as essential to maximise the potential Junction, Shepherd’s Bush, Richmond currently funded or committed and so there connectivity of the new interchange. Public and potentially Hounslow. Improving local would need to be a sound financial case consultation on three alternative options connectivity to Old Oak from all directions and sources of funding would need to be for the new London Overground station(s) is critical to help maximise the opportunities secured. took place in autumn 2014. Following for regeneration of the area. A 2014 study this TfL has made a recommendation to by Jones Lang LaSalle has suggested that 8.11 The impact of development and growth develop option C which would comprise with the local connectivity provided by the across the area will also put added pressure two separate stations as illustrated in figure proposed Overground stations, as many as on nearby stations such as Kensal Green, 79. This decision was also supported by 20,000 additional jobs would be created at , Park Royal, Stonebridge Park a detailed technical study. The proposed Old Oak. As part of the station proposals, and Hanger Lane. Access to existing and stations are not a committed project and so new high quality pedestrian and cycle new rail and Underground stations from powers of delivery and sources of funding links will be provided across the Old Oak Park Royal industrial estate will need to would need to be secured. TFL, OPDC development area connecting to Victoria be enhanced through a combination of and GLA are continuing to progress these Road and the main HS2/ National Rail improved bus links and more direct high proposals. transport hub. quality routes for pedestrians and cyclists.

8.7 As well as providing congestion relief 8.9 In addition to the new London Willesden Junction at London Euston, the new London Overground station(s), the case for 8.12 Willesden Junction is a major Overground stations will provide excellent improved service frequencies and longer interchange for north and west London. local and sub-regional connections to trains is being investigated for the North As well as the proposed rail connections Old Oak and will support development and West London Lines. All proposals for highlighted above, passengers will also by extending the catchment area for new improvements to the London Overground have the choice of taking existing Bakerloo commercial activities bringing 250,000 will be developed in close liaison with line and London Overground services from additional people and 150,000 additional . Willesden Junction. A major rebuilding or jobs within an hour’s journey of Old Oak. renovation of the station will be required The new stations will be essential to deliver at an early stage to cater for development the scale of development envisaged without related trips and to act as a focus for compromising the operation of other parts

116 development to the north of Old Oak. The and more detailed station modelling. There 8.16 South of the GWML tracks is a depot new station will need to offer improved is also the possibility of a more substantial for the Intercity Express Programme (IEP) interchange between the high and low redevelopment which could allow for new trains which is nearing completion on part level stations, accessibility improvements, structures to be built above the station. It will of the former North Pole Eurostar depot. better connections with buses and high be important to secure good interchange The first trains will arrive at the depot during quality pedestrian and cycle links to the with buses as part of any changes in and 2015. surrounding streets. The station will also around the station. need to facilitate a new bridge connection 8.17 As well as the depots and stabling at Old over the WCML to the EMR site. However, Existing rail infrastructure Oak, there are existing rail freight facilities there are no existing plans, funding or 8.14 It is essential that existing rail at and in the vicinity of Willesden Junction. commitment to improvement by Network infrastructure remains open during the If the existing rail freight facilities were Rail, DfT, TfL, or rail operators and so likely long construction period and that any identified for redevelopment, replacement this would need to be secured. Walk and temporary disruption to both passenger facilities with the same capacity and cycle routes in and around the station and freight services is managed effectively accessibility would need to be provided will also need to be improved to cater for and kept to a minimum. This will be a nearby. The North and West London increased passenger numbers, particularly challenge when installing new stations, Lines and Dudding Hill Line also provide between Willesden Junction and the new subways, bridges, works to move or alter important routes for rail freight transport development to the south. Any proposed rail lines or potential new decked structures which will need to be accommodated. The work in and around the station including over operational rail lines. GLA, TfL, OPDC, DfT. Network Rail and links over rail lines will require liaison with LCR will need to work together to plan for the Network Rail Delivery and Operations 8.15 Existing and planned transport strategic rail and freight movement and to team. facilities and infrastructure including identify opportunities for redevelopment of depots, maintenance facilities and stabling sites no longer required for rail use. will need to be accommodated even if this 8.13 As well as improved access involves relocation of some facilities in the arrangements, works at North Acton to long-term. Although HS2 will necessitate accommodate the predicted increase the relocation of the existing First Great in passenger numbers will require new Western and depots, passenger facilities which may include new the new Crossrail depot is due to come into access from the north, improved entrances operation in 2017. TfL is currently assessing and ticket hall, a new footbridge, new stairs alternative locations for the reconfiguration and lift access. TfL, OPDC, GLA and Ealing or relocation of the Crossrail depot in the Council have undertaken a feasibility study 2020’s. Depending on the outcome of this looking at options for how the station’s work, the scale and phasing of development capacity and accessibility could be and related infrastructure works at Old Oak enhanced. The preferred option and design may be impacted. would be dependent on securing funding

117 PRINCIPLE T2: ROADS most important highway links to provide, j. Provide flexibility to enable the trialling Proposals should: as it connects the largely residential and implementation of existing and future development to the north, to the transport smart technology such as autonomous a. Develop a network of new roads and hub and commercial development to vehicles, drones, negative carbon vehicles streets to cater for the needs of all users, the south. Other important links that are and energy harvesting road design. including measures to give priority to essential to delivery are identified in figure pedestrians, cyclists and buses, and to 8.18 The road network will need to change 62. provide improved east-west and north- if it is going to support new development south connectivity; in the area, improve conditions for existing 8.21 The Roads Task Force (RTF) Street b. Ensure that roads in and around Old Oak users and facilitate improved pedestrian, Types classification adopted by TfL will be and Park Royal can support development cycle and bus connections. It will also used to identify the movement and place while maintaining capacity and reliability be important that the amount of traffic functions of these new routes. Measures for strategic transport movements on an generated by the development is limited to to prioritise bus movements, provide already heavily used network; what the strategic road network including segregated facilities for cyclists and create c. Manage the cumulative impact of the A40 and A406 can handle without pedestrian priority areas will be needed. developments in west London on the A40 having a negative impact on its strategic Any through routes used by general traffic and A406 corridors, particularly on key function, given the limited amount of should be designed to avoid rat running junctions along these corridors including feasible and productive improvements that including traffic calming and controlled Hanger Lane, Gypsy Corner, Savoy Circus can be made. The A40 in particular has a crossing facilities. 20 mile per hour speed and Wood Lane; number of junctions already at capacity and limits will be the norm across the area, d. Provide appropriate links to, and improve measures should be taken to ensure that and this should be achieved through good junctions with the strategic road network; there is minimal additional traffic generated design, rather than merely signage and e. Provide sufficient capacity to enable the that would put further pressure on these traffic calming. All new and improved roads bus network to function effectively and for junctions as a result of development in Old must be built to adoptable standards. Any freight and site traffic to access and egress Oak and Park Royal. decision to adopt streets would need to be the site; made in collaboration between OPDC and f. Improve management of traffic on the 8.19 New junctions and road links will be the Local Authority. existing network; needed to open up potential development g. Enhance existing highway infrastructure; sites. An indicative route network is shown 8.22 In the wider area, highways modelling h. Create new local links to the road at figure 80. carried out for the Strategic Transport Study network; and showed that a number of road junctions i. Create a legible, permeable and 8.20 A 2014 study by Jones Lang LaSalle would be affected by increased traffic accessible network of streets for all users has suggested that the provision of as a result of development at Old Oak. that encourages people to walk and cycle Grand Union Street - an eastern highway Changes in delays at key junctions without in comfort and connects into existing cycle link, bridging the gap between the HS2 any substantial changes to the highways infrastructure; and interchange and Hythe Road, is one of the network are shown in figure 81.

118 8.23 It may not be possible for physical improvement works to be carried out at many of these junctions and in any case this may just shift the problem to another location. A package of transport interventions that has been designed to provide access to development sites and to minimise impacts on the surrounding road network was tested as part of the Strategic Transport Study and is fully described in the report. However, there is a need for further analysis to examine the need for improvements in the wider area. A study of the A40 corridor, which could include tunnelling options, is being carried out to understand the cumulative impact of growth at Old Oak and elsewhere in west London and to identify potential long-term solutions. The study is due to report late in 2015 or early 2016.

8.24 Development proposals will need to demonstrate that the impact on the road network can be managed in a way that mitigates the negative impacts on traffic flow and junction capacity. Collision analysis will be used to help inform the need 0 0.5 1km for improvements at specific locations.

New and existing rail stations Existing and improved highway link Figure 80: Existing and proposed road network New links Old Oak High Street Pedestrian and cycle link Bridges and tunnels

119 PRINCIPLE T3: CAR PARKING

Proposals in Old Oak should: Transport Accessibility Levels (PTALs) will be designed into the new development areas at the highest. It is expected that the majority the outset, as well as bays for existing and a. Provide no car parking for new commercial of commercial space will be located close to future technologies such as autonomous development apart from parking for Old Oak Common station and other public vehicles and charging point infrastructure. disabled people; and transport interchanges. b. Provide no more than 1 car parking space PRINCIPLE T4: per 5 residential units with priority given to 8.27 Further transport planning work is TAXIS, PRIVATE HIRE & COACHES disabled residents. required to identify an appropriate level of parking for Park Royal and this would be Proposals should provide suitable facilities 8.25 The modelling for the Strategic Transport set out through OPDC’s Local Plan, where to cater for anticipated demand from taxis Study indicated that the road network would consideration would be given to the potential and coaches. not be able to accommodate additional for flexibility to take account of the location development related traffic unless parking and access to public transport services for was restricted to very low levels across the employment uses in parts of Park Royal 8.29 There is likely to be a strong demand Old Oak development area. Low levels of car which are furthest from rail and Underground for taxis and private hire vehicles (PHV) parking will be essential to ensure that traffic stations. generated by the HS2/National Rail congestion does not reach unacceptable interchange. The HS2 Transport Assessment levels. Nearly all spaces will be allocated for 8.27 To ensure that impacts on the road suggests that there will be around 140 taxi disabled staff and visitors, car club vehicles network are minimised and to reduce the trips (per direction) generated in the peak and operational use including deliveries. This need for costly infrastructure, car parking hour upon opening of HS2 Phase 2. The approach is justified by the very high level of for residential development will need to be interchange will be designed with fully public transport accessibility resulting from restricted to very low levels, equivalent to a accessible taxi ranks and facilities for PHVs. the planned and proposed investment. The ratio of 0.2 spaces per unit. The approach Taxis and PHVs may be allowed to use availability of rail services will be equivalent to taken in each place will need to be informed access routes that are not available to general central London and this will be supplemented by PTALs and expected household types. traffic. Further taxi and PHV demands will be by a radically improved bus network and Parking for disabled residents and visitors associated with the Overground stations in high quality comprehensive walking and will be a priority and all parking spaces will be the area. A key challenge will be the ability of cycling provision on and off the highway so purchased on short leases rather than being the local road network to accommodate this that the need for access to a car can be met sold with a specific property. number of taxis, along with residual demand by dedicated car club spaces together with from the development. Depending on the parking for disabled people. 8.28 It is expected that Controlled Parking nature of development, particularly those Zones (CPZs) will be co-ordinated across which attract many visitors, there may also 8.26 For new commercial development the area and that an approach to residents’ be a need to provide temporary facilities for including offices, retail and leisure uses, no permits will need to reflect the availability coach parking as well as pick up and drop car parking should be provided apart from of alternatives to car ownership. Car club off. Consideration should also be given to parking for disabled people. This approach vehicles spread across the site should provide the delivery of facilities for future transport will need to be applied to all new development access to a car when needed for specific technology such as autonomous vehicles. in the core Old Oak area where Public journeys and car club bays will need to be 120 Wembley OA

Junctions experiencing increased delays Figure 81: Road junctions experiencing delays

Brent

Harlesden update

Willesden Junction

Park Royal

Kensal OA

Old Oak Common

North Acton Wormwood Scrubs

0 0.5 1km White City OA Ealing 121 LBH&F PRINCIPLE T5: BUSES

Proposals should: City and Shepherd’s Bush. There is also 8.33 All roads that will be used by buses the potential to provide a direct link to the must allow appropriate clearance for the a. Provide increases in bus frequencies on Opportunity Area at Kensal Canalside. A largest double deck vehicles and be built existing routes and introduce new and combination of bus route extensions, new to an adoptable standard with sufficient extended bus routes through the new routes, additional capacity on existing width. Where appropriate, priority should development area; and services and enhanced frequencies should be provided over other vehicular traffic b. Provide improvements to bus accommodate the substantial increase in which may include the creation of bus only infrastructure. bus trips expected as a result of growth and facilities not open to general vehicular development at Old Oak. traffic. Improvements such as the works to lower Old Oak Common Lane where it 8.30 To accommodate the increase in 8.32 Figure 82 shows existing bus services passes under the Great Western Main Line travel demand and to better serve existing as well as the indicative roads a future bus are absolutely vital in allowing access for communities, it will be necessary to recast network could operate on. Bus routes will double decker buses. These works will be the bus network in this part of London, and run along Old Oak Lane and Scrubs Lane carried out as part of HS2. to introduce new and extended bus routes into and across the core development across the new development area. In line area. In addition, creating a bus only link 8.34 The bus routes which use these with the Transport Strategy’s aims there will between the heart of Old Oak and Willesden roads would need to be determined at be a strong emphasis on good provision of Junction would give substantial benefits in a later date following a review of the bus bus services as a way of ensuring a high terms of bus accessibility, journey times network operating in the wider area and the public transport modal share and reducing and operational efficiency. This could be form new development takes, particularly the impact of the development on the achieved by building the proposed bridge north of the canal. Proposals for individual surrounding road network. Infrastructure across the West Coast Main Line rail tracks sites, sources of funding and development such as bus priority to secure reliable to a standard that could accommodate phasing will all influence the development of and quick passage through the site, and buses. A feasibility study will look at the the bus network. At present it is anticipated suitably located stops and stands will be cost, design and engineering implications. that there would be at least six bus routes essential to delivering this. Bus priority Routes running into the site via this bridge running to/through the site. could encompass measures such as would attract additional bus passenger trips bus lanes, bus only areas and/or gates and create a vital link between the Old Oak 8.35 This increase in bus services will depending on the individual circumstances development area and areas to the north also require provision of new supporting at each location. that include some of the highest levels of infrastructure such as bus stops, stands, deprivation in London. There would also turning and drivers’ facilities and priority 8.31 Bus services will provide improved be benefits in allowing buses to use the measures. TfL’s Bus Stop Accessibility connections linking Old Oak and Park proposed route from Old Oak Lane/ Station Guidance will be applied to all new Royal to surrounding neighbourhoods Road to High Street/Harrow Road past facilities and existing facilities brought up to including Harlesden, Kensal, Acton, White Willesden Junction station. standard. Bus stops should be placed close

122 Existing bus network Figure 82: Existing and proposed bus routes Indicative future bus network Possible bus connection 0 0.5 1km

update

123 PRINCIPLE T6: to centres of activity. Whilst these issues WALKING & CYCLING site. The HS2/National Rail interchange will need to be considered in more depth will remain difficult to access unless at the detailed design stage it is important Proposals should: improvements are made to the existing that they are built into the planning process road network and new high quality links are now, as they will require sufficient space to a. Create an exemplar pedestrian and provided for pedestrians and cyclists. There be made available. In particular, sufficient cycle network and level of service across will be a need to provide new connections space for bus interchange and standing the development area with a high level to both existing and proposed strategic space for terminating facilities will need to of segregated cycle infrastructure; cycling and walking routes and to key be provided, particularly around the HS2 b. Provide high quality cycling provision in destinations such as Harlesden, White City, station. line with the Mayor’s Vision for Cycling Park Royal, North Acton, Queens Park and and the adoption of best practice from Ladbroke Grove. Existing and indicative 8.36 Where possible, bus services and the ‘Mini Holland’ projects; future cycle routes are show in figure 83. the availability of through routes for buses c. Connect to existing and planned will be provided from the beginning of pedestrian and cycle links in the wider 8.38 Modelling carried out for the Strategic the occupation of development to ensure area; Transport Study has shown that a high that car-dependency does not become d. Ensure that all key destinations proportion of journeys in and around Old established. The bus services are likely including public transport interchanges, Oak will need to be undertaken on foot or to require initial subsidies to pump-prime local centres, schools and community cycle if the road network is not to suffer from routes before they become viable. In facilities are fully accessible on foot and increasing congestion. The area has great the short-term there will need to be bus by cycle; potential for cycling and walking given its service diversions and route changes to e. Provide cycle parking to meet future topography and the close proximity of major accommodate construction works. It will demand in accordance with London trip attractors. In line with the Mayor’s Vision be essential that disruption to bus services Plan standards as a minimum; and for Cycling there should be a transformative during the long construction period is f. Provide flexibility to enable the trialling change in conditions underpinned by high minimised and any extra costs incurred by and implementation of existing and quality design solutions. The design of TfL be paid for by the developers. future smart technology such as energy the area should therefore encourage and harvesting pavement materials. accommodate a high mode share for both cycling and walking. All streets should be 8.37 Aside from limited access along the designed to be comfortable and attractive , Old Oak is currently for all pedestrians and cyclists. impenetrable for pedestrians and cyclists and the whole area is difficult to navigate 8.39 Redevelopment presents an with numerous barriers to movement and opportunity to open up the area and a hostile environment. Large highway and reconnect it to surrounding residential and rail corridors in the wider area also create business areas as well as establishing barriers to movement in and out of the connections along the canal corridor and

124 L 0 0.5 1km in New routes for cycling k to Existing cycle network H En ar han le ce sd ’s Park d l e Link to Queen ink n to P ark Ro yal

update

Enhanced link to Kensal OA

C y t c o l e C L e S i n n u k t p r e a t r o l

L H W o ig n h h d i w t o e n a y C i t y Figure 83: Existing and indicative future cycle routes 125 linking to green spaces such as Wormwood cyclists. Details will be determined as the be providing infrastructure to overcome Scrubs. The canal towpath provides a masterplan and phasing of development level differences and to cross rail lines and leisure route for cyclists and pedestrians across the site emerge. canals. Gradients should be minimised and and is designated as a ‘Quietway’. It is shallow enough to provide access for all but currently narrow and its capacity is limited 8.41 Segregated facilities or priority in some locations it may be necessary to but funding from the Quietway programme measures to assist cyclists are likely to be provide lifts to overcome changes in levels. will improve these conditions. A continuous required, particularly on busier streets. All pedestrian and cycle route should also cycle routes and supporting infrastructure 8.43 New residential areas should be created along the north side of the will need to conform with or exceed designed to deliver street environments Grand Union Canal. There are proposals London-wide and borough standards where permeability for walking and cycling for the east west Cycle Superhighway to including the London Cycling Design is prioritised over through-movement for be extended along the A40 corridor and Standards (2014). The network should motor vehicles. Local streets should be links to this from Old Oak will need to be draw on current best practice in London, low-speed environments where it is safe provided. A substantial improvement to the including Cycle Superhighways, Quietways for cyclists of all ages and abilities to share cycle network on the A219 Scrubs Lane / and the Mini-Holland programme (this is a the street with other users and where it is Wood Lane will be required to make that scheme supporting three London boroughs clear from the design of the street and use strategic link. The Park Royal industrial to deliver local cycle networks with levels of materials that it is not a motor vehicle- estate should also benefit from improved of service equivalent to best practice dominated space. facilities to enable more journeys to be examples from the Netherlands). undertaken by foot or cycle. Supporting infrastructure 8.42 New development will need to 8.44 Cycle parking will be provided to New route networks create a permeable and pedestrian and cater for future demand in line with the 8.40 Given the future delivery of the Cycle cyclist friendly environment at all times. quantitative and qualitative requirements Super Highway along the A40, there is an The design of infrastructure should be set out in the London Plan and the opportunity to create new and substantially accessible to all pedestrians and cyclists London Cycling Design Standards (2014), improved connections for pedestrians in line with the supplementary planning providing numbers in excess of London and cyclists in Old Oak that overcome guidance Accessible London: achieving an Plan standards. This will include private the barriers and severance that currently inclusive environment and the forthcoming cycle parking for residents and employees make moving around the area so difficult. London Pedestrian Design Guidance. as well as generous provision for visitors These links should contribute to coherent, TfL’s Pedestrian Comfort Level Guidance and high quality facilities at public transport comprehensive, high quality networks will be used to inform detailed planning interchanges. The spatial and design for walking and cycling across the new of pedestrian routes such as pavement requirements will need to be factored in development area, connecting seamlessly widths and crossing facilities and will be from the outset. Visitor cycle parking will to other neighbourhoods and local centres. applied to both new and upgraded routes. be integrated into the overall urban design Those networks should serve both local Pinch points and hidden areas should be and sited in locations that do not impede and strategic movement by pedestrians and avoided. The most challenging aspect will pedestrian movement. Cycle wayfinding

126 PRINCIPLE T7: CONSTRUCTION FREIGHT, DELIVER- IES & SERVICINGS signage will be installed to improve the Proposals should: a high level of co-ordination between all legibility and navigation to, from and developers and infrastructure providers through the area. a. Make maximum use of rail and water drawing on best practice from elsewhere transport during the construction period, will be prepared. Challenging targets for 8.45 A future extension of Cycle Hire into Old including removal of excavated material, use of sustainable transport will be set and Oak would represent a logical expansion and for servicing and deliveries; enforced through the strategy. This will westwards. Subject to further analysis, b. Co-ordinate and phase construction need to be jointly produced by TfL, OPDC, a network of docking stations could be projects to enable the transport impacts GLA, the land owners, the boroughs, HS2, designed in to the new development areas to be effectively managed; Network Rail with input from the Park Royal from the outset and built at the appropriate c. Manage servicing and deliveries in line Business Group and local residents. timings. Funding for the docking stations with best practice to minimise the impact would need to be provided through on the surrounding road network; 8.47 Adopting sustainable transport contributions from developers as there d. Support the provision and operation of solutions across all major construction are currently no plans by TfL to extend the measures to reduce freight trips (e.g. projects will help to minimise impacts on network in this area. The case for extending consolidation centres), promote cleaner local residents and businesses, create further into the Park Royal industrial estate vehicles, minimise any adverse impacts new commercial opportunities for local would need more detailed investigation. on local residents and businesses, and companies and allow the sharing of minimise interaction of larger vehicles overheads. Construction phasing, detailed 8.46 To provide navigation, particularly for with cycles and pedestrians. timing of deliveries and vehicle routing will the large number of visitors expected to use need to be managed and co-ordinated the transport interchange, Legible London 8.46 The concentration of multiple across a range of projects. A central booking signage will be installed at key locations. infrastructure and development projects system for deliveries will need to be put in To aid pedestrians’ understanding of the within one area and the sheer scale place and all major construction projects area there should be consistent use of of construction activity will generate will be required to sign up and participate paving materials. High quality pedestrian pressures on the transport network. This including a contribution to the costs of connections linking the main transport has not been explicitly modelled in the shared facilities such as consolidation interchange to the London Overground Strategic Transport Study although some centres, wharves and rail facilities. station(s) and other key destinations such information on construction movements as Willesden Junction, North Acton and has been collated by Network Rail based on 8.48 There will be a need to co-ordinate surrounding areas will be designed to form information supplied by Crossrail and HS2. and phase construction projects to enable part of the urban fabric. Where possible, Further analysis of construction transport the transport impacts to be effectively these will be open 24 hours a day to non-rail impacts will be required as information on managed. As construction activity intensifies travellers even where they are managed as development phasing becomes available. A the number of vehicle movements on the part of the overall transport interchange. construction logistics strategy that achieves local road network will increase along with

127 potentially increased exposure to road adopted. Maximum re-use and recycling of Investigation should take place as to whether safety risk and deterioration in air quality. waste and construction materials within the paths can be identified beyond 2017 for the area will reduce transport demands. For use of transporting construction materials 8.49 A combination of voluntary measures, residual movements, there is potential for and waste from major infrastructure and incentives and targeted investment will be bulk construction materials and/or waste to development projects at Old Oak. used to reduce these increases as much be transported by rail and canal although as possible, e.g. through use of alternative issues of local environmental impact 8.55 Water transport could take advantage modes. Residual movements will need to and commercial viability will need to be of existing wharf facilities on the canal and be made using vehicles that are designed addressed. may be best suited to transport of bulk to be as safe as possible, together with loads to be used in construction including high standards of driver training. 8.53 The project director for HS2 phase movement of material for tunnel segments. 1 has stated that maximum use should 8.50 Membership of a scheme such as be made of rail and water transport for Freight transport geography the Fleet Operator Recognition Scheme movement of waste and construction 8.56 Old Oak and Park Royal currently and adherence to the industry Standard materials. Alongside use of existing generate a substantial number of road for reducing Work- Related Road Risk will facilities, this is likely to require additional freight movements as they are key industrial form part of a package of measures to rail freight facilities which could be shared sites where many raw materials and reduce risk to other road users from freight with other large construction projects and manufactured goods are handled en route movements. provide a legacy use for future distribution to their final users, generally elsewhere and logistics services. A commitment to in London. Although business relocations Using rail and canal in construction logistics maximising use of rail and water transport may have an impact on vehicle routing, 8.51 For a number of years there have should be extended to all other major there will still be a substantial number of been aspirations to make greater use of the construction projects in Old Oak, drawing freight movements to accommodate on the canal and rail routes for freight transport in on best practice from Crossrail and the road network. Improving the reliability of Old Oak and Park Royal and some sites Olympics. As part of the scrutiny process deliveries and servicing is a key factor in already have direct rail or canal access. for HS2, TfL has petitioned for maximum business success. However, the potential of these modes, use to be made of the canal and rail particularly for bulk transport has not been network for construction transport in line 8.57 Park Royal is London’s largest exploited. with policy in the London Plan and Mayor’s industrial area and one of Europe’s Transport Strategy and will continue to biggest urban industrial estates home to 8.52 Redevelopment in Old Oak alongside pursue discussions with HS2 Limited as the more than 2,000 workplaces and over major infrastructure projects will generate project is developed. 44,000 employees. Wholesale, transport a large amount of construction vehicle and warehousing / storage use functions movements for a number of decades 8.54 Off-peak rail paths for freight account for 27 per cent of commercial exporting waste and importing materials. movements, to 2017 are reserved as part floor space in Park Royal. Manufacturing The amount of construction activity planned of the construction strategy for Crossrail, accounts for 20 per cent and construction for the area provides an opportunity for enabling 85% of excavated Crossrail related activities account for a further eight sustainable transport solutions to be material (by tonnage) to be removed by rail. per cent. Arguably, in some sectors such

128 as food preparation, Park Royal already avoid the resulting congestion that could serviced by small delivery vehicles. From acts as a large-scale consolidation centre arise. Consolidation centre(s) may also the outset residential and commercial for central London. These generate a enable deliveries and servicing to take developments will be designed with central substantial number of strategic and local place during the night-time or other off peak drop off facilities for home deliveries trips by heavy and light goods vehicles. periods, thereby avoiding the worst traffic including refrigerated storage. Given that Similarly, Old Oak currently accommodates congestion. the largest growth in traffic in recent years a number of key industrial and waste has been light goods vehicles (vans) it is processing activities. 8.60 The establishment of consolidation particularly important to find more efficient centre(s) used by multiple businesses in means of delivering goods to enable the 8.58 Congestion at key junctions and on the area could reduce demand and help road network to function more effectively. links providing access to strategic routes is manage flows at peak times by utilising a major barrier to business growth and may existing and future technology to enable have been a factor in business relocations ‘call-off’ deliveries of stock during quieter away from the area in recent years. The times on the local road network and reducing volume of freight and servicing movements freight’s contribution to congestion. also raises challenges in terms of maintenance and management of the road 8.61 Consolidation centre(s) should be network and the safety and environment for located on sites that are easily accessible other road users. to the strategic road network, rail connected and central for local deliveries and servicing. Reducing additional delivery and servicing Potential sites for consolidation centre(s) in trips the Old Oak and Park Royal area will be 8.59 A potential solution to the problem identified through the Local Plan process. of large freight vehicles using unsuitable roads and the resulting congestion is the Designing facilities for deliveries and establishment of consolidation centre(s) servicing that could service Old Oak and Park 8.62 Servicing and deliveries in Old Oak Royal and potentially a wider area of and Park Royal will need to be managed west London. Consolidation centre(s) in line with best practice to minimise the could reduce the volume of Heavy Goods impact on the surrounding road network. In Vehicles (HGVs) passing through the area new development areas off street solutions although it would generate traffic impacts for servicing should be adopted, where in the immediate vicinity. New commercial possible, utilising different ground levels and residential development within the Old including basement and void areas within Oak area will generate large numbers of multi storey structures. Street frontage delivery and servicing movements once servicing should be minimised and occupied. TfL wishes to discourage use restricted to small individual units located of unsuitable roads by vans and HGVs to on lightly trafficked streets which can be

129 Figure 84: Grand Union Canal looking east

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