Oxley Wharf Property 4 Limited

Royal Wharf Plot 14b Transport Assessment

April 2021

transport planning practice

Contents

1 Introduction ...... 1

2 Site Assessment ...... 5

3 Development Proposals – Plot 14b ...... 12

4 Active Travel Zone ...... 16

5 Trip Generation ...... 28

6 Impact Assessment ...... 35

7 Net Impact Assessment ...... 39

8 Travel Plan ...... 41

9 Summary and Conclusions ...... 42

Figures

1.1 Location plan

2.1 Royal Wharf relative to local area

4.1 20-minute cycle Active Travel Zone (ATZ)

4.2 ATZ Neighbourhood Scale

4.3 Route to Pontoon Dock Station

4.4 Route to Thames Barrier Park

4.5 Route to Royal Wharf Pier 4.6 Route to West Silvertown Station

4.7 Route to Britannia Village School

6.1 Location plan

Appendices

A Delivery and Servicing Plan

B Travel Plan

C Accident locations

D Photo record of key pedestrian routes

1 INTRODUCTION

1.1.1 Transport Planning Practice was appointed by Oxley Wharf Property 4 Limited to provide transport planning advice and support for the planning application for Plot 14b of the March 2015 Outline Scheme of the Royal Wharf development located in Silvertown, London Borough of Newham (LBN).

1.1.2 This Transport Assessment has been prepared to support the planning application for Plot 14b of the Royal Wharf development site. Royal Wharf is bounded to the north by the A1020 North Woolwich Road, to the east by Barrier Point and Barrier Park, to the south by the River Thames and to the west by Deanston Wharf and industrial land which are accessed via Bradfield Road. The location of Plot 14b in relation to Royal Wharf and the surrounding area is shown on Figure 1.1 below.

Figure 1.1 - Plot 14b Royal Wharf

Western Vehicle Access Eastern Vehicle Access

North Woolwich Road

Barrier Point Deanston Wharf

Plot 14b

Royal Wharf Boundary

River Thames

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1.1.3 Plot 14b is located in the centre of Royal Wharf. Vehicular access to this plot is taken from Royal Crest Avenue, which has access junctions with North Woolwich Road at the eastern and western extents of the site. The car parking provision for the plot will be provided to the rear and within the podium of the building. It will be accessed via a gated one way service route between plots 14a and 14b. Much of the public realm and internal road layout of the wider Royal Wharf development is complete, with only those areas associated with the remaining plots under construction, to be completed.

1.2 Planning History

1.2.1 Planning consent was obtained from LB Newham and the London Thames Gateway Development Corporation for Minoco Wharf in November 2008, (07/01143/OUT and 07/01141/LTGDC). This formed a large part of the Royal Wharf development site. Following this consent the then site owner, Clearstorm Ltd, included their landholdings at Venesta Wharf and beyond to create a comprehensive and legible master plan of 15.2 hectares for which an outline area planning application was submitted (May 2011).

1.2.2 Through further consultation and design development of the eastern part of this larger site a Revised Proposed Development, comprising a detailed area and an Outline Area was prepared as a hybrid planning application in September 2011 with planning consent issued by both LB Newham and the London Thames Gateway Development Corporation (Refs: 11/00856/OUT and 11/00844/LTGDC) on 30 March 2012. The detailed Phase 1 elements comprised Plots 2, 4, 5, 6, 7, 8 and 10, designed in detail, and the remainder of the plots on the site were considered in outline. Since then Reserved Matters Applications for these outline plots have been submitted, approved and are either under construction or completed.

1.2.3 A Section 73a application for minor amendments to the parameter plans forming the outline consent was made in March 2015. These amendments to the parameter plans for the outline scheme resulted in some alterations to the overall development scheme. Allowing for those development plots that have already been designed in detail and set out in the preceding paragraphs, the resulting proposals comprised the following land use parameters for Royal Wharf as detailed within Table 1.1.

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Table 1.1 - March 2015 Outline Scheme Land Uses and Quantum Max Car Parking Cycle Parking Land-use GEA/ Max Units M/C Parking (10% disabled) (Minimum) 3,287 apartments 1,643 max* 3,822 min** 99*** Residential 98 Houses 98 max* 196 min** 3*** Total Residential **** 3,385 units 1,741 max 4,018 min 102

7 staff + Employment (B1) 28 staff 7,000sqm (28 servicing 8 (3% jobs) (255 jobs) (1/250sqm) bays) 14 staff (1/400) 6 staff + + Retail (A1-A5) 5,500sqm 55 visitor 4 (3% jobs) 28 vis (1/100) (1/200sqm) 6 staff (1/10staff) Community D1 6 staff 9,600sqm 10 vis (1/10vis) 2 (3% jobs) (Including School) (1/10staff) 11 pupil(1/40pupil) 2 staff 2 staff Leisure D2 3,000sqm (1/10staff) 1 (3% jobs) (1/10staff) 10 vis (1/10vis) Car Club 10 spaces 21 Staff 50 Staff Total Non-Residential - 55 Visitor 11 Pupil 15 10 Car Club 48 Visitor * Based on 0.5 car spaces per unit for apartments and 1 car space per unit for houses; ** Based on 1 cycle space for small units and 2 cycle spaces per unit for 3 bed+; *** Based on 3% of units, the average motorcycle ownership; and **** Indicative mix used in the EIA.

1.2.4 A Transport Statement was prepared by TPP to support the Section 73a application in March 2015. In overall terms, the assessment showed that the transport impact of the amended scheme would be less than that originally assessed within the May 2011 Transport Assessment and Environmental Statement.

1.3 Report Structure

1.3.1 This report has been prepared broadly in accordance with current online TfL guidelines. The development impacts have been assessed, with cross reference to the March 2015 Transport Statement and May 2011 Transport Assessment, where relevant.

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1.3.2 This document is therefore structured as follows:

 Chapter 2 provides the site assessment for Plot 14b;

 Chapter 3 presents the development proposals for Plot 14b;

 Chapter 4 assesses the Active Travel Zone in terms of the Healthy Streets Indicators for how people of all abilities will make key journeys within a 20-minute cycle area around the site.

 Chapter 5 provides the methodology and commentary on the trip generation;

 Chapter 6 assesses the impact of the development on each mode of transport;

 Chapter 7 provides commentary on the Travel Plan; and

 Chapter 8 summarises and presents the conclusions of this Transport Assessment.

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2 SITE ASSESSMENT

2.1 Site location and land use

2.1.1 Royal Wharf is located in Newham between North Woolwich Road and the River Thames; and close to Pontoon Dock and West Silvertown DLR stations. Figure 2.1 shows the local area around Royal Wharf.

Figure 2.1: Royal Wharf relative to local area

Royal Wharf

2.2 Site access

Vehicular access to Royal Wharf is from North Woolwich Road within an internal arrangement of private on-site roads serving each of the building plots. All of the on-site routes have been constructed to adoptable standards with footways and

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street lighting. The roads have reduced (5mph) speed limits to benefit pedestrians, cyclists and other vulnerable road users.

2.2.1 The boundary of North Woolwich Road is permeable to pedestrians and cyclists allowing them access via a number of routes rather than being constrained to the two vehicular access points.

2.3 Public Transport

2.3.1 Royal Wharf is served by local bus services and the Dockland Light Railway network. The site is located within 300m of two DLR stations, West Silvertown and Pontoon Dock, which are both on the Woolwich Arsenal branch of the DLR line, as well as a bus route which stops directly outside the site on North Woolwich Road.

2.4 Bus

2.4.1 Bus route 474 is currently the only service within walking distance of Royal Wharf. It serves stops ‘R’ and ‘Q’ in the westbound direction located at Mill Road and Pontoon Dock Station respectively on North Woolwich Road. The nearest stop for the eastbound service is stop ‘S’ which is located opposite Barrier Point Road at Pontoon Dock Station on North Woolwich Road. The route operates five buses per hour in each direction between Canning Town and Manor Park.

2.4.2 Canning Town Bus Station accommodates 10 bus routes serving a number of destinations in Newham and towards Central London. In addition, Canning Town also provides an interchange with the Jubilee Line and Docklands Light Railway services. It can be accessed from the site by either route 474 or via the DLR from West Silvertown or Pontoon Dock stations.

2.4.3 Future investment in the local bus network, funded by Section 106 contributions from the Royal Wharf Development and other schemes in the local area, along with the provision of Crossrail at Custom House in 2021-22, and the proposed Silvertown Tunnel in 2025, will be expected to bring forward improved/additional bus service provision within the wider Royal Docks area.

2.4.4 Royal Wharf has been designed to accommodate the diversion of bus services into the site from North Woolwich Road with three pairs of bus stops

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incorporated within the primary route within the scheme. Additionally, a contribution towards service frequency and additional route enhancements of £3.3 million has been paid as S106 Agreement contributions as mitigation towards the impact of the Royal Wharf development on bus service patronage.

2.5 Docklands Light Railway (DLR)

2.5.1 Pontoon Dock DLR station is located to the east; and West Silvertown DLR Station is located to the west of Royal Wharf. It is served by the Woolwich Arsenal to Bank and Woolwich Arsenal to Stratford International branches of the DLR. These branches allow users to interchange with the wider TfL underground and Overground services at the following locations:

. Jubilee Line at Canning Town;

. DLR Beckton to Tower Gateway branch at Canning Town;

. District and Hammersmith and City Line at West Ham;

. Central Line and national rail services at Stratford;

. London Overground (New Cross, Clapham Junction and Crystal Palace branches) at Shadwell; and

. Northern Line (Bank branch), Central Line and Waterloo and City Line at Bank.

2.5.2 A summary of the DLR services are set out in Table 2.1.

Table 2.1 – Summary of DLR services at West Silvertown and Pontoon Dock stations (trains per hour per direction) DLR Branch Mon – Fri Sat Sun

Bank to Woolwich Arsenal 8 6 6 Stratford to Woolwich Arsenal 8 6 6 Total 16 12 12

2.5.3 As part of the original planning consent a DLR capacity Contribution of £2,551,500 has been paid to mitigate the impact of the development on the

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DLR, along with a payment of £40,000 for DAISY contributions. This was secured through the S106 Agreement.

2.6 Airport

2.6.1 London City Airport is less than 2km from the site, along with its associated DLR Station, which is on the same branch as Pontoon Dock.

2.7 River

2.7.1 Royal Wharf is located on the northern bank of the River Thames where river taxi services operated by MBNA Thames Clippers run from Royal Wharf pier to Woolwich and all piers on route to Westminster. This is located adjacent to Plot 18 and was delivered as part of the Royal Wharf development and secured through the S106 Agreement as part of the transport mitigation of the scheme at an estimated cost of £2.6 million.

2.7.2 The frequency of service is two boats per hour in each direction and is fully accessible to the public.

2.8 Walking

2.8.1 The Royal Wharf development has been designed to provide full permeability within the site between plots for walking and cycling from North Woolwich Road to the River Thames. Footways are provided along both sides of the roads throughout the development, with lighting and dropped kerbs at regular intervals. All roads within the site are designed to an adoptable standard, whilst retained in private ownership, and are subject to a 5mph speed limit.

2.8.2 To the north of the site, through Britannia Village, there is a pedestrian footbridge across Royal Victoria Dock providing access over to ExCeL London and the surrounding area including Custom House DLR station, and the future Crossrail station expected to be operational in 2022. This existing footbridge can be accessed via Mill Road and then via a footpath parallel to Gallions Point Marina.

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2.9 Cycling

2.9.1 Royal Wharf is well connected in relation to the local cycle network. There is a two-way segregated cycle route to the south of North Woolwich Road along the northern boundary of the site. The segregated cycle path then connects to the wider London Cycle Network to the west along North Woolwich Road. This allows cyclists to join the Cycle Superhighway 3 (CS3) route at Canning Town. The CS3 connects Canning Town to Tower Gateway to the west and Barking to the east. It also connects to the route along Dock Road and the Lower Lea Crossing running segregated from traffic to Canary Wharf.

2.10 Disabled access

2.10.1 Disabled access to the site from the immediate area including pedestrian routes and public transport nodes is good. Access from Pontoon Dock and West Silvertown DLR stations are step free between the platform and street, having the smallest available gap (0-85mm) which is suitable for most customers including wheelchair users. All TfL bus routes are served by low-floor vehicles, with a dedicated space for a wheelchair and an access ramp where required. They can also be lowered to reduce the step up from the pavement. TfL also produces a variety of maps for differing mobility needs including Step-free, Avoiding stairs, With tunnels, large print and audio maps. Audio and visual information is widely provided across the network including next stop and next train/bus information.

2.10.2 MBNA Thames Clippers river services have ramped access to piers and onto boats. All piers are wheelchair accessible except London Bridge City, Wandsworth Riverside Quarter and Cadogan piers. Guide or Assistance dogs are permitted on board including Fetch and carry dogs, Mental health companion dogs and Seizure-alert dogs. All of the boats have audible next stop announcements on board, letting passengers know which stop is coming up. The piers have visual next boat information, letting passengers know when the next boat will arrive and its destination.

2.10.3 As noted above, pedestrian routes within the site are lit with dropped kerbs at regular intervals. North Woolwich Road provides a wide footway adjacent to a two-way off-road cycle route on the southern side. Appropriate tactile paving is provided for the visually impaired, at crossing points and potential conflict

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points. The pedestrian footbridge across Royal Victoria Dock which provides access to ExCel and Custom House DLR station has a lift for those unable to use stairs.

2.11 Highway network

2.11.1 The site is located to the south of North Woolwich Road. North Woolwich Road forms part of the A1020 which runs between East India and Gallions Reach, and forms part of the Strategic Road Network (SRN). To the west North Woolwich Road becomes Silvertown Way which provides links to Canning Town and the A13. It also connects to the Lower Lea Crossing which links to Aspen Way. North Woolwich Road to the east of Royal Wharf provides access to the A112 and then the A117 which provides access to the A13 and the North Circular Road. The A112 provides access to London City Airport.

2.12 Car parking

2.12.1 On-street parking bays within Royal Wharf provide controlled parking for residents, business uses, car clubs and retail/residential visitors. Those spaces affected by the provision of the car park access and service route between Plots 14a and 14b will be reprovided on the High Street and Royal Crest Avenue. Details of the parking operation and controls are set out in the Car Park Management Strategy for Royal Wharf and all residents and commercial occupiers are informed of this by the site management.

2.13 Car club

2.13.1 Car clubs provide an easily accessible vehicle to members for short term hire as and when needed. This provides a lower fixed cost alternative to car ownership and private car use for drivers who require only occasional trips by car.

2.13.2 The nearest car club bay is two Zipvans located approximately 450m east of Royal Wharf on Bramwell Way. There is a further Zipcar bay located approximately 700m west of Royal Wharf on Hanover Avenue.

2.13.3 The Royal Wharf development has a commitment to provide an onsite residents car club and a phased introduction of car club cars will be provided across the site. Details will be made available to occupiers by the site management and a Car Club Strategy is in place for the phased introduction of this service. Up to 10

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on-site car club vehicles will be provided at Royal Wharf and the level of membership and need for vehicles will be monitored by the car club operator.

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3 DEVELOPMENT PROPOSALS – PLOT 14B

3.1.1 The full quantum of development as set out within the May 2011 Outline Scheme development specification March 2015 Outline Scheme and the March 2015 amended Outline Scheme has been, or is being, developed across 24 individual plots. The proposals for Plot 14b therefore comprises additional development to the original planning permission. Plot 14b is located to the north of Plot 14a and south of Plot 23 (two-form entry primary school).

3.1.2 The scheme comprises the following residential led development, as set out in Table 3.1.

Table 3.1 - Proposed Land Uses and Quantum, Plot 14b

Description Quantity

Residential (C3) 116 apartments

Flexible commercial use class E 444sqm

Car Parking 14 (4 disabled)

Cycle Parking min requirement 204 long stay / 3 short stay (Resident) Cycle Parking requirement 6 long stay / 22 short stay (Commercial)* * subject to tenant use within Use Class E. 3.2 Vehicular Access

3.2.1 Access to the adopted highway can be taken from either the eastern or western site access junctions of Royal Crest Avenue and North Woolwich Road.

3.2.2 The eastern access is a priority junction with North Woolwich Road. The western access junction is a ghost island priority junction at the western boundary of the site. Access routes within the Royal Wharf site will be used to access Plot 14b for the purposes of off-street parking, and servicing.

3.3 Pedestrian Access

3.3.1 The most important routes for pedestrians will be to and from the public transport stops / stations as well as to facilities in the local area. Pedestrians will benefit from the grid pattern of internal streets and pedestrianised routes within

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the development. In addition, there are local amenities and commercial units within the scheme including a Sainsbury’s Local on Royal Crest Avenue.

3.3.2 Lit pedestrian footpaths are provided between Pontoon Dock and West Silvertown DLR stations and the proposed development. Good pedestrian connections therefore exist within the immediate area surrounding Plot 14b, and on the pedestrian desire lines to local public transport services.

3.4 Car Parking

3.4.1 The off-street parking will be accessed via a gated one way (west to east) access route along the south of Plot 14b. This will be gated at each end and provides access to residential parking (including disabled persons parking spaces); long stay cycle parking for Plots 14a and 14b; refuse collection for Plot 14b and plant room accesses for both plots.

3.4.2 Residential car parking spaces will be provided at an overall ratio of 0.12 spaces per residential apartment, with 14 bays proposed, including four disabled persons bays. Spaces suitable for disabled persons will be allocated on the basis of need. On-street spaces affected by the provision of the gated route between Plots 14a and 14b will be reprovided on the High Street and Royal Wharf Gardens to the north and east of the building.

3.4.3 Electric car charging points will be available within the car park. A minimum provision of 20% of car parking bays will be fitted with electric vehicle charging points (EVCP). All spaces will have the ability to provide electric vehicle charging in the future, if required.

3.4.4 A Parking Management Plan for the whole site was developed as a Planning Condition. The parking provision associated with the proposals will be subject to a similar parking strategy. The Plan includes details of the following aspects of the parking strategy:

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 Maximum car parking and minimum cycle parking provisions for each land use;

 Means of control of on-site parking provisions both within the basement area and on the at-grade private roads. This includes entry/exit controls, purchase/lease of spaces and enforcement measures;

 On-site management and security operations; and

 Specific disabled parking provisions and electric recharge facilities.

3.5 Cycle Parking

3.5.1 Residential bicycle parking will be provided within Plot 14b in accordance with the Adopted London Plan 2021 requirements. These cycle parking provisions are set out in Table 3.1 for both the residential and commercial units (taking the worst case for the commercial space at present).

3.5.2 Residential cycle storage will be provided at ground floor level within secure and covered stores. Access to the cycle storage areas can be taken via the car parking area or from the two residential lobbies. Long stay residential cycle parking will be provided within secure cycle stores at ground floor level accessed from the parking area. Short stay cycle parking for visitors will be provided in the public realm on the northern side of the building.

3.6 Waste collection

3.6.1 Refuse storage areas will be accessed from the gated service route along the south side of Plot 14b. The layout enables waste collection operatives to collect waste containers within the specified trolley distance (10m) to the collection vehicle.

3.7 Servicing Management Plan (SMP)

3.7.1 It should be noted that all servicing related to Plot 14b will be undertaken from on-street loading bays or from within the confines of the plot. It will be managed through the Delivery and Servicing Management Plan (DSP) for Plot 14b (Appendix A). Details of the proposed access; sustainable delivery initiatives; and management of servicing and refuse collection activities for the residential

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and commercial land uses within the detailed area have been incorporated in this document.

3.7.2 Such DSPs are increasingly being used to increase building operational efficiency by reducing delivery and servicing impacts to premises, specifically CO2 emissions, congestion and collisions through consideration of consolidation and collaborative delivery arrangements to help reduce the impact of commercial goods and servicing vehicle activity in and out of premises / developments.

3.7.3 DSPs aim to reduce delivery trips (particularly during peak periods) and increase availability and use of safe and legal loading facilities, using a range of approaches.

3.8 Travel Plan

3.8.1 A Travel Plan for the overall Royal Wharf development site was developed as part of the May 2011 planning consent for the Royal Wharf scheme. The development and implementation of the Travel Plan has been committed to through Planning Condition for the overall development. A site specific Travel Plan has been produced for Plot 14b which aligns with the site wide document and will be assessed concurrently. This is included at Appendix B.

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4 ACTIVE TRAVEL ZONE

4.1.1 The Active Travel Zone is identified as the area accessible within a 20-minute cycle from the site.

4.1.2 Figure 4.1 illustrates the 20-minute cycle Active Travel Zone (ATZ) surrounding the site, based on TfL’s WebCAT tool. This map identifies potential key destinations in the ATZ, including TfL underground and DLR stations, National Rail stations, River services and the nearest cycle superhighway. Key land uses, including hospitals, colleges / universities, schools places of worship and green spaces are also shown within the ATZ in relation to the proposals.

Key destinations classification

4.1.3 Table 4.1 classifies the key destinations from low to high priority in terms of active travel and the likelihood of users of Plot 14b travelling to key destinations.

Table 4.1 - Classification of key destinations in the ATZ

Key Destination Priority College / University Low Green Space Medium School High Town Centres High TfL / National Rail Stations High Bus Stops High Strategic Cycle Network High Hospitals / Medical Centres High

4.1.4 The above key destinations have been determined based on the residential component of the proposals which will be the most dominant element. The majority of residents are expected to be professionals and families. Hence, further educational establishments such as colleges and universities have been ranked with low priority, while schools have been ranked with high priority.

4.1.5 The key destinations have been used to inform Figure 4.2 which shows the ATZ at neighbourhood scale showing these key facilities. Although town centres have been ranked highly, the users of the site are expected to travel to/from these locations by public transport or by bicycle. Hence, the town centres have been

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excluded from Figure 4.2 in favour of bus stops, local stations and local public facilities/amenities.

4.2 Neighbourhood Active Travel Zone

4.2.1 Based on the priority of key destinations (Table 4.1) within the ATZ, the Neighbourhood Active Travel Zone shown in Figure 4.2 illustrates the walking and cycling routes to the nearest key bus stops and DLR stations, together with locations of accidents resulting in death or serious injury in the area. These key destinations include:

. Pontoon Dock DLR Station

. West Silvertown DLR Station

. The nearest bus stops on North Woolwich Road

. The nearest signed/marked cycle routes

. The nearest local amenities (shops, medical centres, schools etc.)

. Accident clusters which led to serious or fatal injuries in the local area

Casualty analysis

4.2.2 The Mayor’s Transport Strategy is committed to Vision Zero, to end deaths and serious injury on London’s road and transport networks. The strategy sets out the goal that, by 2041, all deaths and serious injuries would be eliminated from London’s road and transport network.

4.2.3 Casualty data recorded within the vicinity of the proposed site has been obtained from TfL for the three-year period from May 2016 (the most recent data available). A review of the casualties has been undertaken to determine clusters of “killed/seriously injured” (KSI) casualties.

4.2.4 Clusters of KSI casualties along key pedestrian and cycle routes in the vicinity of the site (ATZ Neighbourhood Zone) have been illustrated in Figure 4.2. A cluster is defined as one or more fatal casualties and two or more serious casualties.

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The locations of the casualty clusters are set out in Table 4.2. A map illustrating the locations of accidents that have occurred in the local area is provided in Appendix C.

Table 4.2 – Locations of casualty clusters in ATZ neighbourhood zone

Location Number of KSIs North Woolwich Road J/W Knights Road 1 Fatal

North Woolwich Road, near J/W Royal Crest Avenue 2 Serious

4.2.5 The above clusters indicate that there have been accidents that caused 3 serious or fatal casualties at local junctions over a three year period. This indicates an average of 1 casualty per year.

4.2.6 Figures 4.3-4.7, read in conjunction with the photographic records of journeys in Appendix D, show the key locations identified in the previous paragraphs. As per the Healthy Streets Transport Assessment Guidance, commentary on the ‘worst’ part of each journey is provided using the Healthy Streets indicators, including a description of the factors that could improve the environment in each location.

Route to Pontoon Dock DLR Station

4.2.7 The pedestrian route to Pontoon Dock DLR Station is illustrated in Figure 4.3. The route is generally clean and well maintained which encourages walking as a main mode of transport. The footways along North Woolwich Road and through Royal Wharf are clean and spacious.

4.2.8 The image that is considered to reflect the worst part of the journey to Pontoon Dock Station is 2a (Figure 4.3). The image shows evidence of water ponding on the footway, which pedestrians will avoid and walk round. This restricts the effective width available on the footway. Water ponding will also increase the risk of ice developing on the footway during the winter, causing unsafe pedestrian conditions. The footway in 2a is low quality compared to the rest of the route.

4.2.9 This is considered a localised issue and is not anticipated to deter people from walking to the station. The image is reviewed against the healthy streets indicators in Table 4.3.

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Table 4.3 - Comments on Photo 2a - Figure 4.3

Healthy Streets Observation Areas for improvement Indicator Shade and Trees along the footway will provide There is no area for shelter shade and shelter from sunny improvement. conditions. Places to stop There are no places to stop and rest in There is little room for and rest this photo. Although there are benches improvement as seating provided along the footways in the could obstruct pedestrians, Royal Wharf development. close to the entrance of the DLR station. Seating is provided within the station. Not too noisy There is not too much noise and people There is no area for do not have to raise their voices to hold improvement. a conversation. People choose A cycle lane is provided along North There is little room for to walk, cycle Woolwich Road to encourage cycling. In improvement as the site and use public addition, there is also Pontoon Dock already has good transport DLR Station and multiple bus stops in accessibility to public the local area to promote sustainable transport and a segregated transport. cycle route. People feel safe The location is in a public area with high New residential pedestrian footfall, traffic and local developments in the amenities. Street lighting is provided at surrounding area will regular intervals which makes the area provide additional footfall feel safer at night. Royal Wharf also has and passive surveillance, security officers throughout the making people feel safer. complex, making the development feel safer. Things to see There are not many active frontages Further development in and do shown in the photo, although there are the local area is likely to amenities available along the route from add supplementary the site to Pontoon Dock DLR Station. amenities and activities People feel The footway is well maintained, and There is little room for relaxed signage is provided aiding way finding. improvement. A colour change clearly defines the boundary between the cycle lane and the pedestrian footway. Clean air There is a cycle lane provided along There is no room for North Woolwich Road. In addition there improvement. is also Pontoon Dock DLR Station and a number of bus services in the local area to promote sustainable transport.

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Route to Thames Barrier Park

4.2.10 The pedestrian route from the site to Thames Barrier Park is illustrated in Figure 4.4. The route is through the Royal Wharf development and along Royal Wharf Walk. The route is generally clean, and well-maintained which encourages walking as a main mode of transport.

4.2.11 The image that is considered to reflect the worst part of the journey is Figure 2b. The image shows a footway with street furniture that could restrict pedestrian permeability, reducing the effective width of the footway.

4.2.12 This is considered a localised issue and is not anticipated to deter people walking to the park. The image is reviewed against the healthy streets indicators in Table 4.4.

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Table 4.4 - Comments on photo 2b - Figure 4.4

Healthy Streets Observation Areas for improvement Indicator Shade and The residential blocks either side of the There is little area for shelter footway provide shade and shelter from improvement. high winds. Places to stop There are no places to stop and rest in There is little room for and rest this photo. Although there are places to improvement as it is an stop along the Royal Wharf Walk and the unattractive place for Thames Barrier Park. seating and would obstruct pedestrians. Not too noisy There is not much noise and people do not There is no area for have to raise their voices to hold a improvement. conversation. People choose Pontoon Dock and West Silver Town DLR There is no area for to walk, cycle Stations and multiple bus stops in the improvement. and use public local area promote public transport. In transport addition the recent opening of the link between Royal Wharf Walk and Thames Barrier Park provides enhanced pedestrian and cyclist permeability. People feel safe The location is in a public area with high The opening of a new pedestrian footfall, traffic and local pub along Royal Wharf amenities. Street lighting is provided at Walk will increase the regular intervals which makes the area footfall in the local area feel safer at night. and add to the natural Royal Wharf also has security officers surveillance, especially throughout the complex, making the during the evening, when development feel safer. the pub is expected to be most busy. Things to see The footway through Royal Wharf provides The opening of a new and do access to Royal Wharf Walk and Thames pub along Royal Wharf Barrier Park. They provide access to open Walk will add an amenity spaces and a view of the River Thames. that attracts people, especially in the evening. People feel The footway is well maintained and Pedestrian crossings relaxed provides access to Royal Wharf Walk and could be provided to Thames Barrier Park. enable pedestrians to cross safely to use other footways with less obstruction from street furniture. Clean air Admiralty Way is expected to have low There is no area for level of traffic due to the sites good public improvement. transport accessibility. It also provides access to Thames Barrier Park.

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Route to Royal Wharf Pier

4.2.13 The pedestrian route to Royal Wharf Pier is illustrated in Figure 4.5. The Pier provides access to Thames Clippers services which run between Woolwich (Royal Arsenal) and Battersea. The route to the Pier is generally in good condition and footways provide sufficient width to accommodate the pedestrian flow. In addition, part of the route is on Royal Wharf Walk, which is restricted to use by pedestrians and cyclists only.

4.2.14 The image that is considered to represent the worst part of the journey is photo 2c. The image shows Eurobins placed on the carriageway adjacent to the footway awaiting collection. This could have the potential to obstruct pedestrians if care is not taken in their placement. In particular to ensure that the movement of disabled persons are not adversely affected. There may also be the potential that the presence of full Eurobins may discourage pedestrians from walking past due to potential odour issues. It is noted that bins are only put out on the day of collection so this is a temporary obstruction and over a very limited length. The image is reviewed against the healthy streets indicators in Table 4.5.

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Table 4.5 - Comments on photo 2c - Figure 4.5

Healthy Areas for Streets Observation improvement Indicators Shade and The residential blocks either side of the There is little room for shelter footway provide shade and shelter from high improvement. winds. Places to stop There is no place to stop and rest in this There is little room for and rest photo. Although there are places to stop improvement as it is along Royal Wharf Walk and in the not an appropriate Silvertown Memorial Park which is located place for seating and adjacent to where photo 2c was taken. would obstruct pedestrians. Not too noisy There is not much noise and people do not There is no area for have to raise their voices to hold a improvement. conversation. People choose The Thames Clippers service is accessible There is no area for to walk, cycle from Royal Wharf Pier, providing regular improvement. or use public boat services into central London. In transport. addition West Silvertown and Pontoon Dock DLR Stations and multiple bus stops are located in the local area. People feel safe The presence of a large amount of The streets within the residential units in the surrounding area Royal Wharf estate are provides natural surveillance. Furthermore reasonably newly street lighting is provided which makes the constructed and the area feel safer at night. Royal Wharf Walk lighting provided to also provides a parapet to prevent people provide suitable Lux accessing the River Thames. Royal Wharf levels. The routes feel also has security officers throughout the safe and secure with complex, making the development feel safe. little scope for improvement. Things to see The footways through Royal Wharf provide There are a number of and do access to Royal Wharf Walk and a café and potential retail units private gym are provided along the route to which remain un-let. the Pier. The routes also perform the These would provide an function of informal play. improved number of things to see and do. People feel The footway is well maintained and provides There is little room for relaxed access to Royal Wharf Walk. The presence of improvement. The bins Eurobins may discourage pedestrians from are only put out on walking past it (i.e. odour concerns) but this collection days for a is a temporary issue on collection days. short period by site management. Clean air Thames Clippers, Pontoon Dock and West There is no room for Silvertown DLR Stations and multiple bus improvement. stops encourages the use of public transport.

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Route to West Silvertown DLR Station

4.2.15 The pedestrian route from the site to West Silvertown DLR Station is shown in Figure 4.6. A large proportion of the route is within Royal Wharf, and therefore is generally in good condition, being relatively new. Footways have been designed to accommodate the predicted flows and provide a high quality public realm for pedestrians and other vulnerable road users.

4.2.16 The conditions in photo 5d are considered lower quality compared to the rest of the route. The image shows the footway on the south side of North Woolwich Road. The image has been reviewed against the healthy streets indicators in Table 4.6.

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Table 4.6 - Comments on photo 5d - Figure 4.6

Healthy Streets Observation Areas for improvement Indicator Shade and The overhead DLR line provides There is no area for shelter shade and shelter along North improvement. Woolwich Road. Places to stop There are currently no places to Places to rest could be provided and rest stop and rest. along North Woolwich Road due to the wide footways. Not too noisy There is not too much noise and There is no area for people do not have to raise their improvement. voices to hold a conversation. People choose to A cycle lane is provided along There is little room for walk, cycle or use North Woolwich Road to improvement as the site public transport encourage cyclists. In addition, already has good accessibility Thames Clippers services, to public transport, walking and Pontoon Dock and West cycle routes. Silvertown DLR Stations and multiple bus stops in the local area promote use of sustainable transport. People feel safe The location is close to a number There is no area for of residential developments improvement. which provide passive surveillance. Royal Wharf also has security officers throughout the complex, making the development feel safer. Things to see and The route to West Silvertown There is no area for do DLR Station is close to the Triple improvement. Two café and residents gym. There is also a small amount of active frontage along North Woolwich Road (BP garage). People feel There is no area for relaxed improvement. Clean air Thames Clippers, Pontoon Dock There is no area for and West Silvertown DLR improvement. Stations and multiple bus stops encourage the use of public transport.

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Route to Britannia Village School

4.2.17 The route from the site to Britannia Village School on Hanameel Street is illustrated in Figure 4.7. The route is generally in good condition and footways provide enough width to accommodate their respective flows.

4.2.18 The initial part of the route to Britannia Village School matches that of the route to West Silvertown DLR Station. This has already been assessed against the healthy streets indicators in Table 4.6.

4.2.19 The image that is considered to reflect the worst part of the route of the existing journey is 7e. The image shows evidence of water ponding along the footway, and there is a gate, which is temporarily shut which restricts access for cyclists and pedestrians with mobility issues.

4.2.20 The conditions in photo 7e are considered low quality compared to the rest of the route. Image 7e has been reviewed against the healthy streets indicators in Table 4.7.

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Table 4.7 - Comments on photo 7e - Figure 4.7

Healthy Streets Observation Areas for improvement Indicator Shade and Trees along the footway will provide shade There is little room for shelter and shelter from sunny conditions. improvement. Place to stop and Britannia Village Green is located next to the Further seating could be rest school. This provides a green space and a provided around this site / place to sit and rest for pedestrians, including Britannia Village Green to a sheltered seating area by the basketball provide an alternative court. location to sit, especially during wetter periods when the Village Green would be unappealing. Not too noisy There is not too much noise and people can There is no area for hold conversations without raising their voice. improvement. People to choose A signal controlled crossing is provided on The footways surrounding to walk, cycle North Woolwich Road. In addition, West the school could benefit from and use public Silvertown DLR Station and multiple bus stops maintenance to improve their transport. in the local area promote public transport. appearance and cleanliness. Water ponding close to the school entrance may discourage pedestrians, especially during winter months where this could freeze causing slippery walking conditions. People feel safe There is street lighting along Hanameel Street The footways surrounding and along the footpath by the school which the school could benefit from helps pedestrians feel safe at night. A signal maintenance, which would controlled junction across North Woolwich reduce the likelihood of water Road allows pedestrians and cyclists to cross ponding and the formation of safely. ice on the footpath during the winter periods. Things to see Britannia Village Green is located next to this There is no room for and do site and provides pedestrians with green improvement. space, a sheltered seating area and a basketball court. People feel The footpath by the school and Hanameel The footways surrounding relaxed Street both have street lighting which helps the school could benefit from pedestrians feel safe at night. In addition, maintenance, which would Britannia Village Green is located nearby reduce the likelihood of water which provides access to green space and a ponding and the formation of basketball court. Water ponding which may ice on the footpath during cause ice in the winter months may the winter period. discourage pedestrians from walking. Clean air A cycle route along North Woolwich Road, There is no area for West Silvertown DLR Station and multiple bus improvement. stops encourages the use of public transport. In addition the Britannia Village Green is located nearby which provides access to green space and a basketball court.

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5 TRIP GENERATION

5.1.1 The methodology for assessing the trip generation set out in the May 2011 Transport Assessment, prepared by WSP, has been reviewed in detail against current best practice guidance for undertaking such an assessment. Following this review, it is concluded that the methodology is appropriate and remains a relevant and robust for use for trip generation purposes.

5.2 Residential Trip Generation

5.2.1 The proposed residential element, within Plot 14b, totals 116 residential apartments with car parking provided at circa 0.12 spaces per unit, resulting in 14 spaces including 4 blue badge spaces.

5.2.2 Weekday morning and evening peak hour trip rates for these residential units have been based on three surveys of existing residential developments; which are considered comparable in terms of location; public transport accessibility; accessibility to local facilities; number of units and tenure for the proposed development; in the context of the area.

5.2.3 The methodology was endorsed by TfL as part of the May 2011 Outline Scheme, and fully reviewed by TPP as part of the March 2015 Outline Application. The resultant residential trips for Plot 14b are set out in Table 5.1 below.

Table 5.1 - Residential Trip Generation AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver 2 4 6 3 2 5 Car Passenger 1 1 2 1 1 2 Taxi Passenger 0 0 0 0 0 0 Motorcycle 0 1 1 0 0 0 Bicycle 0 2 2 1 0 1 DLR N 2 44 46 13 3 16 DLR S 0 0 0 0 0 0 Bus 0 3 3 1 0 1 Walk 0 3 3 1 0 1 Total Person 5 58 63 20 6 26

5.2.4 Taking into account the time that has passed and the availability of data since the May 2011 Transport Assessment was prepared, the mode split has been updated to reflect Census 2011 Newham 037E Super output area method of travel to work and car availability and the limited car parking available for the

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residential units. The method of travel to work mode share is presented in Table 5.2.

Table 5.2 – 2011 Census Super output area (Newham 037E) Method of Travel to Work

Mode Mode split % Car Driver 18.6% Car Passenger 0.8% Taxi Passenger 0.4% Motorcycle 1.6% Bicycle 1.8% DLR/Underground 59.9% Train 8.5% Bus 4% Walk 4.1% Other Method 0.5% Total Person 100%

5.2.5 Car availability in the super output area is 68.7%, while the availability of a vehicle for the proposed residential units will be just 12%. Therefore these splits have been used to calculate an adjusted method of travel to work mode share. This adjustment to mode share is shown in Table 5.4.

Table 5.3 – 2011 Census Super output area (Newham 037E) Method of Travel to Work (Adjusted)

Mode Mode split % Car Driver 3.25% Car Passenger 0.1% Taxi Passenger 0.48% Motorcycle 1.92% Bicycle 2.16% DLR/Underground 71.87% Train 10.20% Bus 4.80% Walk 4.92% Other Method 0.60% Total Person 100%

5.2.6 The trips with adjusted mode share are reproduced in Table 5.4.

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Table 5.4 – Adjusted Residential Trip Generation

AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver 0 2 2 1 1 2 Car Passenger 0 0 0 0 0 0 Taxi Passenger 0 0 0 0 0 0 Motorcycle 0 1 1 0 0 0 Bicycle 0 1 1 0 0 0 DLR N 4 48 52 17 5 22 DLR S 0 0 0 0 0 0 Bus 0 3 3 1 0 1 Walk 1 3 4 1 0 1 Total Person 5 58 63 20 6 26

5.3 Commercial Use Trip Generation

5.3.1 The commercial space will be flexible use class E, as such it may be office or other retail uses. Therefore for a worst case scenario for trip generation purposes it has been wholly treated as employment space. This commercial space has been assessed on the basis of the previously agreed methodology for B1 commercial land use for the overall scheme. The resulting trips generated by the proposed 444m2 of ancillary employment space are set out in Table 5.5.

Table 5.5 - Employment Trip Generation AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver 0 0 0 0 0 0 Car Passenger 0 0 0 0 0 0 Taxi Passenger 0 0 0 0 0 0 Coach 0 0 0 0 0 0 Motorcycle 0 0 0 0 0 0 Bicycle 0 0 0 0 0 0 DLR N 7 1 8 1 6 7 DLR S 1 0 1 0 1 1 Bus 1 0 2 0 1 1 Walk 1 0 1 0 1 1 Total Person 11 1 12 2 9 11

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5.4 Total Trip Generation

5.4.1 The total trip generation for the combined land uses, as set out above, is shown in Table 5.6 below.

Table 5.6 - Total Trip Generation AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver 0 2 2 1 1 2 Car Passenger 0 0 0 0 0 0 Taxi Passenger 0 0 0 0 0 0 Motorcycle 0 1 1 0 0 0 Bicycle 0 1 1 0 0 0 DLR N 11 49 60 18 11 29 DLR S 1 0 1 0 1 1 Bus 2 3 5 1 1 2 Walk 2 3 5 1 1 2 Total Person 16 59 75 21 15 36

5.4.2 Table 5.6 shows that Plot 14b would generate a combined total of 75 two-way total person trips during the AM peak hour and 36 during the PM peak hour. The impact of these trips on each mode is set out in the following chapter.

5.5 Goods vehicle trip generation

Residential deliveries

5.5.1 The number of daily delivery and servicing vehicle trips and their arrival profile for the development has been derived using detailed delivery and servicing vehicle surveys from similar types of residential developments within London, derived from the TRICS database.

5.5.2 Table 5.7 below shows the number of delivery and servicing trips predicted for the residential element.

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Table 5.7 - Residential delivery and servicing vehicles

Time Period LGV HGV Total 07:00-08:00 0 0 0 08:00-09:00 1 0 1 09:00-10:00 1 1 2 10:00-11:00 1 0 1 11:00-12:00 1 0 1 12:00-13:00 1 1 2 13:00-14:00 1 0 1 14:00-15:00 1 0 1 15:00-16:00 1 0 1 16:00-17:00 1 0 1 17:00-18:00 0 0 0 18:00-19:00 0 0 0 Daily 9 2 11

5.5.3 The above table shows that the residential element is expected to generate 11 delivery and servicing vehicles a day, of which the majority (82%) will be LGVs. The peak hours for delivery and servicing trips are expected to be 09:00 - 10:00 and 12:00 - 13:00 when two vehicles would enter and leave the site.

Commercial deliveries (Use Class E)

5.5.4 Plot 14b of Royal Wharf includes approximately 444 sqm mixed retail, financial and professional services, and food and drink units (Class E use). The exact split of these uses is not known at this stage.

5.5.5 To provide an indication of the likely level of delivery and servicing trips, the commercial servicing vehicle trips are based on surveys undertaken of a broad range of types of retail units within London. The results are summarised in Table 5.8.

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Table 5.8 - Mixed retail delivery and servicing vehicle trip generation

Time Period LGV HGV Total 07:00-08:00 0 0 0 08:00-09:00 0 0 0 09:00-10:00 1 0 1 10:00-11:00 1 0 1 11:00-12:00 0 0 0 12:00-13:00 0 0 0 13:00-14:00 0 0 0 14:00-15:00 0 0 0 15:00-16:00 0 0 0 16:00-17:00 0 0 0 17:00-18:00 0 0 0 18:00-19:00 0 0 0 Daily 2 0 2

5.5.6 The proposed commercial units will generate up to two deliveries a day between 07:00 and 19:00.

Total goods vehicle trip generation

5.5.7 Based on the above assessment, the residential and retail elements of the scheme are expected to receive regular and frequent deliveries. Based on Table 5.7 and Table 5.8, the total number of goods vehicles generated on a typical day are set out below.

Table 5.9 - Total delivery and servicing vehicles

Time Period LGV HGV Total 07:00-08:00 0 0 0 08:00-09:00 1 0 1 09:00-10:00 2 1 3 10:00-11:00 2 0 2 11:00-12:00 1 0 1 12:00-13:00 1 1 2 13:00-14:00 1 0 1 14:00-15:00 1 0 1 15:00-16:00 1 0 1 16:00-17:00 1 0 1 17:00-18:00 0 0 0 18:00-19:00 0 0 0 Daily 10 2 12

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5.5.8 Table 5.9 shows that the site would expect to generate 13 delivery and servicing vehicles between 07:00 and 19:00 on a typical day, of which 11 would be LGVs. The peak hour is expected to be between 09.00 and 10.00 when three vehicles are expected to arrive and depart. Each vehicle will have a maximum dwell time of 20 minutes and the dedicated servicing route and on street servicing are capable of accommodating the peak hour servicing trips.

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6 IMPACT ASSESSMENT

6.1.1 The potential impact of Plot 14b has been assessed in relation to each of the individual modes of transport. This chapter considers the impact in isolation, whilst the following chapter considers it in the context of the original Royal Wharf Planning Consent as a Net Impact.

6.2 Pedestrians

6.2.1 Plot 14b is forecast to generate a total of five and two pedestrian trips during the AM and PM peak hours respectively.

6.2.2 A further 66 and 32 trips, during each of the peak hours, are forecast to and from the public transport service access points including the DLR stations, Pier and the local bus stops. The total number of two-way AM and PM peak hour walk trips is therefore 71 and 34 respectively.

6.2.3 The main pedestrian desire lines from the development would be east towards Pontoon Dock station, west towards West Silvertown station, to Royal Wharf Pier and to the local bus stops located along North Woolwich Road. These pedestrian routes will easily accommodate the additional trips, thus the impact would be negligible.

Pedestrian – Mitigation

6.2.4 The pedestrian environment within the proposed landscape area will be of high quality with the provision of attractive open spaces, well maintained and legible pathways and lighting, thus providing natural surveillance. The impact of the proposals would not require any further mitigation.

6.3 Cyclists

6.3.1 The trip generation indicates that Plot 14b is forecast to generate one cycle trip in the AM peak hour, however it is anticipated that the cycle friendly environment, good links to the cycle network, riverside route and cycle parking provision will encourage more cycle use.

6.3.2 There is direct access from the site to the cycle network, which comprises a high quality but relatively unused, two-way segregated cycle route along the south

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side of North Woolwich Road, and there is an extensive network of cycle routes that this connects to. As a result, the additional impact resulting from any increase in cyclists to and from Plot 14b would be negligible.

Cycling - Mitigation

6.3.3 The impact of the development would be negligible and no mitigation would be necessary for any additional cycle trips on the adjacent cycle network.

6.3.4 The proposed cycle parking facilities for the plot cater for potential demand and also encourage an increase in the use of cycling. There is an opportunity, therefore, to further encourage the use of this mode for many trips, through the Travel Plan. Additional cycle parking for residential and commercial visitors will be provided within the proposed public realm proposals on the northern side of the building.

6.4 Buses

6.4.1 From the trip generation calculations it has been identified that Plot 14b would generate an increase of five bus trips in the AM peak hour and two in the PM peak hour.

Buses - Mitigation

6.4.2 Within the planning consent for the May 2011 Outline Scheme, a phased contribution towards bus stop improvements and bus service capacities. As a result the fourth and final instalment of 25% of the contributions was triggered by Plot 24. This was considered sufficient to mitigate the additional predicted demands and no further mitigation would be required.

6.5 Docklands Light Railway

6.5.1 As detailed in Chapter 5, Plot 14b is expected to generate 61 AM peak hour and 30 PM peak hour two-way passenger trips on the Docklands Light Railway (DLR), as shown in Table 6.1.

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Table 6.1 - DLR Trips for Plot 14b

AM PM Mode In Out 2-way In Out 2-way DLR N 11 49 60 18 11 29 DLR S 1 0 1 0 1 1 Total 12 49 61 18 12 30

6.5.2 The current planning capacity of the DLR services through Pontoon Dock DLR Station is 7,335 passengers per direction per hour (pdph) based on a planning capacity of a 3 car train of 489 passengers and 15 trains per hour. The above impact therefore equates to approximately 0.8% of the DLR line capacity in the AM peak hour in the northbound direction towards Canning Town. In the other directions and peak periods, the impact would be less. This impact is therefore considered to be negligible.

DLR – Mitigation

6.5.3 It can be noted that there is capacity on the line to increase capacity by running additional trains. This is part of the overall strategy for DLR who currently operate the service at a capacity to match demand, as far as possible, at present due to their need to operate an efficient and economically feasible transport service. Thus, it is not in DLR’s interest to operate a system with significant spare capacity for future development schemes until they are completed and occupied.

6.5.4 As part of the mitigation towards the overall Royal Wharf development scheme impact, a phased contribution to capacity enhancement of the DLR was secured through Section 106 Contributions and the fourth and final instalment of 25% of the contribution was triggered by Plot 24. This encompassed additional rolling stock for a service frequency upgrade along this branch of the DLR. These measures will be adequate to provide mitigation of the impact of the development on DLR services.

6.6 Highway Network

6.6.1 This level of impact of vehicles is well below the normal daily variation expected for such a road, and would be negligible.

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Highway Network – Mitigation

6.6.2 No additional mitigation is required.

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7 NET IMPACT ASSESSMENT

7.1.1 The preceding chapter considers the redevelopment of Plot 14b in isolation. However, it should be noted that the impact of the original Royal Wharf planning consent was assessed for a part detail/part outline (hybrid) application. The trips predicted for this original consent were set out within the Transport Assessment (May 2011). Subsequently, when the scheme had developed further a Section 73 application for amendments to phase 3 were submitted, with many of the flexible, outline elements of the scheme being fixed. This was set out in the Transport Statement (February 2015).

7.1.2 The transport contributions towards mitigation measures for the scheme were assessed on the basis of the original May 2011 scheme. These mitigation measures were unchanged at the time of the February 2015 amendments. This was based on the fact that the proposed amendments resulted in a net reduction of overall trips as set out in Table 4.1 of the February 2015 Transport Statement. This is replicated as Table 7.1 below.

Table 7.1 – Net Trip Generation for the February 2015 Development compared with the May 2011 Outline Scheme AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver -11 -4 -16 -7 -13 -21 Car Passenger -3 -1 -4 -4 -5 -9 Taxi Passenger -1 0 -1 0 0 0 Coach 0 0 0 0 0 0 Motorcycle -4 0 -4 -1 -3 -4 Bicycle -3 0 -3 -1 -2 -3 DLR N -72 -8 -80 -10 -54 -64 DLR S -7 -1 -8 -1 -5 -6 Bus -15 -2 -17 -2 -11 -13 Walk -24 -14 -38 -9 -13 -21 Total Person -140 -31 -171 -33 -106 -140 Plot 14b +16 +59 +75 +21 +15 +36

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7.2 Net Impact of Plot 14b and S73 Amendments

7.2.1 The net impact of the proposals for Plot 14b, combined with those amendments for Royal Wharf in February 2015 are set out against the original trips for the May 2011 Royal Wharf Scheme. Noting that the latter was the basis for determining the package of transport mitigation measures for the overall Royal Wharf Scheme. Table 7.2 sets out the overall net impact.

Table 7.2 – Net impact of Plot 14b and S73 amendments compared with the May 2011 Outline Scheme AM Peak Hour PM Peak Hour Mode In Out Total In Out Total Car Driver -11 -2 -14 -6 -12 -19 Car Passenger -3 -1 -4 -4 -5 -9 Taxi Passenger -1 0 -1 0 0 0 Coach 0 0 0 0 0 0 Motorcycle -4 1 -3 -1 -3 -4 Bicycle -3 1 -2 -1 -2 -3 DLR N -61 41 -20 8 -43 -35 DLR S -6 -1 -7 -1 -4 -5 Bus -13 1 -12 -1 -10 -11 Walk -22 -11 -33 -8 -12 -19 Total Person -124 28 -96 -12 -91 -104

7.2.2 Therefore, the above table shows that the overall impact of the development of Royal Wharf with the inclusion of these proposals for Plot 14b on all transport modes is less than those which were the basis of the agreed transport mitigations. Therefore, the original mitigations secured for the site remain robust and valid for the scheme.

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8 TRAVEL PLAN

8.1 Introduction

8.1.1 Travel Plans have been developed for the purposes of encouraging the use of sustainable modes of travel and reducing the number of single occupancy vehicle trips generated by development schemes.

8.1.2 A travel plan was approved for the May 2011 Outline Scheme. This included measures, targets and monitoring for the residential, commercial and education land uses across the site. It should be noted that this Travel Plan was prepared in accordance with the Transport for London (TfL), Travel Planning for New Development in London; incorporating deliveries and servicing, (February 2011) as well as ‘Making Residential Travel Plans Work: Good Practice Guidelines for Development,’ (DfT 2005) and Summary Document, (DfT, 2007). Since then, TfL have released new guidance on the requirements of travel plans for new developments in London in November 2013. Having undertaken a review of the WSP April 2011 Travel Plan prepared for the overall site, the document accords with current policies and aspirations for travel plans in the most recent TfL guidance. A Framework Travel Plan for Plot 14b has therefore been produced which accords with the site wide Travel Plan and will be assessed in line with the existing targets and monitoring.

8.1.3 The Travel Plan sets out the management structure for the outline area and establishes the sustainable travel principles and measures to be incorporated within the proposals.

8.1.4 The Travel Plan will be updated prior to occupation of the development and in accordance with the proposed transport mitigation measures secured through conditions and planning obligations. Appropriate agreed measures and monitoring commitments will then be implemented by the developer, where stated, in accordance with these obligations.

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9 SUMMARY AND CONCLUSIONS

9.1 Summary

9.1.1 The location of Plot 14b in relation to the March 2015 Outline Scheme is shown on Figure 9.1.

Figure 9.1 – Location Plan

Western Vehicle Access Eastern Vehicle Access Western Vehicle Access Eastern Vehicle Access

North Woolwich Road

Plot 24 Barrier Point Deanston Wharf

Plot 14b

Royal Wharf Site Boundary

Royal Wharf Boundary

River Thames

9.1.2 The proposed development of Plot 14b comprises the submission of details within the context of the March 2015 Outline Scheme. The March 2015 Transport Statement and the May 2011 Transport Assessment considered the overall impact of the Royal Wharf Development Site.

9.1.3 The scheme comprises the following residential led development, as set out in Table 9.1 - Proposed Land Uses and Quantum, Plot 14b.

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Table 9.1 - Proposed Land Uses and Quantum, Plot 14b

Description Quantity

Residential (C3) 116 apartments

Flexible use (B1, A1-A5, D1, D2) 444sqm

Car Parking 14 (4 disabled)

Cycle Parking min requirement 204 long stay / 3 short stay (Resident) Cycle Parking min requirement 6 long stay / 22 short stay (Commercial)

9.1.4 Vehicular access is provided to the public highway via the western and eastern access junctions to the Royal Wharf development. Pedestrian access to Plot 14b is through the landscape proposals and will be of a high quality. The main routes for pedestrians are to the DLR Stations at Pontoon Dock and West Silvertown; along with access to the bus stops on North Woolwich Road and river services from Royal Wharf Pier.

9.1.5 Car parking for Plot 14b will be provided at 0.12 car spaces per unit. A one-way (west to east) access route is provided along the south of Plot 14b. This will be gated at each end and provides access to residential parking (including blue badge spaces). A minimum of 20% of all spaces will be enabled for electric vehicle charging with latent provision for the remaining spaces.

9.1.6 Other transport aspects of the development that will be incorporated include:

 Delivery and Servicing Management Plan;

 Travel Plan.

9.2 Trip Generation

9.2.1 The previous methodology used in assessing the future trip generation of the development proposals has been reviewed and adjusted based on the Census 2011 data and limited car parking provision.

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Impact Assessment

9.2.2 An assessment of the impact of the generated trips associated with Plot 14b has been undertaken for each mode of transport and has demonstrated that this would be negligible. Furthermore, an assessment against the original planning consent, taking into account amendments made since 2011, show that the mitigation for the original scheme were robust and therefore would continue to provide suitable and adequate mitigation of the scheme.

9.3 Travel Plan

9.3.1 A Framework Travel Plan for Plot 14b has therefore been produced which accords with the site wide Travel Plan and will be assessed in line with the existing targets and monitoring.

9.4 Conclusion

9.4.1 In conclusion, the proposals for Plot 14b would have a negligible impact on the overall Royal Wharf development Thus the conclusions of the original Transport Assessment for the May 2011 scheme and the supporting assessment of the March 2015 Outline Scheme remain valid and appropriate for the overall site. The proposed development of Plot 14b benefits from excellent access to the current and planned local facilities and amenities within easy walking and cycling distance, with much of the amenities provided within the master plan for the Royal Wharf development.

9.4.2 It is also accessible to public transport services which facilitate access to major centres for employment and retail. In addition, the generated trips by each of the different modes of transport can be accommodated on the surrounding transport infrastructure without the need for further mitigation measures towards cycling, walking, public transport and highway access.

9.4.3 Finally, the proposed development fully meets the transport aspirations and objectives of the current strategic, regional and local planning policies towards sustainable development and will, through its design and location, support and encourages the use of sustainable modes of transport.

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31203/D002b 45 April 2021

Figures

East Ham

Upton Park 20 minutes active travel zone

Abbey Road Plaistow

West Ham

Bow church Bow Road

Bromley-By-Bow

Devons Road Star Lane

Langdon Park Canning Town

Limehouse Custom House Prince Regent Royal Victoria Royal Albert Beckton Park Cyprus

Westferry East India

Blackwall Poplar West India Quay London City Airport Canary Wharf King George V Pontoon Dock

Heron Quay West Silvertown

Key South Quay - Site North Greenwich Station Royal Wharf Pier - LU/DLR - National Rail/Overground - Hospitals/medical centres - Schools Crossharbour - Colleges/universities - Green spaces Woolwich Arsenal - Town Centre BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING - Cycles Superhighway 3 (CS 3) PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\001.dwg Plot Wharf Royal T:\30000_Projects\31203 Active travel zone

70 Cowcross Street London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.1 Key - Site - DLR - River services - Hospitals/medical centres Royal Wharf Pier - Schools - Colleges/universities - Green spaces - Town Centre - Bus stop - Car Club BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING - Accident PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\004.dwg Plot Wharf Royal T:\30000_Projects\31203 Active travel zone

70 Cowcross Street Neighbourhood plan London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.2 2a 1a 3a 4a

5a 6a

BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\005 - 009.dwg 14b\ACAD\005 Plot Wharf Royal T:\30000_Projects\31203 Route A

70 Cowcross Street Route to Pontoon Dock Station London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.3 1b 2b

3b 6b 4b 5b

Royal Wharf Pier

BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\005 - 009.dwg 14b\ACAD\005 Plot Wharf Royal T:\30000_Projects\31203 Route B

70 Cowcross Street Route to Thames Barrier Park London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.4 1c

2c

4c 3c 5c Royal Wharf Pier

BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\005 - 009.dwg 14b\ACAD\005 Plot Wharf Royal T:\30000_Projects\31203 Route C

70 Cowcross Street Route to Royal Wharf Pier London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.5 5d 4d

3d

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BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\005 - 009.dwg 14b\ACAD\005 Plot Wharf Royal T:\30000_Projects\31203 Route D

70 Cowcross Street Route to West Silvertown Station London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.6 6e 7e

5e

4e

3e

2e

1e

BASED ON ORDNANCE SURVEY MAPPING AND REPRODUCED BY TRANSPORT PLANNING PRACTICE WITH THE PERMISSION OF THE CONTROLLER OF HMSO © CROWN COPYRIGHT T:\30000_Projects\31203 Royal Wharf Plot 14b\ACAD\005 - 009.dwg 14b\ACAD\005 Plot Wharf Royal T:\30000_Projects\31203 Route E

70 Cowcross Street Route to local school London, EC1M 6EL t: 020 7608 0008 transport planning practice w: www.tppweb.co.uk Figure 4.7

Transport Planning Practice 70 Cowcross Street London EC1M 6EL 020 7608 0008 [email protected]

www.tppweb.co.uk