Skipton House, SE1

Transport Assessment Prepared for and Regional Properties Ltd. December 2015

O p e n

REPORT

Transport Assessment

Skipton House, London

Client: London and Regional Properties Ltd Reference: INFRAPB3730-100-100 Revision: 01/Final Date: 14 December 2015

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O p e n

HASKONINGDHV UK LTD.

2 Abbey Gardens Great College Street London SW1P 3NL United Kingdom Infrastructure VAT registration number: 792428892

+44 207 2222115 T [email protected] E royalhaskoningdhv.com W

Document title: Transport Assessment

Document short title: Transport Assessment Reference: INFRAPB3730-100-100 Revision: 01/Final Date: 14 December 2015 Project name: Skipton House Project number: PB3370-101-100 Author(s): Sahil Zutshi

Drafted by: Sahil Zutshi

Checked by: Richard Cornell

Date / initials: 14/12/15 RC

Approved by: Andy Ward

Date / initials: 14/12/15 AW

Classification

Open

Disclaimer No part of these specifications/printed matter may be reproduced and/or published by print, photocopy, microfilm or by any other means, without the prior written permission of HaskoningDHV UK Ltd.; nor may they be used, without such permission, for any purposes other than that for which they were produced. HaskoningDHV UK Ltd. accepts no responsibility or liability for these specifications/printed matter to any party other than the persons by whom it was commissioned and as concluded under that Appointment. The quality management system of HaskoningDHV UK Ltd. has been certified in accordance with ISO 9001, ISO 14001 and OHSAS 18001.

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Table of Contents

1 Introduction 1 1.1 Preface 1 1.2 Scope of Study 2

2 Existing Site & Surroundings 3 2.1 The Site 3 2.2 The Surrounding Area 4 2.3 Built Heritage 4 2.4 Planning History 5

3 Description of Development 6 3.1 Preface 6 3.2 The Proposed Development 6

4 Existing Sustainable Transport Links 9 4.1 Preface 9 4.2 Local Amenities 9 4.3 Walking 10 4.4 Cycling 11 4.5 Bus Interchange and Services 12 4.6 Rail and Underground Services 13 4.7 Car Clubs 14 4.8 Public Transport Accessibility Level (PTAL) 15 4.9 Summary 15

5 Local Highway Operation 16 5.1 Local Highway Network 16 5.2 Personal Injury Accidents 16 5.3 Current Traffic Flows 17

6 Proposed Development 18 6.1 Composition 18 6.2 Site Access 18 6.3 Pedestrian Permeability 18 6.4 Car and Cycle Parking 18 6.5 Refuse and Servicing Vehicles 19 6.6 Construction and Logistics Plan 20 6.7 Committed Developments 20

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7 Travel Patterns 21 7.1 Census Data (2011): Method of Travel to Work 21 7.2 Census Data (2011): Car Ownership 22 7.3 Development Trip Generation 22 7.4 Transport Impact on Public Transport 27 7.5 Vehicular Trip Distribution and Assignment 29

8 Framework Travel Plan 31

9 Policy Considerations 32 9.1 Preface 32 9.2 National Planning Policy Framework (NPPF) 32 9.3 Regional Planning Guidance – The London Plan (2015) 33 9.4 Local Planning Guidance – Southwark Core Strategy (2011) 33

10 Summary and Conclusions 36 Appendices

Appendix A: Site L ocation Pl an Appendix B: Proposed Site Layout Appendix C: Cycling Information Appendix D: Local Bus Information Appendix E : Public Transport A ccessibility Level (PTAL) Report Appendix F: Accident Data Appendix G: Traffic Survey Data and Traffic Count Summary Appendix H: Vehicle swept - path analysis Appendix I : Delivery & Servicing Plan Appendix J: Construction & Logistics Pla n Appendix K: Committed Development Information Appendix L : TRICS Output Data Appendix M: Traffic Flow Diagrams

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1 Introduction

1.1 Preface This Transport Assessment (TA) has been prepared by Royal HaskoningDHV on behalf of London and Regional Properties ltd (“The Applicant”) to support a full planning application for the redevelopment of land in Elephant and Castle, London comprising Skipton House, The Perry Library, and the London Borough of Southwark Hostel (“the Site”.) The planning application relates to proposals for a comprehensive redevelopment of the Site to provide a high quality mixed use scheme consisting of residential, office, retail, leisure and cultural land uses, and supported by new landscaping and public realm enhancements (“the Development”).

The Site is located adjacent to the Elephant and Castle junction, Elephant and Castle station and London South Bank University (LSBU), within the London Borough of Southwark, London. The site location plan is shown at Appendix A.

The proposals comprise the demolition of the existing buildings and creation of 2 levels of basement (plus mezzanines) and the erection of buildings ranging from Ground Floor plus 7 to Ground Floor plus 39 storeys (maximum building height of 146.3m AOD) comprising retail uses (Use Classes A1/A3/A4) at ground floor, multifunctional cultural space (Use Classes D1/D2/Sui Generis) and flexible retail / fitness space (Uses Classes A1/A3/A4 & D2) below ground, and office use (Use Class B1) and 421 residential units (Use Class C3) on upper levels, new landscaping and public realm, a publically accessible roof garden, ancillary servicing and plant, cycle parking, and associated works. The proposed site layout is shown at Appendix B.

The Site currently operates as an office building which is predominantly leased to the NHS, with the remaining site a comprising of a residential hostel operated by LBS and a LSBU library. The regeneration will include new homes and office space alongside new cultural and community space. The proposals provide significant public realm improvements and open space, including a new publicly accessible elevated park; improvements to local cycling routes; and a re-instatement of an historic street (Skipton Street) which originally ran through the site.

This document has been prepared following pre-application discussions with the London Borough of Southwark (LBS) and (TfL). Following the withdrawal of DfT’s & DCLG’s publication “Guidance on Transport Assessment (March 2007)”, this assessment follows guidance from DfT’s online publications “Travel plans, transport assessments and statements in decision-taking”, and “Overarching Principles on Travel Plans, Transport Assessments and Statements, March 2014” as well as LBS’s Transport guidance. Consideration has also been given to TfL’s Transport Assessment guidance.

The content of this TA adequately addresses aspects which are of concern to the Highways Authority. Trip generation, distribution and assignment have been undertaken in accordance with transport assessment guidance by LBS and TfL. This document sets out the results of the applicant’s assessment of the traffic and transportation impacts of the development proposals and identifies a range of improvements to the transport network.

The proposed internal layout will accommodate traffic and pedestrians and cyclists in a way that minimises vehicular conflict and maintains low vehicle speeds.

A separate Framework Travel Plan (FTP) has been submitted as part of the planning application as requested by LBS.

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1.2 Scope of Study

This TA has given consideration to transport and highways related matters. Specifically, this document will:

• Provide an overview of the Site’s location within the existing highway network; • Provide an overview of the Site’s accessibility by non-car modes of transport; • Identify the expected travel patterns of residents travelling to the Development; • Review local Census data to determine local levels of car ownership and methods of travel; • Assess the potential highway impact of the Development, specifically relating to car parking stress; and, • Review relevant development planning policies related to car and cycle parking provision for new development.

This Transport Assessment is divided into additional sections, as summarised below:

• Section 2 describes the existing Site and surroundings; • Section 3 provides a description of the Development; • Section 4 describes the Site’s existing sustainable transport links and access to local amenities within close proximity of the site; • Section 5 reviews the existing local highway network; • Section 6 sets out the development proposals including identifying the site access arrangements and the proposed level of car and cycle parking provision; • Section 7 provides details of the likely travel patterns of future site residents and employees. The section also set out the methodology, as well as the results of assessment, and provides details the expected trips; • Section 8 provides background to the Framework Travel Plan for the development; • Section 9 provides an overview of relevant national, regional and local development control and transport planning policy; and, • Finally, Section 10 provides a summary and conclusion to this document.

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2 Existing Site & Surroundings

2.1 The Site

The Site is located within the London Borough of Southwark (LBS). The Site is located at the junction of London Road and Newington Causeway, in a prominent position immediately north of the Elephant and Castle . The Site is bounded by Keyworth Street and Southwark Bridge Road to the north, Newington Causeway to the east, London Road and the Elephant and Castle Bakerloo Line Station to the south, and Ontario Street to the west, and is highlighted in red in Figure 2.1 below.

Figure 2.1: Existing Buildings and Site Boundary

The Site forms part of the wider Elephant and Castle Opportunity Area within LBS. The Council aspires to regenerate the Opportunity Area to realise its potential and create a better town centre and high density new mixed-use neighbourhood, incorporating a cluster of tall buildings. Given the site’s prominence within the Opportunity Area, it represents a strategically important location for development.

Moving south to north, the site is currently occupied by Skipton House, Perry Library and the London Borough of Southwark Hostel. Skipton House is located at 80 London Road and is a 1990’s office building; Perry Library is located a 250 Southwark Bridge Road and is currently operated as a library by London South Bank University (LSBU); and the LBS Hostel located at 10 Keyworth Street is a hostel with 35 bed spaces. Architecturally the existing buildings are of a low quality which do not engage with the surrounding area in a meaningful way, in part due to their original design, and represent challenges to their ongoing relationship with the street scene and neighbouring development given the changing nature of Elephant and Castle.

The Site is highly accessible by Public Transport with a Public Transport Accessibility Level (PTAL) of 6B which represents the highest level of accessibility and defined by TfL as “Excellent”. The Site benefits from access to two lines (Northern via Bank and Bakerloo), with access to these services located immediately adjacent to the Site. Furthermore, Elephant and Castle train station is located approximately 150m south of the Site, which offers services to north and south London. There are also a large number of bus stops situated on the surrounding highway network and cycle superhighway CS7 is located immediately west and north of the Site.

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2.2 The Surrounding Area

The immediate surrounding area currently consists of predominately post-war housing developments and the LSBU campus, and is dominated by a vehicular transport network resulting to poor pedestrian links and compromised public realm.

As discussed the Site is a located at a prominent position within Elephant and Castle which is subject to considerable regeneration, resulting from its designation as an Opportunity Area. The Opportunity Area spans 122ha with a main objective of delivering 5,000 jobs and 4,000 new homes. In addition there is a target to deliver 45,000sqm of new shopping and leisure floor space.

Immediately to the north-west of the site lies the LSBU campus, including ‘Technopark’, which we understand has been earmarked for redevelopment by LSBU. Eileen House, located to the north east of the Site, is a development project which obtained planning permission on 7th January 2014 and will deliver 335 dwellings, 4,785sqm of office floor space, and 287sqm retail floor space in a building of 41 storeys (128.7m AOD).

To the south is the Elephant and Castle roundabout which represents the convergence of several major roads that connect south London. Works are currently underway by TfL to rationalise the road network and enhance the public realm aiming to improve permeability and pedestrian experience.

In addition to the regeneration prevalent immediately adjacent to the Site, the wider Elephant and Castle area is being transformed following its designation as an opportunity area. In recent years a number of planning permissions have been granted for major developments, including tall buildings. Of these, a number are currently on-site, at pre-construction stage, or completed. These schemes, which will further help transform this area of Southwark, and , include:

 Elephant Park;  One The Elephant;  The New Elephant and Castle Leisure Centre;  360 London;  Borough Triangle;  89-93 Newington Causeway;  128-150 Blackfriars; and,  The Elephant and Castle Shopping Centre Redevelopment.

Further details of the site and the surrounding area can be found in the Planning Statement and Design and Access Statement submitted in support of the planning application.

2.3 Built Heritage

The Site is not located within a conservation area nor are any of the buildings on the Site listed. Of the surrounding development, Metro Central Heights located to the east of the site across Newington Causeway is Grade II listed and the Michael Faraday Memorial located in the centre of the Elephant and Castle roundabout is also Grade II listed.

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2.4 Planning History

The Site has been subject to various planning applications, albeit, these have sought minor development and amendments to the existing buildings on site.

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3 Description of Development

3.1 Preface This section should be read in conjunction with the Planning Statement and Design and Access Statement, which are submitted in support of the application and describe the principal components of the Development.

The planning application seeks full planning permission for:

“Demolition of the existing buildings and creation of 2 levels of basement (plus mezzanines) and the erection of buildings ranging from Ground Floor plus 7 to Ground Floor plus 39 storeys (maximum building height of 146.3m AOD) comprising retail uses (Use Classes A1/A3/A4) at ground floor, multifunctional cultural space (Use Classes D1/D2/Sui Generis) and flexible retail / fitness space (Uses Classes A1/A3/A4 & D2) below ground, and office use (Use Class B1) and 421 residential units (Use Class C3) on upper levels, new landscaping and public realm, a publically accessible roof garden, ancillary servicing and plant, cycle parking, and associated works.”

3.2 The Proposed Development

The proposed Development will play an important role at both the strategic and local level; the regeneration of the Site will deliver a significant number of residential units (Class C3), office space (Class B1), a new cultural venue (Class D1/D2/Sui Generis), and other local facilities (Classes, A1, A3, A4 & D2) in a high quality development that will help complete the vision for Elephant and Castle.

The proposed design benefits from a truly mixed-used development approach as set out in the diagram below. The Development houses a diversity of complimentary uses in order to create a day and night living environment.

Figure 3.1: Diagram Illustrative Proposed Mix of Uses in the Development

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The proposed Development comprises the demolition of the existing buildings and the erection of two linear blocks arranged around a reinstated publicly accessible street that will run through the Site. The two linear blocks of development are broken into seven almost triangular elements which combined form a cluster of distinct buildings. The buildings will range in height moving north through the Site to GF + 39 storeys in the north-west of the Site. The tallest building will act as a pinnacle to this Development and highlight the strategic importance of the Site in the evolving Elephant and Castle skyline, LBS and London. The CGI below illustrates the massing and layout of the Development:

Figure 3.2: Illustrative CGI of the Development

The proposals seek to contribute on the aspiration of Southwark Council of regenerating Elephant and Castle, focusing on the Opportunity Area, by providing a new cultural destination for London including a circa 500 seat performance venue complimented by associated cultural activities, which could include an art house cinema offering, c. 50,000 sqm (GEA) of high quality office space, and 421 apartments within the Development. At ground floor level, uses will consist mainly of retail that will activate the ground floor and complement the cultural space and wider retail offering within the area.

The reinstatement of the publicly accessible street, Skipton Street that once ran through the Site, will be pedestrian and appropriately landscaped to complement the active ground floor uses and add to the public realm improvements being delivered by Transport for London. It will also enhance the north-south permeability in the borough helping to provide a direct link between Elephant and Castle and Bankside, Borough and London Bridge Opportunity Area and the river along Southwark Bridge Road.

The lower ground floors will comprise the cultural quarter, leisure space, circulation, alongside servicing areas, refuse stores, cycle parking and associated facilities.

The proposals seek to achieve the highest standards of architectural design and will add a new and striking development in Elephant and Castle. All residential units will be designed to exemplar standards in line with LB Southwark and London Plan policy, including 100% of units exceeding minimum space standards, a predominance of dual aspect units, no north-facing apartments, and plentiful communal amenity spaces looking out over London.

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The Development will also provide the area’s first publically accessible elevated roof garden, accessed via scenic lifts from the new Skipton Street, providing a stunning new amenity space for the new residents, tenants, and the local community.

A more detailed description of the proposed development can be found in the Planning Statement and Design and Access Statement.

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4 Existing Sustainable Transport Links

4.1 Preface This section considers the current opportunities to access the Site and local amenities by means of sustainable modes of transport.

4.2 Local Amenities A significantly large catchment area is accessible from the site through non-car modes of travel. The local area of Elephant and Castle provides a comprehensive range of key services and facilities, including a number of large chain and other independent retail units, health and social/recreational facilities. In addition, a number of stand-alone employment opportunities from the numerous office buildings are present in the local area.

There are a number of schools and educational institutions – St Jude’s Church of England Primary and Pre School, Notre Dame Girls Secondary School, Charlotte Sharman Primary School, London College of Communication, Globe Academy and London South Bank University, located within a 500m radius from the site.

The Chartered Institute of Highways and Transportation (CIHT) guidance, “Providing for journeys on foot” states that an acceptable walking distance for the purpose of either commuting or travelling to and from school, for key travel purposes during peak hour periods, is 1km. A walk distance catchment of 1km as measured from the Site, includes are large area around Elephant and Castle and the wider area providing employment facilities, as well as access to schools and leisure/recreation facilities. It is generally accepted that cycling can offer a realistic alternative to the private car for journeys up to 5km in length. Section 3.4 considers this mode of travel in more detail.

Table 4.2 below lists some key local amenities and identifies the respective distances of such from the Site. It is evident from the table below that the site is well located and in close proximity to key destinations such as shops, schools, healthcare and transport facilities.

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Walking Time (based on Local Amenities Distance from Site CIHT guidance)

Bus stops (16) Within 500m Under 5 mins

Elephant and Castle Tube Stations 50m -140m 1 mins

Elephant and Castle Railway Station 250m 2 mins

Various retail outlets (Boots, Superdrug, Restaurants) Within 400m 4 mins

Elephant and Castle Shopping Centre 350m 3 mins

Princess Street Group Practice Surgery 100m 2 mins

St George’s Dental Lab (Clinic) 420m 5 mins

Imperial War Museum 550m 6 mins

Salvation Army Community Church 200m 2 mins

Bank and ATM 200m 2 mins

Library 400m 5 mins

Rockingham Community Centre 450m 6 mins

Health & Fitness Club 250m 3 mins

Waterloo Railway Station 1000m 10 mins

Waterloo East Railway Station 1000m 10 mins

London Bridge Railway Station 1370m 14 mins

Table 4.2: Local Amenities

4.3 Walking The adjacent streets within the vicinity of the Site are supported by a network of standard footways running along both sides of roads, providing a comprehensive network to support pedestrian connectivity around the site and wider area.

Along the key route between the Site and the Newington area, which can be accessed either by streets to the north of the site or via the Elephant and Castle roundabout, signal controlled pedestrian crossing facilities are present at the roundabout and these facilities provide a link between the commercial and residential streets in all directions from the Site.

Street lighting is generally present on the footways in the local area. The footways are generally in a good state of repair and are well maintained with an approximate minimum width of 2m. There are dropped kerbs at all of the junctions in the surrounding area of the Site.

The drawing attached as Appendix A shows the locations of the controlled pedestrian crossing facilities in close vicinity of the Site. These facilities enable pedestrians to gain access to the local employment facilities, shopping districts, superstores, bus stops and Tube and rail services.

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4.4 Cycling Sustainable forms of transport are supported and encouraged by LBS and through the London Plan, which actively promotes walking and cycling.

It is generally accepted that cycling can offer a realistic alternative to the private car for journeys up to 5km in length, although it is not uncommon for lengthier journeys to be undertaken via this mode on regular occasions, particularly to places of work. A 5km catchment around the Skipton House site encompasses the entire Borough. A wider area encompassing Westminster, Victoria, the City, Clapham and Rotherhithe is within a 25 minute cycle of the Site. Within this extensive catchment, there are a number of employment centres, as well as educational, retail, health and leisure facilities. Thus, cycling could provide a suitable alternative travel mode for many users.

TfL publishes guides for cycling in London which include routes recommended by experienced cyclists. The guides include signed cycle routes, quieter and less busy streets, greenways through parks and along canals, stations with cycle parking and details of the Cycle Superhighways, which are accessible from the wider area.

Established cycle routes are present within the vicinity of the Site and these are shown in the plan attached at Appendix C. The Site has good links to the surrounding residential areas in all directions and to the wider area and there are a number of established cycle routes within the vicinity of the Site.

Cycle Superhighways are cycle routes running from outer London into and across central London. They are designed to provide safer, faster and more direct journeys into the city. Dedicated cycling infrastructure in the form of Cycle Superhighway 7 (CS7) provides a link from Merton to the City via the A24 and A3 using Clapham Road, Park Road and provides access to the City across Southwark Bridge. The CS7 route runs immediately west and north of the development site, along Ontario Street and then onto Princess Street, in a south-west direction. There are also a number of alternative quieter signed or recommended routes that utilise the side roads adjacent to this Cycle Superhighway. These connect to other cycle routes to provide access to the wider area.

On-street cycle facilities in the local area are supported by intermittent signage with the designation of the routes denoted by painted cycle symbols on the carriageway.

The following existing London Cycle Network (LCN) routes pass within close proximity of the Site:

 LCN Route 6 – Elephant and Castle – (Waterloo) – (West End) – Camden – Barnet;

 LCN Route 7 - Elephant and Castle - City - (Finsbury Park) - Wood Green – (Southgate);

 LCN Route 10 - Elephant and Castle – (Southwark Bridge) – City – Tottenham – Enfield – Cheshunt – A10; and,

 LCN Route 23 – Southwark Bridge and Crystal Palace.

Quietways are a network of radial and orbital cycle routes throughout London. Linking key destinations, they will follow direct back street routes, through parks, along waterways or tree lined streets. The routes will overcome barriers to cycling, targeting less confident cyclists who wish to use low traffic routes, while also providing for existing cyclists who want to travel at a gentler pace. This network will complement other cycling initiatives such as the Central London Cycling Grid, Cycle Superhighways and mini Hollands. TfL plans to introduce a Quietway Cycling Route (7) passing through Elephant and Castle which will serve the local area around the Site. Details of this route are currently being discussed and finalised by TfL. TfL is also plans to introduce the North-South Cycle Superhighway route from Elephant and Castle to Stonecutter Street, near Holborn Viaduct, with a later extension to King's Cross.

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The London Cycle Hire scheme offers a self-service bike sharing cycle hire scheme for short journeys. It does not require membership and allows people to hire a bike from one of the docking stations located around London. 15 Santander Cycle Hire docking stations are located immediately outside the Site on Ontario Street with a further 45 docking stations provided on Gaywood Street, some 175 metres walking distance from the western end of the site.

The National Travel Survey (Table NTS0306) identifies that the average length of a cycle trip, as a main mode of travel, was 3.3 miles in 2013 (circa 5,300 metres), which means that cycle trips from the Site are probable to a significant number of destinations, including the and Victoria amongst others. Recognising 3.3 miles is an average, longer journeys by bicycle will be considered acceptable for some future site residents and users.

The Development scheme itself will incorporate secure and covered on-site parking for cyclists in the form of 1,260 cycle parking spaces. This is in line with current TfL requirements set out in the London Plan which exceed current LBS standards. Cycle parking provision is discussed in more detail in Section 5 of this report.

In summary, the Site has good links to the surrounding residential and commercial areas in all directions and to the wider area, thus offering accessibility for cyclists.

4.5 Elephant and Castle Bus Interchange and Services There are a large number of bus stops on the entries to the Elephant and Castle roundabout, including interchange facilities between buses and trains at Elephant and Castle underground and railway stations. Many of the very frequent bus services operating in the vicinity of the Site stop at Elephant and Castle, meaning that this travel mode offers a quick, convenient way of accessing the Site.

The Site is located within close proximity of bus stops that are described in more detail below. A summary of local bus stop locations is included on the site location plan included at Appendix A and in the table below. The nearest bus stops are located immediately opposite the south-western side of the Site on London Road. The closest bus stops on London Road are Elephant and Castle London Road Stop A-E and these are located within 200m distance from the Site. Bus stops, forming part of the Elephant and Castle Interchange are also present on Newington Causeway, A201, A3 and A302. Numerous other bus stops are located within the local area, from which services to the wider area are available.

An acceptable walking distance to a bus stop is generally considered to be a maximum of 400 metres according to CIHT’s “Providing for Journeys on Foot, 2000” document. The existing bus stops are conveniently located well within these guidelines.

Table 4.5 overleaf illustrates that the Site is highly accessible by bus. Due to high number of services available this report has not sought to summarise the frequency of each service; however full details can be found on the TfL website.

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Distance from Site Bus Stop Name Road Location Service Number Frontage London Road Elephant and Castle Stop A 1, 68, 168, 171, 172, 176, 188, 363, N1, N68, N171 (A201) London Road Elephant and Castle Stop B 1, 53, 63, 168, 172, 188, 363, 453, N1, N63 (A201) London Road Elephant and Castle Stop C Within 70m 100, 155, 344, 360, C10, N155 (A201) London Road Elephant and Castle Stop D 12, 45, 68, 148, 171, 176, 465, N68, N89, N171 (A201) London Road Elephant and Castle Stop E 1, 53, 63, 168, 172, 188, 363, 453, N1, N63 (A201) Newington 35, 40, P5, 100, 133, 136, 196, 333, 343, 344, 360, Elephant and Castle Stop F Causeway (A3) 415, C10, N35, N133, N343 Newington Elephant and Castle Stop G Within 100m 35, 40, 133, 136, 333, 343, C10, N35, N133, N343 Causeway (A3) Newington Elephant and Castle Stop H P5, 100, 196, 344, 360, 415 Causeway (A3) Elephant and Castle Stop J 53, 63, 168, 172, 363, 453, N63 (A201) New Kent Road Elephant and Castle Stop K 1, N1, 188 (A201) New Kent Road Elephant and Castle Stop M 53, 453 Within 250m (A201) New Kent Road 1, 63, N1, 168, 172, 188, Elephant and Castle Stop N (A201) 363, N63 London Elephant and New Kent Road 007, 021, 022, 023 Castle - National Express (A201) 133, 155, 196, 333, 415, N133, Elephant and Castle Stop P (A3) N155 12, 35, 40, 45, 68, P5, Newington Butts Elephant and Castle Stop R 136, 148, 171, 176, 343, 468, (A3) N35, N68, N89, N171, N343 Newington Butts 35, 40, 133, 136, 333, 343, Elephant and Castle Stop S Within 250m (A3) 415, N35, N133, N343 Newington Butts Elephant and Castle Stop T 45, P5, 155, 196 (A3) Newington Butts 12, 68, 148, 171, 176, 468, Elephant and Castle Stop V (A3) N68, N89, N155, N171 London College of Comm St. George's Road 12, 53, 148, 344, 360, 453, 145m Stop Z (A302) C10, N155

Table 4.5: Bus Stop Locations on London Road and Newington Causeway and Diagram Numbers.

A review of bus services serving Elephant and Castle area identified that there are over 35 bus routes operating with regular frequency, which can be accessed with acceptable and recommended walking distance of 400m.

Details of the range of destinations and the hourly service frequency for bus services accessible from bus stops situated close to the Site can be found on the TfL website which illustrates that this mode of travel is both practical and convenient for those travelling to and from the Site, for a range of trip purposes. In addition, when taking into account the number of through routes across the Newington area, there are over 100 services each hour which are accessible from the Site, thus increasing the propensity for individuals to travel by bus. Appendix D contains TfL bus information for Elephant and Castle and the immediate local area.

4.6 Rail and Underground Services The Site is located adjacent to Elephant and Castle underground station which is served by two Underground routes, the Bakerloo Line and the Northern Line City branch. In addition there is also a National Rail station which is served by Thameslink and Southeastern. The entrance to the Bakerloo Line

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platforms borders the Site and the entrance to the Northern Line platforms is 140m from the Site. The National Rail station is 310m from the Site. The stations are located in Zones 1 and 2. The Bakerloo and Northern platforms are linked by a pedestrian tunnel, but there is no direct connection with the National Rail station which has four staircases that provide access to the platforms.

Elephant and Castle forms an important public transport interchange with 29 bus services from 20 bus stops located in the vicinity of the Site.

The Tube Station is situated in both Travelcard Zone 1 and 2 on the Bakerloo Line where it originates/terminates, and on the Bank branch of the Northern Line between Kennington and Borough. The Bakerloo Line operates services towards Harrow and Wealdstone at approximately three minute intervals. Weekday services on the Northern Line operate between three-five minute intervals in a northbound direction towards Edgware and High Barnet, and to Morden in a southbound direction.

The railway station is a National Rail station that serves the areas of Newington and Walworth, South London. The station is managed by Thameslink, with services operated by both Thameslink and Southeastern.

The weekday off-peak services from the rail station are as follows:

 2 tph (trains per hour) to West Hampstead Thameslink via London Blackfriars (Thameslink)  2 tph to St Albans via London Blackfriars (On Sundays, this service terminates at London Blackfriars) (Thameslink)  2 tph to Luton via London Blackfriars (Thameslink)  2 tph to Sevenoaks via Catford (Thameslink)  2 tph to Sutton via Mitcham Junction (Thameslink)  2 tph to Sutton via Wimbledon (Thameslink)

At peak hours there are one or two extra Southeastern trains to/from or to other, more distant destinations, such as Ashford (Kent), Rochester, Orpington and Dover Priory. The or a contactless payment card can be used at this station with all services up to Elstree and Borehamwood railway station.

The Site is 960m from Waterloo main line station and can be considered to be walkable distance from the Site in about 10 minutes. This provides an attractive travel option for commuters to the Site living across South West London and neighbouring areas of Surrey.

London Buses routes 1, 12, 35, 40, 45, 53, 63, 68, 100, 133, 136, 148, 155, 168, 171, 172, 176, 188, 196, 333, 343, 344, 360, 363, 415, 453, 468, C10 and P5 and night routes N1, N35, N63, N68, N89, N133, N155, N171 and N343 serve Elephant and Castle station from nearby bus stops.

Rail/Underground services from Elephant and Castle offer a practical travel mode option for those travelling to and from the Site, with direct connections to Central London as well as wider areas of the Greater London conurbation.

4.7 Car Clubs Car club cars are accessible on Keyworth Street, located approximately 150 metres from the Site’s frontage. In addition, vehicles are also available from Hayles Street and Walworth Road, located approximately 250m and 350m, respectively. These car club vehicles are operated by ZipCar who maintain a network of cars throughout the local area.

An additional vehicle is available on Walcot Square, located approximately 500 metres from the Site which is operated by City Car Club. There are various ways of hiring cars in London through ‘easyCar club’.

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4.8 Public Transport Accessibility Level (PTAL) The industry standard accessibility indicator for London, the Public Transport Accessibility Level (PTAL) rating, has been used to identify the level of accessibility of the Site to the local public transport network.

The Site is situated between two bus corridors (the A201 and the A3), but also has good access to Rail and Underground stations. Consequently, the Public Transport Accessibility Level (PTAL) of the Site has the highest obtainable PTAL score of 6b for the base (2011), as well as future year (2031) forecast, which is considered to be ‘Excellent’ with reference to TfL’s Transport Assessment Best Practice Guidance Document. The score was calculated using TfL’s online WebCAT tool.

Figure 4.8 shows a “heat-map” of the PTAL for the local area and the Site. The full site specific PTAL Report is attached at Appendix E of this report.

Fig 4.8: PTAL Heat-map (obtained from TfL’s WebCAT Online Tool).

4.9 Summary The Site is easily accessible by a choice of sustainable transport modes and benefits from a PTAL rating of 6b.

The Site is served by 35 regular daytime bus services and a night bus service. Numerous bus stops are within walking distance of the Site and can all be accessed safely by controlled pedestrian crossing facilities. Dropped kerbs in the area facilitate pram and wheelchair users. Elephant and Castle Underground and National Rail stations are located within close proximity of the Site.

The Site will cater for cyclists and will provide sufficient (and policy compliant) secure cycle parking facilities. Current and future plans for cycle routes in the surrounding area make the Site easily accessible by cycle. In addition to non-car modes of transport a car club also operates within the area.

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5 Local Highway Operation

5.1 Local Highway Network The Site currently provides office floorspace, educational facilities as a library and hostel bedrooms across three buildings on site. It is primarily served by an existing vehicular access on Ontario Street with a secondary access off the junction of Keyworth Street and Southwark Bridge Road, located to the north, which serves as an access for servicing vehicles. No direct access for vehicular traffic is provided off London Road (A201) and Newington Causeway (A3).

A201 London Road is an ‘A’ road connecting Kings Cross to Elephant and Castle and is a dual carriageway with central road markings lit by streetlights. The route passes along Kings Cross Road, Farringdon Road, Farringdon Street, New Bridge Street, Blackfriars and finally New Kent Road where it merges with the on the . London Road in Southwark connects St George's Circus at its north-western end with the Elephant and Castle junction in the south-east. To the east is the campus of London South Bank University including the Technopark building and the London Road building, in a triangle formed by London Road, Borough Road and Newington Causeway. Elephant and Castle tube station (Bakerloo Line) is located at the south-eastern end. The road is one-way for most traffic (flowing southeast), with a buses-only lane heading in the opposite direction.

New Kent Road starts at Elephant and Castle, and runs eastward towards a junction called the Bricklayers' Arms with Great Dover Street and Road before becoming Old Kent Road (the A2). The road forms part of the London Inner and as such forms part of the boundary of the zone. New Kent Road is designated the A201 which, to the north-west past the Elephant and Castle roundabout, becomes London Road.

The A3 starts at King William Street at its junction with Gracechurch Street in the City of London, crosses London Bridge while entering the London Borough of Southwark and follows in a south-west direction along Borough High Street and Newington Causeway to the Elephant and Castle roundabout. It continues along Newington Butts, and then enters the London Borough of Lambeth on which becomes Clapham Road and Clapham High Street. Newington Causeway and Newington Butts form part of the A3.

The A302 starts at the Elephant and Castle roundabout and forms part of the (from Victoria northwards). Most of the route, however, is inside the Ring Road, and the Congestion Charge zone. It is a (managed by TfL) for three separate sections: St George's Road, Westminster Bridge and the inner ring road.

A number of single carriageway unclassified local collector routes such Gaywood Street, Garden Row, Southwark Bridge Road and Rockingham Street are located close to the Site and associated with traffic from the surrounding area. There are numerous commercial, as well as residential, properties surrounding the Site, which have vehicular access from the highway. Intermittent speed cushions and traffic calming measures and restrictions have been provided on these roads to control vehicle speeds.

The Site is well connected to the wider strategic highway network which can be accessed through a number of ‘A’ routes.

5.2 Personal Injury Accidents Accident records for the last three years between 2012 and 2015 have been obtained from LBS. The area of influence considered for the accident analysis extends to a 500m radius from the centre of the Site.

There have been 302 reported injury accidents within the time period searched. Three ‘fatal’ accidents were reported, while 29 accidents were classed as ‘serious’ and the remainder (270) as ‘slight’.

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The full accident data report and a plan showing the location of personal injury accidents (PIAs) is attached at Appendix F of this report.

A number of highway improvement schemes in the local area, including the Elephant and Castle junction and the Southwark Bridge Road/Gaunt Street junction are expected to improve road safety. Clearly the major junction improvement underway is expected to improve the accident figures in the area in particular for pedestrian and cyclists.

Away from these recognised junctions the data is for the area is considered ‘typical’ for the location and roads in such urban locations. The frequency of accident occurrence is a product of the level of risk of that accident occurring and the exposure to that risk. In general terms, the proposed development does not influence the “exposure”, since many of the trips will be generated by people passing the Site or visiting facilities already available in the local area, the additional exposure is limited. It is unlikely that there will be any significant change to the accident situation. Changes to junctions to facilitate the development have been designed in such a way to improve road safety, in particular for pedestrian and cyclists.

5.3 Current Traffic Flows Following agreement with LBS and TfL, traffic surveys were carried out in July 2015 at junctions identified for assessment on the local highway network between the hours of 07:00 – 19:00 in order to determine the network peak hours. Peak period analysis was carried out for the local highway network which shows the AM peak hour as 08:00 - 09:00 and the PM peak hour as 17:00 – 18:00.

A copy of the survey counts and traffic count summary plans are attached as Appendix G to this report.

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6 Proposed Development

6.1 Composition Section 3 of this report outlines the proposals which seek to redevelop the Site to include a mixed-use Development. The proposed layout achieves variety in terms of both the layout and appearance of the buildings. The development includes 421 residential units, 49,080 m2 of B1 office space, cultural space which includes a 500 seat performance venue and am ‘art house’ cinema consisting of three screens, and leisure space which includes a fitness club and associated amenities.

The layout of the proposed Development creates active frontages and provides a direct pedestrian link between the buildings and the footways along London Road, Ontario Street, Keyworth Street and Newington Causeway. The pedestrian routes through the Site creates a continuous pedestrian corridor linking Southwark Bridge Road to the north with the Bakerloo line ticket hall and a new at grade pedestrian crossing to the newly created peninsula on what was the former roundabout island. As well as a new public space the peninsula will eventually accommodate the new Northern line ticket hall and create a pedestrian link to the redeveloped Elephant and Castle Shopping Centre.

The proposals will be described in detail in other sections of the planning application and this report contains a limited description of the scheme, highlighting those aspects which relate to transportation issues. Information regarding the height and appearance of the building are included on the supporting documents for approval and within the Design and Access Statement, also submitted with the planning application.

The layout of the proposed development is included within Appendix B of this report.

6.2 Site Access The Development will be accessed via a new vehicular access on Southwark Bridge Road to the east of the existing service access. The current site has two accesses. The second access in Ontario Street will not be retained therefore reducing traffic using this street. The reduction in vehicle use of Ontario Street will improve the environment for pedestrians and cyclists and reduce the potential for conflict at busy times of the day.

6.3 Pedestrian Permeability The Development includes the re-instatement of Skipton Street that was closed following redevelopment of the Site in the late 1980’s. This pedestrian link will pass through the Site offering accessibility to pedestrians and will help create a new cultural link to the South Bank and Bankside. The new link will also benefit and improve pedestrian permeability with the LBSU campus, such as the neighbouring Technopark site. The plan attached at Appendix B shows the location of this new link in the context of the development layout and the local area.

On site conflicts between vehicles and pedestrians/cyclists have been minimised and an appropriate movement hierarchy has been established though design and where conflicts do occur, these will be mitigated by means of design and engineering features. The existing footways will be extended around the Site and provide a pedestrian link in all directions. The pedestrian zone within the Site will accommodate dropped kerb provision to facilitate disabled accessibility.

6.4 Car and Cycle Parking The Site will not provide any on-site car parking within the Development, given its close proximity to public transport and local amenities.

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The rationale behind bringing forward a ‘car free’ development is supported by the Site’s central location and the PTAL score of 6b (‘Excellent’), as sufficient capacity is available on the public transport networks running through the local area to accommodate the likely trip demand. A drop-off point for taxis will be provided in Keyworth Street to cater for journeys that need to be made by accessible transport mode. Further consideration has been given to the opportunity to locate a taxi rank in Ontario Street that could operate after 7pm to support the cultural uses on site. This will be subject to further discussions with TfL and LBS.

Consideration has been given to the expected utilisation of the Site for visitor and over-spill parking provision. In order to ensure that there would be no inappropriate on-street parking as a result of the ‘car free’ development; residents would not be able to obtain a parking permit. The roads surrounding the Site accommodate waiting or parking restrictions and as such visitors to the Development would be able to park cars outside of these hours or within the local car parks in the area, including the car park located immediately to the south of the site, if required.

Following pre-application discussions with TfL and LBS, it was agreed that an additional 30 Cycle Hire Docking Stations (CHDSs) would be provided to as part of the Development. The 15 existing CHDSs located on Ontario Street are highly utilised and the location of the additional CHDSs will be finalised following detailed design.

The Development will include 1,260 secure cycle parking spaces in line with both the standards sets out in the London Plan and LBS’s standards. A secure cycle store area will be incorporated at the Development and the cycle parking spaces will be in the form of both dual layered cycle parking stands and Sheffield- style stands providing parking for a range of cycle designs. Access to the cycle parking area within the Development will be from Keyworth Street by ramp to the upper basement level. This will provide convenient access for residents and commuters to the Cycle Superhighway 7. The cycle store will be located internally providing a covered and secure facility featuring access control and surveillance.

The ‘home zone’ nature of the roads surrounding this Development means that some sections of the highway will have a ‘shared surface’ element introducing traffic calming features where drivers will be aware of the possible presence of pedestrians and cyclists and are required to proceed in an appropriate manner. In keeping with the agreement between LBS and the developers of Eileen House, the street will be designed in such a way to create a strong visual link between the Southwark Bridge Road and the new pedestrian route known as ‘Skipton Street’. New paving and street lighting is to be provided in the areas of public realm adjoining the Site.

6.5 Refuse and Servicing Vehicles Refuse vehicles will service the Site using the new access on Southwark Bridge Road. Refuse, delivery and emergency vehicles will be able to access 3 HGV loading bays located in the basement and no servicing/loading traffic will access Ontario Street. Within the basement loading bay there is sufficient space for an additional 4 to 5 vans/LGVs to park whilst still allowing HGVs enter, turn and reverse into the docking station.

The layout of the Development demonstrates that vehicle manoeuvres for the purpose of deliveries and servicing can be satisfactorily accommodated within the Site. Vehicle swept path analysis to demonstrate that the access is able to facilitate the entry and exit of servicing and delivery vehicles to the basement of development is shown in drawing attached at Appendix H.

For further details, a Delivery and Servicing Plan for the proposed development is attached as Appendix I to this report.

In summary, the proposals are considered to meet servicing and emergency vehicle access needs without causing demonstrable harm to highway safety.

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6.6 Construction and Logistics Plan A separate Construction and Logistics Plan (CLP) has been prepared to accompany the planning application and attached to Appendix J of this report. The CLP identifies measures to reduce the impact of construction and help manage deliveries to the building site more effectively.

6.7 Committed Developments Following discussions with LBS and TfL, it was agreed that this assessment would take into account a number of committed development in the local area. Appendix K contains details and plan of committed developments revenant to the Development.

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7 Travel Patterns

7.1 Census Data (2011): Method of Travel to Work

Census data (2011) for main method for travel to work has been obtained for the Middle Layer Super Output Area of Southwark 034, in which the Site is located. The Census data provides a site specific basis for the assessment of future travel patterns.

This area of Southwark is made up primarily of commercial, retail and residential units. There are a significant number of transport links in the area (bus, London Underground and Overground networks). A summary of the modal share of travel to work in the area is summarised in Table 7.1 below.

Resident Population Workplace Population

Mode of Travel Raw Data Modal Split Raw Data Modal Split

Underground 812 23.1% 3805 29.3%

Train 279 7.9% 4764 36.7%

Bus, minibus or coach 864 24.6% 1772 13.7%

Sub-total – Public Transport 1955 55.7% 10341 79.7%

Taxi; measure 24 0.7% 30 0.2%

Motorcycle, scooter or moped 35 1.0% 154 1.2%

Driving a car or van; measures 268 7.6% 870 6.7%

Passenger in a car or van 17 0.5% 61 0.5%

Bicycle; measures: Value 280 8.0% 771 5.9%

On foot; measures: Value 890 25.3% 701 5.4%

Other 42 1.2% 52 0.4%

Total Residential Trips 3511 100% 12980 100.0%

Table 7.1: Census Travel to Work data for Middle Layer Super Output Area of Southwark 034

It can be seen from the Census data (2011) shown in Table 7.1 that car driver trips both to and from the local area are low. The Development will be car free and as such it is anticipated that the car driver mode shares identified in the table above will not be realised. A high ‘on foot’ mode share is experienced locally for the area’s resident population with over 25% of trips being undertaken by this mode.

The predominate mode of travel both to and from the local area is by public transport, with over 50% of resident journeys to work being undertaken either by London Underground, rail or bus services. For the area’s workplace population, the public transport mode share is approximately 80%.

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7.2 Census Data (2011): Car Ownership Car ownership levels for all households with 1-4 bedrooms that are either privately owned or rented at the local ward level and for the borough are detailed in Table 7.2, below.

Cars or Van Availability Car Ownership % Share Per Unit

Cathedrals Southwark London Cathedrals Southwark London Car or Van Availability England England Ward Borough Region Ward Borough Region No Cars or Vans in 4236 70312 1357251 5691251 68% 58% 41% 26% Household 1 1691 41622 1324032 9301776 27% 35% 41% 42%

2 221 7173 458659 5441593 4% 6% 14% 25%

3 43 1033 95619 1203865 1% 1% 3% 6%

4+ 7 282 30612 424883 <1% <1% 1% 1.9%

All Cars or Vans in Area 6198 120422 3266173 22063368 100% 100% 100% 100%

Table 7.2: Car or Van ownership for Cathedrals Ward and Southwark Borough (QS416EW – Census 2011)

Of all the residential units in Cathedrals Ward (in which the site is located) that are privately owned or rented, 68% do not own cars. When compared to the percentage for the London region and England & Wales (QS416EW), the ownership levels are significantly lower for the percentage for people who do not own any private cars as shown in the table below. Furthermore, the Census statistics also show that the level of car ownership at the local ward and borough levels are lower than the ownership levels at the regional and national level.

7.3 Development Trip Generation This section of the TA gives consideration to the likely trip patterns and net impacts of the proposed mixed use Development. A trip generation assessment has been undertaken by interrogating the national and industry recognised TRICS (Trip Rate Computer Information System) trip rate database. The TRAVL database extraction facility, which has now been incorporated into TRICS v7.2.3 and provides access to historic Greater London survey data, has also been interrogated. Full TRICS and TRAVL outputs are included as Appendices L to M to this report.

Trip rates have been extracted for individual land uses proposed as part of the Development and the analysis identifies the combined trips generated by the Development. The results of the trip generation exercise and the net change in trips between uses are presented below.

Proposed Residential Use

For the C3 ‘Dwelling houses’ land use (Use Classes Order 2015), multi-modal surveys within the 03- Residential, C – Flats Privately Owned TRICS dataset were examined. The trip generation results are based on trip rates from three sites within the database which are comparable to the residential element of the proposed Development. For the purpose of the assessment the total trips generated by the TRICS assessment have been extracted, and these trips are distributed by mode, based on the 2011 Travel to Work Census data for the Middle Layer Super Output Area of Southwark 034, in which the Site is located.

The Census data identifies that a small proportion for trips are undertaken by car drivers (7.6%), and some are undertaken as a car passenger (0.6%). The Development is car free and as such car travel will not be possible by future site residents. For this reason, car trips are redistributed to alternative modes of travel, in proportion to the Travel to Work Census data.

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Morning, evening and daily (07:00-19:00) person trip rates per unit and resultant trip rates for the proposed 421 dwellings are presented in the trip generation calculation information attached as Appendix L to this TA. Table 7.3.1 below presents the potential trips for the residential element of the Development, by mode of travel.

AM Peak PM Peak Daily Adjusted Modal (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Raw Data Mode Split Split* Arrivals Dep Arrivals Dep Arrivals Dep

Underground 812 23.1% 25.2% 28 58 32 17 294 310

Train 279 7.9% 8.6% 10 20 11 6 101 107

Bus, minibus or coach 864 24.6% 26.8% 30 62 35 18 313 330

Taxi; measure 24 0.7% 0.7% 1 2 1 1 9 9

Motorcycle, scooter or moped 35 1.0% 1.1% 1 3 1 1 13 13

Driving a car or van 268 7.6% ------

Passenger in a car or van 17 0.5% ------

Cycle 280 8.0% 8.7% 10 20 11 6 102 107

On foot 890 25.3% 27.6% 31 64 36 19 323 340

Other 42 1.2% 1.3% 1 3 2 1 15 16

Total Residential Trips 3511 100% 100.0% 112 232 129 69 1170 1233

*Adjusted as a result of a car free development – car trips redistributed in proportion to Census mode split

Table 7.3.1: Proposed Residential Trip Generation

The table above indicates that the proposed 421 residential units are expected to generate 209 two-way daily cycling trips. In addition, 633 two-way daily pedestrian trips can be expected. The majority of trips are expected to be undertaken by public transport which includes London Underground services, rail and bus.

Proposed Office Use

For the B1 ‘Office’ land use (Use Classes Order 2015), multi-modal surveys within the 02-Employment, A – Office TRICS dataset have been examined. The trip generation results are based on trip rates from five sites within the database which are comparable to the office space proposed as part of the Development. The proposals include 49,080m2 of office floor-space. The office space is expected to be leased to several tenants as opposed to the current office building being leased by a single tenant.

For the purpose of this assessment, the total trips for the office development have been extracted from the TRICS data. These trips are then distributed by mode, based on the 2011 Travel to Work ‘Workplace Population’ Census data for the Middle Layer Super Output Area of Southwark 034, in which the Site is located.

Trip rates per 100m2 and resultant trip rates for the proposed office space are presented in the trip generation calculation information attached as Appendix L to this TA. Table 7.3.2 below presents the potential trips for the office element of the development, by mode of travel.

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AM Peak PM Peak Daily Adjusted Modal (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Raw Data Mode Split Split* Arrivals Dep Arrivals Dep Arrivals Dep

Underground 3805 29.3% 31.6% 276 17 35 307 1581 1503

Train 4764 36.7% 39.5% 345 22 43 385 1980 1882

Bus, minibus or coach 1772 13.7% 14.7% 128 8 16 143 736 700

Taxi; measure 30 0.2% 0.2% 2 0 0 2 12 12

Motorcycle, scooter or moped 154 1.2% 1.3% 11 1 1 12 64 61

Driving a car or van 870 6.7% ------

Passenger in a car or van 61 0.5% ------

Bicycle; measures 771 5.9% 6.4% 56 4 7 62 320 305

On foot; measures 701 5.4% 5.8% 51 3 6 57 291 277

Other 52 0.4% 0.4% 4 0 0 4 22 21

Total Office Trips 12980 100.0% 100.0% 873 55 110 973 5007 4760

*Adjusted as a result of a car free development – car trips redistributed in proportion to Census mode split

Table 7.3.2: Proposed Office Trip Attraction

The table above indicates that the proposed 49,080m2 of office space is expected to generate some 749 arrivals by public transport in the morning peak, and 835 departures by public transport in the evening peak. These trips are predominantly undertaken by London Underground and rail services, which in this case are likely to take place via Elephant and Castle mainline station (Thameslink services), from London Waterloo, London Waterloo East or London Bridge, all of which are within walking distance of the Site.

Proposed Cultural, Leisure and Retail Space

For ‘Cultural and Leisure’ land uses (Use Classes Order 2015), multi-modal surveys within the 07-Leisure, A – Multiplex Cinemas, W – Theatre, I – Art Galleries/Museums/Exhibitions and K – Fitness Club (Private) datasets were examined. For the retail land use, multi-modal surveys within the 06 – Hotel, Food & Drink, C – Pub/Restaurant datasets were examined. The trip generation results were was based on trip rates from sites which are comparable to the cultural, leisure and retail use space proposed as part of the development. The proposals include an ‘art house’ cinema, a 500 seat venue, gallery space and a fitness club.

It is generally accepted that a percentage of trips associated with some leisure uses will form part of a linked trip, a journey from work to home, for example. Some trips associated with the gym and retail use will be linked to residents of the Development, and these journeys will not result in an impact on the local transport network. For the purpose of this assessment, all trips associated with the Site’s cultural and leisure uses are assumed to be new to the local transport network. It is not anticipated these land uses will result in a significant transport impact during the traditional morning and evening peak hours of travel demand. For the purpose of the assessment, trips associated with the retail land use have been discounted by 90% to cater for linked trips and internal trips.

It is not expected that these land uses will be a destination that will attract journeys for which mainline rail is the main mode of travel. Any trips that relate to rail are therefore assigned to London Underground services.

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The resultant trip rates for the proposed cultural and leisure space are presented in the trip generation calculation information attached as Appendix L to this TA and Table 7.3.3 below presents the potential trips for the combined cultural, leisure and retail floor space proposed as part of the Development. For these land uses, the modal; share is taken from the TRICS outputs. Where journeys are predicted to be undertaken by rail, these are assigned to London Underground services.

AM Peak PM Peak Daily Adjusted Modal (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Raw Data Mode Split Split* Arrivals Dep Arrivals Dep Arrivals Dep

Underground 812 23.1% 25.2% 9 7 65 55 791 788

Train 279 7.9% 8.6% 3 2 22 19 272 271

Bus, minibus or coach 864 24.6% 26.8% 9 7 69 59 842 839

Taxi; measure 24 0.7% 0.7% 0 0 2 2 23 23

Motorcycle, scooter or moped 35 1.0% 1.1% 0 0 3 2 34 34

Driving a car or van 268 7.6% ------

Passenger in a car or van 17 0.5% ------

Bicycle; measures 280 8.0% 8.7% 3 2 22 19 273 272

On foot; measures 890 25.3% 27.6% 10 7 71 61 867 864

Other 42 1.2% 1.3% 0 0 3 3 41 41

Total Cultural, Leisure and 3511 100% 100.0% 34 27 258 220 3144 3132 Retail Trips

*Adjusted as a result of a car free development – car trips redistributed in proportion to Census mode split

Table 7.3.3: Proposed Cultural, Leisure and Retail Services Trip Attraction

The table above indicates that the majority of trips associated with the cultural, leisure and retail elements of the Development are expected to be undertaken by public transport. 10 trips on foot are expected to arrive and 7 trips to depart from the Site during the morning peak hour while 71 pedestrian trips are expected to arrive to the Site and 61 to depart from the Site during the evening peak hour.

Combined (Total) Trip Generation

Table 7.3.5 below presents the total trip generation for the Development. The trip generation takes into account linked/pass-by trips from the retail element of the Development, as well as the proposed floor space for retail including cafés and restaurants. The trip generation shows that a large proportion of trips will arrive and depart the Site using public transport, including London Underground, rail and bus. 1024 two-way trips by public transport are expected during the morning peak hour, while 1339 two-way trips during the evening peak hour. In addition, a significant number of trips are expected to be undertaken by cycling and walking. The trip generation is in line with the Site’s ‘excellent’ location in terms of public transport accessibility (PTAL 6b).

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AM Peak PM Peak Daily (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Arrivals Dep Arrivals Dep Arrivals Dep

Underground 313 83 132 380 2667 2602

Train 358 44 77 410 2353 2260

Bus, minibus or coach 168 77 120 221 1892 1869

Taxi; measure 3 2 3 5 45 44

Motorcycle, scooter or moped 13 4 6 16 111 108

Driving a car or van ------

Passenger in a car or van ------

Bicycle; measures 69 26 41 87 695 683

On foot; measures 91 75 113 136 1481 1481

Other 6 4 6 8 78 77

Total Trips 1019 314 497 1262 9321 9125

Table 7.3.5: Total Development Trip Attraction

Existing Office Trip Generation

In the absence of robust survey data, a trip generation assessment for the existing office use at Skipton House has been undertaken using the proposed B1 office trips rates, as detailed in Appendix L. The Table below provides an estimate of the Site’s potential trip attraction based on an existing floor area of 23,000sq.m. Of note, the existing site retains an on-site car park, and so no discount has been made for this mode of travel.

AM Peak PM Peak Daily Modal (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Raw Data Split Arrivals Dep Arrivals Dep Arrivals Dep

Underground 3805 29.3% 118 7 15 132 678 644

Train 4764 36.7% 148 9 19 165 849 807

Bus, minibus or coach 1772 13.7% 55 3 7 61 316 300

Taxi; measure 30 0.2% 1 0 0 1 5 5

Motorcycle, scooter or moped 154 1.2% 5 0 1 5 27 26

Driving a car or van 870 6.7% 27 2 3 30 155 147

Passenger in a car or van 61 0.5% 2 0 0 2 11 10

Bicycle; measures 771 5.9% 24 2 3 27 137 131

On foot; measures 701 5.4% 22 1 3 24 125 119

Other 52 0.4% 2 0 0 2 9 9

Total Office Trips 12980 100.0% 403 25 51 449 2312 2198

Table 7.3.6: Existing B1 Office Trips at Skipton House

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Servicing and Deliveries

Due to the absence of servicing and delivery vehicle data for similar sites on the TRICS database, a TRAVL assessment of servicing and delivery trips has been undertaken. Refuse will be collected as part of the existing collection arrangements as opposed to separate or commercial collections. A refuse collection area has been incorporated into the layout of the Development and this will provide a convenient area to collect waste from the development.

AM Peak PM Peak Daily (08:00-09:00) (17:00-18:00) (07:00-19:00) Mode of Travel Arrivals Dep Arrivals Dep Arrivals Dep

LGVs 5 4 3 4 124 125

OGVs 3 - - - 27 27

Total Delivery and Servicing 8 4 3 4 151 152 Trips

Table 7.3.8: Servicing and Delivery Trips

The table above summarises the likely servicing and delivery trip pattern for the Development and further details are provided in the Delivery and Servicing Plan, attached as Appendix I to this report.

7.4 Transport Impact on Public Transport

As part of the Development’s transport appraisal, careful consideration has been given to the current and future capacity and demand for public transport in the area. Public transport does have finite capacity and the level of future usage predicted resulting from committed development in the area is expected to increase appreciably as developments are completed.

Some key decisions will need to be made regarding the proposed to extension of the Bakerloo Line to the south of Elephant and Castle toward Lewisham and Bromley. Such strategic decisions need to be made to create a longer term vision for this area of London, thus enabling short and medium term investment decisions to be made. The agreement between LBS, TfL and the GLA to create a new Northern Line station with escalators to replace lifts will bring better capacity through the station and make the most of plans to improve the frequency of Northern Line services through Elephant and Castle. This agreement also included the improvements in the junction at Elephant and Castle including the creation of the peninsula and the removal of the subways.

Distribution of Bus Trip Generation

Travel demand by bus will be split over services referred to in section 4.5 of this report. In order to estimate the potential travel demand on local bus services, trips by corridor have been estimated, based on current levels of bus service along Newington Causeway, New Kent Road, Walworth Road, Kennington Road, St. Georges Road, London Road (Waterloo) and Blackfriars.

It is estimated that at peak times of travel demand in the order of 328 bus trips are made on these transport corridors an hour. If we proportion development bus trips, by corridor, based on current levels of bus service, the impacts referred to in Table 7.4.1 below will be realised.

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AM Peak PM Peak 07:00-19:00 Average % Peak Distributio Bus Corridor Bus Services (Combined n of Bus ) Buses Services Arrivals Depart's Arrivals Depart's Arrivals Depart's Per hour

Newington 35, 40, 133, 344, 46 14.0% 24 11 17 31 265 262 Causeway C10

53, 63, 168, 172, New Kent Road 363, 415, 453 53 16.2% 27 12 19 36 306 302

12, 35, 40, 45, 68, Walworth Road 171, 176, 468, P5 72 22.0% 37 17 26 49 415 410

Kennington Road 133, 155, 333, 415 31 9.5% 16 7 11 21 179 177

12, 53, 148, 453, St Georges Road C10 44 13.4% 23 10 16 30 254 251

London Road, 1, 68, 168, 171, 172, 56 17.1% 29 13 20 38 323 319 Waterloo 176, 188

Blackfriars 45, 63, 100 26 7.9% 13 6 10 18 150 148

Totals Bus Trips - 328 100% 168 77 120 221 1892 1869

Table 7.4.1: Distribution of Bus Trips

Overall, due to the high number of services operating locally, it is not anticipated that the development will result in material impact on any single bus service or route.

Distribution of Rail Trip Generation

With regard to trips by rail, we are aware of the migration patterns to/from the Borough of Southwark from data collection in the 2011 Census. An extract of data collected through Nomis is provided below.

Figure 7.4.1: Travel to Work Data - Southwark

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In terms of trips out of the Borough, the majority of these route north-west towards the Borough of Westminster, with Lambeth, Camden and Tower Hamlets also attracting a high proportion of travel to work trips. In terms of trips travelling in to the Borough, trips from Lewisham and Lambeth are predominant.

With respect to trips via London Underground, both the Northern Line and Bakerloo Line provide routes north connecting with Westminster, Camden and , which are all the predominate origins or destinations of trips to/from Southwark. Very few trips are identified to route to/from the south and therefore we might expect a minimal impact on the Northern Line in this direction. For the purpose of this assessment, and to estimate trips per Underground line, the following split has been assumed.

AM Peak PM Peak 07:00-19:00

Underground Distribution of Route Trips Services Arrivals Depart's Arrivals Depart's Arrivals Depart's

Northern Line - 45% 141 37 59 171 1200 1171 North

Northern Line - 10% 31 8 13 38 267 260 South

Bakerloo Line 45% 141 37 59 171 1200 1171

Total 100% 313 83 132 380 2667 2602

Table 7.4.2: Distribution of Underground Trips

7.5 Vehicular Trip Distribution and Assignment As this is a ‘car free’ development the vehicular trip distribution focuses on the impacts on junctions resulting from delivery and servicing trips predominantly. Vehicle trips associated with the Development have been added to the base flows to create the base plus development traffic flows.

Trip distribution has been undertaken using first principals and by giving consideration to the proposed access arrangements for the Development. Since the Development is proposed to be ‘car free’, vehicle trips have been distributed to other modes of transport on the traffic network diagram, as shown at Appendix M. The distribution takes into account the highway improvement scheme proposed as part of the Eileen House Development (Phase 2). Using this distribution, the established trip generation has been assigned to the local highway network and is as follows:

 100 % of trips arrive at the Site using A3 Newington Causeway (South) and travel onto Southwark Bridge Road.  100% of trips depart the Site using Southwark Bridge Road and travel onto A3 Newington Causeway (South).

The following table summarises the impact on roads in the AM peak hour adjacent to the site. It summarises existing traffic flows (excluding cycles), future traffic flows allow for growth and impact of the Eileen House S278 scheme and the Development related traffic:

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Newington Causeway Southwark Bridge Road (E) Development Scenario (two way) (two way) Existing 2015 926 154 Future (Existing + Growth) 1083 180 Future + Eileen House S278 scheme + 1098 15 Development

Fig 7.5.1 Impact of Development Traffic on Highway Network

As can be seen the development in the AM peak hour will add only 1.4% to traffic in Newington Causeway, whilst in Southwark Bridge Road (E) the benefits of the Eileen House S278 works reduce traffic from 180 to 15 vehicles even with the impact of the Development taken into account.

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8 Framework Travel Plan

A Travel Plan (TP) is a working document created to address a place’s particular travel and transport needs. Primarily, it aims to steer people away from private car trips to and from the place of work, and towards alternative sustainable forms of travel, such as walking, cycling, use of public transport and car sharing.

The TP for the D evelopment will be prepared to ensure t he D evelopment and the ultimate users of the D evelopment are as e nvironmentally aware as possible. It is intended to give the residents information regarding the extent of facilities for all sustainable modes of transport, within the site environs.

By thinking creatively abou t travel issues, the TP can become an exciti ng project, with a holistic focus that is integrated into the life and ethos of the D evelopment. There are a number of issues a rising when developing a TP , including:

 Environmental considerations including pollution, the design of vehicle or pedestrian do minated streets (improving sustainable transport);  Health and fitness - encouraging active forms of travel, such as cycling or walking;  Working with the local community/decreasing congestion and parking/access problems for residents living near to the deve lopment;  Addressing issues of road safety by improving the traffic awareness skills of residents and visitors and reducing the number of cars around the access; and,  Working with the Local Authority to make appropriate and justified changes to the local ro ads and public transport facilities.

A Travel Plan Framework (TPF) has been developed to accompany this planning application for the D evelopment. The plan will be the first in a series of plans which will evolve over time as residents , office workers and other uses at the D evelopment settle into their travel patterns and it is envisaged that the plan will be monitored and reviewed annually.

For further details, please see the separate Framework Travel Plan ( F TP) has been submitted as part of the planning application alongside this TA.

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9 Policy Considerations

9.1 Preface This section of the Transport Assessment sets out the national, regional and local development control and transport planning policies which are relevant to the Development.

9.2 National Planning Policy Framework (NPPF) The National Planning Policy Framework (NPPF) was published in March 2012 by the Department for Communities and Local Government and is now the primary source of national planning guidance in England.

The NPPF contains the Government’s strategies for economic, environmental and social planning policies in England and it is designed to be a single, tightly focused document setting out national planning priorities. It replaces previous national planning policy documents including all Planning Policy Statements (PPSs), all Planning Policy Guidance notes (PPGs) and all ministerial planning Circulars.

At the heart of the NPPF is a “presumption in favour of sustainable development”, which for decision making means:

• Approving development proposals that accord with the development plan without delay; and • Where the development plan is absent, silent or relevant policies are out of date, granting permission unless: - Any adverse impacts of doing so would significantly and demonstrably outweigh the benefits, when assessed against the policies in the NPPF taken as a whole; or - Specific policies in the NPPF indicate development should be restricted.

In terms of transport, the NPPF states the following at paragraph 32:

“All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

• The opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure; • Safe and suitable access to the site can be achieved for all people; and • Improvements can be undertaken within the transport network that cost effectively limits the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

Paragraph 35 of the NPPF states “Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people.”

Off-street car parking is referred to in paragraph 39, which states that in setting local parking standards for development, local planning authorities should take into account accessibility; the type, mix and use of the development; the availability of and opportunities for public transport; local car ownership levels; and an overall need to reduce the use of high-emission vehicles.

The Development complies with NPPF since the proposed mixed-use proposals at the Site will be ‘car free’, provide appropriate levels of cycle parking and the Site is located within easy access to public transport services.

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9.3 Regional Planning Guidance – The London Plan (2015) Policy 6.3 of the London Plan “Assessing Effects of Development on Transport Capacity - Planning Decisions” seeks to ensure that development schemes fully consider their implications for the wider transport network and requires that new development does not have an adverse impact on safety. Items A to C of the policy are outlined below.

“A - Development proposals should ensure that impacts on transport capacity and the transport network, at both a corridor and local level, are fully assessed. Development should not adversely affect safety on the transport network.”

“B - Where existing transport capacity is insufficient to allow for the travel generated by proposed developments, and no firm plans exist for an increase in capacity to cater for this, boroughs should ensure that development proposals are phased until it is known these requirements can be met, otherwise they may be refused. The cumulative impacts of development on transport requirements must be taken into account.”

“C - Transport assessments will be required in accordance with TfL’s Transport Assessment Best Practice Guidance for major planning applications. Workplace and/or residential travel plans should be provided for planning applications exceeding the thresholds in, and produced in accordance with, the relevant TfL guidance. Construction logistics plans and delivery and servicing plans should be secured in line with the London Freight Plan and should be co-ordinated with travel plans.”

Policy 6.3D relates to LDF preparation and states that “Boroughs should take the lead in exploiting opportunities for development in areas where appropriate transport accessibility and capacity exist or is being introduced.” The development site is situated in area of a PTAL rating score of 6b which is considered to be ‘excellent’.

With regards to parking, Policy 6.13A states that “the Mayor wishes to see an appropriate balance being struck between promoting new development and preventing excessive car parking provision that can undermine cycling, walking and public transport use.” Policy 6.13C states that the maximum standards set out within the Parking Addendum should be applied to planning applications.

Policy 6.13E states that “in locations with high public transport accessibility, car-free developments should be provided (while still providing for disabled people).”

With regard to bicycle parking, the Development will comply with minimum standards set out in the Further Alterations to the London Plan (2015).

The Development is in line with the London Plan and this assessment has been undertaken in accordance with TfL’s Transport Assessment Best Practice Guidance.

9.4 Local Planning Guidance – Southwark Core Strategy (2011) Southwark’s Development Plan sets out how the Borough aims to improve the local environment through encouraging the uptake of more sustainable forms of transport. The Core Strategy forms part of the Development Plan and sets out the long term plan for the area up to 2026, setting out areas for growth and locations for future developments within the Borough.

Strategic Policy 2 of the LBS Core Strategy relates to sustainable transport. It notes the approach as ‘encouraging walking, cycling and the use of public transport rather than travel by car’ and this will be done through a number of measures including ‘planning places and development with priority for walking and cycling, whilst maximising the use of public transport and minimising car use.’

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Policies on housing are contained within Strategic Policy 5 which seeks to ensure that new development provides a mix of dwelling types in order to encourage mixed communities. The policy highlights that housing should be focussed in growth areas that are being regenerated and have good accessibility. It is also stated that approximately 24,450 net new homes will be provided between 2011 and 2026 with 5,000 net new homes provided within the Elephant and Castle Opportunity Area.

The Development encompasses objectives of document into the proposed scheme by encouraging more sustainable travel and car-alternatives by incorporating secure cycle parking spaces. This is in line with current TfL standards. In addition to cycling facilities there is also an existing car club in the area.

With regards to car parking, the Development does not propose to associate any parking apart from disabled parking space; the Site is well served by public transport and there is availability of on-road parking and other car parking in the local area; thus, car parking meets the aspirations to reduce the use of private car use set out by LBS.

Saved Southwark Plan (2007)

Although the LBS Core Strategy has already been adopted, a number of policies from the Southwark Plan have been saved and remain a material consideration.

The Southwark Plan outlines the vision for the area and sets out how it is to be achieved including:  ‘To be a borough with high environmental quality, that is attractive, sustainable and performs well on environmental measures; and  As a place where access to work, shops, leisure and other services for all members of the community is quick convenient, and where public transport systems, the road network, walkways and cycle ways enable people to travel quickly, conveniently, safely and comfortably to and from their destination, causing minimum impact on local communities and the environment’.

In reference to sustainable transport, the Southwark Plan states the intention to ‘integrate development with public transport ... taking appropriate opportunities to intensify the use of land where current or future transport capacity allows.’

Included within the saved policies is Policy 5.1 – ‘Locating Developments’, which states that developments must be located in areas of appropriate to the size and characteristics include accessibility to public transport and sustainable travel. Policy 5.2 is also saved and notes that planning permission will be granted for developments unless there is an adverse impact on transport networks, adequate provision has not been made for servicing and circulation or there has been no consideration to impacts of development on the Transport for London Road Network (TLRN) or Bus Priority Network.

Elephant and Castle Supplementary Planning Document (SPD) / Opportunity Area Framework (March 2012)

In March 2012, the Borough produced the Elephant and Castle SPD which forms part of the Development Plan. The SPD sets out the vision for the Elephant and Castle opportunity area providing a planning framework to coordinate growth and direct developments to appropriate areas in order to ensure that growth is supported by appropriate infrastructure.

The SPD highlights the need to provide more homes of all types to meet Southwark’s requirements and London Plan targets. The SPD underlines the Council’s aspiration to facilitate regeneration of the Elephant and Castle in to a more desirable place for both existing and new residents. It goes on to mention that the regeneration of the opportunity area will create a highly integrated and efficient public transport hub.

The SPD sets out a number of strategic objectives and those relevant to transport and movement include:  Improve bus, tube and rail facilities and the pedestrian connections between them;  Improve the Northern Line station by providing a new ticket hall and increased capacity to platforms;  Replace subways with surface level crossings;  Minimise the amount of car parking provided; and,

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 Reduce the impact of the viaduct and main roads as a barrier to pedestrian and cycle movement and use development opportunities to provide a high quality network of pedestrian and cycle links.

In terms of parking, the SPD states that car parking should be minimised and car-free developments will be supported. The Development supports the continued development of integrated transport policies and seeks to deliver growth whilst reducing the environmental impacts of transport. It also particularly targets shorter journeys, many of which could be undertaken by non-car modes where realistic alternatives are provided, and where interchange between modes can be readily achieved. The Development fulfils the requirements set out in local transport related policy.

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10 Summary and Conclusions

This Transport Assessment has been prepared on behalf of London and Regional Properties Ltd to support a planning application for the construction of a ‘car free’ mixed use development comprising housing units, office floor space, retail floor space and space for cultural and leisure activities.

The Development is considered to be compliant with transport policy at local, regional and national level. The Development is located in an area which has been designated being suitable for high density mixed use developments. The Site has excellent accessibility to public transport and local amenities.

The Site is located in a PTAL rating area of 6b and excellent cycling and pedestrian facilities are present in the local area. The Site also has good highway network links enabling easy access to a number of strategic routes. There is no material impact on the existing public transport provision for the area and the existing public transport service provision in the area can satisfactorily accommodate the anticipated patronage of the Development.

There is good access from the Development to the existing transport network providing access to the local area. The proposed redevelopment is considered to create no barriers to access within the local community. It is therefore considered that the Development will not cause any problems in transportation terms. The Site is accessible by a number of modes of transport. It is closely situated next to excellent sustainable transport services and good cycle and pedestrian facilities provide an alternative to car travel. In addition, the Site is positioned within close proximity to a variety of amenities that include convenience stores, health care and leisure centres.

The Development is anticipated to generate 1,333 two way person trips during the AM and 1759 two way person trips during the PM peak hours. Overall, the predicted vehicle trips at the Site are considered to have no negative or material impact on the local highway network. The likely mode share has been determined and the impact on various modes of travel including bus and Underground rail services has been estimated.

No car parking spaces are proposed, as the Development will be ‘car free’. Residents, office workers, staff and other users will be encouraged to make use of the existing good public transport network operating throughout the local area. Provision has been made for accessible transport to serve the site providing a taxi layby in close proximity to the buildings entrances.

There are no existing highway safety issues on the surrounding local highway network that are likely to be made detectably worse as a result of this proposal. A number of highway improvement schemes currently being implemented and proposed in the future are expect to improve the local cycling and walking infrastructure.

Pedestrian and cycling facilities within the Site will link directly to the external provision and be generally segregated from traffic. Dedicated cycle storage facilities will be available onsite and there are linkages from the Development to existing walking and cycling routes and facilities in the area. The design will facilitate ease of movement into and across the Site.

National, regional and local development planning policy encourages development to be located where there is good access to public transport services and to minimise car parking where possible. The proposals accord with car and cycle parking standards set by TfL and LBS.

There are no transportation related reasons that should prevent the granting of planning permission for the Development at the Site.

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Appendix A

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