QUANTA HOMES WARD HOMES

PROPOSED REDEVELOPMENT OF 260 HIGH STREET, ROYAL BOROUGH OF

TRANSPORT ADDENDUM

REPORT REF. 192821-04 PROJECT NO. 192821 JULY 2020 PROPOSED REDEVELOPMENT OF 260 ELTHAM HIGH STREET, ROYAL BOROUGH OF GREENWICH

TRANSPORT ADDENDUM

Ardent Consulting Engineers Third Floor The Hallmark Building 52-56 Leadenhall Street LONDON EC3M 5JE Tel: 020 7680 4088 [email protected]

REPORT REF. NO 192821-04 PROJECT NO. 192821 JULY 2020 ELTHAM HIGH STREET – MIXED USE DEVELOPMENT 192821-04

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CONTENTS Page

1.0 INTRODUCTION 1

2.0 PLANNING BACKGROUND AND OFFICER DISCUSISONS 3

3.0 VEHICULAR AND PEDESTRIAN ACCESS 4

4.0 ACCESSIBILITY AND PARKING 6

5.0 CYCLING AND SUSTAINABLE TRAVEL 15

6.0 DELIVERIES, SERVICING, CONSTRUCTION AND CONTRIBUTIONS 17

7.0 SUMMARY AND CONCLUSIONS 18

DRAWINGS

192821-004 – Site Layout Swept Path Analysis

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DOCUMENT CONTROL SHEET

REV ISSUE PURPOSE AUTHOR CHECKED APPROVED DATE

DRAFT - 1st Draft KM ML 25/07/2020 ONLY

- Final KM KM ML 28/07/2020

DISTRIBUTION

This report has been prepared for the exclusive use of Quanta Homes It should not be reproduced in whole or in part, or relied upon by third parties, without the express written authority of Ardent Consulting Engineers.

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1.0 INTRODUCTION

1.1 Ardent Consulting Engineers (ACE) has been appointed by Quanta Homes to advise on the highways/transportation aspects of the proposed residential led development at an existing commercial unit at 260 Eltham High Street, Royal Borough of Greenwich.

1.2 This Transport Addendum has been prepared to support an appeal against the decision of the Royal Borough of Greenwich (RBG) to refuse application reference 19/4200/F.

1.3 The appeal site address is 260 Eltham High Street, Eltham, London SE9 1AA (the Site). In summary, the appeal proposal relates to a full planning application for the demolition of the existing commercial buildings on site and the erection of four buildings, ranging between 2 and 4 storeys, providing 67 apartments, 4,000sq ft (380 sq. m) of commercial floorspace, and associated development.

1.4 The description of development is:

‘Demolition of existing commercial buildings at 260 Eltham High St, partial demolition of existing buildings at 2-4 Southend Crescent and erection of 4 buildings ranging in heights of 2-4 storeys to provide approximately 380 sqm of commercial floor space and 67 residential apartments, including associated landscaping, car parking, access, refuse storage and cycle storage.’

1.5 The RBG decision notice dated 07/04/2020 provided 7 reasons for refusal, none of which were related to highway or transportation. However, this Transport Addendum (TA) has been produced to provide clarity on the revised highways and transportation elements of the proposal, providing further detail to comments made by both (TfL) and RBG as part of the consultation process, as well as more recent discussions with officers.

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1.6 It is noted that RBG Highway Officers stated within the committee report that: -

‘Overall, the transportation element of the proposal is considered to be acceptable, subject to compliance with appropriate conditions and planning obligations. Therefore it is considered that the development will have an acceptable impact on the surrounding highway network. For this reason, the application is consistent with policies 6.3, 6.10, 6.11 and 6.13 of the London Plan 2016 and policy IM4 and IM(c) of the Core Strategy 2014.

Report Structure 1.7 Following this introduction, this report is structured as follows: -

• Section 2.0 considers the planning background and discussions with RBG Highway Officers and TfL;

• Section 3.0 comments on the vehicular and pedestrian access to the site;

• Section 4.0 summarises the site accessibility, existing parking situation and proposed level of parking;

• Section 5.0 details cycling and sustainable travel measures;

• Section 6.0 sets out detail on delivery, servicing, construction and contributions

• Section 7.0 provides summary and conclusions.

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2.0 PLANNING BACKGROUND AND OFFICER DISCUSISONS

2.1 Discussions were undertaken with highways officers both before and after submission of the application, relating to: -

• proposed levels of parking, with parking surveys undertaken with the scope agreed with officers and the proposed levels of parking being accepted.

• Accessibility, which was discussed in detail, particularly the site’s PTAL (Public Transport Accessibility Level), and proximity to Eltham High Street, local jobs and facilities in relation to the level of parking proposed.

• Contributions sought relating to sustainability, improvements to the highway in the vicinity of the site and lighting.

• Provision of improvements to the pedestrian link to the eastern side, improving connectivity to the bus stops on Southend Crescent

• Requirement for the quantum and design of cycle parking to accord with the ‘intend to publish’ London Plan and London Cycle Design Standards.

• Provision of a condition requiring more detail on construction to be provided, including the provision of a Construction Environmental Management Plan (CEMP)/Construction Logistics Plan (CLP).

2.2 The above has been discussed with both RBG/TfL, and the principle of these off-site works in the immediate vicinity of the site, and conditions are considered acceptable. The design itself has also been slightly amended responding to recent discussions, and the above.

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3.0 VEHICULAR AND PEDESTRIAN ACCESS

Main Vehicular Access 3.1 The site is accessed off Eltham High Street A210 via a dedicated arm of the Eltham High Street/Westmount Street/ Road Southend Crescent signalised junction.

3.2 The existing vehicular access for the site is to be retained in its current location, with the current crossover arrangement to be upgraded and improved. Further detail on the access would be provided as part of the detail design/S278 agreement, with improvements made the footway in the vicinity of the access.

3.3 The indicative access arrangement is shown on ACE Drawing 192821-04 It is proposed that the existing site access would be revised, with the signal pole relocated and the induction of an loop/microwave detector type system to detect a vehicle waiting to leave the site and call the required stage/phase within the signal junction control sequence, with the existing push button arrangement removed. The site access stop line would be set back in this scenario to allow suitable space for a vehicle to access the site when a vehicle is waiting to egress. However, contrary to the existing arrangement, all infrastructure associated with the operation of the junction could be provided within the adopted highway, which is a significant improvement as the existing push button is located within private land, behind a gate.

3.4 A LinSig model for the traffic signals at Eltham High Street/Southend Crescent/Westmont Round was produced to determine both the existing and anticipated future operation of this junction, which was submitted as part of the Transport Assessment submitted with the application.

3.5 This assessment concluded that the impact of the proposed development would not result in any material change in the operation

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of the junction when comparing the existing situation with the proposed. This assessment also highlighted that, with the proposed development, the extra stage calls from the site access would generally lead to slightly reduced green times for the A210 approaches, with little change for either Westmount Road or Southend Crescent. In terms of delays to buses, the average additional delay is about 6 seconds per PCU (Passenger Car Unit) during the weekday AM peak which does not represent a material increase over a bus route, with no comment raised on this in the consultation responses from TfL/RBG.

3.6 Both TfL and RBG have accepted the modelling assessment within the TA, with no concerns or comments raised.

3.7 The proximity to the adjacent Woodcroft Club access was also discussed, although it was agreed that the detail design of this access could be agreed with TfL/RBG and addressed through conditions with RGB stating: ‘the sight lines between the [proposed site] access and that of the adjacent ‘in’ Conservative Club access and considering the signal timings, is not seen that unacceptable conflict would arise’.

Secondary Pedestrian/Cycle Access 3.8 A secondary pedestrian/cycle access is located on the southeast corner of the site, off Southend Crescent which will be retained for pedestrian access, with the existing vehicular access removed.

3.9 As shown on the plans within the landscape plans produced by scheme architects DAP (DAP Drawing Reference 216.04), this footpath extends from Southend Crescent linking with the footways internally within the site.

3.10 Further detail on this route is able to be secured by Condition, if needed.

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4.0 ACCESSIBILITY AND PARKING

4.1 On Eltham High Street in the vicinity of the site there are double yellow lines on both sides of the carriageway with no stopping allowed at any time, whilst the majority of Southend Crescent is unrestricted highway with intermittent single yellow lines and a bus stop.

4.2 There are also several Controlled Parking Zones (CPZs) within close vicinity of the site as shown in Plate 4.1 below:

Site

Plate 4.1: Controlled Parking Zones – Eltham High Street (Source- RBG Website)

Car Parking Survey

4.3 To determine the level of existing on-street parking within the local area, a survey was undertaken on both Tuesday 3rd October 2017 and Wednesday 4th October 2017 by an independent company (M&S Ltd). This was undertaken overnight in accordance with the industry- standard “Lambeth” methodology to identify capacity, demand and

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stress levels (and hence the number of free spaces), and did not coincide with any school holidays or local events.

4.4 The results of the survey of available on-street car parking is summarised within Table 4.1 below, and attached at Appendix B to the Transport Assessment which was submitted with the application.

Table 4.1: On-Street Car Parking Results

Tuesday 03/10/2017 Wednesday 04/10/2017 No. Available Space 29 32

4.5 As shown within Table 4.1, the surveys recorded were a minimum of 32 available on-street spaces within 200m (2.5minute walk) of the site over the two nights.

Pedestrian / Cycle infrastructure

Pedestrian Facilities 4.6 Footways are located along both sides of the carriageway on both northern and eastern boundaries in the vicinity of the site with regular street lighting.

4.7 The Eltham High Street/Westmount Street/Bexley Road/Southend Crescent junction also incorporates controlled crossing facilities. There are pedestrian phases for northbound movements directly opposite the site and eastbound movements at the set of signals located across Southend Crescent, which is a 60m (<1 minute walk) east of the site.

Cycling Facilities

4.8 Several TfL designated “routes signed or marked for use by cyclists on a mixture of quiet or busier road” and “other roads that been

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recommended by cyclists” are situated within the vicinity of the site and are listed below: -

• Along Eltham High Street from Bexley to Hither Green. Contains a mix of on-street cycle lanes and shared paths; and

• A marked route along Southend Crescent that travels southwards to . Contains occasional on-street cycle lanes.

Local Amenities

4.9 There are several amenities and services such as schools, employment areas and medical facilities within the vicinity of the site and their respective travel times / distances are summarised within the list below: -

• St Thomas More Secondary School – 4 minutes’ walk / 650m; • St Mary Catholic Primary School – 5 minutes’ walk / 450m; • Eltham Town centre (employment, shopping and leisure opportunities) – 8 minutes’ walk / 600m; • Eltham Palace Surgery – 10 minutes’ walk / 750m; and • Queen Elizabeth Hospital – 22 minutes’ Travel via the 161 bus from Eltham Town Centre.

4.10 As demonstrated above, the site is located within a highly accessible location to access numerous, employment opportunities, services and amenities.

Public Transport Infrastructure

Bus Services 4.11 The closest bus stops in relation to the site are on Eltham High Street (110m or 1½ minutes) and Southend Crescent (180m east or 2½ minute walk), although the bus stop on Southend Crescent will be

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less than 1 minute walk from the site when the foot/cycle link to the southeast of the site is provided.

4.12 Details of the services that call at these stops are set out below, whilst a map detailing the location of stops / destination of each bus route is provided below:

Table 4.2: Local Bus Services

Peak Frequency Service Route Description No. Weekday Sunday

Eltham – – Grove 124 10 minutes 20 minutes Park – Catford

Eltham – Mottingham – Grove 126 8 ½ minutes 20 minutes Park –

North Greenwich – Eltham – 132 9 minutes 20 minutes Bexley – Bexleyheath

Sidcup – – Eltham 160 15 minutes 20 minutes – Catford

Eltham – New Eltham – 162 – Bromley – 15 minutes 30 minutes Beckenham Junction

Eltham – New Eltham – Sidcup 233 15 minutes 30 minutes –

Queen Mary’s Hospital – 286 Eltham – Blackheath – 10 minutes 15 minutes – Greenwich

Eltham – New Eltham – 314 Elmstead Woods – Bromley – 15 minutes 30 minutes

New Cross Gate – Eltham – 321 New Eltham – Sidcup – Foots 8 ½ minutes 13 minutes Cray

Rail Services 4.13 Eltham Railway station is located 1.1km or 14 minutes’ walk northwards from the centre of the site. Services from this station call at central London stations (Charing Cross, Victoria and Cannon Street) westbound, whilst eastbound services travel to Dartford and

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Slade Green. During peak times, there is a service to Central London every 10 minutes (half-hourly for each of the London Termini).

Public Transport Accessibility Level (PTAL)

TfL PTAL Assessment 4.14 The Public Transport Accessibility Level (PTAL) calculation provides a methodology to consider the accessibility of a site by public transport, using a formula which considers weekday public transport service frequencies at all bus stops and rail stations located within a 640m (8 minute) and 960m (12 minute) walk respectively.

4.15 PTAL maps are available from Transport for London’s Web-based Connectivity Assessment Toolkit (WebCAT) for use by local planning authorities and Developers to aid strategic planning decisions. The PTAL rating ranges between 1a to 6b, with 1a denoting ‘Very Poor’ access to public transport and 6b being an ‘Excellent’ level of access.

4.16 Using the Webcat based PTAL program, the application site has a PTAL of 4, which is defined as a ‘Good’ level of accessibility by public transport. A copy of the PTAL Output is located within Appendix C of the Transport Assessment submitted with the application.

Travel Time Mapping (TIM)

4.17 TfL’s TIM tool allows the user to ascertain how far it is possible to travel (walk/public transport) within a given time from a specific destination. As shown on the outputs attached at Plate 4.2 below, and also at Appendix C of the Transport Assessment submitted with the application, from the site a large area is accessible within < 15 minutes, 15-30 minutes, and 30-45 minute journey times (walk/public transport modes).

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Plate 4.2: TIM Output for 2017 (Current) – AM Peak, Average Direction

4.18 As shown above, large areas of London are accessible within a 45 minute journey from the site without using the private car.

Employment

4.19 Interrogation of the WebCAT Planning Tool concludes that there are significant employment opportunities within a convenient travel time of the site using sustainable and active modes. For example there are 313,435 jobs within 45 minutes travel by public transport/walk/cycle, and circa 2.3million within 60 minutes travel, as summarised below, which is based on TfL/GLA forecasts for jobs within London and the Southeast.

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Plate 4.3 – Employment/Travel Time Analysis (TfL WebCAT)

Local Car Clubs 4.20 The nearest car club is an Enterprise car club space located at Blunts Road, SE9 1HX which is 350m from the site or 4 minutes’ walk.

4.21 Within the local area there are three permanent car club bays under operation by Enterprise Car Club and Zip Car. Details of the location of these vehicles is summarised within the Table 4.3 below:

Table 4.3: Car Club Location / Operator

Operator Road Name Distance Walking Time

Enterprise Car Club Blunts Grove 350m 4 minutes

Zip Car Pullman Place 1.4km 17½ minutes

Enterprise Car Club Dunvegan Road 1.1km 11 minutes

4.22 Initial discussions have been undertaken with Enterprise Car Clubs, which has confirmed that as they already have several vehicles in the vicinity (as shown below), and considering the scale of development proposed, there is no need for a dedicated car club vehicle on site.

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Plate 4.4 – Local Car Clubs (Enterprise)

4.23 It is therefore proposed that all residents would be provided with car club membership, which can be secured through the Travel Plan and S106 agreement.

On Site Parking Provision. 4.24 As shown on the revised plans, and detailed on ACE Drawing 192821-04, there are 7 disabled parking spaces proposed on site, which accords with the Intend to Publish London Plan (2019) requirement for 10% of the 67 units proposed to have disabled parking. Two further spaces are provided for the employment use for the operational requirements of the end users. 20% of these spaces would be provided with active vehicle charging, with the remainder provided with passive charging to facilitate future provision.

4.25 It is considered that this car-restrained approach is in-line with the Intend to Publish London Plan (2109), which states: -

T6(B): Car-free development should be the starting point for all development proposals in places that are (or are planned to be) well- connected by public transport, with developments elsewhere designed to provide the minimum necessary parking (‘car-lite’). Car-free

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development has no general parking but should still provide disabled persons parking in line with Part E of this policy.

T6(C): An absence of local on-street parking controls should not be a barrier to new development, and boroughs should look to implement these controls wherever necessary to allow existing residents to maintain safe and efficient use of their streets.

4.26 Considering the site has a PTAL 4, which is by definition ‘Good’, this level of parking is considered appropriate.

4.27 Furthermore, although it has been demonstrated that there is spare parking in the vicinity of the site, and it is accepted that a restriction on some residents applying for permits may be appropriate, the detail on this can be conditioned and agreed as part of the S106 Agreement.

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5.0 CYCLING AND SUSTAINABLE TRAVEL

5.1 The Travel Plan submitted with the application provided a commitment to promoting the use of sustainable and active modes of travel, with further detail on this able to be conditioned.

5.2 Commitment to providing residents with car club membership has also been agreed, with initial conversations with car club operators indicating there is no requirement for a dedicated on-site bay, and the existing provision able to cater for the forecast demand.

5.3 The provision of cycle parking on site has been amended to more fully accord with guidance set out both within the Intend to Publish London Plan (2019) and London Cycle Design Standards (Chapter 8), with this provided in-line with the below standards:

Residential Long Stay: 1 space per studio or 1 person 1 bedroom dwelling 1.5 spaces per 2 person 1 bedroom dwelling 2 spaces per all other dwellings

Residential Short Stay: 2 spaces for the first 40 units 1 space for each subsequent 40 units

Commercial Long Stay: 1 space per 150sqm

Commercial short Stay: 1 spaces per 500sqm (first 500sqm)

5.4 Based on the above there are 109 long-stay cycle parking spaces provided for the residential element, with 4 for the commercial element. Further short stay parking is provided within the public

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realm, with additional spaces easily able to be provided if required, which can be secured by condition.

5.5 Visitor cycle parking is provided in the form of Sheffield stands at ground level near entrance points. In excess of London Cycling Design Standards, more than5% of stands are able to accommodate larger cycles, including adapted cycles used by people with mobility impairments.

5.6 It is proposed the majority of these spaces are provided in a two-tier arrangement, with the lower tier comprising a Sheffield type stand. Further detail is provided within the DAS, with the proposed mix comprising a 50:50 split between tiered and Sheffield stands.

5.7 The arrangement of these cycle stores does not require any of these to be back-to-back so there are no issues with aisle widths etc. with the stores themselves sheltered and secure.

Plate 5.1 – Tiered Cycle Parking Example

5.8 The update of these spaces can be monitored though the Travel Plan, with further spaces provided if required.

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6.0 DELIVERIES, SERVICING, CONSTRUCTION AND CONTRIBUTIONS

6.1 As shown on ACE Drawing 192821-04 delivery and servicing is able to be undertaken on-site, with a RBG refuse vehicle able to turn within the turning head. A separate delivery/servicing bay is also provided to be north of the site.

6.2 Refuse collection is able to be undertaken within a suitable carry distance between the waiting refuse vehicle and the store.

6.3 Further detail on refuse collection arrangements is provided within the DAS, and a Servicing/Delivery Plan can be secured by condition to set out more detail on these arrangements.

6.4 Contributions to off-site improvements have been discussed with both TfL and RBG, and it is proposed that public realm improvements in the vicinity of the site (principally the site access) would be undertaken as part of S278 works associated with these proposals.

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7.0 SUMMARY AND CONCLUSIONS

7.1 Ardent Consulting Engineers (ACE) has been appointed by Quanta Homes to prepare this Transport Addendum to support an appeal against the decision of the Royal Borough of Greenwich (RBG) to refuse application reference 19/4200/F.

7.2 RBG refused the application for 7 reasons, none of which were related to transport or highways, with officers stating it is agreed that: -

‘the transportation element of the proposal is considered to be acceptable, subject to compliance with appropriate conditions and planning obligations. Therefore it is considered that the development will have an acceptable impact on the surrounding highway network. For this reason, the application is consistent with policies 6.3, 6.10, 6.11 and 6.13 of the London Plan 2016 and policy IM4 and IM(c) of the Core Strategy 2014.

7.3 Notwithstanding the above, amendments have been made to the proposals relating to road layout, cycle parking, car parking, sustainability and permeability. All of these provide improvements to the previously submitted scheme, which was already considered acceptable from a highway and transportation perspective by RBG and TfL.

7.4 With regard to the above, it is no reason to refuse the application on highway or transportation grounds.

KM/192821/Reports/192821-04 18 Drawings LOOK LEFT

LOOK RIGHT LOOK 251 VIEWPORT 1 VIEWPORT 2 VIEWPORT 3 VIEWPORT 4 VEHICLES USED:

247 251a 271 273 CAR ENTERING PARKING SPACE CAR ENTERING PARKING SPACE CAR ENTERING PARKING SPACE REFUSE VEHICLE TURNINGRIGHT LOOK LEFT OUT OF THE SITE 271a 5.079 N RIGHT LOOK 24

259 LOOK LEFT 257 LOOK RIGHT LOOK 251b 253a 22

261 16 0.816 3.035 LOOK LEFT LOOK 257a LOOK LEFT 8 18 LEFT LOOK 253 LOOK LEFT 6 LOOK RIGHT LOOK 251 14 Large Car (2006)

4 12 Overall Length 5.079m LOOK LEFT LOOK Overall Width 1.872m

10 LOOK RIGHT LOOK RIGHT LOOK 2 Overall Body Height 1.525m Min Body Ground Clearance 0.310m Max Track Width 1.831m Lock to lock time 4.00s

LOOK RIGHT Kerb to Kerb Turning Radius 5.900m

LOOK LEFT

7.21 LOOK LEFT LOOK

EXISTING STOP LINE Surgery LOOK RIGHT RIGHT LOOK

LOOK LEFT LOOK 0.82 4.25 LOOK LEFT

LOOK RIGHT

7.5t Panel Van 1 to 42 Overall Length 7.210m Overall Width 2.192m Overall Body Height 2.544m Pippenhall Min Body Ground Clearance 0.316m EXISTING TRAFFIC SIGNALS Track Width 1.865m 8 254 Lock to lock time 4.00s

Kerb to Kerb Turning Radius 7.400m LOOK RIGHT LOOK 257a 253 10.1 VIEWPORT 5 LOOK LEFT LOOK RIGHT LOOK 251

14 REFUSE VEHICLE SWEPT PATH LOOK RIGHT LOOK

254 0.65 4.2 1.2 LOOK LEFT 4 Royal Borough of Greenwich - Refuse Vehicle 8 2 Overall Length 10.100m 18 Overall Width 2.900m Club 7 6 Overall Body Height 3.800m Min Body Ground Clearance 0.304m 1 Track Width 2.500m PANEL VAN ENTERING 5 Lock to lock time 4.00s LOOK LEFT LOOK Kerb to Kerb Turning Radius 9.350m LOADING BAY LOOK LEFT LOOK RIGHT SLOW 1 KEY: 5 9

22 8 SITE BOUNDARY

3 7 11

20a

14

STOP CAR EXITING PARKING SPACE 26 BUS

REFUSE VEHICLE PARKING IN LAYBY 18 25

29

STOP 27 BUS 31 35

7 9 CAR EXITING PARKING SPACE 10 11

34

Rev Description Drn Chk App Date 6 SLOW CONSULTING 36 ARDENT ENGINEERS

Third Floor The Hallmark Building 52-56 Leadenhall Street London EC3M 5JE

Tel: 020 7680 4088 Web: www.ardent-ce.co.uk 8 1 VIEWPORT 6 37 E-mail: [email protected] CAR EXITING PARKING SPACE abcdee 29 PANEL VAN SWEPT PATH Client

9 QUANTA HOMES 4 LTD 40

Project Title: SLOW

WOODCROFT CLOSE 14 260 ELTHAM HIGH STREET

6 Drawing Title: 31 SITE LAYOUT SWEPT PATH ANALYSIS BUS A2 Scale Date Designed by STOP 46 1:500 22.07.20 DV Drawn by Checked by Approved by

Clinic DV DV KM

Reproduced from/based upon Ordnance Survey material with the permission of the Controller of Her 8 Drawing Number Rev Majesty's Stationary Office, Crown Copyright Reserved. License No. 100044561 192821-004 33

user name: dan vallance File Location: y:\ardent projects\192821 - 260 eltham high street (mixed-use scheme)\technical\acad\drawings\192821-004 swept path analysis.dwg