TRANSPORT STATEMENTwgproject.mountanvil.com/...transport_assessment.pdf · local transport network including the road network, bus provision, pedestrian and cycle facilities and rail

Land adjacent to Western Gateway (known as WE5b), E16

Proposed residential led development

TRANSPORT STATEMENT

Prepared by: Entran Ltd

On behalf of: Mount Anvil (Western Gateway) Ltd

DATE: March 2016

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DATE: March 2016

Western Gateway 1 – Transport Statement

Land adjacent to Western Gateway (known as WE5b), E16

Proposed residential development

TRANSPORT STATEMENT

Entran Limited 78 York Street

London W1H 1DP

T: 0208 709 0991

Revision Date Notes Author Checked Approved

V1 01/16 DRAFT RAF RLF RGW

V2 02/16 Revised DRAF RAF RLF RGW

V4 03/16 FINAL RAF RLF RGW

DATE: March 2016


CONTENTS

EXECUTIVE SUMMARY 1 1. INTRODUCTION 2 2. SITE LOCATION AND DESCRIPTION 3 3. LOCAL TRANSPORT NETWORK 3 4. PROPOSED DEVELOPMENT 11 5. PARKING 12 6. RESIDENTS’ TRAVEL PLAN 16 7. DELIVERY AND SERVICING PLAN 19 8. CONSTRUCTION LOGISTICS PLAN 21 9. TRIP GENERATION 22 10. TRANSPORT IMPACT 24 11. SUMMARY AND CONCLUSIONS 25

TABLES

3.1 Bus route summary

4.1 Residential accommodation

5.1 Extract from FALP cycle parking standards

9.1 Residential multi-modal trip rates per unit based on TRAVL

9.2 Residential multi modal trips (105 flats) based on TRAVL

10.1 Proportional increase in traffic

FIGURES

2.1 Site location plan

3.1 PTAL contour plan (2011 base)

3.2 PTAL contour pan (2021 forecast)

3.3 Pedestrian isochrones

3.4 Local cycle network

3.5 Cycle Super Highway Route 3

3.6 Local bus route map

3.7 Artists impression of Crossrail Custom House station

3.8 Multi modal travel times (TfL 2021 forecast)

5.1 Lambeth parking stress method walking distances

5.2 Existing Car Club vehicle locations

9.1 Proposed residential mode share

DATE: March 2016


APPENDICES

A Application red lines

B Architects’ drawings

C Proposed footway widening

D Car Club proposal

E Cycle parking details

F Framework Travel Plan

G Service vehicle swept path analyses

H TRAVL data

DATE: March 2016

1 Western Gateway 1 – Transport Statement

EXECUTIVE SUMMARY

This Transport Statement (TS) has been prepared by Entran Ltd in support of a planning application for a residential development of 105 flats with ground floor non-residential space on land north of Western Gateway.

This TS has been prepared alongside a Transport Implementation Strategy which provides the opportunity to reduce dependence on travel by private car and seeks to influence travel to and from the site rather than merely assessing its impact.

The development comprises the construction of 105 residential units and 172m2 of non-residential floorspace together with landscape enhancements and local footway improvements. The proposed development will provide 12 car parking spaces in the basement and two Car Club spaces close to the site. Each Car Club space would be equivalent to 6 – 20 car parking spaces (depending on source of analysis). The total provision is therefore the equivalent of 24-52 parking spaces. This equates to a parking ratio of between 0.23 and 0.50 spaces per dwelling (mid-point 0.37). This is generally in accordance with LBN’s expectations and accords with the advice from TfL. Electric Vehicle Charging Points will be installed in excess of TfL and LBN requirements. Secure cycle parking will be provided in accordance with FALP 2015 standards.

All roads surrounding the site are privately maintained and have double red lines denoting no waiting or loading at any time. The waiting restrictions are enforced by a private company on behalf of the land owner. There are no public highway roads within 200m walking distance of the site. There is therefore no opportunity for the proposed development to displace any parking onto the public highway or surrounding streets.

Bus stops within easy walking distance of the site are served by high frequency bus services operating throughout the day and night. Four routes run from these bus stops offering a wide range of destinations at frequencies of up to 8 minutes.

The closest station is Royal Victoria (DLR) although Custom House is also within easy walking distance. Both stops are on the Beckton branch of the DLR. From these stations trains run directly to Stratford and Stratford International, as well as Tower Gateway and Bank. One stop to the east of Royal Victoria, Canning Town provides access onto the LUL Victoria line providing access to the wider London Underground network.

Just 5 minutes’ walk from the site, Crossrail Custom House station is currently under construction. The new station will replace the disused North London Line station and comprises an elevated and canopied concourse above an island platform. When the full Crossrail service commences in 2019, Crossrail will provide 12 trains per hour from and towards central London during peak periods.

The site is well served by national cycle routes and Cycle Superhighways with further routes proposed.

The evidence shows that the site is highly accessible by foot, by bike, by bus or using rail services. The introduction of Crossrail and other committed transport improvements will increase the site’s PTAL rating further and reduce travel times to key employment, retail, health and leisure facilities. The site is clearly well placed to promote travel by sustainable modes of transport and reduce reliance on the private car. The residents of the proposed development will have a genuine and viable choice of modes of travel.

The development will also deliver a new Car Club so that those households who do not own a vehicle will still have access to one as and when they may need one.

An assessment of travel by different modes shows that 45% of trips would be on foot followed by 22% each by bus and rail. Journeys by car would only represent 9% of person trips of which only 5% would be drivers. The Residents’ Travel Plan would provide an opportunity to increase the number of cyclists and car-sharers and decrease the levels of single car occupancy further still.

The development will be supported by a three-part Transport Implementation Strategy comprising the Residents’ Travel Plan, Construction Logistics Plan (CLP) and Delivery & Servicing Plan (DSP). Final versions of the CLP and DSP will be prepared (prior to commencement and occupation respectively) in partnership with LBN and TfL.

The provision of new homes at Western Gateway offers an opportunity to enhance this area with no material effect on transport and should be supported by the local highway authorities.

DATE: March 2016


1. INTRODUCTION

1.1. This Transport Statement (TS) has been prepared by Entran Ltd in support of a planning application for a residential development of 105 residential units with ground floor non-residential space on land north of Western Gateway. Full details of the proposed development are contained in section 4 of this report.

1.2. Pre-application discussions have been held with the planning and highway authority, London Borough of Newham (LBN). This TS has been developed following those discussions; it takes account of the comments received as well as local and national guidance.

1.3. In conducting this report we have made reference to the Transport for London (TfL) document ‘Transport assessment best practice: Guidance document’, April 2010.

1.4. Guidance published by the DfT and the DCLG in 2007 provided advice on the content and preparation of Transport Assessments and Transport Statements. It also assisted stakeholders to determine whether an assessment may be required and, if so, what the level and scope of the assessment should be.

1.5. Previous guidance on the assessment of traffic implications associated with development proposals was contained in the “Guidelines for Traffic Impact Assessment” published by the Institute of Highways and Transportation (IHT) in 1994. Since the IHT guidelines were produced, there has been a significant change in Government policy and general guidance regarding improved sustainability in transport. The fundamental difference between TAs and the old TIAs is that TAs seek to influence modes of travel and assess person-trips rather than vehicle trips, whereas TIAs were based on the principles of “predict and provide” for the private car.

1.6. The 2007 document brought the guidance on transport assessment up to date with these changes in Government policy, and expanded it to address the assessment of the potential implications of development proposals on the entire transport system. TfL’s 2010 guidance builds on that produced by the DfT and relates specifically to London planning and transport policy objectives.

1.7. In 2014 DCLG published a suite of Planning Practice Guidance including advice entitled “Travel plans, transport assessments and statements in decision taking”. The 2007 and 2010 guidance has not been formally cancelled but now sits beneath the PPG as current government guidance on the transport related effects of development.

Report layout

1.8. Section 2 of this report provides a description of the site and its location. Section 3 then describes the local transport network including the road network, bus provision, pedestrian and cycle facilities and rail station locations.

1.9. Section 4 describes the development proposals, including means of access and proposed off-site transport improvements. Section 5 describes an analysis of residential and non-residential parking demand. Section 6 summarises the sustainable travel initiatives to be implemented as part of the proposals.

1.10. Section 7 sets out the Delivery and Servicing plan for the new residential apartments and Section 8 sets out the framework for a Construction Logistics Plan.

1.11. Section 9 includes an analysis of travel by different modes to the proposed development and Section 10 assesses the net impact of the development proposals on the transport network.

1.12. Section 11 provides a summary of this Transport Statement and draws conclusions from its findings.

DATE: March 2016


2. SITE LOCATION AND DESCRIPTION

2.1. The site is located in the Docklands area of LB Newham, to the west of the ExCel exhibition centre. The site is located between Western Gateway and Seagull Lane and fronts onto Western Gateway. The site currently comprises a lower ground floor (basement) parking area, constructed as part of a planning permission for the adjacent Westgate Apartments. Seagull Lane is at a lower level than Western Gateway so the basement car park is at the same level as Seagull Lane but the podium (ground floor) is level with Western Gateway.

2.2. The site is bounded to the south by Western Gateway, to the west by Westgate Apartments and to the north by a surface level car park accessed from Seagull Lane. The site location is shown below in Figure 2.1.

Figure 2.1 – Location Plan

2.3. Access into the basement car park is from Western Gateway via a shared access road to the west of Westgate Apartments. This access road also served the adjacent hotel and the multi-storey car park which fronts onto Seagull Lane. Egress from the basement car park is onto Seagull Lane via a short private access road. The entrance and exit have gates which are controlled by transponder ‘key-fobs’.

3. LOCAL TRANSPORT NETWORK

General

3.1. The site is located in an area with a 2011 PTAL rating of 2. The PTAL rating for the site takes into account the time taken to access the public transport networks and includes:

The walk time to various public transport services

The average waiting time for each service

The reliability of each service

3.2. The methodology is based on a walk speed of 4.8km/hr (80m/min) and considers rail stations within a 12 minute walk (960m) of a site and bus stops within an 8 minute walk (640m). PTAL is categorised into six levels from 1 to 6 where 1 represents a low level of accessibility and 6 a high level. A 2011 baseline PTAL contour plan is included below as Figure 3.1.

DATE: March 2016


Figure 3.1 – PTAL contour plan (2011 base)

3.3. It is important to note, however, that a series of committed transport improvements, including Crossrail, are forecast to increase the PTAL rating to 3/4 by 2021 in line with the first occupation of this proposed development.

Figure 3.2 – PTAL contour plan (2021 Forecast)

DATE: March 2016


3.4. Western Gateway and Seagull Lane are both private roads subject to a 20mph speed limit. Western Gateway is a cul-de-sac for vehicular traffic, terminating at the ExCel at its eastern end. At its western end Western Gateway joins the public highway at Tidal Basin Road and the grade-separated roundabout junction between Silvertown Way (A1011) and Lower Lea Crossing.

3.5. Seagull Lane has a signal controlled junction with Western Gateway ay its western end and then runs eastwards, parallel to the Docklands Light Railway (DLR) becoming Sandstone Way before joining a four-arm roundabout with Royal Albert Way (A1020).

3.6. To the east of the site Western Gateway has a carriageway width of 9.2m. In front of the site Western Gateway has a carriageway width of 10.3m.

3.7. New traffic surveys were carried out in 2015 which established that the current average two-way daily traffic flow (AADF) on Western Gateway is 1992 and on Seagull Way is 2933 vehicle trips per day.

On street parking

3.8. Western Gateway and Seagull Lane have double red lines on both sides in the vicinity of the site denoting no waiting or loading at any time. As these are private roads the double red lines do not constitute a formal Red Route under the jurisdiction of TfL. However, the waiting restrictions are actively enforced by a private company on behalf of the land owners.

Image 3.1 – Private parking enforcement signage

DATE: March 2016


Pedestrians

3.9. Acceptable journey distances on foot vary depending on the purpose of the journey, the environment in which the journey is taking place and of course the individual walking. Prior to being superseded by the National Planning Policy Framework (NPPF) PPG13 suggested that walking offers the greatest potential to replace short car trips for journeys less than 2km. The IHT guide ‘Providing for Journeys on Foot’ suggests that for commuting a desirable walking distance would be 500m, an acceptable walking distance would be 1km and the preferred maximum walking distance would be 2km, in line with the PPG13 advice.

3.10. Figure 3.3 shows five and ten minute walking isochrones from the site. This indicates that Royal Victoria and Custom House DLR stations are within a 5 minute walk of the site, as is the Emirates Airline. In addition, a local Tesco Express, convenience store, dry cleaners and post office are all within easy walking distance. A number of employment sites fall within the 5 minute isochrones including the ExCel centre, the Crystal conference centre and a number of hotels. To the north of the DLR line further facilities on the Keir Hardy Estate fall within a 10 minute walk of the site including Custom House surgery, Hallsville Primary School, The Appleby Centre, Peacock Gymnasium and St Luke’s Church. It is evident that a comprehensive range of retail, employment, education health and leisure facilities are within easy walking distance of the proposed development.

Figure 3.3 – Pedestrian isochrones

3.11. An audit of pedestrian facilities around the site shows that the footways to the east of the site are surfaced in small-element paving whereas those to the west have a blockwork surface. The footways opposite the site and to the east of the site towards ExCel are wide and well lit. To the west of Westgate Apartments the footways are also wide and well lit. The site is currently secured by a hoarding which is placed on the kerbline on the Western Gateway frontage thereby blocking the footway for the length of the site. Notwithstanding this, the footway in this location is narrower than the surrounding footways so the redevelopment of this site provides an opportunity to improve the pedestrian provision.

3.12. A controlled pedestrian crossing is provided Western Gateway to the south of the site in the form of a zebra crossing. This has flush dropped kerbs but no tactile paving. Further similar zebra crossings are provided across Western Gateway at regular intervals as well as across the side roads, including the access into the basement car park.

3.13. The DLR causes a degree of severance for pedestrians wishing to walk northwards from the site but crossings are provided at Royal Victoria and Custom House stations, comprising steps and lifts.

3.14. The site is well placed to promote journeys on foot.

DATE: March 2016


Cycle

3.15. A good range of cycle infrastructure is available close to the site. National Cycle Network route 13 (NCN13) runs from west to east past the site from Becton to Stratford High Street. When complete NCN13 will run from Tower Bridge to Fakenham in Norfolk. In the vicinity of the site NCN 13 is a segregated traffic-free route running along the northern edge of the Royal Victoria Docks.

Figure 3.4 – Local cycle network

3.16. NCN13 heads eastwards from the site along Lower Lea Crossing to Poplar High Street where it joins Cycle Superhighway 3 (CS3) just 1.8km (6-7 minutes ride) from the site. The TfL Cycle Superhighways run from Outer London into Central London, providing faster and more direct journeys into the city. CS3 runs from Barking to Tower Gateway.

Figure 3.5 – Cycle Superhighway 3 (CS3)

3.17. TfL is currently improving the East-West Cycle Superhighway through central London from Tower Hill to Lancaster Gate. Work is due to be completed by the summer 2016.

3.18. At Limehouse, just 4km (20 minutes) from the site, CS3 crosses NCN1 which runs north/south providing direct access to Lea Valley, Canary Wharf and the Isle of Dogs.

3.19. The site is extremely well placed to promote travel by bike.

DATE: March 2016


Bus

3.20. The nearest bus stops are located on Victoria Dock Road around 5-6 minutes’ walk from the site. Local bus routes are shown on Figure 3.6 below:

Figure 3.6 – Local bus route map

3.21. Full bus timetables can be found at www.londonbusroutes.net and are summarised below:

Table 3.1 –Bus route summary

No Details Duration Frequency

147 Ilford – East Ham – Canning Town 0536-0124 (peak) 8 mins

Otherwise 12 mins

241 Stratford City – Plaistow – Canning Town 0500-0116 (peak) 10 mins

Otherwise 12-20 mins

325 Prince Regent – Forest Gate – East Beckton 0500-0020 12 mins

N551 Gallions Reach – Poplar – Trafalgar Square 2339-0607 30 mins

3.22. Table 3.1 shows that the site benefits from excellent bus provision. The services which stop within easy walking distance of the redevelopment site provide access to a very wide area at a very high frequency. Importantly, the frequency is such that those using the bus do not have to schedule their travel according to a timetable but can simply walk to the bus stop and catch the next bus to their destination, usually with a maximum wait of no more than 5 or 6 minutes. This facility makes using the bus for travel to work convenient and attractive.

http://www.londonbusroutes.net/

DATE: March 2016


Rail

3.23. The closest station is Royal Victoria (DLR) although Custom House is also within easy walking distance. Both stops are on the Beckton branch of the DLR. From these stations trains run directly to Stratford and Stratford International, as well as Tower Gateway and Bank. Just one stop to the east of Royal Victoria, Canning Town provides access onto the LUL Victoria line providing access to the wider London Underground network.

Crossrail

3.24. Just 5 minutes’ walk from the site, Crossrail Custom House station is currently under construction. The new station will replace the disused North London Line station and comprises an elevated and canopied concourse above an island platform.

3.25. When the full Crossrail service commences in 2019, Crossrail will provide 12 trains per hour from and towards central London during peak periods.

Figure 3.7 – Artists impression of Crossrail Custom House Station

DATE: March 2016


Multi-modal travel times

3.26. TfL records multi-modal journey times across the capital and provides forecast for future journey times taking account of committed transport improvements. The 2021 journey times for the Western Gateway site are shown in Figure 3.8 below.

Figure 3.8 – Multi-modal travel times (TfL 2021 forecast)

3.27. Figure 3.8 shows a large catchment within 15-30 minutes travel time from the site, including Stratford, Canary Wharf, North Greenwich and Beckton. The plan also shows that the City of London can be reached in 30-45 minutes. Accessibility audit summary

3.28. It is clear that the site is highly accessible by foot, by bike, by bus or using rail services. The introduction of Crossrail and other committed transport improvements will increase the site’s PTAL rating further and reduce travel times to key employment, retail, health and leisure facilities. The site is clearly well placed to promote travel by sustainable modes of transport and reduce reliance on the private car.

DATE: March 2016


4. PROPOSED DEVELOPMENT

4.1. The development has been split into a series of planning applications so as to take account of the land ownership boundaries. The development of the site will entail three linked planning applications:

4.2. Application 1 seeks permission for the ‘main development’ and can be described as follows:

Alterations to the existing car park podium and comprehensive redevelopment of the site to deliver 105 residential units , 172 sqm (GEA) of flexible non-residential floorspace (A1-A3, A5, B1, D1, D2) together with associated car and cycle parking and landscaping and associated works.

4.3. Application 2 seeks permission for landscaping works to part of the shared amenity space in the legal ownership of Westgate Apartments:

Re-landscaping of part of the existing Westgate Apartments amenity space, and other associated works.

4.4. Application 3 seeks permission for alterations to Western Gateway and the footway immediately south of the main site:

Alterations to Western Gateway to widen the pavement.

4.5. The terms ‘application’ and ‘proposed development’ will refer collectively to all three planning applications unless otherwise specified in this report. The application red lines are included as Appendix A.

4.6. The scheme includes refuse stores and cycle parking at ground floor and car parking in the basement. A full set of EPR Architects drawings are included as Appendix B.

4.7. The residential units comprise:

Table 4.1 - Residential accommodation

1 bed 2 bed 3 bed Total

57 32 16 105

Means of access

4.8. The development proposal includes three pedestrian accesses onto Western Gateway; these comprise one access into the non-residential unit, one access into the residents lobby and a set of doors into the bin store to allow for kerbside collections.

4.9. The development includes minor amendments to the basement to allow for lift cores from the parking area and additional plant rooms; however, these changes result in no loss in parking numbers and no changes to the basement access and egress arrangements. Public realm improvements

4.10. As stated in Section 3, Western Gateway is uncharacteristically wide immediately in front of the development site. This provides a useful opportunity to realign the kerbline to achieve a consistent 9.2m along this length of Western Gateway. This kerb realignment results in a widened footway and improved pedestrian realm. The resultant footway is in excess of 3m wide for the majority of the site frontage, tying in to the 2m footway around Westgate Apartments at the southern end.

4.11. Full details of the footway widening are included as Appendix C.

4.12. The owners of the private road have agreed to the principle of these improvements.

4.13. The development will also deliver significant landscape and amenity improvements to the rear of Westgate Apartments. Whereas these are not strictly public realm improvements they will benefit a significant number of local residents in addition to the residents of the proposed development.

DATE: March 2016


5. PARKING

Car parking provision

5.1. The proposed development constitutes the completion of the scheme that delivered Westgate Apartments as its first phase. The basement car park was constructed for the whole development, including this site. This proposal sits above the basement car park on a podium level as was originally envisaged. The existing basement car park includes 12 car parking spaces for the use of this site. The proposed development also proposes two parking spaces at ground floor level close to the site (for Car Club vehicles) equating to a total provision of 14 spaces.

5.2. Three of the 12 basement parking spaces (25%) will have active Electric Vehicle Charging Points and all the remaining nine (75%) will have passive EVCP provision. This exceeds TfL and LBN requirements.

TfL and LBN pre-application advice

5.3. Following a pre-application meeting with the GLA on 12th November 2015, TfL confirmed in an exchange of correspondence in November/December that:

“The proposed number of 14 car parking spaces meets the maximum residential parking standards stated in the London Plan 2015. TfL therefore accepts a car parking ratio of 0.14 per unit. TfL in principle welcomes below 40%/ car free development in this particular location.”

5.4. It should be noted that during pre-application discussions with LB Newham in October 2014 the highway officer stated that Members’ expectation would be 0.4 parking spaces per dwelling. TfL has clarified that they would support a lower level of parking provision in this location, but the LBN officer explained that when requesting this level of parking provision Members were mindful of two factors; need and harm.

Parking need and harm

5.5. If a development in an inaccessible location provides less parking than it needs then the residents’ ability to travel would be limited, potentially resulting in social exclusion. That is not the case here. The accessibility audit described in Section 3 demonstrates that residents in the proposed development would have a genuine choice of modes of travel. These residents would not be reliant on a private car to travel to work, college, shopping or other journeys. The provision of a new Car Club close to the site as part of this development means that those residents who choose not to own a car would still have access to one as often as they like. (This is described further below). The issue of parking ‘need’ is fully addressed by the proposed development.

5.6. In most cases, if a development provides insufficient parking then vehicles may be displaced onto the surrounding highway network resulting in harm to the free flow of traffic or the amenity of local residents. In this instance, however, the roads surrounding the site are privately maintained and enforced with no on-street parking allowed. Figure 5.1 below shows 200m and 500m walking routes from the site. In discussion with LBN it was agreed that the Lambeth parking stress methodology should be used to determine appropriate walking distances to parking areas. That methodology, commonly used by most London Boroughs, suggests a 200m walking catchment for residential development and a 500m walking catchment for commercial development. Figure 5.1 shows that the nearest parking on a public highway is well beyond 200m, in fact it is beyond 500m. The development would therefore not displace any parking onto the public highway. This addresses the issue of harm.

DATE: March 2016


Figure 5.1 – Lambeth parking stress methodology walking distances

5.7. Residents moving into the proposed development will be made aware of the level of parking provision for the scheme as well as the Travel Plan initiatives and Car Club availability. They will not be able to park on street and will be aware of this restriction a when they make their decision to move to this location.

DCLG research

5.8. In 2007 DGLG commissioned the research paper ‘Residential Car Parking Research’ which was used to inform PPS3. Whereas PPS3 has been superseded by NPPF this research document is very useful in providing an empirical background to increases or decreases in parking demand depending on proportions of allocated or unallocated spaces, or mixes of unit sizes and tenure. This is discussed below.

5.9. The DCLG research paper shows that if all parking spaces are allocated to individual dwellings then demand for parking spaces increases. This is, in part, a result of spaces being allocated to households who do not own a vehicle. In 2011 the Census data showed that almost two thirds of all households living in flats in Canning Town South had no vehicle.

5.10. The lowest parking demand is achieved by having all spaces unallocated (i.e. first come, first served) but this is unpopular with some housing developers and is not accepted by some housing associations. The solution is to allocate parking spaces to households rather than to properties. This simply means that a parking space is available for the exclusive use of a household upon request, usually for a fee. This way, households without vehicles are not allocated parking spaces unnecessarily. Such a system requires a management company involvement but this is usually possible where flats are rented or leasehold as in this case.

DATE: March 2016


Car Clubs

5.11. There are two Car Club operators close to the site, Zipcar and easyCar Club. EasyCar Club comprises privately owned vehicles available to rent from a member of the local community. Zipcar is a privately run Car Club company whose nearest vehicle is Hanover Avenue, around 1km walking distance from the site. The existing vehicle locations are shown in Figure 5.2 below.

Figure 5.2 – Existing Car Club vehicle locations

5.12. Carplus is an independent body which promotes shared mobility including car clubs, 2+ sharing, bike sharing and taxi sharing. Part of Carplus’ work is research, best practice and technical advice. They state that on average one Car Club vehicle removes 20 cars from the streets.

5.13. Recent developments in Newham which have included Car Clubs have suggested that each Car Club space would equate to 6 car parking spaces. This is well below the advice from Carplus but still demonstrates the benefits of providing Car Club spaces rather than allocated car parking spaces. Two Car Club spaces therefore equates to anything from 12 to 40 residential parking spaces.

5.14. The development will deliver two Car Club spaces close to the site; the precise location will be agreed between the developer, the land owner and the Council. Zipcar has reviewed the proposed development, assessed the accessibility of the area and calculated the viability of a Car Club in this location. They have confirmed they would be pleased to provide two Car Club vehicles in this location and have provided a full proposal which is included here as Appendix D. The proposal sets out the developer’s commitment and Zipcar’s obligations including the provision and maintenance of vehicles, marketing material, launch days etc.

5.15. The Car Club would be provided by the developer but would be available for the local community, thereby reducing parking demand in the local area, not just at this development.

5.16. The proposed development will be supported by a Resident’s Travel Plan which will include full details of the Car Clubs and location of the vehicles.

DATE: March 2016


Cycle parking provision

5.17. The London Plan (FALP March 2015) sets out minimum cycle parking standards for new development in its Table 6.3. Those parts of table 6.3 that relate to the Western Gateway proposals are summarised in Table 5.1 below.

Table 5.1 – Extract from FALP cycle parking standards

Land use Long-stay Short-stay

A1 Food retail from a threshold of 100 sqm: 1

space per 175 sqm

from a threshold of 100 sqm:

first 750 sqm: 1 space per 40

sqm thereafter: 1 space per

300 sqm

Non-food retail from a threshold of 100 sqm:



1000 sqm

from a threshold of 100 sqm:



1000 sqm

A2-A4

Financial/professional from a threshold of 100 sqm: 1

space per 175 sqm

from a threshold of 100

sqm: 1 space per 40 sqm

Cafes & restaurants

Drinking establishments

Take-aways

C3-C4

Dwellings (all) 1 space per studio and 1 bed-

room unit

2 spaces per all other dwellings

1 space per 40 units

5.18. The proposed development comprises 105 dwellings (57x1B; 48x2+B) and 172m2 non-residential floorspace. For the proposed development the highest cycle parking requirement would therefore be 153 long-stay residential spaces, 3 short-stay residential spaces, 1 long-stay non-residential space and 4 short-stay non-residential spaces.

5.19. The development includes a secure bike store at ground floor level with 153 cycle spaces; these comprise a combination of Josta Double-Stacker and Josta TriplePark systems, details of which area included as Appendix E. The long-stay non-residential cycle parking space can be accommodated within the back of house floorspace. Four Sheffield loop stands will be provided close to the non-residential entrance to provide 8 short-stay cycle parking spaces.

Parking conclusions

5.20. The proposed development will provide 12 car parking spaces in the basement and two Car Club spaces close to the site. The total provision is therefore the equivalent of 24-52 parking spaces. This equates to a parking ratio of between 0.23 and 0.50 spaces per dwelling (mid-point 0.37). This is generally in accordance with LBN’s expectations and accords with London Plan policy.

5.21. Electric Vehicle Charging Points will be installed in excess of TfL and LBN requirements.

5.22. Secure cycle parking will be provided in accordance with FALP 2015 standards.

DATE: March 2016


6. RESIDENTS’ TRAVEL PLAN

6.1. As stated in the introduction, this TS has been developed to seek to influence modes of travel to the proposed redevelopment rather than merely predicting travel patterns and providing mitigation.

6.2. The development will be supported by a three-part Transport Implementation Strategy (TIS) comprising:

Residents’ Travel Plan;

Delivery and Servicing Plan;

Construction Logistics Plan.

6.3. These are described in the following chapters.

Resident’s Travel Plan

6.4. A full Framework Travel Plan is included as Appendix F and summarised below.

6.5. Unlike employment, retail or educational sites it is not possible to dictate to residents how they should travel. For this reason residential travel plans are based on the provision of infrastructure and information rather than the imposition of management procedures. In the case of this proposed residential development the introduction of appropriate infrastructure and the communication of relevant information are structured as a ‘Resident’s Travel Plan’.

6.6. TfL’s ‘Guidance for Residential Travel Planning in London’ (2008) sets thresholds above which travel plans are required for new developments. It suggests that a full Residential Travel Plan should be provided for developments of 80 dwellings or more.

6.7. The proposed development will provide appropriate infrastructure to encourage sustainable travel and will also provide information and incentives where practicable.

6.8. The effects of travel choices on our environment, our health and our quality of life are well documented. Sources describe how increases in road traffic have produced unsustainable levels of congestion and pollution. The effects can be felt at a local level through poor air quality, noise and busier roads and at a global level through suggested linkages to climate change. Journeys by road are becoming slower and more unreliable causing problems for business and stress to drivers.

6.9. There has been a significant increase in the proportion of individuals travelling to work by car. Over 80% of car journeys to work are driver only. Even a small modal shift in home-work-home journeys away from the car would result in a considerable reduction in traffic congestion at peak times.

6.10. Travel planning must be realistic and should not expect to remove car usage altogether. Instead, an effective travel initiative will maximise the use of sustainable travel to achieve more sensible and appropriate use of the private car. If every car commuter used an alternative to the car on just one day a week, car usage levels for commuting would be reduced by as much as 20% immediately, with commuter parking requirements also reduced by up to 20%. In an accessible location such as Hackney Wick, however, low-car or car-free housing is a realistic prospect. Infrastructure

6.11. A key element of the proposed development is the introduction of appropriate infrastructure to encourage sustainable travel.

6.12. The Site is already highly accessible on foot, by bike and by bus and rail. The transport infrastructure surrounding the Site lends itself to encouraging these modes of travel. The development has therefore been designed to incorporate direct segregated pedestrian access into the site, and to provide secure cycle parking spaces for each dwelling.

6.13. In addition, improvements will be made to the pedestrian realm on Western Gateway to enhance the pedestrian environment around the site.

DATE: March 2016


Car Club

6.14. Zipcar already operates a number of car club vehicles in Newham. They have reviewed this site location and the proposed development and have agreed that they would be happy to provide a Car Club as part of this development.

6.15. Zipcar would provide the vehicles and operate the Car Club. Their offer would include:

Free 3 year memberships of Zipcar providing access Zipcar cars on site, the rest of London and the UK ;

First car to be delivered by first occupation;

Bespoke marketing material and membership certificates;

Briefing of sales staff at the development on the car club and attendance at promotional events;

24/7 customer service team;

24/7 booking system including mobile booking site (IOS and Android) and iPhone app;

Vehicle insurance;

Vehicle maintenance and valeting;

Creation of reports and statistics for the developer and Council;

Personal Account Manager;

6.16. This would be fully funded by the developer at no expense to the new occupiers. Importantly, the Car Club would also be available to local residents in the area. The provision of the Car Club can be secured by appropriate planning condition.

6.17. In accessible areas Car Clubs allow residents who only require occasional use of a vehicle to make the choice not to own a vehicle themselves. Equally, many two-car households only use 1.1 cars on a regular basis so the provision of a Car Club allows them to own a single vehicle and use the Car Club as often as they like on a pay-as-you-go basis. The charitable organisation CarPlus states that one Car Club space can remove 20 vehicles from the road.

DATE: March 2016


Residents’ Travel Pack

6.18. It will be the responsibility of the developer to ensure that residents are provided with an information pack containing details of the Car Club, public transport timetables and maps, as well cycling and pedestrian infrastructure when they move in to the flats.

6.19. The site’s communal areas will be maintained by a management company. The management company will be obliged to provide an update to the ‘Residents Travel Pack’ once every twelve months in order that any new residents are made aware of their local transport options.

6.20. The information pack will include information and incentives for all purchasers/tenants. The information will enable the new residents to make informed decisions about their modes of travel. The incentives will be provided by the developer in the first instance and will be dependent on negotiating suitable packages with local shops and services. The likely content of the Residents’ Travel Pack will be:

Car Club membership and information;

Cycle route information;

Sustrans leaflets on the beneficial effects of walking and cycling ;

Free reflective clothing i.e. cycle bib, arm bands etc.;

Free bicycle locks/helmets;

Developer to negotiate local cycle shop discount ;

Details of local cycle groups (e.g. Newham Wheelers);

Details of BikeBUDi travel system ;

Cycle hire;

Bus route/timetable information;

DLR timetable and route information;

Details of car-sharing website (e.g. www.Liftshare.com);

Details of CarBUDi travel system;

Notice/message board in foyer of flats to allow people to car share/walk/cycle together

(perhaps at night for safety);

Developer to negotiate preferential rates at local car-hire company;

Taxi company information – possible discount vouchers for a taxi company;

Details of TaxiBUDi travel system;

Supermarket home delivery details.

6.21. This list is not exhaustive or a prescriptive list of what will be in the travel pack but provides details of the likely content of the pack. Details of the final pack will be agreed in partnership with the Council.

http://www.liftshare.com/

DATE: March 2016


7. DELIVERY AND SERVICING PLAN

7.1. This Delivery and Servicing Plan (DSP) highlights the implications of the proposed redevelopment with regard to existing and also proposed servicing constraints. This report refers to the ‘London Freight Plan, November 2007’ (LFP) and takes into consideration the adopted methods of good design practice. This DSP has been prepared in accordance with the Freight Transport Association document ‘Designing for Deliveries’ and TfL’s guidance document “Managing freight effectively: Delivery and Servicing Plans’.

7.2. The LFP recognises that a DSP will aim to provide consideration of consolidation and collaborative delivery arrangements to help reduce the impact of commercial goods and servicing vehicle activity in and out of premises/developments.

7.3. This DSP has been provided in response to pre-application observations from London Borough of Newham (LBN). A refined version of this DSP will be prepared in partnership with LBN prior to the proposed development being occupied; however, the structure, obligations and principles are included here for agreement prior to determination.

7.4. The kerbline will be revised in front of the development resulting in a carriageway width of 9.2m. This is sufficient width for a service vehicle to load and unload but still allow two cars to pass, or even for a car to pass another goods vehicle. For this reason all loading and unloading will take place on-street in front of the proposed development as shown in Appendix G.

7.5. The owner of the private road has confirmed agreement to loading and unloading taking place in this location.

Refuse collection.

7.6. A refuse store is provided at ground floor level immediately adjacent to the on-street loading area. Residents will be able to bring refuse down to ground level where they will have direct access into the refuse store from the residential core. The refuse store will have doors opening out towards Western Gateway. The doors will open onto private land within the site rather than onto the footway itself. This arrangement will minimise carry distances.

7.7. Refuse vehicles will enter and leave via Western Gateway.

Consolidation

7.8. Residents will be advised of the importance of consolidating deliveries where possible. New residents will be provided with information explaining how they can consolidate deliveries such as supermarket deliveries with their neighbours and how this can deliver cost savings. This accords with TfL advice.

Hours of delivery

7.9. There are no restrictions on the hours of delivery to other residential or business premises served by Western Gateway. There are loading restrictions on all roads surrounding the site so all delivery and servicing must take place in designated locations. There is therefore no need to restrict delivery hours.

Route management

7.10. There are no local height or weight restrictions that would result in HGV diversion routes to or from the site. Western Gateway leads directly to Lower Lea Crossing and Silvertown Way, both of which form part of the strategic road network.

7.11. As a principle, all drivers will be advised to use the highest category of road available to them and to

DATE: March 2016


avoid residential roads where practicable.

First time delivery

7.12. Provisions will be made for first time deliveries. This will ensure that there is a safe and secure location to drop parcels off if residents are unavailable to take receipt of goods at time of delivery. This will reduce the need for return visits.

Promotion of LGV rather than HGV

7.13. Residents will be advised of the benefits of promoting delivery by Light Goods Vehicles. New residents will be provided with a leaflet explaining what information should be provided to delivery companies to maximise the use of small vehicles for deliveries or to advise of appropriate servicing arrangements for larger vehicles. This accords with TfL advice.

DATE: March 2016


8. CONSTRUCTION LOGISTICS PLAN

8.1. Prior to commencement on site a Construction Logistics Plan (CLP) will be drawn up in partnership with LBN and submitted for approval. The CLP will comply with the TfL guidance document ‘Building a better future for freight: Construction Logistics Plans’. TfL considers that Construction Logistics Plans are a key project in the London Freight Plan, alongside DSPs and FORS membership.

8.2. The Western Gateway CLP will:

Help the construction process comply with NPPF and the Traffic Management Act;

Demonstrate that construction materials can be delivered, and waste removed in a safe, efficient and environmentally friendly way;

Examine the feasibility and viability of using the Blue Ribbon Network for the movement of demolition and construction materials and promote the use of water transport where found to be feasible and viable;

Identify deliveries that could be reduced, re-timed or even consolidated, particularly during busy periods;

Help cut congestion on London’s roads and ease pressure on the environment;

Improve reliability of deliveries to the site;

Reduce fuel costs.

8.3. The CLP must include:

On-site management and design;

Off-site management;

Vehicle numbers;

Vehicle types;

Hours of delivery;

Route management;

Procurement strategy

Operational efficiency;

Waste management;

Road trip reduction; and

Targets and monitoring.

8.4. The CLP will be a stand-alone document but sit alongside the Residents’ Travel Plan and DSP in a three-part Transport Implementation Strategy.

DATE: March 2016


9. TRIP GENERATION

9.1. The DfT Guidance on Transport Assessment (March 2007) advises at paragraph 4.7 that baseline traffic data should be derived as follows:

“Baseline transport data

The quantification of person trips generated from the existing site and their modal distribution, or, where the site is vacant or partially vacant, the person trips which might realistically be generated by any extant planning permission or permitted uses;”

9.2. The transport impact of the proposed development is therefore determined by comparing the journeys that might realistically be generated by the existing site, and those anticipated for the proposed use. Whereas planning permission has previously been granted for the redevelopment of this site, it is currently vacant. Therefore, for a robust assessment a full assessment of multi-modal travel generation of the proposed development has been undertaken to ensure the development and transport infrastructure is fit for purpose. TRAVL database analysis

9.3. In order to establish traffic generation for the future residential premises, the TRAVL database has been interrogated. Using the database it has been possible to identify weekday multi-modal trip rates for the proposed development. Full TRAVL survey data is included as Appendix H.

9.4. It should be noted that the sites chosen are those which best match the Western Gateway site; however, adjustments have been made to the anticipated mode share to reflect the specific conditions at the development. These adjustments are explained and justified below. Proposed residential use

9.5. The TRAVL data for the residential use relates to four residential flatted developments in London. The proposed development comprises a total of 105 flats. The TRAVL database does hold information for rented flats which shows lower travel demand than market housing; however, for the purpose of a robust assessment, the predicted journeys associated with the proposed residential development are based on market housing only.

9.6. The TRAVL survey data combines walking and public transport into one category. For the purpose of this assessment these trips have been disaggregated into walking, bus and rail at a ratio of 2:1:1 although it is acknowledged that those using buses and rail will be walking to and from the site.

9.7. The multi modal trip rates are shown in table 9.1 below:

DATE: March 2016


Table 9.1 – Residential multi modal trip rates per unit (TRAVL survey)

Driver Car pass’

Walk Cycle Taxi Rail Bus TOTAL

0800-0900 0.127 0.104 0.549 0.040 0 0.275 0.275 1.370

1700-1800 0.197 0.069 0.670 0.029 0 0.335 0.335 1.635

Daily 1.492 0.523 5.074 0.220 0 2.537 2.537 12.383

9.8. If these trip rates are applied to the 105 flats the trips would be as shown in table 9.2 below: Table 9.2 – Residential multi modal trips (105 flats) based on TRAVL

Driver Car pass’

Walk Cycle Taxi Rail Bus TOTAL

0800-0900 13 11 58 4 0 29 29 144

1700-1800 21 7 70 3 0 35 35 172

Daily 157 55 533 23 0 266 266 1300

9.9. The proposed development includes 12 basement parking spaces and two Car Club spaces so the predicted 157 trips per day (11 per space) probably over-estimates the number of car journeys. As would be expected, the majority of journeys would be on foot, by bus or using rail services. The TRAVL data shows a relatively low level of cycling but this could reasonably be expected to be higher from this site given the very good cycle infrastructure surrounding the site.

9.10. This shows that the proposed development will have a highly sustainable travel profile making use of the good accessibility of the site.

9.11. The mode share set out in Table 9.2 is illustrated in Figure 9.1 below:

Figure 9.1 – Proposed residential mode share

5% 4%

45%

2%0%

22%

22%

Driver

Car pass’

Walk

Cycle

Taxi

Rail

Bus

DATE: March 2016


Proposed non-residential use

9.12. The proposed non-residential use is 172m2 and will have no parking provision. A flexible consent is being sought but an ‘A’ use class is likely in this location. Any retail provision of this size in this location would not be a destination retail offer and would therefore not generate any primary trips. The target customers for a retail offer in this location would be the existing (and new) residents surrounding the site, pedestrians passing the site or taxi drivers servicing the ExCeL. The vast majority of journeys to and from this facility would be linked trips, pass-by trips or diverted trips. The number of new trips by any mode would be negligible.

10. TRANSPORT IMPACT

10.1. The development is predicted to generate 157 two-way vehicle trips per day (79 arrivals and 79 departures). All basement parking will arrive via Western Gateway and leave via Seagull Lane; all Car Club vehicles will arrive and depart via Western Gateway. On a pro-rata basis this equates to 79 vehicles arriving via Western Gateway, 11 leaving via Western Gateway and 68 leaving via Seagull Lane. The proportional increase in traffic is shown in Table 10.1 below.

Table 10.1 – Proportional increase in traffic

2015 observed 2017 growthed 2017 plus dev % increase

Western Gateway

1992 2030 2120 3.7%

Seagull Way 2933 2989 3057 1.9%

10.2. The 157 additional vehicle trips is expected to be an over-estimate; however, this would represent a 3.7% increase in daily vehicle movements on the most affected road (private) which is less than daily variation and would be imperceptible to other highway users.

10.3. The predicted increase in pedestrian journeys is the highest increase; however, the local pedestrian network has been audited and shown to be very good. This shift away from the car and towards journeys on foot is therefore a positive step. 60 to 70 additional pedestrians during the peak hour would have no material effect on the pedestrian network.

10.4. The development would result in 266 additional bus journeys across the day. On first sight and without further investigation this seems like it could have an effect on bus capacity. However, the site is served by three high frequency bus services running in each direction throughout the day. At an average frequency of 12 minutes (peak 10 mins, off peak 20 mins) each service has 5 buses per hour in each direction (10 in total). For a robust analysis if we exclude evening travel and concentrate simply on daily travel between 7am and 7pm, this would equate to 120 buses per route, or 360 for all routes. The increase in bus use as a result of redeveloping this site therefore equates to an average of less than one passenger per bus. It is likely that the number per bus will increase above the average in the peak periods and some routes may be more popular than others, however, even taking these factors into account, this would still only equate to a peak of 1 new passenger per bus. These changes would be less than daily variation on any particular route and would be imperceptible to passenger transport capacity. The overall effect, however, would be to add revenue to local bus services thereby increasing local bus viability.

10.5. The Beckton DLR line currently operates 7.5 trains per hour (tph) in each direction or one every 8 minutes. The proposed development would generate a peak of 35 additional rail passengers per hour, equating to 2 per train. As for bus travel, these changes would be less than daily variation and would be imperceptible to passenger transport capacity.

10.6. As a result of this analysis it is clear that the proposed development would have no effect on highway junction capacity or safety and no material impact on the rest of the local transport network. The development would, as might be expected, benefit from its accessible location and ability to promote sustainable travel.

DATE: March 2016


11. SUMMARY AND CONCLUSIONS

11.1. This Transport Statement (TS) has been prepared by Entran Ltd in support of a planning application for a residential development of 105 flats with ground floor non-residential space on land north of Western Gateway.

11.2. This TS has been prepared alongside a Transport Implementation Strategy which provides the opportunity to reduce dependence on travel by private car and seeks to influence travel to and from the site rather than merely assessing its impact.

11.3. The development comprises the construction of 105 flats and 172m2 of non-residential floorspace together with landscape enhancements and local footway improvements. The proposed development will provide 12 car parking spaces in the basement and two Car Club spaces close to the site. Each Car Club space would be equivalent to 6 – 20 car parking spaces (depending on source of analysis). The total provision is therefore the equivalent of 23-52 parking spaces. This equates to a parking ratio of between 0.23 and 0.50 spaces per dwelling (mid-point 0.37). This is generally in accordance with LBN’s expectations and accords with the advice from TfL. Electric Vehicle Charging Points will be installed in excess of TfL and LBN requirements. Secure cycle parking will be provided in accordance with FALP 2015 standards.

11.4. All roads surrounding the site are privately maintained and have double red lines denoting no waiting or loading at any time. The waiting restrictions are enforced by a private company on behalf of the land owner. There are no public highway roads within 200m walking distance of the site. There is therefore no opportunity for the proposed development to displace any parking onto the public highway or surrounding streets.

11.5. Bus stops a within easy walking distance of the site are served by high frequency bus services operating throughout the day and night. Four routes run from these bus stops offering a wide range of destinations at frequencies of up to 8 minutes.

11.6. The closest station is Royal Victoria (DLR) although Custom House is also within easy walking distance. Both stops are on the Beckton branch of the DLR. From these stations trains run directly to Stratford and Stratford International, as well as Tower Gateway and Bank. One stop to the east of Royal Victoria, Canning Town provides access onto the LUL Victoria line providing access to the wider London Underground network.

11.7. Just 5 minutes’ walk from the site, Crossrail Custom House station is currently under construction. The new station will replace the disused North London Line station and comprises an elevated and canopied concourse above an island platform. When the full Crossrail service commences in 2019, Crossrail will provide 12 trains per hour from and towards central London during peak periods.

11.8. The site is well served by national cycle routes and Cycle Superhighways with further routes proposed.

11.9. The evidence shows that the site is highly accessible by foot, by bike, by bus or using rail services. The introduction of Crossrail and other committed transport improvements will increase the site’s PTAL rating further and reduce travel times to key employment, retail, health and leisure facilities. The site is clearly well placed to promote travel by sustainable modes of transport and reduce reliance on the private car. The residents of the proposed development will have a genuine and viable choice of modes of travel.

11.10. The development will also deliver a new Car Club so that those households who do not own a vehicle will still have access to one as and when they may need one.

11.11. The journeys associated with the proposed residential units would comprise 45% of trips on foot followed by 22% each by bus and rail. Journeys by car would only represent 9% of person trips of which only 5% would be drivers. The Residents’ Travel Plan would provide an opportunity to increase the number of cyclists and car-sharers and decrease the levels of single car occupancy further still.

DATE: March 2016


11.12. The development will be supported by a three-part Transport Implementation Strategy comprising the Residents’ Travel Plan, Construction Logistics Plan (CLP) and Delivery & Servicing Plan (DSP). Final versions of the CLP and DSP will be prepared (prior to commencement and occupation respectively) in partnership with LBR and TfL.

11.13. For the reasons set out in this Transport Statement there is no reason why the proposed development should be refused on grounds of highway capacity or safety, impact on the transport network or sustainability. The provision of new homes at Western Gateway offers an opportunity to enhance this area with no effect on transport and should be supported by the local highway authority.

DATE: March 2016


Appendix A Application red lines

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180840

540400

540420

540440

540460

540480

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180760

180780

180800

180820

180840

TREE CANOP

Y

Speed Bump

Tac

TarmacHeight 0.60m

H 0,7 m

Ticket Machine

Grass

Co

Railings H 0,6m

Co

2.002.00

Tac

CLS

Grill

Grill

BRP

Tac

Grill Grill Grill Grill Grill

TacTacTac

Sub Station

Tarmac

Tarmac

Brick Paving

Tarmac

Tarmac

Brick Paving

Brick Paving

CLS

CLSCLS

CLS

CLS

CLS

CLSCLS

CLS

CLSCLSCLSCLSCLSCLSCLSCLSCLS

CLS CLS CLS CLS CLS CLS CLS CLS

CLSCLS

CLSCLSCLS

CLS

CLS CLS

CLS CLS

CLS CLS CLS

CLSTac

BRP

BRP

BRP

BRP

BRP

BRP

BRPBRP

BRP BRP BRP BRP

BRP BRP

BRP

BRP

BRP

BRP

BRP BRP

BRP BRP

BRP

BRP

BRP BRP

BRP

BRP

BRP

Gully G

rill

Gully G

rill

Gully G

rill

Grass

Concrete Concrete

Wall Height 0.55m

Wall Height 0.55m Wall Height 0.55m

Wall Height 0.55m

Tarmac

W E S T E R N G A T E W A Y



Westgate Apartments

Brick Paving

Railings H 1.05m

Brick Paving

Service Void(Soft Spot)


Structural Upstands

Structural Upstands

Structural Upstands

Structural Upstands

5.15

2.80

1.94

5.28

5.43

6.70

540465.645180772.7425.802

540412.667

180737.725

4.885

540374.718180771.547

6.715

540437.123180775.153

5.212

540458.314180791.732

5.568

540361.526180790.369

3.680

540386.909180783.459

5.349

540384.305180765.360

5.317

540453.946180795.241

2.052

MSL3

MSL8

MSL11-1

MSL2-1MSL1-1

MSL11-2

MSL11

MSL11-3

MSL12

838.5 m²

APPLICATION 1APPLICATION 2

1363.9 m²

131.9 m²

APPLIC

ATIO

N 3

Notes:1. Do not scale2. Contractor to Check all dimensions and report omissions and errors to the

Architect3. EPR Architects accepts no liability for use of this drawing by parties other

than the party for whom it was prepared or for purposes other than those forwhich it was prepared.

4. This drawing is issued in dwg/dgn format as an uncontrolled version toenable the recipient to prepare their own documents/drawings/models forwhich they are solely responsible. This drawing is based on projectinformation current at the time of issue. EPR Architects Limited accepts noliability for any alterations or additions to or discrepancies arising out of anychange to such project information that occurs to the information after it isissued by EPR Architects Limited.

5. This drawing does not contain shared coordinates and is not issued forcoordination purposes.

N

30 MillbankLondon SW1P 4DU

+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North

RevProject No

-

Zone Level Type

- - - - -

Role

A

Originator

EPR

Number

17/03/2016 18:57:07C:\Revit2015\10294-EPR-00-XX-M3-A-Central_TP_olga.metzner.rvt

1 : 500 @ A3

3

WE5BWestern Gateway

Applications 1, 2, 3

11/03/16Town Planning

10294 00 XX 0110TP

0 5 10 15 20 25 50m

These areas relate to the anticipated areas of the building at the currentstate of the design. The areas have been calculated as [NIA, GIA or GEA]in accordance with the RICS Code of Measuring Practice, 6th Edition. Anydecisions to be made on the basis of these predictions, whether as toproject viability, pre-letting, lease agreements or otherwise, should includedue allowance for the increases and decreases inherent in the designdevelopment and construction processes.

No. Revision Date Initial Chk'd

1 Applications - Issued to MA 160311 SN

2 Town Planning Drawings Issued forMA/ME Review

160316 SN

3 Issue for Town Planning 160318 OM AS

180760

180780

180800

180820

180840

540400

540420

540440

540460

540480

180740

180760

180780

180800

180820

180840

TREE CANOP

Y

Speed Bump

Tac

TarmacHeight 0.60m

H 0,7 m

Ticket Machine

Grass

Co

Railings H 0,6m

Co

2.002.00

Tac

CLS

Grill

Grill

BRP

Tac

Grill Grill Grill Grill Grill

TacTacTac

Sub Station

Tarmac

Tarmac

Brick Paving

Tarmac

Tarmac

Brick Paving

Brick Paving

CLS

CLSCLS

CLS

CLS

CLS

CLSCLS

CLS

CLSCLSCLSCLSCLSCLSCLSCLSCLS

CLS CLS CLS CLS CLS CLS CLS CLS

CLSCLS

CLSCLSCLS

CLS

CLS CLS

CLS CLS

CLS CLS CLS

CLSTac

BRP

BRP

BRP

BRP

BRP

BRP

BRPBRP

BRP BRP BRP BRP

BRP BRP

BRP

BRP

BRP

BRP

BRP BRP

BRP BRP

BRP

BRP

BRP BRP

BRP

BRP

BRP

Gully G

rill

Gully G

rill

Gully G

rill

Grass

Concrete Concrete

Wall Height 0.55m

Wall Height 0.55m Wall Height 0.55m

Wall Height 0.55m

Tarmac




Westgate Apartments

Brick Paving

Railings H 1.05m

Brick Paving



Structural Upstands

Structural Upstands

Structural Upstands

Structural Upstands

5.15

2.80

1.94

5.28

5.43

6.70

540465.645180772.7425.802

540412.667

180737.725

4.885

540374.718180771.547

6.715

540437.123180775.153

5.212

540458.314180791.732

5.568

540361.526180790.369

3.680

540386.909180783.459

5.349

540384.305180765.360

5.317

540453.946180795.241

2.052

MSL3

MSL8

MSL11-1

MSL2-1MSL1-1

MSL11-2

MSL11

MSL11-3

MSL12

838.5 m²

1363.9 m²

131.9 m²

APPLICATION 1

APPLICATION 2

APPLIC

ATIO

N 3






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North

RevProject No

-

Zone Level Type

- - - - -

Role

A

Originator

EPR

Number


1 : 500 @ A3

3

WE5BWestern Gateway

Applications 1, 2, 3


10294 00 XX 0111TP

0 5 10 15 20 25 50m

These areas relate to the anticipated areas of the building at the currentstate of the design. The areas have been calculated as [NIA, GIA or GEA]in accordance with the RICS Code of Measuring Practice, 6th Edition. Anydecisions to be made on the basis of these predictions, whether as toproject viability, pre-letting, lease agreements or otherwise, should includedue allowance for the increases and decreases inherent in the designdevelopment and construction processes.


1 Applications - Issued to MA 160311 SN


160316 SN


DATE: March 2016


Appendix B Architects’ drawings

180760

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540440

TREE CANOPY

Drainage Pipe

Drainage Pipe

Drainage Pipe

MHSQ

LSLS

LS

LS

IC

GY

GY

GY

GY

GY

GY

GYGY

GATE

GATE

540437.123180775.153

5.212

540458.314180791.732

5.568

540386.909180783.459

5.349

540384.305180765.360

5.317

180795.2412.052

MSL11-1

MSL2-1

MSL11-2

MSL11-3

B

B

SITE WE5B

StructuralUpstands

Tarmac


Western Gateway

Car Park

Westgate Apartments


Architect3. EPR Architects accepts no liability for use of this drawing by parties other than

the party for whom it was prepared or for purposes other than those for which itwas prepared.

4. This drawing is issued in dwg/dgn format as an uncontrolled version toenable the recipient to prepare their own documents/drawings/models forwhich they are solely responsible. This drawing is based on project informationcurrent at the time of issue. EPR Architects Limited accepts no liability for anyalterations or additions to or discrepancies arising out of any change to suchproject information that occurs to the information after it is issued by EPRArchitects Limited.


N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North

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EPR-

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-

Level

-

Type

-

Role Number

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1 : 100 @ A1

2

WE5BWestern Gateway

Existing Ground Floor


10294 00 GF 0216TP

0 1 2 3 4 5 10m


1 Town Planning Drawings Issued for MA/MEReview

160316 SN


Resi. Entrance

CommercialEntrance

Western Gateway

Westgate Apartments

Retail/Commercial

Plant

Bicycle Store

Bulky Waste Store

Refuse & Recycle Store

Residential Entrance Lobby

Plant

Store

W

ER1

ER3

SM

M

SP

ER2

Resi BOH(18 x 1100l Eurobins - 18 REQ)

12 Bikes

Double-Stacker

(153 Cycles - 153 REQ)(26 Josta TriplePark)

12 Bikes

Double-Stacker

8 Bikes

Double-Stacker

12 Bikes

Double-Stacker

24 BikesJosta TripplePark

Wall-Mounted

Wall-Mounted

Wall-Mounted

Wall-Mounted

Wall-Mounted

BOH Commercial(5 Cycles andRefuse Store)

8 BikesDouble-Stacker

8 Bikes

Double-Stacker


8 Bikes

Double-Stacker

2 Bikes (DS)2 Bikes (DS)2 Bikes (DS)

8 Bikes

Double-Stacker


2 Bikes (DS)

2 Bikes (DS)

12 Bikes

Double-Stacker

12 Bikes

Double-Stacker

Wall-M

ounted

2 Bikes

(DS)

1 Bike

Existing alignm

ent of W

estern Gateway road

Proposed realignm

ent of W

estern Gateway road

2 Bikes (DS)

2 Bikes (DS)

Existing Commercial Unitat Ground Floor of

Westgate Apartments

Car Park

Bicycle Store






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


1 : 100 @ A1

3

WE5BWestern Gateway

Proposed Ground Floor


10294 00 GF 0201TP

0 1 2 3 4 5 10m


1 Town Planning Drawings Issued to MA for LegalReview

160311 OM


160316 SN


2.00

1.97

1.98

1.98

1.98

1.98

2.00

1.992.00

2.00

1.99

1.99 1.991.99

1.992.00

1.991.99

2.002.00

2.002.00

1.99

2.00

1.98

1.98

1.99

1.99

1.99

2.001.98

2.00

1.992.01

2.00

2.00

2.01 2.01

2.01

2.01

2.012.012.01

2.01

2.012.002.001.99

2.00 2.00

1.99

2.00

1.99

2.01

2.00

1.99

2.00

2.00

2.00

2.00

2.00

1.99

2.00 2.01

1.98

1.99

1.99

1.99

1.99

1.99 1.99

2.00

2.00

2.002.00

2.00

2.00

2.01

2.00 2.00

2.00 2.00

2.00

2.00 2.002.00

2.00

1.981.99

1.98

1.971.98

1.98

1.981.981.98

1.99

50Std

48Std

47Std

35Std

34Std

33Std

32Std

79Std

78Std

76Std

80Std

81Std

83Std

82Std

84Std

85Std

86Std

87Std88

Std

36Std

31Std

37Std

30Std

102Accessible

29Std

28Std

27Std

26Std

25Std

103Accessible

104Accessible

105Accessible

51Std

46Std

52Std

45Std

53Std

44Std

54Std

43Std

42Std

M4Motorcycle

M5Motorcycle

EXISTINGSUB-STATION

Cold Water Tank + Pump Room

Comms Room

Wet Riser Plant and Tank Room

Coffley Secondary Supply Room

Boundary Line

Residential Circulation

Line of Building Footprint A

bove

89Std90

Std

15Std

14Std

16Std

17Std

18Std

19Std

20Std

21Std

22Std

23Std

24Std

13Std

77Std

1MA

2MA

3MA

9MA - Accessible

4MA

5MA

6MA

7MA

8MA

11MA

10MA

12MA

56Std

3MC

2MC

1MC

M7Motorcycle

M6Motorcycle

55Std

WG Pumps and Tanks

Essential Services LV Switch Room

LV Switch Room

49Std

Existing Columns

Existing Walls

Proposed Structure

Accessible Space






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


3

WE5BWestern Gateway

Proposed Lower Ground

11/03/161 : 100 @ A1Town Planning

10294 00 LG 0200TP

0 1 2 3 4 5 10m



160311 OM


160316 SN


1700x1100mmWheelchair

Charging and

Storage Area

1500x3000mm Kitchen

Activity Space

Worktop Lenght 6130mm

1500x1800mmInternal Approach

Space

TurningCircle

1500mm Ø

1200x1200mm

1200x1200mm

TurningCircle

1500mm Ø

1200x1700mm

Approach Space

1500x1500m

mExternal

Approach Space

13.5 sqmPrincipalBedroom

Balcony

Balcony

Balcony

Balcony

Balcony

Balcony

Balcony

T 1B(2P)_1

T 2B(4P)_1

T 1B(2P)_2

T 1B(2P)_3

T 2B(4P)_2

T WA 1B(2P)_4

TS 1B(1P)_1

W

ER1

ER3

SM

M

SP

ER2

Western Gateway

Car Park

Westgate Apartments






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


1 : 100 @ A1

3

WE5BWestern Gateway

Proposed 01 Floor


10294 00 01 0202TP

0 1 2 3 4 5 10m



160311 OM


160316 SN


2

0500

1

0500

1

0501






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


1 : 500 @ A1

3

WE5BWestern Gateway

Site Plan - Proposed


10294 00 XX 0104TP

0 5 10 15 20 25 50m

Seagull Lane

Westgate Apartments

Western Gateway

Western Gateway

Western Gateway

Multi-Storey Car Park Car Park

DHN CHP

Warehouse W

Warehouse K

Busy Bees Nursery

Crowne Plaze Hotel

The OxygenApartments

Royal VictoriaDocks

Royal VictoriaSquare

Ibis Hotel

Balaeric Apartments

Baltic Apartments

Coral Apartments Captial East ApartmentsAegean Apartments



160311 OM


160316 SN


WESTERN GATEWAY

WESTERN GATEWAY

WESTGATE APARTMENTS

MULTI-STOREY CARPARK

COACH PARKING SITE

DHN CHP

APPLICATION 1

APPLICATION 2

APPLIC

ATIO

N 3






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North

RevProject No

-

Zone Level Type

- - - - -

Role

A

Originator

EPR

Number


1 : 500 @ A3

2

WE5BWestern Gateway

Proposed Site Plan in Context ofApplications 1 and 3


10294 00 GF 0218TPNo. Revision Date Initial Chk'd


160316 SN

2 Issue for Town Planning 160318 OM AS0 5 10 15 20 25 50m

DATE: March 2016


Appendix C Proposed footway widening

180760

180780

180800

180820

540440

180740

180780

SBOX

BEAM

BEAM

BEAM

BEAM

VEVE

VE VEVE

VE VE VEVE

TREE CANOPY

SIGN

RS

RS

POLEPOLE POLE

POLE POLEPOLE POLE

Drainage Pipe

Drainage Pipe

Drainage P

ipe

MHSQ

MHSQMHSQ

MHSQ

MHSQ

MHSQ

LS

LS

LSLS

LS

LS

LS

LSLS LS

IC

ICT

IC ICT

GYGYGYGY

GY GY GY GY

GY

GY

GYGY

GY

GY

GY

GY

GY

GY

GY

GYGY

GY

GY

GYGYGY

GYGY

GYGYGYGY

GATE

GATE

540465.645180772.7425.802

540412.667

180737.725

4.885

540343.335

180739.075

5.441

540437.123180775.153

5.212

540458.314180791.732

5.568

540361.526180790.369

3.680

540386.909180783.459

5.349

540384.305180765.360

5.317

540453.946180795.241

2.052

MSL3

MSL8

MSL9

MSL11-1

MSL2-1MSL1-1

MSL11-2

MSL11

MSL11-3

MSL12

B

B

B

B

BIN

BARRIER

ARMCO

ARMCO

BARRIERARMCO

WES

TERN

GAT

EWAY

WESTERN GATEWAY

WESTGATE APARTMENTS

SITE WE5B

COACHPARKING

SITE

DHN CHP

Structural Upstands

Sub-Station

Tarmac

Tarmac







N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


1 : 200 @ A1

2

WE5BWestern Gateway

Existing Footway Plan


10294 00 XX 0222TP

0 1 2 3 4 5 10m



160316 SN


WESTERN GATEWAY

WESTGATE APARTMENTS

SITE 1 -PROPOSEDBUILDING

MULTI-STOREY CARPARK

DHN CHP

WESTERN GATEWAY

WESTERN GATEWAY

WESTGATE APARTMENTS

COACHPARKINGSITE

DHN CHP

Existing alignment of Western Gateway road

Proposed realignment of Western Gateway road






N


+44 (0) 20 7932 7600www.epr.co.uk

Keyplan North


EPR-

Zone

-

Level

-

Type

-

Role Number

A- -


1 : 200 @ A1

2

WE5BWestern Gateway

Proposed Footway Plan


10294 00 XX 0223TP

0 1 2 3 4 5 10m

Please refer to drawing by ENTRANSK 01



160316 SN


DATE: March 2016


Appendix D Car Club proposal

Western Gateway 1

London Borough of Newham

Entran

Proposal: March 2016

Adam Williams DD: 0203 004 7860

UK Property Developments [email protected]

mailto:[email protected]

Western Gateway 1 / London Borough of Newham

Melbury House - 51 Wimbledon Hill Road London SW19 7QW phone 0333 240 9000 | fax 0207 681 3233

2

Zipcar & Property Developments

Zipcar works with an ever increasing number of Property Developers, Transport Consultants and

Housing Associations across the UK to:

Increase the likelihood of gaining planning permission on a site.

Addressing specific Section 106 or Travel Plan requirements.

Reducing the need to provide costly private parking.

Act as a useful marketing tool to help sell properties with a limited parking provision.

Working with Zipcar – 5 Simple Steps

What is Zipcar?

Zipcar is a pay-as-you-go car club designed to provide members with access to cars and vans as quickly and conveniently as possible with the least amount of hassle. Our team is passionate about bringing this innovative concept to every urban street as a simpler, more efficient, more sustainable way to use a car.

2010

Zipcar merged with Streetcar and is the World’s largest car-sharing club

Over 900,000 members worldwide

6 UK cities London, Bristol, Cambridge, Oxford,

Glasgow & Edinburgh

London is the largest UK network with 1,500 bays; 5 times more

locations than Starbucks!

Zipcar users are ABC1 adults aged between 25-44 yrs old.

71% use Zipcar for leisure/spontaneous & activities.

Zipcar users are urban-dwellers that like to explore the city & jump at the chance to engage with nature and the outdoors.

Members use Zipcar as an alternative to the costs and hassles of owning or hiring a car.

DEVELOPER ZIPCAR



3

A Sustainable Transport Solution

A large proportion of your future residents may have a private vehicle, but may not really need one.

They may commute to work using public transport and just have a car for occasional use. A

relationship with the world’s largest car sharing club would definitely assist in reducing the carbon

footprint of your residents, provide a convenient and easily-used service, and save them a substantial

amount of money.

Every Zipcar takes an average of 20 privately owned cars off the roads of the UK, because members often sell (or don't replace) a car when they join.

Zipcar is a service that benefits the whole community. We have found that car club members choose

to drive a car less after joining Zipcar; the average car club member only actually clocks up between

403 and 414 miles a year which is significantly less than private vehicle owners. This is because they

both make better use of public transport and think much harder about their transport options

according to what they need to achieve and the cost associated with that decision.

Not only this but car club vehicles are typically between 10% and 33% more efficient in terms of

carbon dioxide emissions per KM travelled, in comparison to the average car, because operators

chose new and fuel efficient models.

Using Zipcar

The Zipcar process has been designed to provide simplicity and little administration – there are no

depots or deposits involved (headaches typically found with regular car hire). Once the person has

become a member there is no further form filling required to hire a vehicle anywhere in the world.



4

Development Viability

Zipcar has been operating in the borough of Newham since 2005 and is now working in partnership with the council to provide car clubs on-street to residents. We currently have 24 vehicles in the borough and over 2,000 members. The cars are performing well, being used approximately 8-10 hours a day.

In our opinion a car club would work well at major regeneration development site in this area given support from the developer in the early phases of the development. Synergy with public transport links is a key contributor to good car club performance. This makes it likely that the residents of this development will not need a car for work – essential to the success of the scheme.

The low parking on site should ultimately ensure good uptake of the car club. We normally rely on a parking ratio of less than 0.7 to guarantee car club success.

A developer funded marketing package will help ensure demand for the car on site; the more we are able to incentivise people to try the service, the more people will use it and consequently the time taken to reach commercial viability will be minimised. We anticipate 2 car club vehicles should be required. If possible Zipcar would prefer the car club vehicles to be situated in dedicated bays in an accessible location – either privately off-street, or in conjunction with the Local Authority on-street (any Traffic Management Order costs associated with an on-street bay need to be met by the developer). This enables local residents to access the service easily whilst still providing a convenient option for the residents of the development.

Wherever possible the car club location must not be underground as phone signal is required to operate the service.

Existing Network



5

Western Gateway 1 – Car Club Proposal

The property developer would fund a Zipcar welcome pack for each residential unit (100 units

detailed) that entitles the occupier to 3 years free Zipcar membership and £25 driving credit. In

exchange Zipcar would commit to a contractual obligation to run the car club operation at the

development for a minimum of 3 years and match the developer’s contribution of £25 driving credit

per membership.

Zipcar will provide 1 year’s free business account (usually £119) for any commercial entity operating

from or in conjunction with the site at no further cost to the developer.

Marketing Proposal

A free membership to Zipcar is an excellent marketing tool to utilise with prospective buyers who,

due to low parking ratios and parking restrictions, are unable to have their own vehicle on site. We

would market the free memberships as a benefit paid for by the developer that provides residents

with a cheaper, greener more convenient alternative to private car ownership. In this way Zipcar

adds real value to the development and is an excellent solution to the recurring problem of

prospective residents not being able to have their own vehicle on site due to a lack of space.

Zipcar would promote its service to the residents of the development through a number of ways.

Bespoke marketing material: This would outline the offers your residents are entitled to. We find

that this is crucial in generating early interest in the scheme; these would be part of each residents

welcome pack. Additionally we would recommend that a mail shot is sent at a later date reminding

residents of the service.

Advertising within the development: Zipcar would advertise within the development itself through

posters and leaflets in communal areas.

Launch day event: Our promotions team are very experienced and have a number of fun and exciting

ways to inform residents of the fantastic deal that the developer has secured for them. Techniques

used by our promotions team include inflatable cars, vehicles with video games in the back, balloons,

banners and laptops that allow our team to show new members how the service works and assist in

helping them sign up.

This approach would have the most impact if conducted when any new vehicles were implemented

on a site, or at any open days or community events within the development.



6

The Zipcar Fleet

Zipcar has a vehicle type for every occasion. This will ensure that your residents get the best possible

service, and can find a vehicle to suit their needs. Zipcar membership also includes Zipvan

membership – providing our members with convenient access to larger vehicles when required.

Our vehicles are best in class from an emissions perspective. A Zipcar lives in the fleet for a maximum

of eight months, ensuring our members are diving the most modern and efficient fleet in any car club

across the world.

Model Weekday Weekend

Hourly / Daily Hourly / Daily

Toyota Yaris / Ford Fiesta £6 / £54 £7.50 / £65

VW Golf / Ford Focus

Toyota Prius (PHEV)

£7 / £64

£7 / £64

£8.50 /£75

£8.50 /£75

Audi A3 £8 / £74 £9.50 / £85

Ford CMAX (7 Seater) £10 / £94 £11.50 / £105

VW Transporter £10 / £89 £11.50 / £105

Fuel, insurance and 60 free miles per 24 hours are included. Additional miles are 25p per mile (29p for premium

vehicles and vans).

DATE: March 2016


Appendix E Cycle parking details

Intelligente + zukunftsorientierte Lösungen

It uses an innovative and patented gas cylinder mechanism for easy access bike parking. The bike is lifted and positioned on a third level above two levels of classic Josta 2-tier racks.

This third level parking can be integrated with existing 2-tier racks installation, or it can be used on its own without the two lower levels. In addition, the design is independent of the ceiling, room hights or a sloping ground.

It does not require electricity, and has no direct running or maintenance costs.

The Triple Parker is easy and safe to use, and the combined high/low parking positions ensure that the available space is used to a maximum.

is proud to present the new Triple Parker system. This new and innovative product has been specifically designed to provide a space-efficient, secure and economic parking system on three levels.

TripleParker

DATE: March 2016


Appendix F Framework Travel Plan

(separate document)

DATE: March 2016


Appendix G Service vehicle location

DATE: March 2016


Appendix H TRAVL data

TRICS 2013(a)v6.11.2 010413 B15.47 (C) 2013 JMP Consultants Ltd on behalf of the TRICS Consortium Thursday 05/09/13Page 1

OFF-LINE VERSION Entran Ltd Bath Road, Wick Bristol Licence No: 337901

TRIP RATE CALCULATION SELECTION PARAMETERS:

Land Use : 03 - RESIDENTIALCategory : C - FLATS PRIVATELY OWNEDVEHICLES

Selected regions and areas:01 GREATER LONDON

KI KINGSTON 1 daysKN KENSINGTON AND CHELSEA 3 daysWH WANDSWORTH 1 days

02 SOUTH EASTSC SURREY 1 days

This section displays the number of survey days per TRICS® sub-region in the selected set

Filtering Stage 2 selection:

This data displays the chosen trip rate parameter and its selected range. Only sites that fall within the parameter rangeare included in the trip rate calculation.

Parameter: Number of dwellingsActual Range: 16 to 294 (units: )Range Selected by User: 6 to 372 (units: )

Public Transport Provision:Selection by: Include all surveys

Date Range: 01/01/05 to 11/05/12

This data displays the range of survey dates selected. Only surveys that were conducted within this date range areincluded in the trip rate calculation.

Selected survey days:Monday 2 daysTuesday 1 daysWednesday 1 daysThursday 1 daysFriday 1 days

This data displays the number of selected surveys by day of the week.

Selected survey types:Manual count 6 daysDirectional ATC Count 0 days

This data displays the number of manual classified surveys and the number of unclassified ATC surveys, the total addingup to the overall number of surveys in the selected set. Manual surveys are undertaken using staff, whilst ATC surveysare undertaking using machines.

Selected Locations:Edge of Town Centre 6

This data displays the number of surveys per main location category within the selected set. The main location categoriesconsist of Free Standing, Edge of Town, Suburban Area, Neighbourhood Centre, Edge of Town Centre, Town Centre andNot Known.

Selected Location Sub Categories:Residential Zone 5No Sub Category 1

This data displays the number of surveys per location sub-category within the selected set. The location sub-categoriesconsist of Commercial Zone, Industrial Zone, Development Zone, Residential Zone, Retail Zone, Built-Up Zone, Village,Out of Town, High Street and No Sub Category.



Filtering Stage 3 selection:

Use Class: C 1 1 days C 3 5 days

This data displays the number of surveys per Use Class classification within the selected set. The Use Classes Order 2005has been used for this purpose, which can be found within the Library module of TRICS®.

Population within 1 mile:5,001 to 10,000 1 days10,001 to 15,000 1 days15,001 to 20,000 1 days25,001 to 50,000 1 days50,001 to 100,000 1 days101,000 or More 1 days

This data displays the number of selected surveys within stated 1-mile radii of population.

Population within 5 miles:125,001 to 250,000 1 days250,001 to 500,000 2 days500,001 or More 3 days

This data displays the number of selected surveys within stated 5-mile radii of population.

Car ownership within 5 miles:0.6 to 1.0 4 days1.1 to 1.5 2 days

This data displays the number of selected surveys within stated ranges of average cars owned per residential dwelling,within a radius of 5-miles of selected survey sites.

Travel Plan:No 6 days

This data displays the number of surveys within the selected set that were undertaken at sites with Travel Plans in place,and the number of surveys that were undertaken at sites without Travel Plans.



LIST OF SITES relevant to selection parameters

1 KI-03-C-02 BLOCK OF FLATS KINGSTONSOPWITH WAY

KINGSTON UPON THAMESEdge of Town CentreNo Sub CategoryTotal Number of dwellings: 1 3 2

Survey date: MONDAY 14/06/10 Survey Type: MANUAL2 KN-03-C-01 BLOCKS OF FLATS KENSINGTON AND CHELSEA

UXBRIDGE STREET

NOTTING HILLEdge of Town CentreResidential ZoneTotal Number of dwellings: 1 6

Survey date: THURSDAY 15/10/09 Survey Type: MANUAL3 KN-03-C-02 BLOCK OF FLATS KENSINGTON AND CHELSEA

BECKFORD CLOSE

SOUTH KENSINGTONEdge of Town CentreResidential ZoneTotal Number of dwellings: 2 9 4

Survey date: TUESDAY 15/06/10 Survey Type: MANUAL4 KN-03-C-03 BLOCK OF FLATS KENSINGTON AND CHELSEA

ALLEN STREET

KENSINGTONEdge of Town CentreResidential ZoneTotal Number of dwellings: 7 2

Survey date: FRIDAY 11/05/12 Survey Type: MANUAL5 SC-03-C-01 FLATS SURREY

HEATHCOTE ROAD

CAMBERLEYEdge of Town CentreResidential ZoneTotal Number of dwellings: 1 4 0

Survey date: MONDAY 21/07/08 Survey Type: MANUAL6 WH-03-C-01 BLOCKS OF FLATS WANDSWORTH

AMIES STREET

CLAPHAM JUNCTIONEdge of Town CentreResidential ZoneTotal Number of dwellings: 3 0

Survey date: WEDNESDAY 09/05/12 Survey Type: MANUAL

This section provides a list of all survey sites and days in the selected set. For each individual survey site, it displays aunique site reference code and site address, the selected trip rate calculation parameter and its value, the day of theweek and date of each survey, and whether the survey was a manual classified count or an ATC count.

MANUALLY DESELECTED SITES

Site Ref Reason for DeselectionCH-03-C-01 londDC-03-C-01 londFS-03-C-01 londKD-03-C-01 londWM-03-C-03 londWT-03-C-01 londWY-03-C-02 lond



TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNEDVEHICLESCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period

ARRIVALS DEPARTURES TOTALSNo. Ave. Trip No. Ave. Trip No. Ave. Trip

Time Range Days DWELLS Rate Days DWELLS Rate Days DWELLS Rate00:00 - 01:0001:00 - 02:0002:00 - 03:0003:00 - 04:0004:00 - 05:0005:00 - 06:0006:00 - 07:00

6 114 0.015 6 114 0.121 6 114 0.13607:00 - 08:006 114 0.061 6 114 0.189 6 114 0.25008:00 - 09:006 114 0.063 6 114 0.072 6 114 0.13509:00 - 10:006 114 0.034 6 114 0.041 6 114 0.07510:00 - 11:006 114 0.050 6 114 0.041 6 114 0.09111:00 - 12:006 114 0.041 6 114 0.051 6 114 0.09212:00 - 13:006 114 0.041 6 114 0.042 6 114 0.08313:00 - 14:006 114 0.044 6 114 0.061 6 114 0.10514:00 - 15:006 114 0.092 6 114 0.054 6 114 0.14615:00 - 16:006 114 0.075 6 114 0.051 6 114 0.12616:00 - 17:006 114 0.123 6 114 0.060 6 114 0.18317:00 - 18:006 114 0.115 6 114 0.082 6 114 0.19718:00 - 19:001 294 0.071 1 294 0.058 1 294 0.12919:00 - 20:001 294 0.054 1 294 0.034 1 294 0.08820:00 - 21:00

21:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 0.879 0.957 1.836

This section displays the trip rate results based on the selected set of surveys and the selected count type (shown justabove the table). It is split by three main columns, representing arrivals trips, departures trips, and total trips (arrivalsplus departures). Within each of these main columns are three sub-columns. These display the number of survey dayswhere count data is included (per time period), the average value of the selected trip rate calculation parameter (per timeperiod), and the trip rate result (per time period). Total trip rates (the sum of the column) are also displayed at the footof the table.

To obtain a trip rate, the average (mean) trip rate parameter value (TRP) is first calculated for all selected survey daysthat have count data available for the stated time period. The average (mean) number of arrivals, departures or totals(whichever applies) is also calculated (COUNT) for all selected survey days that have count data available for the statedtime period. Then, the average count is divided by the average trip rate parameter value, and multiplied by the statedcalculation factor (shown just above the table and abbreviated here as FACT). So, the method is: COUNT/TRP*FACT. Triprates are then rounded to 3 decimal places.

Parameter summary

Trip rate parameter range selected: 16 - 294 (units: )Survey date date range: 01/01/05 - 11/05/12Number of weekdays (Monday-Friday): 6Number of Saturdays: 0Number of Sundays: 0Surveys manually removed from selection: 7

This section displays a quick summary of some of the data filtering selections made by the TRICS® user. The trip ratecalculation parameter range of all selected surveys is displayed first, followed by the range of minimum and maximumsurvey dates selected by the user. Then, the total number of selected weekdays and weekend days in the selected set ofsurveys are show. Finally, the number of survey days that have been manually removed from the selected set outside ofthe standard filtering procedure are displayed.

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cenc

e N

o: 3

3790

1

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 6

OFF

-LIN

E V

ERSI

ON

Entr

an L

td

Bat

h Ro

ad, W

ick

B

risto

lLi

cenc

e N

o: 3

3790

1

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 7

OFF

-LIN

E V

ERSI

ON

Entr

an L

td

Bat

h Ro

ad, W

ick

B

risto

lLi

cenc

e N

o: 3

3790

1

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.



TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNEDTAXISCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period



6 114 0.001 6 114 0.001 6 114 0.00207:00 - 08:006 114 0.010 6 114 0.010 6 114 0.02008:00 - 09:006 114 0.006 6 114 0.006 6 114 0.01209:00 - 10:006 114 0.001 6 114 0.001 6 114 0.00210:00 - 11:006 114 0.003 6 114 0.003 6 114 0.00611:00 - 12:006 114 0.000 6 114 0.000 6 114 0.00012:00 - 13:006 114 0.000 6 114 0.000 6 114 0.00013:00 - 14:006 114 0.003 6 114 0.001 6 114 0.00414:00 - 15:006 114 0.004 6 114 0.006 6 114 0.01015:00 - 16:006 114 0.004 6 114 0.004 6 114 0.00816:00 - 17:006 114 0.003 6 114 0.003 6 114 0.00617:00 - 18:006 114 0.004 6 114 0.004 6 114 0.00818:00 - 19:001 294 0.007 1 294 0.007 1 294 0.01419:00 - 20:001 294 0.010 1 294 0.010 1 294 0.02020:00 - 21:00

21:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 0.056 0.056 0.112



Parameter summary



TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 9

OFF

-LIN

E V

ERSI

ON

Entr

an L

td

Bat

h Ro

ad, W

ick

B

risto

lLi

cenc

e N

o: 3

3790

1

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

0O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

1O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.



TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNEDOGVSCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period



6 114 0.001 6 114 0.001 6 114 0.00207:00 - 08:006 114 0.000 6 114 0.000 6 114 0.00008:00 - 09:006 114 0.000 6 114 0.000 6 114 0.00009:00 - 10:006 114 0.000 6 114 0.000 6 114 0.00010:00 - 11:006 114 0.000 6 114 0.000 6 114 0.00011:00 - 12:006 114 0.000 6 114 0.000 6 114 0.00012:00 - 13:006 114 0.000 6 114 0.000 6 114 0.00013:00 - 14:006 114 0.001 6 114 0.001 6 114 0.00214:00 - 15:006 114 0.000 6 114 0.000 6 114 0.00015:00 - 16:006 114 0.003 6 114 0.003 6 114 0.00616:00 - 17:006 114 0.000 6 114 0.000 6 114 0.00017:00 - 18:006 114 0.000 6 114 0.000 6 114 0.00018:00 - 19:001 294 0.000 1 294 0.000 1 294 0.00019:00 - 20:001 294 0.000 1 294 0.000 1 294 0.00020:00 - 21:00

21:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 0.005 0.005 0.010



Parameter summary



TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

3O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

4O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

5O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.



TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNEDPSVSCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period



6 114 0.000 6 114 0.000 6 114 0.00007:00 - 08:006 114 0.000 6 114 0.000 6 114 0.00008:00 - 09:006 114 0.000 6 114 0.000 6 114 0.00009:00 - 10:006 114 0.000 6 114 0.000 6 114 0.00010:00 - 11:006 114 0.000 6 114 0.000 6 114 0.00011:00 - 12:006 114 0.000 6 114 0.000 6 114 0.00012:00 - 13:006 114 0.000 6 114 0.000 6 114 0.00013:00 - 14:006 114 0.000 6 114 0.000 6 114 0.00014:00 - 15:006 114 0.000 6 114 0.000 6 114 0.00015:00 - 16:006 114 0.000 6 114 0.000 6 114 0.00016:00 - 17:006 114 0.000 6 114 0.000 6 114 0.00017:00 - 18:006 114 0.000 6 114 0.000 6 114 0.00018:00 - 19:001 294 0.000 1 294 0.000 1 294 0.00019:00 - 20:001 294 0.000 1 294 0.000 1 294 0.00020:00 - 21:00

21:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 0.000 0.000 0.000



Parameter summary



TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

7O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

8O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 1

9O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.



TRIP RATE for Land Use 03 - RESIDENTIAL/C - FLATS PRIVATELY OWNEDCYCLISTSCalculation factor: 1 DWELLSBOLD print indicates peak (busiest) period



6 114 0.001 6 114 0.003 6 114 0.00407:00 - 08:006 114 0.000 6 114 0.004 6 114 0.00408:00 - 09:006 114 0.000 6 114 0.003 6 114 0.00309:00 - 10:006 114 0.001 6 114 0.001 6 114 0.00210:00 - 11:006 114 0.001 6 114 0.004 6 114 0.00511:00 - 12:006 114 0.003 6 114 0.001 6 114 0.00412:00 - 13:006 114 0.000 6 114 0.000 6 114 0.00013:00 - 14:006 114 0.000 6 114 0.000 6 114 0.00014:00 - 15:006 114 0.000 6 114 0.001 6 114 0.00115:00 - 16:006 114 0.003 6 114 0.000 6 114 0.00316:00 - 17:006 114 0.004 6 114 0.001 6 114 0.00517:00 - 18:006 114 0.013 6 114 0.007 6 114 0.02018:00 - 19:001 294 0.017 1 294 0.014 1 294 0.03119:00 - 20:001 294 0.007 1 294 0.000 1 294 0.00720:00 - 21:00

21:00 - 22:0022:00 - 23:0023:00 - 24:00

Total Rates: 0.050 0.039 0.089



Parameter summary



TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 2

1O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 2

2O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

TRIC

S 2

013(

a)v6

.11.

201

0413

B15

.47

(C

) 20

13 J

MP

Cons

ulta

nts

Ltd

on b

ehal

f of

the

TRI

CS C

onso

rtiu

mTh

ursd

ay 0

5/09

/13

Pag

e 2

3O

FF-L

INE

VER

SIO

NEn

tran

Ltd

B

ath

Road

, Wic

k

Bris

tol

Lice

nce

No:

337

901

This

gra

ph is

a v

isua

l rep

rese

ntat

ion

of t

he t

rip r

ate

calc

ulat

ion

resu

lts s

cree

n. T

he s

ame

time

perio

ds a

nd t

rip r

ates

are

disp

laye

d, b

ut in

add

ition

the

re is

an

addi

tiona

l col

umn

show

ing

the

perc

enta

ge o

f the

tot

al t

rip r

ate

by in

divi

dual

tim

epe

riod,

allo

win

g pe

ak p

erio

ds t

o be

eas

ily id

entif

ied

thro

ugh

obse

rvat

ion.

Not

e th

at t

he t

ype

of c

ount

and

the

sel

ecte

ddi

rect

ion

is s

how

n at

the

top

of t

he g

raph

.

DATE: March 2016


Documents

TRANSPORT STATEMENTwgproject.mountanvil.com/...transport_assessment.pdf · local transport network including the road network, bus provision, pedestrian and cycle facilities and rail