Project Title - London City Airport [PDF]

proportion of employees travel by car, with 41% of the total in 2013. ...... To meet security requirements there will be

1 downloads 26 Views 44MB Size

Recommend Stories


Airport city
The only limits you see are the ones you impose on yourself. Dr. Wayne Dyer

CITY AIRPORT TIME
Keep your face always toward the sunshine - and shadows will fall behind you. Walt Whitman

Fort Worth International Airport Airport City
Ego says, "Once everything falls into place, I'll feel peace." Spirit says "Find your peace, and then

City of London 33kV
Happiness doesn't result from what we get, but from what we give. Ben Carson

CITY OF LONDON SINFONIA
In the end only three things matter: how much you loved, how gently you lived, and how gracefully you

Westfield White City, London
Those who bring sunshine to the lives of others cannot keep it from themselves. J. M. Barrie

CITY PROJECT
No matter how you feel: Get Up, Dress Up, Show Up, and Never Give Up! Anonymous

City of Newton Newton City-County Airport
Be grateful for whoever comes, because each has been sent as a guide from beyond. Rumi

Project Title
The happiest people don't have the best of everything, they just make the best of everything. Anony

project title
Don't ruin a good today by thinking about a bad yesterday. Let it go. Anonymous

Idea Transcript


CITY AIRPORT DEVELOPMENT PROGRAMME (CADP)

CADP: UPDATE TRANSPORT ASSESSMENT SEPTEMBER 2015

Contents EXECUTIVE SUMMARY ......................................................................................................... 1 Existing Situation ....................................................................................................... 1 Existing Travel Patterns .............................................................................................. 1 Development Proposals ............................................................................................. 2 Policy Context ............................................................................................................ 3 Trip Attraction ........................................................................................................... 3 Impact on Public Transport Networks ......................................................................... 3 Impact on Walking and Cycling Networks ................................................................... 4 Impact on the Road Network ...................................................................................... 4 Conclusion ................................................................................................................. 5 1

INTRODUCTION.......................................................................................................... 6

2

EXISTING SITUATION .................................................................................................. 9 Site Location .............................................................................................................. 9 Surrounding Area ....................................................................................................... 9 Local Road Network ................................................................................................... 9 Car Parking .............................................................................................................. 10 Accident Analysis ..................................................................................................... 11 Albert Road .................................................................................................... 12 Hartmann Road .............................................................................................. 12 Connaught Road ............................................................................................. 12 Parker Street .................................................................................................. 13 Woodman Street ............................................................................................ 13 Thames Road .................................................................................................. 13 Manwood Street............................................................................................. 13 Connaught Bridge ........................................................................................... 13 Summary ........................................................................................................ 13 Accessibility by Non-Car Modes ................................................................................ 13 Walking .......................................................................................................... 14 Cycling............................................................................................................ 14 Taxis............................................................................................................... 14 Private Hire Minicabs ...................................................................................... 15 Buses ............................................................................................................. 15 Docklands Light Railway (DLR)......................................................................... 16

3

EXISTING TRAVEL PATTERNS..................................................................................... 17 Passenger Profile ..................................................................................................... 17 Passenger Mode Split ............................................................................................... 18

4

DEVELOPMENT PROPOSALS ..................................................................................... 21

i

Scheme Elements ..................................................................................................... 21 Planning Application 1 .................................................................................... 21 Planning Application 2 (CADP2) ....................................................................... 22 Phasing .................................................................................................................... 22 Vehicle Access .......................................................................................................... 23 Airport Forecourt ..................................................................................................... 24 Car Pick-Up / Drop-Off .................................................................................... 25 Black Taxis ...................................................................................................... 26 Bus Services.................................................................................................... 28 Car Parking .............................................................................................................. 28 Motorcycle Parking .................................................................................................. 30 Cycle Parking ........................................................................................................... 30 Coach Parking .......................................................................................................... 30 Pedestrians .............................................................................................................. 31 River Services ........................................................................................................... 31 Travel Plan ............................................................................................................... 31 Construction ............................................................................................................ 33 Deliveries and Servicing............................................................................................ 33 5

POLICY CONTEXT ...................................................................................................... 34 National Policy ......................................................................................................... 34 National Planning Policy Framework (NPPF) (March 2012) ............................... 34 National Planning Practice Guidance (NPPG) (March 2014) .............................. 34 Aviation Policy Framework (March 2013) ........................................................ 35 Davies Commission Final Report (July 2015) .................................................... 36 Regional Policy ......................................................................................................... 36 Mayor’s Transport Strategy (May 2010) .......................................................... 36 London Plan (March 2015) .............................................................................. 37 Vision 2020 (June 2013) .................................................................................. 38 Local Policy .............................................................................................................. 38 London Borough of Newham Core Strategy (January 2012) .............................. 38 Summary ................................................................................................................. 39

6

TRIP ATTRACTION .................................................................................................... 40 Background .............................................................................................................. 40 Passenger Numbers.................................................................................................. 41 Annual Passenger Numbers ............................................................................ 41 Daily Profile .................................................................................................... 42 Peak Hours ..................................................................................................... 43 Staff Numbers .......................................................................................................... 46 Hotel ....................................................................................................................... 46 Mode Split ............................................................................................................... 46 Passengers ..................................................................................................... 46 ii

Staff ............................................................................................................... 47 Hotel .............................................................................................................. 48 Multi-Modal Trip Attraction ..................................................................................... 48 Summary ................................................................................................................. 52 7

IMPACT ON PUBLIC TRANSPORT NETWORKS ............................................................ 53 DLR .......................................................................................................................... 53 Study Area...................................................................................................... 53 Assessment Years ........................................................................................... 53 DLR Passenger Forecasts ................................................................................. 53 Airport-Related DLR Passengers ...................................................................... 54 Crowding Factors ............................................................................................ 54 Results ........................................................................................................... 55 Crossrail ................................................................................................................... 60 Buses ....................................................................................................................... 61 River Services ........................................................................................................... 62 Summary ................................................................................................................. 62

8

IMPACT ON WALKING AND CYCLING NETWORKS ...................................................... 63 Walking ................................................................................................................... 63 Cycling ..................................................................................................................... 64 Summary ................................................................................................................. 64

9

IMPACT ON THE ROAD NETWORK............................................................................. 65 Methodology ........................................................................................................... 65 Study Area...................................................................................................... 65 Assessment Years and Periods ........................................................................ 65 Committed Developments .............................................................................. 66 Traffic Growth ................................................................................................ 67 East London River Crossings ..................................................................................... 67 Results ..................................................................................................................... 67 Daily Traffic Flows........................................................................................... 67 Junction Assessment ....................................................................................... 69 Summary ................................................................................................................. 74

10

SUMMARY AND CONCLUSIONS ................................................................................ 76 Summary ................................................................................................................. 76 Conclusion ............................................................................................................... 77

iii

Figures Figure 1 Figure 2 Figure 3 Figure 4

-

Strategic Location Surrounding Area Access Proposals Highway Study Area

-

AM Peak 2014 (DLR numbers) AM Peak 2026 (DLR numbers) AM Peak 2014 (updated numbers) AM Peak 2026 (updated numbers) Passenger Distribution AM Peak Development Passengers 2023 AM Peak Development Passengers 2025 AM Peak Sensitivity Test Development Passengers 2025 AM Peak – Observed 2014 AM Peak – Base 2026 + Development Passengers 2023 AM Peak – Base 2026 + Development Passengers 2025 AM Peak – Base 2026 + Sensitivity Development Passengers 2025 Link Crowding – Base 2014 Link Crowding – Base 2026 + Development Passengers 2023 Link Crowding – Base 2026 + Development Passengers 2025 Link Crowding – Base 2026 + Sensitivity Development Passengers 2025

DLR Figures DLR Figure 1 DLR Figure 2 DLR Figure 3 DLR Figure 4 DLR Figure 5 DLR Figure 6 DLR Figure 7 DLR Figure 8 DLR Figure 9 DLR Figure 10 DLR Figure 11 DLR Figure 12 DLR Figure 13 DLR Figure 14 DLR Figure 15 DLR Figure 16

Traffic Figures Traffic Figure 1 Traffic Figure 2 Traffic Figure 3 Traffic Figure 4 Traffic Figure 5 Traffic Figure 6 Traffic Figure 7 Traffic Figure 8 Traffic Figure 9 Traffic Figure 10 Traffic Figure 11 Traffic Figure 12 Traffic Figure 13 -

2014 Observed Daily Traffic Flows 2023 Base + Without Development Daily Flows 2023 Base + With Development Daily Flows 2025 Base + Without Development Daily Flows 2025 Base + With Development Daily Flows 2014 Observed Traffic Flows: Weekday AM Peak Hour 2014 Observed Traffic Flows: Weekday PM Peak Hour Committed Development Flows: Weekday AM Peak Hour Committed Development Flows: Weekday PM Peak Hour Without Development Passenger Distribution: AM Peak Hour Without Development Passenger Development Distribution: PM Peak Hour Without Development Staff Development Distribution: AM Peak Hour Without Development Staff Development Distribution: PM Peak Hour

iv

Traffic Figure 14 Traffic Figure 15 Traffic Figure 16 Traffic Figure 17 Traffic Figure 18 Traffic Figure 19 Traffic Figure 20 Traffic Figure 21 Traffic Figure 22 Traffic Figure 23 Traffic Figure 24 Traffic Figure 25 Traffic Figure 26 Traffic Figure 27 Traffic Figure 28 Traffic Figure 29 Traffic Figure 30 Traffic Figure 31 Traffic Figure 32 Traffic Figure 33 Traffic Figure 34 Traffic Figure 35 Traffic Figure 36 Traffic Figure 37 Traffic Figure 38 Traffic Figure 39 Traffic Figure 40 Traffic Figure 41 Traffic Figure 42 Traffic Figure 43 Traffic Figure 44 Traffic Figure 45 Traffic Figure 46 Traffic Figure 47 Traffic Figure 48 Traffic Figure 49 Traffic Figure 50 Traffic Figure 51 Traffic Figure 52 Traffic Figure 53 Traffic Figure 54 Traffic Figure 55 -

With Development Passenger Distribution: AM Peak Hour With Development Passenger Development Distribution: PM Peak Hour With Development Staff Development Distribution: AM Peak Hour With Development Staff Development Distribution: PM Peak Hour 2014 Existing LCY Passenger Trips: AM Peak Hour 2014 Existing LCY Passenger Trips: PM Peak Hour 2014 Existing LCY Staff Trips: AM Peak Hour 2014 Existing LCY Staff Trips: PM Peak Hour 2014 Total Existing LCY Trips: AM Peak Hour 2014 Total Existing LCY Trips: PM Peak Hour 2026 Base Traffic Flows (minus existing trips): Weekday AM Peak Hour 2023 Base Traffic Flows (minus existing trips): Weekday PM Peak Hour 2025 Base Traffic Flows (minus existing trips): Weekday AM Peak Hour 2025 Base Traffic Flows (minus existing trips): Weekday PM Peak Hour 2023 Passenger Trips - Without Development: AM Peak Hour 2023 Passenger Trips - Without Development: PM Peak Hour 2025 Passenger Trips - Without Development: AM Peak Hour 2025 Passenger Trips - Without Development: PM Peak Hour 2023 Staff Trips - Without Development: AM Peak Hour 2023 Staff Trips - Without Development: PM Peak Hour 2025 Staff Trips - Without Development: AM Peak Hour 2025 Staff Trips - Without Development: PM Peak Hour 2023 Total Trips - Without Development: AM Peak Hour 2023 Total Trips - Without Development: PM Peak Hour 2025 Total Trips - Without Development: AM Peak Hour 2025 Total Trips - Without Development: PM Peak Hour 2023 Base + Without Development Flows - AM Peak Hour 2023 Base + Without Development Flows - PM Peak Hour 2025 Base + Without Development Flows - AM Peak Hour 2025 Base + Without Development Flows - PM Peak Hour 2023 Passenger Trips - With Development: AM Peak Hour 2023 Passenger Trips - With Development: PM Peak Hour 2025 Passenger Trips - With Development: AM Peak Hour 2025 Passenger Trips - With Development: PM Peak Hour 2025 Passenger Trips - With Development Sensitivity Test: AM Peak Hour 2025 Passenger Trips - With Development Sensitivity Test: PM Peak Hour 2023 Staff Trips - With Development: AM Peak Hour 2023 Staff Trips - With Development: PM Peak Hour 2025 Staff Trips - With Development: AM Peak Hour 2025 Staff Trips - With Development: PM Peak Hour 2023 Total Development Traffic Flows: Weekday AM Peak Hour 2023 Total Development Traffic Flows: Weekday PM Peak Hour v

Traffic Figure 56 Traffic Figure 57 Traffic Figure 58 Traffic Figure 59 Traffic Figure 60 Traffic Figure 61 Traffic Figure 62 Traffic Figure 63 -

2025 Total Development Traffic Flows: Weekday AM Peak Hour 2025 Total Development Traffic Flows: Weekday PM Peak Hour 2023 Base + Development Traffic Flows: Weekday AM Peak Hour 2023 Base + Development Traffic Flows: Weekday PM Peak Hour 2025 Base + Development Traffic Flows: Weekday AM Peak Hour 2025 Base + Development Traffic Flows: Weekday PM Peak Hour 2025 Sensitivity Test Base + Development Traffic Flows: Weekday AM Peak Hour 2025 Sensitivity Test Base + Development Traffic Flows: Weekday PM Peak Hour

Drawings 110116A/A/SK01 – Woolwich Manor Way / Fishguard Way / Hartmann Road Layout 110116A/AT/A01 – Woolwich Manor Way / Fishguard Way / Hartmann Road Layout: Bus Swept ..Paths

Appendices Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Appendix G Appendix H Appendix I Appendix J Appendix K Appendix L Appendix M Appendix N

-

Transport Scoping Report and TfL Response Personal Injury Accident Data Architect’s Scheme Layout Airport Forecourt and Taxi Feeder Park Layout Forecourt Road Safety Audit Car Park Data Travel Plan Delivery and Servicing Plan Trip Attraction PERS Audit Traffic Survey Data Modelling Output Framework Taxi Management Plan Draft Parking Management Plan

vi

EXECUTIVE SUMMARY Vectos is retained by London City Airport to advise on surface access matters in relation to the City Airport Development Programme (CADP) planning applications. Vectos has prepared this Updated Transport Assessment (UTA) to consider the surface access issues associated with the proposed CADP. It should be read alongside the Planning Statement, Need Statement and its Update, the Updated Environmental Statement (UES), in particular Chapter 11 covering Surface Access aspects, and the Design and Access Statement and its Update that accompany the CADP Appeal Proposals. So as to avoid confusion, all replacement or new text in this UTA is shown in blue font to allow the reader to appreciate and follow the updated information more easily.

Existing Situation London City Airport is located between the Royal Albert Dock and King George V (KGV) Dock, adjacent to the Woolwich Reach and Gallions Reach of the River Thames. Vehicle access to the Airport is provided from Hartmann Road, a private road with an eastwest orientation. It forms a signalised junction with the A112 Connaught Road at its western end, which currently functions as the single point of access to the Airport from the wider highway network. At its eastern end, Hartmann Road forms a signalised junction with the A117 Woolwich Manor Way, although this junction is presently closed for access to the Airport.

Existing Travel Patterns In the calendar year 2014 there were 3.65 million passengers passing through the Airport. The average passenger mode split for 2014 shows that DLR comprised the greatest proportion of the mode share at 61%, followed by Private Hire Minicab at 14% and Black Taxi at 10%. Baseline employment data shows that in 2014 there were some 1,830 Full Time Equivalent (FTE) employees who are principally located on-site at the Airport.

CADP – Updated Transport Assessment

1

A full staff travel survey was undertaken in 2013 and this showed that the greatest proportion of employees travel by car, with 41% of the total in 2013. This is followed by bus with 19% and DLR with 18%.

Development Proposals The proposed development project, known as the City Airport Development Programme (CADP), comprises a full planning application to construct new passenger facilities, 7 new aircraft stands and associated infrastructure (CADP1) together with a separate outline planning application for a Hotel (CADP2). Vehicle access will continue to be provided from the junction of Hartmann Road / A1011 Connaught Road. In addition, it is proposed to create a further permanent access and vehicle link to the Airport from the junction with the A117 Woolwich Manor Way / Fishguard Way. A new passenger Forecourt area is proposed to the south and east of the extended Terminal. The Forecourt area has been designed to provide sufficient capacity to accommodate the forecast demand of approximately 6 mppa by 2025. It is proposed to replace the main car parking areas with three passenger car parks, a new staff car park and two new car hire areas. Each of the car parks would be accessed from Hartmann Road. It is proposed to increase the parking provision from 974 spaces to 1,251 spaces, i.e. an increase of 277 spaces or a 28% increase. This compares with passenger numbers which will be increasing by 62% and staff numbers which will be increasing by 60%, compared to 2014 The car parking will also serve a Hotel with up to 260 bedrooms, proposed in CADP2. The Airport’s Travel Plan is being updated. This has been discussed through the Airport Transport Forum. Detailed Travel Plans will be prepared to consider passenger and staff travel in conjunction with CADP and the new Surface Access Strategy. A Construction Logistics Plan, Delivery and Servicing Plan, Car Park Management Plan and Taxi Management Plan will be implemented as likely planning conditions.

CADP – Updated Transport Assessment

2

Policy Context CADP has been considered in the context of national, regional and local transport policies. This includes the National Planning Policy Framework, National Planning Practice Guidance and Aviation Policy Framework at national level, the London Plan and Mayor’s Transport Strategy at regional level and Newham’s Core Strategy at local level. This has demonstrated that CADP accords with the relevant transport policies.

Trip Attraction Passenger numbers are predicted to grow incrementally from 3.65 mppa in 2014 to 6.0 mppa in 2025 With Development compared to 4.8 mppa Without Development. Whilst passenger numbers are not forecast to increase above 6.0 mppa in 2025, a reasonable worst case sensitivity test has been undertaken assuming 6.5 mppa (referred to as the ‘With CADP Higher Passenger Sensitivity Test’. Staff numbers are expected to increase from 1,830 direct employees in 2014 to a maximum of 2,930 employees in 2025 in the Core CADP Scenario.

Impact on Public Transport Networks The assessment of the public transport networks considers DLR, Crossrail and bus services. DLR crowding factors have been calculated for each link in both directions on the Airport route between Canning Town and Woolwich Arsenal. The results show that with CADP in place, planning capacity is not exceeded on any link. The maximum increase in passengers is just 27 passengers per train or 9 per train carriage (since there are three carriages per train). The Stratford to Woolwich Arsenal Branch of the DLR currently operates with two carriages per DLR train. Future plans are to increase the DLR trains to operate with three carriages on this branch, in line with the Bank to Woolwich Arsenal Branch. As part of the CADP proposals, London City Airport has agreed to contribute to costs of two carriages to support this. It is concluded that the additional Airport-related passengers can be accommodated on the Airport branch of the DLR network, and indeed that comfort levels on DLR will improve with the DLR proposals that CADP contribute to. CADP – Updated Transport Assessment

3

Crossrail will have a broadly neutral impact on passenger numbers and the mode split at the Airport.

The Airport benefits from bus services serving the Airport Forecourt and providing connections to a range of local destinations. These facilities will be enhanced and modernised through the CADP.

There are existing bus services giving access to potential future connections to river services.

Impact on Walking and Cycling Networks The proposals enhance the attractiveness of walking and cycling to the Airport, potentially increasing the demand for both modes, particularly for staff. The proposals include additional cycle parking and facilitate an additional cycle route to / from Woolwich Manor Way. An audit of pedestrian routes has demonstrated that for pedestrians the Airport is wellconnected to the surrounding area.

Impact on the Road Network A highway link flow and junction capacity assessment has been undertaken in order to assess the impact on the highway network. The assessment has taken account of the planned and committed development in the vicinity of the Airport. The assessment of the road network shows that the proposals result in a reassignment of traffic on the local highway network, resulting in a reduction in traffic on certain links and an increase on others. It has been demonstrated that the development contributes to a minor increase in traffic flows at each of the junctions assessed; namely the existing Airport access junction of Hartmann Road / Connaught Road, the proposed Airport access junction of Hartmann Road / Woolwich Manor Way / Fishguard Way and the roundabout junction of Connaught Road / Connaught Bridge Road which is in close proximity to the Airport.

CADP – Updated Transport Assessment

4

Conclusion It is concluded that the proposed CADP is appropriate and acceptable in sustainable traffic and transport terms.

CADP – Updated Transport Assessment

5

1

INTRODUCTION

1.1

Vectos is retained by London City Airport (”the Airport”) to advise on surface access matters in relation to the proposed City Airport Development Programme (CADP).

1.2

The CADP chiefly comprises a full application for new passenger facilities and infrastructure that are required to enable the Airport to respond to forecast growth in passenger numbers and accommodate the new generation aircraft which are physically larger, more fuel efficient and quieter than the current fleet. There is a separate but related outline application for a hotel - Application CADP2, (Planning ref. 13/01373/OUT) which received a resolution to grant planning permission from the London Borough of Newham on 3rd February 2015 and is expected to be granted later in 2015.

1.3

Since 2007, there has been continued growth in the size of aircraft using the Airport, which has resulted in changes in the demand for airport infrastructure in the critical morning and early evening peak periods.

1.4

London City Airport is an international Airport primarily serving the business community. After many years of growth at the Airport, the recession contributed to a decline in passenger numbers between 2008 and 2010. Since 2010 annual passenger numbers have begun increasing again and in 2014 approximately 3.65 million passengers per annum (mppa) used the Airport, compared to 3.4 mppa in 2013 and 3.0 mppa in 2012.

1.5

In January 2013, the Department for Transport (DfT) published its latest Aviation Forecasts. In respect of the Airport, the DfT anticipate it reaching 104,000 Air Transport Movements (ATMs) and handling some 4.9 mppa by 2020, rising to 120,000 ATMs and handling some 6.2 mppa by 2030.

1.6

The proposed CADP would enable the Airport to accommodate forecast demand of 6.0 mppa on approximately 108,000 scheduled movements by 2025, compared to 4.8 mppa on approximately 86,000 scheduled movements without the proposed CADP.

1.7

In preparing the planning applications, discussions have been held with key stakeholders including the highway authorities (London Borough of Newham (LBN) and Transport for London (TfL)), DLR and the Cab Rank Committee. A Transport Scoping Report was prepared in December 2012 in advance of a pre-application meeting with representatives from these

CADP – Updated Transport Assessment

6

stakeholders which was held on 19th December 2012. A copy of the Transport Scoping Report along with TfL’s subsequent advice letter of 17th January 2013 is included at Appendix A. Further meetings have subsequently taken place to update the authorities as the scheme design has progressed. 1.8

The proposed CADP has also been the subject of a three stage consultation; between November 2012 to January 2013, March 2013 to April 2013 and November 2014 to January 2015. Further details are provided in the proposed CADP’s Statement of Community Involvement accompanying the planning submission. The main comments in respect of surface access have been considered in the preparation of the proposals.

1.9

In addition, a further meeting was held with DLR on 23rd July 2015. The purpose of this meeting was to discuss the update to the DLR assessment presented within Chapter 7 of the UES. This includes the DLR mode split and the updated DLR baseline forecasts.

1.10

The remainder of this Updated Transport Assessment (UTA) is set out as follows: Section 2 – sets out a description of the existing conditions and transport characteristics of the Airport; Section 3 – describes the existing passenger and staff travel patterns; Section 4 - describes the proposed CADP in detail; Section 5 - describes the relevant transport policy; Section 6 - considers the trip attraction; Section 7 – provides an assessment of effects on the public transport networks including DLR; Section 8 – provides an assessment of effects on the walking and cycling networks; Section 9 – provides an assessment of effects on the highway network; Section 10 – provides a summary and conclusion.

1.11

This UTA should be read alongside the Planning Statement, the Need Statement and its Update, the Updated Environmental Statement (UES), in particular Chapter 11 covering

CADP – Updated Transport Assessment

7

Surface Access aspects, and the Design and Access Statement and its Update that accompany the CADP Appeal Proposals. 1.12

So as to avoid confusion, all replacement or new text in this UTA is shown in blue font to allow the reader to appreciate and follow the updated information more easily.

CADP – Updated Transport Assessment

8

2

EXISTING SITUATION

2.1

This section describes the existing conditions and transport characteristics at the Airport.

Site Location 2.2

London City Airport is located within the London Borough of Newham, between the Royal Albert Dock and King George V (KGV) Dock, adjacent to the Woolwich Reach and Gallions Reach of the River Thames.

2.3

There are two elements to the Airport; firstly the main Airport building and secondly the Jet Centre that serves corporate clients. Vehicle access to the Airport is provided from Hartmann Road, which is accessed from a signalised junction with the A112 Connaught Road.

2.4

Figure 1 shows the strategic location of the Airport and the surrounding transport system.

Surrounding Area 2.5

The surrounding area is comprised of a mix of residential, industrial and commercial uses. There is a significant amount of planned development and regeneration in the vicinity of the Airport.

2.6

The location of the Airport is adjacent to a designated Air Quality Management Area (AQMA). The impact of the increase in flights on both air quality and noise is considered in the CADP UES accompanying the CADP Appeal Proposals.

2.7

Figure 2 shows that location of the Airport in relation to the surrounding area.

Local Road Network 2.8

Vehicle access to the Airport is provided from Hartmann Road, a private road with an eastwest orientation. It forms a signalised junction with the A112 Connaught Road at its western end, which currently functions as the single point of access to the Airport from the wider highway network. At its eastern end, Hartmann Road forms a signalised junction with the A117 Woolwich Manor Way, although this junction is presently closed for access to the Airport.

CADP – Updated Transport Assessment

9

2.9

The A112 Connaught Road has an east-west orientation to the south of the Airport, parallel with Hartmann Road. It continues to the A112 Albert Road, which links with the Woolwich Ferry river crossing via Pier Road.

2.10

The A1020 Royal Albert Way is a two-lane dual carriageway that links the Airport, via the A1020 Connaught Bridge and A112 Connaught Road, to the A406 / A13 intersection, approximately five kilometres north-east of the Airport.

2.11

The main strategic road connections to the Airport are the east-west A13 and the A406 North Circular that connects with the M11 and M25 motorways. The Airport is approximately 1.5 kilometres from the A13 (Prince Regent’s Lane junction), five kilometres from the A406 and 25 kilometres from the M25. In addition, the A102(M) passes beneath the Thames north-south via the Blackwall Tunnel approximately five kilometres from the Airport. This is the nearest road river crossing point to the Airport.

Car Parking 2.12

There are two main car parking areas within the Airport, shared between passengers and staff. The short stay car park is located closest to the terminal building and the main stay car park is adjacent to and to east of the short stay car park.

2.13

Staff parking is available within both the short and main stay car parks. Further staff parking is provided at the western and triangle staff car parks which are both located west of the existing terminal building. Staff are required to apply for and display a parking permit. As of June 2015, 1,693 staff have been issued with parking permits which are free for Airport staff (572 active permits for staff employed directly at the Airport), but charged for third party employees. However a significant proportion of staff with parking permits do not drive to work on a regular basis.

2.14

Both short stay and main stay car parks have a pay at the barrier controlled exit to Hartmann Road. The fee schedule for the two car parks for passengers is shown in Table 2.1.

CADP – Updated Transport Assessment

10

Table 2.1: August 2015 Parking Charges at the Airport Short Stay Car Park

2.15

Main Car Park

Hours

Price

Hours

Price

0 - 0.5

£7.00

0–4

£20.00

0.5 - 1

£12.00

4–8

£30.00

1–2

£15.00

8 – 24

£45.00

2–4

£22.00

2 Days

£90.00

4–8

£34.00

3 Days

£135.00

8 – 12

£48.00

4 Days

£180.00

12 – 24

£55.00

5 Days

£225.00

Additional 24 hours

£55.00

6 Days

£270.00

7 Days

£315.00

8 Days

£350.00

9 Days

£385.00

10 Days

£420.00

11 Days

£455.00

12 Days

£490.00

13 Days

£525.00

14 Days

£560.00

Additional 24 hours

£25.00

The parking charges outlined above in Table 2.1 are applicable to those who drive-up on the day. Discounts are available for those who pre-book parking.

2.16

The short-stay car park has 148 spaces whilst the long-stay car park has 644 spaces. Fifty two spaces are provided in the western staff car park, whilst 10 spaces are provided in the triangle staff car park.

2.17

In addition, 120 parking spaces are allocated to car hire companies. These are located within the Forecourt and in an area adjacent to Hartmann Road.

Accident Analysis 2.18

An analysis of Personal Injury Accident (PIA) data has been undertaken for the period between February 2010 and February 2015. Further details of each accident along with a plan showing the extent of the Study Area is included at Appendix B.

2.19

In summary, over a five year period, a total of thirty-seven accidents occurred within the Study Area. Thirty-two accidents resulted in slight injuries, five accidents caused serious injuries and there were no fatalities. Eight accidents resulted in injuries to pedestrians

CADP – Updated Transport Assessment

11

including one which resulted in serious injuries. Only one accident involving cyclists occurred. A summary of the accidents in the Study Area is shown in Table 2.2. Table 2.2: Summary of Accidents Location

No. of Accidents

Severity Slight

Serious

Fatal

Albert Road

17

14

3

0

Hartmann Road

6

6

0

0

Connaught Road

5

4

1

0

Parker Street

1

0

1

0

Woodman Street

1

1

0

0

Thames Road

1

1

0

0

Manwood Street

1

1

0

0

Connaught Bridge

5

5

0

0

Total

37

32

5

0

Albert Road 2.20

A total of seventeen accidents occurred on Albert Road within the five year study period. Of these, fourteen resulted in slight injuries and three accidents caused serious injuries. The three serious accidents were attributed to driver error. Three accidents resulted in slight injuries to pedestrians.

Hartmann Road 2.21

On Hartmann Road, which provides the main access to the Airport, a total of six accidents occurred during the five year study period, all of which were recorded as slight. Two pedestrians were slightly injured as a result of failing to look properly when crossing the road. The remaining accidents involved vehicles only.

Connaught Road 2.22

There were five accidents on Connaught Road within the 5 year study period. Four of these caused slight injuries while one accident resulted in serious injuries to a driver. The serious accident was attributed to the driver losing control of their vehicle.

CADP – Updated Transport Assessment

12

Parker Street 2.23

One accident was recorded on Parker Street, north of Connaught Road. The accident resulted in serious injuries to a pedestrian who failed to look properly as they crossed the road.

Woodman Street 2.24

One accident was recorded on Woodman Street, north of Albert Road. The accident resulted in slight injuries to a driver who failed to look properly as they turned at the junction with Albert Road.

Thames Road 2.25

There was one accident involving a cyclist on Thames Road when they collided with a vehicle after having entered the road from the pavement. The cyclist suffered slight injuries.

Manwood Street 2.26

During the 5 year study period only one accident was recorded on Manwood Street where a pedestrian collided with a vehicle as they crossed the road (not at a pedestrian crossing). The causation of the accident was due to the pedestrian not looking properly. The pedestrian suffered slight injuries.

Connaught Bridge 2.27

Five slight accidents were reported on Connaught Bridge, all of which involved vehicles. The primary cause of these accidents was driver error.

Summary 2.28

Given the size of the Study Area (as defined in Appendix B) and the nature of the local highway network, the number and severity of accidents is not considered to be excessive, or atypical for this part of London.

Accessibility by Non-Car Modes 2.29

A key factor in determining the suitability of a location for development is its accessibility by non-car modes of transport. This helps to reduce the reliance on the use of the private car as well as promoting the aims of sustainable travel choices.

CADP – Updated Transport Assessment

13

2.30

London City Airport already has the highest proportion of passengers travelling to / from the Airport by public transport compared to any other London Airport. The key features of the Airport’s accessibility by walking, cycling and public transport are discussed further in the following sub-sections.

Walking 2.31

London City Airport is accessible on foot from the surrounding residential and commercial areas. Hartmann Road has a footway on its southern side which connects directly with footways on Connaught Road to the west. There are controlled pedestrian facilities at the traffic signal controlled junction of Connaught Road and Hartmann Road. Pedestrians can also access the Airport from a dedicated pedestrian link between Hartmann Road and Newland Street.

2.32

Because of these facilities local residents and visitors to the area can walk to the Airport in order to access bus services and the DLR.

2.33

A number of staff working at the Airport live locally and walk to work. The most recent staff travel survey undertaken in 2013 showed that 8% of the staff walk to work, compared to 7% in 2011, which was a significant increase in the 2% of staff who walked to work in 2009.

Cycling 2.34

There are 30 covered cycle parking spaces located beneath the DLR adjacent to the motorcycle parking area. This is opposite the main entrance to the Airport Terminal. There are a further 12 cycle parking spaces located within a secure bike store in the short stay car park. Cycle stands are predominantly used by staff.

2.35

Cyclists access the Airport from Hartmann Road.

Taxis 2.36

The current arrangement for black taxis is that on arrival at the Airport with passengers, the taxi will drop passengers at the front of the Airport terminal building within the forecourt. Once the passenger has paid the taxi fare, the vehicle departs from the forecourt and either turns right away from the Airport or turns left and joins the back of the queue in the taxi feeder park that is located further east on Hartmann Road. Taxis are called from the feeder

CADP – Updated Transport Assessment

14

park to the forecourt by a CCTV camera system. There is capacity for approximately 200 queuing at the Airport. 2.37

Currently the forecourt area has no formal vehicle controls in place, with black taxis, private hire minicabs and private cars sharing drop-off areas.

2.38

Taxis perform an important role as a public transport provider by reducing the passenger’s reliance on the private car. They are particularly useful for passengers using the Airport from Central London because they are not restricted to a time table or constrained by fixed routes. Taxis also fulfil a demand that cannot be met by bus, train or tube, especially early in the morning or late at night.

Private Hire Minicabs 2.39

Private hire minicabs use the pick-up / drop-off areas for private vehicles within the Airport forecourt. Should private hire minicabs need to wait for longer periods, they are able to use the short-stay car park.

Buses 2.40

There are three bus stops adjacent to the ‘ready’ hire car parking area outside the Airport terminal building on Hartmann Road and adjacent to the Jet Centre (used by staff, crew and passengers). All buses that visit the site perform a ‘U’ turn around the pick-up / drop-off area. Only single stops are required ensuring that passengers do not have to cross Hartmann Road to access the stops.

2.41

The Airport is served by two London Bus routes, the 473 and the 474.

2.42

The 473 service travels from Stratford – Plaistow – London City Airport – North Woolwich, departing about every 8-12 minutes from the Airport Forecourt in both directions. The service commences from Stratford at 05:04 (06:10 Sunday) with the last bus at 01:15. The first bus from North Woolwich departs at 04:30 (05:40 Sunday) with the last bus at 00: 17.

2.43

The 474 bus operates between Canning Town – London City Airport –Beckton – Manor Park, departing about every 10-13 minutes in both directions from the Airport terminal Forecourt. The service operates over a 24 hour period, 7 days a week.

CADP – Updated Transport Assessment

15

2.44

Bus usage is greatest amongst staff, with the 2013 staff travel survey indicating that 25% of staff travel to / from the Airport by bus.

Docklands Light Railway (DLR) 2.45

The DLR opened in 1987 to serve the first developments in Docklands, with eleven trains and fifteen stations. Since then, the DLR has progressively been extended to Bank, Beckton, Lewisham, Stratford International and Woolwich Arsenal via London City Airport. The DLR London City Airport extension opened in December 2005, with the extension onwards to Woolwich Arsenal completed in 2009. The section between Canning Town and London City Airport is known as ‘the Airport Route.’

2.46

The DLR is extensive and currently comprises a 40 km railway with 45 stations and more than 100 trains. According to Transport for London (TfL), DLR carries 100.5 million passengers annually. DLR is a fully accessible and fully integrated railway - it connects with more than 100 bus routes, five mainline railways, eight Underground lines and coach, taxi and river services.

2.47

DLR operates between 05:30 – 00:46 on Monday to Saturdays and between 07:00 – 23:43 on Sundays.

2.48

Since January 2012 DLR trains on the Bank to Woolwich Arsenal service have been increased from two to three-carriage trains, to help accommodate increasing DLR passenger numbers using the service from Woolwich Arsenal. DLR trains on the Woolwich Arsenal to Stratford service are currently two-carriage trains.

CADP – Updated Transport Assessment

16

3

EXISTING TRAVEL PATTERNS Passenger Profile

3.1

Since 2010 annual passenger numbers have begun increasing again and in 2014 approximately 3.65 million passengers per annum (mppa) used the Airport, compared to 3.4 mppa in 2013 and 3.0 mppa in 2012.

3.2

Chart 3.1 shows how the annual passenger numbers are broken down on a monthly basis between 2006 and 2014. Chart 3.1: 2006 – 2014 Monthly Passenger Numbers 400,000 350,000 300,000 250,000 200,000 150,000 100,000 50,000 0 Jan

3.3

Feb

Mar

Apr

May

Jun

Jul

Aug

2014

2013

2012

2011

2009

2008

2007

2006

Sep

Oct

Nov

Dec

2010

Chart 3.1 shows that passenger numbers follow a fairly consistent pattern of variation across the year, with passenger numbers peaking in June and September / October and lowest during August and December / January.

3.4

Chart 3.2 shows the daily passenger profile of passengers accessing the Airport for a busy day during 2014. This takes into account that on average, passengers arrive 1 hour and 15 minutes prior to their flight departing from the Airport if travelling on a scheduled flight, and 15 minutes if flying from the Jet Centre. When a flight arrives at the Airport it takes on average 15 minutes for passengers to depart from the Airport from both the scheduled flights and Jet Centre. Departures on the chart are those having arrived on a flight and leaving the Airport, whilst Arrivals on the chart are those arriving at the Airport to depart on a flight.

CADP – Updated Transport Assessment

17

Chart 3.2: 2014 Daily Passenger Profile 2,500 2,000 1,500 Arr Dep

1,000

Tot 500

3.5

21:00

20:00

19:00

18:00

17:00

16:00

15:00

14:00

13:00

12:00

11:00

10:00

09:00

08:00

07:00

06:00

0

Chart 3.2 shows that the busiest hours of the day for accessing the Airport are during 07:00 – 08:00 and 18:00 – 19:00. There is a noticeable dip in passengers at the Airport between 10:00 and 16:00 and after 20:00 in the evenings.

3.6

In terms of the types of passengers using London City Airport, a Civil Aviation Authority (CAA) 2014 survey indicates that 52% of passengers are travelling for business purposes, which is substantially higher than the average for the other London airports. The Airport’s own surveys suggest the current proportion of business travel is 61%.

3.7

The Airport also has the highest proportion of foreign resident passengers using it after Heathrow.

Passenger Mode Split 3.8

The Airport, as part of its on-going monitoring programme, undertakes regular passenger surveys. As part of this survey it asks passengers their last mode of transport to the Airport. The results of surveys undertaken between 2011 and 2014 are summarised in Table 3.1, in order to show the change in mode split over time.

CADP – Updated Transport Assessment

18

Table 3.1: Change in Mode Split 2011-2014 - ALL Passengers

3.9

Year

DLR

Black Cab

Minicab

Chauffeur

Private Car

Drop off

Rented Car

Bus

Transfer

Other

2011

51%

14%

17%

4%

3%

5%

1%

1%

2%

2%

2012

55%

14%

16%

3%

2%

4%

1%

1%

4%

2013

59%

12%

15%

2%

4%

3%

1%

1%

3%

2014

61%

10%

14%

2%

6%

3%

1%

3%

Chart 3.3 illustrates the change in mode split over time between 2011 and 2014. Chart 3.3: Change in Mode Split over time 2011 – 2014 70% 60% 50% 40%

2011

30%

2012

20%

2013

10%

2014

0%

3.10

Table 3.1 and Chart 3.3 reveal that the mode share for DLR has increased between 2011 and 2014 from 51% to 61%. The use of Black Cabs / Private Hire Minicabs has decreased slightly and the use of private cars is fairly constant. Bus usage is low at between 0% and 1% whilst transfer passengers (those who arrive on one flight and depart on another without leaving the Airport) varies between 2% and 4%.

3.11

The use of the mode split figures derived from the Airport’s passenger surveys has previously been agreed with DLR, since DLR do not collect this data themselves.

CADP – Updated Transport Assessment

19

Staff Travel Patterns 3.12

A staff travel survey was undertaken in 2013 and this showed that the greatest proportion of employees travel by car, with 41% of the total in 2013. This is followed by bus with 25% and DLR with 24%.

3.13

The latest full staff travel survey, which included information on shift patterns, was undertaken in 2011. This reveals that 74% of staff employed at the Airport work shifts, as opposed to regular office hours. This is demonstrated by the fact that 49% of staff regularly start work before 05:59 and 56% of staff regularly finish work between 21:00 – 24:00. This reduces the proportion of staff travel during peak hours, but limits the choice of modes available for travel to work.

3.14

The greatest proportion of employees directly employed by the Airport who participated in the full survey are employed in Terminal Services with 18% of the total, followed by Ramp Services (ground handling) with 13% of the total.

CADP – Updated Transport Assessment

20

4

DEVELOPMENT PROPOSALS Scheme Elements

4.1

The proposed development project, known as the City Airport Development Programme (CADP), comprises a full planning application to construct new passenger facilities, 7 new aircraft stands and associated infrastructure (CADP1) together with a separate outline planning application for a Hotel (CADP2).

4.2

The Scheme Layout Drawings are provided at Appendix C. This includes the existing Site Plan and proposed Site Plan, and the Dockside layout.

4.3

The proposed description of development is as follows:

Planning Application 1 “LONDON CITY CADP Planning Application 1: Detailed planning permission is being sought for (a) Demolition of existing buildings and structures; (b) Works to provide 4 no. upgraded aircraft stands and 7 new aircraft parking stands; (c) The extension and modification of the existing airfield to include the creation of a taxiline running parallel to the eastern part of the runway and connecting with the existing holding point; (d) The creation of a vehicle access point over King George V dock for emergency vehicle access; (e) Laying out of replacement landside forecourt area to include vehicle circulation, pick up and drop off areas and hard and soft landscaping; (f) The Eastern Extension to the existing terminal building (including alteration works to the existing Terminal Building) to provide reconfigured and additional passenger facilities and circulation areas, landside and airside offices, immigration areas, security areas, landside and airside retail and catering areas, baggage handling facilities, storage and ancillary accommodation; (g) The construction of a 3 storey Passenger Pier to the east of the existing terminal building to serve the proposed passenger parking stands; (h) Erection of a noise barrier at the eastern end of the proposed passenger pier

CADP – Updated Transport Assessment

21

(i) Erection of a temporary noise barrier along part the southern boundary of the site to the north of Woodman Street; (j) Western Extension and alterations to the existing Terminal Building to provide reconfigured additional passenger facilities and circulation areas, security areas, landside and airside offices, landside retail and catering areas and ancillary storage and accommodation; (k) Western Energy Centre, storage, ancillary accommodation and landscaping to the west of the existing Terminal; (l) Temporary facilitation works including the erection of a noise barrier to the south of 3 aircraft stands, a coaching facility and the extension to the baggage area; (m) Works to upgrade Hartmann Road; (n) Landside passenger and staff parking, car hire parking and associated facilities, taxi feeder park and ancillary and related work; (o) Eastern Energy Centre; (p) Dock Source Heat Exchange System and Fish Refugia within King George V Dock; and (q) Ancillary and related works

Planning Application 2 (CADP2) 4.4

At the same time as a planning application for CADP1 was submitted, Outline Planning Permission was also sought for a hotel (Application CADP2, Planning ref. 13/01373/OUT). This received a resolution to grant planning permission from the London Borough of Newham on 3rd February 2015 and planning permission is expected to be granted later in 2015. This application is described as: “Planning Application CADP2: Erection of a Hotel with up to 260 bedrooms, ancillary flexible A1-A4 floorspace at ground floor, meeting/conference facilities together with associated amenity space, landscaping, plant and ancillary works.”

Phasing 4.5

It is anticipated that under the Likely Construction Sequence and Updated Construction Programme the construction of CADP1 would be completed by 2023.

CADP – Updated Transport Assessment

22

4.6

For the purposes of assessment, 2025 represents the optimisation of the CADP infrastructure and associated improvements at the Airport. The two year period after the completion of the proposed CADP physical works allows for a gradual increase in passenger numbers to approximately 6.0 mppa in the ‘With CADP Core Case’.

Vehicle Access 4.7

Vehicle access will continue to be provided from the junction of Hartmann Road / A1011 Connaught Road.

4.8

In addition, it is proposed to create a further permanent access and vehicle link to the Airport from the junction with the A117 Woolwich Manor Way / Fishguard Way. Although not open to public traffic, the link already exists and has previously provided access to the Airport for staff and most recently has provided temporary access during the Olympics. The link is, and will remain, within the Airport’s ownership. It provides a direct connection between the eastern end of Hartmann Road and the signalised junction with the A117 Woolwich Manor Way / Fishguard Way. The proposed link is shown on Figure 3. Detailed drawings showing the specification for the link are included in at Appendix C.

4.9

The existing layout of the junction is shown on Drawing no. 110116A/A/SK01. No changes are proposed to the physical layout of the junction.

4.10

Whilst London Buses have indicated that they do not intend to operate bus services through the junction and along Hartmann Road in the short-term, the swept path analysis for a bus manoeuvring at the junction has been undertaken to show that this could be accommodated in the future. The swept paths are shown on Drawing no. 110116A/AT/A01.

4.11

Provision of the additional access improves the Airport’s resilience to potential access disruption, as well as shortening the distance travelled on the local highway network for journeys to / from the east. In particular, it will reduce the number of Airport related vehicles using the A1020 Royal Albert Way.

4.12

It is not anticipated that a significant amount of non-Airport related traffic will be attracted to the new link, since it will remain a private road associated with Airport activity. Should this not be the case, measures to reduce and control speeds could be implemented, to discourage the route being used as an alternative to the A112 Albert Road.

CADP – Updated Transport Assessment

23

4.13

Directional signage for the Airport on the wider highway network will be reviewed to ensure that vehicles arriving from the east via the Gallions Reach roundabout are signed along the A117 Woolwich Manor Way instead of the A1020 Royal Docks Way.

Airport Forecourt 4.14

A new passenger forecourt area is proposed to the south and east of the extended Terminal. To meet security requirements there will be a 30m wide landscaped vehicle free zone in front of the extended Terminal.

4.15

The Forecourt area has been designed to provide sufficient capacity to accommodate the forecast demand of approximately 6 mppa. Drawings showing the Forecourt layout are provided at Appendix D including Atkins drawing no. Plan 7.4 Proposed Forecourt Ground Level 00, Drawing Number FC20002 Rev. B.

4.16

A Stage 1 Road Safety Audit has been undertaken and is included in Appendix E, along with the Designer’s Response.

4.17

The Forecourt will continue to be actively managed by Airport staff, particularly during peak periods. This will ensure that the Forecourt operates efficiently and is used appropriately by the designated modes.

4.18

The proposed capacity of the forecourt for each mode is compared to the existing capacity of the forecourt in Table 4.1 and discussed in the following paragraphs. In relation to taxis, ‘forecourt’ is to be taken to mean both the forecourt itself in front of the extended Terminal and the detached Taxi Feeder Park along the Dockside to the east, as described further in the Black Taxi sub-section below. Table 4.1: Forecourt Capacity Existing Forecourt

Proposed Forecourt

Car pick-up / drop-off spaces

8

48

Black taxi pick-up spaces

200

336*

Black taxi drop-off spaces

8

10

Bus stops

3

3

Bus stand

1

1

* Total in forecourt, taxi feeder queue and park

CADP – Updated Transport Assessment

24

4.19

The car hire spaces located within the existing Forecourt will not be reprovided in the replacement Forecourt. Separate car hire areas further east will accommodate all of the car hire spaces.

Car Pick-Up / Drop-Off 4.20

As shown in Table 4.1, the number of car pick-up / drop-off spaces (including private hire minicabs and chauffeur driven vehicles) is being increased from 8 to 48 spaces. This is because the existing pick-up / drop-off area is intensely used during peak periods and requires management by Airport staff to minimise dwell times and discourage vehicles from waiting to pick-up passengers. Further capacity is required in future for the following reasons: (a) To accommodate the increase in passenger demand associated with the proposed CADP; (b) To permit a modest increase in dwell times; (c) To provide a facility for vehicles to wait to pick-up passengers for a short period of time within the Forecourt area, particularly those such as chauffeur driven vehicles who are required to pick-up passengers directly from the Forecourt; (d) To ensure that the pick-up / drop-off area maintains an efficient circulation of vehicles at all times, minimising the opportunity for vehicles queuing back onto Hartmann Road; and (e) To recognise that the car parking areas will be located further from the Terminal than existing and that some drivers will prefer the convenience of using the Forecourt area to drop-off / pick-up.

4.21

The purpose of the enlarged Forecourt is to encourage pick-up / drop-off at the Airport and not elsewhere, such as Hartmann Road and Newland Street, which would result in disbenefits to the local area. This is particularly important once two-way traffic is permitted on Hartmann Road to prevent pick-up / drop-off’s inhibiting traffic flows.

4.22

Private car pick-up / drop-off will be chargeable and this would be enforced by barriers at the entrance and exit to the pick-up / drop-off lanes. To discourage the area being used as a short/ long stay car park a charging system will be implemented by a managing agent to

CADP – Updated Transport Assessment

25

make staying in the drop-off/ pick-up area progressively more expensive as time passes. There would also be a short grace period with no charge should a Controlled Parking Zone on local residential roads not have been introduced by the highway authority in time for the completion of the proposed CADP. 4.23

Wide footways and pedestrian crossings linking the Terminal and car pick-up / drop-off would be provided.

Black Taxis 4.24

Black taxis are a form of public transport and they comprise a significant proportion of the mode share for passengers travelling to / from the Airport. Thus black taxis have been given greatest priority within the new Forecourt, with black taxi pick-up and drop-off being located as physically close to the Terminal as possible.

4.25

For black taxi drop-off, the line of visibility and shortest walking route to the proposed extended Terminal is just 59 metres and there is no requirement to cross the carriageway. For black taxi pick-up, the line of visibility and shortest walking route from the Terminal is just 121 metres, less than a two minute walk, and there is also no requirement to cross the carriageway.

4.26

It is proposed that the black taxi pick-up / drop-off area is barrier-controlled to ensure that it is used appropriately by black taxis only. The barriers will be operated by automatic number plate recognition. This will ensure that it is not used by private vehicles.

4.27

Canopies will be provided along the full length of the pedestrianised area adjoining the taxi pick-up area, providing a covered waiting area for passengers and allowing a passenger queuing system to be implemented to manage demand at peak times.

4.28

The layout of the proposed Taxi Feeder Park is included as part of the submitted CADP planning applications and shown within Set 9 of the Application Drawings at drawing 9.11 Proposed Taxi Feeder Park.’

4.29

The existing taxi queue on Hartmann Road would be removed, in order to facilitate the twoway movement of traffic along the full length of Hartmann Road and at the same time resolve adverse air quality impacts caused by taxis idling.

CADP – Updated Transport Assessment

26

4.30

A replacement taxi feeder park would be located further east along the dock, close to the junction of Hartmann Road with Woolwich Manor Way. It would be approximately 1 kilometre from the Forecourt, equivalent to less than a two minute drive.

4.31

The feeder park would have the capacity for up to 326 taxis. This is broken between 307 waiting spaces within the feeder park and 19 rest spaces for taxi drivers using the facilities provided, without joining the queue. The facilities comprise maintenance bays, welfare facilities and an office. The layout of the feeder park incorporates an escape lane, so that there would be a maximum queue of approximately 15 taxis in any single lane within the feeder park. The layout of the feeder park is provided at Appendix D on Atkins Drawing no. P_5115752_TP_PD_138.

4.32

A third party transport management specialist company is being appointed to manage and regulate the taxi rank and feeder park.

4.33

A number of potential options have been identified for a taxi call-forward system between the proposed Taxi Feeder Park and new Forecourt. Based on the systems currently available on the market, it has been decided that a system using CCTV and Marshall Control is most appropriate for the Airport. This is the system that is already operational at the existing taxi feeder park. During peak periods, which are typically between 08:00 – 09:00 and 17:00 – 18:00, it is anticipated that taxi marshals will be employed on the Forecourt and in the feeder park. The marshal at the front of the feeder park will release taxis in response to images on a monitor showing the live feed from the forecourt CCTV.

4.34

During quieter periods, it is anticipated that CCTV images of the Forecourt displayed within the feeder park will be sufficient to inform taxi drivers when to move forward to the Forecourt.

4.35

It is proposed that a Taxi Management Plan will be implemented in conjunction with the proposals which would set out the arrangements for black taxis and private hire minicabs. It is likely that it will be a planning condition. The Taxi Management Plan will comprise the following elements: a) A description of the proposed arrangements for black taxis and private hire minicabs;

CADP – Updated Transport Assessment

27

b) A commitment for the Airport to provide taxi marshals at peak times, to manage the taxi and passenger queues; c) Details of the Black Taxi Feeder Park and black taxi call-forward system; and d)

Management measures to ensure the continued efficiency of the taxi operation at the Airport.

4.36

A copy of the draft Taxi Management Plan is included at Appendix M.

Bus Services 4.37

Three bus stops and a bus stand will be provided within the Forecourt area, to match the provision within the existing Forecourt. The existing bus stops and bus stand are underutilised and could accommodate an increase in bus services. TfL have stated that the nature of the bus network may change in future due to demand elsewhere on the network. Maintaining the existing bus stop provision provides TfL with the flexibility to increase the frequency of bus services should they desire to do so.

4.38

Swept paths for the bus manoeuvres in / out of the Forecourt are displayed in Appendix D on Atkins drawing no. 5115752/TP/PD/131.

Car Parking 4.39

It is proposed to replace the main car parking areas with three passenger car parks, a new staff car park and two new car hire areas. Each of the car parks would be accessed from Hartmann Road. This enables passenger and staff parking to be managed and monitored separately.

4.40

Passenger Car Park 1 will be a twin level car park deck structure with 485 spaces. Passenger Car Parks 2 and 3 will be surface level car parks, with 189 and 75 spaces respectively. This gives a total of 749 passenger car parking spaces.

4.41

Passenger car parking will continue to be chargeable, with differing price structures for each passenger car park. Staff car parking will continue to operate on a permit basis.

4.42

The location of the car parks along with the proposed layouts is shown on the Atkins Dockside layout drawings in Appendix C.

CADP – Updated Transport Assessment

28

4.43

A summary of the existing and proposed car parking provision is set out in Table 4.2. Table 4.2: Comparison of Existing and Proposed Car Parking Provision Existing

4.44

Proposed

Short Stay

148

Main Stay

644

Staff Car Park

Within short and main stay

300

Western Staff Car Park

52

52

Triangle Staff Car Park

10

0

Car Hire

120

150

Total

974

1,251

749

Table 4.2 shows that it is proposed to increase the parking provision from 974 spaces to 1,251 spaces, i.e. an increase of 277 spaces or a 28% increase. This compares with passenger numbers which will be increasing by 62% and staff numbers which will be increasing by 60%, compared to 2014. The car parking will also serve a Hotel with up to 260 bedrooms, proposed in CADP2.

4.45

A Draft Parking Management Plan (PMP), a full and detailed version of which can be secured by way of a condition on any planning permission, has been prepared by which sets out the parameters of the PMP; clarifies the level of parking provision on site for all users; and a mechanism for monitoring and reviewing the operation of parking over time to ensure operational efficiency. A copy of the Draft PMP is attached as Appendix N.

4.46

To summarise, the additional car parking is required for the following reasons: a) There will be an increase in demand from passengers, staff and hotel customers at the Airport. However, the increase in the parking provision is not pro rata to the increase in passengers, staff and hotel customers that will be associated with the proposals. This demonstrates the Airport’s commitment to encourage travel by alternatives to the car which are conveniently available;

b) The car park will also serve a Hotel with up to 260 bedrooms. It is not proposed to provide any dedicated parking for the hotel and the additional parking demand will instead be accommodated within the main-stay car park;

CADP – Updated Transport Assessment

29

c)

Some passengers carrying luggage will always decide to drive to the Airport and will require a parking space;

d)

Many staff frequently work shift patterns with anti-social hours when public transport options are limited; and

e)

It is necessary to ensure that an appropriate parking provision is provided in order to minimise the potential for overspill parking on surrounding residential roads which do not have parking controls.

4.47

Hence the car parks have been designed in order that they operate at practical capacity at peak times and assuming that a realistic mode shift to other modes will be achieved. In particular, London City Airport is committed to maximising use of the DLR by passengers and staff, and is aiming to achieve a 65% mode share by DLR for passengers. This is an increase from the 2014 average of 61%. Further details of the car park accumulation are included in Appendix F.

Motorcycle Parking 4.48

A dedicated motorcycle parking area will be provided adjacent to the new staff car park. This will accommodate at least 22 motorcycles.

Cycle Parking 4.49

It is proposed to increase the number of cycle parking spaces from 42 to 70. All cycle parking will be located in the covered area underneath the DLR. Demand for cycle parking will continue to be monitored through the Travel Plan and additional cycle stands will be provided as necessary.

Coach Parking 4.50

Coach parking, when needed, will be provided in a layby located adjacent to the proposed hotel, immediately off Hartmann Road. This will be used by coach parties using the Airport and the proposed Hotel.

CADP – Updated Transport Assessment

30

4.51

It is worth noting that demand for coach parking and group travel to / from the Airport is low, as illustrated by the results of the passenger travel surveys. This is not anticipated to change in the future.

Pedestrians 4.52

Pedestrians will continue to be able to access the Airport from Hartmann Road to the west and Newland Street to the south.

4.53

A further pedestrian access will be created along the dockside from the east, connecting to Woolwich Manor Way. This improves the permeability of the surroundings of the Airport for pedestrians and is particularly beneficial for employees, since a significant proportion live within walking distance.

River Services 4.54

It is not anticipated that there would be a significant demand for travel to / from the Airport by river services. Nonetheless, it is worth noting that the Airport is already connected to the Woolwich Ferry Terminal by bus routes 473 and 474, should Thames Clipper serve the existing pier in future if the Woolwich Ferry were to be relocated to Gallions Reach. Similarly, the proposed Minoco Wharf pier would be within acceptable walking distance of bus stops serving routes 473 and 474 and thereby providing a direct bus connection to the Airport.

4.55

The Airport will continue to engage with TfL and Thames Clippers to ensure that opportunities to connect the Airport to river services are optimised.

Travel Plan 4.56

The Airport has implemented a Travel Plan, a copy of which is included at Appendix G. The Travel Plan includes a comprehensive set of travel measures which has helped to encourage a modal shift away from the single occupancy private car.

4.57

The Airport has consulted on and produced a draft Airport Surface Access Strategy in 2013 which reflects passenger and staff related surface access requirements, both in the short term and those associated with CADP in the longer term. This document set new targets for increasing the use of sustainable transport among passengers and staff and establishes a series of priorities that would support the attainment of these targets. The Airport Transport

CADP – Updated Transport Assessment

31

Forum was reformed in 2013 and has met annually since - this group brings together key stakeholders to discuss relevant transport issues and to maintain a pro-active programme of partnership working to ensure that the ASAS and the Airport's Travel Plans are delivered. 4.58

The Airport's Travel Plan 2011 is being updated through an interim Travel Action Plan for both staff and passengers. This has been discussed through the Airport Transport Forum. Detailed Travel Plans will be prepared to consider passenger and staff travel in conjunction with CADP and the new Surface Access Strategy.

4.59

The interim Travel Action Plan includes a series of ‘live actions’ for key issues regarding how passengers and staff access the Airport. As an interim document, the Travel Action Plan will be in place until the end of 2016 or until detailed CADP Travel Plans are in place. Progress against these actions will be reviewed by the Airport's Transport Forum and annually through the APR. The interim Travel Plan reflects the key issues included in the draft Airport Surface Access Strategy, which are as follows : i.

Offering the right services - engaging transport providers, passengers and staff to understand travel requirements

ii.

Improving integrated journeys - ensuring passengers and staff are provided with the information, ticketing and wayfinding they need

iii.

Facilitating local connectivity - supporting the use of bus, bicycles and walking among passengers, staff and other airport-users

iv.

Offering low carbon alternatives - considering ways of de-carbonising passenger and staff travel

v.

A collaborative approach - developing a collaborative approach to encouraging sustainable travel

vi.

Monitoring and Reporting - measuring and communicating the impact of the Travel Plan

4.60

Through the actions contained within the Staff Travel Plan the Airport will seek to maintain staff car parking provision at a level comparable with 2009 levels, until such time that

CADP – Updated Transport Assessment

32

increased staff numbers requires additional parking provision. This will be required in time for the completion of the proposed CADP infrastructure in 2023. 4.61

A copy of the Travel Plan and emerging Staff Travel Plan is included at Appendix G.

Construction 4.62

The Airport will implement a Construction Logistics Plan (CLP) which will include details on the proposals to manage the construction impacts. This will include consideration of the transportation of construction materials to / from the Airport.

4.63

Deliveries during construction will be undertaken by both road and where feasible, river. The river will be used where possible, in order to minimise the impacts on the local road network. As an example, it is anticipated that a number of large precast concrete units will be delivered to the site by barge.

4.64

It is envisaged that the construction compound and landside site access will be provided from the junction with the A117 Woolwich Manor Way, whilst Airside Site access will be provided via the A1020 Connaught Bridge Road and the A112 Connaught Road.

4.65

A full CLP cannot be confirmed until a contractor has been appointed, but it is envisaged that the key points which will be included in the CLP are as follows: a) Details of the designated construction traffic routes to / from the Airport; b) An estimate of the number and type of construction vehicles; c) The access and egress arrangements for all construction vehicles; d) The proposed mitigation measures such as wheel washing, road cleansing and dust and noise suppression measures; and e) Details of any local traffic management measures, in discussion with the highway authorities.

Deliveries and Servicing 4.66

A Delivery and Servicing Plan (DSP) has been prepared and will be implemented at the Airport in conjunction with the CADP. A copy of the DSP is included at Appendix H.

CADP – Updated Transport Assessment

33

5

POLICY CONTEXT

5.1

This section of the report considers the current and emerging planning policy guidance at national, regional and local level.

National Policy National Planning Policy Framework (NPPF) (March 2012) 5.2

The National Planning Policy Framework sets out the Government’s planning policies for England and how these are expected to be applied.

5.3

One of the 12 core land-use principles within the NPPF includes: “[to] actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.”

5.4

Section 4 of the NPPF deals with ‘Promoting sustainable transport.’ Paragraph 29 states that: “the transport systems needs to be balanced in favour of sustainable transport modes, giving people a real choice about how they travel.”

5.5

Paragraph 32 sets out the transport issues which should be addressed within Development Plans and decisions. These are: 

“the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;



safe and suitable access to the site can be achieved for all people; and



improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

National Planning Practice Guidance (NPPG) (March 2014) 5.6

On 6 March 2014, the Department for Communities and Local Government (DCLG) launched the National Planning Practice Guidance (NPPG) web-based resource. One section relates

CADP – Updated Transport Assessment

34

specifically to Transport and is titled ‘Travel Plans, Transport Assessments and Statements in decision-taking’ and this provides the overarching principles of Travel Plans, Transport Assessments and Statements. The guidance explains the role of Transport Assessments and Statements as: “ways of assessing the potential transport impacts of developments (and they may propose mitigation measures to promote sustainable development. Where that mitigation relates to matters that can be addressed by management measures, the mitigation may inform the preparation of Travel Plans)”. The guidance also states that Travel Plans are “long term management strategies for integrating proposals for sustainable travel into the planning process” and they; “should where possible be considered in parallel to development proposals and readily integrated into the design and occupation of the new site rather than retrofitted after occupation.”

Aviation Policy Framework (March 2013) 5.7

Paragraphs 1.96 and 1.97 of the Aviation Policy Framework states that: “High quality, efficient and reliable road and rail access to airports contributes greatly to the experience of passengers, freight operators and people working at the airport. We are committed to working with airport operators, transport operators, local authorities and LEPs to improve surface access to airports across the country, whilst taking into account the associated environmental impacts. We are already contributing funding to make this happen.”

5.8

In relation to Airport surface access strategies and Airport Transport Forums (ATFs), paragraph 4.20 states: “Government attaches a high priority to effective public involvement in local transport policy. Local people, town and parish councils which have qualifying airports within their boundaries, business representatives, health and education providers, environmental and community groups should be involved in the development of airport surface access strategies…. We recommend that ATFs produce airport surface access strategies to set out: 

targets for increasing the proportion of journeys made to the airport by public transport for both airport workers and passengers

CADP – Updated Transport Assessment

35

 5.9

the strategy to achieve those targets.”

Paragraph 5.11 states that: “All proposals for airport development must be accompanied by clear surface access proposals which demonstrate how the airport will ensure easy and reliable access for passengers, increase the use of public transport by passengers to access the airport, and minimise congestion and other local impacts.”

Davies Commission Final Report (July 2015) 5.10

The Davies Commission developed an Appraisal Framework to inform its assessment of the proposals for airport expansion in the south-east of England. Table 4.1 of the final report sets out objectives assessed by the Appraisal Framework, which covered a broad range of economic, environmental and social impacts, along with operational and commercial viability and deliverability aspects. In respect of Surface Access, the objectives taken into account were whether proposals would: 

“maximise the number of passengers and workforce accessing the Airport via sustainable modes;



accommodate the needs of other users of transport networks, such as commuters, intercity workers and freight;



enable access to the Airport from a wide catchment area.”

Regional Policy Mayor’s Transport Strategy (May 2010) 5.11

One of the key objectives of the Mayor’s Transport Strategy (MTS) is that: ‘London’s transport system should excel among those of world cities, providing access to opportunities for all its people and enterprises, achieving the highest environmental standards and leading the world in its approach to tackling urban transport challenges of the 21st century.’

CADP – Updated Transport Assessment

36

5.12

The MTS further recognises that: “As the economy of east London has changed, developments such as Canary Wharf, ExCel and The O2 have increased the demand for travel across the river significantly. Many of the large new economic drivers for London are located in east London, with the majority of these lying north of the river, such as the Olympic Park and adjacent Stratford City development, Canary Wharf, ExCel and City airport.”

5.13

With regard to Airport Policy, paragraph 435 states that: “The Mayor recognises that adequate airport capacity is critical to the continued competitiveness of London’s economy. For this reason, the Mayor will consider whether optimum use is being made of existing airport infrastructure.”

5.14

On surface access to airports, the MTS states the following: “TfL has worked with airport operators through their airport transport forums to help improve surface access to airports. Continued close engagement with airport operators and local boroughs will be essential to serve the increasing numbers of air passengers and encourage a shift from private car to reduce congestion and improve surrounding air quality.”

London Plan (March 2015) 5.15

The London Plan, Spatial Development Strategy for Greater London was adopted in July 2011 and has been subject to two alteration documents; The Revised Early Minor Alterations to the London Plan was published in October 2013 which aimed to ensure that the London Plan is fully consistent with NPPF, and The Draft Further Alterations to the London Plan was adopted in March 2015 to address key housing and employment issues emerging from analysis of Census 2011 data.

5.16

The London Plan sets out an integrated economic, environmental, transport and social framework for the development of London over the next 20-25 years.

5.17

Policy 6.6 of the London Plan deals with Aviation. Part B states that The Mayor: “supports improvements of the facilities for passengers and other London airports in ways other than increasing the number of aircraft movements, particularly to optimise efficiency

CADP – Updated Transport Assessment

37

and sustainability, enhance the user experience and to ensure the availability of viable and attractive public transport options to access them.” 5.18

It continues to state that: “Development proposals affecting airport operations or patterns of air traffic should: Provide access to airports by travellers and staff by sustainable means, particularly by public transport.”

Vision 2020 (June 2013) 5.19

In June 2013, the Mayor produced his Vision 2020 – The Greatest City on Earth. This identifies the Royal Docks as an Opportunity Area and the role of London City Airport is serving the Royals: “We are returning the Royal Docks to their former glory at the forefront of international trade and exchange. This 125 hectare site - including the regeneration areas of Silvertown Quays, Royal Albert Dock and Royal Albert Basin has £22bn of development potential. Already, innovative and iconic developments are springing up to create a world class business destination - such as The Siemens Crystal and the Emirates Air Line cable car. A new Enterprise Zone will support business ventures creating 6,000 new jobs. A beautiful ‘floating village’ will host just some of 11,000 new homes built. A £1bn joint public and private investment will create London’s first Asian Business Park. We will install transport links to Crossrail 1 at Woolwich and London City Airport.”

Local Policy London Borough of Newham Core Strategy (January 2012) 5.20

London Borough Newham’s Core Strategy was adopted in January 2012. It sets out to ensure that “new development will achieve the Council’s objective to make Newham a place where people will choose to live, work and stay”.

5.21

Policy INF 2 on Sustainable Transport within the Core Strategy states that:

CADP – Updated Transport Assessment

38

“Major development proposals that generate or attract large numbers of trips, including higher density residential and commercial development, should be located in areas with good public transport accessibility and demonstrate the existence of, or propose new safe, attractive walking and cycling routes to public transport nodes.” 5.22

It continues to state that: “Development proposals will not be supported where they would have an unacceptable adverse impact on the capacity or environment of the highway network. Where applicable proposals must be accompanied by Transport Assessments which show the likely impacts of trip generation, and which include acceptable robust, monitored proposals to counter or minimise the potential impacts; these include ‘smarter travel’ plans and measures to facilitate and encourage more widespread walking, cycling and public transport use.”

Summary 5.23

London City Airport is accessible by public transport via black taxi, DLR and bus services, providing connections locally within Newham by bus and via DLR to central London and Canary Wharf. Targets are being set to increase the public transport mode share, in accordance with the Aviation Policy Framework. The Airport continues to engage with stakeholders to improve surface access. The Airport’s Travel Plan is being updated, to promote access to the airport by sustainable modes and reducing the proportion of journeys by private car.

5.24

Hence the CADP accords with national, regional and local transport policies.

CADP – Updated Transport Assessment

39

6

TRIP ATTRACTION Background

6.1

The Airport’s extant 2009 Planning Permission allows the annual number of permitted aircraft movements to grow to 120,000 ‘noise-factored’ movements. The forecasts made in 2006 (and used to inform the 2007 Environmental Statement which accompanied the planning application for the 2009 planning permission), predicted that the 120,000 movement limit would be reached in 2010, of which 25,000 movements were predicted to derive from the Jet Centre, with the number of passengers carried reaching 3.9 million per annum on 95,000 scheduled movements. The actual increase in movements has not reached these amounts, due primarily to the global recession.

6.2

However, the effect of the recession has seen airlines introduce larger, more fuel efficient aircraft, with lower seat / mile costs. A comparison of the aircraft size and capacity of the current and future scheduled fleet mix is provided in Table 6.1. Table 6.1: Aircraft Size and Capacity Aircraft

Seats

Wingspan (m)

Length (m)

Height (m)

Existing Airbus A318

32 - 107

34.09

31.45

12.56

BAe 146 / Avro RJ

82-112

26.21

30.99

8.61

Bombardier Q400

70-78

28.42

32.84

8.36

Dornier 328

33-39

20.98

21.22

7.24

Embraer 170

76

26.00

29.90

9.67

Embraer 190

98-112

28.72

36.24

10.28

Fokker F50

50

29.00

25.25

8.32

ATR-42

46-50

24.57

22.67

7.59

ATR-72

68-74

27.10

27.20

7.65

Saab 2000

50

24.76

27.28

7.73

Airbus A318

32 - 107

34.09

31.45

12.56

Embraer 170

76

26.00

29.90

9.67

Embraer 190

98-112

28.72

36.24

10.28

Bombardier Q400

78

28.42

32.84

8.36

ATR-42

46-50

24.57

22.67

7.59

Canadair C100

100-120

35.10

34.90

11.50

Future

CADP – Updated Transport Assessment

40

6.3

Table 6.1 shows that whilst the future fleet is physically larger in terms of wingspan, length and height, there is not a significant increase in seating capacity.

Passenger Numbers Annual Passenger Numbers 6.4

Updated aircraft and passenger forecasts for the period between 2014 and 2025 have been prepared by York Aviation LLP. The annual aircraft movements / passenger numbers both With and Without Development are set out in Table 6.2. Table 6.2: Annual Passenger Numbers and Aircraft Movement Core Forecasts 2014

2023

2025

Existing

With Dev.

Without Dev.

With Dev.

Without Dev.

Scheduled Movements (per ‘100)

70.5

107.1

86.1

108.3

86.1

Passengers (mppa)

3.7

5.9

4.7

6.0

4.8

Source: York Aviation. Note: all figures rounded to 1dp.

6.5

This shows that under the core scenario, passenger numbers are predicted to grow incrementally from 3.65 mppa in 2014 to 6.0 mppa in 2025 With CADP Core Case compared to 4.8 mppa Without CADP Core Case.

6.6

The difference in passenger numbers With and Without Development occurs as a result of the following: a) The constraint on the growth of movements in peak periods imposed by the limit of 18 stands and 38 runway movements per hour; and b) Larger aircraft being able to operate from the new aircraft stands which are able to accommodate the new generation of larger planes.

6.7

Further details underpinning the forecasts are provided in the CADP Update to the Need Statement accompanying the CADP Appeal Proposals.

6.8

As explained in Chapter 3 of the Updated Environmental Statement, while the ‘With CADP’ Core Case forecast shown in Table 6.2 is considered the most likely scenario, a sensitivity test

CADP – Updated Transport Assessment

41

is applied to the ‘With CADP’ Core Case, assuming a higher average load factor of 67% by 2025 (known as the ‘With CADP Higher Passenger Sensitivity Test’). This scenario derives approximately 6.5 mppa by 2025. 6.8.1

Some of the assessments in the UES also consider the implications of a faster introduction of new jets. As such a scenario would not result in materially more passengers than the With CADP Core scenario, the implications of this ‘Faster Mover to Jets Case’ in transport terms is not assessed further in this UTA.

Daily Profile 6.9

York Aviation has derived a scheduled timetable and daily profile of flight and passenger arrivals / departures for the base year 2014 as well as the predicted pattern for future years of 2020, 2023 and 2025. This is based on a typical busy day at the Airport and expected changes as demand grows.

6.10

The predicted change in passenger numbers at the Airport across a weekday is illustrated in Graph 6.1. This takes into account that on average, passengers arrive 1 hour and 15 minutes prior to their flight departing from the airport if travelling on a scheduled flight, and when a flight arrives at the airport it takes on average 15 minutes for passengers to depart from the airport. This has previously been accepted by LBN and TfL and is not expected to change significantly in the future with CADP.

CADP – Updated Transport Assessment

42

Graph 6.1: Profile of Passenger Numbers on Surface Access on a Weekday 3,500

3,000

2014

2,500 2023 Without Development

2,000

2023 With Development

1,500 1,000

2025 Without Development

500

2025 With Development 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00

0

6.11

Graph 6.1 shows that there is anticipated to be an increase in passengers at all times of day, but particularly during the AM peak between 07:00 and 10:00 and during the PM peak between 17:00 and 20:00.

6.12

It is evident that the number of passengers using surface access modes is significantly lower during the off-peak period between 10:00 and 17:00.

6.13

This is because the recession has also driven the demand for peak period flights higher, with less peak spreading than anticipated at the time of forecasts prepared pre-recession. In addition, it is now recognised that flights tend to operate at lower load factors in off-peak periods.

6.14

Hence the assessment of the impacts on surface access to the Airport are focused on the peak hours.

Peak Hours 6.15

Growth in scheduled movements and passenger numbers is driven by the Airport’s primary role in supporting the business travel needs associated with the Canary Wharf Financial Services cluster, resulting in a greater dependence on peak period travel compared to other airports which have a broader mix of passenger types, allowing a greater spread of services.

CADP – Updated Transport Assessment

43

6.16

The CADP facilitates a change to the daily profile of passengers arriving / departing the Airport, compared to the Without Development Scenario. The proportions in the peak periods are similar, but there will be a higher demand in the off peak period in the With Development Case. This is because the With Development Case will allow market growth overall so making a number of off-peak services viable.

6.17

A load factor is the proportion of passenger seating capacity occupied on a plane. Load factors are predicted to vary throughout the day, with higher load factors at peak times which is driven by higher demand. The predicted peak period load factors both With and Without Development are shown in Table 6.3. Table 6.3: Peak Period Load Factors 2023

2025 Sensitivity Test

With Dev.

Without Dev.

With Dev.

Without Dev.

With Dev

85%

90%

85%

90%

85%

Peak Periods

6.18

2025

As can be seen from Table 6.3, peak period load factors are predicted to be 85% With Development and 90% Without Development. Load factors are higher Without Development because of the shortage of peak period flights to meet the underlying market demand. In other words, the With Development Case enables demand to be spread across a greater number of flights.

6.19

Peak hour load factors will never consistently reach 100% because airlines need to maintain a proportion of free seats on all flights, particularly during peak times, in order to accommodate those passengers with flexible tickets who require a seat on their desired flight. In the With Development Case, it is anticipated that the airlines will be able to operate more off-peak services to match their growth in peak operations, and this further explains the difference in peak load factors between scenarios, as a greater proportion of peak services may be booked but unused, as passengers switch to a more convenient flight through the day.

6.20

The Airport confirms that whilst some flights have occasionally operated at 100% load factors, there has never been a scenario where 100% load factors have occurred across all

CADP – Updated Transport Assessment

44

flights within a single hour at any time. Furthermore, where flights have occasionally operated at 100%, there is no consistent pattern by day/month/year or any other variable. Hence, there is no reason to believe that this will occur in the future. 6.21

The predicted change in passenger numbers on surface transport (taking into account the time lag between passengers arriving / departing on a plane and arriving / departing the Airport) for the weekday AM peak hour of 08:00 – 09:00 and for the weekday PM peak hour of 17:00 – 18:00 is shown in Tables 6.4 - 6.7 for 2014, 2023 and 2025 respectively. It is worth noting that both of these hours are the combined network and development peak hours. Table 6.4: 2014 Peak Hour Passenger Numbers AM Peak (08:00 – 09:00) Observed

PM Peak (17:00 – 18:00)

Arr’s

Dep’s

Total

Arr’s

Dep’s

Total

470

1,114

1,584

1,067

352

1,418

Table 6.5: 2023 Peak Hour Passenger Numbers – CADP Core Case AM Peak (08:00 – 09:00)

PM Peak (17:00 – 18:00)

Arr’s

Dep’s

Total

Arr’s

Dep’s

Total

Without Development

755

1,275

2,030

1,246

520

1,766

With Development

1,080

1,889

2,969

1,646

701

2,347

Difference

325

614

939

400

181

581

Table 6.6: 2025 Peak Hour Passenger Numbers – CADP Core Case AM Peak (08:00 – 09:00)

PM Peak (17:00 – 18:00)

Arr’s

Dep’s

Total

Arr’s

Dep’s

Total

Without Development

755

1,275

2,030

1,246

581

1,827

With Development

1,080

1,906

2,986

1,646

756

2,402

Difference

325

631

956

400

176

575

Table 6.7: 2025 Passenger Numbers - Higher Passenger Sensitivity Test Peak Hour AM Peak (08:00 – 09:00)

6.22

PM Peak (17:00 – 18:00)

Arr’s

Dep’s

Total

Arr’s

Dep’s

Total

Without Development

755

1,275

2,030

1,246

581

1,827

With Development

1,127

1,906

3,033

1,646

790

2,436

Difference

373

631

1,003

400

209

609

This shows that during the AM peak hour in 2025 there would be an increase of 956 passengers compared to the Core Without Development Scenario, whilst during the PM peak

CADP – Updated Transport Assessment

45

hour in 2025 there would be an increase of 575 passengers compared to the Without Development Scenario.

Staff Numbers 6.23

Staff numbers at the Airport are also anticipated to increase overtime. An estimate of the number of staff employed on-site at the Airport has been derived by York Aviation. This is summarised in Table 6.8. Table 6.8: Number of Direct Full Time Equivalent Jobs at the Airport 2014

2023

2025

Without Development

1,830

2,120

2,140

With Development

-

2,890

2,930

* NB. Numbers are rounded to the nearest 10.

Hotel 6.24

The starting point in estimating the trip attraction associated with the hotel has been to interrogate the TRAVL v8.17 database. The search of similar hotels in the database was based on the following criteria:

6.25

a)

PTAL’s of 3 and 4;

b)

Hotels with greater than 34 bedrooms; and

c)

Parking provision of between 14 and 40 spaces.

It is envisaged that many customers at the proposed Hotel will already be using the Airport and may simply decide to extend their stay before or after their flight. However, a proportion of hotel customers may be visiting local attractions such as ExCel.

Mode Split Passengers 6.26

The mode split assumptions for passengers are set out in Table 6.9.

CADP – Updated Transport Assessment

46

Table 6.9: Mode Split - Passengers

6.27

Mode

2014

2023 / 2025

Car (driven away)

5.5%

4.9%

Car Other (rental and parked)

4.0%

3.5%

Chauffeur

2.0%

1.8%

Minicab

14.3%

12.7%

Black Cab

9.5%

8.4%

DLR

61.0%

65.0%

Bus

500CC (43 Yrs - M E16 ) BT - NOT REQUESTED

(66 Yrs - M OX3 )

TURNING RIGHT

NE TO N O/S HIT FIRST

LEAVING MAIN RD

GOING AHEAD OTHER

NE TO SW FRONT HIT FIRST

JCT APP

V001 A 405 (FAILED TO LOOK PROPERLY)

V001 A 602 (CARELESS/RECKLESS/IN A HURRY)

V001 B 302 (DISOBEYED GIVE WAY OR STOP SIGN OR MARKINGS) 14 0111KF60051 THU 17/02/11 20:20 DARK ALBERT ROAD J/W FERNHILL STREET WEATHER-FINE SINGLE CWY T/STAG JUN POLICE - OVER COU ROAD-DRY

17 LINK 7-12

542870 / / 179970

GIVE WAY/UNCONT ZEBRA

SOLO LOST CONTROL UNKNOWN WHY AND FELL OF HIS BIKE HITTING A PED CASUALTY 001 (001) (15 Yrs - F RM8 ) VEHICLE x

V001 A 410 (LOSS OF CONTROL)

COWLANDS

SLIGHT

PEDESTRIAN

001 (000) M/C 50-125CC (23 Yrs - M E14 ) BT - DRV NOT CONTACTED LEFT CWY NEARSIDE

STANDING GOING AHEAD OTHER

JNY PART OF WORK W TO E FRONT HIT FIRST

JCT CLEARED

HIT KERB V001 A 602 (CARELESS/RECKLESS/IN A HURRY)

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

6 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 15 0111KF60077 SAT 05/03/11 16:30 DARK ALBERT ROAD J/W FISHGUARD WAY POLICE - OVER COU ROAD-DRY WEATHER-FINE SINGLE CWY T/STAG JUN V1 WAITING TO TURN RIGHT AND WAS HIT IN REAR BY V2 SLIGHT

CASUALTY 001 (001) (26 Yrs - M CM13)

60 MTS TO FEB-2015 SORTED BY DATE 17 LINK 12-27 543820 / / 180090 GIVE WAY/UNCONT NO XING FACILITY IN 50M

DRIVER/RIDER

VEHICLE x

001 (002) CAR (26 Yrs - M CM13) BT - DRV NOT CONTACTED

WAITING TO TURN RIGHT

SW TO SE COMM TO/FROM WORK BACK HIT FIRST

LEAVING MAIN RD

VEHICLE

002 (001) CAR (? Yrs - M E16 ) BT - DRV NOT CONTACTED

GOING AHEAD OTHER

SW TO NE FRONT HIT FIRST

JCT APP

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 602 (CARELESS/RECKLESS/IN A HURRY)

16 0111KF60131 THU 17/03/11 21:14 DARK ALBERT ROAD J/W WOOLWICH MANOR WAY POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY T/STAG JUN SOLO OVERTOOK V1 AND COLLIDED WITH OFFSIDE OF V1 SLIGHT

CASUALTY 001 (002) (29 Yrs - M SE28)

17 LINK 12-27

543820 / / 180080

GIVE WAY/UNCONT NO XING FACILITY IN 50M

DRIVER/RIDER

VEHICLE x

001 (002) CAR BT - NEGATIVE

(38 Yrs - M RM9 )

GOING AHEAD LEFT BEND

SW TO N O/S HIT FIRST

JCT APP

VEHICLE

002 (001) M/C > 500CC (29 Yrs - M SE28) BT - NOT REQUESTED

OVERTAKE MOVE VEH O/S

SW TO N N/S HIT FIRST

JCT APP

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 602 (CARELESS/RECKLESS/IN A HURRY)

V002 A 407 (PASSING TOO CLOSE TO CYCLIST, HORSE RIDER OR PEDESTRIAN) 17 0111KF60288 THU 09/06/11 15:03 LIGHT ALBERT ROAD J/W PIER ROAD POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY

17 NODE 12 CROSSROADS

543300 / / 179910

GIVE WAY/UNCONT ZEBRA ROADWORKS

PED WALKED ON THE KERB DUE TO ROAD WORKS ON PAVEMENT AND WAS CLIPPED BY PASSING V1(BUS) SLIGHT

CASUALTY 001 (001) (32 Yrs - M E16 ) VEHICLE x

001 (000) BUS/COACH BT - NEGATIVE

PEDESTRIAN

(35 Yrs - M E13 )

ON FOOTPATH - VERGE GOING AHEAD OTHER

V001 A 407 (PASSING TOO CLOSE TO CYCLIST, HORSE RIDER OR PEDESTRIAN)

E BOUND W TO E JNY PART OF WORK N/S HIT FIRST

JCT APP

V001 A 405 (FAILED TO LOOK PROPERLY)

C001 A 802 (FAILED TO LOOK PROPERLY)

COWLANDS

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

7 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P)

60 MTS TO FEB-2015 SORTED BY DATE 542020 / / 180320

18 0111KF60440 WED 13/07/11 18:33 LIGHT NFL- HARTMANN ROAD 228M E OF J/W CONNAUGHT ROAD POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY NO JUN IN 20M PED RAN OUT INTO OFFSIDE OF PASSING V1 SLIGHT

CASUALTY 001 (001) (11 Yrs - M E16 ) VEHICLE x

001 (000) CAR BT - NEGATIVE

PEDESTRIAN

(44 Yrs - M SG11)

17 CELL 542000/180000 NO XING FACILITY IN 50M

CROSSING ROAD (NOT ON XING) GOING AHEAD OTHER

C001 A 802 (FAILED TO LOOK PROPERLY)

S BOUND

FROM DRIVERS O/SIDE

E TO W O/S HIT FIRST

C001 A 808 (CARELESS/RECKLESS/IN A HURRY)

17 CELL 542000/180000 19 0111KF60503 WED 07/09/11 05:30 DARK HARTMAN ROAD 391M E OF J/W CANNAUGHT ROAD POLICE - AT SCENE ROAD-DRY GIVE WAY/UNCONT NO XING FACILITY IN 50M WEATHER-FINE SINGLE CWY PRIV DRIVE

542236 / / 180281

V1 PULLED OUT AND TURNED RIGHT ACOSS PATH OF PASSING V2 CASUALTY 001 (002) (44 Yrs - F E6 )

SLIGHT

DRIVER/RIDER

VEHICLE x

001 (002) CAR (51 Yrs - M SS13) BT - NOT REQUESTED

TURNING RIGHT

JNY PART OF WORK S TO E FRONT HIT FIRST

ENTERING MAIN RD

VEHICLE

002 (001) CAR (44 Yrs - F E6 ) BT - NOT REQUESTED

GOING AHEAD OTHER

E TO W N/S HIT FIRST

JCT APP

V001 A 405 (FAILED TO LOOK PROPERLY)

V001 A 302 (DISOBEYED GIVE WAY OR STOP SIGN OR MARKINGS)

V001 A 602 (CARELESS/RECKLESS/IN A HURRY) 20 0111KF60513 SAT 24/09/11 12:55 LIGHT NFL- ALBERT ROAD J/W HOLT ROAD POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY T/STAG JUN PED STARTED TO CROSS FROM BEHIND REVERSING V1 CAUSING COLLISION CASUALTY 001 (001) (63 Yrs - M E16 ) VEHICLE x

SLIGHT

PEDESTRIAN

001 (000) CAR (39 Yrs - F KT8 ) BT - NOT REQUESTED

17 LINK 7-12

CROSSING ROAD (NOT ON XING) REVERSING

S BOUND

FROM DRIVERS N/SIDE

SE TO NW BACK HIT FIRST

V001 A 405 (FAILED TO LOOK PROPERLY)

V001 A 602 (CARELESS/RECKLESS/IN A HURRY)

C001 A 802 (FAILED TO LOOK PROPERLY)

C001 A 808 (CARELESS/RECKLESS/IN A HURRY)

COWLANDS

542356 / / 180070

GIVE WAY/UNCONT NO XING FACILITY IN 50M

LAAU - Accident Analysis System

JCT CLEARED

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

8 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 60 MTS TO FEB-2015 SORTED BY DATE 17 CELL 542000/180000 542320 21 0112KF60371 TUE 03/07/12 12:10 LIGHT NFL: HARTM,ANN ROAD 48M W J/W UNNAMED ROAD AIRPORT ENTRANCE / / 180290 NO XING FACILITY IN 50M POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY NO JUN IN 20M V1 EAST-BD OVERTOOK V2 AND WAS THEN SHUNTED BY V2 CASUALTY 001 (001) (45 Yrs - M RM17)

SLIGHT

DRIVER/RIDER

VEHICLE x

001 (002) TAXI (45 Yrs - M RM17) BT - NOT REQUESTED

VEHICLE

002 (001) TAXI (61 Yrs - M EC1V) BT - NOT REQUESTED

SLOWING OR STOPPING

GOING AHEAD OTHER SKIDDED

V002 B 406 (FAILED TO JUDGE OTHER PERSON'S PATH OR SPEED)

SLIGHT

N TO S JNY PART OF WORK FRONT HIT FIRST

V001 A 408 (SUDDEN BRAKING)

LIGHT ALBERT ROAD J/W MILK STREET 22 0112KF60360 FRI 06/07/12 09:48 POLICE - AT SCENE ROAD-WET RAINING DUAL CWY T/STAG JUN V1 SW-BOUND STOPPED TO TURN RIGHT, AND WAS SHUNTED BY V2 CASUALTY 001 (001) (29 Yrs - F E6 )

N TO S JNY PART OF WORK BACK HIT FIRST

17 LINK 12-27

543670 / / 180000

GIVE WAY/UNCONT NO XING FACILITY IN 50M

DRIVER/RIDER

VEHICLE x

001 (002) CAR BT - NEGATIVE

(29 Yrs - F E6 )

TURNING RIGHT

NE TO N BACK HIT FIRST

JCT MID

VEHICLE

002 (001) CAR BT - NEGATIVE

(36 Yrs - M IG3 )

GOING AHEAD OTHER

NE TO SW FRONT HIT FIRST

JCT MID

V002 B 405 (FAILED TO LOOK PROPERLY)

V002 B 406 (FAILED TO JUDGE OTHER PERSON'S PATH OR SPEED)

V002 B 410 (LOSS OF CONTROL) 23 0112KF60558 SAT 29/09/12 03:15 DARK NFL: CONNAUGHT BRIDGE 68M S AIRPORT ROUNDABOUT POLICE - OVER COU ROAD-DRY WEATHER-FINE DUAL CWY NO JUN IN 20M V1 SOUTH-BD DROVE AGGRESSIVELY AND CAUSED CAS1 ON BOARD TO FALL AND BE INJURED CASUALTY 001 (001) (28 Yrs - F SN11) VEHICLE x

SLIGHT

V001 B 602 (CARELESS/RECKLESS/IN A HURRY)

COWLANDS

PASSENGER

001 (000) TAXI (? Yrs - M UNKN) BT - DRV NOT CONTACTED

17 LINK 3-6 NO XING FACILITY IN 50M

541650 / / 180310

BACK SEAT SLOWING OR STOPPING

JNY PART OF WORK N TO S DID NOT IMPACT

V001 B 603 (NERVOUS/UNCERTAIN/ PANIC)

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

9 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 24 0112KF60641 THU 01/11/12 02:50 DARK NFL: ALBERT ROAD 30M W J/W PIER ROAD POLICE - AT SCENE ROAD-WET RAINING DUAL CWY NO JUN IN 20M V1 TRIED TO AVOID ANIMAL IN THE ROAD BUT LOST CONTROL WITH PEDAL CONFUSION AND LEFT ROAD CASUALTY 001 (001) (33 Yrs - F E14 ) VEHICLE x

SLIGHT

60 MTS TO FEB-2015 SORTED BY DATE 17 LINK 7-12 543290 / / 179910 NO XING FACILITY IN 50M

DRIVER/RIDER

001 (000) CAR (33 Yrs - F E14 ) BT - NOT REQUESTED LEFT CWY NEARSIDE

SLOWING OR STOPPING HIT KERB

V001 A 410 (LOSS OF CONTROL)

W TO E COMM TO/FROM WORK FRONT HIT FIRST HIT OTH OBJECT

V001 B 103 (SLIPPERY ROAD (DUE TO WEATHER))

V001 B 408 (SUDDEN BRAKING) 25 0113KF60378 FRI 28/06/13 17:30 POLICE - AT SCENE ROAD-DRY V1 SWERVED AND HIT ONCOMING V2

LIGHT HARTMANN ROAD 62M E OF CONNAUGHT ROAD WEATHER-FINE SINGLE CWY NO JUN IN 20M SLIGHT SLIGHT SLIGHT SLIGHT SLIGHT

DRIVER/RIDER PASSENGER PASSENGER PASSENGER DRIVER/RIDER

17 CELL 541500/180000 NO XING FACILITY IN 50M

CASUALTY CASUALTY xCASUALTY CASUALTY CASUALTY

001 002 003 004 005

VEHICLE

001 (000) TAXI BT - NEGATIVE

(46 Yrs - M DA7 )

GOING AHEAD OTHER

W TO E JNY PART OF WORK FRONT HIT FIRST

VEHICLE

002 (000) CAR BT - NEGATIVE

(34 Yrs - M E14)

GOING AHEAD OTHER

E TO W FRONT HIT FIRST

(001) (001) (002) (002) (002)

(46 Yrs - M (49 Yrs - F (42 Yrs - M (32 Yrs - F (34 Yrs - M

V001 A 409 (SWERVED)

COWLANDS

DA7 ) ) ) E14) E14)

541923 / / 180302

BACK SEAT BACK SEAT FRONT SEAT

V001 A 503 (FATIGUE)

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

10 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P)

60 MTS TO FEB-2015 SORTED BY DATE 541800 / / 180350

17 NODE 678 26 0113KF60348 SUN 30/06/13 21:30 DARK CONNAUGHT ROAD NW TO SE ARM J/W CONNAUGHT ROAD W TO E ARM GIVE WAY/UNCONT NO XING FACILITY IN 50M POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY ROUNDABOUT V1 WENT INTO THE BACK OF V2 SLIGHT

CASUALTY 001 (002) (42 Yrs - M E17 )

DRIVER/RIDER

VEHICLE x

001 (000) CAR BT - NEGATIVE

(53 Yrs - M E16 )

GOING AHEAD OTHER

S TO N FRONT HIT FIRST

JCT APP

VEHICLE

002 (000) CAR BT - NEGATIVE

(42 Yrs - M E17 )

SLOWING OR STOPPING

S TO N BACK HIT FIRST

JCT APP

V001 A 406 (FAILED TO JUDGE OTHER PERSON'S PATH OR SPEED)

V001 A 308 (FOLLOWING TOO CLOSE)

27 0113KF60570 MON 09/09/13 14:30 LIGHT CONNAUGHT BRIDGE 45M S OF ROYAL ALBERT WAY POLICE - AT SCENE ROAD-WET RAINING DUAL CWY NO JUN IN 20M MOTORCYCLIST V1 LOST CONTROL AND HIT THE BACK OF PARKED V2 SLIGHT

CASUALTY 001 (001) (23 Yrs - M RM13)

541670 / / 180810

DRIVER/RIDER

VEHICLE x

001 (000) M/C 50-125CC (23 Yrs - M RM13) BT - NOT REQUESTED

VEHICLE

002 (000) GDS =< 3.5T (? Yrs - M ) BT - NOT REQUESTED

V001 A 103 (SLIPPERY ROAD (DUE TO WEATHER)) 28 0113KF60697 FRI 22/11/13 16:27 POLICE - AT SCENE ROAD-DRY

GOING AHEAD OTHER HIT PARKED VEH PARKED

SERIOUS PEDESTRIAN

S TO N COMM TO/FROM WORK FRONT HIT FIRST P TO P JNY PART OF WORK BACK HIT FIRST

V001 A 410 (LOSS OF CONTROL)

DARK PARKER STREET J/W PARKER CLOSE WEATHER-FINE SINGLE CWY T/STAG JUN THE CHILD PED RAN ACROSS THE ROAD AND INTO V1'S PATH CASUALTY 001 (001) (9 Yrs - F E16 )

17 LINK 6-21 NO XING FACILITY IN 50M

17 LINK 7-12 GIVE WAY/UNCONT NO XING FACILITY IN 50M

CROSSING ROAD (NOT ON XING)

E BOUND

542140 / / 180130

FROM DRIVERS O/SIDE

Sch Attended : DREW PRIMARY SCHOOL x VEHICLE

001 (000) CAR BT - NEGATIVE

(56 Yrs - F E10 )

C001 A 802 (FAILED TO LOOK PROPERLY)

COWLANDS

GOING AHEAD OTHER

N TO S FRONT HIT FIRST

JCT CLEARED

C001 A 808 (CARELESS/RECKLESS/IN A HURRY)

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

11 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 29 0113KF60759 SUN 22/12/13 14:18 LIGHT MANWOOD ST J/.W SILVERLAND ST SINGLE CWY T/STAG JUN FINE/HIGH WINDS POLICE - AT SCENE ROAD-DRY PED CROSSED RD AND GOT HIT BY V1 SLIGHT

CASUALTY 001 (001) (8 Yrs - M E16 )

PEDESTRIAN

60 MTS TO FEB-2015 SORTED BY DATE 17 CELL 542500/180000 542940 / / 180030 GIVE WAY/UNCONT NO XING FACILITY IN 50M

CROSSING ROAD (NOT ON XING)

N BOUND

FROM DRIVERS N/SIDE

Sch Attended : N/K x VEHICLE

001 (000) CAR BT - NEGATIVE

(67 Yrs - M CO2)

GOING AHEAD OTHER

C001 A 802 (FAILED TO LOOK PROPERLY)

JCT APP

C001 A 808 (CARELESS/RECKLESS/IN A HURRY)

30 0114KF60192 THU 16/01/14 08:10 LIGHT WINIFRED STREET J/W ALBERT ROAD SINGLE CWY T/STAG JUN WEATHER-FINE POLICE - OVER COU ROAD-WET PEDAL CYCLIST V2 ENTERED THE ROAD AND GOT HIT BY V1 CASUALTY 001 (002) (? Yrs - M DA17)

E TO W FRONT HIT FIRST

SLIGHT

17 LINK 7-12

542760 / / 180000

GIVE WAY/UNCONT NO XING FACILITY IN 50M

DRIVER/RIDER

VEHICLE x

001 (000) CAR (46 Yrs - M RM14) BT - DRV NOT CONTACTED

GOING AHEAD OTHER

N TO S FRONT HIT FIRST

JCT APP

VEHICLE

002 (000) PEDAL CYCLE (? Yrs - M DA17) BT - NOT APPLICABLE

GOING AHEAD OTHER

COMM TO/FROM WORK E TO W O/S HIT FIRST

JCT APP

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 310 (CYCLIST ENTERING ROAD FROM PAVEMENT)

31 0114KF60507 SAT 26/07/14 00:10 DARK WOOLWICH MANORWAY 30M S OF ALBERT ROAD SINGLE CWY NO JUN IN 20M WEATHER-FINE POLICE - AT SCENE ROAD-DRY MOTORCYCLIST V1 LOST CONTROL AFTER BRAKING AND THEN HIT THE KERB CASUALTY 001 (001) (? Yrs - M E6) SERIOUS DRIVER/RIDER CASUALTY 002 (001) (? Yrs - M E6) SLIGHT PASSENGER xVEHICLE 001 (000) M/C > 500CC (? Yrs - M E6) BT - NOT REQUESTED

GOING AHEAD OTHER

17 CELL 543500/179500

543700 / / 179980

NO XING FACILITY IN 50M

N TO S O/S HIT FIRST

HIT KERB V001 A 306 (EXCEEDING SPEED LIMIT)

V001 A 408 (SUDDEN BRAKING)

V001 A 410 (LOSS OF CONTROL)

COWLANDS

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

12 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 32 0114KF60546 MON 18/08/14 15:30 LIGHT THAMES ROAD J/W NORTH WOOLWICH ROAD POLICE - AT SCENE ROAD-WET RAINING SINGLE CWY ROUNDABOUT PEDAL CYCLIST V2 RODE OUT FROM THE PAVEMENT AND HIT THE N/S OF STAT V1 CASUALTY 001 (002) (16 Yrs - F E13 )

SLIGHT

60 MTS TO FEB-2015 SORTED BY DATE 541630 / / 180150

17 NODE 3 GIVE WAY/UNCONT NO XING FACILITY IN 50M

DRIVER/RIDER

VEHICLE x

001 (000) CAR (29 Yrs - M SE9 ) BT - NOT REQUESTED

WAITING TO TURN RIGHT

S TO E COMM TO/FROM WORK N/S HIT FIRST

JCT APP

VEHICLE

002 (000) PEDAL CYCLE (16 Yrs - F E13 ) BT - NOT APPLICABLE

GOING AHEAD OTHER

W TO E FRONT HIT FIRST

JCT APP

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 310 (CYCLIST ENTERING ROAD FROM PAVEMENT)

33 0114KF60569 THU 21/08/14 23:14 DARK ALBERT ROAD 23M W OF PIER ROAD POLICE - AT SCENE ROAD-DRY WEATHER-FINE SINGLE CWY NO JUN IN 20M V1 LOST CONTROL AT SPEED AND HIT A LAMP POST. THE DRIVER OF V1 THEN DECAMPED CASUALTY 001 (001) (22 Yrs - M E6 ) VEHICLE x

SLIGHT

PASSENGER

FRONT SEAT GOING AHEAD OTHER

001 (000) CAR (? Yrs - M E16 ) BT - DRV NOT CONTACTED LEFT CWY NEARSIDE/REBOUND

HIT KERB

E TO W FRONT HIT FIRST HIT LAMP POST

V001 A 306 (EXCEEDING SPEED LIMIT)

V001 A 601 (AGGRESSIVE DRIVING)

V001 A 410 (LOSS OF CONTROL)

V001 A 602 (CARELESS/RECKLESS/IN A HURRY)

34 0114KF60681 FRI 26/09/14 20:14 POLICE - AT SCENE ROAD-DRY

LIGHT ALBERT ROAD J/W PIER ROAD WEATHER-FINE SINGLE CWY

543290 / / 179910

17 LINK 7-12 NO XING FACILITY IN 50M

543320 / / 179910

17 NODE 12 CROSSROADS

GIVE WAY/UNCONT ZEBRA

V2 FAILED TO GIVEWAY AND HIT V1'S N/S CASUALTY 001 (001) (45 Yrs - F E6 )

SLIGHT

DRIVER/RIDER

VEHICLE x

001 (000) CAR (45 Yrs - F E6 ) BT - NOT REQUESTED

GOING AHEAD OTHER

W TO E N/S HIT FIRST

JCT MID

VEHICLE

002 (000) CAR (25 Yrs - F RM16) BT - DRV NOT CONTACTED

TURNING LEFT

N TO E FRONT HIT FIRST

JCT MID

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 302 (DISOBEYED GIVE WAY OR STOP SIGN OR MARKINGS)

V002 A 403 (POOR TURN OR MANOEUVRE)

COWLANDS

LAAU - Accident Analysis System

RACCM28INTL

Date:

08 JUL 2015 09:24

Page:

13 of 13

Interpreted Listing

London City Airport Area - personal injury collisions - 5 years to 28 February 2015 (provisional) SC01 GIS AREA London City Airport Area (P) 35 0114KF60913 TUE 02/12/14 18:15 LIGHT NFL CONNAUGHT BRIDGE 50 M S J/W ROYAL ALBERT WAY POLICE - OVER COU ROAD-DRY WEATHER-FINE SINGLE CWY NO JUN IN 20M V1 WAS DISTRACTED, SWERVED, LOST CONTROL AND HIT A KERB CASUALTY 001 (001) (23 Yrs - F ) VEHICLE x

SLIGHT

60 MTS TO FEB-2015 SORTED BY DATE 541680 / / 180820

17 LINK 6-21 NO XING FACILITY IN 50M

DRIVER/RIDER GOING AHEAD OTHER

001 (000) CAR (23 Yrs - F ) BT - DRV NOT CONTACTED

N TO S N/S HIT FIRST

HIT KERB V001 A 409 (SWERVED)

V001 A 410 (LOSS OF CONTROL)

V001 A 510 (DISTRACTION OUTSIDE VEHICLE) 36 0114KF60891 SAT 20/12/14 21:30 DARK CONNAUGHT BRIDGE J/W NORTH WOOLWICH RD POLICE - OVER COU ROAD-DRY WEATHER-FINE DUAL CWY ROUNDABOUT

541650 / / 180200

17 NODE 3 GIVE WAY/UNCONT NO XING FACILITY IN 50M

V2 HIT THE REAR OF SLOWING V1. V2 FTS CASUALTY 001 (001) (35 Yrs - M E1 )

SLIGHT

DRIVER/RIDER

VEHICLE x

001 (002) CAR (35 Yrs - M E1 ) BT - DRV NOT CONTACTED

SLOWING OR STOPPING

N TO S BACK HIT FIRST

JCT APP

VEHICLE

002 (001) CAR (? Yrs - U UNKN) BT - DRV NOT CONTACTED

SLOWING OR STOPPING

N TO S FRONT HIT FIRST

JCT APP

V002 A 405 (FAILED TO LOOK PROPERLY)

V002 A 308 (FOLLOWING TOO CLOSE)

37 0115KF60017 TUE 06/01/15 08:50 LIGHT WOODMAN STREET J/W ALBERT ROAD POLICE - AT SCENE ROAD-WET WEATHER-FINE SINGLE CWY CROSSROADS

543730 / / 180050

17 LINK 12-27 GIVE WAY/UNCONT NO XING FACILITY IN 50M

V1 TURNED LEFT AND HIT V2'S O/S CASUALTY 001 (002) (39 Yrs - F E16 )

SLIGHT

DRIVER/RIDER

VEHICLE x

001 (000) CAR BT - NEGATIVE

VEHICLE

002 (000) CAR (39 Yrs - F E16 ) BT - NOT REQUESTED

(16 Yrs - F E16 )

V001 A 405 (FAILED TO LOOK PROPERLY)

TURNING LEFT

SW TO N FRONT HIT FIRST

JCT CLEARED

WAITING TO TURN LEFT

N TO NE O/S HIT FIRST

JCT APP

V001 A 403 (POOR TURN OR MANOEUVRE)

End of Accidents for SC01 GIS AREA London City Airport Area (P) End of Report COWLANDS

LAAU - Accident Analysis System

RACCM28INTL

APPENDIX C Architect’s Scheme Layout

None :Model files attached. Note: Any reproduction of Ordnance Survey map work illustrated on this drawing is covered by licence (No. SR151580) issued by the Director General, Ordnance Survey and allows Pascall+Watson Limited ("The Licensee") to copy Ordnance Survey material for their business use. The signed control copy of this drawing is held at the offices of Pascall+Watson Limited. - All information shown outside the Proposal Boundary is for illustrative purposes only. - Internal layouts are for illustrative purposes only.

- Base building survey information by LCY and MSA

Y R WA MA N O

ROYAL DOCKS ROAD

WICH WOOL

STANSFIELD RD

ROYAL ALBERT WAY

ROYAL ALBERT WAY

ROYAL ALBERT WAY

BECKON PARK DLR

GALLIONS REACH DLR

SCALE BAR

ROYAL ALBERT WA

CYPRUS DLR

Y

ROYAL ALBERT DLR

LEGEND

WOOLWICH MANOR WAY

CAMEL RD

CO

DREW RD

RO

-

MN

Rev

Drn

T

N ST

ST

ST

DOCK

SILVE R

GREN ADIER

LAND

ST

LAND

L ST FERNH IL

ED ST

SHELD

T

KENN

H CHURC

RT

RD

BE AL

ST

ST

T ROBER

TER ST

ST

T RD

FACTO R

Y ST

MONT

ALBER

STORE

ROEBOURNE WAY

T RD

CLARE

ALBER RD

T

MAN S

WOOD

GLENIS

ST

PIER RD

MANW OOD

FACTO RY

Description

N ST

MILK S

D

STATIO

ALBERT R

MA WOOD

OSE ONT CL

ARD S

MUIR ST

Date

BRIXHAM ST

WINIFR

RAKE CL

TATE RD

KGV DLR RAWSTHORNE CL

12.06.13 Issued for Planning

FOR APPROVAL

NEWLAND ST

M CLARE

WYTHES RD

CO NN AU GH TR NORTH W D OOLWIC H RD FACTOR Y RD

PARKER ST

LWICH RD NORTH WOO

PARKER CL

AD

HOLT RD

HT

LORD ST

G

LEONARD ST

AU

SAVILLE RD

NN

ER

ALB

TR

D

Y RD

D RE R STO

HENL

PIER RD

EY ST

ALBERT RD

Client

LONDON CITY AIRPORT Project Name

CITY AIRPORT DEVELOPMENT PROGRAMME Title

1 - SITE PLAN

Discipline

Project Phase

Architecture

PLANNING

Drawing Originator

Originator's Job No.

Pascall+Watson architects

1

EXISTING SITE PLAN 1:3500

Checked Date

Drawn By

Drawn Date

SW

01.05.2013

GC

11.03.2013

Approved By

Approval Date

Scale

MN

01.05.2013

1:3500 @ A1

Building Grid Reference

SITE Client

LCY ISO A1 Landscape - Side

4486

Checked By

Originator

P+W

Project Ref.

4486

Discipline Drawing No.

B

SI20001

Revision

-

100

SAFETY, HEALTH AND ENVIRONMENTAL INFORMATION

HARTMANN ROAD WORKS (DRAWING NO. 9.2 - 9.10)

In addition to the hazards/risks normally associated with the types of work detailed on this drawing, note the following:

Millimetres

CONSTRUCTION

MAINTENANCE/CLEANING

0

10

DECOMMISSIONING/DEMOLITION

DRAWING NO. 9.5-LCY-CADP-ATK-H-0005 DRAWING NO. DRAWING NO. 9.2-LCY-CADP-ATK-H-0002 9.3-LCY-CADP-ATK-H-0003

It is assumed that all works will be carried out by a competent contractor working, where appropriate, to an approved method statement

DRAWING NO. 9.6-LCY-CADP-ATK-H-0006

KEY DRAWING NO. 9.7-LCY-CADP-ATK-H-0007

DRAWING NO. 9.4-LCY-CADP-ATK-H-0004

DRAWING NO. 9.8-LCY-CADP-ATK-H-0008

DRAWING NO. 9.10-LCY-CADP-ATK-H-0010

SHEET LOCATION (WITH REFERENCE NUMBER)

DRAWING NO. 9.9-LCY-CADP-ATK-H-0009 PROPOSED DEVELOPMENT BOUNDARY LINE

DOCKSIDE WORKS (DRAWING NO. 9.14 - 9.22) 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 1/1/70 Rev.

DRAWING NO. 9.14-LCY-CADP-ATK-L-0001

DRAWING NO. 9.16-LCY-CADP-ATK-L-0003 DRAWING NO. 9.17-LCY-CADP-ATK-L-0004

DRAWING NO. 9.15-LCY-CADP-ATK-L-0002

Description

Date

By

Chk'd

Drawing Status

Suitability

DRAWING NO. 9.19-LCY-CADP-ATK-L-0006

DRAWING NO. 9.18-LCY-CADP-ATK-L-0005

Euston Tower 286 Euston Road London NW1 3AT

DRAWING NO. 9.21-LCY-CADP-ATK-L-0008

Tel: Fax: www.atkinsglobal.com

DRAWING NO. 9.20-LCY-CADP-ATK-L-0007 DRAWING NO. 9.22-LCY-CADP-ATK-L-0009

App'd

Client

LONDON CITY AIRPORT Project Title

Drawing Title

Scale

Original Size

A1 Drawing Number

Designed

Drawn

Checked

Authorised

Date

Date

Date

Date

A

5.550

KING GEORGE V DOCK

EXISTING DOCKSIDE PATH LEVELS TO BE RETAINED

5.530

C

5.670

C 5.670

T

EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING

5.460 5.250

PROPOSED EASTERN ENERGY CENTRE

DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE NEW NATURAL STONE SETTS T

TARMAC BLOCK PAVING - CAR PARK EXTENT OF PARKING STRUCTURE. SEE DWG LCY-CADP-ATK-S-001 HARTMANN RD WORKS BOUNDARY

PROPOSED PASSENGER CAR PARK 1 - 485 SPACES

C 5.670

CCTV COLUMN - REFER TO DWG LCY-CADP-ATK-H-0002-0010 LIGHTING COLUMN - REFER TO LCY-CADP-ATK-E-0001-0010 PROPOSED ATTENUATION TANK

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS PROPOSED DEVELOPMENT BOUNDARY LINE

EXISTING KING GEORGE V HOUSE

T

RAMP DOWN TO HARTMANN ROAD T

G 5.670 4.500

EXISTING SLOPE TO REMAIN G

WEST CAR RENTAL ZONE- 48 SPACES T

CONTINUATION - DWG 0003

G

4.370 4.380

HARTMANN ROAD

4.300 4.270

ISSUED FOR PLANNING - FOR APPROVAL

A

PF

05.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

28.06.13

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

4.195 4.205 4.205

Atkins Ltd 4.095 Euston Tower 286 Euston Rd London NW1 3AT

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333

C CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.15 DOCKSIDE GA - SHEET 2 SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PF DATE

02.07.13

DATE

02.07.13

0

SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

T

CONTINUATION - DWG 0001

5.460

T

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

LCY-CADP-ATK-L-0002

REV

LOCATION PLAN A

RVP PONTOON EXISTING DOCK LEVELS TO BE RETAINED

5.530

KING GEORGE V DOCK 5.540 5.530

C

V

V

V

V

V

V V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

CV

V

V

V

V

V

V

SOFT LANDSCAPE EXISTING DOCK WITH COPING RETAINED

V

V

V

V

ARTIFICIAL STONE FLAG PAVING

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.650

V

V

V

V

V

V

V

V

DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE NEW NATURAL STONE SETTS T

5.400

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

PROPOSED EASTERN ENERGY CENTRE

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

TARMAC

V

BLOCK PAVING - CAR PARK

V

V

V

V

PROPOSED PASSENGER CAR PARK 2- TOTAL 189 SPACES V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C V

V

V

V

V

CCTV COLUMN REFER TO LCY-CADP-ATK-H-0002-0010 LIGHTING COLUMN - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

V

V

V

V

V

V

V

HARTMANN RD WORKS BOUNDARY

PROPOSED ATTENUATION TANK

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS

T

PROPOSED DEVELOPMENT BOUNDARY LINE

5.580

V

V

V

V

V

V

V

A V

V

V

V

5.460

V

C

V

V

V

V

V

C

V

V

T

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0002

V

V

V

V

5.300

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0004

EXISTING HARTMANN ROAD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS

V

V

EXISTING ENGINEERING FACILITY

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

T

T

V

V

RVP ENERGY CENTRE ACCESS

EXISTING RETAINING WALL TO REMAIN

G 4.270

ISSUED FOR PLANNING - FOR APPROVAL

A

4.270

-

ISSUED FOR PLANNING - FOR APPROVAL EXISTING HARTMANN ROAD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS 4.095

HARTMANN ROAD

4.095

PF

4.105

02.07.13

PF

4.280

Authorised for issue

Rev.

PURPOSE OF ISSUE

05.07.13

Date

Atkins Ltd Euston Tower 286 Euston Rd London NW1 3AT

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333

C

CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.16 DOCKSIDE GA - SHEET 3 SCALES

BRIXHAM STREET

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0003

LOCATION PLAN A

EXISTING DOCKSIDE LEVELS TO BE RETAINED

KING GEORGE V DOCK

5.570

5.560 V

V

V

V

LANDSCAPE PLANTING EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE

V

V

V

V

V

V

V

V

NEW NATURAL STONE SETTS V V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.650

V V

V

V V

C V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

T

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CV

V

V

V

V

V

V

V

V

V

V

V

V

5.550 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CV

V

V

TARMAC BLOCK PAVING - CAR PARK

5.550 HARTMANN RD WORKS BOUNDARY

C

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.400

V

V

PROPOSED ALLEVIATION TANKS

V

V

V

LIGHTING COLUMNS - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

CCTV COLUMNS - REFER TO LCY-CADP-ATK-H-0002-0010

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

T

T V

V

V

V

V

V

V

V

V

V

V

V

PROPOSED LEVELS

5.600

EXISTING LEVELS

V

V

5.600

V

V

E

V

V

PROPOSED DEVELOPMENT BOUNDARY LINE

V

V

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

V

V

T

V

V V

A

V

V

V

V V

V

5.580

EXISTING FUELING FACILITY

V

V

T

V

V

V

V

V V

V V

V

V

V

V

V

5.300

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C

V

PROPOSED SUB STATION

V

V

V

V

PROPOSED PASSENGER CAR PARK 2 - 189 SPACES

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

C

V

V

V

V

V

V

EXISTING RETAINING WALL TO REMAIN

V

V

RAMP DOWN TO HARTMANN ROAD

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0003

V

V

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0005

V

V

V

5.460

C 4.290

4.280 4.290

LEVELS IN THIS AREA TO BE RAISED TO TIE IN WITH NEW KERB

EXISTING RETAINING WALL TO REMAIN

4.320

4.115 4.105

ISSUED FOR PLANNING - FOR APPROVAL

A

PF

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

02.07.13

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

4.115

4.115

Atkins Ltd Euston Tower 286 Euston Rd London NW1 3AT

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333

C CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT

BRIXHAM STREET

DRAWING TITLE

9.17 DOCKSIDE GA - SHEET 4 SCALES

DRAWN

CHECKED

1 : 200 @ A1

CO0ORD CHECK

PR DATE

DATE

02.07.13

DATE

02.07.13

0

SHEET

PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0004

A

EXISTING DOCKSIDE LEVELS TO BE RETAINED

KING GEORGE V DOCK

5.520

EXISTING DOCKSIDE LEVELS TO BE RETAINED

5.540 C V

V

V

V

V

V

SOFT LANDSCAPE PLANTING

V

V

V

V

C EXISTING DOCK WITH COPING RETAINED

C

ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE

C

NEW NATURAL STONE SETTS T

TARMAC BLOCK PAVING - CAR PARK

CAR PARK BARRIER

HARTMANN RD WORKS BOUNDARY

T

C V

V

LIGHTING COLUMN - REFER TO LCY-CADP-ATK-E-0001-0010 PROPOSED ATTENUATION TANK

5.560

EXISTING FUELING FACILITY

CCTV COLUMN - REFER TO LCY-CADP-ATK-H-0002-0011

PROPOSED PASSENGER CAR PARK 3 - 75 SPACES

EXISTING LEVELS TO BE RETAINED

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS PROPOSED DEVELOPMENT BOUNDARY LINE

T NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

5.260 5.260 V

V V

V

V

V V V V

V V

V

V

V

A

V

V

V

V

V

V

V

V

V

V

C

V

5.510

V

CONTINUATION - DWG 0004

V

T

4.290 EXISTING HARTMANN RD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS

HARTMANN ROAD

4.32 RETAINING WALL ALIGNMENT TO BE MODIFIED. RETAINING WALL TO MATCH EXISTING

CONTINUATION - DWG 0006

V

4.115 4.115 C ISSUED FOR PLANNING - FOR APPROVAL

A

PF

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

02.07.13

KING GEORGE V STATION (DLR)

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

Atkins Ltd Environmental Planning Euston Tower 286 Euston Rd London

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333 C

NW1 3AT

CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.18 DOCKSIDE GA - SHEET 5 SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0005

LOCATION PLAN Energy Centre Min height 8m Max height 9.3m Height of flue - 2m above KGV

A

VCP min height 3m max height 4.5m

EXISTING DOCKSIDE LEVELS TO BE RETAINED

KING GEORGE V DOCK

5.420

V

V

V

V

V

V

SOFT LANDSCAPE

V

V

V

V

EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING

5.500

DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE NEW NATURAL STONE SETTS

5.550

V V V V

V V

V

V

V

V

V

V

T

V

V

V

V

V

V

V

C

C

T

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS

V

V

V

V

V

V

V V V V V

V V

V V V V V

V V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.240

V

V

T

V

V

V

V

V

V

V V

V

V

V

V

5.510

V

V

V

V

V

V

T

V

V

V

V

V V V

V

V

F

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0007

V

RAMP DOWN TO HARTMANN ROAD

V

V

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED V

V

V

V

V

V

V

V

V

5.450

V

V V

CCTV COLUMN - REFER TO LCY-CADP-ATK-H-0002-0011

V

V

V

V

V

V

V

V

V

V

PROPOSED ATTENUATION TANK

V

V

V

V

V

V

V

V

V

LIGHTING COLUMN - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

V

V

V V

E

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

HARTMANN RD WORKS BOUNDARY

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

BLOCK PAVING - CAR PARK

V

V

V

V

V

V

V

V

CV

V

V

V

V

V

V

V

V

TARMAC

PROPOSED DEVELOPMENT BOUNDARY LINE

5.260 T

V

V

V

V

V

V

V

V

V

V

V

V

V

V

STAFF CAR PARK - 300 SPACES PLUS MOTORCYCLE PARKING 5.280

T

V

V

V

V

V

V

V

V

V

V

V

5.650

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

CAR PARK BARRIER

CAR PARK BARRIER

V

V

CONTINUATION - DWG 0005

T V

V

V

V

V

V

V

V

V

V

V

V

V

D

V

V

V

V

V

C

4.350 4.145

EXISTING RETAINING WALL TO BE RETAINED

HARTMANN ROAD

4.330

4.175 C

ISSUED FOR PLANNING - FOR APPROVAL

A

PF

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

02.07.13

4.155

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

Atkins Ltd Environmental Planning Euston Tower 286 Euston Rd London NW1 3AT

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333 C

CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.19 DOCKSIDE GA - SHEET 6 SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0006

LOCATION PLAN A

5.480

5.420 V

V

V

V

V

SOFT LANDSCAPE PLANTING EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE

V

V

V

V

V

V

V

NEW NATURAL STONE SETTS V

V

V V

V

V V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

T

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V C

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C

V

V

V

V

V

V V

V

V

V

V

T

TARMAC BLOCK PAVING - CAR PARK HARTMANN RD WORKS BOUNDARY

V

V V

V

V V

V

V

V

V

V

V

V

V V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

PROPOSED ATTENUATION TANKS

V

PROPOSED LEVELS

5.600

EXISTING LEVELS

V

5.600

PROPOSED DEVELOPMENT BOUNDARY LINE V

V

V

V V

V

V

V

LIGHTING COLUMN - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

V

V

V

T

V

V

T

V

V

V V V

V

V

V

V

V V

4.155 C

V

V V V V

EXISTING RETAINING WALL TO REMAIN

C

V

4.290

CONTINUATION - DWG 0008

CONTINUATION - DWG 0006

V

V

T

EXISTING HARTMANN ROAD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS

C

V

4.330

V

V

V

V

V

V

V

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

V

V

STAFF CAR PARK 300 SPACES PLUS MOTORCYCLE PARKING

T

CCTV COLUMN - REFER TO LCY-CADP-ATK-H-0002-0011

V V

V

V

V

C

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

A

PR

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PR

02.07.13

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

Atkins Ltd Euston Tower 286 Euston Road London NW1 3AT

Tel +44 (0)20 7121 2000 Fax +44 (0)20 7121 2333 C

CLIENT

LONDON CITY AIRPORT PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.20 DOCKSIDE GA - SHEET 7 SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0007

V

A

EXISTING DOCKSIDE PATH LEVELS TO BE RETAINED

5.500

KING GEORGE V DOCK 5.400

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V V V

V

V

V

V

5.330

V

5.280

V

V

V V

T

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CV

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

F

V

V

V

V

V

V

V

V

VC V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.460

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.530

V

V V

5.550

V

V V

V

V

V V

V

V

V

V V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V V

V V V

V V

V

V

V

ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE T

NEW NATURAL STONE SETTS

5.460

T

TARMAC BLOCK PAVING - CAR PARK

V

V

SOFT LANDSCAPE EXISTING DOCK WITH COPING RETAINED

V

V

V

V

V

V

V

HARTMANN RD WORKS BOUNDARY

5.450

V V

V

V

V

V

V

T

V

V

V V

V

V

V

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS PROPOSED DEVELOPMENT BOUNDARY LINE

V

V

V

V

PROPOSED SUBSTATION

V

V

V

V

V

V

PROPOSED ATTENUATION TANKS

V

V

CCTV COLUMNS - REFER TO LCY-CADP-ATK-H-0002-0011 LIGHTING COLUMNS - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

5.260

V

5.300

C

TAXI FEEDER PARK APPROX 307 SPACES

V

V V

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

5.400

5.390 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.290

V

V

4.290

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

C

V

V

EXISTING RETAINING WALL TO REMAIN

T

V

F

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V V

V

PF

05.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

02.07.13

V

V

V

A

V

V

V

V

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

V

V

V

V

V

V

V

EXISTING LEVELS TO BE RETAINED IN THIS AREA WITH MINOR LOCAL MODIFICATIONS

V

V

Atkins Ltd Environmental Planning

T

Euston Tower 286 Euston Rd London NW1 3AT

V

V

V

V

4.100

T

V

V

T

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V V

V

V

V

V V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.180 V

V

V

V

PROPOSED EAST CAR RENTAL ZONE

V

V

V

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

08.07.13

V

V

V

V

V

V

V

V

V

V

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333 C

V

CLIENT

LONDON CITY AIRPORT

V

V

PF

V

V V

V

V

B

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

V

V

V

4.310

V

V

V

V

V

V

4.390

V

V

V

V

EXISTING HARTMANN ROAD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS

V

V

V

V

T

V

V

PROPOSED TAXI AND CAR RENTAL FACILITY

T

V

V

V

V

V

V

V

4.270

V

V

V

F

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0007

V

V

V

V

V

V

V

V

V

V

V

4.310

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.390

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

F

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

5.190 V

V

CONTINUATION - DWG 0009

V

V

V

V

V

V

V

V

V

PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.21 DOCKSIDE GA - SHEET 8

WOODMAN ST SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0008

V

LCY-CADP-ATK-L-0009

LOCATION PLAN A

V

V

V

V

V

V

SOFT LANDSCAPE PLANTING

V

V

V

V

EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE NATURAL STONE SETTS T

BLOCK PAVING - CAR PARK

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

LIGHTING COLUMNS - REFER TO LCY-CADP-ATK-E-0001-0010

V V

V

CCTV COLUMNS - REFER TO LCY-CADP-ATK-H-0002-0011

V

V

V

C

V

V

V

V

V

V

PROPOSED ATTENUATION TANKS

V V

V

V V

V

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

HARTMANN RD WORKS BOUNDARY

V

V

V

V

V

TARMAC

V

V

V

V

V

V V

V

V

V

V

PROPOSED DEVELOPMENT BOUNDARY LINE NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

V

V

V

V

V

V

5.460

V

V

V

V

V

V

V

5.460

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.460

V

V

T

V

V

V

V

V

V

V

V

V

V

V V

V

V V

V

V V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.390

V

NEW RETAINING WALL TO RETURN ALONG RAMP

V

V

V

V

V

V

V

V V

5.310 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

PROPOSED TAXI AND CAR RENTAL FACILITY

V

5.190 V

V

V

NEW RETAINING WALL. FINISHES TO MATCH EXISTING

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.620 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

T V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0008

V

V

V

V

V

V

F

5.260

V

V

V

V

T

V

V

V

V

V

13 SPACES

V

V

V

V

V

NEW RETAINING WALL TO RETURN ALONG RAMP

T

V

V

V

V

5.190

V

V

V

V

V

V

V

V

V

V

V

5.310

V

V

T

V

5.330

V

TAXI MARSHALL'S HUT

V

5.530

NEW RETAINING WALL. FINISHES TO MATCH EXISTING

C

4.240

4.370 4.240

HARTMANN ROAD

C V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

Drawn By

REVISIONS

V

V

V

4.100

Checked By

Date

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V V V

V

V

V

4.400 V

V

V

V

V

V

V

V

4.320

V

V

V

4.400

V

V

V

A

V

PROPOSED EAST CAR RENTAL ZONE 81 SPACES 4.220

V

V

2.430

V

V

V

V

V

V

V

V

V

V V

V V

V V

V

V

V

V

V

PF

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

A

PF

05.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

28.06.13

V

V

V

V

V

V

V

V

V

Date

V

V

4.270

Authorised for issue

Rev.

PURPOSE OF ISSUE

V

V

V

V

V

V

V

V

V

V

V

V

V

V

B

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

V

V

V

V

V V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

4.400

Atkins Ltd

V

Environmental Planning

V

V

V

V

V

V V

V

V

V

V

V V

V

V

V

V

V

V

A

V

V

4.400

Euston Tower 286 Euston Road London NW1 3AT

Tel Fax

+44 (0)207121 2000 +44 (0)207121 2333 C

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

4.400

CLIENT

LONDON CITY AIRPORT

V

V

E

V

V

V

V

V

V

V V

V 4.400

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.270

V

V

V

V

V

V

V

V

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.400

V

V

V

V

4.400

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.180

V

V

V

V

V

V

V

V

V

V

V

V

4.180 4.100

V

A

PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.22 DOCKSIDE GA - SHEET 9

SCALES

DRAWN

1: 200 @ A0

KA DATE

12.07.13

CHECKED

CO0ORD CHECK

MD

PR DATE

DATE

12.07.13

0

12.07.13 SHEET

PLOT DATE

A0 DRAWING NO

REV

LCY-CADP-ATK-L-0009

B

V

APPENDIX D Airport Forecourt and Taxi Feeder Park Layout

None :Model files attached.

LEGEND:

TRAFFICABLE PAVING FOR LFB AND MAINTENACE VEHICLES

GROUND COVER STRIPS WITH STEEL RETAINERS. VARYING SPECIES

LIGHTING LAMP POST FOR ROAD/PARKING AREA

HELP POINT

AGGREGATE CONCRETE TEXTURED SETTS, HIGH SLIP RESISTANCE, ANTHRACITE CHARCOAL

LIGHTING LAMP POLE FOR FORECOURT/WAYFINDING

BOLLARD

AGGREGATE CONCRETE FLAG PAVING, HALF STAGGERED JOINT FORMAT, HIGH SLIP RESISTANCE, MID GREY / LIGHT GREY

LIGHTING LAMP POLE FOR CROSSINGS

FLEXIBLE BOLLARD HIGH SECURITY BOLLARD (1200 CS)

UPLIGHTER FOR TREE CCTV CAMERA (PTZ)

RETRACTABLE HIGH SECURITY BOLLARD (1200 CS) FOR LFB ACCESS

L.E.D LIGHTING ON CANOPY / SHELTERS

HIGH SECURITY BOLLARD (1200 CS) WITH LIGHTING

RECESSED L.E.D LINEAR UP LIGHTING TO PLANTERS AND FACADE

PROPOSAL BOUNDARY

DETERRENT PAVING, LIGHT GREY EXISTING DOCK WALL OUTLINE OF BELOW -GROUND ATTENUATION TANK

FOR CONTINUATION SEE TILE 2 OF 2

CUBE HEADED TREE / TREE STEEL EDGE BALUSTRADE WITH STEEL ROD INFILL

PAVEMENT INFILL TO EXISTING ROAD AREA

- Internal layouts are for illustrative purposes only.

- Base building survey information by LCY and MSA

TRAFFIC SPEED-BUMP

SCALE BAR

SUBSTATION 1

1

- All information shown outside the Proposal Boundary is for illustrative purposes only.

AREA SUBJECT TO FUTURE RESERVE MATTERS

RECESSED L.E.D LINEAR DOWN LIGHTING TO SEATING BALUSTRADE WITH VERTICAL STEEL ROD INFILL TO PREVENT QUEUE-JUMPING TO ADJACENT TAXIS

STEEL GATE

NOTE: REFER TO FORECOURT DETAILS DRAWINGS FOR SETTING OUT: LCY_P+W_4486_B_FC2XX02 LCY_P+W_4486_B_FC2XX03 LCY_P+W_4486_B_FC2XX04 REFER TO PLANTING DETAIL DRAWINGS FOR SETTING OUT: 3522_003 3522_004

Note: Any reproduction of Ordnance Survey map work illustrated on this drawing is covered by licence (No. SR151580) issued by the Director General, Ordnance Survey and allows Pascall+Watson Limited ("The Licensee") to copy Ordnance Survey material for their business use. The signed control copy of this drawing is held at the offices of Pascall+Watson Limited.

FORECOURT (TILE 1 OF 2) 1:500

EXISTING TERMINAL BUILDING OUTLINE EXISTING TERMINAL

EASTERN TERMINAL EXTENSION OUTLINE

KING GEORGE V DOCK

DOLPHIN

M.O.E. EXIT

TRAFFICABLE PAVING FOR LFB AND MAINTENACE VEHICLES

PUBLIC CAR DROP OFF / PICK UP

RAISED CROSSING

TAXI DROP-OFF ENTRANCE

LFB ACCESSWAY

MAIN BUILDING ENTRANCE

PUBLIC CAR DROP OF F/ PICK UP

B

MN

04.02.14 Legend Update

A

MN

04.12.13 Re-Issued for Planning

Rev

Drn

Date

Description

FOR APPROVAL TAXI QUEUING WITH

RAISED CROSSING

SHELTER ABOVE

MULTI TAXI PICK UP

SUBSTATION 1

FOR CONTINUATION SEE TILE 1 OF 2

Client

LONDON CITY AIRPORT Project Name

CITY AIRPORT DEVELOPMENT PROGRAMME Title

PATH FROM DLR SUBWAY OUT OF HOURS

7.4 PROPOSED FORECOURT GROUND LEVEL 00

Discipline

Project Phase

Architecture

PLANNING

Drawing Originator

Originator's Job No.

Pascall+Watson architects

4486

Checked By

Checked Date

Drawn By

Drawn Date

SW

05.04.2013

HR

23.10.2012

Approved By

Approval Date

Scale

MN

05.04.2013

1:500 @ A1

Building Grid Reference

2

FORECOURT (TILE 2 OF 2)

CADP

1:500

Client

LCY ISO A1 Landscape - Side

Originator

P+W

Project Ref.

4486

Discipline Drawing No.

B

FC20002

Revision

B

APPENDIX E Forecourt Road Safety Audit

London City Airport

London City Forecourt

Response Report for Stage 1 Road Safety Audit

March 2013 Notice This report was produced by Atkins Highways and Transportation for London City Airport for the specific purpose of a Stage 1 Road Safety Audit Designer’s Response. This report may not be used by any person other than London City Airport without London City Airport`s express permission. In any event, Atkins accepts no liability for any costs, liabilities or losses arising as a result of the use of or reliance upon the contents of this report by any person other than London City Airport.

Document History JOB NUMBER: 5115752

DOCUMENT REF: RSA Response Report LCY

B

For Issue

KF

A

For Issue

KF

Revision

Purpose Description

Originated

8002-481-001D Final RSA Response Report LCY B

GB

GB

12.04.2013

PG

GB

PG

20.03.2013

Checked

Reviewed

Authorised

Date

1

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

Contents Section

Page

1.

Introduction

3

2.

Response to Items Raised in the Previous Stage 1 Road Safety Audit

4

Safety Audit (RSA 1) Location Ref Safety Audit (RSA 1) Location Ref Safety Audit (RSA 1) Location Ref Safety Audit (RSA 1) Location Ref Safety Audit (RSA 1) Location Ref Safety Audit (RSA 1) Location Ref

4 5 5 6 7 8

3.

A B C D E F

Client Organisation Statements

9

Client Officer’s Statement Senior Client Officer’s Statement

9 9

8002-481-001D Final RSA Response Report LCY B

2

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

1.

Introduction

1.1

This report details the Client Organisation’s response to the Stage 1 Road Safety Audit Report carried out on the London City Airport Forecourt and West Building Extension Service Area Design proposals by Atkins. The safety audit was carried out during March 2013 and the results were issued in report reference London City Airport Forecourt Stage 1 Road Safety Audit.

1.2

This report was compiled by JP Doherty, Senior Engineer, Atkins on behalf of the London City Airport

1.3

The terms of reference of this response report are as described in HD 19/03, ‘Road Safety Audit’ (DMRB Volume 5, Section 2).

1.4

Where a safety audit recommendation is accepted, this report details the actions proposed to comply with the recommendation or an alternative solution. Where a safety audit recommendation is rejected, this report details the justification for rejection.

8002-481-001D Final RSA Response Report LCY B

3

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

2.

Response to Items Raised in the Previous Stage 1 Road Safety Audit Safety Audit (RSA 1) Location Ref A

2.1

Location: New Zebra crossing on Hartmann Road

2.2

Problem: Visibility to/from pedestrians.

2.3

Detailed description of the problem: The new crossing on Hartmann Road is adjacent to an existing lay-by that is marked for removal. The sightlines to approaching traffic from the northern kerb would be restricted by any obstacles at the approximate location of the lay-by or at the edge of the newly landscaped forecourt area. Restricted visibility could result in approaching motorists failing to identify a crossing pedestrian and in such pedestrians failing to notice approaching traffic. (See Figure 1)

Figure 1 - Potential for restricted visibility at new zebra crossing

8002-481-001D Final RSA Response Report LCY B

4

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

AUDIT TEAM RECOMMENDATION 2.4

Ensure that the visibility between pedestrians waiting to cross and approaching vehicles is sufficient for them to see each other clearly. CLIENT ORGANISATION RESPONSE Designer’s Response:

2.5

Recommendation Accepted. The lay-by is to be removed and replaced with 2.5m wide footway backed by low level bollards and “no waiting” parking restrictions (to be enforced) to be placed along Hartmann Road to prevent parking, dropping off and picking up. Given the anticipated low vehicle speeds on the approach it is assumed that the visibility envelope and stopping distance will be sufficient.

Safety Audit (RSA 1) Location Ref B 2.6

Location: Throughout forecourt.

2.7

Problem: Pedestrian routing and desire lines.

2.8

Detailed description of the problem: The information provided does not detail how pedestrians leaving the terminal building will be directed to the new facilities or how they will be routed through the landscaped area. The new Zebra crossing is not provided at the same location as the existing facility and as such pedestrians, especially staff living locally, may continue to follow the existing route. Indeed the deterrent paving, which is currently on the corner of the access road close to the existing Zebra crossing, is being removed, which could encourage crossing at this location.

2.9

There is also the possibility the some arriving passengers may look to get access to a taxi at the first opportunity, heading straight for Hartmann Road to reach the westbound verge. Pedestrians crossing away from the Zebra crossing may be at risk of being struck by passing traffic. AUDIT TEAM RECOMMENDATION

2.10

Ensure that the proposals have a clear strategy for routing pedestrians between the terminal and the new forecourt facilities as well as to and from the new Zebra crossing. CLIENT ORGANISATION RESPONSE Designer’s Response:

2.11

Recommendation accepted: However way finding details are to be confirmed at a later stage. The Zebra crossing is being moved to a more direct route between the terminal building and new staircase and existing ramp between Hartmann Road and Newland Street. The existing zebra location will be difficult to access as deterrent paving will be installed on the north side of Hartmann Road. The passenger arrivals hall will be located next to the east terminal entrance within sight of the forecourt (taxi rank, bus stops, and private vehicle pickup point). Passengers will naturally be drawn to the forecourt to access transport modes. Stopping on Hartmann Road will be prohibited to prevent obstruction of the carriageway.

Safety Audit (RSA 1) Location Ref C 2.12

Location: Hartmann Road.

2.13

Problem: Ramped access to Newland Street

2.14

Detailed description of the problem: The proposals for the south side of Hartmann Road include closure of the existing lay-by. The new pedestrian area created, and connected to the forecourt by the introduction of the new Zebra crossing, is higher than Newland Street. There is an

8002-481-001D Final RSA Response Report LCY B

5

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

existing ramped access to Newland Street but this is more easily reached from the existing Zebra crossing. The introduction of steps at this location would reduce disabled access to the Airport from the local area, this access is likely to be important given the frequency of bus services to the airport that also provide for local people. 2.15

This area underneath the Dockland Light Railway (DLR) viaduct provides motorcycle and bike parking (see Figure 2). The dropped kerbed access to the parking would conflict with the new Zebra crossing and pedestrians could be struck by motorcyclists and cyclists gaining access. AUDIT TEAM RECOMMENDATION

2.16

Retain ramped access between Hartmann Road and Newland Street.

2.17

Relocate the motorbike and bike parking area or sufficiently segregate the area from the pedestrian crossing. CLIENT ORGANISATION RESPONSE Designer’s Response:

2.18

Recommendation accepted: The ramp access between Hartmann Road and Newlands road will be retained. The raised footway on Hartmann Road will be lowered as part of removing the lay-by. The existing ramp will tie into the new footway.

2.19

The motorcycle parking will be relocated further down the dockside. Cycle parking will remain adjacent to the top of the stairs albeit reorganised to accommodate the new stairs.

Safety Audit (RSA 1) Location Ref D 2.20

Location: Throughout forecourt area

2.21

Problem: Direction of approaching traffic

2.22

Detailed description of the problem: The existing forecourt area has ‘look left’ and ‘look right’ markings at all crossings (see Figure 3), as many foreign passengers arriving at the airport may not be familiar with the direction traffic approaches. The complexity of the new arrangement may also lead to confusion, even for UK residents. The lack of advisory markings could result in a pedestrian walking into the path of an approaching vehicle.

8002-481-001D Final RSA Response Report LCY B

6

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

AUDIT TEAM RECOMMENDATION 2.23

Provide ‘look left’ and ‘look right’ markings at all crossing locations. CLIENT ORGANISATION RESPONSE Designer’s Response:

2.24

Recommendation accepted: `Look Left/ Right` markings to be included in layout.

Safety Audit (RSA 1) Location Ref E 2.25

Location: Hartmann Road

2.26

Problem: Taxi attempt to enter via taxi drop off exit.

2.27

Detailed description of the problem: The advanced direction sign on the approach to the taxi drop off shows drivers the route ahead with the entrance to the drop area as the first side road to be reached. Drivers at first encounter the exit from the drop off area and a small number may attempt to make a turn into this area, especially at quiet times when there is a lack of other traffic to act as a guide. This could result in head on collisions at the lay-by exit. A similar issue exists with the exit from the bus lay-by on the westbound approach. AUDIT TEAM RECOMMENDATION

2.28

Add the lay-by exit to the sign with a ‘no-entry’ plate to remove confusion. Revise the design of the sign on the westbound to account for the bus lay-by exit.

8002-481-001D Final RSA Response Report LCY B

7

London City Airport London City Forecourt Response Report for Stage 1 Road Safety Audit

CLIENT ORGANISATION RESPONSE Designer’s Response: 2.29

Recommendation accepted

Safety Audit (RSA 1) Location Ref F 2.30

Location: Hartmann Road.

2.31

Problem: Taxi queue.

2.32

Detailed description of the problem: At the time of the site visit the Audit Team noted a large number of taxis queuing along Hartmann Road far past the terminal and hire car parking. It is understood that there may be a taxi marshalling area provided elsewhere to hold these taxis and control access to the forecourt operations but, in the absence of detail at this stage of design it is unclear what parking/waiting controls will be in place on the proposed road system. If taxis are able to by-pass any marshalling system and if waiting is not strictly controlled and enforced, it would certainly restrict the performance of the junctions, taxi and bus pickup/drop off areas and the road system itself. This could increase the risk of collisions in and around the new system. AUDIT TEAM RECOMMENDATION

2.33

Implement a comprehensive marshalling system which will efficiently prevent injudicious entry to the system and provide appropriate parking/waiting restrictions to prevent taxis and other vehicles from causing an obstruction or other hazards. CLIENT ORGANISATION RESPONSE Designer’s Response:

2.34

Recommendation accepted: A new taxi feeder park system has been designed further east of the forecourt, by Hartmann Road junction with Woolwich Manor Way as part of a further package of works along Hartmann Road to the east of the terminal building.

8002-481-001D Final RSA Response Report LCY B

8

APPENDIX F Car Park Data

London City Airport: CADP SHORT-STAY 148 SPACES Hr

Vectos

148 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

LONG-STAY 644 SPACES Hr

Exits 7 24 40 39 36 32 30 26 34 35 44 29 51 95 98 39 13 2

Total 1 2 31 35 32 29 31 25 25 50 41 49 39 81 122 50 35 0

24 29 54 58 67 66 71 74 66 82 60 70 49 61 70 47 37 18

Occupied % Occupied 16 10.8% 38 25.7% 47 31.8% 51 34.5% 55 37.2% 58 39.2% 57 38.5% 58 39.2% 67 45.3% 52 35.1% 55 37.2% 35 23.6% 47 31.8% 61 41.2% 37 25.0% 26 17.6% 4 2.7% 6 4.1% MAX 45.3%

247 348 407 419 454 479 469 492 511 480 466 447 416 364 347 306 265 210

Occupied % Occupied 317 49.2% 368 57.1% 401 62.3% 421 65.4% 446 69.3% 439 68.2% 456 70.8% 479 74.4% 455 70.7% 433 67.2% 420 65.2% 382 59.3% 349 54.2% 310 48.1% 267 41.5% 228 35.4% 171 26.6% 149 23.1% MAX 74.4%

644 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exits 103 62 42 27 36 13 32 44 46 19 20 7 3 6 3 22 2 0

Total 0 11 9 7 11 20 15 21 70 41 33 45 36 45 46 61 59 22

Car Park Profile: 2014

London City Airport: CADP SHORT-STAY 200 spaces

Vectos

200 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 10 34 56 55 50 45 42 36 48 49 62 41 72 133 137 55 18 3

LONG-STAY 850 spaces

Total 1 3 43 49 45 41 43 35 35 70 57 69 55 114 171 70 49 0

Occupied 11 36 100 104 95 86 86 72 83 119 119 109 126 247 308 125 67 3

18 49 62 67 73 77 76 77 90 69 73 45 62 82 48 32 2 4 MAX

% Occupied 9.2% 24.6% 30.9% 33.7% 36.5% 38.6% 37.9% 38.6% 45.0% 34.4% 36.5% 22.5% 30.9% 40.8% 23.9% 16.2% 0.8% 2.2% 45.0%

850 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 144 87 64 48 63 29 53 75 72 38 40 26 35 28 25 51 22 17

Total 0 15 28 35 33 60 27 42 106 76 53 76 62 83 85 102 97 37

144 102 92 83 96 90 80 117 178 114 93 102 97 111 110 153 118 54

Occupied % Occupied 509 59.9% 581 68.3% 618 72.7% 630 74.1% 660 77.7% 629 74.0% 655 77.0% 688 80.9% 653 76.8% 615 72.3% 602 70.8% 551 64.8% 523 61.6% 469 55.1% 409 48.1% 357 42.1% 283 33.2% 262 30.8% MAX 80.9%

Car Park Profile: 2023 With Development

London City Airport: CADP SHORT-STAY 148 spaces

Vectos

148 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 8 26 44 43 39 35 33 29 37 38 48 32 56 104 107 43 14 2

LONG-STAY 644 spaces

Total 1 2 34 38 35 32 34 27 27 55 45 54 43 89 134 55 38 0

Occupied 9 29 78 81 75 67 67 56 65 93 93 86 99 193 241 98 53 2

7 31 41 45 49 53 52 53 63 46 49 27 41 56 30 18 -7 -4 MAX

% Occupied 4.4% 20.7% 27.4% 30.4% 33.3% 35.6% 34.8% 35.6% 42.2% 31.1% 33.3% 18.5% 27.4% 37.8% 20.0% 11.9% -4.4% -3.0% 42.2%

644 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 113 68 46 30 39 14 35 48 50 21 22 8 3 7 3 24 2 0

Total 0 12 10 8 12 22 16 23 77 45 36 49 39 49 50 67 65 24

113 80 56 37 52 36 52 71 127 66 58 57 43 56 54 91 67 24

Occupied % Occupied 435 67.5% 491 76.2% 527 81.8% 549 85.2% 576 89.5% 569 88.3% 587 91.2% 613 95.1% 586 91.0% 562 87.3% 548 85.1% 506 78.6% 470 73.0% 427 66.3% 380 59.0% 337 52.4% 275 42.7% 251 38.9% MAX 95.1%

Car Park Profile: 2023 Without Development

London City Airport: CADP SHORT-STAY 200 spaces

Vectos

200 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 10 34 57 56 51 46 43 37 48 50 63 41 73 135 140 56 19 3

LONG-STAY 850 spaces

Total 1 3 44 50 46 41 44 36 36 71 58 70 56 115 174 71 50 0

Occupied 11 37 101 105 97 87 87 73 84 121 121 111 128 251 313 127 68 3

19 50 63 68 74 78 77 78 91 70 74 46 63 83 48 33 1 4 MAX

% Occupied 9.3% 24.9% 31.4% 34.2% 37.1% 39.2% 38.5% 39.2% 45.6% 34.9% 37.1% 22.8% 31.4% 41.3% 24.2% 16.4% 0.7% 2.2% 45.6%

850 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 147 88 65 48 64 30 54 76 73 38 40 26 35 28 25 51 22 17

Total 0 16 28 36 33 61 27 43 108 77 54 77 63 84 86 103 98 38

147 104 93 84 97 90 81 119 181 115 94 103 98 112 111 154 120 54

Occupied % Occupied 537 63.1% 609 71.7% 647 76.1% 660 77.6% 690 81.2% 659 77.5% 685 80.6% 719 84.5% 684 80.4% 645 75.8% 631 74.3% 580 68.2% 552 64.9% 496 58.3% 435 51.2% 383 45.0% 307 36.1% 286 33.6% MAX 84.5%

Car Park Profile: 2025 With Development

London City Airport: CADP SHORT-STAY 148 spaces

Vectos

148 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 8 27 45 44 40 36 34 29 38 39 49 32 57 106 109 44 15 2

LONG-STAY 644 spaces

Total 1 2 35 39 36 32 35 28 28 56 46 55 44 90 136 56 39 0

Occupied 9 29 79 83 76 68 68 57 66 95 95 87 101 197 246 99 54 2

7 31 41 46 50 54 53 54 64 47 50 28 41 57 30 18 -7 -4 MAX

% Occupied 4.5% 21.1% 27.9% 30.9% 34.0% 36.2% 35.5% 36.2% 43.0% 31.7% 34.0% 18.9% 27.9% 38.5% 20.4% 12.1% -4.5% -3.0% 43.0%

644 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 115 69 47 30 40 15 36 49 51 21 22 8 3 7 3 25 2 0

Total 0 12 10 8 12 22 17 23 78 46 37 50 40 50 51 68 66 25

115 82 57 38 53 37 53 73 130 67 59 58 44 57 55 93 68 25

Occupied % Occupied 437 67.9% 494 76.7% 531 82.4% 553 85.9% 581 90.2% 573 89.0% 592 92.0% 618 96.0% 591 91.8% 567 88.0% 552 85.7% 510 79.1% 473 73.4% 429 66.7% 381 59.2% 338 52.4% 274 42.5% 249 38.7% MAX 96.0%

Car Park Profile: 2025 Without Development

London City Airport: CADP SHORT-STAY 200 spaces

Vectos

200 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 11 37 61 60 55 49 46 40 52 54 67 44 78 146 150 60 20 3

LONG-STAY 850 spaces

Total 2 3 47 54 49 44 47 38 38 77 63 75 60 124 187 77 54 0

Occupied 12 40 109 113 104 93 93 78 90 130 130 119 138 270 337 136 74 3

19 53 67 73 79 84 82 84 97 74 79 48 67 88 51 35 1 4 MAX

% Occupied 9.6% 26.4% 33.3% 36.4% 39.5% 41.8% 41.0% 41.8% 48.7% 37.2% 39.5% 24.1% 33.3% 44.1% 25.7% 17.3% 0.4% 1.9% 48.7%

850 Entry 05:00 06:00 07:00 08:00 09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00

Exit 158 95 70 51 68 31 57 81 78 40 42 27 35 29 26 53 22 17

Total 0 17 29 36 34 63 29 45 115 81 57 82 67 89 91 110 104 40

158 112 99 87 102 94 86 126 193 121 100 109 102 117 117 163 126 57

Occupied % Occupied 548 64.4% 626 73.6% 667 78.5% 682 80.2% 715 84.2% 683 80.4% 711 83.7% 747 87.9% 709 83.5% 668 78.6% 653 76.9% 598 70.4% 566 66.6% 506 59.5% 441 51.9% 384 45.2% 302 35.5% 279 32.8% MAX 87.9%

Car Park Profile: 2025 With Development (Higher Passenger Sensitivity)

APPENDIX G Travel Plan

Your City Commuter Better Travel Choices for Airport Employees

Welcome

We’ve turned traditional travel planning on its head with the creation of Your City Commuter. Our ambition is still the same – we want more airport employees to travel sustainably. However the way we have approached this is very different. London City Airport is unlike other airports. Being the only airport in London puts us in an unusual position. It is great because of the public transport services that connect to the airport – but it does means the ways we can encourage more employees to travel sustainably are very different. That’s why we need a different approach to staff travel planning at London City Airport. We’ve developed Your City Commuter as the umbrella plan for anything that helps encourage staff out of their cars and on to buses, trains, the DLR or the tube. It has also been created in such a way as to get people thinking about alternative modes of transport where possible - such as carsharing, using a bike or walking to work. Your City Commuter is our way of bringing all staff travel options together in one place and providing all the information you’ll need about the services available. All we are asking in return is that the information contained in Your City Commuter is used to encourage everyone at the airport to commute sustainably and that you provide feedback on how well it’s working. Your City Commuter is the travel plan for the airport community and we look forward to working on it together.

Our Sustainable Strategy London City Airport wants to grow in a sustainable way and our Sustainability Strategy and Airport Sustainability Action Plan 2012 sets out our approach to achieve this. We’re committed to assessing our impacts and acknowledging where we can make improvements. With over 2,000 staff working at the airport we have to look at how we can minimise any impacts on local congestion, local air quality as well as the airport’s carbon footprint resulting from the 900,000 journeys they make every year. Your City Commuter is part of our Airport Surface Access Strategy (ASAS). This is the overarching strategy that establishes our approach to encouraging airport staff and passengers to travel sustainably. The ASAS is aligned with the airport’s operating agreement with Newham Council and with our growth plans. In the same way that Your City Commuter sets out the actions we will take for airport staff we have a similar plan aimed at passengers.

A Fresh Approach

To help shape this staff travel plan we talked to around 25 on-site companies about the travel issues facing their employees, and through an online shapshot survey we asked almost 25% of the airport workforce 12 key transport questions. The survey results indicate that 39% of people use more than one type of transport on a daily basis. More importantly if you take out those trips which include a car, 32% of people still use more than one transport method. We know from talking to staff that some airport workers use different types on different days according to their shift pattern, whilst others will use three or four different means of travel in a single journey. This shows that the employee appetite for public transport is there and - with a focused approach - this can be developed further. We know that just under a third of employees live within Newham which means public transport is a realistic option, as is walking or cycling to work. This is reinforced by the fact that only about 40% of employees rely mainly on their car for the journey into work. According to the survey results, employees are now starting work earlier with 67% of respondents starting work by 6am and a further 10% by 7am. Depending on when public transport starts in the morning, this could be a reason why employees are using several types of transport or relying on their car when travelling to London City Airport.

London City Airport Travel Plan — 3

Our Priority Areas

We’ve had to be creative in coming up with a travel plan that pin points areas of possible improvement rather than setting an overarching target. The actions defined within this travel plan are based on the journey profiles derived from feedback received from airport companies and employees. To aid the delivery and monitoring of these actions we have, for the first time, split these into priority areas. With this targeted approach we will aim to encourage airport employees to travel more sustainably where possible. The priority areas are;

Providing the right information and ticketing for mixed mode journeys

Around

1/3

27%

of staff travel by 2 or more modes of transport

of airport staff live within Newham

67%

67%

of staff on duty by 6am of staff on duty by 6am

40%

of staff rely primarily on the car for their commute to work

1/3

5,000

staff travel by 2 or more modes businesses operating of transport across Newham

This approach provides a focus on the key opportunities which will encourage airport employees to take advantage of the sustainable transport options available at London City Airport, as well as making sure we’re addressing the issues that are important to our stakeholders. We will continue to maintain staff parking levels at a rate comparable with the 2009 provision and in line with existing agreements with Newham Borough Council, and we will continue to review staff parking capacities as our travel plan develops.

4

— London City Airport Travel Plan

Working With You

We’ve designed Your City Commuter to be a user friendly travel plan. Through our travel plan co-ordinator we are committed to providing you and all airport staff with up to date and relevant travel information. In order to do this we will provide travel leaflets, posters for your crew and rest rooms and regular travel updates - all in a format that you can use. We’ll also liaise with transport operators on your behalf to negotiate improved services to the airport. All we ask in return is that you nominate a travel co-ordinator within your organisation. All they will need to do is promote this information to your employees and provide feedback to us on anything travel related. This could be as simple as asking for travel information in a different format, or letting us know if staff from a certain location are struggling to get to work. We can then try and do something about it.

The Role of the Employer at LCY

NOMINATE A TRAVEL PLAN CO-ORDINATOR

PROMOTE TRAVEL OPTIONS TO YOUR EMPLOYEES

FEEDBACK WHAT IS WORKING WELL AND WHAT ISN'T

Travel Options DLR

Underground

The Docklands Light Rail runs throughout the day connecting the airport to a range of locations and transport interchanges. As the DLR connects into the terminal many staff will use the service for the final leg of their journey into the airport.

The DLR connects to the Underground at a number of locations providing access to a range of locations across London.

Car & Carsharing We understand that many employees are unable to travel by public transport due to home location or shift patterns. It’s important that we continue to provide safe and secure parking facilities while also looking at sustainable options such as carsharing or use of electric vehicles. Bus While only two services provide direct connections to the airport they do connect with other services at local transport interchanges. Some routes offer a 24 hour service.

Train There is no rail station on-airport but the DLR provides connections to a range of stations providing interchange facilities across the region. Cycling & Walking The healthy option! Even if you can’t make it all the way to work you may be surprised by how short the walk or ride may be to your nearest station. Information We’ll work with Transport for London (TfL) and others to provide airport employees with access to information that helps them choose the most sustainable mode of transport that works for them.

London City Airport Travel Plan — 5

The Actions Behind the Plan

We have identified a series of actions that will ensure airport employees continue to make sustainable travel choices. Some of these actions are for us to deliver, while others can only be achieved by working with our stakeholders, you being a pivotal one. We’ll review progress against each action annually and replace any completed or redundant actions with something more relevant if required. This means our approach reflects current priorities while working towards longer term objectives set through our Surface Access Strategy.

Section

No.

Travel Plan

1

Engagement

2

Local Journeys

3

Mixed Transport Journeys

Car Journeys











Monitor on-airport cycle provision and look at providing additional cycle storage facilities







4

Investigate opportunities for the creation of additional staff showering and changing facilities







5

Hold 2 local staff focus groups to identify the barriers to cycling or walking to work







6

Establish a cycle and walking user group tasked with exploring options for making cycling and walking more attractive to staff







7

Work with local stakeholders to explore opportunities for improved cycle and walking routes and information provision







8

Hold 2 staff focus groups to identify the multi-modal journey issues that need addressing







9

Look at ticketing and information improvements with TfL and individual transport operators







10

Explore the opportunity to install carshare bays in prominent location close to terminal buildings







11

Consider any other benefits that can be offered to carsharers

























13 14

— London City Airport Travel Plan

Maintain an airport travel plan, delivered by a named travel plan co-ordinator Maintain a travel plan on-airport that ensures airport companies are provided with the information their employees require

2013 2014 2015 •

12

6

Action

Review the leading carshare packages that are publicly available and gauge their suitability for an airport environment Investigate longer term opportunities for the provision of electric vehicle charging points on-airport Work with transport operators to offer car users trial journeys on public transport (gather feedback on their experience through travel diaries)

Section

Improved Journeys

Local Travel Plan Network

No.

2013 2014 2015

15

Consider the use of incentives that reduce reliance on the car (including discounted parking rates for carsharers, flexible pricing options, etc)







16

Work with TfL and local transport providers to identify priority improvements to public transport services







17

Explore schemes where additional services can be trialled from key staff residency locations or at key shift start times































18

19 Staff Car Parking

Action

20

Establish contact with local businesses and other organisations to gauge interest in creating a travel plan network (including both large and small businesses) Consider the creation of an ‘easit’* style travel plan network scheme that brings businesses together to collaboratively address local travel issues Monitor staff parking requirements and maintain levels in accordance with agreed levels Each action will be monitored annually for progress and given the following rating;

Monitoring and Reporting

21

• Complete • On track for completion • Ongoing • Behind schedule

22

Progress will be communicated annually as part of the Annual Performance Report (APR).







23

Complete a snapshot staff travel survey







24

Complete a full employee survey







25

Share survey results with relevant stakeholders, including the Airport Transport Forum







*Easit is a transport network that has successfully been implemented at airports, business parks and other distinct areas and brings businesses together in a way that sees them working in partnership to address key local transport issues.

London City Airport Travel Plan — 7

City Aviation House Royal Docks London E16 2PB www.londoncityairport.com

June 2013 8

— London City Airport Travel Plan



Travel Plan February 2011

Summary Travel Plans are one of the ways of potentially reducing the car dependency of sites by providing information and opportunities for alternative modes of transport. London City Airport (LCY) is fortunate in being well connected to and easily accessible by public transport to London’s extensive and multi-modal transportation network, particularly since the extension of the Docklands Light Railway in 2005 to include a station at London City Airport. The modal share for passenger travel to London City Airport is excellent, and probably one of the best of any significant commercial airport in Europe. Nevertheless improvements can always be made in reducing the impacts of the Airport’s staff and passengers on the local road network, in line with LCY’s Section 106 Planning Agreement, and increasing the mode share of more sustainable modes of transport. The Travel Plan outlines the methods LCY will use to achieve this.

Contents 1 INTRODUCTION • • • •

Background Location and Existing Site The Airport Transport Forum and Airport Surface Access Strategy Travel Plan Scope

5 5 5 6 7

2 ACCESSIBILITY AND EXISTING TRAVEL SITUATION 9 • Access and Egress Pedestrians and Cyclists Public Transport Docklands Light Railway (DLR) Overview of Connections London Underground Train Bus Taxis and Private Hire • London City Airport Staff Travel Patterns Staff Travel by Car • London City Airport Passenger Travel Patterns

London City Airport has appointed a Travel Plan Coordinator to produce, manage, implement, monitor and review the Travel Plan, utilising a range of initiatives, measures and marketing strategies, covering walking; cycling; public transport; car sharing and parking. This will result in a managed, monitored and controlled travel ethos to the benefit of staff, passengers, local communities, London and the general environment.

3 OBJECTIVES AND TARGETS • Objectives • Targets Staff Travel Targets Passenger Travel Targets

4 TRAVEL PLAN STRATEGY • • • •

Management Travel Plan Coordinator Staff Travel Strategy Marketing Strategy

5 SUSTAINABLE TRAVEL MEASURES • On and Off-site Enhancement Walking and Cycling Public Transport Docklands Light Railway Bus Taxi Share Car Share • Induction Packs/Seminars and Other Information Provision

6 MONITORING AND REVIEW • Monitoring • Review

February 2011

9 9 10 10 11 11 12 13 13 14 15 16

19 19 19 19 20

23 23 23 23 24

27 27 27 28 28 28 29 29 29

31 31 32

London City Airport Travel Plan

3

Figures

Introduction

Figure 1 Location of London City Airport

p 33

Figure 2 Pedestrian & Cycle Distances

p 34

Figure 3 Location of Public Access Gate Map

p 35

Background

1

1.1 On 9th July 2009, London City Airport (LCY) was granted permission to increase the number of annual aircraft movements from c.80,000 in 2006 to 120,000 (07/01510/ VAR). This planning approval forms the first step of London City Airport’s Master Plan, which was published in November 2006 and sets out the Airport’s growth aspirations through to 2030. 1.2 The Travel Plan is a long term strategy and action plan that will evolve and contribute towards the Airport achieving the level of growth detailed in the Master Plan. It is a plan required by the Airport’s 2009 Section 106 Planning Agreement (Part 1, Sixth Schedule), and developed to encourage passengers and staff to use sustainable transport modes to access the Airport where possible. This includes making the best use of public transport, including minimising the number of trips to and from LCY by single occupancy vehicles. For ease of use, this Travel Plan makes reference and targets for both passengers and staff. July 2009, London City Airport (LCY) was granted permission to increase the number of annual aircraft movements from c.80,000 in 2006 to 120,000 (07/01510/ VAR). This planning approval forms the first step of London City Airport’s Master Plan, which was published in November 2006 and sets out the Airport’s growth aspirations through to 2030.

Location and Existing Site 1.3 LCY is located in the Royal Docks, six miles east of the City of London, Europe’s major financial district, and two miles east of Canary Wharf, London’s new business centre located in the Docklands. It is just half a mile from ExCeL London, the Exhibition and International Convention Centre. Existing land uses in the vicinity of the site are varied and of mixed use: there are residential, industrial and commercial areas. Figure 1 (included at the end of this document), a site location plan, shows the airport site in relation to the surrounding area and transport system. 1.4 The permitted and existing use of the site is as an international airport. There are two elements to the Airport; the main airport building with ancillary services and the Jet Centre that serves non-scheduled corporate aviation. 1.5 Traffic at LCY is controlled by a range of both day-specific and annual limits on aircraft movements as set out in condition 8 of the planning permission.

February 2011

London City Airport Travel Plan

5

The Airport Transport Forum and Airport Surface Access Strategy

Travel Plan Scope

1.6 In line with Government policy, LCY has established an Airport Transport Forum (ATF). The objectives of the Forum, which is made up of representatives of the Airport, local authorities, regional planning bodies, transport operators, infrastructure providers, local businesses and other interested bodies, are: • To make access to the airport more sustainable; • To draw up short term and long term targets for increasing the use of public transport by passengers and staff; • To devise an Airport Surface Access Strategy for meeting these targets to feed into the transport plan for London prepared and revised from time to time by the Mayor of London and into the local implementation plans to be prepared by the London Boroughs; • To monitor the implementation of the strategy. 1.7 The Travel Plan will work alongside the Airport Surface Access Strategy (available on the LCY website) with the Airport Transport Forum having a vital role in the development, implementation, monitoring and review of the Travel Plan. 1.8 The current LCY Surface Access Strategy was finalised in February 2005 and in line with Government Guidance the objectives of the strategy are to: • Encourage the use of public transport for journeys to and from the airport (for staff and passengers); • Offer a choice of efficient public transport; • Ensure access for the disabled; • Ensure access for employment; • Contribute to regeneration.

1.10 A travel plan is a package of site-specific initiatives aimed at improving the availability and choice of travel modes to and from a development. It may also promote practices or policies that reduce the need for travel. Travel plans are becoming an increasingly important tool in the delivery of sustainable outcomes. They provide, together with transport assessments, a mechanism for assessing and managing access to sites. In addition, the initiatives contained within travel plans can help improve accessibility, both to and from the site, and to local amenities and services. 1.11 The Travel Plan considers journeys made by staff employed at the Airport and passengers and how they can be encouraged to travel to and from the site efficiently and using sustainable modes of transport. 1.12 This Travel Plan sets out a strategy for managing single occupancy car use for journeys to and from the Airport. This is in line with LCY’s Section 106 Planning Agreement with the London Borough of Newham (LBN), which states ‘(the airport) shall use reasonable endeavors to agree with the council targets for managing any impacts of the airport’s staff and passengers on the local road network’. 1.13 In addition to £50,000 paid by LCY towards a road capacity study of the local road network and impact the Airport has upon it, LCY has a commitment through its Section 106 Planning Agreement to a “Road Capacity Contribution”. This contribution (of up to £190,000 index- linked) will be used by the relevant highway authority towards the cost of any mitigation works recommended by the study mentioned above. This contribution acts in line with “managing any impacts of the airport’s staff and passengers on the local road network.’ 1.14 For clarity, this plan has been structured to include the following sections;

1.9 These objectives are compatible with the objectives of this Travel Plan. The current Airport Surface Access Strategy now requires review and modification following the extension of the Docklands Light Railway (DLR) to the Airport which opened in December 2005. This together with a further extension of the DLR south of the river to Woolwich in 2009 has encouraged a significant shift in travel patterns to and from LCY.

Section 2 –

will outline the accessibility of the site and outlines the current situation.

Section 3 –

indicates objectives and targets for the site.

Section 4 –

outlines the Travel Plan strategy including how it is managed, with marketing and consultation strategies.

Section 5 –

sets out the measures that have been implemented to help achieve the objectives and targets of the Travel Plan.

Section 6 –

outlines the monitoring methodology.

Section 7 –

provides a brief summary.

1.15 Sections Two to Four have been sub-divided into points relating to ‘Staff Travel’ and ‘Passenger Travel’ to highlight the different measures and targets for each audience and address the requirements of the Section 106 Planning Agreement to devise a plan for each of these key groups.

6

London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan

7

2

Accessibility and Existing Travel Situation Access and Egress 2.1 LCY is easily accessible by road via a signaled controlled junction on the A112 at its junction with Hartmann Road, which provides direct access to the Terminal Building and beyond to the Short and Long Stay Car Parks. The A112 runs east to west connecting with the A1020 just to the north of the Airport and with the A117 to the east, to the north of the Woolwich Ferry. LCY is approximately fifteen miles from the M25 to the north, access to which is via the A13 and A406/M11 and 16 miles from the M25 to the south, access via the A102/A2. There are no road access constraints.

Pedestrians and Cyclists 2.2 LCY is located close to a number of residential areas and there is an opportunity for staff living in these areas to walk or cycle to work. Bicycle parking is available for staff in the Short Term Car Park (14 spaces), and the Western Staff Car Park (14 spaces). Cycle parking for staff and passengers is available at at the Terminal Forecourt (30 bicycle spaces and c20 spaces for motorcycles). All of the streets in the area have footways and there are pedestrian crossings at the major junctions in the area, controlled by traffic signals. 2.3 When assessing the accessibility of a site to local facilities, including access to public transport, an average walking speed of approximately 1.4m/s can be assumed, which equates to approximately 400 metres in 5 minutes or 3 miles per hour (mph). (Source: The Institution of Highways and Transportation publication ‘Guidelines for Providing for Journeys on Foot (2000)’). 2.4 The Institution of Highways and Transportation publication ‘Guidelines for Providing for Journeys on Foot (2000)’ contains guidance on the distances it is considered acceptable and desirable to expect people to walk for journeys of differing type. The table is recreated below as Table 2.1.

Table 2.1 - Extract from IHT ‘Guidelines for Providing for Journeys on Foot’ Town Centres (m)

Commuting/School (m)

Elsewhere (m)

Desirable

200

500

400

Acceptable

400

1000

800

Maximum

800

2000

1200

February 2011

London City Airport Travel Plan

9

2.5 Using the acceptable walking speed stated above and assuming an average cycling speed of approximately 9mph (three times faster than the walking speed), walking and cycling travel distances from the Airport Terminal Building are shown in Figure 2 (found at the end of this document).

2.9 The LCY website includes a link to the Transport for London DLR website and also an up to date DLR route map. There are a number of options for transport to central London locations from LCY using the DLR.

London City Airport to Central London

Public Transport

Option 1 – via Bank

2.6 London City Airport is easily accessible via public transport. The Airport Terminal is directly linked to the Docklands Light Railway London City Airport Station. This link connects the Airport quickly and easily with London’s extensive public transport network, tube, train and bus.

Take the Docklands Light Railway from London City Airport direct to Bank. The journey time is approximately 22 minutes and the trains run at 4.5 minute intervals (10 minute intervals off peak). The Circle, District, Northern, Central and Waterloo and City lines, as well as London Overground are also available from Bank. Option 2 – Liverpool Street via Stratford

Docklands Light Railway (DLR)

Take the Docklands Light Railway from London City Airport direct to Canning Town and connect with the Jubilee line to Stratford. Take an overground train from Stratford direct to Liverpool Street. The journey time from Stratford to Liverpool Street is approximately 10 minutes and trains run at 15 minutes from Stratford.

2.7 LCY was connected in December 2005 to London’s public transport rail network via the Docklands Light Railway (DLR), which links directly into the Airport Terminal Building. The DLR was one of the first light rail systems in Britain, opening in 1987 to serve the first brownfield developments in Docklands. Since then, a number of extensions have taken place, extending the DLR to Bank, Beckton, Lewisham and in 2009 to Woolwich Arsenal via London City Airport. The DLR is now a significant railway which carries almost 70 million passengers per year1.

Option 3 - West End (Bond Street) via Canning Town Take the Docklands Light Railway from London City Airport to Canning Town to connect with the Jubilee Line. The journey time to Canning Town is approximately 7 minutes and the trains run at 4.5 minute intervals (10 minute intervals off peak). The journey time from Canning Town to Bond Street is approximately 23 minutes.

2.8 There are a large number of potential public transport routes to LCY from across the London area, provided by various modes of transport. With the exception of the limited number of people who access the Airport by bus, the last stage of any public transport journey to LCY will necessarily use the DLR. The service frequency and first and last train times for the DLR at LCY are shown in Table 2.2.

London City Airport to Canary Wharf Option 1 – Via Canning Town

Table 2.2 – Docklands Light Railway: Service Frequency and Hours of Operation – (Source: Transport for

Take the Docklands Light Railway from London City Airport to Canning Town to connect with the Jubilee Line to Canary Wharf. The total journey time is approximately 14 minutes and DLR trains run at 4.5 minute intervals (10 minute intervals off peak).

London as at 5 November 2010)

Departure Times from London City Airport to Woolwich Arsenal (Platform 1) First Train

Last Train

Frequency (Off Peak/On Peak)

Mondays to Fridays

05:15

00:59

Every 10 minutes/ 4 minutes

Saturday

05:19

00:59

Every 10 minutes

Sunday

06:49

23:59

Every 10 minutes

Option 2 – Via Poplar Take the Docklands Light Railway to Poplar to connect with a Docklands Light Railway service to Canary Wharf. The total journey time takes approximately 18 minutes and the trains run at 4.5 minute intervals (10 minute intervals off peak).

Overview of Connections

Departure Times from London City Airport to Bank or Canning Town (Platform 2)

London Underground

First Train

Last Train

Frequency (Off Peak/On Peak)

Mondays to Fridays

05:33

00:18

Every 10 minutes/ 4 minutes

Saturday

05:18

00:18

Every 10 minutes

Sunday

06:48

23:18

Every 10 minutes

10 London City Airport Travel Plan

February 2011

2.10 The DLR connects to the London Underground at a number of stations, which provides good connections to London’s public transport network for travel to central and outer London.

1

www.tfl.gov.uk 18 November 2009

February 2011

London City Airport Travel Plan 11

2.11 The DLR connects with the London Underground (tube network) at: Canning Town (Jubilee Line) 3 stops from LCY West Ham (District Line, Hammersmith & City Line, Jubilee Line) 4 stops from LCY on DLR and Jubilee Line

2.16 The South Eastern Metro and MainLine is accessible via Woolwich Arsenal, Lewisham or Greenwich DLR stations and runs from Charing Cross, Blackfriars, Victoria and Cannon Street Stations. The South Eastern Lines serve stations in south London and further, including: Dartford Gillingham Hayes Sevenoaks Ashford International Tunbridge Wells and the Kent Coast (including Dover and Folkestone).

Stratford (Central Line) 5 stops from LCY via Jubilee Line Shadwell (East London Line) 9 stops from LCY Bow Church/Bow Road (District Line; Hammersmith & City Line) 10 stops from LCY Bank (Central Line; Northern Line; District Line; Circle Line; Waterloo & City Line) 10 stops from LCY Tower Gateway/Tower Hill (District Line; Circle Line;) 10 stops from LCY

Bus 2.17 There are two London Transport bus services available for local journeys to and from LCY.

Train 2.12 The DLR also connects to London’s extensive London Overground railway network at a number of stations; Woolwich Arsenal (South Eastern Line) 2 stops from LCY on the DLR Stratford (One Railway and London Overground) 5 stops from LCY on DLR and Jubilee Line

2.18 The 473 bus serves North Woolwich, Silvertown, London City Airport, Prince Regent, Plaistow and Stratford. The service departs every 9 to 13 minutes from the terminal forecourt. Buses operate from Stratford from 05:04 (06:11 Sunday) with the last bus at 01:14 (Monday to Sunday). First bus from North Woolwich is at 04:30 (05:39 Sunday) with the last bus at 00:16 (00:18 Sunday). 2.19 The 474 bus serves Canning Town, North Woolwich, East Beckton, East Ham and Manor Park via Silvertown. The service operates 24 hours a day with a typical peak period frequency of 10 – 13 minutes.

Limehouse (c2c Line) 8 stops from LCY on the DLR Tower Gateway/Fenchurch Street (c2c Line) 10 stops from LCY on the DLR Greenwich (South Eastern Line) 15 stops from LCY on the DLR, or 12 stops on the DLR and Jubilee Line. Lewisham (South Eastern Line) 18 stops from LCY on the DLR, or 15 stops on the DLR and Jubilee Line. 2.13 The London Overground provides easy connections from destinations such as Richmond, Highbury & Islington, Camden Road or West Hamstead to Stratford, with connections on the Jubilee Line and Docklands Light Railway to London City Airport. 2.14 The c2c Line runs east from Fenchurch Street Station along the north bank of the Thames serving destinations in Essex such as Barking, Tilbury, Basildon and terminating at Shoeburyness. These services can be easily accessed by interchange at Limehouse (8 stops from LCY on the DLR) and West Ham (4 stops on DLR and Jubilee Line). 2.15 The One Railway Line provides services from Liverpool Street Station, including the Stansted Express, with services to destinations such as Ilford, Romford, Brentwood Braintree, Colchester, Stratford, Southend and Harwich.

2.20 A further 11 bus services call at Canning Town DLR station, 3 stops on the DLR from the Airport. Buses on these routes call at a wide range of destinations including Romford (No. 5), Stoke Newington (No. 276), Bethnal Green (No. 309), Stratford (No. 241), Ilford (No. 147) and Walthamstow (No. 69), Aldgate (No. 115), East Ham (No. 300), Mile End (No. 232) and Manor Park for the Woolwich Ferry (No. 474).

Taxis and Private Hire 2.21 There is a taxi rank (for black cabs licensed by the Public Carriage Office) directly outside the Terminal Building. 2.22 Private mini cabs are based off-site and passengers and staff are able to pre-book this service. 2.23 A chauffeur service is based on-site in the Airport Terminal. 2.24 Car rental companies are based onsite, outside the terminal, for passengers wishing to hire a car.

12 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 13

London City Airport Staff Travel Patterns

2.28 At December 2009, LCY Ltd itself directly employed 403 people of the c.2000 working on-site at LCY.

2.25 There are currently just over 2000 employees working on-site at LCY. There are a number of modes of travel available to these employees and the Airport provides facilities to support these methods. 2.26 In the development of this Travel Plan, London City Airport conducted a Staff Travel Survey in October 2009. This survey was undertaken by an independent market research company and yielded responses from approximately 40% of all staff on-site. 2.27 One of the key results of the Staff Travel Survey is the normal transport mode share for staff. These results are shown below in Chart 2.1.

2.29 Approximately 60% of employees working on the Airport site work shifts, which generally fall between the hours of 05:00 and 22:45. Shift workers employed by LCY Ltd work in the departments of Customer Services, Airfield Operations, Aviation Security, Ramp Services, Airport Fire Service and the Jet Centre. 2.30 Most staff are unable to access LCY for early shifts by public transport due to the commencement of their shifts generally being before public transport begins operating.

Staff Travel by Car 2.31 According to the 2009 Staff Travel Survey, 59% of staff drive to work by private car alone.

Chart 2.1 – Staff Last Mode of Transport Normally Used (Source, LCY Staff Travel Survey, October 2009)

2.32 LCY Ltd provides an annual car parking pass to its employees within the staff remuneration package. There are currently 281 parking spaces available to staff in the main car parks adjacent to City Aviation House, 10 in the terminal staff parking area (commonly known as “the triangle”) and 52 in the western end car park. These spaces are available to the employees of all companies operating onsite at London City Airport. LCY Ltd makes a charge to other companies on site for car park passes, who then supply to their staff at the cost to their company. 2.33 There is currently no car share programme at LCY, although some staff do share lifts to work. The 2009 Staff Travel Survey indicated that 5% of staff normally car share with colleagues.

Staff Travel by Public Transport 2.34 The numerous options for staff to travel to LCY via public transport are outlined in section two.

Staff Travel by Walking and Cycling 2.35 Bicycle racks are available for staff use at the terminal forecourt under the DLR (30 spaces). During 2010, new bicycle cages were installed for staff use in the short stay and western end car parks, each with 14 cycle parking spaces. Showers and changing facilities are available in City Aviation House, Ramp Services Department (Ledger Building), Airport Fire Station and Jet Centre for use by LCY Ltd employees who cycle to work. 2.36 LCY is easily accessible by foot via Hartmann Road (from Albert Road) or via the access gate to the terminal forecourt from Newland Street in Silvertown. The location of the public access gate is shown in Figure 3 at the end of this document.

14 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 15

London City Airport Passenger Travel Patterns 2.37 LCY undertakes passenger satisfaction research over two week period, on a quarterly basis with a minimum sample size of 250 passengers. As part of this research, passengers are asked to provide their last mode of transport to the Airport. The results of the 2009 survey are summarised in Chart 2.2. 2.38 The results of this survey show that 66% of passengers currently travel to the Airport by public transport (including licenced black taxis), and that only 3% travel by private car parked at the Airport. The DLR is the most commonly used mode of transport for passengers, with 47%, followed by 18% of passengers using black taxis. 2.39 Licenced black taxis perform an important role as a public transport provider by reducing the passenger’s reliance on the private car. They are particularly useful for passengers using the Airport from Central London and Canary Wharf because they are not restricted to a timetable or constrained by fixed routes. There are no direct DLR services between LCY and Canary Wharf at the time of publication of this document. 2.40 Further data regarding the use of taxis from the Airport was recorded during surveys undertaken at the pick-up zone outside of the Airport in September 2010. These surveys recorded that the average occupancy rate for taxis departing from the Airport is 1.46 passengers (excluding driver).

Chart 2.2: Passengers’ Last Mode of Transport (%), 2009

16 London City Airport Travel Plan

February 2011

Objectives And Targets Objectives

3

3.1 This Travel Plan is primarily aimed at reducing the dependence of London City Airport employees on travel to and from work by single occupancy car, managing any impacts of LCY staff and passengers on the local road network (S.106 Sixth Schedule, Part One 3 (c)) and to continuing to promote the use of sustainable modes of transport to LCY passengers. 3.2 Therefore the main objectives of this Travel Plan are: • To increase employee and passenger awareness of and access to sustainable modes of travel; • To facilitate access to appropriate travel information for employees and passengers; • To reduce the impact of the site on the local highway network; • To reduce unnecessary or unsustainable use of the car for the journey to and from the site.

Targets 3.3 The existing travel patterns for staff and passengers are significantly different and therefore, the Travel Plan targets are different for each group. This section has been divided into targets relating to staff travel and targets aimed at passenger travel.

Staff Travel Targets 3.4 As detailed in Section 2 of this document, there are currently about 2,000 employees working at the Airport. The 2009 Staff Travel Survey shows that approximately 59% of staff drive a private car alone to work. 3.5 The target for staff travel is to restrict the number of staff driving to the site by single occupancy car to existing car borne levels. Therefore, as the number of staff working at the Airport increases, the percentage that drives to the site should reduce. On the assumption that the number of staff will grow uniformly, the target mode share for staff driving to LCY each year by single occupancy car is shown in Table 3.1.

February 2011

London City Airport Travel Plan 19

Table 3.1 – Target Mode Share for Staff Driving to London City Airport Year

3.9 There are several reasons why some passengers cannot use public transport for their journey to and from the Airport. These include the amount of luggage they may have, no available public transport options from their origin/to their destination and passenger disabilities. London City Airport will continue to provide parking subsidies for passengers with disabilities.

Modal Share

2009

Base

2011

-10%

2012

-17%

2013

-23%

2

3.10 After the DLR, the second most popular mode of passenger travel to and from the Airport is taxi. The typical occupancy of taxis travelling from the Airport is 1.46 passengers. The increase in passengers as a result of the 2009 planning approval may increase demand for this mode of travel in the coming years, particularly in the absence of a direct DLR service between LCY and Canary Wharf.

Passenger Travel Targets 3.6 The proportion of passengers that drive and park at LCY is very low (3%), as shown in Chart 2.2. Therefore, whilst the Airport will continue to promote the use of non car modes of travel to and from the site, it will be difficult to achieve significant changes to the level of passengers that currently travel by this mode. However, London City Airport will continue to monitor car park charges on-site at the Airport to endeavour to encourage Airport passengers to use public transport wherever possible. LCY will report changes to its car park charges with the London Borough of Newham and the Airport Transport Forum when reporting on the performance of the Travel Plan. Airport car park charges will also be considered against the backdrop of local parking arrangements to ensure that local residents are not negatively impacted by increased passenger parking charges on-site. 3.7 LCY is committed to increasing the proportion of passengers arriving by public transport, including the DLR. It is anticipated that the DLR capacity and service enhancements which are planned will encourage a further increase in the proportion travelling by DLR. A corresponding reduction in car and taxi use is therefore expected. A £2,500,000 contribution towards the DLR improvements from LCY as set out in the Section 106 Planning Agreement and the encouragement of airlines to promote the DLR onboard flights are the first steps to supporting a further increase in DLR by Airport passengers.

3.11 The Travel Plan target for passengers aims to increase the efficiency of this mode of transport by increasing the occupancy of taxis travelling to and from the Airport at peak times. A minor but useful improvement can be achieved if LCY were to gain permission from the Public Carriage Office to run a taxi share scheme. 3.12 While LCY is not currently convinced that a taxi share scheme is in the interests of passenger comfort, safety or security, it will continue to monitor this situation and the level of demand. Research into demand for this service has been gauged through special questions included in the Airport’s regular passenger satisfaction research. Feedback from these special questions was received in July 2010 and will be discussed with the London Borough of Newham and Airport Transport Forum, to which the Public Carriage Office is invited. 3.13 Taxi occupancy rates will be monitored by LCY. 3.14 The measures that will be implemented to achieve these targets are detailed in Section 5.

3.8 LCY will closely monitor the passenger mode share and this will form an integral part of the Travel Plan monitoring process. This will report the proportions of passengers travelling by each mode, enabling the anticipated increase in public transport and reduction in private transport modes to be recorded.

After review by the London Borough of Newham and subsequent updates by London City Airport, this Travel Plan was approved in early 2011.Following approval, the Airport is required through Section 106 Planning Agreement to implement the measures of the Travel Plan within six months. The first Staff Travel Survey following implementation of the Travel Plan measures therefore will take place in 2011 after these six months have passed.

2

20 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 21

Travel Plan Strategy Management

4

4.1 LCY Ltd as the owner and operator of the Airport is responsible for the existing and ongoing management of the site and as such will be responsible for the production and implementation of the Travel Plan.

Travel Plan Coordinator 4.2 The main element of the proposed management structure for the Travel Plan is the appointment of a Travel Plan Coordinator to oversee all elements of the Travel Plan. 4.3 The Travel Plan Coordinator is an existing staff member employed by LCY Ltd who has taken on the role as part of their job. The Coordinator has the full support of senior management with regards to the implementation of the Travel Plan. The staff member has skills and knowledge relevant to this responsibility, participating in regular Transport for London Travel Planning Conferences. This level of skill and training will enable the Coordinator to produce, implement, monitor and update a high quality Travel Plan.

Staff Travel Strategy 4.4 LCY Ltd is directly responsible for the c400 people it employs at the Airport which is approximately 20% of the total workforce currently employed on-site. Every person employed at the Airport is subject to the Travel Plan. The Travel Plan Coordinator is responsible for providing information regarding the Travel Plan to other companies on site. 4.5 Each individual employer (55 in total) with staff at the Airport will be encouraged to take part in the Travel Plan process and where practical would appoint a member of staff at the Airport to be the point of contact with the site wide Travel Plan Coordinator. This staff member will be designated as a Travel Plan Champion within each organisation. Any new or renewed lease arrangements will include a clause requiring that tenants liaise with the Travel Plan Coordinator, adhere to the Travel Plan and agree to participate in, and promote, travel surveys. 4.6 The responsibilities of the Travel Plan Coordinator include providing the interface between all parties on the site, reporting to the local authority, and monitoring the progress being made towards site-wide transport objectives and the provision of sustainability measures. 4.7 The first task in the development of this Travel Plan has been to undertake a comprehensive and robust Staff Travel Survey (October 2009).

February 2011

London City Airport Travel Plan 23

4.8 The Travel Plan Coordinator is responsible for all aspects of the site-wide Travel Plan and their primary functions include: • Promotion of sustainable transport measures to employees; • Liaison and cooperation with the local planning, highway authorities and with local public transport operators; • Liaison and cooperation with other Travel Plan Coordinators located in the area in order to coordinate efforts, measures and initiatives. There is potential for synergy with regards to area wide Travel Plan networks; • Overseeing the Travel Plan Champions of other companies onsite at the Airport; • Promotion of the objectives and benefits of the Travel Plan; • Organisation and undertaking of the required travel surveys; • Maintenance of all necessary systems, data and paperwork; including a car share scheme (if found to be an appropriate measure); • Acting as the point of contact for information and exchange of ideas; • Establishing a Working Group from members of the Airport Transport Forum, which includes staff representatives from each of the 55 employers at the Airport, the local planning and highway authorities and local public transport operators. This group would aid in the development, implementation, monitoring and review of the Travel Plan. • Monitoring the achievements and performance of the Travel Plan and reporting back to the senior management of LCY Ltd; the Working Group; and Airport Transport Forum.

Marketing Strategy 4.9 Different methods of marketing the Travel Plan are employed to maximise the impact of the different measures to be implemented, including providing appropriate sustainable transport information. 4.10 Methods used and planned for disseminating information include: • Payslips; • Staff briefings; • Staff notice boards and information points; • Induction packs/seminars; • Staff Training; • “The Chronicle” - the Airport staff newspaper; • London City Airport Website and Intranet; • Staff Association; • LCY Employers’ Forum; • Airline Operators Committee; • Provision of information on ID pass forms.

24 London City Airport Travel Plan

February 2011

5

Sustainable Travel Measures

5.1 To help facilitate and promote the use of sustainable modes of transport for journeys to and from the Airport and manage the impacts of the LCY’s staff and passengers on the local road network, a variety of measures will be implemented. The measures outlined below are proposals only and will evolve through discussions between LCY Ltd and the relevant Local Authorities. 5.2 Changes, where reasonable and achievable, will also be made in response to results of the 2009 Staff Travel Survey and future Staff Travel Surveys. 5.3 The list is by no means exhaustive. The actual measures implemented by employers may vary between employers because of the varying nature of their businesses, type and number of employees, and financial ability to implement certain measures. 5.4 The regeneration agenda in Newham also encompasses job creation and initiatives designed to encourage people to live and work locally as part of the Sustainable Communities Agenda. 5.5 For the purpose of this plan, suggested measures have been focused on staff travel, with passengers benefiting from the improvements made to public transport and site enhancements.

On and Off-site Enhancement Walking and Cycling 5.6 As part of the Travel Plan the environmental and health benefits of walking and cycling to work will be emphasised to staff, e.g. promotion of the. ‘10,000 steps a day campaign’. 5.7 The formation of walking and/or cycling clubs will be considered, which will encourage staff to walk and/or cycle together for commuting as well as leisure purposes either during the working day (journey to work, lunchtimes) or out of work hours. 5.8 The Travel Plan Coordinator will investigate possible discounts for employees with local cycle shops and the potential for holding cycle maintenance workshops with local cycle shops. 5.9 The Travel Plan Coordinator will encourage employers to offer their employees an interest free loan for the purchase of a cycle and relevant safety equipment. LCY currently operates a ‘Cycle to Work’ scheme in partnership with Halfords Cycle shop. 5.10 The 2009 Staff Travel Survey shows that approximately 67% of all staff on-site are aware of the cycle parking facilities and 46% are aware of the showering and changing facilities. Staff showering and changing facilities are currently provided only by LCY Ltd. The Travel Plan Coordinator will encourage employers on-site to make arrangements for their own staff welfare in regard to the availability of showering and changing facilities.

February 2011

London City Airport Travel Plan 27

5.11 Cycle routes and other cycling information will be provided on notice boards and in induction packs. 5.12 Surface access improvements to the Airport for pedestrians and cyclists in the surrounding transport network will be considered and discussed with the relevant local authorities. Such improvement could enhance the role of walking and cycling as important modes of travel for airport employees who live in the surrounding area.

Public Transport

Taxi Share 5.22 LCY will continue to monitor the demand for a taxi-share scheme. The Airport is not currently convinced that a taxi-share scheme is in the best interests of its staff and passengers in regards to safety and security.

Car Share 5.23 A car share scheme is an effective way to reduce single-occupancy car trips made to the workplace.

5.13 LCY is easily accessible to London’s integrated public transport system. 5.14 Contact numbers and web details for the various transport providers and services (e.g. DLR, London Underground, TfL, National Rail Enquiries) as well as light rail, tube, rail and bus timetables and route maps and local taxi company details will be prominently displayed on notice boards. This information is also available at the terminal information desk. 5.15 LCY Ltd introduced the provision of season ticket loans to its employees from summer 2007. The Travel Plan Coordinator will encourage all employers at the Airport to offer their employees the provision of season ticket loans where possible. 5.16 The London City Airport Master Plan states that public transport should operate earlier to enable shift workers to arrive at the Airport in time for a 05.00hrs start. The Travel Plan Coordinator will investigate the possibility of this with public transport operators.

Docklands Light Railway 5.17 The extension of the DLR in 2005 to LCY has resulted in this mode of transport becoming the second most used mode of access to the Airport for staff after private car (19%, 2009), and the most popular mode for passengers travelling to the Airport (47%, 2009). The further DLR extension in 2009 to Woolwich Arsenal has given staff and passengers south of the river access to the Airport.

5.24 The Travel Plan Coordinator will set up an informal car share database for all employees of LCY. This could be opened up to include the employees of surrounding developments. 5.25 An effective car share scheme necessarily includes the provision of a Guaranteed Ride Home Scheme (GRHS) in the event that a ride falls through and alternative modes of transport are not available, or an employee needs to return home quickly in the event of an emergency. This may simply involve the provision of subsidised (free or partial) taxi or public transport for the stranded employee.

Induction Packs/Seminars and Other Information Provision 5.26 Induction packs are provided on commencement of employment to new employees. They contain information on public transport services close to the employee’s home and other measures for encouraging use of non-car modes of travel, in line with LCY’s Section 106 Planning Agreement commitment. 5.27 The provision of information of alternatives to the car is an important aspect of travel plans and can be easy to deliver to employees via a number of media e.g. email, circulation with payslips, intranet etc. All employers and employees will receive the packs which will contain the following information: • A summarised version of the Travel Plan document, that sets out the purpose and benefits etc;

5.18 Upcoming developments to the DLR network include the introduction of a three-car service for all major routes, due to be completed in 2011. An extension to Stratford International is also being introduced in 2011, providing a direct link between London City Airport and Stratford International Station.

• Timetables and route maps for public transport if available from TfL; • Contact numbers and website details for transport providers and services (e.g. DLR, London Underground, TfL, National Rail Enquiries);

5.19 Through the Airport’s Section 106 Planning Agreement, it is required to contribute the sum of £2,500,000 to the Council towards the cost of providing DLR service enhancements.

• Local taxi company details; • Cycling and walking maps for the local area if available from TfL; and • Web details for any community travel sites and Community Forum sites.

Bus 5.20 Bus route 474 is a 24 hour service, which provides a link to the 24-hour bus network. The network has a fairly significant coverage of the areas of East London where some airport shift-workers are likely to live.

5.28 Public transport and other travel related information will also be displayed prominently within the Airport and will be added to displays in communal staff areas by the Travel Plan Coordinator.

5.21 As part of LCY’s Section 106 Agreement with the London Borough of Newham, the Airport in 2009 paid £20,000 towards the improvement of local bus services to serve the Airport. LCY welcomes information on the precise nature of service enhancements and improvements to infrastructure that are forthcoming.

28 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 29

6

Monitoring And Review Monitoring

6.1 The LCY Travel Plan Coordinator will monitor the travel behaviour of employees and passengers on a regular basis. The exact form that this monitoring will take will be discussed with the London Borough of Newham although it is proposed that passenger travel will continue to be monitored as a part of the Airport’s regular passenger survey programme. 6.2 The Travel Plan will be monitored annually on the anniversary of the initial employee baseline travel survey. This baseline survey represents the start of the travel plan for monitoring purposes and is known as Year 0. 6.3 The standard employee questionnaire requests the following information: • origin and destination postcodes (full if known); • main mode to work – form of travel used for the greatest amount of time, • final mode into work – the last form of travel used before arriving at the site, • first mode out – the first form of travel used when leaving work; • main mode out - form of travel used for the greatest amount of time; • car parking location (if applicable); • if the employee has a disability affecting their travel to work; and • the reasons staff who travel to work by car choose this mode of travel • measures that would encourage the use of non car modes of transport and car sharing. 6.4 Additional monitoring of the following is also useful to judge whether the implementation or proportion of certain measures needs to be modified. These factors should be monitored on a constant basis: • the level of usage of cycle stands; • the level of usage of motorcycle parking; • demand for additional cycle and motorcycle parking facilities; • the take up of the car sharing scheme; • taxi occupancy levels • comments received from employees relating to the operation and implications of the Travel Plan. 6.5 The results of any monitoring will be reported back annually and discussed with Officers of the London Borough of Newham. Where necessary the Travel Plan targets will be reviewed and measures amended to help achieve the targets.

February 2011

London City Airport Travel Plan 31

Figures Review

Figure 1: Location of London City Airport

6.6 Reviewing the Travel Plan will occur at two levels. The first is a basic review of targets and measures, which will occur in 2011 and 2012. These monitoring surveys will show whether targets are being met and whether the measures implemented are having the desired effect on employee and passenger travel. 6.7 The second level involves the Travel Plan Coordinator undertaking a full and comprehensive review of the Travel Plan in 2013. This review may involve updating the Travel Plan document to account for future growth at the Airport proposed in the Airport’s Master Plan. The review will consider changes to transport availability, staffing changes, changes in travel patterns, and revisions to targets and measures.

32 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 33

Figure 3: Location of Public Access Gate Map

Figure 2: Pedestrian and Cycle Distances

34 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 35

Appendix A London City Airport Staff Transport Survey 2009 Questionnaire Distribution and Response The Staff Travel Survey 2009 was distributed to both London City Airport Ltd employees and employees of external companies by the Helen Lancaster Research Company. Surveys were interviewer administered throughout a two week period in November 2009, with results expected in 2010. A copy of the survey is shown below:

36 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 37

38 London City Airport Travel Plan

February 2011

February 2011

London City Airport Travel Plan 39

TRAVEL PLAN COORDINATOR 020 7646 0025 London City Airport City Aviation House Royal Docks London E16 2PB www.londoncityairport.com



APPENDIX H Delivery and Servicing Plan

London City Airport City Airport Development Programme

Delivery and Servicing Plan

May 2013

Contents 1

INTRODUCTION.......................................................................................................... 1

2

LOCAL SITUATION ...................................................................................................... 2 Site Location .............................................................................................................. 2 Scheme Elements ....................................................................................................... 2 Proposed Servicing Arrangements .............................................................................. 2 Proposed Refuse Collection Arrangements.................................................................. 3

3

POLICY CONTEXT ........................................................................................................ 4 National Policy ........................................................................................................... 4 National Planning Policy Framework (NPPF) ...................................................... 4 Regional Policy ........................................................................................................... 4 The London Plan ............................................................................................... 4 Travel planning for new development in London ............................................... 4 The London Freight Plan ................................................................................... 5 Summary ................................................................................................................... 5

4

MEASURES AND INITIATIVES ...................................................................................... 6 Management of the Plan ............................................................................................ 6 Working with Suppliers .............................................................................................. 6

5

MONITORING AND REVIEW ........................................................................................ 7 Monitoring................................................................................................................. 7 Review....................................................................................................................... 7

6

SUMMARY ................................................................................................................. 8

Appendices Appendix A

- Swept Path Analysis

i

1

INTRODUCTION

1.1

This Delivery and Servicing Plan (DSP) will be implemented at London City Airport in conjunction with the City Airport Development Programme (CADP).

1.2

The purpose of this DSP is to ensure that delivery and servicing activity can take place in a safe, efficient and sustainable manner. It has been developed in accordance with policies set out within “The London Plan” (July 2011); “The London Freight Plan” (November 2007); and “Travel planning for new development in London, Incorporating deliveries and servicing” (February 2011).

1.3

1.4

The remainder of this report is structured under the following chapter headings: 

Chapter 2 – Local Situation



Chapter 3 – Policy Context



Chapter 4 – Measures and Initiatives



Chapter 5 – Monitoring and Review



Chapter 6 – Summary

Effective management will ensure that the potential for vehicle conflicts is avoided and that the proposals have the minimum impact on both the surrounding highway and pedestrian network.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

1

2

LOCAL SITUATION Site Location

2.1

London City Airport is located between the Royal Albert Dock and the King George V Dock, adjacent to the Woolwich Reach and Gallions Reach of the River Thames. Currently the Airport is accessed from Hartmann Road.

Scheme Elements 2.2

The CADP chiefly comprises new passenger facilities and infrastructure that are required to enable the Airport to respond to forecast growth in passenger numbers and accommodate the new generation aircraft which are physically larger than the current fleet. Such improvements are broadly consistent with the long term plans which were described in London City Airport’s 2006 Master Plan.

2.3

The proposals include a replacement landside forecourt area to include vehicle circulation, waiting and drop off areas and hard and soft landscaping.

Proposed Servicing Arrangements 2.4

The Airport will be serviced from a new service yard which will be accessed from an existing access point onto Hartmann Road.

2.5

Goods deliveries will be loaded and unloaded to / from two loading bays in a covered area at the North East corner of the proposed service yard. Goods are then taken through airside screening or into landside storage via a back-of-house corridor.

2.6

Typically deliveries to the retail facilities within the terminal take place on weekdays between 09:00 – 12:00 and 14:00 – 16:00.

2.7

Swept path analysis has been undertaken to demonstrate that vehicles up to the size of a 16.5 metre articulated vehicle are able to manoeuvre in and out. However, the largest size of vehicle which is likely to use the service yard on a regular basis is a 10 metre rigid lorry. Smaller vehicles including vans and cars associated with the Emergency Services, DLR operations and the UK Border Agency also use the service yard. A copy of the swept path analysis is provided at Appendix A.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

2

Proposed Refuse Collection Arrangements 2.8

The main Airport refuse and recycling store with capacity for three eurobins will be located within the service yard. Refuse vehicles will enter the service yard and empty the bins directly from the store.

2.9

Waste from airside is taken by vehicles on the airside road and through to the service yard to await collection.

2.10

A further refuse store will be located in the forecourt adjacent to the sub-station. Refuse vehicles will park in the adjacent layby whilst emptying the bins.

2.11

At all times, refuse and recycling will be stored within the dedicated bins.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

3

3

POLICY CONTEXT National Policy National Planning Policy Framework (NPPF)

3.1

The National Planning Policy Framework sets out the Government’s planning policies for England and how these are expected to be applied.

3.2

Paragraph 35 states the following: “Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to: 

accommodate the efficient delivery of goods and supplies.”

Regional Policy The London Plan 3.3

Policy 6.14 of the current London Plan (adopted July 2011) specifically relates to freight. On Development Proposals, it stipulates that: “a. locate developments that generate high numbers of freight movements close to major transport routes b. promote the uptake of the Freight Operators Recognition Scheme, construction logistics plans and delivery and servicing plans. These should be secured in line with the London Freight Plan and should be co-ordinated with travel plans and the development of approaches to consolidate freight c. increase the use of the Blue Ribbon network for freight transport.”

Travel planning for new development in London 3.4

This document relates to the Travel Planning process and the need to manage the movement of people and goods in London. Paragraphs 1.10 of this document notes the following:

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

4

“Strategies developed to manage deliveries and servicing to a site should: 

Introduce measures to reduce, consolidate or eliminate delivery trips



Provide safe and legal loading facilities, preferably off-street



Ensure operators demonstrate best practice.”

The London Freight Plan 3.5

The London Freight Plan incorporates guidance on DSP’s. It states that: “Delivery and Servicing Plans (DSPs) will be used to increase building operational efficiency by reducing delivery and servicing impacts to premises, specifically CO2 emissions, congestion and collisions. DSP’s aim to reduce delivery trips (particularly during peak periods) and increase availability and use of safe and legal loading facilities, using a range of approaches including consolidation and out-of-hour deliveries.”

Summary 3.6

This DSP for London City Airport accords with the relevant national and regional policies. The scheme has been designed to include on-site servicing yards, reducing the impact on the local road network. Furthermore, servicing and delivery activity will be managed to ensure it operates efficiency minimising any adverse impacts.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

5

4

MEASURES AND INITIATIVES

4.1

This section of the Delivery and Servicing Plan outlines the specific management measures to be implemented. The measures aim to manage the impact of delivery and servicing activity.

Management of the Plan 4.2

The management will oversee the management, development and monitoring of the Delivery & Servicing Plan.

4.3

Measures that will be implemented include: 

Promoting the DSP to employees and suppliers;



Ensure that delivery vehicles remain in the service yard for as little time as possible to maximise the efficiency of deliveries;



Seek to reduce the number of deliveries taking place during network peak hours (07:30-09:00 and 16:30-18:00) wherever possible;



Ensuring that refuse and recycling material is transferred to the storage areas in time for collection;



Ensuring that the refuse and recycling stores are kept tidy so that collections can take place efficiently.



Service yard staff will be trained to assist vehicles manoeuvring to and from the Airport as necessary; and



Undertaking monthly servicing and maintenance checks of the service yard.

Working with Suppliers 4.4

London City Airport will continue to work in partnership with its suppliers to ensure the efficient movement of goods to / from the Airport.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

6

5

MONITORING AND REVIEW Monitoring

5.1

The management will be responsible for the on-going monitoring of the DSP.

5.2

The monitoring process will generate information by which the success of the DSP can be evaluated. The monitoring process will enable the DSP to be modified as appropriate to respond to any issues as they arise.

Review 5.3

London City Airport will undertake regular reviews of the DSP. Representatives from employees, suppliers, the London Borough of Newham and Transport for London will be consulted as necessary.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

7

6

SUMMARY

6.1

This Delivery and Servicing Plan has been prepared for the City Airport Development Programme.

6.2

The CADP would be serviced by an on-site service yard which can accommodate all sizes of servicing vehicles up to the size of a maximum legal articulated lorry.

6.3

Refuse collection would also take place on-site. This ensures that there is no on-street servicing associated with the proposals.

6.4

The DSP has been drafted in accordance with regional and national policy in relation to the movement of freight, in order to minimise the impact of deliveries.

6.5

The measures set out within this DSP will ensure the successful and efficient operation of servicing / delivery activity on a day to day basis, reducing the impact of servicing movements on the road network.

6.6

The DSP will be monitored on a regular basis by the management team, consulting with relevant stakeholders as necessary.

City Airport Development Programme, Delivery and Servicing Plan X:\Projects\110000\110116A - City Airport ESD\Final Report\Appendices\R06-EG-DSP-Draft-Issued to Team 130419 (Appendix G).docx May 2013

8

A

5115752/TP/PD/133 P

DO NOT SCALE 100

A1

0

10

SAFETY, HEALTH AND ENVIRONMENTAL INFORMATION

Atkins Limited

LONDON CITY AIRPORT

PRELIMINARY DESIGN LCY TRIANGLE SECURITY BUILDING SERVICE YARD PROPOSAL VEHICLE TURNING TRACK ASSESSMENT

A1 P

1:500

24/02/13

24/02/13

5115752/TP/PD/133

24/02/13

A

APPENDIX I Trip Attraction

London City Airport: City Airport Development Programme Vehicle Trip Attraction and Assignment for Peak Hour Assessment Introduction 1.

This note sets out the trip attraction associated with the change in passengers and staff at London City Airport, as part of the City Airport Development Programme. It also describes the methodology used to derive the trip distribution and assignment throughout the local highway network.

2.

York Aviation has supplied forecasts for passenger and staff numbers for the 2023 and 2025 With and Without development scenarios. These have been used as the basis for the assessment of the surface access impacts.

3.

Passenger forecasts are based on the predicted number of scheduled movements, the frequency of flights serving different routes, the seating capacity of the aircrafts and load factors. York Aviation have derived a daily profile of passengers arriving and departing at the Airport. This is based on a typical busy, rather than average day.

4.

Staff forecasts are based on the number of scheduled movements, the change in floorspace and include the proposed hotel which is part of a separate but related application.

5.

Vehicle trip attraction has been based on forecasts for passengers and staff numbers. This is discussed in detail below.

Existing Peak Period Trip Attraction (2014) 6.

A Manual Classified Count (MCC) survey was carried out in May 2015 at the junction of Hartmann Road / Connaught Road for the weekday AM and PM peak periods. This junction currently provides the single point of access to the Airport. Therefore, the actual hourly vehicle trip attraction can be calculated by assuming that all vehicles entering Hartmann Road are arrivals to the Airport and all vehicles exiting Hartmann Road are departures from the Airport.

7.

Table 1 below shows the weekday AM and PM peak hour arrivals and departures from the Airport based on the 2015 MCC survey. The provide the flows for the Baseline 2014 scenario of the assessment. Table 1: 2014 Peak Hour Arrivals/Departures (May 2015 Surveys) Arrivals

Departures

Total

AM

384

380

764

PM

412

398

810

Page: 2

Base Scenario 8.

The existing trip attraction of London City Airport, as shown in Table 1 was deducted from total flows throughout the study network. The distribution of the existing Airport traffic was based on turning proportions at the key junctions. Remaining traffic (assumed to be nonairport related traffic) was subsequently adjusted to include committed developments in the area. Further details on the committed developments used within the assessment are provided within the Transport Assessment.

9.

Future airport traffic for the Without and With Development scenarios were subsequently added to the base flows. Details of the future trip attraction for both scenarios is provided below.

Future Peak Period Trip Attraction (2023/2025 With and Without Development Scenarios) Mode Split 10.

Table 2 below summarises the existing mode split of passengers at airport, and the future mode split once the impact of the travel plan and other sustainable measures are implemented. The mode split for both the With and Without Development scenarios are the same. Table 2: Existing and Future Passenger Mode Split

11.

Mode

2014

2023 / 2025

Private car parked at Airport

5.5%

4.9%

Dropped off by car

4.0%

3.5%

Private Hire Minicab

2.0%

1.8%

Black Taxi

14.3%

12.7%

DLR

9.5%

8.4%

Bus

61.0%

65.0%

Transfer / Other

= 6 3

C

F

G A

D

Min >= 7 C

C

F

G A

E

D

F

G A

E

B

D

E B

B

Phase Delays Term. Stage Start Stage Phase 1

3

G

Type Gaining absolute

Value Cont value 5

5

Full Input Data And Results

Prohibited Stage Change To Stage 1

2

3

12 7 From 1 Stage 2 12 12 3

5

X

Full Input Data And Results

Give-Way Lane Input Data Junction: Unnamed Junction

Lane

Max Flow Min Flow Non-Blocking Max Turns when when Opposing Opp. Lane Opp. Right Turn Right Turn Movement Storage RTF in Intergreen Giving Way Giving Way Lane Coeff. Mvmnts. Storage (PCU) Move up (s) (PCU) (PCU) (PCU/Hr) (PCU/Hr)

3/1 5/1 (Right) (Connaught Road (East))

1439

1/1

1.09

All

1/2

1.09

All

0

4.00

-

0.50

4

2.00

Full Input Data And Results

Lane Input Data Junction: Unnamed Junction

Lane

Lane Start End Phases Type Disp. Disp.

Physical Length (PCU)

Sat Flow Type

Def User Lane Saturation Nearside Width Gradient Flow Lane (m) (PCU/Hr)

Turns

Turning Radius (m)

1/1 (Connaught Road (West))

U

AG

2

3

5.0

Geom

-

2.75

0.00

Y

Arm 5 Left

22.50

1/2 (Connaught Road (West))

U

A

2

3

60.0

Geom

-

2.75

0.00

Y

Arm 6 Ahead

Inf

Arm 4 Right

22.50

Arm 6 Left

10.00

Arm 4 Ahead

Inf

Arm 5 Right

10.00

2/1 (Hartmann Road)

U

C

2

3

60.0

Geom

-

4.00

0.00

Y

3/1 (Connaught Road (East))

O

4/1

U

2

3

60.0

Inf

-

-

-

-

-

-

5/1

U

2

3

60.0

Inf

-

-

-

-

-

-

6/1

U

2

3

60.0

Inf

-

-

-

-

-

-

B

2

3

60.0

Geom

-

4.00

0.00

Traffic Flow Groups Flow Group

Start Time End Time Duration Formula

1: 'Existing AM Peak'

08:00

09:00

01:00

2: 'Existing PM Peak'

17:00

18:00

01:00

3: '2023 Without Development AM Peak'

08:00

09:00

01:00

4: '2023 Without Development PM Peak'

17:00

18:00

01:00

5: '2023 With Development AM Peak'

08:00

09:00

01:00

6: '2023 With Development PM Peak'

17:00

18:00

01:00

7: '2025 Without Development AM Peak'

08:00

09:00

01:00

8: '2025 Without Development PM Peak'

17:00

18:00

01:00

9: '2025 With Development AM Peak'

08:00

09:00

01:00

10: '2025 With Development PM Peak'

17:00

18:00

01:00

11: '2025 With Development AM Peak - Sensitivity Test'

08:00

09:00

01:00

12: '2025 With Development PM Peak - Sensitivity Test'

17:00

18:00

01:00

Y

Full Input Data And Results

Scenario 1: 'Existing AM Peak' (FG1: 'Existing AM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

374

124

498

B

373

0

30

403

C

177

33

0

210

Tot.

550

407

154

1111

Origin

Traffic Lane Flows Scenario 1: Existing AM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

374

1/2 (with short)

498(In) 124(Out)

2/1

403

3/1

210

4/1

550

5/1

407

6/1

154

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

92.6 %

4.00

0.00

Y

1878

1878

Arm 6 Left

10.00

7.4 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

84.3 %

4.00

1969

1969

Arm 5 Right

10.00

15.7 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 2: 'Existing PM Peak' (FG2: 'Existing PM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

403

164

567

B

381

0

37

418

C

141

31

0

172

Tot.

522

434

201

1157

Origin

Traffic Lane Flows Scenario 2: Existing PM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

403

1/2 (with short)

567(In) 164(Out)

2/1

418

3/1

172

4/1

522

5/1

434

6/1

201

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

91.1 %

4.00

0.00

Y

1876

1876

Arm 6 Left

10.00

8.9 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

82.0 %

4.00

1962

1962

Arm 5 Right

10.00

18.0 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 3: '2023 Without Development AM Peak' (FG3: '2023 Without Development AM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

284

208

492

B

367

0

32

399

C

278

25

0

303

Tot.

645

309

240

1194

Origin

Traffic Lane Flows Scenario 3: 2023 Without Development AM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

284

1/2 (with short)

492(In) 208(Out)

2/1

399

3/1

303

4/1

645

5/1

309

6/1

240

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

92.0 %

4.00

0.00

Y

1877

1877

Arm 6 Left

10.00

8.0 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

91.7 %

4.00

1990

1990

Arm 5 Right

10.00

8.3 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 4: '2023 Without Development PM Peak' (FG4: '2023 Without Development PM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

359

245

604

B

217

0

19

236

C

245

31

0

276

Tot.

462

390

264

1116

Origin

Traffic Lane Flows Scenario 4: 2023 Without Development PM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

359

1/2 (with short)

604(In) 245(Out)

2/1

236

3/1

276

4/1

462

5/1

390

6/1

264

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

91.9 %

4.00

0.00

Y

1877

1877

Arm 6 Left

10.00

8.1 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

88.8 %

4.00

1982

1982

Arm 5 Right

10.00

11.2 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 5: '2023 With Development AM Peak' (FG5: '2023 With Development AM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

279

204

483

B

435

0

6

441

C

278

5

0

283

Tot.

713

284

210

1207

Origin

Traffic Lane Flows Scenario 5: 2023 With Development AM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

279

1/2 (with short)

483(In) 204(Out)

2/1

441

3/1

283

4/1

713

5/1

284

6/1

210

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.6 %

4.00

0.00

Y

1887

1887

Arm 6 Left

10.00

1.4 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

98.2 %

4.00

2010

2010

Arm 5 Right

10.00

1.8 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 6: '2023 With Development PM Peak' (FG6: '2023 With Development PM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

386

245

631

B

198

0

4

202

C

245

6

0

251

Tot.

443

392

249

1084

Origin

Traffic Lane Flows Scenario 6: 2023 With Development PM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

386

1/2 (with short)

631(In) 245(Out)

2/1

202

3/1

251

4/1

443

5/1

392

6/1

249

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.0 %

4.00

0.00

Y

1886

1886

Arm 6 Left

10.00

2.0 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

97.6 %

4.00

2008

2008

Arm 5 Right

10.00

2.4 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 7: '2025 Without Development AM Peak' (FG7: '2025 Without Development AM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

285

208

493

B

367

0

32

399

C

278

25

0

303

Tot.

645

310

240

1195

Origin

Traffic Lane Flows Scenario 7: 2025 Without Development AM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

285

1/2 (with short)

493(In) 208(Out)

2/1

399

3/1

303

4/1

645

5/1

310

6/1

240

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

92.0 %

4.00

0.00

Y

1877

1877

Arm 6 Left

10.00

8.0 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

91.7 %

4.00

1990

1990

Arm 5 Right

10.00

8.3 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 8: '2025 Without Development PM Peak' (FG8: '2025 Without Development PM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

359

245

604

B

235

0

21

256

C

245

31

0

276

Tot.

480

390

266

1136

Origin

Traffic Lane Flows Scenario 8: 2025 Without Development PM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

359

1/2 (with short)

604(In) 245(Out)

2/1

256

3/1

276

4/1

480

5/1

390

6/1

266

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

91.8 %

4.00

0.00

Y

1877

1877

Arm 6 Left

10.00

8.2 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

88.8 %

4.00

1982

1982

Arm 5 Right

10.00

11.2 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 9: '2025 With Development AM Peak' (FG9: '2025 With Development AM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

279

208

487

B

439

0

6

445

C

278

5

0

283

Tot.

717

284

214

1215

Origin

Traffic Lane Flows Scenario 9: 2025 With Development AM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

279

1/2 (with short)

487(In) 208(Out)

2/1

445

3/1

283

4/1

717

5/1

284

6/1

214

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.7 %

4.00

0.00

Y

1887

1887

Arm 6 Left

10.00

1.3 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

98.2 %

4.00

2010

2010

Arm 5 Right

10.00

1.8 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 10: '2025 With Development PM Peak' (FG10: '2025 With Development PM Peak', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

386

245

631

B

210

0

4

214

C

245

6

0

251

Tot.

455

392

249

1096

Origin

Traffic Lane Flows Scenario 10: 2025 With Development PM Peak

Lane

Junction: Unnamed Junction 1/1 (short)

386

1/2 (with short)

631(In) 245(Out)

2/1

214

3/1

251

4/1

455

5/1

392

6/1

249

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.1 %

4.00

0.00

Y

1886

1886

Arm 6 Left

10.00

1.9 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

97.6 %

4.00

2008

2008

Arm 5 Right

10.00

2.4 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 11: '2025 With Development AM Peak - Sensitivity Test' (FG11: '2025 With Development AM Peak Sensitivity Test', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

289

208

497

B

439

0

6

445

C

278

5

0

283

Tot.

717

294

214

1225

Origin

Traffic Lane Flows Scenario 11: 2025 With Development AM Peak Sensitivity Test

Lane

Junction: Unnamed Junction 1/1 (short)

289

1/2 (with short)

497(In) 208(Out)

2/1

445

3/1

283

4/1

717

5/1

294

6/1

214

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.7 %

4.00

0.00

Y

1887

1887

Arm 6 Left

10.00

1.3 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

98.2 %

4.00

2010

2010

Arm 5 Right

10.00

1.8 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 12: '2025 With Development PM Peak - Sensitivity Test' (FG12: '2025 With Development PM Peak Sensitivity Test', Plan 1: 'Peds Every Cycle')

Traffic Flows, Desired Desired Flow : Destination A

B

C

Tot.

A

0

386

245

631

B

221

0

4

225

C

245

6

0

251

Tot.

466

392

249

1107

Origin

Traffic Lane Flows Scenario 12: 2025 With Development PM Peak Sensitivity Test

Lane

Junction: Unnamed Junction 1/1 (short)

386

1/2 (with short)

631(In) 245(Out)

2/1

225

3/1

251

4/1

466

5/1

392

6/1

249

Lane Saturation Flows Junction: Unnamed Junction Lane

Lane Nearside Width Gradient Lane (m)

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

1/1 (Connaught Road (West))

2.75

0.00

Y

Arm 5 Left

22.50

100.0 %

1772

1772

1/2 (Connaught Road (West))

2.75

0.00

Y

Arm 6 Ahead

Inf

100.0 %

1890

1890

2/1 (Hartmann Road)

Arm 4 Right

22.50

98.2 %

4.00

0.00

Y

1886

1886

Arm 6 Left

10.00

1.8 %

3/1 (Connaught Road (East))

Arm 4 Ahead

Inf

97.6 %

4.00

2008

2008

Arm 5 Right

10.00

2.4 %

0.00

Y

4/1

Infinite Saturation Flow

Inf

Inf

5/1

Infinite Saturation Flow

Inf

Inf

6/1

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 1: 'Existing AM Peak' (FG1: 'Existing AM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

23s

12

6s

12

38s

Stage Timings Stage

1

2

3

Duration

23

6

38

Change Point

0

28

46

Signal Timings Diagram

0

Phases

0 1

10

20

5 : 23

30

40

50

60

28 46 2 12 : 6 3

70

80

90

12 : 38

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

52.8%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

52.8%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

23:66

43

498

1890:1772

1016

49.0%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

38

-

403

1878

763

52.8%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

23

-

210

1969

404

52.0%

4/1

U

N/A

N/A

-

-

-

-

550

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

407

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

154

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

32

0

1

5.8

1.6

0.0

7.4

-

-

-

-

Unnamed Junction

-

-

32

0

1

5.8

1.6

0.0

7.4

-

-

-

-

1/2+1/1

498

498

-

-

-

1.6

0.5

-

2.1

14.8

3.7

0.5

4.2

2/1

403

403

-

-

-

2.4

0.6

-

3.0

26.5

8.1

0.6

8.6

3/1

210

210

32

0

1

1.8

0.5

0.0

2.4

40.4

4.9

0.5

5.4

4/1

550

550

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

407

407

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

154

154

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

70.4 70.4

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.38 7.38

Cycle Time (s):

96

Full Input Data And Results Scenario 2: 'Existing PM Peak' (FG2: 'Existing PM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

26s

12

6s

12

35s

Stage Timings Stage

1

2

3

Duration

26

6

35

Change Point

0

31

49

Signal Timings Diagram

0

Phases

0 1

10

20

5 : 26

30

40

50

60

31 49 2 12 : 6 3

70

80

90

12 : 35

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

59.4%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

59.4%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

26:66

40

567

1890:1772

968

58.6%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

35

-

418

1876

704

59.4%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

26

-

172

1962

404

42.6%

4/1

U

N/A

N/A

-

-

-

-

522

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

434

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

201

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

30

0

1

6.0

1.8

0.0

7.8

-

-

-

-

Unnamed Junction

-

-

30

0

1

6.0

1.8

0.0

7.8

-

-

-

-

1/2+1/1

567

567

-

-

-

1.9

0.7

-

2.6

16.4

4.1

0.7

4.8

2/1

418

418

-

-

-

2.8

0.7

-

3.5

30.4

8.9

0.7

9.7

3/1

172

172

30

0

1

1.3

0.4

0.0

1.7

35.8

3.6

0.4

4.0

4/1

522

522

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

434

434

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

201

201

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

51.5 51.5

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.82 7.82

Cycle Time (s):

96

Full Input Data And Results Scenario 3: '2023 Without Development AM Peak' (FG3: '2023 Without Development AM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

29s

12

6s

12

32s

Stage Timings Stage

1

2

3

Duration

29

6

32

Change Point

0

34

52

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

34 52 2 12 : 6 3

5 : 29

70

80

90

12 : 32

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

62.9%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

62.9%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

29:66

37

492

1890:1772

823

59.8%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

32

-

399

1877

645

61.8%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

29

-

303

1990

482

62.9%

4/1

U

N/A

N/A

-

-

-

-

645

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

309

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

240

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

24

0

1

7.3

2.4

0.0

9.7

-

-

-

-

Unnamed Junction

-

-

24

0

1

7.3

2.4

0.0

9.7

-

-

-

-

1/2+1/1

492

492

-

-

-

1.9

0.7

-

2.6

19.2

4.3

0.7

5.0

2/1

399

399

-

-

-

2.9

0.8

-

3.7

33.5

8.9

0.8

9.7

3/1

303

303

24

0

1

2.5

0.8

0.0

3.3

39.4

7.2

0.8

8.0

4/1

645

645

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

309

309

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

240

240

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

43.1 43.1

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.66 9.66

Cycle Time (s):

96

Full Input Data And Results Scenario 4: '2023 Without Development PM Peak' (FG4: '2023 Without Development PM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

41s

12

6s

12

20s

Stage Timings Stage

1

2

3

Duration

41

6

20

Change Point

0

46

64

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

70

46 64 2 12 : 6 3

5 : 41

80

90

12 : 20

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

57.5%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

57.5%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

41:66

25

604

1890:1772

1068

56.5%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

20

-

236

1877

411

57.5%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

41

-

276

1982

675

40.9%

4/1

U

N/A

N/A

-

-

-

-

462

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

390

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

264

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

30

0

1

5.4

1.7

0.0

7.1

-

-

-

-

Unnamed Junction

-

-

30

0

1

5.4

1.7

0.0

7.1

-

-

-

-

1/2+1/1

604

604

-

-

-

1.7

0.6

-

2.4

14.2

4.2

0.6

4.9

2/1

236

236

-

-

-

2.2

0.7

-

2.9

43.7

5.6

0.7

6.2

3/1

276

276

30

0

1

1.4

0.3

0.0

1.8

23.6

5.4

0.3

5.7

4/1

462

462

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

390

390

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

264

264

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

56.6 56.6

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.06 7.06

Cycle Time (s):

96

Full Input Data And Results Scenario 5: '2023 With Development AM Peak' (FG5: '2023 With Development AM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

27s

12

6s

12

34s

Stage Timings Stage

1

2

3

Duration

27

6

34

Change Point

0

32

50

Signal Timings Diagram

0

Phases

0 1

10

20

5 : 27

30

40

50

60

32 50 2 12 : 6 3

70

80

90

12 : 34

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

64.1%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

64.1%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

27:66

39

483

1890:1772

785

61.5%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

34

-

441

1887

688

64.1%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

27

-

283

2010

443

63.9%

4/1

U

N/A

N/A

-

-

-

-

713

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

284

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

210

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

5

0

0

7.4

2.6

0.0

10.0

-

-

-

-

Unnamed Junction

-

-

5

0

0

7.4

2.6

0.0

10.0

-

-

-

-

1/2+1/1

483

483

-

-

-

1.9

0.8

-

2.7

20.3

4.3

0.8

5.1

2/1

441

441

-

-

-

3.1

0.9

-

4.0

32.5

9.7

0.9

10.6

3/1

283

283

5

0

0

2.4

0.9

0.0

3.3

41.5

6.8

0.9

7.7

4/1

713

713

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

284

284

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

210

210

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

40.4 40.4

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.98 9.98

Cycle Time (s):

96

Full Input Data And Results Scenario 6: '2023 With Development PM Peak' (FG6: '2023 With Development PM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

43s

12

6s

12

18s

Stage Timings Stage

1

2

3

Duration

43

6

18

Change Point

0

48

66

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

70

48 66 2 12 : 6 3

5 : 43

80

90

12 : 18

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

56.0%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

56.0%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

43:66

23

631

1890:1772

1126

56.0%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

18

-

202

1886

373

54.1%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

43

-

251

2008

777

32.3%

4/1

U

N/A

N/A

-

-

-

-

443

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

392

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

249

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

6

0

0

4.8

1.5

0.0

6.3

-

-

-

-

Unnamed Junction

-

-

6

0

0

4.8

1.5

0.0

6.3

-

-

-

-

1/2+1/1

631

631

-

-

-

1.7

0.6

-

2.3

13.3

4.0

0.6

4.7

2/1

202

202

-

-

-

1.9

0.6

-

2.5

45.0

4.8

0.6

5.4

3/1

251

251

6

0

0

1.2

0.2

0.0

1.4

20.0

4.7

0.2

4.9

4/1

443

443

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

392

392

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

249

249

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

60.6 60.6

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

6.26 6.26

Cycle Time (s):

96

Full Input Data And Results Scenario 7: '2025 Without Development AM Peak' (FG7: '2025 Without Development AM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

29s

12

6s

12

32s

Stage Timings Stage

1

2

3

Duration

29

6

32

Change Point

0

34

52

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

34 52 2 12 : 6 3

5 : 29

70

80

90

12 : 32

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

62.9%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

62.9%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

29:66

37

493

1890:1772

824

59.9%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

32

-

399

1877

645

61.8%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

29

-

303

1990

482

62.9%

4/1

U

N/A

N/A

-

-

-

-

645

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

310

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

240

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

24

0

1

7.3

2.4

0.0

9.7

-

-

-

-

Unnamed Junction

-

-

24

0

1

7.3

2.4

0.0

9.7

-

-

-

-

1/2+1/1

493

493

-

-

-

1.9

0.7

-

2.6

19.2

4.3

0.7

5.0

2/1

399

399

-

-

-

2.9

0.8

-

3.7

33.5

8.9

0.8

9.7

3/1

303

303

24

0

1

2.5

0.8

0.0

3.3

39.4

7.2

0.8

8.0

4/1

645

645

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

310

310

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

240

240

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

43.1 43.1

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.66 9.66

Cycle Time (s):

96

Full Input Data And Results Scenario 8: '2025 Without Development PM Peak' (FG8: '2025 Without Development PM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

39s

12

6s

12

22s

Stage Timings Stage

1

2

3

Duration

39

6

22

Change Point

0

44

62

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

70

44 62 2 12 : 6 3

5 : 39

80

90

12 : 22

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

58.6%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

58.6%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

39:66

27

604

1890:1772

1030

58.6%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

22

-

256

1877

450

56.9%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

39

-

276

1982

632

43.6%

4/1

U

N/A

N/A

-

-

-

-

480

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

390

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

266

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

30

0

1

5.7

1.7

0.0

7.4

-

-

-

-

Unnamed Junction

-

-

30

0

1

5.7

1.7

0.0

7.4

-

-

-

-

1/2+1/1

604

604

-

-

-

1.8

0.7

-

2.5

15.1

4.4

0.7

5.1

2/1

256

256

-

-

-

2.3

0.7

-

2.9

41.4

6.0

0.7

6.6

3/1

276

276

30

0

1

1.5

0.4

0.0

2.0

25.7

5.5

0.4

5.9

4/1

480

480

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

390

390

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

266

266

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

53.5 53.5

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.44 7.44

Cycle Time (s):

96

Full Input Data And Results Scenario 9: '2025 With Development AM Peak' (FG9: '2025 With Development AM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

27s

12

6s

12

34s

Stage Timings Stage

1

2

3

Duration

27

6

34

Change Point

0

32

50

Signal Timings Diagram

0

Phases

0 1

10

20

5 : 27

30

40

50

60

32 50 2 12 : 6 3

70

80

90

12 : 34

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

64.7%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

64.7%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

27:66

39

487

1890:1772

780

62.4%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

34

-

445

1887

688

64.7%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

27

-

283

2010

443

63.9%

4/1

U

N/A

N/A

-

-

-

-

717

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

284

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

214

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

5

0

0

7.5

2.6

0.0

10.1

-

-

-

-

Unnamed Junction

-

-

5

0

0

7.5

2.6

0.0

10.1

-

-

-

-

1/2+1/1

487

487

-

-

-

2.0

0.8

-

2.8

20.6

4.4

0.8

5.2

2/1

445

445

-

-

-

3.1

0.9

-

4.0

32.7

9.8

0.9

10.7

3/1

283

283

5

0

0

2.4

0.9

0.0

3.3

41.5

6.8

0.9

7.7

4/1

717

717

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

284

284

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

214

214

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

39.1 39.1

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

10.10 10.10

Cycle Time (s):

96

Full Input Data And Results Scenario 10: '2025 With Development PM Peak' (FG10: '2025 With Development PM Peak', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

42s

12

6s

12

19s

Stage Timings Stage

1

2

3

Duration

42

6

19

Change Point

0

47

65

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

70

47 65 2 12 : 6 3

5 : 42

80

90

12 : 19

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

57.0%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

57.0%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

42:66

24

631

1890:1772

1107

57.0%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

19

-

214

1886

393

54.5%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

42

-

251

2008

757

33.2%

4/1

U

N/A

N/A

-

-

-

-

455

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

392

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

249

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

6

0

0

5.0

1.5

0.0

6.5

-

-

-

-

Unnamed Junction

-

-

6

0

0

5.0

1.5

0.0

6.5

-

-

-

-

1/2+1/1

631

631

-

-

-

1.7

0.7

-

2.4

13.7

4.1

0.7

4.7

2/1

214

214

-

-

-

2.0

0.6

-

2.6

43.9

5.1

0.6

5.6

3/1

251

251

6

0

0

1.2

0.2

0.0

1.5

20.9

4.7

0.2

5.0

4/1

455

455

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

392

392

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

249

249

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

57.9 57.9

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

6.47 6.47

Cycle Time (s):

96

Full Input Data And Results Scenario 11: '2025 With Development AM Peak - Sensitivity Test' (FG11: '2025 With Development AM Peak Sensitivity Test', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

27s

12

6s

12

34s

Stage Timings Stage

1

2

3

Duration

27

6

34

Change Point

0

32

50

Signal Timings Diagram

0

Phases

0 1

10

20

5 : 27

30

40

50

60

32 50 2 12 : 6 3

70

80

90

12 : 34

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

64.7%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

64.7%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

27:66

39

497

1890:1772

789

63.0%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

34

-

445

1887

688

64.7%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

27

-

283

2010

443

63.9%

4/1

U

N/A

N/A

-

-

-

-

717

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

294

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

214

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

5

0

0

7.5

2.6

0.0

10.1

-

-

-

-

Unnamed Junction

-

-

5

0

0

7.5

2.6

0.0

10.1

-

-

-

-

1/2+1/1

497

497

-

-

-

2.0

0.8

-

2.8

20.5

4.4

0.8

5.2

2/1

445

445

-

-

-

3.1

0.9

-

4.0

32.7

9.8

0.9

10.7

3/1

283

283

5

0

0

2.4

0.9

0.0

3.3

41.5

6.8

0.9

7.7

4/1

717

717

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

294

294

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

214

214

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

39.1 39.1

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

10.14 10.14

Cycle Time (s):

96

Full Input Data And Results Scenario 12: '2025 With Development PM Peak - Sensitivity Test' (FG12: '2025 With Development PM Peak Sensitivity Test', Plan 1: 'Peds Every Cycle')

Stage Sequence Diagram 1

Min: 7 2

Min: 6 3

Min: 7 C

F A

G E

D B

5

42s

12

6s

12

19s

Stage Timings Stage

1

2

3

Duration

42

6

19

Change Point

0

47

65

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50

60

70

47 65 2 12 : 6 3

5 : 42

80

90

12 : 19

A B C D E F G

A B C D E F G 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Green (s)

Demand Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network: Apron Stand Replacement Project

-

-

N/A

-

-

-

-

-

-

-

-

57.3%

Unnamed Junction

-

-

N/A

-

-

-

-

-

-

-

-

57.3%

Connaught Road (West) Left Ahead

U

N/A

N/A

A

1

42:66

24

631

1890:1772

1107

57.0%

2/1

Hartmann Road Right Left

U

N/A

N/A

C

1

19

-

225

1886

393

57.3%

3/1

Connaught Road (East) Ahead Right

O

N/A

N/A

B

1

42

-

251

2008

757

33.2%

4/1

U

N/A

N/A

-

-

-

-

466

Inf

Inf

0.0%

5/1

U

N/A

N/A

-

-

-

-

392

Inf

Inf

0.0%

6/1

U

N/A

N/A

-

-

-

-

249

Inf

Inf

0.0%

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

1/2+1/1

Item

Arriving (pcu)

Turners In Intergreen (pcu)

G

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Network: Apron Stand Replacement Project

-

-

6

0

0

5.1

1.6

0.0

6.7

-

-

-

-

Unnamed Junction

-

-

6

0

0

5.1

1.6

0.0

6.7

-

-

-

-

1/2+1/1

631

631

-

-

-

1.7

0.7

-

2.4

13.7

4.1

0.7

4.7

2/1

225

225

-

-

-

2.1

0.7

-

2.8

44.8

5.4

0.7

6.0

3/1

251

251

6

0

0

1.2

0.2

0.0

1.5

20.9

4.7

0.2

5.0

4/1

466

466

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

5/1

392

392

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

249

249

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

Full Input Data And Results C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

57.2 57.2

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

6.66 6.66

Cycle Time (s):

96

Full Input Data And Results

Full Input Data And Results User and Project Details Project: Title: Location: File name:

Woolwich Manor Road, Hartmann Road - 150812.lsg3x

Author: Company: Address: Notes:

Network Layout Diagram

Full Input Data And Results

Phase Diagram

A

F

E

K

J

D M

C L

I G

H

B

Full Input Data And Results

Phase Input Data Phase Name Phase Type Assoc. Phase Street Min Cont Min A

Traffic

7

7

B

Traffic

7

7

C

Traffic

7

7

D

Traffic

7

7

E

Pedestrian

5

5

F

Pedestrian

5

5

G

Pedestrian

5

5

H

Pedestrian

5

5

I

Pedestrian

5

5

J

Pedestrian

5

5

K

Pedestrian

5

5

L

Pedestrian

5

5

M

Dummy

3

3

Phase Intergreens Matrix Starting Phase A

B

C

D

E

F

G

H

I

J

K

L

A

-

-

7

7

5

-

-

11 -

9

-

12 3

B

-

-

7

7

-

10 5

-

- 13

-

8

3

C

6

6

-

-

-

11

-

9

5

-

9

3

D

6

6

-

-

-

8

-

13 - 10 5

-

3

E

9

-

-

-

-

-

-

-

-

-

-

-

3

Terminating F Phase G

-

10 10 10 -

-

-

-

-

-

-

-

4

-

10

-

-

-

-

-

-

-

-

-

-

4

H

8

-

8

8

-

-

-

-

-

-

-

-

3

I

-

-

8

-

-

-

-

-

-

-

-

-

3

J

9

9

-

9

-

-

-

-

-

-

-

-

3

K

-

-

-

8

-

-

-

-

-

-

-

-

3

L 11 11 11

-

-

-

-

-

-

-

-

-

4

M

2

2

2

2

2

2

2

2

2

-

2

2

2

Phases in Stage Stage No. Phases in Stage 1

ABIK

2

CDEG

3

EFGHIJKL

4

M

-

M

Full Input Data And Results

Stage Diagram 1

Min >= 7 2

Min >= 7 3

A

F D

E

K

F J C

I G

F

J

M L

H

I G

B

D

C

F

E

K

J

D

M L

H

C

I G

B

Type

Value Cont value

2

A

Losing

1

1

1

2

B

Losing

1

1

2

1

C

Losing

4

4

2

1

D

Losing

4

4

1

2

3

4

1 8 13 3 From 2 10 13 4 Stage 3 11 11 4 4

2

2

2

L

I H

B

1

To Stage

J

G

H

Phase Delays Term. Stage Start Stage Phase

E

K

M

B

Prohibited Stage Change

Min >= 3 A

A

E

K

D

M L

Min >= 5 4

A

C

Full Input Data And Results

Give-Way Lane Input Data Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way

Lane

Max Flow Min Flow when when Opposing Opp. Lane Movement Giving Way Giving Way Lane Coeff. (PCU/Hr) (PCU/Hr)

1/2 7/1 (Right) (Woolwich Manor Way)

Opp. Mvmnts.

Right Turn Storage (PCU)

Non-Blocking Max Turns Right Turn Storage RTF in Intergreen Move up (s) (PCU) (PCU)

1439

0

3/1

1.09

All

2.00

-

0.50

2

2.00

2/1 (Fishguard Way)

8/1 (Right)

1439

0

4/1

1.09

To 5/1 (Ahead) To 8/1 (Left)

2.00

2.00

0.50

2

2.00

3/2 (Albert Road)

5/1 (Right)

1439

0

1/1

1.09

All

2.00

-

0.50

2

2.00

4/1 (Hartmann Road)

6/1 (Right)

1439

0

2/1

1.09

To 6/1 (Left) To 7/1 (Ahead)

2.00

2.00

0.50

2

2.00

Full Input Data And Results

Lane Input Data Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way

Lane

Lane Start End Phases Type Disp. Disp.

1/1 (Woolwich Manor Way)

U

1/2 (Woolwich Manor Way)

O

2/1 (Fishguard Way)

3/1 (Albert Road)

3/2 (Albert Road)

4/1 (Hartmann Road)

O

U

O

O

A

A

C

B

B

D

2

2

2

2

2

2

3

3

3

3

3

3

Physical Length (PCU)

60.0

5.0

60.0

4.0

60.0

60.0

Sat Flow Type

Geom

Geom

Geom

Geom

Geom

Geom

Def User Lane Saturation Nearside Width Gradient Flow Lane (m) (PCU/Hr)

-

-

-

-

-

-

2.75

3.00

3.50

2.75

3.00

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Turns

Turning Radius (m)

Arm 5 Left

15.00

Arm 6 Ahead

Inf

Arm 7 Right

10.00

Arm 6 Left

10.00

Arm 7 Ahead

Inf

Arm 8 Right

15.00

Arm 7 Left

9.00

Arm 8 Ahead

Inf

Arm 5 Right

15.00

Arm 5 Ahead

10.00

Arm 6 Right

Inf

Arm 8 Left

10.00

Y

Y

Y

Y

Y

Y

5/1 (Fishguard Way)

U

2

3

60.0

Inf

-

-

-

-

-

-

6/1 (Albert Road)

U

2

3

60.0

Inf

-

-

-

-

-

-

7/1 (Hartmann Road)

U

2

3

60.0

Inf

-

-

-

-

-

-

8/1 (Woolwich Manor Way)

U

2

3

60.0

Inf

-

-

-

-

-

-

Full Input Data And Results

Traffic Flow Groups Flow Group

Start Time End Time Duration Formula

1: 'Existing AM Peak'

08:00

09:00

01:00

2: 'Existing PM Peak'

17:00

18:00

01:00

3: '2023 Without Development AM Peak'

08:00

09:00

01:00

4: '2023 Without Development PM Peak'

17:00

18:00

01:00

5: '2023 With Development AM Peak'

08:00

09:00

01:00

6: '2023 With Development PM Peak'

17:00

18:00

01:00

7: '2025 Without Development AM Peak'

08:00

09:00

01:00

8: '2025 Without Development PM Peak'

17:00

18:00

01:00

9: '2025 With Development AM Peak'

08:00

09:00

01:00

10: '2025 With Development PM Peak'

17:00

18:00

01:00

11: '2025 With Development AM Peak - Sensitivity Test'

08:00

09:00

01:00

12: '2025 With Development PM Peak - Sensitivity Test'

17:00

18:00

01:00

Scenario 1: 'Existing AM Peak' (FG1: 'Existing AM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

254

299

C

0

1

0

2

3

D

40

263

3

0

306

Tot.

57

302

31

326

716

Origin

Full Input Data And Results

Traffic Lane Flows Scenario 1: Existing AM Peak

Lane

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

306(In) 303(Out)

1/2 (short)

3

2/1

108

3/1 (short)

282

3/2 (with short)

299(In) 17(Out)

4/1

3

5/1

57

6/1

302

7/1

31

8/1

326

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

13.2 %

Arm 6 Ahead

Inf

86.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.9 %

Arm 8 Ahead

Inf

90.1 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

33.3 %

Arm 8 Left

10.00

66.7 %

Y

Y

Y

Y

Y

Y

1865

1865

1665

1665

1758

1758

1859

1859

1741

1741

1877

1877

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 2: 'Existing PM Peak' (FG2: 'Existing PM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

26

0

23

312

361

C

0

0

0

1

1

D

46

288

0

0

334

Tot.

72

306

23

349

750

Origin

Traffic Lane Flows Lane

Scenario 2: Existing PM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

334(In) 334(Out)

1/2 (short)

0

2/1

54

3/1 (short)

335

3/2 (with short)

361(In) 26(Out)

4/1

1

5/1

72

6/1

306

7/1

23

8/1

349

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.8 %

Arm 6 Ahead

Inf

86.2 %

Arm 7 Right

10.00

0.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.9 %

Arm 8 Ahead

Inf

93.1 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1864

1864

1915

1915

1760

1760

1869

1869

1741

1741

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 3: '2023 Without Development AM Peak' (FG3: '2023 Without Development AM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

261

306

C

0

1

0

2

3

D

40

287

3

0

330

Tot.

57

326

31

333

747

Origin

Full Input Data And Results

Traffic Lane Flows Lane

Scenario 3: 2023 Without Development AM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

330(In) 327(Out)

1/2 (short)

3

2/1

108

3/1 (short)

289

3/2 (with short)

306(In) 17(Out)

4/1

3

5/1

57

6/1

326

7/1

31

8/1

333

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

12.2 %

Arm 6 Ahead

Inf

87.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.7 %

Arm 8 Ahead

Inf

90.3 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

33.3 %

Arm 8 Left

10.00

66.7 %

Y

Y

Y

Y

Y

Y

1867

1867

1665

1665

1758

1758

1860

1860

1741

1741

1877

1877

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 4: '2023 Without Development PM Peak' (FG4: '2023 Without Development PM Peak', Plan 1: 'Network

Full Input Data And Results Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

26

0

23

323

372

C

0

0

0

1

1

D

46

296

0

0

342

Tot.

72

314

23

360

769

Origin

Traffic Lane Flows Lane

Scenario 4: 2023 Without Development PM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

342(In) 342(Out)

1/2 (short)

0

2/1

54

3/1 (short)

346

3/2 (with short)

372(In) 26(Out)

4/1

1

5/1

72

6/1

314

7/1

23

8/1

360

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.5 %

Arm 6 Ahead

Inf

86.5 %

Arm 7 Right

10.00

0.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.6 %

Arm 8 Ahead

Inf

93.4 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1865

1865

1915

1915

1760

1760

1869

1869

1741

1741

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 5: '2023 With Development AM Peak' (FG5: '2023 With Development AM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

261

306

C

0

1

0

182

183

D

40

287

172

0

499

Tot.

57

326

200

513

1096

Origin

Full Input Data And Results

Traffic Lane Flows Lane

Scenario 5: 2023 With Development AM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

499(In) 327(Out)

1/2 (short)

172

2/1

108

3/1 (short)

289

3/2 (with short)

306(In) 17(Out)

4/1

183

5/1

57

6/1

326

7/1

200

8/1

513

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

12.2 %

Arm 6 Ahead

Inf

87.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.7 %

Arm 8 Ahead

Inf

90.3 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.5 %

Arm 8 Left

10.00

99.5 %

Y

Y

Y

Y

Y

Y

1867

1867

1665

1665

1758

1758

1860

1860

1741

1741

1797

1797

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 6: '2023 With Development PM Peak' (FG6: '2023 With Development PM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

0

0

23

323

346

C

0

0

0

134

134

D

46

296

160

0

502

Tot.

46

314

183

493

1036

Origin

Traffic Lane Flows Lane

Scenario 6: 2023 With Development PM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

502(In) 342(Out)

1/2 (short)

160

2/1

54

3/1 (short)

346

3/2 (with short)

346(In) 0(Out)

4/1

134

5/1

46

6/1

314

7/1

183

8/1

493

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.5 %

Arm 6 Ahead

Inf

86.5 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.6 %

Arm 8 Ahead

Inf

93.4 %

Arm 5 Right

15.00

0.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1865

1865

1665

1665

1760

1760

1869

1869

1915

1915

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 7: '2025 Without Development AM Peak' (FG7: '2025 Without Development AM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

261

306

C

0

1

0

2

3

D

40

287

3

0

330

Tot.

57

326

31

333

747

Origin

Full Input Data And Results

Traffic Lane Flows Lane

Scenario 7: 2025 Without Development AM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

330(In) 327(Out)

1/2 (short)

3

2/1

108

3/1 (short)

289

3/2 (with short)

306(In) 17(Out)

4/1

3

5/1

57

6/1

326

7/1

31

8/1

333

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

12.2 %

Arm 6 Ahead

Inf

87.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.7 %

Arm 8 Ahead

Inf

90.3 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

33.3 %

Arm 8 Left

10.00

66.7 %

Y

Y

Y

Y

Y

Y

1867

1867

1665

1665

1758

1758

1860

1860

1741

1741

1877

1877

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 8: '2025 Without Development PM Peak' (FG8: '2025 Without Development PM Peak', Plan 1: 'Network

Full Input Data And Results Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

26

0

23

323

372

C

0

0

0

1

1

D

46

296

0

0

342

Tot.

72

314

23

360

769

Origin

Traffic Lane Flows Lane

Scenario 8: 2025 Without Development PM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

342(In) 342(Out)

1/2 (short)

0

2/1

54

3/1 (short)

346

3/2 (with short)

372(In) 26(Out)

4/1

1

5/1

72

6/1

314

7/1

23

8/1

360

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.5 %

Arm 6 Ahead

Inf

86.5 %

Arm 7 Right

10.00

0.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.6 %

Arm 8 Ahead

Inf

93.4 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1865

1865

1915

1915

1760

1760

1869

1869

1741

1741

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 9: '2025 With Development AM Peak' (FG9: '2025 With Development AM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

261

306

C

0

1

0

184

185

D

40

287

170

0

497

Tot.

57

326

198

515

1096

Origin

Full Input Data And Results

Traffic Lane Flows Lane

Scenario 9: 2025 With Development AM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

497(In) 327(Out)

1/2 (short)

170

2/1

108

3/1 (short)

289

3/2 (with short)

306(In) 17(Out)

4/1

185

5/1

57

6/1

326

7/1

198

8/1

515

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

12.2 %

Arm 6 Ahead

Inf

87.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.7 %

Arm 8 Ahead

Inf

90.3 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.5 %

Arm 8 Left

10.00

99.5 %

Y

Y

Y

Y

Y

Y

1867

1867

1665

1665

1758

1758

1860

1860

1741

1741

1797

1797

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Full Input Data And Results Scenario 10: '2025 With Development PM Peak' (FG10: '2025 With Development PM Peak', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

26

0

23

323

372

C

0

0

0

139

139

D

46

296

160

0

502

Tot.

72

314

183

498

1067

Origin

Traffic Lane Flows Lane

Scenario 10: 2025 With Development PM Peak

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

502(In) 342(Out)

1/2 (short)

160

2/1

54

3/1 (short)

346

3/2 (with short)

372(In) 26(Out)

4/1

139

5/1

72

6/1

314

7/1

183

8/1

498

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.5 %

Arm 6 Ahead

Inf

86.5 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.6 %

Arm 8 Ahead

Inf

93.4 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1865

1865

1665

1665

1760

1760

1869

1869

1741

1741

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 11: '2025 With Development AM Peak Sens' (FG11: '2025 With Development AM Peak - Sensitivity Test', Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

38

0

70

108

B

17

0

28

261

306

C

0

1

0

184

185

D

40

287

174

0

501

Tot.

57

326

202

515

1100

Origin

Full Input Data And Results

Traffic Lane Flows Lane

Scenario 11: 2025 With Development AM Peak Sens

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

501(In) 327(Out)

1/2 (short)

174

2/1

108

3/1 (short)

289

3/2 (with short)

306(In) 17(Out)

4/1

185

5/1

57

6/1

326

7/1

202

8/1

515

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane

Lane Nearside Width Gradient Lane (m)

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

3.50

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

4.50

0.00

0.00

0.00

0.00

0.00

0.00

Allowed Turns

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Arm 5 Left

15.00

12.2 %

Arm 6 Ahead

Inf

87.8 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

35.2 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

64.8 %

Arm 7 Left

9.00

9.7 %

Arm 8 Ahead

Inf

90.3 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.5 %

Arm 8 Left

10.00

99.5 %

Y

Y

Y

Y

Y

Y

1867

1867

1665

1665

1758

1758

1860

1860

1741

1741

1797

1797

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 12: '2025 With Development PM Peak Sens' (FG12: '2025 With Development PM Peak - Sensitivity Test',

Full Input Data And Results Plan 1: 'Network Control Plan 1')

Traffic Flows, Desired Desired Flow : Destination A

B

C

D

Tot.

A

0

18

0

36

54

B

26

0

23

323

372

C

0

0

0

144

144

D

46

296

160

0

502

Tot.

72

314

183

503

1072

Origin

Traffic Lane Flows Lane

Scenario 12: 2025 With Development PM Peak Sens

Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way 1/1 (with short)

502(In) 342(Out)

1/2 (short)

160

2/1

54

3/1 (short)

346

3/2 (with short)

372(In) 26(Out)

4/1

144

5/1

72

6/1

314

7/1

183

8/1

503

Full Input Data And Results

Lane Saturation Flows Junction: Woolwich Manor Way/Hatmann Road/Fishguard Way Lane Nearside Width Gradient Lane (m)

Lane

1/1 (Woolwich Manor Way)

2.75

1/2 (Woolwich Manor Way)

3.00

2/1 (Fishguard Way)

0.00

3/1 (Albert Road)

2.75

3/2 (Albert Road)

3.00

4/1 (Hartmann Road)

Y

0.00

Y

0.00

Arm 5 Left

15.00

13.5 %

Arm 6 Ahead

Inf

86.5 %

Arm 7 Right

10.00

100.0 %

Arm 6 Left

10.00

33.3 %

Arm 7 Ahead

Inf

0.0 %

Arm 8 Right

15.00

66.7 %

Arm 7 Left

9.00

6.6 %

Arm 8 Ahead

Inf

93.4 %

Arm 5 Right

15.00

100.0 %

Arm 5 Ahead

10.00

0.0 %

Arm 6 Right

Inf

0.0 %

Arm 8 Left

10.00

100.0 %

Y

0.00

4.50

Turning Turning Sat Flow Flared Sat Flow Radius Prop. (PCU/Hr) (PCU/Hr) (m)

Y

0.00

3.50

Allowed Turns

Y

0.00

Y

1865

1865

1665

1665

1760

1760

1869

1869

1741

1741

1796

1796

5/1 (Fishguard Way Lane 1)

Infinite Saturation Flow

Inf

Inf

6/1 (Albert Road Lane 1)

Infinite Saturation Flow

Inf

Inf

7/1 (Hartmann Road Lane 1)

Infinite Saturation Flow

Inf

Inf

8/1 (Woolwich Manor Way Lane 1)

Infinite Saturation Flow

Inf

Inf

Scenario 1: 'Existing AM Peak' (FG1: 'Existing AM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

39s

8

J

L

G

11

E

K

D

I G

14s

Stage Timings Stage

1

2

3

Duration

39

14

5

Change Point

0

50

72

13

5s

H

Full Input Data And Results

Signal Timings Diagram

0

10

Phases

0 1

20

30

40

50 50 2

11 : 39

60

8 : 14

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

36.9%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

36.9%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

40

-

306

1865:1665

844

36.3%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

14

-

108

1758

293

36.9%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

40

-

299

1741:1859

849

35.2%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

14

-

3

1877

313

1.0%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

302

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

31

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

91

0

0

3.7

0.9

0.0

4.6

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

91

0

0

3.7

0.9

0.0

4.6

-

-

-

-

1/1+1/2

306

306

3

0

0

1.4

0.3

0.0

1.6

19.3

4.9

0.3

5.2

2/1

108

108

70

0

0

1.0

0.3

0.0

1.3

43.0

2.4

0.3

2.7

3/2+3/1

299

299

17

0

0

1.3

0.3

0.0

1.6

19.2

4.6

0.3

4.8

4/1

3

3

1

0

0

0.0

0.0

0.0

0.0

37.5

0.1

0.0

0.1

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

302

302

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

31

31

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

144.2 144.2

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

4.56 4.56

Cycle Time (s):

90

Full Input Data And Results Scenario 2: 'Existing PM Peak' (FG2: 'Existing PM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

46s

8

J

L

G

11

E

K

D

I G

7s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

46

7

5

Change Point

0

57

72

Signal Timings Diagram

0

10

Phases

0 1

40

50

60

70

80

90

57 72 2 8 : 7 3 13 : 5

11 : 46

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

36.1%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

36.1%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

47

-

334

1864:1915

987

33.8%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

7

-

54

1760

156

34.5%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

47

-

361

1741:1869

999

36.1%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

7

-

1

1796

160

0.6%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

72

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

306

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

23

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

349

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

62

0

0

2.9

0.8

0.0

3.7

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

62

0

0

2.9

0.8

0.0

3.7

-

-

-

-

1/1+1/2

334

334

0

0

0

1.1

0.3

0.0

1.4

14.7

4.7

0.3

5.0

2/1

54

54

36

0

0

0.6

0.3

0.0

0.8

56.1

1.3

0.3

1.5

3/2+3/1

361

361

26

0

0

1.2

0.3

0.0

1.5

15.0

4.8

0.3

5.1

4/1

1

1

0

0

0

0.0

0.0

0.0

0.0

49.1

0.0

0.0

0.0

5/1

72

72

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

306

306

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

23

23

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

349

349

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

149.0 149.0

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

3.72 3.72

Cycle Time (s):

90

Full Input Data And Results Scenario 3: '2023 Without Development AM Peak' (FG3: '2023 Without Development AM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

39s

8

J

L

G

11

E

K

D

I G

14s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

39

14

5

Change Point

0

50

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 50 2

11 : 39

60

8 : 14

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

39.1%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

39.1%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

40

-

330

1867:1665

844

39.1%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

14

-

108

1758

293

36.9%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

40

-

306

1741:1860

849

36.0%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

14

-

3

1877

313

1.0%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

31

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

333

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

91

0

0

3.8

0.9

0.0

4.8

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

91

0

0

3.8

0.9

0.0

4.8

-

-

-

-

1/1+1/2

330

330

3

0

0

1.5

0.3

0.0

1.8

19.7

5.4

0.3

5.7

2/1

108

108

70

0

0

1.0

0.3

0.0

1.3

43.0

2.4

0.3

2.7

3/2+3/1

306

306

17

0

0

1.3

0.3

0.0

1.6

19.4

4.7

0.3

5.0

4/1

3

3

1

0

0

0.0

0.0

0.0

0.0

37.5

0.1

0.0

0.1

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

31

31

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

333

333

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

130.2 130.2

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

4.78 4.78

Cycle Time (s):

90

Full Input Data And Results Scenario 4: '2023 Without Development PM Peak' (FG4: '2023 Without Development PM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

46s

8

J

L

G

11

E

K

D

I G

7s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

46

7

5

Change Point

0

57

72

Signal Timings Diagram

0

10

Phases

0 1

40

50

60

70

80

90

57 72 2 8 : 7 3 13 : 5

11 : 46

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

37.3%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

37.3%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

47

-

342

1865:1915

987

34.6%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

7

-

54

1760

156

34.5%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

47

-

372

1741:1869

998

37.3%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

7

-

1

1796

160

0.6%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

72

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

314

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

23

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

360

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

62

0

0

3.0

0.8

0.0

3.8

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

62

0

0

3.0

0.8

0.0

3.8

-

-

-

-

1/1+1/2

342

342

0

0

0

1.1

0.3

0.0

1.4

14.8

4.8

0.3

5.1

2/1

54

54

36

0

0

0.6

0.3

0.0

0.8

56.1

1.3

0.3

1.5

3/2+3/1

372

372

26

0

0

1.2

0.3

0.0

1.6

15.2

5.1

0.3

5.4

4/1

1

1

0

0

0

0.0

0.0

0.0

0.0

49.1

0.0

0.0

0.0

5/1

72

72

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

314

314

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

23

23

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

360

360

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

141.6 141.6

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

3.83 3.83

Cycle Time (s):

90

Full Input Data And Results Scenario 5: '2023 With Development AM Peak' (FG5: '2023 With Development AM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

37s

8

J

L

G

11

E

K

D

I G

16s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

37

16

5

Change Point

0

48

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 48 2

11 : 37

60

8 : 16

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

56.5%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

56.5%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

38

-

499

1867:1665

883

56.5%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

16

-

108

1758

221

48.8%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

38

-

306

1741:1860

808

37.9%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

16

-

183

1797

339

53.9%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

200

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

513

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

260

0

0

6.5

2.0

0.5

9.0

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

260

0

0

6.5

2.0

0.5

9.0

-

-

-

-

1/1+1/2

499

499

172

0

0

2.5

0.6

0.3

3.4

24.6

6.1

0.6

6.8

2/1

108

108

70

0

0

0.9

0.5

0.1

1.6

52.2

2.3

0.5

2.8

3/2+3/1

306

306

17

0

0

1.4

0.3

0.0

1.8

21.0

4.9

0.3

5.2

4/1

183

183

1

0

0

1.7

0.6

0.0

2.3

44.4

4.1

0.6

4.7

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

200

200

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

513

513

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

59.2 59.2

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.02 9.02

Cycle Time (s):

90

Full Input Data And Results Scenario 6: '2023 With Development PM Peak' (FG6: '2023 With Development PM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

41s

8

J

L

G

11

E

K

D

I G

12s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

41

12

5

Change Point

0

52

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 52 2

11 : 41

60

8 : 12

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

52.7%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

52.7%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

42

-

502

1865:1665

952

52.7%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

12

-

54

1760

179

30.2%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

42

-

346

1915:1869

887

39.0%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

12

-

134

1796

259

51.7%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

46

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

314

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

183

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

493

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

196

0

0

5.4

1.6

0.4

7.4

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

196

0

0

5.4

1.6

0.4

7.4

-

-

-

-

1/1+1/2

502

502

160

0

0

2.1

0.6

0.3

3.0

21.3

5.8

0.6

6.4

2/1

54

54

36

0

0

0.5

0.2

0.1

0.8

52.2

1.2

0.2

1.4

3/2+3/1

346

346

0

0

0

1.5

0.3

0.0

1.8

18.4

5.6

0.3

5.9

4/1

134

134

0

0

0

1.3

0.5

0.0

1.9

49.8

3.1

0.5

3.6

5/1

46

46

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

314

314

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

183

183

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

493

493

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

70.7 70.7

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.38 7.38

Cycle Time (s):

90

Full Input Data And Results Scenario 7: '2025 Without Development AM Peak' (FG7: '2025 Without Development AM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

39s

8

J

L

G

11

E

K

D

I G

14s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

39

14

5

Change Point

0

50

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 50 2

11 : 39

60

8 : 14

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

39.1%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

39.1%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

40

-

330

1867:1665

844

39.1%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

14

-

108

1758

293

36.9%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

40

-

306

1741:1860

849

36.0%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

14

-

3

1877

313

1.0%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

31

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

333

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

91

0

0

3.8

0.9

0.0

4.8

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

91

0

0

3.8

0.9

0.0

4.8

-

-

-

-

1/1+1/2

330

330

3

0

0

1.5

0.3

0.0

1.8

19.7

5.4

0.3

5.7

2/1

108

108

70

0

0

1.0

0.3

0.0

1.3

43.0

2.4

0.3

2.7

3/2+3/1

306

306

17

0

0

1.3

0.3

0.0

1.6

19.4

4.7

0.3

5.0

4/1

3

3

1

0

0

0.0

0.0

0.0

0.0

37.5

0.1

0.0

0.1

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

31

31

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

333

333

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

130.2 130.2

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

4.78 4.78

Cycle Time (s):

90

Full Input Data And Results Scenario 8: '2025 Without Development PM Peak' (FG8: '2025 Without Development PM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

46s

8

J

L

G

11

E

K

D

I G

7s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

46

7

5

Change Point

0

57

72

Signal Timings Diagram

0

10

Phases

0 1

40

50

60

70

80

90

57 72 2 8 : 7 3 13 : 5

11 : 46

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

37.3%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

37.3%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

47

-

342

1865:1915

987

34.6%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

7

-

54

1760

156

34.5%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

47

-

372

1741:1869

998

37.3%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

7

-

1

1796

160

0.6%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

72

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

314

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

23

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

360

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

62

0

0

3.0

0.8

0.0

3.8

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

62

0

0

3.0

0.8

0.0

3.8

-

-

-

-

1/1+1/2

342

342

0

0

0

1.1

0.3

0.0

1.4

14.8

4.8

0.3

5.1

2/1

54

54

36

0

0

0.6

0.3

0.0

0.8

56.1

1.3

0.3

1.5

3/2+3/1

372

372

26

0

0

1.2

0.3

0.0

1.6

15.2

5.1

0.3

5.4

4/1

1

1

0

0

0

0.0

0.0

0.0

0.0

49.1

0.0

0.0

0.0

5/1

72

72

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

314

314

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

23

23

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

360

360

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

141.6 141.6

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

3.83 3.83

Cycle Time (s):

90

Full Input Data And Results Scenario 9: '2025 With Development AM Peak' (FG9: '2025 With Development AM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

37s

8

J

L

G

11

E

K

D

I G

16s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

37

16

5

Change Point

0

48

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 48 2

11 : 37

60

8 : 16

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

56.4%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

56.4%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

38

-

497

1867:1665

882

56.4%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

16

-

108

1758

221

48.8%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

38

-

306

1741:1860

808

37.9%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

16

-

185

1797

339

54.5%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

198

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

515

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

258

0

0

6.6

2.0

0.5

9.0

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

258

0

0

6.6

2.0

0.5

9.0

-

-

-

-

1/1+1/2

497

497

170

0

0

2.5

0.6

0.3

3.4

24.6

6.1

0.6

6.7

2/1

108

108

70

0

0

0.9

0.5

0.1

1.6

52.3

2.3

0.5

2.8

3/2+3/1

306

306

17

0

0

1.4

0.3

0.0

1.8

21.0

4.9

0.3

5.2

4/1

185

185

1

0

0

1.7

0.6

0.0

2.3

44.6

4.2

0.6

4.8

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

198

198

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

515

515

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

59.6 59.6

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.04 9.04

Cycle Time (s):

90

Full Input Data And Results Scenario 10: '2025 With Development PM Peak' (FG10: '2025 With Development PM Peak', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

41s

8

J

L

G

11

E

K

D

I G

12s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

41

12

5

Change Point

0

52

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 52 2

11 : 41

60

8 : 12

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

53.6%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

53.6%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

42

-

502

1865:1665

952

52.7%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

12

-

54

1760

179

30.2%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

42

-

372

1741:1869

895

41.6%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

12

-

139

1796

259

53.6%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

72

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

314

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

183

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

498

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

222

0

0

5.5

1.7

0.4

7.7

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

222

0

0

5.5

1.7

0.4

7.7

-

-

-

-

1/1+1/2

502

502

160

0

0

2.1

0.6

0.3

3.0

21.4

5.8

0.6

6.4

2/1

54

54

36

0

0

0.5

0.2

0.1

0.8

52.4

1.2

0.2

1.4

3/2+3/1

372

372

26

0

0

1.6

0.4

0.0

2.0

18.9

5.7

0.4

6.0

4/1

139

139

0

0

0

1.4

0.6

0.0

2.0

50.5

3.2

0.6

3.8

5/1

72

72

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

314

314

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

183

183

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

498

498

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

68.0 68.0

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.67 7.67

Cycle Time (s):

90

Full Input Data And Results Scenario 11: '2025 With Development AM Peak Sens' (FG11: '2025 With Development AM Peak - Sensitivity Test', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

37s

8

J

L

G

11

E

K

D

I G

16s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

37

16

5

Change Point

0

48

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 48 2

11 : 37

60

8 : 16

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

56.7%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

56.7%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

38

-

501

1867:1665

884

56.7%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

16

-

108

1758

221

48.8%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

38

-

306

1741:1860

808

37.9%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

16

-

185

1797

339

54.5%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

57

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

326

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

202

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

515

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

262

0

0

6.6

2.0

0.5

9.1

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

262

0

0

6.6

2.0

0.5

9.1

-

-

-

-

1/1+1/2

501

501

174

0

0

2.5

0.7

0.3

3.4

24.7

6.1

0.7

6.8

2/1

108

108

70

0

0

0.9

0.5

0.1

1.6

52.3

2.3

0.5

2.8

3/2+3/1

306

306

17

0

0

1.4

0.3

0.0

1.8

21.0

4.9

0.3

5.2

4/1

185

185

1

0

0

1.7

0.6

0.0

2.3

44.6

4.2

0.6

4.8

5/1

57

57

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

326

326

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

202

202

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

515

515

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

58.7 58.7

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

9.08 9.08

Cycle Time (s):

90

Full Input Data And Results Scenario 12: '2025 With Development PM Peak Sens' (FG12: '2025 With Development PM Peak - Sensitivity Test', Plan 1: 'Network Control Plan 1')

Stage Sequence Diagram 1

Min: 7 2

Min: 7 3

Min: 5

A

E K

F

C

I

B

40s

8

J

L

G

11

E

K

D

I G

13s

H

13

5s

20

30

Stage Timings Stage

1

2

3

Duration

40

13

5

Change Point

0

51

72

Signal Timings Diagram

0

10

Phases

0 1

40

50 51 2

11 : 40

60

8 : 13

70

80

90

72 3 13 : 5

A B C D E F G H I J K L M

A B C D E F G H I J K L M 0

10

20

30

40

50

60

Time in cycle (sec)

70

80

90

Full Input Data And Results

Network Layout Diagram

Full Input Data And Results

Network Results Item

Lane Description

Lane Type

Controller Stream

Position In Filtered Route

Full Phase

Arrow Phase

Num Greens

Total Green (s)

Arrow Demand Green (s) Flow (pcu)

Sat Flow (pcu/Hr)

Capacity (pcu)

Deg Sat (%)

Network

-

-

N/A

-

-

-

-

-

-

-

-

53.8%

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

N/A

-

-

-

-

-

-

-

-

53.8%

Woolwich Manor Way Left Ahead Right

U+O

N/A

N/A

A

1

41

-

502

1865:1665

932

53.8%

Fishguard Way Left Ahead Right

O

N/A

N/A

C

1

13

-

54

1760

198

27.2%

Albert Road Right Left Ahead

O+U

N/A

N/A

B

1

41

-

372

1741:1869

874

42.5%

4/1

Hartmann Road Ahead Right Left

O

N/A

N/A

D

1

13

-

144

1796

279

51.5%

5/1

Fishguard Way

U

N/A

N/A

-

-

-

-

72

Inf

Inf

0.0%

6/1

Albert Road

U

N/A

N/A

-

-

-

-

314

Inf

Inf

0.0%

7/1

Hartmann Road

U

N/A

N/A

-

-

-

-

183

Inf

Inf

0.0%

8/1

Woolwich Manor Way

U

N/A

N/A

-

-

-

-

503

Inf

Inf

0.0%

1/1+1/2

2/1

3/2+3/1

Full Input Data And Results

Item

Arriving (pcu)

Leaving (pcu)

Turners In Gaps (pcu)

Turners When Unopposed (pcu)

Turners In Intergreen (pcu)

Uniform Delay (pcuHr)

Rand + Oversat Delay (pcuHr)

Storage Area Uniform Delay (pcuHr)

Total Delay (pcuHr)

Av. Delay Per PCU (s/pcu)

Max. Back of Uniform Queue (pcu)

Rand + Oversat Queue (pcu)

Mean Max Queue (pcu)

Network

-

-

222

0

0

5.7

1.7

0.4

7.8

-

-

-

-

Woolwich Manor Way/Hatmann Road/Fishguard Way

-

-

222

0

0

5.7

1.7

0.4

7.8

-

-

-

-

1/1+1/2

502

502

160

0

0

2.2

0.6

0.3

3.1

22.4

6.0

0.6

6.6

2/1

54

54

36

0

0

0.5

0.2

0.1

0.7

49.7

1.2

0.2

1.4

3/2+3/1

372

372

26

0

0

1.6

0.4

0.0

2.0

19.7

5.8

0.4

6.2

4/1

144

144

0

0

0

1.4

0.5

0.0

1.9

48.1

3.3

0.5

3.8

5/1

72

72

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

6/1

314

314

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

7/1

183

183

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

8/1

503

503

-

-

-

0.0

0.0

-

0.0

0.0

0.0

0.0

0.0

C1

PRC for Signalled Lanes (%): PRC Over All Lanes (%):

67.1 67.1

Total Delay for Signalled Lanes (pcuHr): Total Delay Over All Lanes(pcuHr):

7.82 7.82

Cycle Time (s):

90

APPENDIX M Framework Taxi Management Plan

London City Airport – City Airport Development Programme (CADP) Framework Taxi Management Plan 110116A / 3rd March 2014

Introduction 1.

This document provides a Framework Taxi Management Plan (TMP) which will be developed as part of the proposed City Airport Development Programme (CADP) at London City Airport (LCY). It is provided to address the comments raised by Transport for London (TfL) as part of the public consultation process on LCY’s CADP planning applications submitted to the London Borough of Newham (LBN) in July 2013 (application ref. 13/01228/FUL and 13/01373/OUT). It should be read in conjunction with those applications including the accompanying Transport Assessment Report dated July 2013 and CADP planning application Drawings 7.4 Proposed Forecourt Ground Level 00 and Drawing 9.11 Proposed Taxi Feeder Park.

2.

This Framework TMP sets out the proposed arrangements for Black Taxis and Private Hire Minicabs and the management measures that will be implemented for each once the Forecourt proposed in CADP is brought into use.

3.

This Framework TMP will be developed into a detailed TMP and approved prior to the proposed Forecourt being brought into use. It is proposed that the detailed TMP will be secured by way of a Condition on any planning permission. LCY propose the following wording for any such condition: The proposed Forecourt [as shown on Drawing 7.4 Proposed Forecourt Ground Level 00 shall not be brought into use until a detailed Taxi Management Plan (which accords with the Framework Taxi Management Plan submitted with the application) has been submitted to and approved in writing by the local planning authority. The Forecourt shall thereafter be operated in accordance with the approved detailed Taxi Management Plan, which shall be reviewed from time to time subject to the written approval of the local planning authority in consultation with Transport for London.

4.

LCY will consult with TfL and LBN during the development of the detailed TMP, as they have done during development of this Framework TMP.

Taxi Use Associated with CADP 5.

As part of the CADP planning proposals a new passenger Forecourt area is proposed to the south and east of the proposed Eastern Terminal Extension. To meet security requirements there will be a 30m wide landscaped vehicle free zone in front of the proposed Eastern Terminal Extension. It is envisaged that the proposed Forecourt works are likely to be

Page: 2

completed by 2019 in the second phase of CADP’s construction, with the associated landscaping and security buffer area finalised once the proposed Eastern Terminal Extension is completed. 6.

The proposed Forecourt layout in the CADP planning applications is shown on Drawing 7.4 Proposed Forecourt Ground Level 00 and attached at Appendix A of this document.

7.

The proposed Forecourt area has been designed to provide sufficient capacity to accommodate the ultimate forecast demand of approximately 6 million passengers per annum (mppa) that CADP will deliver within the existing permitted annual number of flights by 2023 – some 10 years or so away.

8.

Black Taxis are a form of public transport and they comprise a significant proportion of the mode share for passengers travelling to / from the Airport. Thus, Black Taxis have been given greatest priority within the proposed Forecourt, with Black Taxi drop-off and pick-up being located as physically close to the extended Terminal building as possible.

Proposed Arrangements – Black Taxis 9.

The proposed Forecourt and Taxi Feeder Park will be actively managed by a specialist third party company who will offer a full management package to ensure that technology systems and marshalling operations are working effectively. The specialist third party management company will be appointed under Contract by London City Airport and the final detailed TMP will set out the management structure to be implemented and the roles within the London City Airport organisation that will be responsible for this contract.

Airport Forecourt Drop-off 10.

Black Taxis would enter the designated Black Taxi drop-off zone from Hartmann Road and route westbound along the frontage of the proposed Eastern Terminal Extension building to the alighting point closest to the new Terminal entrance.

11.

For Black Taxi drop-off, the line of visibility and shortest walking route to the proposed Eastern Terminal Extension entrance is just 59 metres and there is no requirement to cross the carriageway.

12.

Ten drop-off bays will be provided within the designated drop-off zone. It is estimated that demand will require 3 taxis to use the drop-off per minute and an anticipated dwell time of 90 seconds has been applied (taking into account time to settle the fare). The drop-off bay located closest to the extended terminal building has been designated for disabled drop-off access.

13.

The drop-off area will be barrier controlled to prevent unauthorised use. The barrier control will be operated by a technology which will be determined in due course, but the technology will ensure that the barrier does not delay access for Black Taxis but will prevent access by unauthorised vehicles. At this stage it is envisaged that the technology will operate using

Page: 3

Automatic Number Plate Recognition (ANPR) although the final TMP will confirm the selected technology in due course. 14.

Details of the proposed technology will be provided to TfL and LBN as soon as they are known and in advance of the final detailed TMP being submitted.

Pick up 15.

The designated Black Taxi pick up zone will be located to the east of the proposed Eastern Terminal Extension. Taxis will enter the pick up area from Hartmann Road, having routed via the Taxi Feeder Park first, and proceed eastbound to the pick-up point.

16.

For Black Taxi pick up, the line of visibility and shortest walking route from the proposed Terminal is just 121 metres, less than a two minute walk, and there is also no requirement for passengers to cross the carriageway, including mobility impaired passengers.

17.

It is proposed that the Black Taxi pick up area is also barrier-controlled to ensure that it is used appropriately and by Black Taxis only. The barriers are likely to be operated by Automatic Number Plate Recognition (ANPR), although the final TMP will confirm the selected technology in due course.

18.

The Black Taxi pick-up zone will provide a total of 11 spaces to cater for the expected demand of 3 taxis per minute. An anticipated dwell time of 60 seconds has been assumed (this is shorter than for taxi drop-off since the fare is settled at drop-off) . A total of three taxis will be able to pick-up simultaneously, with three separate designated pick-up bays.

19.

Canopies will be provided along the full length of the pedestrianised area adjoining the taxi pick up area to the proposed Terminal building, providing a covered waiting area for passengers and allowing a passenger queuing system to be implemented to manage demand at peak times.

20.

Low level guard railing/ barriers will be provided along the length of the taxi queue to prevent passengers from skipping the queue and from taxis picking up passengers who are not at the front of the queue. This is proposed by LCY as an amendment to submitted Drawing 7.4 in response to TfL’s comments on this issue.

21.

The proposed Forecourt and Taxi Feeder Park will be actively managed by specialist marshals during all operational hours at the Airport. The management will be particularly important during peak periods which are typically between 08:00 – 09:00 and 17:00 – 18:00. This will ensure that the proposed Forecourt operates efficiently and is used appropriately by the designated modes. Taxi marshals will play a key role in managing the chosen call forward system (see further paragraph 29) from the proposed Taxi Feeder Park and in managing taxi and passenger queues on the Forecourt. This will ensure that drop off and pick up operate smoothly.

22.

The final detailed TMP will confirm the job specification for specialist taxi marshals as well as the number of marshals proposed and their hours of operation, in addition to confirmation that LCY will provide welfare facilities, high visibility jackets and two-way radios for all marshals.

Page: 4

23.

LCA will ensure the Marshals are maintaining proper vigilance and alertness and taking care of their own welfare. The final TMP will include details of emergency procedures for marshals.

Taxi Feeder Park 24.

The existing taxi queue on Hartmann Road would be removed as a result of the proposed CADP, in order to facilitate the two-way movement of traffic along Hartmann Road.

25.

Instead a proposed Taxi Feeder Park would be provided further east along the Dock, close to the junction of Hartmann Road with Woolwich Manor Way. It would be approximately 1 kilometre from the proposed Forecourt, equivalent to no more than a two minute drive. The layout of the proposed Taxi Feeder Park is included as part of the submitted CADP planning applications and shown on Drawings ‘9.21 and 9.22 Proposed Taxi Feeder Park’. These plans are attached at Appendix B for ease of reference.

26.

The proposed Taxi Feeder Park would have the capacity for up to 326 taxis. This is split between 307 Black Taxi waiting spaces and 19 designated driver rest spaces for taxi drivers using the new facilities which comprise maintenance bays, welfare facilities and an office. The layout of the proposed Taxi Feeder Park incorporates an escape lane, allowing drivers to exit should they wish and to ensure that there would be a maximum queue of approximately 15 taxis in any single lane within the Taxi Feeder Park.

27.

In order to provide certainty that the proposed Taxi Feeder Park will be safeguarded for CADP it is proposed that a condition be attached to any planning permission. LCY suggest the following wording for any such condition:

28.

The Eastern Terminal Extension shall not be occupied until the Taxi Feeder Park shown on Drawing ‘9.11 Proposed Taxi Feeder Park’ has been brought into use and Taxi Feeder Park shall not thereafter be used for any purpose other than as a Taxi Feeder Park unless otherwise agreed in writing with the local planning authority in consultation with Transport for London.

29.

A number of potential options have been identified for a taxi call-forward system between the proposed Taxi Feeder Park and new Forecourt. In particular the technology adopted will need to cater for changing demand levels throughout the day and also the distance and journey time between the proposed Taxi Feeder Park and the new Forecourt. Based on the systems currently available on the market, it has been decided that a system using CCTV and Marshall Control is most appropriate for the Airport, although any detailed TMP will confirm the selected technology in due course. Details of the technology proposed will be submitted to TfL and LBN prior to the final detailed TMP being prepared.

30.

It is envisaged that specialist taxi marshals will be employed on the proposed Forecourt and in the Taxi Feeder Park during the operational hours of the Airport. A specialist marshal at the front of the proposed Taxi Feeder Park would release taxis in response to images on a monitor showing the live feed from the proposed Forecourt CCTV; or using similar technology should advancements allow. The CCTV camera would be located at the front of

Page: 5

the taxi queue within the Feeder Park. However, once the details of the technology is known this will be confirmed in any detailed TMP. 31.

A number of Airports already operate such call-forward systems. These include Liverpool, Birmingham and Heathrow airports. For example, Birmingham airport uses a CCTV system to show taxis waiting in the Taxi Feeder Park the status of the taxi rank in the pickup area. The taxis then manage themselves. It is proposed that a similar approach would be adopted at LCY supplemented with additional assistance from marshals.

32.

In addition, there is a temporary Taxi Feeder Park system already in place at LCY for the duration of the local Crossrail construction works which is operating through use of CCTV and self-management. This system is working well. The appointed specialist third party management company will ensure that technology systems and marshalling operations work effectively at all times. LCY will be responsible for ensuring that the Feeder Park and technology associated with its effective operation is maintained.

Proposed Arrangements – Private Hire Minicabs 33.

A separate private vehicle pick up / drop off area will also be provided in the proposed Forecourt area for use by private cars, private hire minicabs and chauffeur-driven vehicles. It will be segregated from the pick up and drop off area for Black Taxis.

34.

The proposed arrangement for private hire minicabs is that they use the pick-up / drop-off area in the proposed Forecourt to wait for short periods, or Passenger Car Park 1 to wait for longer periods. Both options would be subject to a charge, although a short grace period is will be provided in the Forecourt. This will be confirmed in any detailed TMP.

35.

The proposed arrangements for private hire minicabs and private vehicles are designed to provide an additional 40 spaces within the new Forecourt, increasing from the 8 existing spaces to a proposed 48 spaces. This is designed to provide adequate capacity based on forecast requirements but also to discourage the small number of private hire minicabs that currently park and idle off-site in the surrounding residential streets, causing a nuisance to local residents and anti-social behaviour.

36.

In addition to the improved Forecourt capacity for private vehicles, signage will also be provided around Drew Road, Leonard Street and Newland Street making it clear that parking related to airport use is not permitted. LCY has already liaised with private hire companies to make them aware of the current issue and requested that parking within local residential streets is ceased. LCY will continue to liaise with private hire companies known to operate to and from the airport to further discourage them from parking and waiting off-site.

Operational Targets 37.

It is in the best interests of LCY to ensure that the proposed Forecourt and Taxi Feeder Park operate efficiently. In order to ensure efficient operation, and to provide a measurable target against which this Plan can be monitored, LCY will ensure that ‘at peak times, when

Page: 6

passenger demand for taxis is present, the taxi pick-up area within the Forecourt shall not remain empty for any longer than 2 minutes’.

Monitoring 38.

The operation of the Black Taxi drop off and pick up zones, the proposed Taxi Feeder Park and the private vehicle drop-off and pick-up zone will be closely monitored once the proposed Forecourt is brought into use.

39.

Monitoring will ensure that any issues with the technology implemented or the design and layout of these areas is identified at the earliest opportunity and that measures can be identified to rectify any issues.

40.

LCY commit to monitoring the TMP against the operational targets identified within this Plan. Achievement of targets will be monitored at intervals to be agreed by the Transport Forum (see paragraph 44).

41.

The level of private vehicle parking and waiting off-site will also be monitored as part of this plan to ensure that disruption to local residents is minimised and to ensure that private hire vehicles are using the proposed Forecourt effectively.

Key Stakeholders: Preparation and Review of TMP 42.

The Airport will consult with TfL, LBN and the Transport Forum in preparing the detailed TMP.

43.

Once the proposed Forecourt is brought into use and any detailed TMP is in operation, monitoring, as described within this Plan, will be carried out and discussed with the Transport Forum. The exact membership of the Transport Forum group that is responsible for this document will be determined within the final TMP but at this stage it is envisaged that it could include representatives from the Airport, TfL (including London Bus and Cab Ranks Committee), TfL, Private Hire Companies and the London Borough of Newham.

44.

The Transport Forum will agree the method of monitoring and reviewing and the intervals at which these will be undertaken. The Forum will also determine the measures to be implemented to overcome any issues that arise should there be a need.

45.

Measures are likely to include a willingness to improve management, including improvements to marshalling or improvements to technology, signage, road markings, or in the most severe case possible changes to the physical layout of the Forecourt, within constraints.

Summary 46.

Black Taxis and private hire minicabs are recognised as important modes of transport for passengers using the Airport.

47.

The CADP planning proposals provides increased capacity within the new Forecourt for Black Taxi pick up and drop off and also private vehicle pick up and drop off. In addition, a

Page: 7

designated Taxi Feeder Park is proposed which provides increased capacity whilst also improving facilities for taxi drivers. 48.

The proposed Forecourt and Taxi Feeder Park will be actively managed by a third party company who will offer a full management package to ensure that technology systems and marshalling operations are working effectively to ensure that the taxi arrangements continue to operate efficiently.

49.

Building on this Framework TMP, a detailed TMP will be submitted for the approval of the London Borough of Newham and implemented prior to the proposed Forecourt being brought into use. Any detailed TMP will include details of the mechanisms to adopt for monitoring and review of the proposed Forecourt and Taxi Feeder Park, as agreed by the Transport Forum, to ensure their smooth operation once the development is complete. Ends.

Page: 8

Appendix A Proposed Forecourt Ground Level Plan

Page: 9

Appendix B Proposed Taxi Feeder Park Plan

A

EXISTING DOCKSIDE PATH LEVELS TO BE RETAINED

5.500

KING GEORGE V DOCK 5.400

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V V V

V

V

V

V

5.330

V

5.280

V

V

V V

T

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CV

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

F

V

V

V

V

V

V

V

V

VC V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.460

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.530

V

V V

5.550

V

V V

V

V

V V

V

V

V

V V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V V

V V V

V V

V

V

V

ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE T

NEW NATURAL STONE SETTS

5.460

T

TARMAC BLOCK PAVING - CAR PARK

V

V

SOFT LANDSCAPE EXISTING DOCK WITH COPING RETAINED

V

V

V

V

V

V

V

HARTMANN RD WORKS BOUNDARY

5.450

V V

V

V

V

V

V

T

V

V

V V

V

V

V

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS PROPOSED DEVELOPMENT BOUNDARY LINE

V

V

V

V

PROPOSED SUBSTATION

V

V

V

V

V

V

PROPOSED ATTENUATION TANKS

V

V

CCTV COLUMNS - REFER TO LCY-CADP-ATK-H-0002-0011 LIGHTING COLUMNS - REFER TO LCY-CADP-ATK-E-0001-0010

V

V

5.260

V

5.300

C

TAXI FEEDER PARK APPROX 307 SPACES

V

V V

NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

5.400

5.390 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.290

V

V

4.290

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

C

V

V

EXISTING RETAINING WALL TO REMAIN

T

V

F

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V V

V

PF

05.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

02.07.13

V

V

V

A

V

V

V

V

Authorised for issue

Rev.

PURPOSE OF ISSUE

Date

V

V

V

V

V

V

V

EXISTING LEVELS TO BE RETAINED IN THIS AREA WITH MINOR LOCAL MODIFICATIONS

V

V

Atkins Ltd Environmental Planning

T

Euston Tower 286 Euston Rd London NW1 3AT

V

V

V

V

4.100

T

V

V

T

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V V

V

V

V

V V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.180 V

V

V

V

PROPOSED EAST CAR RENTAL ZONE

V

V

V

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

08.07.13

V

V

V

V

V

V

V

V

V

V

Tel Fax

+44 (0)20 7121 2000 +44 (0)20 7121 2333 C

V

CLIENT

LONDON CITY AIRPORT

V

V

PF

V

V V

V

V

B

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

V

V

V

4.310

V

V

V

V

V

V

4.390

V

V

V

V

EXISTING HARTMANN ROAD LEVELS TO BE RETAINED WITH MINOR LOCAL MODIFICATIONS

V

V

V

V

T

V

V

PROPOSED TAXI AND CAR RENTAL FACILITY

T

V

V

V

V

V

V

V

4.270

V

V

V

F

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0007

V

V

V

V

V

V

V

V

V

V

V

4.310

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.390

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

F

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

5.190 V

V

CONTINUATION - DWG 0009

V

V

V

V

V

V

V

V

V

PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.21 DOCKSIDE GA - SHEET 8

WOODMAN ST SCALES

DRAWN

1 : 200 @ A1

CHECKED

KA DATE

CO0ORD CHECK

PR DATE

02.07.13 0

DATE

02.07.13 SHEET

02.07.13 PLOT DATE

A1 DRAWING NO

REV

LCY-CADP-ATK-L-0008

V

LCY-CADP-ATK-L-0009

LOCATION PLAN A

V

V

V

V

V

V

SOFT LANDSCAPE PLANTING

V

V

V

V

EXISTING DOCK WITH COPING RETAINED ARTIFICIAL STONE FLAG PAVING DISUSED RAILWAY LINE: RETAINED LANDSCAPE FEATURE NATURAL STONE SETTS T

BLOCK PAVING - CAR PARK

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

LIGHTING COLUMNS - REFER TO LCY-CADP-ATK-E-0001-0010

V V

V

CCTV COLUMNS - REFER TO LCY-CADP-ATK-H-0002-0011

V

V

V

C

V

V

V

V

V

V

PROPOSED ATTENUATION TANKS

V V

V

V V

V

5.600

PROPOSED LEVELS

5.600

EXISTING LEVELS

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

HARTMANN RD WORKS BOUNDARY

V

V

V

V

V

TARMAC

V

V

V

V

V

V V

V

V

V

V

PROPOSED DEVELOPMENT BOUNDARY LINE NOTE: ELECTRIC VEHICLE CHARGING POINTS TO BE PROVIDED

V

V

V

V

V

V

5.460

V

V

V

V

V

V

V

5.460

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

C

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.460

V

V

T

V

V

V

V

V

V

V

V

V

V

V V

V

V V

V

V V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.390

V

NEW RETAINING WALL TO RETURN ALONG RAMP

V

V

V

V

V

V

V

V V

5.310 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

PROPOSED TAXI AND CAR RENTAL FACILITY

V

5.190 V

V

V

NEW RETAINING WALL. FINISHES TO MATCH EXISTING

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

5.620 V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

T V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

CONTINUATION - DWG 0008

V

V

V

V

V

V

F

5.260

V

V

V

V

T

V

V

V

V

V

13 SPACES

V

V

V

V

V

NEW RETAINING WALL TO RETURN ALONG RAMP

T

V

V

V

V

5.190

V

V

V

V

V

V

V

V

V

V

V

5.310

V

V

T

V

5.330

V

TAXI MARSHALL'S HUT

V

5.530

NEW RETAINING WALL. FINISHES TO MATCH EXISTING

C

4.240

4.370 4.240

HARTMANN ROAD

C V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

Drawn By

REVISIONS

V

V

V

4.100

Checked By

Date

V

V

V V

V

V

V

V

V

V

V

V V

V

V

V V V

V

V

V

4.400 V

V

V

V

V

V

V

V

4.320

V

V

V

4.400

V

V

V

A

V

PROPOSED EAST CAR RENTAL ZONE 81 SPACES 4.220

V

V

2.430

V

V

V

V

V

V

V

V

V

V V

V V

V V

V

V

V

V

V

PF

08.07.13

ISSUED FOR PLANNING - FOR APPROVAL

A

PF

05.07.13

ISSUED FOR PLANNING - FOR APPROVAL

-

PF

28.06.13

V

V

V

V

V

V

V

V

V

Date

V

V

4.270

Authorised for issue

Rev.

PURPOSE OF ISSUE

V

V

V

V

V

V

V

V

V

V

V

V

V

V

B

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

ISSUED FOR PLANNING - FOR APPROVAL

V

V

V

V

V

V

V

V V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

4.400

Atkins Ltd

V

Environmental Planning

V

V

V

V

V

V V

V

V

V

V

V V

V

V

V

V

V

V

A

V

V

4.400

Euston Tower 286 Euston Road London NW1 3AT

Tel Fax

+44 (0)207121 2000 +44 (0)207121 2333 C

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

4.400

CLIENT

LONDON CITY AIRPORT

V

V

E

V

V

V

V

V

V

V V

V 4.400

V

V

V

V

V

V

V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.270

V

V

V

V

V

V

V

V

V

V

V

V

V V

V V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.400

V

V

V

V

4.400

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

V

4.180

V

V

V

V

V

V

V

V

V

V

V

V

4.180 4.100

V

A

PROJECT

CITY AIRPORT DEVELOPMENT PROGRAMME (CADP) PROJECT DRAWING TITLE

9.22 DOCKSIDE GA - SHEET 9

SCALES

DRAWN

1: 200 @ A0

KA DATE

12.07.13

CHECKED

CO0ORD CHECK

MD

PR DATE

DATE

12.07.13

0

12.07.13 SHEET

PLOT DATE

A0 DRAWING NO

REV

LCY-CADP-ATK-L-0009

B

V

APPENDIX N Draft Parking Management Plan

London City Airport Draft Parking Management Plan 110116A/N28 3 March 2014

Introduction 1.

This document provides a draft Parking Management Plan (PMP) which will be developed as part of the proposed City Airport Development Programme (CADP) at London City Airport (the Airport). It is provided to address the comments raised by the London Borough of Newham (LBN) as part of the public consultation process on the Airport’s CADP planning applications submitted to the London Borough of Newham in July 2013 (application ref. 13/01228/FUL and 13/01373/OUT). It should be read in conjunction with those applications including the accompanying Transport Assessment dated July 2013.

2.

It sets out how parking will be effectively managed across the site once the CADP proposals are built out.

3.

It is the intention that the draft PMP will be developed into a detailed PMP and approved prior to occupation of the proposed new Forecourt and car parks. It will confirm details of the management and review process. It is proposed that the detailed PMP will be secured by way of a condition on any planning permission for CADP.

Role of Parking Management Plan 4.

The purpose of the draft PMP is to provide details of how proposed parking allocation will be managed to achieve the objectives of the PMP (outlined below) and to confirm the allocation of car parking spaces for different classes of user at the site which will include the following: •

Short term pick up/set down spaces;



longer term passenger parking space provision; and



disabled parking space provision;



staff parking space provision.

Objectives 5.

The objectives of the draft PMP are: •

to promote operational efficiency and security for all passengers, staff and visitors on-site;

Page: 2



to discourage parking/ idling on local roads and in nearby residential areas; and



to reflect the Travel Plan principles and objectives.

CADP Proposals – Parking Infrastructure Airport Forecourt Capacity 6.

Under the CADP proposals, a new Forecourt area is proposed to the south and east of the proposed East Terminal Extension. To meet Aviation Security in Airport Development ASIAD requirements set by the Department for Transport (DfT) there will be a 30m wide landscaped vehicle free zone in front of the extended Terminal.

7.

The Forecourt area has been designed to provide sufficient capacity to accommodate the forecast demand of approximately 6 million passengers per annum (mppa). Drawings showing the Forecourt layout are provided at Appendix A to this Note.

8.

The proposed Forecourt will be actively managed by a specialist third party company who will offer a full management package, particularly during peak periods. This will ensure that the Forecourt operates efficiently and is used appropriately by the designated modes.

9.

The proposed capacity of the Forecourt for each mode under CADP is compared to the existing capacity of the Forecourt at Table 1.1 below. Table 1.1: Forecourt Capacity Existing Forecourt

Proposed Forecourt

Car pick-up / drop-off spaces

8

48

Black taxi pick-up spaces

200

336*

Black taxi drop-off spaces

8

10

Bus stops

3

3

1

1

Bus stand

* Total in forecourt and taxi feeder queue/park

Car Pick-Up / Drop-Off 10.

A total of 48 car pick-up / drop-off spaces will be provided (an increase in 40 spaces over and above existing provision). This additional capacity will: •

accommodate the increase in passenger demand associated with CADP;



permit a modest increase in dwell times;



provide a facility for vehicles to wait to pick-up passengers for a short period of time within the Forecourt area, particularly those such as chauffeur driven vehicles who are required to pick-up passengers directly from the Forecourt;



ensure that the pick-up/drop-off area maintains an efficient circulation of vehicles at all times, minimising the opportunity for vehicles queuing back onto Hartmann Road; and

Page: 3



recognise that the car parking areas will be located further from the Terminal than existing and that some drivers will prefer the convenience of using the Forecourt area to drop-off / pick-up.

11.

The purpose of the enlarged Forecourt is to ensure pick-up / drop-off at the Airport and not elsewhere, such as Hartmann Road and Newland Street. This is particularly important once two-way traffic is permitted on Hartmann Road to prevent pick-up/drop-off’s inhibiting traffic flows.

12.

Private car pick-up/drop-off will be chargeable and this would be enforced by barriers at the entrance and exit to the pick-up/drop-off lanes. To discourage the area being used as a short/long stay car park a charging system will be implemented which would see the dropoff/pick-up area becoming progressively more expensive as time passes. Details of charging will be provided within the final detailed PMP.

13.

The enlarged Forecourt with increased pick up / drop off provision, in addition to the no charge period of grace will act as a strong disincentive against any pick up / drop off on surrounding roads and in particular local residential roads.

Black Taxis 14.

A stand alone Framework Taxi Management Plan (TMP) has been prepared which sets out the proposed arrangements for Black Taxis and Private Hire Minicabs and the management measures that will be implemented for each once the Forecourt proposed in CADP is brought into use.

15.

The Framework TMP will be developed into a detailed TMP and approved prior to the proposed Forecourt being brought into use. It is proposed that the detailed TMP will be secured by way of a condition on any planning permission

16.

The proposed Taxi Feeder Park will have the capacity for up to 326 taxis. This is broken between 307 waiting spaces within the feeder park and 19 rest spaces for taxi drivers using the facilities provided, without joining the queue as shown on planning application Drawing 9.11 Proposed Taxi Feeder Park.

Car Parking 17.

Under the CADP proposals, it is proposed to replace the main car parking areas with three new passenger car parks, a separate new staff car park and two new car hire areas. Each of the car parks will be accessed from Hartmann Road.

18.

Passenger Car Park 1 will be a twin level car park deck structure with 485 spaces. Passenger Car Parks 2 and 3 will be surface level car parks, with 189 and 75 spaces respectively. This gives a total of 749 passenger car parking spaces.

Page: 4

19.

Passenger car parking will continue to be chargeable, with differing price structures for each passenger car park. Staff car parking will continue to operate on a permit basis.

20.

The location of the car parks along with the proposed layouts is shown on the layout drawings included at Appendix D of the TA.

21.

A summary of the existing and proposed car parking provision is set out in Table 1.2 below. Table 1.2: Comparison of Existing and Proposed Car Parking Provision Existing

22.

Proposed

Short Stay

148

Main Stay

644

Staff Car Park

Within short and main stay

300

Western Staff Car Park

52

52

Triangle Staff Car Park

10

0

749

Car Hire

120

150

Total

974

1,251

Table 1.2 shows that it is proposed to increase the parking provision from 974 spaces to 1,251 spaces, i.e. an increase of 277 spaces or a 28% increase..

Disabled Parking 23.

The CADP proposals include that 3% (21 spaces) of the passenger car parking and 5% (16 spaces) of the staff car parking will be parking for disabled users.

Electric Vehicle Charging Points 24.

The applicant will make available 27 active electric vehicle charging points and 27 passive electric vehicle charging points. This equates to some 20% of the overall increase in parking of 277 parking spaces and is in line with both the requirements of the London Plan and NPPF.

Motorcycle Parking 25.

A dedicated motorcycle parking area will be provided adjacent to the new staff car park. This will accommodate at least 22 motorcycles.

Cycle Parking 26.

A total of 70 cycle parking spaces will be provided. All cycle parking will be located in the covered area underneath the DLR. Demand for cycle parking will continue to be monitored through the Travel Plan and additional cycle stands will be provided as necessary.

Page: 5

Coach Parking 27.

Coach parking, when needed, will be provided in a layby located adjacent to the proposed hotel, immediately off Hartmann Road as shown on submitted Plan 9.2. This will be used by coach parties using the Airport and the proposed Hotel.

28.

LCA has committed to extending the coach bay to 30 metres in length and it is envisaged that this will be secured by way of a condition on any planning permission

Management of Parking Management Plan 29.

A separate private vehicle pick up / drop off area will be provided in the proposed Forecourt area for use by private cars, private hire minicabs and chauffeur-driven vehicles. It will be segregated from the pick up and drop off area for Black Taxis.

30.

The proposed arrangement for private hire minicabs is that they use the pick-up / drop-off area in the proposed Forecourt to wait for short periods, or Passenger Car Park 1 to wait for longer periods. Both options would be subject to a charge, although a short grace period is will be provided in the Forecourt. This will be confirmed in the detailed TMP to be secured by condition.

31.

The proposed arrangements for private hire minicabs and private vehicles are designed to provide an additional 40 spaces within the new Forecourt, increasing from the 8 existing spaces to a proposed 48 spaces. This is designed to provide adequate capacity based on forecast requirements but also to discourage the small number of private hire minicabs that currently park and idle off-site in the surrounding residential streets, causing a nuisance to local residents and anti-social behaviour.

32.

In addition to the improved Forecourt capacity for private vehicles, signage will also be provided around Drew Road, Leonard Street and Newland Street making it clear that parking related to airport use is not permitted. LCA has already liaised with private hire companies to make them aware of the current issue and requested that parking within local residential streets is ceased. LCA will continue to liaise with private hire companies known to operate to and from the airport to further discourage them from parking and waiting off-site.

Monitoring and Review of Parking Management Plan 33.

A designated management company will be assigned the responsibility of ensuring that the car parks operate within the guidelines set out within the final PMP.

34.

The PMP shall be monitored and reviewed following the same approach as the TMP.

Page: 6

35.

Monitoring will ensure that any issues associated with parking, such as the provision of spaces or the layout of spaces is identified at the earliest opportunity and that measures can be identified to rectify any issues.

36.

As stated above and within the Framework TMP, the level of private vehicle parking and waiting off-site will also be monitored as part of that plan to ensure that potential for disruption to local residents is minimised and to ensure that private hire vehicles are using the proposed Forecourt and parking areas effectively.

Key Stakeholders: Preparation and Review of TMP 37.

The Airport will consult with TfL, LBN and the Transport Forum in preparing the detailed PMP.

38.

Monitoring, as described within this Plan, will be carried out and discussed with the Transport Forum. Those from the Transport Forum group that shall be involved with the review of the PMP will be determined at a later stage but are likely to include representatives from the Airport, TfL (including London Bus and Cab Ranks Committee), Private Hire Companies and the London Borough of Newham.

39.

The Transport Forum will agree the method of monitoring and reviewing and the intervals at which these will be undertaken. The Transport Forum will also determine the measures to be implemented to overcome any issues that arise should there be a need.

40.

Such measures, if required, for example could include improving management; altering parking provision e.g. increases in cycle parking; or changes to signage / parking layouts.

Page: 7

APPENDIX A Application Drawings

Smile Life

When life gives you a hundred reasons to cry, show life that you have a thousand reasons to smile

Get in touch

© Copyright 2015 - 2024 PDFFOX.COM - All rights reserved.