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Olympic Legacy Supplementary Planning Guidance

Strategic Transport Study

Version 5.1
August 2011

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Contents
Executive Summary ............................................................................................................................. 6

1. Introduction.................................................................................................................................. 13

2. Context for the Transport Study ............................................................................................... 16

3. Understanding the Current and Future Situations................................................................. 19

4. Strategic Transport Modelling .................................................................................................. 56

5. Improving Local Connectivity.................................................................................................... 98

6. Options for Transport Solutions ............................................................................................. 111

7. Conclusions ............................................................................................................................... 127

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Table of Figures

Figure 0.1 Further studies 12

Figure 1.1 OLSPG Spatial Context and Coverage within Greater London 14
Figure 3.1 Current Key Diagram from draft Guidance 20
Figure 3.2 London Plan Population and Employment Change in OLSPG Boroughs (2006 and 2031) 21
Figure 3.4 Strategic Transport sites from draft Guidance 23
Figure 3.5 Current road and rail network the OLSPG Area 25
Figure 3.6 Service frequencies for public transport serving OLSPG study area, morning peak hour 26
Figure 3.7 Trips and travel distance, totals and per person per day, by residents of the region and
Borough 27
Figure 3.8 Trips by mode, residents of the region and borough 28
Figure 3.10 2007 PTALs in OLSPG area 29
Figure 3.11 2016 PTALs in OLSPG area 29
Figure 3.12 2026 PTALs in OLSPG area 29
Figure 3.13 Bus routes serving Stratford Regional Station 31
Figure 3.14: DLR Network 2010 32
Figure 3.15 London Underground RODS Data, Boarders and Alighters 2008 (rounded to nearest 100)
33
Figure 3.16 LU and DLR crowding in 2006 with MTS reference case 34
Figure 3.17 Overview of the London Overground Network, existing and planned extensions 35
Figure 3.18 Route of Crossrail 36
Figure 3.19 London Overground and National Rail crowding in 2006 with MTS reference case 38
Figure 3.20 Rail freight routes to/from major ports in London 41
Figure 3.21 Current and Potentially walkable trips by Origin and Destination 43
Figure 3.22 Olympic cycle and walk routes in development 44
Figure 3.23 Potentially cyclable trips by Origin and Destination 46
Figure 3.24 Trafficmaster hotspot analysis in East London, May 2008 to April 2009 48
Figure 3.25 Car ownership in the East London Sub-Region 51
Figure 3.26 Trip Purpose of highway trips leaving the Stratford Enclosure 52
Figure 3.27 CRISP roadside surveys Vehicle Flows by Vehicle Type – 7am to 7pm 53
Figure 3.28 Trip length distribution for trips originating in the Stratford enclosure 53
Figure 3.29 Road Traffic Casualties in the Olympic Legacy SPG area 54
Figure 4.1 Average delay in the Morning Peak in 2008/2009 (TrafficMaster data) 57
Figure 4.2 Modelling Assumptions and key statistics 59
Figure 4.3 Sub-area housing outputs and key areas of change 60
Figure 4.4 Do Minimum 2031 – Committed Road Schemes 61
Figure 4.5 2031 Olympic Park Road Network 62
Figure 4.6 Key Infrastructure assumptions for future year strategic transport modelling 63
Figure 4.7 2031 Future Year Matrix Development Process 64
Figure 4.8 Actual Flows in the Study area in the Base year (Morning Peak) 65
Figure 4.9 Volume/Capacity in the Study area in the Base year (Morning Peak) 65
Figure 4.10 Actual Flows in the Study area in the Base year (Evening Peak) 66
Figure 4.11 Volume/Capacity in the Study area in the Base year (Evening Peak) 66
Figure 4.12 Public Transport link flows, Morning Peak, 2006 Base Year 67
Figure 4.13 LUL/DLR Crowding Plot 2006 Base Morning Peak Busiest Hour 68
Figure 4.14 National Rail Crowding Plot 2006 Base Morning Peak Busiest Hour 68
Figure 4.15 Car Trips for London Plan Reference Case Development (Scenario 1) during the morning
peak 69
Figure 4.16 Reference Case (Scenario 1) highway congestion in the morning peak 70

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Figure 4.17 Reference Case (Scenario 1) highway congestion in the evening peak 71
Figure 4.18 Change in V/C ratio (%) between Reference case & Base 72
Figure 4.19 Car Trips for Scenario 2 during the morning peak period 73
Figure 4.20 Scenario 2 highway congestion during the morning peak period 74
Figure 4.21 Highway congestion during the evening peak period 74
Figure 4.22 Change in V/C ratio (%) between London Plan minus (Scenario 2) & Base 75
Figure 4.23 Car Trips for Scenario 3 during the morning peak period 76
Figure 4.24 Scenario 3 highway congestion during the morning peak period 77
Figure 4.25 Scenario 3 highway congestion during the evening peak period 78
Figure 4.26 Change in boardings by mode between 2031 and the Base 79
Figure 4.27 Change in boardings by mode under different development assumptions, 2031 79
Figure 4.28 Difference in trips on London Underground in 3 Hour Morning Peak (GLA Preferred vs.
London Plan) 80
Figure 4.29 Difference in trips on National Rail in 3 Hour Morning Peak (GLA Preferred vs. London
Plan) 80
Figure 4.30 Tube & DLR crowding during the morning peak (Reference Case) 81
Figure 4.31 National Rail crowding during the morning peak (Reference Case) 81
Figure 4.32 Tube & DLR crowding during the morning peak (GLA Preferred Development Scenario) 82
Figure 4.33 National Rail crowding during the morning Peak (GLA Preferred Development Scenario)
83
Figure 4.34: Average Bus Speeds between Stratford and Blackwall Tunnel 84
Figure 4.35 Morning Peak Hour Station Total Flows 86
Figure 4.36 Fruin's Level of Service at Leyton Station 87
Figure 4.37 Estimated number of ticket gates at Bromley by Bow 88
Figure 4.38 Blackwall Tunnel Northern Approach Saturday Flow Profile 90
Figure 4.39: Catchment of Spectator Car Parking 91
Figure 4.40 Base year & Future year matrix totals for Saturday evening peak model. 91
Figure 4.41 Average delay for Saturday evening peak (2008/2009) 92
Figure 4.42 Saturday Evening-Base year volume over capacity ratio (%) 93
Figure 4.43 Changes in Demand flow (PCUs/Hr) for Saturday evening peak (2031 vs. Base year) 94
Figure 4.44 Changes in V/C ratio (%) for Saturday evening peak (2031 vs. Base year) 95
Figure 4.45 Impacts of stadium trips on demand flow (with stadium vs. without stadium) 96
Figure 4.46 Impacts of stadium trips on congestion (with stadium vs. without stadium) 97
Figure 5.1: Severance Issues in the Olympic Legacy SPG area 99
Figure 5.2: Key existing and missing local connections in the SPG area 100
Figure 5.4 Change in Morning Peak Demand flow (Scenario 7 vs. GLA Preferred) 104
Figure 5.5: Changes in Morning Peak delay (Scenario 7 vs. GLA Preferred) 105
Figure 5.6: Changes in Morning Peak V/C ratio (%) (Scenario 7 vs. GLA Preferred) 106
Figure 5.7: Change in Evening Peak demand flow (Scenario 7 vs. Scenario 4) 107
Figure 5.8: Changes in Evening Peak delay (Scenario 7 - Scenario 4) 108
Figure 5.9: Change in Evening Peak V/C ratio (%) (Scenario 7 vs. GLA Preferred Development) 109
Figure 6.1 Development Assumptions & Matrix Totals for further testing 112
Figure 6.2 Changes in Morning peak actual flows (Scenario 5 vs. Scenario 4) 114
Figure 6.3 Scenario 5 Morning Peak - Difference in PT volumes (Sc 5 vs. Sc4) 115
Figure 6.4 Olympic Legacy area trip length distribution 116
Figure 6.5 Area where a shift to walking and cycling was considered 116
Figure 6.6 Changes in morning peak demand flows (Scenario 6 vs. Scenario 4) 117
Figure 7.1 Further studies 129

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Executive Summary

This summary presents the main conclusions of the Olympic Legacy Supplementary
Planning Guidance (OLSPG) Strategic Transport Study, undertaken by Policy Analysis,
Transport for London (TfL) on behalf of the Greater London Authority (GLA). Steer Davies
Gleave in consortium with Sinclair Knight Merz provided support on the strategic transport
modelling described in this report. The London Thames Gateway Development Corporation
also supported the connectivity aspects of the study. This is a strategic transport study to
consider the transport challenges arising from the existing and proposed development within
the OLSPG area and the transport interventions that are required to support the scale and
geography of development the Guidance promotes. This work provides a framework for
further detailed assessments which will be required as developments are taken forward to
the detailed planning stage, to design and deliver the transport required.

The Transport Study provides an evidence base for the Connectivity and Transport section
of the OLSPG and identifies a package of measures that need to be in place to support and
mitigate any adverse impacts of the development, to provide a framework for negotiation at
the planning application stage, to integrate the development into the local areas in a way
which supports walking, cycling and public transport trips and identify measures that can be
designed in by developers, including electric charging points, cycling and walking facilities.

Supplementary Planning Guidance Development Principles

The primary purpose of the Guidance is to supplement and apply London Plan policy for the
OLSPG area by setting out the Mayor of London‟s strategic priorities and long term vision for
the Queen Elizabeth Olympic Park and its surrounding areas in a single spatial planning
document and sets out in maps and text how the Mayor wished to see this part of the Lower
Lea Valley evolve and change over the next 20 years,

The draft Guidance sets six overarching development principles, each of which encapsulates
a series of more detailed development principles, actions and interventions, which together
are designed to deliver a shared vision for the OLSPG area. The vision has Convergence at
its core, and aims to use the Legacy from the 2012 Games to make east London a place
where people will choose to settle and stay, rather than move away from as their
circumstances changes. The draft Guidance sets six overarching development principles
are:

Homes and Communities: To help meet London‟s urgent need for new homes by
creating a network of well-connected Lifetime Neighbourhoods across the OLSPG
area. These should be designed to meet the needs of existing and future
communities, enable healthy and active lifestyles, maximise opportunities for family
housing, promote community cohesion, and provide access to employment
opportunities, local shops and community and social infrastructure.
Business and employment: To promote Stratford as a new Metropolitan Centre,
ensure land use change leads to a wide range of new business, training and

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 employment opportunities across the OLSPG area, and to identify and protect sites
needed for social infrastructure.
Connectivity and transport: To ensure that existing and new communities across the
OLSPG area are linked by a network of strategic and more fine-grained local
connections, to use the area‟s public transport infrastructure to achieve a lasting shift
to more sustainable forms of transport and movement such as walking and cycling,
and to minimise adverse impacts on the capacity and operation of the area‟s public
transport and highway networks.
Urban Form: To use the area‟s unique open spaces, waterways, heritage buildings
and contemporary city scale architecture and sporting facilities to create a network of
new linked, inclusively designed and revitalised Lifetime Neighbourhoods.
Sustainable development: To build on the sustainability platforms inherited from the
2012 Games, to promote and achieve exemplar standards of sustainable design and
construction and environmental quality across the OLSPG area, and to create a part
of London which us ready to response to the challenge of climate change.
Convergence: Planning applications that propose more than 100 residential units or
1,000 square metres of new floorspace or uses should include a statement setting
out how they will help achieve the Convergence outcomes.

Understanding the current and future situation

The current situation and completed strategic transport modelling (for both the highway and
public transport networks) has been analysed in order to understand the current and future
transport challenges in the OLSPG area and its surroundings. The modelling assisted in
understanding any future challenges under different development assumptions. The
modelling tests two main future year development scenarios; one (the Reference Case)
based on the indicative employment capacity and minimum new homes described in annex
1 of the London Plan, using the broad land uses set out in the Mayor‟s 2007 Lower Lea
Valley Opportunity Area Planning Framework, and a second scenario assuming further
industrial land release and borough ambitions as expressed in their emerging local
development plan documents. Assumed growth in the rest of London is based on the
London Plan borough level forecasts.

There has been significant investment in public transport infrastructure over the last twenty
years in this area to support regeneration and the Olympics. These include the Jubilee Line
extension, Channel Tunnel Rail Link and improvements to London Overground, with the
DLR Stratford International route and Crossrail due to open in the future. The opportunity to
maximise the benefits from this investment must be taken for this area to meet the vision set
out in the OLSPG document.

There are areas which suffer significant severance and there is differential accessibility
across the area especially to the north of the park and around Hackney Wick caused by
physical barriers, for example, major roads and natural barriers like the River Lea. The
detailed planning of this area will need to consider this issue further. Connections to other
areas should be strengthened to enhance walk, cycle and public transport links.

Rail crowding which currently occurs on routes into central London and from the west to
Canary Wharf will increase in the future and there will be increased crowding at some key

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stations and interchanges. There is also expected to be increased demand for buses in the
future.

There is currently significant highway congestion on strategic routes (e.g. A12, A13 and A11)
and key junctions (e.g. Bow Roundabout) which is more prevalent in the evening peak. This
is also expected to increase in the future. Delay in vehicle hours are expected to increase by
approximately 170% in the morning peak and 180% in the evening peak between now and
2031 under the Reference Case assumptions. The higher levels of congestion will have a
negative impact on journey time reliability for all road users including buses and freight.

Key Conclusions
The existing road network is operating at capacity now and current funding limitations mean
that public sector investment on large scale road schemes in the short to medium term is
likely to be limited. The A11 and A12 have a key role to support the economic of the local
area and the whole of London so local interventions are unlikely to have a significant impact.

Public transport appears to have capacity for the assumed end-state based on modelling
results though it is unlikely to absorb future demand to the extent required for significant
mode shift from car without significant intervention. The growth in public transport use
appears to be in the counter-peak direction and therefore has little impact on the level of
crowding of lines. Flows increase by 25 to 35% on the Central Line between Liverpool Street
and Stratford in the morning peak compared to a 1 to 2 per cent increase in the other
direction when comparing the Reference Case projections for this area and the OLSPG
projections. However, there is increased crowding seen at key stations and interchanges, for
example, flows at Bromley by Bow are expected to increase by 20 per cent between the
Reference Case and OLSPG development assumptions.

The modelling considers only the end state, the interim situation will also need to be taken
into account i.e. before people adjust the location of both their jobs and homes to the
optimum solution as this could lead to different transport challenges.

Transport and land use interventions needed to support the development within the OLSPG
area will include measures to:
• Maximise walking, cycling and public transport use - Encourage behaviour change
and ensure good local connectivity
• Rail - Capacity and connectivity improvements
• Bus - Ensuring sufficient infrastructure and capacity
• Highways - Traffic management and encourage less car use
• Land Use - Using policy to minimise car use

Options for Transport Solutions

Maximise walking, cycling and public transport use
Connectivity is a key issue for both transport and the liveability of the area. Improving the
local connectivity of the area will support the integration of the new development into the
surrounding area, reduce severance and maximise the access to opportunities, services,
employment and key public transport nodes. Improving local connectivity will also support a
mode shift from mechanised modes to walking and cycling.

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Links were identified from previous studies and Masterplans for the area and were assessed
in terms of meeting the objectives of both the OLSPG and the Mayor‟s Transport Strategy.
The Transport Study identifies 23 key additional links to those already funded and committed
in the area.

These are all included in the OLSPG Connectivity and Transport section and are split
between the strategic and local connectivity principles.

Rail Interventions
There are a number of transport improvements which will begin operation in the short term
as part of TfL‟s Business Plan, HLOS and in preparation for the Olympics. These include
Crossrail, DLR Stratford International Route, London Underground upgrades and bus
improvements. The benefits of these improvements need to be maximised by minimising any
barriers to use, for example, ensuring that access to stations meets best practice guidelines.

Stratford International station also provides an opportunity to improve Stratford‟s connectivity

to both national and international destinations as schemes are proposed this benefit should
be considered.

Demand on the Stratford to Canary Wharf leg of the DLR is heavy in the morning peak and
this line could not accommodate substantially more passengers with the current capacity.
Beyond January 2012, there will be 10 trains per hour on this section as a mixture of 2 and 3
car services, one option to increase capacity could be to lengthen more services to 3 car.
The estimated capital cost per vehicle is £2.5 million. Increasing the frequency of trains on
this route would also increase capacity, however in order, to achieve increased train
frequency the section between Bow Church and Stratford would need to be double-tracked,
which would also lead to a reliability benefit. There would be synergies in delivering double
tracking when Crossrail was on site. However, some potential issues around deliverability
have been identified, and land would potentially need to be safeguarded. The cost of double-
tracking would be an approximate £50 million (including land costs).

DLR modelling suggests that there will be crowding on the Stratford International to Canning
Town route and that capacity enhancement (possibly through 3-car operation) may be
needed from around 2015/16.

The Central line currently operates an morning peak frequency of 30 trains per hour
westbound and 27 trains per hour eastbound for a short period of time. A power upgrade
would allow 30 trains per hour to be operated in both directions for a sustained period of 2.5
hours during the morning peak.

A business case, conducted in 2007, found a good Business Case Ratio, for the power
upgrade. This was based on a lower level of development than proposed in the OLSPG. The
benefits are likely to be higher with the higher level of development proposed. The power
upgrade could have the following benefits for the Olympics Legacy SPG:
Increase the frequency of eastbound services and therefore reduce wait times for
people taking eastbound morning peak journeys
Improve the reliability of the Central line, having benefits for OLSPG residents and
employees

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 Encourage more people to use London Underground services as opposed to private
cars and therefore help to reduce highway congestion.
Help reduce crowding through central London, which may be made worse if OLSPG
employees are travelling from destinations from the west.
Help relieve Jubilee line eastbound crowding

The estimated cost is £50 to 60 million (derived in 2007).

This Study also considered the impact on stations and identified that there are current
congestion problems at Leyton and Bromley-by-Bow stations that are expected to increase
and that improvements will need to be made to these stations. The impact on other stations
should be continuously monitored as plans develop for this area to ensure that congestion or
poor quality of stations does not act as a deterrent to use or become a safety issue. Other
stations that require improvements to interchange and access are Hackney Wick, Stratford
International and Hackney Central/Hackney Downs.

Both the East London Sub-Regional Transport Plan and this study have identified that there
is a gap in public transport links north from Stratford. This has also been highlighted by the
public transport modelling for this study which predicts an increased demand for bus trips
along this corridor in the future. A number of schemes have been considered for this route
such as West Anglia main line upgrade and/or Hall Farm Curve to enable direct train
services from Chingford and Walthamstow to Stratford and/or infrastructure improvements at
Tottenham Hale. These are being examined in the High Level Output Specification (HLOS2)
for the period 2014-2019. The layout of Stratford Regional station currently acts as a
constraint to the number of additional trains that could be run without the need to reduce the
frequency of other routes using the station. Additional infrastructure works at Stratford
Regional station, for example, to deliver additional platforms would allow some Cambridge to
Liverpool Street services to run via Stratford to provide improved links along the growth
corridor to Cambridge and down to Canary Wharf are required. However, the infrastructure
works at Stratford would be expensive.

The OLSPG area has a section of the safeguarded route of the Chelsea-Hackney Line
(Crossrail2). The Mayor has been asked by Government to undertake a review of the route
to ensure the scheme will provide the maximum benefit and value for money and a number
of options are currently being developed and tested with key stakeholders.

Planning for High Speed 2 is now underway and if connected to High Speed 1 (possibly
using the North London Line without negatively impacting current passenger or freight
services) would allow direct connections between Stratford International, Birmingham, the
north of England and mainland Europe.

Bus Interventions
Measures need to be taken to ensure that bus infrastructure is protected or provided to
enable bus services to meet future demand and traffic conditions should not compromise the
reliable operation of the bus network.

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The two new bus stations being provided in Stratford City should be protected as should the
existing Stratford bus station. TfL also needs to retain, and ideally improve, standing
facilitates at Hackney Wick and the on-highway stand at Chapman Road.

The road layout needs to support direct routings; including bus only links / bridges:
• Sugar House Lane to the River Lea
• Bromley-by-Bow North to Three Mills Lane
• Devas Street to Bow Road via Devons Road and Stroudley Walk
• Two-way operation of Eastway for buses

There needs to be sufficient infrastructure including enough to cover future growth, including
stations, stands, depots and substantial growth expected between Stratford and
Walthamstow, Leyton, Mile End, Bow, Hackney, West Ham and along the Romford Road
corridor.

Highway Interventions
Enhancements will be required on the highway network otherwise further traffic growth is
expected to result in severe congestion to the detriment of all road users. Possible
interventions could include improvements to junctions and road layout as well as, measures
to minimise car use for example, promoting car clubs, car sharing and taxi facilities.
Smoothing traffic flow is also a key objective for TfL and the Mayor, as stated in Proposal 30
of the Mayor‟s Transport Strategy, the Mayor, through TfL and working with the London
Boroughs and other stakeholders will introduce measures to smooth traffic flow to manage
congestion for all people and freight movements on the road network and maximise the
efficiency of the network.

The River Crossings Package could also have a significant impact. A key issue for the area
is the resilience of the highway network particularly to an incident in the Blackwall Tunnel
which if it leads to a closure of the Tunnel leads to wide spread congestion across the area
and significantly higher journey times and reduced journey time reliability. The proposed
vehicle link at Silvertown would help to mitigate the impact of incidents at Blackwall Tunnel
but would not reduce day to day congestion. The River Crossings Package also includes a
cable car between North Greenwich and the Royal Docks as well as possible replacement of
the Woolwich Ferry at Gallions Reach.

Land Use Interventions

Land Use policies should be used to minimise car use and encourage trips to be made using
walking, cycling or public transport. Measures to minimise car use could include encouraging
car clubs and car sharing as well as travel planning.

Parking standards should be considered which support the need to minimise vehicle use and
should be used for all vehicles and purposes (residential, commercial and events) and
consider not only new development but also existing uses. Car free or low car developments
should be considered where appropriate and particularly in areas with high PTALs.

Measures should also be taken to ensure that demand for employment is from the
residential areas that are local or to the east of the OLSPG area, for example, considering
the phasing of development to ensure that when homes are built there are jobs available in

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the local area and also ensuring that the skill requirements for the jobs in the area match the
skills of the local residents.

The OLSPG predicts that there will be around 13,000 additional children in the OLSPG
areas as part of the focus of family housing. Therefore, school travel planning is required to
encourage low car mode share for these trips.

Further Studies and Analysis

This Transport Study has considered possible interventions to mitigate against the negative
impacts of the development levels proposed in the OLSPG.

Further work is required as the redevelopment plans are developed in more detail, to enable
more detailed understanding of the transport requirements in the OLSPG area. Figure 0.1
describes further studies that would be required

Figure 0.1 Further studies

Task/Mode Future Study

Bus Further assessment of the bus priority measures and infrastructure
(such as bus stands) required to deliver the bus services to support
the OLSPG development.
Underground Further investigation of the benefits of the Central Line Power
Upgrade.
Further modelling of passenger flows and investigation of the
requirements at Bromley-By-Bow and Leyton stations.
DLR Further investigation of the impact of the preferred development
scenario on operations of DLR stations
Freight Further investigation of the impact of the preferred development
scenario on changes in freight patterns.
Cumulative Impact Understanding the cumulate effects of development in the
of Opportunity Area Opportunity Areas in the East London sub-region on the transport
Development in network
East London
Package of Further understanding of the transport package of measures with
measures costs.

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1. Introduction

This report documents the work of the Olympic Legacy Supplementary Planning Guidance
(OLSPG) Strategic Transport Study, undertaken by Policy Analysis, Transport for London
(TfL) on behalf of the Greater London Authority (GLA). Steer Davies Gleave in consortium
with Sinclair Knight Merz provided support on the strategic transport modelling described in
this report. The London Thames Gateway Development Corporation also supported the
connectivity aspects of the study by collating the local connectivity schemes highlighted in
the Masterplans and Studies for the surrounding area. The Transport Study is a strategic
study to consider various options for improving public transport accessibility within the
OLSPG area, and address the main transport issues (public transport and highway) arising
from the development scenarios proposed in the planning framework. Further assessment is
required when developments are taken forward to the detailed planning stage, to enable
thorough understanding of the transport requirements in the study area.

1.1. Olympic Legacy Supplementary Planning Guidance Area

The OLSPG covers 2,000 hectares of east London and is at the fulcrum of two nationally
important growth corridors, the London-Stansted-Cambridge-Peterborough corridor to the
north and the Thames Gateway to the east. It also falls within four London boroughs,
Hackney, Newham, Tower Hamlets and Waltham Forest.

The draft Guidance sets six overarching development principles, each of which encapsulates
a series of more detailed development principles, actions and interventions, which together
are designed to deliver a shared vision for the OLSPG area. The vision has Convergence at
its core, and aims to use the Legacy from the 2012 Games to make all of east London a
place where people will choose to settle and stay, rather than move away from as their
circumstances changes. The draft Guidance sets six overarching development principles
are:

Homes and Communities: To help meet London‟s urgent need for new homes by
creating a network of well-connected Lifetime Neighbourhoods across the OLSPG
area. These should be designed to meet the needs of existing and future
communities, enable healthy and active lifestyles, maximise opportunities for family
housing, promote community cohesion, and provide access to employment
opportunities, local shops and community and social infrastructure.
Business and employment: To promote Stratford as a new Metropolitan Centre,
ensure land use change leads to a wide range of new business, training and
employment opportunities across the OLSPG area, and to identify and protect sites
needed for social infrastructure.
Connectivity and transport: To ensure that existing and new communities across the
OLSPG area are linked by a network of strategic and more fine-grained local
connections, to use the area‟s public transport infrastructure to achieve a lasting shift
to more sustainable forms of transport and movement such as walking and cycling,

13
 and to minimise adverse impacts on the capacity and operation of the area‟s public
transport and highway networks
Urban Form: To use the area‟s unique open spaces, waterways, heritage buildings
and contemporary city scale architecture and sporting facilities to create a network of
new linked, inclusively designed and revitalised Lifetime Neighbourhoods.
Sustainable development: To build on the sustainability platforms inherited from the
2012 Games, to promote and achieve exemplar standards of sustainable design and
construction and environmental quality across the OLSPG area, and to create a part
of London which us ready to response to the challenge of climate change.
Convergence: Planning applications that propose more than 100 residential units or
1,000 square metres of new floorspace or uses should include a statement setting
out how they will help achieve the Convergence outcomes.

The Supplementary Planning Guidance will capture the once in a lifetime opportunity to bring
about fundamental and lasting change in east London, focussed on the Olympic Park and
adjacent to the emerging Metropolitan town centre at Stratford. In the wider OLSPG area
there is the potential to build more than 29,000 homes and 1.4 million m2 of employment
floor space in the next 20 years. This is based on a development capacity study completed
by GLA which assessed capacity in line with the principles in the London Plan and borough
planning documents.

Figure 1.1 OLSPG Spatial Context and Coverage within Greater London

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1.2. Background to the Strategic Transport Study

The Strategic Transport Study has been undertaken to provide the transport input to the
OLSPG being led by the GLA. It is the evidence base for the Connectivity and Transport
section of the OLSPG. It has been carried out in consultation with key stakeholders including
the London Boroughs of Hackney, Waltham Forest, Newham and Tower Hamlets, GLA,
LTGDC, and ODA as well as the TfL businesses.

1.3. Report Structure

The report is structured as follows:

Chapter 2 describes the context for the Transport Study
Chapter 3 summarises the current and future situations
Chapter 4 outlines the strategic transport modelling for the OLSPG
Chapter 5 considers the local connectivity in the area
Chapter 6 presents options for transport solutions
Chapter 7 gives the study conclusions

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2. Context for the Transport Study

2.1. Objective

The objective of the OLSPG Transport Study is to provide the context for and inform the
direction of the transport elements of the OLSPG. The Study has assessed a range of
transport initiatives against the OLSPG‟s preferred development scenario to arrive at
conclusions on the most appropriate transport solutions to enable growth and encourage
long-term investment in the OLSPG area.

2.2. Study-specific Objectives

The objectives of the Transport Study are:

To highlight issues and challenges associated with the development
To identify a package of measures that mitigates adverse impacts caused by
development traffic, especially increases in congestion
To assist in enabling the new development to be integrated seamlessly into the rest of
the city through ensuring local connectivity supports walking, cycling and public transport
trips.

2.3. Study Approach

2.3.1. Overall Approach

The study estimates the impact of the preferred development scenario on the transport
network compared to the London Plan minimum capacity estimates for the area, background
growth and base year.

2.3.2. Stakeholder Consultations

The stakeholder consultations were completed through the OLSPG steering group which
includes the London Boroughs of Waltham Forest, Hackney, Newham and Tower Hamlets,
the 5 Host Boroughs Unit, Design for London (DfL), Housing and Communities Agency
(HCA), London Thames Gateway Development Corporation (LTGDC), Olympic Delivery
Authority Planning Decisions Team (ODA PDT) and London Development Agency (LDA).

2.3.3. Transport Modelling

Transport modelling has been undertaken using the London Transportation Studies (LTS),
Land Use Trip End (LUTE), RAILPLAN and SATURN models for overall demand, public
transport and highway assignment modelling respectively. These were considered the best
available models when the modelling was undertaken in summer 2010. In outline:
Overall travel demand by mode was forecast using the LTS model as a basis and LUTE
for local demand changes
Public transport flows were assessed using RAILPLAN-A12, a version of TfL‟s morning
peak RAILPLAN model developed for the LTGDC A12 Transport Capacity Study and
based on the TGX model with the detail from the OPAL model added.

16
 Traffic flows and congestion were assessed using TfL‟s ELHAM phase 1, a morning and
evening peak SATURN model developed for the LTGDC A12 Transport Capacity Study,
which is the TGX model with the detail from the OPAL model added and calibrated for
the area
Station patronage flows and congestion problems were assessed using observed data
and the results of RAILPLAN A12

These models were tested for their fitness for purpose for this study before a decision was
made to use them. Full details of the development of these models are provided in the
relevant Model Validation reports.

2.4. Planning Policy Context

The OLSPG Integrated Impact Assessment Scoping Report (June 2010) provides a full
review of the planning documents for reference, with key objectives, indicators and targets
relevant to the OLSPG.

The London Plan (July 2011) sets out the overall strategic plan for London for the next 20-25
years. Policy 2.4 sets out the strategy to realise the benefits of the 2012 Games and their
legacy.

The Mayor‟s Transport Strategy (May 2010) accompanies the London Plan and sets out the
Mayor‟s transport vision. One of the six goals of the overarching vision is to “Support
delivery of the London 2012 Olympic and Paralympic Games and its legacy” and this is
developed further in Policy 26, to “maximise the benefits of [the 2012 Games] physical and
behavioural legacy to support the principle of convergence”.

Each of the four London Boroughs have either saved policies from Unitary Development
Plans (UDPs), or are progressing with their Local Development Frameworks (LDFs) which
contain relevant sections concerning transport, as well as developing Masterplans or Area
Action Plans (AAPs) for particular locations. These have been considered in this Transport
Study, including Hackney Wick Area Action Plan, Stratford and Lower Lea Valley Area
Action Plan and the Northern Olympic Fringe Masterplan.

2.5. Transport Context

The Study is consistent with the Mayor‟s Transport Strategy, May 2010 and the funded and
committed schemes are assumed to be completed in the time period of this study.

The East Sub-Regional Transport Plan sets out five transport challenges for the sub-region.
These are:
Improving connectivity to and within key locations to support existing communities,
growth, aspirations for change and improve the quality of the environment
Reducing the physical barrier to travel including the River Thames in East London,
and improve the resilience of the transport network
Supporting the efficient movement of goods and encouraging sustainable freight
movement

17
 Ensuring the benefits of funded transport investment are maximised
Managing highway congestion and public transport crowding and make efficient use
of the transport network

Future versions of the East London Sub-Regional Transport Plan will consider the
conclusions of this study.

18
3. Understanding the Current and Future Situations

3.1. Land Use

At present many parts of the OLSPG area – such as Fish Island and Hackney Wick, Pudding
Mill Lane and Sugar House Lane, and Lea Bridge Road, Ruckholt Road and Orient Way
remain in industrial use providing a wide range of jobs and activities that support London‟s
wider economic role, with particular emphasis on engineering, chemicals, warehousing and
distribution, power generation, transport and food processing. In parts of the OLSPG area,
new clusters of economic activity have emerged such as creative and cultural industries (see
figure 2.B.2 in the draft Guidance).

Westfield Stratford City, which will provide 160,000sq.m. of retail floorspace, is currently
under construction and due to open in autumn 2011. Planning permission exists for nearly
half a million square metres of new offices at Stratford, and after the Games, the permanent
Olympic venues will be brought into public use with new development brought forward where
the Game‟s temporary buildings and facilities are now being constructed. This includes the
International Broadcast Centre / Main Press Centre (IBC / MPC) which will provide 80,000
square metres of business space, with the potential to enable thousands of new jobs.

The London Plan proposes that a new Metropolitan centre will be focused on Stratford town
centre to be complimented by a rich mix of employment, housing and open spaces across
the Lower Lea Valley Opportunity Area. LB Newham is currently developing a Masterplan for
the transition of Stratford from a Major to a Metropolitan centre. Current land use key
diagram for the OLSPG area can be seen in Figure 3.1.

19
Figure 3.1 Current Key Diagram from draft Guidance

20
3.1.1. Population and Employment
Some of the largest growth in London is to be seen within the East London sub-region and
the OLSPG area is no exception, as Figure 3.2 shows.

Figure 3.2 London Plan Population and Employment Change in OLSPG Boroughs (2006 and
2031)

Of the four Boroughs which cover the OLSPG area, Newham is projected to have the largest
population in 2031 however the largest population change is set to be in Tower Hamlets.
Waltham Forest is projected to have the smallest population increase.

The areas with the highest concentrations of deprivation are located to the south of Stratford
and in the Bow & West Ham areas within the OLSPG area.

The East London sub-region has a relatively high proportion of younger people compared to
the overall London average, as shown in Figure 3.3. The London Boroughs of Newham and
Tower Hamlets have the largest proportions of 15-29 year olds. Newham also has the
largest proportion of 0-14 year olds. Conversely Waltham Forest has the largest proportion
of over 60 years olds compared to the other Boroughs and higher than the London average.

This raises the question of how travel patterns will change in the future as these people
mature. Analysis of the London Travel Demand Survey shows that in general the highest
car driver trip rate is for 45 to 59 year olds where as the highest for all trips is 25 to 44 year
olds. Therefore as the relatively young population in these boroughs matures we would
expect average trip rates to increase and therefore the number of trips to increase. This

21
presents an opportunity to shape travel behaviour, to encourage place making, to encourage
use of more sustainable modes such as walking and cycling and to promote public transport
wherever possible.

Figure 3.3 Comparisons of age groupings across each of the Olympic Legacy Boroughs
together with the overall London average (2006)

Waltham Forest

Tower Hamlets
0-14
15-29
Newham 30-44
45-59
60-74
Hackney
75+

London

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

As Figure 3.2 shows the largest employment increase will take place in Tower Hamlets,
notably because of the location of Canary Wharf within its Borough boundaries. Canary
Wharf is expected to increase significantly over the London Plan period. Continued
connections between Stratford and Canary Wharf are vital for the OLSPG area.

3.1.2. Transport-related land uses

Figure 3.4 below shows the strategic transport sites in the area. These uses include large
sites such as the Bow West and Bow East railhead sites currently being used for Olympic
construction activity which after 2012 will be returned to a fit for purpose state.

There are safeguarding proposals for Crossrail and also for the Chelsea Hackney Line, for
permanent and temporary uses (such as during construction phases). This includes the
replacement Pudding Mill Lane DLR Station and associated viaducts. (This safeguarded
alignment is shown in figure 2.C.2 in the draft Guidance.)

There are also River Wharves, as at Bow Free Wharf, designated as an Industrial
Employment Area by LB Tower Hamlets. This is used by British Waterways for
maintenance, and would need to retain access for HGVs to the water‟s edge.

The Legacy area includes several other strategic transport sites including
Bus stands and stations – Eastway Road Hackney Wick, Leyton High Road,
Stratford bus station

22
 Bus garage – Bow Bus garage, Fairfield Road (which is also Grade II listed)
London Underground operational land and depots, including Stratford Market
Depot

These will need to be retained and there may need to be additional infrastructure provision
infrastructure provision across the OLSPG area to support the enhancement of the network.

Figure 3.4 Strategic Transport sites from draft Guidance

3.2. Transport Facilities and Service Patterns

The area has a broad range of transport infrastructure ranging from the strategic Transport
for London Road Network (TLRN) to local roads and accesses, high speed domestic and
international rail services, National Rail services, Docklands Light Railway (DLR), London
Overground (LO), London Underground (LU), numerous bus routes and walking and cycling
routes. The current and planned network can be seen in Figure 3.5.

23
Stratford station is the main transport hub in the vicinity. Investments are taking place to
upgrade the interchange for the Olympics & associated development such as Stratford City.
Currently the Station is served by Central & Jubilee Line LU services providing access to
Central London, the City and Canary Wharf, whilst National Rail Services connect into Essex
and East Anglia. Two branches of the DLR provide further access to Canary Wharf,
together with the Royal Docks (including London City Airport) and under the Thames to
Woolwich Arsenal. London Overground orbital services terminate at the interchange.
Stratford station is the ninth busiest station in London based on entry and exit points in the
morning peak.

From 2018 Stratford and the surrounding area will also benefit from Crossrail Services to
Central & West London.

24
Figure 3.5 Current road and rail network the OLSPG Area

The Stratford International Station situated within the core of the Olympic Park and
connected to Stratford station via the DLR and walk routes. Hackney Wick London
Overground Station and Leyton and Bromley by Bow Central Line Stations are also in close
proximity.

The OLSPG area is skimmed by the A12 on the western and northern edges of the Olympic
Park. This road provides key routes south of the river via the Blackwall Tunnel and north
connecting with the M11 and M25. These roads and rail lines cause severance and can act
as a barrier to trips particularly to walking and cycling.

Passenger volumes are high on the National Rail and London Underground lines. Bus
services carry much lower volumes on individual links but over a very extensive network.
Service frequencies for public transport serving the area are summarised in Figure 3.6.

25
Figure 3.6 Service frequencies for public transport serving OLSPG study area, morning peak
hour
Mode Route Services per hour in
each direction
Bus 25 10 / 10
(Stratford Bus 26 7/7
Station, hackney 30 7/7
Wick Station, 58 5/5
Leyton Station) 69 6/6
86 10 / 10
97 6/6
104 9/9
108 6/6
158 5/5
236 6/6
238 6/6
241 6/6
257 8/8
262 6/6
276 6/6
308 15 / 15
388 6/6
425 5/5
473 6/6
488 5/5
D8 5/5

DLR Stratford < > Lewisham 8.5

Overground Stratford < > Richmond / Clapham Junction 6/6

Rail Liverpool Street < > Out of London 20

(calling at Stratford)
St. Pancras < > Kent ~6 / 4
1
Underground Central Line East < > West 27 / 30
Jubilee Line Stratford > Stanmore 18 / 18

1
The figures quoted ate for the peak hour. The average frequencies over the peak period (0700-1000) are
Central Line 25/27 and Jubilee Line 17.3/17.6.

26
3.2 Travel Demand
Travel Patterns
The data in this section is taken from the London Travel Demand Survey. Due to the sample
size it has not been possible to complete the following analysis for the OLSPG area itself.
Therefore, the analysis below considers the four boroughs which are partly covered by the
OLSPG area.

Figure 3.7 Trips and travel distance, totals and per person per day, by residents of the region
and Borough

Area Population Trips per Total Trips per Travel

aged 5 day (000s) distance person distance
and over travelled per day travelled
(000s) per day per
(000km) person
per day
(km)
East 1,892 4,301 24,875 2.3 13.1
Hackney 198 422 2,227 2.1 11.3
Newham 232 542 2,546 2.3 11.0
Tower Hamlets 207 442 1,837 2.1 8.9
Waltham Forest 204 494 3,009 2.4 14.7
Greater London 6,972 17,881 104,137 2.6 14.9
Source: London Travel Demand Survey, 2006 to 2009

Figure 3.7 above shows that the residents of the four boroughs have lower trip rates per
person per day that the London average, this is also true for the East region as a whole. The
lower level of travel in the East London sub-region probably reflects a number of local factors
including high levels of deprivation (those on a low income tend to make fewer trips and also
are more likely to travel on foot or by bus), the severance effects of the river and other
factors such as a more degraded public realm and to some extent isolation of certain
communities as a result of barriers such as major highways, examples of this can be found
around the A12 at Hackney Wick. Trip rates are particularly low in the boroughs of Hackney
and Tower Hamlets.

The distance travelled per person per day shows that Waltham Forest has a distance
travelled similar to the London average whereas the other boroughs have lower averages.
This is likely to be impacted by the more suburban nature of Waltham Forest. Tower
Hamlets has a particularly low distance travelled. The distance travelled statistic is likely to
be influenced by a number of local factors including levels of deprivation, the density
development in the borough, car ownership rates and distance travelled to work.

It would be expected that as regeneration and convergence with the rest of London takes
place the trip rate per person and distance travelled would increase. This trend plus the
increased number of people in the region would lead to significantly higher numbers of trips.

Mode Shares of Travel

Figure 3.8 shows that the mode share of trips made by residents of the different boroughs
which form the OLSPG vary widely with Waltham Forest having similar mode shares to the

27
Greater London average. Hackney, however, has significantly higher bus, cycle and walk
mode shares than Greater London, while Tower Hamlets and Newham have significantly
higher walk mode shares.

The difference in mode share seen in these boroughs is likely to reflect a number of different
factors including public transport accessibility, deprivation levels, proximity to central London
and density differences between residents of inner and outer London. Higher density areas
often have more mixed use areas combining housing, shops and other services. Both Tower
Hamlets and Hackney have maintained traditional high streets and markets whereby local
residents are able to access food markets and other retail. This is reflected in the car mode
share in the inner boroughs of Tower Hamlets (20%), Hackney (21%) and Newham (31%)
as being significantly lower than the sub-regional average, the public transport and walk
mode shares are correspondingly higher for these boroughs. In particular, more than four in
ten trips made in Tower Hamlets are walked; this can in part explain the low distances
travelled per person per day in this borough. The bus mode share is high in Hackney, where
three in ten trips are made by bus. Hackney also has a cycle mode share that is significantly
above average, at 4%.

Mode share may change as regeneration and convergence take place, with greater numbers
able to afford to own and operate a car. This could lead to actually and proportionally more
car trips in the area.

Figure 3.8 Trips by mode, residents of the region and borough

Source: London Travel Demand Survey, 2006/09. Note: Waltham Forest is not included in the East sub-region average

28
3.2.2 Public Transport Figure 3.10 2016 PTALs in OLSPG area
Public Transport Accessibility
Levels (PTALs) give an indication
of the relative density of the public
transport network at a specific
location. It effectively measures
the combination of the distance to
public transport services from a
given point and the frequency of
services. The results are
expressed on a scale of 1 to 6
(including sub-divisions 1a, 1b, 6a
and 6b) where 1a indicates
extremely poor accessibility to the
location by public transport and 6b
indicates excellent access. Figure
3.9 to Figure 3.11 show the change
in PTAL in 2007 to 2016 to 2026. Figure 3.11 2026 PTALs in OLSPG area

Figure 3.9 2007 PTALs in OLSPG area

29
PTAL scores for the Stratford area, due to the existing infrastructure, are considered to be
very good, with a large proportion of the area surrounding Stratford Regional Station at
levels 6a and 6b. With the introduction of the DLR Stratford International Extension (2010)
and Crossrail (2018) the background PTAL levels increase across the OLSPG area but most
noticeably with 6a/b coverage increases significantly into the Olympic Park. However, the
PTAL scores across the area vary quite significantly with lower PTAL scores in the north
east of the study area and west of Stratford. The area to the north is a lower density area
through improvements in accessibility could be made especially to support the IBC/MPC.
The area to the west of Stratford appears to be bounded by the Overground line and the
Central and DLR lines. These lines could be part of the problem and options to decrease
severance should be considered. It is also just as important to note that the lower PTAL
scores present around the Olympic Park in 2008 increase from 1 to 2 & 3.

Bus
Stratford Regional is well served by buses. Currently 15 buses serve the station, with 5 of
these services additionally being 24 hour or night bus services. National Express coaches
also serve the station en-route to Stansted Airport and Cambridge. An additional 15 other
bus routes serve Hackney Wick and Leyton Stations. An example of the bus routes that
serve Stratford Regional Station can be seen in Figure 3.13. Buses will play a key role in
providing local connectivity in Stratford, the OLSPG area and across East London.

The bus network will be continuously reviewed and changes made to meet current demand.
Therefore, the study will not propose specific changes to routes but will highlight areas
expected to see significant increases in demand and to identify where improvements in or
additional infrastructure will help buses meet the increase level of demand in the future.

The bus routes in the area will change over the next few years with routes revised due to the
opening of the Stratford City retail centre (September 2011), Eastway becoming two-way for
bus operation and the changes required to routes due to the changing road network as part
of Olympic construction.

30
Figure 3.12 Bus routes serving Stratford Regional Station

Bus usage is high where there is interchange with rail services, reflecting its role as a feeder
service to rail and a key driver of bus demand. This is certainly the case for Stratford and
associated interchanges such as Hackney Wick and West Ham within the OLSPG boundary.
Bus demand is also generally higher in residential areas compared to employment areas.

31
DLR
Significant investment has taken place on the DLR network over the past few years. The
area surrounding Stratford is supported by a number of DLR stations including, Stratford
Regional, Stratford International (2011), Stratford High Street (2011) and Pudding Mill Lane.
In 2010 DLR 3-carriage operation commenced on the Bank to Lewisham branch. 3 car
operation is also on the existing Stratford branch funded until 2016 only. The current & future
DLR network can be seen in Figure 3.13.

Currently the DLR provides services to Canary Wharf and Lewisham from a high level
platform within the central concourse of Stratford Regional providing step free access to
other modes. From 2011, the DLR will also operate a further station within the Stratford
Regional Interchange providing services to Stratford International and to the Royal Docks,
London City Airport and Woolwich Arsenal. Recent DLR figures for Stratford Regional show
approximately 4,000 boarding and 1,700 alighting (average weekday morning peak).

Figure 3.13: DLR Network 2010

The only remaining constraint on DLR capacity between Stratford and Canary Wharf are the
sections of single track between Stratford and Bow Church Stations. Double tracking this
section of track would deliver greater capacity on the line.

The Canary Wharf Travel Survey (2009) suggests that a large proportion of people from the
North / North-East of London, and out of London from the North-East direction, arrive at
Canary Wharf in the morning peak via Bus, DLR (17 per cent) and Jubilee Line (17 per
cent), interchanging at Stratford Regional Station from national rail services. The number of

32
 jobs at Canary Wharf is expected to increase over the period of the OLSPG therefore we
would expect to also see increased numbers of interchanges at Stratford Regional Station.

London Underground
Stratford Regional serves as the Eastern terminating point of the Jubilee Line as well as
accommodating Central Line services on the high level platforms.

The Jubilee Line upgrade programme is currently scheduled for completion in 2011 allowing
more trains to be run to increase capacity by a third. For 2012 the Central Line Platforms
will be realigned within Stratford Regional Station to allow for step free access to the rest of
the station and to allow greater capacity at peak times. The Jubilee Line stations in the
OLSPG area have step-free access. Bow Road and Bromley-by-Bow stations on the District
and Hammersmith and City lines; and Leyton station on the Central line do not currently
have step-free access.

Recent RODS data can be seen in Figure 3.14. This shows that the different lines and
directions have different peak periods. For the Central line the peak periods appear to be
affected by commuting patterns with the eastbound direction towards central London having
an morning peak and the westbound direction having a evening peak as commuters return
home. However, the Jubilee Line also has a significant number boarding and alighting in the
interpeak implying that the Jubilee Line to Stratford is also used for trips with purposes as
well as commuting.

Figure 3.14 London Underground RODS Data, Boarders and Alighters 2008 (rounded to nearest 100)

Station Line Direction - 7am 7am- 10am- 4pm- 7pm- 10pm+ Total
10am 4pm 7pm 10pm
Stratford Central E Boarders 400 2,800 4,200 7,100 2,600 1400 18,500

Alighters 400 3,200 8,000 13,600 5,900 2,700 33,700

Stratford Central W Boarders 1,900 10,500 6,600 5,000 2,000 390 26,200

Alighters 2,000 9,200 4,200 2,200 1,400 300 19,400

Stratford Jubilee N Boarders 2,300 9,800 10,000 6,700 2,200 690 31,800

S Alighters 500 4,800 7,400 9,300 3,900 2,600 28,500

In terms of crowding, as seen in Figure 3.15, within the Stratford area in 2006 crowding can
be seen on the Central Line towards Central London at 3-4 people standing per square
metre (pspsm). This increases from Leyton on approach to Stratford and continues to
increase until it reaches Liverpool Street at over 4 pspsm. Minimal crowding exists on DLR
and Jubilee Line towards Canary Wharf in the westbound direction. There is, however,
crowding on the Jubilee Line in the eastbound direction from London Bridge to Canary
Wharf, with greater than 4 pspsm. This is one of the crowding hotspots on the London
Underground network, (as shown in Figure 3.15) leading to passenger discomfort, service
delays and putting a constraint on growth in the corridor.

33
 Figure 3.15 LU and DLR crowding in 2006 with MTS reference case

London Overground
London Overground orbital services operate from the northern end of Stratford Regional
Station via a new set of platforms. Historically the North London Line section of London
Overground, it has benefited from significant investment over the past few years including
new trains, refurbished stations and further connections with the addition of the direct
interchange with the East London Line at Highbury & Islington and Canonbury in 2011. At
present, all London Overground stations have a step-free access in the OLSPG area except
for Leyton High Road and Leyton Midland Stations. Recent operational figures suggest an
average of 300 passengers board each of the services commencing from Stratford Regional
Station towards Richmond and Willesden Junction (morning peak) and as would be
expected further passengers join the train at Hackney Wick Station. An overview of the
London Overground network can be seen in Figure 3.16.

34
Figure 3.16 Overview of the London Overground Network, existing and planned extensions

35
Crossrail
From 2018 Crossrail will increase capacity and connectivity between East London, Central
London and out towards the West, providing two branches of services towards the north-
east via Stratford Regional Station and south-east towards Canary Wharf, the Royal Docks
and Abbey Wood. It will open up access to the two Metropolitan Centres in East London
(and two of the proposed new Metropolitan Centres) and five Opportunity Areas. A map of
the route of Crossrail can be seen in Figure 3.17.

Current service assumptions show that at peak hour 24 trains an hour will operate within the
central section of Crossrail dividing to provide 12 trains an hour each to both eastern
branches. When emerging from the purpose built tunnel at Stratford it will replace 10 or 12
of the existing National Rail services stopping at Stratford Regional Station.

Figure 3.17 Route of Crossrail

36
National Rail
Stratford Regional station is served by numerous National Rail services. These are chiefly
through the Great Eastern franchise towards East Anglia and Essex. From 2018 Crossrail
operations will commence also utilising the National Rail lines at Stratford.

Presently in the high peak hour (8am to 9am) there are 14 trains per hour (tph) passing
through Stratford on the Electric lines (used by slow services) – all of which call at Stratford –
and 13tph passing through on the Main lines (used by fast services) – only 6 of which call at
Stratford.

The bulk of current National Rail investment at Stratford is funded by the ODA. For the
Great Eastern, this includes lengthening of platform 10A from 10-car to 12-car, which will
allow all peak fast services to stop at Stratford. On the route as a whole, the plan is:
Run additional peak fast services from Southend, Colchester & Chelmsford
Lengthen nine fast services to 12-car
Run two additional peak stopping services from Gidea Park

In the future Crossrail provides the main investment on the Great Eastern Line so no further
investment is currently committed. Once Crossrail is implemented the service will include 12
tph of 10-car length through the Crossrail tunnel as well as an additional 6 trains per hour of
8-car length peak additional services into Liverpool Street “high level” terminus.

There is crowding on National Rail travelling westwards into Stratford at 3-4 passengers per
square metre (pspsm) where it is then alleviated to 1-2 pspsm on approach to Liverpool
Street as passengers interchange at Stratford for Canary Wharf. This can be seen in Figure
3.18. Although, the plot taken from analysis for the Mayor‟s Transport Strategy shows little
crowding on the London Overground services from Stratford, more recent modelling shows
that crowding into Stratford is a major problem.

The London and South East Route Utilisation Strategy consultation draft, December 2010
considers the gaps to 2031 that remain on the national rail network after the committed and
recommended schemes have been delivered. It is important to note that the modelling
described later in the document only models the committed schemes. TfL will be responding
to this consultation. The key strategic issue for the OLSPG area and London more widely is
that changes to the rail network should not jeopardise the delivery and operations of
Crossrail as defined by Parliament and expected by stakeholders.

37
Figure 3.18 London Overground and National Rail crowding in 2006 with MTS reference case

High Speed Rail

High Speed commuter services commenced operation from the station in 2009 allowing
passengers to travel from Ashford International in Kent to Central London in 37 minutes.
Currently Eurostar International Services do not stop at the station. Connections will be
enhanced when the DLR Stratford International Extension begins operation in 2011 and
further when Westfield Stratford City opens in 2011, providing walking access between
Stratford Regional and Stratford International.

Proposals for a second high-speed line to link the centre of London with Birmingham, in the
first instance, as part of a possible wider domestic high-speed rail network, are currently
being considered by the Department for Transport. The opportunity to provide good linkage
between High Speed 1 and 2 are being considered to enable the maximum benefit from the
two lines to be realised. The London and South East Route Utilisation Strategy draft for
consultation, December 2010, recommends that detailed consideration of the impacts of a
link between High Speed 1 and 2 is required, given the significant interface with the North
London line. A way forward is required which is consistent with the strategy for both local
passengers services and longer distance freight services. TfL support this recommendation.

Stations and Interchange

As part of the ongoing development of Stratford, Stratford City and the Olympic Park,
Stratford Regional Station is undergoing major improvements in order to accommodate
forecast future demand. Recent improvements to the Station include:
New high level DLR platforms connecting into the existing (southern) ticket hall;
Relocation of North London Line (London Overground) services to new platforms;

38
 Incorporation of the DLR Extension to Stratford International which will open in 2011
(taking over the old North London Line platforms); and
Improvements to National Rail high level platforms.

Further improvements are underway and include:

New northern ticket hall in addition to the existing ticket hall;
Connection of the northern ticket hall to the existing subway system for access to
platforms and re-modelling of the existing subway layout;
Decluttering of platforms and reconfiguration of equipment;
Additional stairs from the western subway to different platforms and reconfigured existing
stairs;
Concourse enhancements to the existing ticket hall, including an additional staircase
between the Jubilee Line concourse and mezzanine level;
Connection of the town centre link to the existing mezzanine level via a new gateline;
Incorporation of a new Central Line westbound platform; and
Widening of island platforms 6/8 at the eastern end.

Stratford will also benefit from two new DLR Stations in Stratford from 2011. Firstly at
Stratford International, linking in with High Speed 1, and secondly at Stratford High Street,
which will open to the southern edge of Stratford.

Other stations within the OLSPG area are also benefitting from enhancements. West Ham
Station is benefitting from enhancements as part of the ongoing London Underground
upgrade works and in time for the Olympics and will also benefit from an additional mode via
the addition of the DLR Stratford International Extension. An upgrade of Bromley-By-Bow is
not included in London Underground‟s upgrade works, but funds are being sought from
Section 106 contributions towards an upgrade in the longer term. An LTGDC project aims to
improve Hackney Wick station including a new entrance closer to the Olympic Park.

Public Transport Reliability

Rail based public transport reliability has been improving over the last ten years as
investment in infrastructure renewal and new vehicles has generally increased service
reliability. However, major incidents such as signal failure and power problems can still
cause disruption. Analysis from the development of the East London Challenges &
Opportunities Report has shown the following.

The Train Operating Companies in the OLSPG area have above average reliability, with all
three (National Express East Anglia, London Overground, and SouthEastern) running 90
percent or more of services within 5 minutes of scheduled time. London Underground
„excess wait time‟ reliability measure has been reducing year on year, to 6.4 minutes from a
high in 2002/03 of 9.7 minutes (Table 4.6 Travel in London 3). However, the Hammersmith &
City Line was one of the worst performing lines in terms of „scheduled kms operated‟ in
2009/10. The DLR had over 94 percent of trains running on time in 2009/10.

Bus service reliability inevitably is affected by traffic congestion. This has been mitigated
against in recent years by increasing service levels and bus priority and the introduction of
Quality Incentive Contracts for bus operators. The Bus service reliability indicator of mean

39
excess waiting time by borough published in the Travel in London 3 Report Appendix B
Table B.2 shows that all four boroughs that form part of the OLSPG study area have higher
excess waiting times than the Greater London average. Congestion continues to be the main
source of major reliability problems, with 80 percent of scheduled bus kms lost (e.g. turning
back late running buses before reaching their destination) due to traffic conditions.

Freight
Freight and servicing are considered pan-London issues. Both the London Plan and the
Mayor‟s Transport Strategy recognise the negative impact of existing and future highway
congestion to, from and within London, on major freight routes especially the M25 and wider
South East Region.

Road freight currently consists of 89 percent of London‟s freight by tonnage and the second
largest mode on the roads. It is critical to support the growth in forecast population and
employment, both for serving but equally within the construction of infrastructure. The A12
provides a core freight route North-South but currently experiences high levels of traffic
congestion.

Rail freight has an important role to play within East London, in addition to increasing
sustainable freight movement. The rail freight network can be seen in Figure 3.19. Firstly, in
terms of construction, it should support London‟s growth and help in the delivery of key
projects such as the 2012 Olympic and Paralympic Games. It will also play a major role in
the expected growth of deep sea container traffic from East of London. The map below
shows the major demand and capacity on rail freight in London from major ports, where a
majority of this freight traffic currently travels through Stratford.

40
Figure 3.19 Rail freight routes to/from major ports in London

Over the past few years significant investment has taken place on the North London Line,
particularly the section between Stratford and Camden Road (including Hackney Wick). The
new infrastructure has been designed on the basis of providing capacity for four freight paths
per hour. This includes:
Four-tracking sections west of Dalston
A Channelsea avoiding Line
Extension of the Angel Lane Loop.

The development of Crossrail will also benefit freight growth. A number of projects, such as
the gauge enhancement and capacity scheme for the Barking to Gospel Oak/Willesden and
Felixstowe to Nuneaton routes will have benefits for freight movements providing relief to the
capacity constrain on the Great Eastern Mainline and on the North London Line.

Water freight is also being used for the Olympic construction with the waterways improved to
enable use of the river. The use of these waterways for freight post the Olympics should be
promoted and where appropriate infrastructure provided for the Olympic construction should
be maintained and kept in use.

41
3.2.1. Cycling, Walking & Urban Realm

Walking and Urban Realm

The area connects to a number of the strategic walking routes in London. These are namely
the Lea Valley Walk and the Capital Ring, which includes the Jubilee Greenway. During the
2012 Olympics the park will provide a large amount of natural/open space to the public and it
is important that this is maximised during Legacy and that links are continued with the
adjacent Victoria Park and Hackney Marshes.

On average, around 1.33 million walk trips are made each day which either have an origin or
destination in the East Sub-Region (27% of all trips in the region) and about 0.6 million
people make at least one walk trip in the region every day. This walking mode share is lower
than for London as a whole, where 31% of trips are made on foot.

Figure 3.20 shows the concentration of current walk trips by trip origin and by trip destination
respectively in the East Sub-Region. The town centre boundaries are as defined by the GLA
in the London Plan. Within East London, clusters of origins and destinations of current walk
trips can be seen around Stratford, East Ham, Ilford and Barking town centres and in the
Canary Wharf area, otherwise current walk trips are quite dispersed across the sub-region.

The TfL East sub-region Challenges & Opportunities Report (February 2009) identifies
Stratford and the surrounding area to have significant walking potential by origin and
destination. This analysis considers the potential for walking and cycling trips by London
residents. „Potentially walkable / cyclable trips‟ are defined as trips currently made by other
(mechanised) modes which could reasonably be walked / cycled all the way. This analysis is
based upon trips made by London residents, from the London Travel Demand Survey 2005-
8 dataset. Trips that were already walked or cycled and trips that could not reasonably be
walked or cycled, based upon characteristics of the trip and traveller, were excluded from the
analysis. This includes trips made by young children, elderly and disabled people, trips
which involved carrying luggage, travelling at night, or were over long distances and would
be significantly slower. Note: this analysis does not identify any potential for additional cycle
or walk trips that could be made by non-residents or the potential for parts of trips to be
walked or cycled. This is not a demand analysis and no conclusions are drawn as to whether
the potentially cyclable / walkable trips could or would ever be walked or cycled, but reflects
the opportunity available.

There are a number of barriers to walking which may prevent these potential trips being
walked these include poor walk environment, severance and safety and security. There is an
opportunity as the area develops to ensure that the design of the areas considers these
issues and minimises them.

42
Figure 3.20 Current and Potentially walkable trips by Origin and Destination

Ongoing projects exist which will help motivate this potential. These include:

Extension to the Lea Valley Walk (LTGDC)

 will form the southern-most part of the Lee Valley Park. It will provide linear parkland
along the River Lea with a north south route from the Olympics site at Stratford to the
Thames. It will connect the different Lea Valley Park projects with the communities.

Olympic Cycle and Walk Routes Enhancement Programme (OCWRE)

 Comprising of 150 schemes delivered by various local authorities and stakeholders
 ODA funding upgrades that include specific, priority locations where barriers currently
exist to walking
 In addition to walking enhancements in the vicinity of the venues and the Elevated
Greenway enhancement project
 Figure 3.21 below shows the Olympic cycle and walking routes being developed.

43
Figure 3.21 Olympic cycle and walk routes in development

In addition to walking, improving the urban realm is a recognised key local priority for the
East London sub-region and indeed is echoed in the OLSPG priorities. The Olympic Park
design and construction takes this into account, providing over 200 hectares of new
sustainable and inclusive park space. Similarly important areas surrounding the Olympic
Park will need to use guidance such as the „Better Streets‟ document, which sets out a range
of approaches to achieving a better balance between the needs of all street users. An
example where this has already been a success can be seen at Meridian Square in
Stratford.

The OLSPG should take advantage of the existing links with the All London Green Grid, to
help enhance the network of inter-linked, multi-functional and high quality open spaces
which connect with town centres, public transport nodes, countryside in the urban fringe, the
Thames, major employment and residential areas. The OLSPG should also take advantage
of the role of waterways in providing walking routes through the area. The OLSPG should
also take advantage of the role of waterways in providing walking routes through the area.

Cycling
The park connects into the London Cycle Network+ routes to the north, south and west.
With the proposed increase in cycling it is important to maximise on its use not only in
connecting up the Olympic Park to other parts of London but within the Park itself.

Hackney is one of the most popular origins and destinations for cycling trips in East London,
shown in
Figure 3.22. This fits closely with analysis showing that boroughs with high levels of cycling
tend to be those which have populations with a high propensity to cycle (who are younger
and in steady employment for example), have good access to parks and open spaces, and
in areas which have invested more heavily in cycling over the last eight years. Meanwhile

44
Newham is one of the boroughs which offer most potential as both an origin and destination
(at around 10-15% for both origin and destination both currently and potentially). It is also
possible that the level of cycling in these town centres is underreported because of the
greater prevalence in outer London town centres of people from outside London, who are
not captured in the analysis.

Residents of Hackney currently make 40% of East London‟s cycle trips – but account for
only 9% of potential trips – reflecting that cycling has been more successfully integrated into
the life and culture of the borough and reflecting the lower provision of rail-based public
transport in the borough. Hackney Council in collaboration with the London Cycling
Campaign have initiated a number of changes to the available cycle network in order to
make cycling and walking the natural choice. „The Permeability Project‟ aimed to achieve a
street network with minimum diversion for cycle journeys, allowing direct and uncomplicated
travel. Examples of the interventions include:
Restoring streets to two way operation for all traffic
Building cycle „slips‟ allowing cycle access (where it was previously no entry to
all traffic)
Contra-flow cycle lanes
Opening up road closures to cycle traffic
Making exceptions for cycle traffic in traffic management orders e.g. „no right turn
except cycles‟

The TfL East sub-region Challenges & Opportunities Report identifies Stratford and the
surrounding area as having significant cycling potential. Similar analysis to that carried out
for walking has been carried out for cycling potential as shown below. Clusters of potentially
cyclable trips can be seen particularly around Stratford and East Ham.

The prospect of significant population growth in the East London sub-region presents a huge
opportunity to increase the rate of cycling by capturing new potential cyclists. Investment in
the Olympic and Paralympic games (and for instance in further development of Greenways)
should assist in making the role of cycling in East London more prominent.

The OLSPG area is close to the existing Cycle Superhighway (CS) CS3 which opened in the
summer 2010 and which runs from Barking to Tower Gateway via the A13. The CS2 Bow -
Aldgate route which opened in summer 2011 runs very close to the OLSPG area. The Cycle
Superhighway provides a safe, fast and direct, continuous and comfortable way of getting
from outer London by bike along recognised commuter routes and will provide key access to
the OLSPG area. It will link in with the existing London Cycle Network and London Cycle
Network+ which run parallel to the Olympic Park.

As part of the 2012 Olympic and Paralympic Games large areas of cycle parking will be
supplied within the park area. The permanent venues being built by the ODA for, during and
after the Games will have sufficient numbers of permanent secure cycle parking facilities,
with the aim for them to be available for use within legacy.

Given the opportunities for walking and cycling and the size, characteristics and level of
investment in the area, this provides one of the biggest opportunities to promote sustainable

45
modes. In this respect, the inclusion of cycling and walking as a key part of the development
of the whole area (cascaded down to master plan, development and detailed construction
level) could transform the area into an example of promoting cycling and walking through
development and regeneration.

Figure 3.22 Potentially cyclable trips by Origin and Destination

46
3.2.3 Highway
As previously mentioned Stratford and the OLSPG area is well connected to the Strategic
Road network. The A11, A12 and A13 form part of the Transport for London Road Network
(TLRN) which are the busiest and most economically important radial and orbital arterial
routes crossing the Capital. The TLRN accounts for around five per cent of total road length
in London, but carries more than 30 per cent of London‟s traffic. The strategic road network
is a key resource for the local economy and the whole of London and its operation and
efficiency will need to be maintained to support London‟s economic development. TfL‟s
current policy is to ensure that the capacity of the road network is not reduced. These roads
will continue to maintain a key strategic role in the future and therefore it is important that
their operation and efficiency is maintained.

The A12 is key as a link to the Blackwall Tunnel, the OLSPG area and access to south of the
River. The importance of river crossings in this area is discussed in section 3.4. It is key that
the strategic nature of the A12 is maintained to enable travel to the south of the river and
support the economic growth both within the OLSPG area and the wider East London Sub-
Region.

Recent analysis using Trafficmaster data has shown that there are a significant number of
traffic congestion hotspots in and around the OLSPG area, particularly around the A12 at the
Olympic Park.

The hotspots in Figure 3.24 below for all time periods by week day. The figures show quite
clearly that the level of congestion in the evening peak is worse than the morning peak. The
impact of queuing to cross the Blackwall Tunnel from the north in the evening peak is clear
to see. The plots show that there is also significant congestion at the weekend (both
Saturday and Sunday) again with the evening peak being worse than the morning peak. It
should be noted that these plots show an average period and therefore an incident which
closes or significantly reduces the capacity of the Blackwall Tunnel would lead to higher
levels of congestion throughout the whole region. The East London River Crossings Review
undertaken by TfL considered the need for river crossings in east London based on a clear
understanding of what the current and future challenges and opportunities are expected to
be. The outcome of the review was a River Crossings Package which is being taken forward;
the development of this package will need to be considered in future development work in
this area.

Significant congestion on the road network especially the strategic road network reduces the
efficiency and journey time reliability for all road users, including buses and freight. A key
Mayor‟s Transport Strategy objective is managing the road network and ensuring that it
operates effectively. Therefore, the impact of this congestion is a key concern for TfL.

47
Figure 3.23 Trafficmaster hotspot analysis in East London, May 2008 to April 2009

48
49
The strategic roads with high traffic flow also cause significant severance, particularly the
impact of the A12 on regeneration of the surrounding area. The A12 Transport Capacity and
Access Study, March 2010 carried out by LTGDC and TfL in partnership considered
measures to decrease severance caused by the A12. It has been shown that there is a
pressing need to review the usage and improve the poor quality of the existing crossings
along the A12 together with improving the overall quality of the pedestrian environment
along the corridor. A large number of options were considered including more radical and
expensive options, however the constraints of cost and maintaining strategic access to the
south of the river meant that the prioritised option was a series of 10 recommendations
improving links across the A12 and bus routing around the area. The outputs of the A12
Study have been incorporated into this Transport Study including all the schemes which
were considered positive but were not included in the top 10 recommended list. The full A12
study and modelling report is available. LTGDC are continuing to take forward the
recommended schemes with stakeholders.

Figure 3.24 below compares the car ownership by household for the four boroughs within
the OLSPG area based on data from the London Travel Demand Survey 2006 to 2009. This

50
shows that all four boroughs which form part of the OLSPG area have a higher percentage
of households with no cars compared to the London average. Waltham Forest is closer to
the London average than the other four boroughs. This is likely to be impacted by the more
suburban nature of the borough.

Figure 3.24 Car ownership in the East London Sub-Region

Boroughs Ownership by Household (Percentage)

No car One car Two or more cars
Hackney 62 34 4
Newham 57 37 6
Tower Hamlets 63 33 4
Waltham Forest 45 43 12
All London 42 42 16
Source: London Travel Demand Survey, 2006 to 2009

Without any change in the car ownership rates in the area it would be expected that the
population growth would lead to higher numbers of car trips and further congestion.
However, without policy intervention it is also expected that as the area regenerates and the
residents begin to have higher incomes that car ownership will increase to levels similar to
the London average leading to further increases in car trips and add increased pressure to
the road network and result in a further spread of congestion. This is particularly the case in
Boroughs such as Newham which has been shown to have a larger proportion of young
people than the London average which could result in a larger proportion of adult car trips in
the future. This is particularly a concern given the high level of congestion currently seen in
this area.

The trip purpose for highway trips surveyed within the Stratford area is shown in Figure 3.25.
The surveys were conducted on highway trips which left an enclosure around Stratford and
were conducted in Autumn 2009 as part of CRISP (Continuous Road Side Interview Project).
This shows that in the morning peak highway trips are dominated by work related trips
whereas in the other time periods they are dominated by “other” purposes.

51
Figure 3.25 Trip Purpose of highway trips leaving the Stratford Enclosure

As would be expected car dominates the vehicle types that leave the town centre as seen in
Figure 3.26 below. The pattern of car trips shows a peak around 8am with then a steady
increase throughout the day to around 5pm, this links with the work trip purpose pattern seen
in

52
 Figure 3.25. It also shows that there is little variation in the level of LGVs (large good
vehicles) and HGVs (heavy good vehicles) throughout the day.

Figure 3.26 CRISP roadside surveys Vehicle Flows by Vehicle Type – 7am to 7pm

Figure 3.28 shows the trip length distribution of trips originating in the Stratford enclosure by
time period. For each time period the highest proportion of trips are between 2 and 8 km.
These are relatively short trips and some could possibly be cycled. Encouraging more of
these shorter trips to be walked or cycled could help reduce pressure on the road network
and decrease congestion. Generally, the average length of trips increases throughout the
day.

Figure 3.27 Trip length distribution for trips originating in the Stratford enclosure

3.3 Road Collisions

53
 Between 2007 and 2009, there were 208 collisions resulting in a serious or fatal injury in the
OLSPG area (5 per cent of which were fatal). Over half of the injuries are to car users. While
pedestrians make up almost 40 per cent of serious or fatal casualties and pedal cyclists
make up around 10 per cent.

Figure 3.28 Road Traffic Casualties in the OLSPG area

Fatal Serious Slight All

severities
Pedestrian 6 74 202 282
Pedal Cycle 0 20 157 177
Powered 2 Wheeler 2 29 148 179
Car 2 65 849 916
Taxi 0 1 11 12
Bus Or Coach 0 3 94 97
Goods Vehicle 0 3 20 23
Other Vehicle 0 3 11 14
Total 10 198 1,492 1,700

Spatially, the casualties are focused around the major roads. For pedestrians and pedal
cyclists, collisions causing casualties appear to mainly occur on the A11, Stratford High
Street and Gyratory, Homerton High Street and Leyton High Road.

3.4 River Crossings

There are fewer river crossings in East compared to West London, partly due to the greater
width of the river; and because of the historic navigational requirements associated with the
former docklands (any new crossing will also need to take account of current navigational
requirements and the existence of London City Airport). Therefore the barrier of the Thames
acts as the major constraint on the sub-region‟s development and economic potential, not
just in geographical terms but also in terms of congestion due to lack of capacity at the three
existing road vehicle river crossings (Rotherhithe Tunnel, Blackwall Tunnel and Woolwich
Ferry). A significant challenge is therefore to both increase and improve existing river
crossings in East London in order to mitigate the severance effects of the river both on
communities (including those within the OLSPG area) and on the region‟s economy. This will
also have positive benefits for the resilience of the road network and easing congestion will
improve air quality locally and reduce the sub region‟s carbon dioxide emissions. Another
key issues is that there are a number of public transport crossings but very few crossings
specifically for walking and cycling.

The impact of an incident which closes the Blackwall Tunnel is felt across a wide area of
east London and leads to significant increase in journey times as trips divert to other river
crossings. The East London River Crossings Review undertaken by TfL considered the need
for river crossings in east London based on a clear understanding of what the current and
future challenges and opportunities are expected to be. The outcome of the review was a
River Crossings Package which is being taken forward; the development of this package will
need to be considered in future development work in this area.

54
This package includes an additional vehicle crossing at Silvertown and replacement of the
Woolwich Vehicle Ferry with a ferry at Gallions Reach. A cable car across the river between
North Greenwich and Royal Docks is currently being constructed and will provide an
additional crossing for pedestrians and cyclists.

3.5 Air Quality

Air quality in the general area is expected to meet the objectives for Nitrogen dioxide (NO 2)
and particulate matter (PM10, PM2.5) set out in the National Air Quality Strategy by 2015, but
many roadside locations are predicted to be above or close to these levels, particularly for
NO2. General sources such as industry, energy uses (such as domestic heating),
construction, and pollution from outside the area all contribute to air quality, however, the
main source of air pollution locally tends to be from road traffic emissions. Concentrations of
NO2 are likely to remain elevated close to major roads and junctions including the A12
(Hackney Wick and Bow Interchange), A11 (Leytonstone Road), A104 (Lea Bridge Road),
A12 (Eastern Avenue), and A118 (Romford Road) and the impacts of developments
affecting these locations and centres nearby (such as Hackney Wick, Stratford, Leyton,
Upton Park, Canning Town, and Ilford) will need to consider the air quality impacts on
existing exposure such as residential locations and shopping high streets, and within
proposed development locations. Air quality impacts assessments should consider, where
necessary, the potential long term operational impacts (including traffic and
industrial/commercial/residential sources of emissions), along with those temporary impacts
associated with construction activities on and off-site, including road traffic impacts.

TfL look to reduce human exposure to harmful pollutants but that we acknowledge that there
are impacts from poor air pollution on habitats. This is not to say that the Olympic Legacy
would benefit or worsen the situation for habitats as no detailed modelling or analysis has
been undertaken to understand the impact of changes in land use and traffic flows.

55
4. Strategic Transport Modelling

4.1. Introduction

The OLSPG Transport Study is intended to assess the impacts of varied levels of
development on the highway and public transport network in the OLSPG area. The forecast
year for modelling purposes is 2031. The OLSPG model tested the morning and evening
peak periods for highway modelling; public transport modelling was only carried out for the
morning peak.

4.2. Model Validation and Calibration

The study employed TfL‟s local planning tools available when the study commenced; the
East London Highway Assignment Model (ELHAM phase 1); a Railplan based public
transport assignment model and the Land Use Trip End (LUTE) Model. These models were
developed for the A12 Transport Capacity and Access Study. Both models were developed
from the Thames Gateway Bridge (TGX) and Olympic Park (OPAL) Model to assess the
network impacts of the regeneration initiatives in the Lower Lea Valley, along the A12. They
contain significant zonal disaggregation to represent the different development sites in the
corridor and added network detail. These models have been re-validated to the extent that
ELHAM phase 1 surpasses the performance of both the TGX and OPAL models and will
provide a good platform for continued highway modelling.

Railplan (A12) was used for this study and was developed in a similar way to ELHAM phase
1, in terms of the network and zoning detail it provides benefits that outweigh the use of the
other public transport models available for this area.

For each tested scenario, the LUTE Model was used to translate forecasts of housing and
employment levels provided by the GLA in the study area. These trips were converted into
car and public transport trip totals and then distributed into the highway and public transport
model zones which best represented the development sites.

The London-wide demand was taken from TfL‟s London Transportation Studies model
(LTS).

The OLSPG highway network was further validated against highway conditions in the
TrafficMaster database for peak periods during the week and weekend model for the base
network. Figure 4.1 shows morning peak delays in the base year using TrafficMaster data.

Model reports are available for the models used in this study.

56
Figure 4.1 Average delay in the Morning Peak in 2008/2009 (TrafficMaster data)

4.3. Modelling Scenarios

Modelling was undertaken for various scenarios once the suitability of the ELHAM phase 1
and Railplan (A12) had been assessed. The following scenarios were tested for both the
morning and evening peak in the highway model; and in the morning peak only for the public
transport assignment model.
• Scenario 1: London Plan minimum capacity estimates based on the GLA‟s 2009
SHLAA (Strategic Housing Land Availability Assessment) and Development Activity
Database (DAD) for the area, using the broad land uses set out in the Mayor‟s 2007
Lower Lea Valley Opportunity Area Planning Framework and the Mayor‟s Transport
Strategy (MTS) Reference case (funded and committed schemes)
• Scenario 2: No development in the study area beyond the Olympic Games
development and the MTS Reference case network
• Scenario 3: OLSPG preferred development scenario in the study area, which
assumes further industrial land release and borough ambitions as expressed in their
emerging local development plan documents and MTS Reference case. This
scenario allows total development to exceed London Plan minimum capacity
estimates and borough level forecasts. This scenario was tested using the highway
network used in Scenario 1. This scenario was superseded by scenario 4 so no
further results from scenario 3 are reported.
• Scenario 4: OLSPG preferred development scenario in the study area and MTS
Reference case. This scenario allows total development to exceed London Plan
minimum capacity estimates and borough level forecasts. The highway network in
this scenario has been revised with the Olympic Park Road Network consistent with
the Transformation Planning Application

57
 • Scenario 5: This sensitivity test scenario is similar to Scenario 4, but assumes an
80:20 public transport and highway modal split rather than the 70:30 modelled in the
other scenarios.
• Scenario 6: This scenario is based on Scenario 4 but includes a mode share shift to
walking and cycling. This scenario assumes that 40 per cent of non business car trips
with trip lengths less than 8km will switch to walking and cycling.
• Scenario 7: This scenario is also based on Scenario 4 with additional OLSPG road
network schemes.

Scenarios 1 through 4 were core scenarios, tested with the defined assumptions on housing
and employment. Scenarios 5 through 7 were tested as possible interventions, based on the
performance of particularly the highway network, upon the core scenarios.

4.4. Modelling Assumptions

The assumptions made for population, employment and trips for the scenarios described
above varied. Figure 4.2 below summarises the different levels of additional population and
employment assumed in each tested scenario.

The base year estimate for homes and jobs is derived from the zones covering the OLSPG
area in LTS v5.4 model. The population and employment figures in this model are consistent
with DMAG, GLA statistics. Scenario 1 – London Plan minimum capacity estimates are
consistent with the LTS figures though have been taken from the ELHAM phase 1 model.
The GLA provided TfL with estimates of additional homes and jobs above the Scenario 1
level in May 2010. Since this time there have been changes made to these estimates which
have not been taken into account in the modelling completed for this Study. The additional
employment floorspace has been revised from 1.3 million m2 to 1.4 million m2 of employment
and the additional homes have been revised from 35,000 to 29,000 homes.

There has been a decrease in housing growth estimates in all sub-areas except the
Southern Olympic Fringe. The largest decreases in the estimates are in the Stratford area
and in terms of housing typology the majority of the reduction is from one bed units.

For the purpose of our modelling, all additional employment development was assumed to
be an “office” land use equating to approximately 18 m2 per job. This is different to the
assumptions in the OLSPG document which has a land use of approximately 25m2 per job,
as it is assumed a wider range of jobs will be created. One and two bedroom housing units
were assumed to be flats; with units with three or more bedrooms being houses. Parking
assumptions are based on London Plan standards.

Due to the changes in growth forecasts since the modelling was completed, the modelling is
likely to have overestimated the impact of growth in the area. However, the highway network
in the area is currently operating at capacity and any increases in road traffic growth will
have a negative impact on the efficiency of the network in the area.

The highway statistics are reported for the OLSPG area while the public transport statistics
consider the additional trips compared to the base and report the crowding hours for the
whole London area as the crowding impact from the additional growth is likely to be outside
the OLSPG area.

58
Figure 4.2 Modelling Assumptions and key statistics
Scenario

Homes

Jobs
Highway - Statistics for OL SPG area Public Transport - Statistics for whole of
London

Morning Peak Evening Peak Morning Peak

Travel Distance

Travel Distance
(pcu-km)

(kph)

(pcu-km)

(kph)
Average Speed

Average Speed
Delay in Vehicle
Hours (pcu-hrs)

Delay in Vehicle
Hours (pcu-hrs)

Crowding Hours
Mode Share of additional

Additional Trips
trips (%)

to Base
Bus Rail LU DLR

Base 50,000 50,000 85,000 29 1,000 80,000 28 1,000

226,000

1– 100,000 110,000 110,000 20 2,800 110,000 20 2,700 266,000 64% 24% 11% 2% 301,000
Reference
Case

2– 70,000 100,000 105,000 22 2,400 105,000 21 2,500 260,000 64% 24% 10% 1% 299,000
London–
wide
background
growth only

4 – OLSPG 130,000 180,000 120,000 17 4,300 115,000 16 4,200 279,000 63% 24% 11% 2% 307,000
Preferred

Note: Crowding Hours is a measure which shows the Perceived additional travel time due to crowding times number of people who experience it.

59
The OLSPG Preferred Development scenario was derived by the development capacity
modelling completed by the GLA and agreed with key stakeholders. The plot below (Figure
4.3) gives an indication of the spatial change in land use proposed.

Figure 4.3 Sub-area housing outputs and key areas of change

4.5. Network Assumptions

The 2008 base network represents the current local road layout which includes road
closures associated with the Olympic Park work sites. Scenarios 1, 2 and 3 investigate the
impact of different levels of transport demand without testing any network interventions.
These Do Minimum networks include reinstated roads previously closed under the Olympic
Park network, new road layouts for the Olympic Park and all additional committed road
schemes.

The Do Minimum committed schemes introduced in the highway network are described in

60
Figure 4.4 below.

Figure 4.4 Do Minimum 2031 – Committed Road Schemes

Scheme Name Description

Canning Town removal The existing roundabout is replaced by a signalised junction.

of slip roads Existing A13 East Bound on-slip and West Bound off slip will be
removed to free up space and reduce severance. Also,
associated works to the whole area to facilitate movement of
diverted traffic following closure of A13 on-slip and off-slip

Lochnagar Street The existing left in/left out priority junction is replaced by a new
pedestrian crossing signal controlled crossing, including pedestrian phases, on the
A12 at the junction with Lochnagar Street and Zetland Street

Bow Roundabout New controlled pedestrian crossing together at Bow Roundabout.

pedestrian crossings

A118 (A11) / Warton Redesign of the existing signalised junction, with road widening
Road Signals to provide additional capacity and pedestrian facilities

Scenario 4 was tested with the updated Olympic Park Road Network (OPRN) received from
Arup. Scenarios 5 through 7 were also modelled based on this network. A layout of the
OPRN network is shown below in Figure 4.5.

61
Figure 4.5 2031 Olympic Park Road Network

For the Public Transport model, the Railplan future year model was used for all tests with the
assumed public transport network in 2031 based on the MTS funded and committed
schemes.

The Do Minimum committed schemes for the public transport network are shown in the table
below.

62
Figure 4.6 Key Infrastructure assumptions for future year strategic transport modelling

Public Transport
Enhanced domestic services on High Speed 1
Crossrail
London Overground – programme of expansion and enhancement of services
West Anglia – 12-car capability to Stansted and Cambridge. Additional capacity also on
inner services
Thameside south Essex – 12-car capability on all routes
Great Eastern – capacity increases
Jubilee Line upgrade providing additional capacity and improve journey times
Sub-Surface Railway – Circle, District, Hammersmith & City and Metropolitan lines
upgrade to provide additional capacity and improve journey times
DLR Extension Stratford International to Canning Town
East London Transit phase 1b
Bus network development
Bus Priority

4.6. Matrix Development

The modelling was based on the London Transportation Studies (LTS) model. LTS is a
strategic London wide four-stage model. Highway and public transport matrices for the base
and forecast years in the LTS model were translated to ELHAM phase 1 for highway
modelling and to Railplan (A12) for public transport modelling.

The LTS future year matrix includes the planning assumptions consistent with the London
Plan minimum capacity estimates (based on 2009 Strategic Housing Local Accessibility
Assessment (SHLAA) and Development Activity Database (DAD)) and the MTS. Matrices
extracted from the 2031 LTS model for modelling already include trips generated by the new
developments in the study area. This input data is only accurate at borough level, so the trip
distribution from the LTS model was adjusted using the trip ends from LUTE model, which is
based on local land-use information.

The trip ends derived from the LUTE model is based on London Docklands trip rates which
have a higher proportion of public transport mode share, compared to the OLSPG area
(85:15 and 80:20 for Public transport/Car for morning and evening Peak respectively). The
morning Peak modal split derived from LTS for the four boroughs in the immediate study
area is 70:30 for public transport: Car. Manual adjustments were made outside LUTE to
reflect the representative modal split of 70:30. The 70: 30 public transport/car mode split was
adopted for this study for all new developments, although this was varied for the sensitivity
test in Scenario 5.

The mode split taken from LTS implies an increase in public transport mode share between
now and 2031. (Figure 3.8 shows an estimate of the current mode share for the four
boroughs taken from the London Travel Demand Survey.)

63
The process used to develop the future year (2031) matrices for ELHAM phase 1 model is
shown in Figure 4.7.

Figure 4.7 2031 Future Year Matrix Development Process

4.7. Current Situation

The highway network in the study area in the base year shows high flows along the A12,
A13 and A406 during the morning peak. The northbound approach to the Blackwall Tunnel
also has high flows. Figure 4.8 shows the morning peak trends in areas where actual flows
exceed 3,000 PCUs/Hr (passenger car unit per hour). Figure 4.9 shows that currently, the
highway network is congested along approaches to the OLSPG study area and at key
locations within the region e.g. Hackney Wick. This matches with the results seen in the
observed TrafficMaster data in Figure 4.1.

64
Figure 4.8 Actual Flows in the Study area in the Base year (Morning Peak)

Figure 4.9 Volume/Capacity in the Study area in the Base year (Morning Peak)

65
As shown earlier in paragraph 3.2.1, the highway is also congested in the evening peak the
plots below show the modelled situation in the base year. Compared to the morning peak
they show more congestion on the southbound approach to the Blackwall Tunnel.

Figure 4.10 Actual Flows in the Study area in the Base year (Evening Peak)

Figure 4.11 Volume/Capacity in the Study area in the Base year (Evening Peak)

The public transport network has high levels of crowding towards Central London in the
morning peak. During the evening peak, passenger flows are high towards the study area.

66
No evening peak public transport model was available to show a comparison with the
morning peak. The study area, in the counter-peak direction, remains relatively less crowded
during the peak periods in the base year.

Figure 4.12 Public Transport link flows, Morning Peak, 2006 Base Year

67
Figure 4.13 LUL/DLR Crowding Plot 2006 Base Morning Peak Busiest Hour

Figure 4.14 National Rail Crowding Plot 2006 Base Morning Peak Busiest Hour

68
4.8. Future Year Scenarios

4.8.1. Scenario 1 – London Plan Reference Case

The reference case scenario is consistent with the London Plan minimum capacity estimate
assumptions of London-wide growth and the Mayor‟s Transport Strategy funded and
committed schemes. A comprehensive dataset of land use data from the London Thames
Gateway Corporation (LTGDC), consistent with the London Plan indicative development
thresholds, was available for each development site. The dataset was available for
employment and housing.

Figure 4.15 below shows the car trips originating and terminating within the OLSPG and A12
corridor during the morning peak period in the reference case. It shows significant outbound
trips with few zones with higher numbers of inbound trips corresponding to significant trip
attractors, for example, Stratford City.

Figure 4.15 Car Trips for London Plan Reference Case Development (Scenario 1) during the
morning peak

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On the highway network, heavy delays occur at the junctions of A11/A12, A12/Devas Street
and Wick Road, Victoria Park Road, Kenworthy Road and Cassland Road. These roads are
at, or very close to capacity.

The northbound Blackwall Tunnel is operating over capacity in the morning peak. In North
Greenwich, where three lanes merge into two, a bottleneck is created on the road network,
resulting in large delays of up of 17 minutes. The northern exit of the Blackwall tunnel shows
lower levels of congestion, compared with the northern approach. This is because the
queues to enter the tunnel are formed south of the Blackwall Tunnel, continuing to the
Woolwich Flyover and beyond and do not affect traffic flow north of the tunnel.

Figure 4.16 Reference Case (Scenario 1) highway congestion in the morning peak

During the evening peak, the southbound direction of the Blackwall Tunnel is operating at
capacity and there are large delays of up to 10 minutes for traffic approaching the tunnel. On
the A12 and A13 junction, traffic moving southbound faces heavy congestion with long tail-
backs on the A12 in both directions. East India Dock Road Tunnel (A1261) also experiences
long queues in the eastbound direction at the junction with East India Dock Road (A13).

The average vehicle speeds in the evening peak are much lower than observed in the
morning peak with approximately 30kph and 15kph for northbound and southbound
directions of the A12 respectively. The slowest section occurs at Devas Street and the
Tunnel entrance in the southbound direction, where the average speed drop to 14kph
reflecting the large delay occurring at the congested A12/A13 interchange

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Figure 4.17 Reference Case (Scenario 1) highway congestion in the evening peak

In comparison with traffic conditions in the base year, there is an observed overall increase
in congestion levels. Congestion on many links in the study area has increased by at least
30 percent. Areas around Hackney Wick have higher observed levels of congestion (Figure
4.18). These plots suggest that the highway network would not continue to operate efficiently
with this level of growth and that improvements to the highway network would be required to
enable the level of development assumed in the SHLAA 2009 to proceed.

71
Figure 4.18 Change in V/C ratio (%) between Reference case & Base

4.8.2. Scenario 2 – London Plan Reference Case minus Olympic Legacy Minimum
Capacity Estimate Assumptions

The London Plan Reference Case scenario already assumes some growth related to the
Olympic Legacy therefore to understand the full impact of the OLSPG growth this needs to
be removed from our modelling. In this scenario London Plan growth forecasts at borough
level are assumed across the whole of London, while in the study area only the background
growth is included. The transport network is assumed to be the Mayor‟s Transport Strategy
funded and committed schemes.

The LUTE model was used to estimate trip ends to and from the development zones based
on the Reference Case development assumptions for the area. These were then deducted
from the matrices to effectively remove any demand growth associated with the Legacy
development.

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Figure 4.19 Car Trips for Scenario 2 during the morning peak period

Reduced inbound &

outbound trips,
compared with Sc 1

Scenario 2 (Figure 4.20 and Figure 4.21) shows congestion levels similar to those observed
in scenario 1. The reduction in development in scenario 2 compared with the Reference
Case is minimal, which could explain the minimal changes observed. Figure 4.22 shows how
congestion in Scenario 2 compares with the base year scenario.

73
Figure 4.20 Scenario 2 highway congestion during the morning peak period

Figure 4.21 Highway congestion during the evening peak period

74
Figure 4.22 Change in V/C ratio (%) between London Plan minus (Scenario 2) & Base

This model scenario shows that highway congestion will increase in the area due to
background growth. These plots suggest that the highway network would not continue to
operate efficiently with the level of background growth expected and that improvements to
the highway network would be required to enable any further development to proceed.

4.8.3. Scenario 4 – OLSPG Preferred Development (OPRN network)

This scenario tests the OLSPG preferred development scenario as at May 2010 in the
OLSPG area and growth assumptions consistent with the London Plan borough forecasts
across the rest of London. New sites for development were identified with provision for an
additional approximately 30,000 households and 70,000 jobs by the GLA development
capacity study (rounded to the nearest 10,000). These are the numbers that have been
modelled though work continued on the preferred development scenario and the OLSPG
promotes slightly lower numbers. The highway network within the Olympic Park is the
Olympic Park Road Network. This road layout was used as it has planning permission and
the new developments are likely to be built around this design.

The LUTE model was used to estimate the new trip ends to and from the Legacy sites based
on the additional developments. These new trips were then added into the highway and
public transport matrices.

Figure 4.23 below shows car trips for this development scenario in the morning peak.

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Figure 4.23 Car Trips for Scenario 3 during the morning peak period

Increased inbound
& outbound car
trips

Figure 4.24 shows traffic congestion under SPG‟s preferred scenario. Sections of the A13
are more heavily congested. The Legacy region also has more queues and delays
compared with Scenario 1 and 2.

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Figure 4.24 Scenario 3 highway congestion during the morning peak period

In the morning peak, the average speed for northbound traffic along the A12 between
Blackwall Tunnel exit and the A12 Temple Mills Lane is about 45 kph. The speed for the
southbound traffic for the same section is approximately 41kph. The average speed in the
evening peak is approximately 27 kph and 14 kph for northbound and southbound directions
respectively.

In the OLSPG Preferred scenario, there are more congested links around Stratford and
Hackney due to the additional demand above that assumed in scenario 1. Actual flows
increase along the A11 and A12 corridors. Roads within the Olympic Park and Stratford city
show very large increases. These observed increases in flow are consistent with the
increase in the demand.

The modelling of the highway network shows that there will be significant increases in
highway trips and congestion between now and 2031 based on assumed growth
assumptions in scenario 1. The additional development proposed in the OLSPG will lead to
further highway trips and congestion which would mean that the highway network would not
work efficiently unless improvements were made to the network.

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Figure 4.25 Scenario 3 highway congestion during the evening peak period

4.8.4. Public Transport

The Public Transport modelling was undertaken for the morning peak for scenarios 1, 2 and
3.

Scenario 1 Reference Case shows an increase in trips for all modes compared to the base
year. The crowding seen is consistent with the London-wide modelling completed for the
Mayor‟s Transport Strategy, though there are minor differences due to the different models
used.

Passenger demand flows on the public transport network are high in the study area, flowing
through Stratford and West Ham. The Central and District Lines on the Underground and the
National Rail line through Stratford have particularly high flows, especially for Scenario 3
(OLSPG Preferred scenario), relative to the Reference case as shown in Figure 4.28 and
Figure 4.29 4.29 respectively.

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Figure 4.26 Change in boardings by mode between 2031 and the Base
Reference Case London-wide OLSPG preferred
compared to the Base background growth development
(1 compared to only compared to the compared to the Base
Base) Base (2 compared to (3 compared to
Base) Base)
Actual Proportion Actual Proportion Actual Proportion
change in of change change in of change change in of change
boardings by mode boardings by mode boardings by mode
Bus 974,500 64% 966,000 64% 992,000 63%
LU 161,000 11% 155,000 10% 175,500 11%
DLR 23,500 2% 20,000 1% 25,000 2%
National Rail 364,000 24% 361,000 24% 371,500 24%
Total 1,521,000 100% 1,500,000 100% 1,562,500 100%
Note: Rounded to nearest 500

Figure 4.27 Change in boardings by mode under different development assumptions, 2031
OLSPG preferred OLSPG preferred
development development
compared to compared to London-
Referencce Case (3 wide background
compared to 1) growth only (3
compared to 2)
Actual Proportion Actual Proportion
change in of change change in of change
boardings by mode boardings by mode
Bus 17,500 42% 26,000 42%
LU 14,500 35% 20,500 33%
DLR 1,500 4% 5,000 8%
National Rail 8,000 19% 10,500 17%
Total 42,000 100% 62,500 100%
Note: Rounded to nearest 500

The table above shows that the majority of the additional trips in the preferred development
scenario would be expected to be accommodated on the bus and London Underground
networks.

79
Figure 4.28 Difference in trips on London Underground in 3 Hour Morning Peak (OLSPG
Preferred vs. London Plan)

Figure 4.29 Difference in trips on National Rail in 3 Hour Morning Peak (OLSPG Preferred vs.
London Plan)

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In the study area, there are considerable capacity issues forecast, with crowded links on the
Central, Jubilee and District lines under the Reference Case. This can be seen in the plots
below (Figure 4.30 and Figure 4.31).

Figure 4.30 Tube & DLR crowding during the morning peak (Reference Case)

Figure 4.31 National Rail crowding during the morning peak (Reference Case)

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The modelling for the preferred development scenario (Scenario 3) shows that the majority
of the additional trips from the OLSPG development in this scenario would be in the counter-
peak direction (east-bound) in the morning peak and not worsen the near–capacity levels of
service in the westbound direction. This is because the number of jobs in the area is
expected to increase which leads to significant in-commuting. There is also expected to be
some increase in flows from the east though not to a level which impacts on crowding levels.
This can be seen in the plots below (Figure 4.32 and Figure 4.33); small increases are seen
in crowding on some of the links but not significant increases which lead to changes in the
classification of the level of crowding on the link. One location where the OLSPG
development will exacerbate an already crowded section is on the Jubilee line, where the
peak direction flows in the eastbound direction between London Bridge and Canary Wharf.
This is one of the most constrained parts of the London Underground network.

It should be noted that the modelling considers the end state when residents are assumed to
have moved jobs and houses to the optimum solution. However, the interim changes may
lead to different travel patterns and therefore different crowding patterns.

Figure 4.32 Tube & DLR crowding during the morning peak (OLSPG Preferred Development
Scenario)

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Figure 4.33 National Rail crowding during the morning Peak (OLSPG Preferred Development
Scenario)

4.8.5. Congestion Impacts on Bus Service Reliability

Congestion has a negative impact on bus journey times and service reliability.

The effect of the proposed changes on bus journey times was investigated to assess any
impacts on bus services levels. The highway model was used to estimate the impact of
congestion on bus reliability. Route 108 was selected for analysis because of its route
through the Blackwall Tunnel. Average speeds on bus route 108 (Lewisham to Stratford)
from Stratford to the Blackwall Tunnel Entrance were analysed. Generally, the speeds do not
vary by direction for each scenario in the morning peak. This could be explained by the
section of the bus route being investigated. Most of the morning peak congestion would be
at the northbound approach to the tunnel which is not captured by this section of the bus
route.

There is a drop in average speed on this route by an average of 8 percent between the base
year and the 2031 Reference Case in the morning peak. Bus journeys would be slowest
under Scenario 3 (OLSPG Preferred) due to the increased congestion on the highway
network, shown in Figure 4.25.

In the evening peak, average bus speeds between the north and southbound direction vary
by an average of 12kph. In all scenarios, the southbound journey is slower than the

83
northbound as the roads are already congested around the northern approach to the
Blackwall Tunnel. Generally, bus journeys are longer in the evening, compared with the
morning peak (Figure 4.34).

Figure 4.34: Average Bus Speeds between Stratford and Blackwall Tunnel

*Please note that the journey times in the models are generally quicker than the observed times so the actual speeds would be
lower than those extracted from the model.

4.8.6. Impact of road congestion on freight

The impact on freight operations will be at both a local level and also a wider regional level
and both need to be considered in any future development. Congestion will increasing cost
and time to transport goods and lead to decreased air quality in the immediate surroundings.

At a regional and national level, there are a number of key strategic freight routes running
through and close to the study area these are the A11, A12 and A13 which link the national
road corridors of the M25, M11 to Harlow and A1 to Stevenage/Peterborough and routes
from Dover and Felixstowe via river crossings.

Freight trip patterns will change within the study area due to land use changes, both
decreasing as industrial uses decline and increasing to support the new development.
Overall, the preferred development scenario proposed by the SPG will decrease the amount
of Strategic Industrial Locations and increase the number of homes in the area. For
example, the Old Ford area near Hackney Wick is currently an industrial area which is
rapidly changing to a residential area and is highlighted in the Olympic Legacy SPG
document as an area particularly suitable for family housing. The change in the type of

84
housing and socio-economic group of the residents of this area will also have an impact on
freight trip patterns for services that support them.

At this stage of the planning process it is too early to understand in detail how the local
freight trip patterns will change but further work will need to be done to understand the
issues and to design in solutions which not only reduce the impact of congestion on freight
but also the negative impact of freight on the local area. These solutions will need to reduce
freight mileage and/or trips, for example, drop-off points with sustainable modes for local
deliveries from them and collection points near stations.

4.8.7. Station Crowding Impacts

Station interchange flows in the morning peak hour were analysed to assess the impacts on
the potential population and employment growth on station patronage. It was also important
to assess any possible implications on crowding of services. Figure 4.35 below shows the
morning peak station interchange flows at selected stations in the study area.

The public transport model used was the best available at the time of starting this study,
however, it is not very well validated for some DLR stations. Therefore, as future
development plans for this area develop in more detail the impact on station operations
should be investigated further using Regional Railplan which is now available. Further
modelling is also required to understand the impact of forecast evening peak demand
stations, and to dynamically model flows.

85
Figure 4.35 Morning Peak Hour Station Total Flows

Base Scenario Scenario Scenario % Difference

Year 1 2 3

Scenario 1 Scenario 2 Scenario 4 1 - Base 4-1 4-2

Bow Church 400 600 600 700 40% 15% 19%

Bow Road 1500 1,700 1,700 1,800 19% 5% 5%

Bromley-by- 1,400 2,700 2,100 3,400 89% 26% 62%

Bow

Forest Gate 1,100 2,400 2,400 2,300 112% -3% -3%

Hackney 200 800 700 1,700 354% 117% 154%

Wick

Leyton 6,800 7,300 6,300 8,900 7% 23% 42%

Maryland 300 1,300 1,300 1,300 317% -1% 0%

Plaistow 3,400 3,500 3,400 3,700 1% 8% 10%

Stratford 18,400 35,300 33,200 44,400 92% 26% 34%

West Ham 3,200 5,600 5,500 6,400 77% 13% 16%

*Please note that the station flows in the models may vary from observed flows. Relative flow comparisons give a more
accurate indication of likely trends.

The ability of Bromley-by-Bow and Leyton to cope with the anticipated increase in demand
has been examined. Demand flows at these stations were compared to 2009 RODS (LU‟s
Rolling Origin Destination Survey) station flow data for each of the scenarios. The method of
factoring Railplan results into RODS data was taken from LU‟s Station Demand Modelling
Guidance note.

The method for determining the level of crowding was taken from LU‟s Station Planning
Standards and Guidelines. The width of the corridors, staircases and entrances was
measured. The number of people using a corridor, staircase or entrance per minute were
calculated per metre of width. This allowed a Fruin‟s level of service to be applied to the link,
where level of service “A” represents free circulation, and “F” represents a complete
breakdown in traffic flow. For two-way links it is recommended that LU links operate at level
of service C or below. The level of service quoted below represents the busiest peak flow
forecast.

The number of people using the ticket gates was analysed to determine how many gates
would be necessary to clear the platform before the next train arrives. If the platform is not
cleared congestion will quickly build up.

86
The space available on the platforms was not assessed as part of this analysis.

Leyton Station Demand Flows Modelling

The staircases to/from the eastbound and westbound platforms were at level of service C for
the peak hour in 2009 (acceptable). The level of service is forecast to deteriorate by 2031
with all scenarios. The OLSPG Preferred development makes the station congestion worse
leading to a complete breakdown in traffic flow (

Figure 4.36) to/from the westbound platform in the morning peak hour (F).

Figure 4.36 Fruin's Level of Service at Leyton Station

Leyton Station RODS 2009 Scenario 1 Scenario 2 Scenario 3

Staircase to/from C E E F
Westbound platform
Staircase to/from C E D F
Eeastbound platform

Number of ticket gates 5 8 7 8

required

There are currently 5 ticket gates at Leyton station, which is enough to satisfy the current
demand (RODS 2009). The number of ticket gates required will increase to 8 with the
OLSPG Preferred development scenario. In these scenarios the ticket gates will become the
second pinch point in the station (following the staircases discussed above). Without more
gates, crowding will mean that the platform cannot be cleared before the next train arrives.

Leyton station will be heavily congested in 2031 due to development growth assumed in the
Reference Case. The extra demand from the OLSPG Preferred development scenario,
which is in addition to the growth envisaged in the Reference Case, will make the level of
congestion even worse with the current infrastructure.

There are various options for increasing the capacity of Leyton station which have been
suggested by London Underground, the London Thames Gateway Development Corporation
and London Borough of Waltham Forest. Further work is necessary to determine which is
the preferred solution. Tackling this congestion would mean improving the capacity of the
staircases, corridors and ticket gates. The depth of the ticket hall would also have to be
increased to prevent run-offs on to the street. The works would require track possessions,
likely during operational hours, such as at weekends or longer. Addressing only one of these
pinch points in the station would merely push the problem around the station

There is currently no funding for LU to make these improvements. In the absence of

improvements, should congestion levels in the station increase due to the growth planned in
the OLSPG area, LU will manage the congestion safely through a range of station control
measures, including temporarily closing the whole station for busy periods, as a worse case.
The Olympic Legacy development, occurring on top of the Reference Case growth, would
likely mean that these mitigation measures could need to be taken more often. They would

87
also mean that the station improvement plans would need to be designed to a higher
specification, to accommodate more demand. This is likely to require developer contributions
to fully fund the scheme to ensure that the station can serve the OLSPG area without regular
station closures.

Bromley-by-Bow Station Demand Flows Modelling

The corridors and staircases in Bromley-by-Bow station are wider than those at Leyton, and
the demand lower. This means that the level of service on these links does not increase
above A for any scenario.

The only capacity constraint at Bromley-by-Bow is the number of available ticket gates,
which is constrained by the size of the ticket hall. There are currently 3 gates, which is all
that is required for present day demand. By 2031, the number required will rise to 4 (Figure
4.37). Without any improvements this could mean that the station would have to operate as
exit only in busy periods to prevent congestion building up in the station due to queuing back
around the gateline. The results suggest that the number of ticket gates would have to be
increased with the growth assumed in the Reference Case and that the need will increase
further with the OLSPG Preferred development scenario.

Figure 4.37 Estimated number of ticket gates at Bromley by Bow

Bromley by Bow Station Current RODS Scenario Scenario Scenario

2009 1 2 4

Number of ticket gates 3 3 4 4 4

required

At Bromley-by-Bow a further issue is the access to the station. The entrance is located on
the A12, with pedestrian access further constrained by the railway line, meaning that most
passengers have to cross over or under the busy road to access the station. The current low
level of demand at Bromley-by-Bow station may be related to the highly constrained access
point. This may mean that the full potential of the station to serve the local area is not
realised and it may push more people onto the (congested) roads instead.

A Capita Symonds Report “Bromley-By-Bow Station Improvement and Integration Study”,

March 2010 found that the capacity issues at the station would arise by 2026, given the
amount of development planned for the area. The growth in population, retail and office
space, couple with the increase in pedestrian accessibility built in to the new development,
will mean that the relative population served by the station could increase by 300%.

The LTGDC has proposed solutions to the capacity and access problems as part of its plans
for development in the local area. These options all have a high estimated cost. This is
because they involve completely reconfiguring the platforms and station entrances. Work is
underway to understand more fully how many trips will be generated by the London Thames
Gateway development and to clarify the timescales for when the station will be impacted by
this increased demand. A further study will investigate better value options to increase the

88
capacity of the station, introduce step free access lifts and increase the prominence of the
station.

4.9. Weekend Model

4.9.1. Introduction

The study area includes Stratford City and Olympic Park which are expected to induce trips
to the area for shopping, leisure and sporting activities over the weekend. It was necessary
to develop a weekend model to represent these busy times – the highway model previously
developed and described above represents morning and evening peak weekday peak hours.
A public transport weekend model was not thought necessary and has not been developed.

ELHAM phase 1 on which the highway assignment model is based only covers the morning
and evening peak periods. The London Thames Gateway Crossing (TGX) model, on which
ELHAM 1 is based, has an inter-peak model. The interpeak network was developed using
the same process as the Morning and Evening peak models so that all ELHAM phase 1 time
periods include the network improvements and finer zone representations in the main study
area (Olympic Park and A12 corridor). It contains the same level of detail as the OPAL2 and
TGX models beyond the immediate study area. The weekend (Saturday Evening) model
was assumed to have the same network as the weekday interpeak as a starting point. Signal
settings were then adjusted based on the weekend traffic demand patterns at junctions
which were under stress, so that the network operates satisfactorily in the 2009 base year.

The weekend model report is available.

4.9.2. Model Assumptions

For the development of a validated weekend model from a weekday off peak model, the
following assumptions were made:
Trip patterns and signal settings for the weekend were the same as the trip patterns and
signal settings for weekday off peak
The weekend model would be based on the busiest weekend peak hour Saturday
afternoon peak hour (17:00-18:00) when there are high levels of shopping trips and trips
from major planned sporting events in the Olympic Park.

The model was calibrated with Automatic Traffic Count data collected in November 2009 for
the ELHAM model. Over 450 counts covering the entire study area were used and yielded
very good calibration results.

Traffic flow profiles for Blackwall Tunnel northern approach (Figure 4.38) for Saturday and
Sunday were assessed to identify the busiest peak hour. The profiles indicated a peak hour
to be between 17:00 and 18:00 as shown below. This period also coincides with the normal
football fixture finishing time for Saturday afternoon matches.

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Figure 4.38 Blackwall Tunnel Northern Approach Saturday Flow Profile

In the estimation of the demand of car use for travel to events at the stadium (therefore
assuming the highest demand scenario), the following assumptions were made:
The stadium would be used as a football ground with a 60,000 seat capacity
The trip rates are the same as those observed for the Arsenal Emirates Stadium, which
has the following characteristics
• 11.5 percent car usage with vehicle occupancy rate of 2.6;
• 74 percent of spectators depart from the stadium in the first post match hour, 21
percent leave in the second hour and 5 percent leave 15 minutes before the final
whistle;
• Average walking time is 18 minutes, approximately 1 mile walk
• Surveys of walk times suggest that just under half of the people who drive to the
stadium park within the CPZ, with the remainder parking just outside
The trip distribution for the event trips was assumed to be the same as already assumed
for those zones.
Residents Access Permits and Event Day Road Closures will be in operation
Local roads immediately surrounding the stadium are closed when a match is played to
ensure pedestrian safety and to allow emergency access
Stadium car park would be limited to staff and Blue Badge holders only; 100 spaces
would be made available for blue badge holders. There would be 800 parking spaces
within a 2km radius and up to 1000 spaces between a 2 – 3 km radius. The catchment of
spectator car parking is shown below.

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Figure 4.39: Catchment of Spectator Car Parking

The table below (Figure 4.40) summarises the matrix totals for the weekend evening peak in
the base and future year.

Figure 4.40 Base year & Future year matrix totals for Saturday evening peak model.

ELHAM 1 Saturday Evening Matrix Total (PCUs/Hr)

Peak Total Car LGV HGV
2009 764,500 630,000 78,000 56,500
2031 842,000 690,500 87,000 64,500
2031 with Event on 844,000 692,500 87,000 64,500
2031 - base 10% 10% 11% 15%
2031 (with -without event) 0.2% 0.3% 0% 0%

4.9.3. Model Calibration

Assigned flows were compared with observed counts across screenlines based on the
criteria outlined in DMRB Volume 12 Section 2 Part 1.

The highway network in the base year was also compared with traffic conditions in the
TrafficMaster database (2008/2009) for Saturday evening peak. Figure 4.41 below shows
the average delay around the study area during the weekend evening peak period.

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Figure 4.41 Average delay for Saturday evening peak (2008/2009)

4.9.4. Highway Network Performance

In the base year weekend evening peak, the highway network has some congestion. The
volume over capacity ratio on the A12 and A13 is on average about 60% (Figure 4.42).
However, queues form on the approach to the Blackwall Tunnel. Some minor roads in and
around the study area show high levels of congestion, although these tend to be isolated.

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Figure 4.42 Saturday Evening-Base year volume over capacity ratio (%)

The growth in traffic flow in the base year was compared with the future year weekend
growth without the additional flow associated with the stadium. Sections of the A12 and A13
have an increase in demand in 2031. The impact of increased demand on congestion is
minimal. This is because the weekend evening peak highway network in the base year is not
congested on key links. Though, there is an observed increase in congestion along particular
sections of the A12 (Figure 4.43 and Figure 4.44).

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Figure 4.43 Changes in Demand flow (PCUs/Hr) for Saturday evening peak (2031 vs. Base year)

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Figure 4.44 Changes in V/C ratio (%) for Saturday evening peak (2031 vs. Base year)

4.9.5. Impact of Stadium Trips

The stadium is expected to generate extra trips in the study area in the future year. The
weekend model has investigated the impacts of the extra trips on the highway network. The
weekend model evening period was set to coincide with the normal time of the final whistle
at football matches.

The introduction of the stadium appears to have a minimal effect on the highway network.
The most obvious increase in demand is on the A12 approaching the A406, which could
represent trips leaving the stadium after the game has finished (Figure 4.45). The impact of
the additional demand has not been considered on the public transport network.

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Figure 4.45 Impacts of stadium trips on demand flow (with stadium vs. without stadium)

The proposed stadium does not appear to significantly introduce congestion on the network,
based on the modelling assumptions previously defined. Figure 4.46 shows a negligible
change in congestion levels. However, this assumes that significant travel management
interventions are put in place to decrease the number of people that travel by car to events
at the stadium.

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Figure 4.46 Impacts of stadium trips on congestion (with stadium vs. without stadium)

In general, the highway network still operates satisfactorily with the stadium fully functional.
However, there is a slight increase in congestion.

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5. Improving Local Connectivity

5.1. Introduction

The Olympic Legacy SPG area is well connected strategically however, one of the most
prevalent features of the existing Legacy area is that much of it has poor local level
connections to surrounding neighbourhoods and communities, with numerous physical
barriers such as railway lines, roads, and limited crossings over waterways in the area
surrounding the Olympic Park which effectively prevent the creation of coherent well-
connected new neighbourhoods. In addition cul-de-sacs and roads with little or no footpaths
or associated public realm tend to reduce the desire of pedestrians and or cyclists to move
through the area.

In order for this new development to become part of the surrounding city rather than a
separate and distinct area there needs to be a clear network of local links to support
permeability between the area and the local environs.

Improving local connectivity will also support the use of more sustainable modes of travel
and enable a higher proportion of local short trips to be made by walking and cycling rather
than car or public transport. This in turn would help to manage the demands on both the
road and public transport networks. The aim of this section is to identify key connections
which should be retained, safeguarded or developed to enable this.

5.2. Current connectivity

This area suffers from significant severance caused by the railway lines, roads and
waterways. The plot below (Figure 5.1) aims to show these issues geographically. The red
lines show the rail routes through the study area including DLR, Central Line, Jubilee Line,
London Overground and National Rail lines. The blue lines show the roads with high flow.

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Figure 5.1: Severance Issues in the OLSPG area

This plot should also be considered alongside with the PTAL plots shown in the context
section of this study. PTAL scores for the Stratford area, due to the existing infrastructure,
are considered to be very good, with a large proportion of the area surrounding Stratford
Station to be levels 6a and 6b. With the introduction of the DLR Stratford International
Extension (2011) and Crossrail (2018) the background PTAL levels increase across the
OLSPG area but most noticeably with 6a/b coverage increasing significantly into the Olympic
Park. It is also just as important to note the lower PTAL scores present around the Olympic
Park in 2008 increase from 1 to 2 & 3. However, some areas of Hackney and Waltham
Forest remain with low PTAL levels in 2031.

Figure 5.1 and Figure 3.9 to Figure 3.11 show that the levels of connectivity across the
OLSPG area vary significantly. In order, to maximise the benefit of the future growth in this
area and for this growth to be sustainable the levels of connectivity need to be improved.
The appropriate level of connectivity will vary depending on the land use and density
aspirations for each area.

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5.3. Connectivity in 2014

The OLSPG area will undergo significant development and implementation of a number of
connectivity schemes in the short term. A baseline case which shows the expected situation
in 2014 after the Olympic Park Transformation has been completed.

This baseline was established by reviewing Masterplans, OPTEMS and other local studies
and identifying the schemes with committed funding that would be operational by 2014. See
Annex A for a detailed list of the schemes assumed in the baseline. The map below uses the
committed schemes to identify the existing and missing key local connections.

Figure 5.2: Key existing and missing local connections in the OLSPG area

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The map shows that there will be some local connectivity gaps between key places in the
area in 2014. Following the completion of the Olympic Transformation, the A12 will continue
to cause severance as will the River Lea.

Due to the new development in the area there will also be increased need to link specific key
places, for example, Hackney Wick and Stratford City as well as improving access to and
from key places, for example, Sugar House Lane and Three Mills.

In order to support the promotion of sustainable modes to manage road congestion and
support climate change mitigation there is also a need to enable improved access to all
public transport stations in the area and specifically, Hackney Wick and Bromley-by-Bow.

There also appears to be gaps in the north of the study area, the area which is also shown to
have poor PTAL scores both now and in the future. However, with the exception of the
MPC/IBC, the land use of this area is mainly open space and will remain so in the future
therefore it would be inappropriate for this area to have the same PTAL score and local
connectivity across it as a densely populated area. However, it is important that local
residents and businesses are able to access this area.

5.4. Required connectivity schemes

This work aimed to identify key gaps in the local connectivity network in the OLSPG and
surrounding areas and identify potential options for interventions which could be
implemented to overcome the connectivity gaps.

These options will naturally be defined over time as the shape of the development becomes
clearer. At this stage, the OLSPG is highlighting the key links that would need to be taken
forward in the future for this area to meet the aspirations described in the OLSPG document.
All these schemes will be subject to further development, assessment and analysis as they
seek the necessary approvals and funding to proceed.

Following the identification of the committed connectivity schemes to 2014, a workshop was
held with representatives of TfL, GLA, LDA and LTGDC. This was followed with engagement
with the Boroughs. Through the workshop the key gaps in the local connectivity network
were agreed and potential options to solve these gaps were established based on a review
of the interventions proposed in masterplans, OPTEMS and other local studies. It should be
clearly stated that the list of potential options is not exhaustive and it is expected that further
work is required to establish the optimum solution for each identified gap.

Annex B lists the identified locations were there will be gaps in local connectivity in 2014 and
are mapped in Figure 5.2. The key gaps are:
Improving links from Roman Road, Fish Island to the Queen Elizabeth Olympic Park
and Stratford, in particular over the A12
Improving connections in the West Ham area, in particular to the station from the
west
Improve links over the River Lea south of Bromley by Bow
Improving the highway network in Stratford Town Centre to improve its environment
making it attractive for all users and to reduce congestion, including new or improved

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 pedestrian and cycle routes linking Carpenters Estate, Greenway and Pudding Mill
Lane
Improved links between Ruckholt Road and Leyton
Creating new and improved pedestrian and cycle links between Leyton and the
Queen Elizabeth Olympic Park and Eton Manor
Improving pedestrian and cycle links across the A12 especially from Bow
Roundabout southwards, and improved pedestrian and cycle environment along the
A12
Further improvements at Bow Roundabout
Improved links north of Hertford Union Canal between Hackney Wick across the Lee
Navigation
Improved links south of Hertford Union Canal between Hackney Wick across the Lee
Navigation
Improving north-south pedestrian and cycle connections on both sides of the River
Lea to better link the Queen Elizabeth Olympic Park north to Hackney Marshes and
south to Three Mills, with particular focus where the river goes under the North
London Line and the A12
New bus infrastructure around the A12 to enable improved bus services
Improved links to the western entrance of Stratford Station

The list of interventions also includes overarching area wide interventions to improve
connections to all public transport stations in the Legacy area and walking and cycling
routes.

These potential schemes have been assessed against the Mayor‟s Transport Strategy
objectives by using TfL‟s qualitative Strategic Assessment Framework which aims to assess
all schemes on a consistent basis. The scores of each of the potential schemes are included
in Annex C. There is not a significant range in the scores seen for the schemes tested, all
the schemes tested receive a reasonable positive score. This is likely to be due to the fact
that the schemes were identified through Masterplans and other studies which would have
rejected the schemes which had a negative or negligible impact on connectivity. The
Strategic Assessment Framework scores the schemes which improve access and capacity
of rail stations highest, this is because these schemes will improve not only walking and
cycling links through improved public realm but also improves access to key employment
centres outside of the OLSPG areas.

Highway impact of these schemes

A number of the potential schemes could have an impact on the flow of traffic on the road
network. As the modelling analysis earlier showed this is an area with significant road
congestion and any intervention which has a negative impact on the operation of the
highway network could have a significant impact in terms of increased congestion and
delays. It is important to understand and consider the trade off between increased local
connectivity and the operation of the highway network.

A model scenario was run including the potential schemes which would have an impact on
the highway network to estimate the cumulative impact of these schemes. It should be noted

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that many of these schemes were still at the concept stage at the time of modelling and
therefore detailed drawings were not available. Also, this modelling has been completed at a
strategic level so it is not possible to examine in detail the impact of individual changes to the
network. Further more detailed analysis, assessment and design of each intervention would
need to be undertaken with advice from TfL and the appropriate authorities before
implementation. The list of potential schemes included in this model run are listed in Annex
D.

The following analysis compares the revised Preferred Development Scenario with the
Olympic Park Transformation Network in 2031 with and without these schemes. The
modelling was completed for the morning and evening peak. The number of trips is
unchanged between the Preferred Development Scenario and this Scenario.

Morning Peak
The plots show that the demand flow has decreased around the Stratford Gyratory and
along the A11 and the A12. This appears to be largely due to three of the schemes tested;
Stratford Town Centre highway improvements, Sugar House Lane improvement schemes
and the Bromley-by-Bow improvements which impact both the morning and evening peak
periods.

As part of the Stratford Town Centre highway improvements, the gyratory system was tested
as having two-way operations and providing shared space between bus, cyclists and
pedestrians. The strategic modelling suggested that this would lead to large changes in
flows, as eastbound traffic rerouted from the Great Eastern Road to the High Street. The
flows along the A11 between Sugar House Lane and Bromley-by-Bow roundabout appear to
reduce since eastbound traffic exiting Sugar House Lane no longer needs to first go to the
Bromley-by-Bow roundabout then loop back to go east. The junction layout tested in this
modelling also enables direct access to Sugar House Lane from the A12 eastbound
removing the need to go to the Stratford gyratory and loop back.

The all movements junction at Bromley-by-Bow would mean that northbound traffic from the
superstore will no longer need to first go south to Twelvetrees Crescent then loop round to
Devas Street to join the A12 northbound. Similarly, traffic approaching from the south no
longer need to go north then exit the A12 at Bow Roundabout and loop back along the A12
southbound.

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Figure 5.3 Change in Morning Peak Demand flow (Scenario 7 vs. OLSPG Preferred)

The improvements to the Sugar House Lane Junction lead to significant reductions in delay
at this junction. Decreases are also seen along the A12 though there are some increases on
the A12 near Leytonstone.

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Figure 5.4: Changes in Morning Peak delay (Scenario 7 vs. OLSPG Preferred)

In line with the reduction in traffic along the A11 and A12, the plot above shows a reduction
in delays along these routes. However, there are increases in delays on the highway
network especially on local links. There appears to be increased delay around Chobham,
this could be due to knock on impacts from changing the Stratford Gyratory to two way and
therefore reducing capacity.

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Figure 5.5: Changes in Morning Peak V/C ratio (%) (Scenario 7 vs. OLSPG Preferred)

The speed of the strategic roads (A12 and A11) increase slightly (3-4 kph) though the A12
northbound between Bow Roundabout and Hackney Wick increase significantly by about
(13-14kph).

Evening Peak
Compared to the evening peak preferred development scenario, the most significant
changes in actual flow are along the A11 and around the Stratford Gyratory. Generally, there
are decreases in actual flow in this area likely to be caused by the reduced need for vehicles
to double back due to the all movements junction at Sugar House Lane. There are significant
increases in flow on the A11 eastbound towards Stratford Gyratory likely to be caused by the
increased capacity released by the all movements junction.

Compared to the morning peak for this scenario, smaller increases in flow are seen along
the A11 and smaller decreases in flow along the A12. There are also significant increases in
flow on the A11 eastbound towards the Stratford Gyratory.

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Figure 5.6: Change in Evening Peak demand flow (Scenario 7 vs. Scenario 4)

Compared to the evening peak preferred development scenario, the most significant
changes in average delay are to the east of the Olympic Park around Stratford Gyratory with
delays along Leyton Road.

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Figure 5.7: Changes in Evening Peak delay (Scenario 7 - Scenario 4)

Generally, decreases are seen in the level that links are over capacity especially on the A12
north of the Bow Roundabout and on the roads on to the A11 between Bow Roundabout and
Stratford Gyratory. There is some increase on the A11 between Bow Roundabout and
Stratford Gyratory and Leyton Road.

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Figure 5.8: Change in Evening Peak V/C ratio (%) (Scenario 7 vs. OLSPG Preferred
Development)

The pattern of changes in speed is not very clear though generally increases are seen apart
from Sugar House Lane, Pudding Mill Lane and A11.

In general, the changes to the highway network tested here which increase the level of local
connectivity do not appear to have a significant impact on the efficiency of the highway
network. However, there still remains significant congestion as discussed above under the
reference case and preferred development scenario. This is consistent to the conclusions
when a similar test was run as part of LTGDC‟s A12 Transport Capacity and Access Study.
However, before any of these schemes are implemented further detailed simulation
modelling will need to be completed in line with TfL‟s guidelines to ensure that the junctions
do not have a negative impact on the efficiency of the highway network. Equally, schemes
should also be assessed against TfL‟s qualitative assessment; PERS audits should be
included to assess pedestrian environments, which will determine improvements to increase
the potential for walkable trips.

5.5. Conclusion

This section has identified the baseline situation for local connectivity in 2014 and derived
proposed links which should be provided as development progresses.

The delivery of local connections is key to the success of the OLSPG area, not only to
ensure that the area links in well with the surrounding area and enables the regeneration
potential to be fully realised but also to assist in managing congestion and increasing the use
of sustainable modes in the area. Good local connections will enable residents and

109
employees to travel around the area by foot or cycle easily reducing the need to travel by
car. Equally, improving access to local transport stations (bus and rail) will support the
increased use of the public transport network. These local connections are a key tool to
supporting the low car use and high public transport and walking and cycling needed for this
area to be sustainable and reduce the impacts of highway congestion on the area.

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6. Options for Transport Solutions

The strategic modelling in chapter four showed that there is now and will be in the future
significant highway congestion issues within the study area and its immediate environs. This
section considers possible mitigation measures to decrease the highway congestion caused
by the additional development proposed in the OLSPG.

There are a number of possible solutions that could assist in reducing congestion on the
highway network, for example, increasing the capacity of the road network or decreasing
demand by encouraging mode shift away from car use. No measures that significantly
increase road capacity have been identified so this section focuses on understanding the
impact of mode shift and considering possible measures to achieve this.

6.1. Testing mitigation for the future situation

Further strategic transport modelling was completed to test scenarios aimed at investigating
the possibility of reducing the impacts of the OLSPG development on, in particular, the
highway network by changing mode share. Figure 6.1 below shows the modelling
assumptions for each of the tested scenarios and modelling outcomes.

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Figure 6.1 Development Assumptions & Matrix Totals for further testing

Highway - Statistics for OL SPG area Public Transport - Statistics for whole of
Scenario

Homes

Jobs
London

Morning Peak Evening Peak Morning Peak

Mode Share of

Distance (pcu-

Distance (pcu-

Trips to Base
Vehicle Hours

Vehicle Hours

Additional
additional trips (%)

Crowding
Speed (kph)

Speed (kph)

Hours
(pcu-hrs)

(pcu-hrs)
Average

Average
Delay in

Delay in
Travel

Travel
km)

km)
Bus Rail LU DLR

4- 130,000 180,000 120,000 16 4,500 115,000 14 5,500 517,000 63 24 11 2 307,000

OLSPG
Preferred

5 - 80:20 130,000 180,000 115,000 18 3,500 115,000 17 3,900 521,000 63 24 11 2 308,000

mode
share

6 - Mode 130,000 180,000 115,000 19 3,300 110,000 17 3,700 N/A N/A N/A N/A N/A N/A
shift to
walking
& cycling

5v4 -2% 14% -21% -4% 21% -29%

6v4 -3% 18% -26% -6% 23% -32%

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The OLSPG preferred development scenario adds approximately 5,000 additional highway
trips compared to the Reference Case scenario and an additional 10,000 to the scenario
with background growth and no Olympic Legacy related development. The two scenarios
tested here reduce the number of highway trips but not quite to the level of the Reference
Case or the London-wide background growth only scenario. Scenario 5 reduces the number
of trips by approximately 2,000 while scenario 6 reduces the number of highway trips by
almost 5,000. This implies that even more significant changes than those tested in these two
scenarios would need to be achieved to reduce the number of highway trips to the level seen
under the Reference Case assumptions.

6.1.1. OLSPG Preferred 80:20 (Scenario 5)

The car to public transport mode share used for testing the three scenarios described
previously was 30:70. This test adjusted the mode share for additional trips associated with
the new development to 20:80 for car and public transport trips respectively. This scenario is
to test the extent of reduced congestion on the highway network as a result of the adjusted
modal shift and also to understand if there is a negative impact on the public transport
network from this increased demand. There is a package of measures which can be used to
minimise car use, for example, car parking restraints or measures which encourage public
transport use e.g. travel plans.

The modal shift reduces actual flows on the highway network around the Olympic Park,
Stratford City and sections of the A12, compared with the OLSPG preferred scenario (Figure
6.2). The decrease in demand also leads to increases in average speeds across the
corridor. Similar changes are seen in the evening peak.

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Figure 6.2 Changes in Morning peak actual flows (Scenario 5 vs. Scenario 4)

On the public transport network, there is an increase in demand for public transport to / from
Stratford. This is a reflection of the increase in inbound trips around the Stratford area. The
majority of these additional trips are on the London Underground (50 per cent of the
additional boardings) and National Rail network (25 per cent) with smaller increases seen on
the buses (18 per cent) and DLR (6 per cent).

Crowding levels in the 80:20 PT/Car mode share scenario show little difference from the
levels observed under the OLSPG Preferred scenario. The westbound Jubilee line has
increased crowding between Stratford and West Ham where the Planning Guideline
Capacity (PGC) increases from 1.1 to 1.3, although the increase still falls within acceptable
limits.

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Figure 6.3 Scenario 5 Morning Peak - Difference in PT volumes (Sc 5 vs. Sc4)

6.1.2. OLSPG Preferred scenario with additional Walk/Cycle trips (Scenario 6)

This scenario was completed to test the impact of shifting a proportion of short trips currently
made by car to walking and cycling. It is understood that trips which shift to walking and
cycling are normally from public transport rather than car but it was felt that this test was
important to show the possible impact of achieving a shift from car direct to walking and
cycling.

Journeys with trip lengths of up to 2km are considered to be of a length that could potentially
shift to walking. Trips with lengths of less than 8km could potentially shift to cycling. The LTS
model has previously assigned approximately 30 percent of short car trips in London to
walking and cycling. Current trip patterns in the East London sub-region imply that
approximately 13 percent of trips made by mechanised modes between 2005 and 2008
could have been walked; comparatively 32 percent of trips made by mechanised modes in
the sub-region could have been cycled. This is estimated using analysis of the London
Travel Demand Survey and assessing short trips. Trips are considered to not be potentially
walked or cycled if they are made by someone with a mobility impairment, elderly,
accompanying a young child or encumbered by heavy bags. About 60 percent of car trips in
the OLSPG model had trip lengths less than 8km, as shown in Figure 6.4 below.

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Figure 6.4 OLSPG area trip length distribution

Distance Morning Evening

Peak Peak
Trips within modelled zones 1% 2%
Between 0 and 2km 11% 11%
Between 2 and 8km 47% 50%
Total less than 8km 59% 63%
Greater than 8km 41% 37%
Total 100% 100%

Figure 6.5 Area where a shift to walking and cycling was considered

For the purpose of this test, 40 percent of non-business car trips (both existing and new) with
either an origin or a destination within the study area (outlined in red in the figure below
(Figure 6.5) and with a length of less than 8km were re-assigned to walking and cycling. This
was based on previous analysis undertaken by TfL in the East London Sub-Region. This is a
best case scenario, there is currently no evidence to show the proportion of these trips which

116
could realistically be shifted from car to walking and cycling. The mode share allocation for
car and public transport for this test scenario was 30:70 respectively.

The matrix totals for this scenario results in approximately 5,000 and 5,300 fewer car trips in
the morning and evening peak respectively, reflecting a reduced demand (Figure 6.6).
Demand reduces in the Olympic Park, Stratford City, and along sections the A11 when
compared with the OLSPG Preferred scenario. This results in a reduction in average delay,
particularly in Stratford City.

Figure 6.6 Changes in morning peak demand flows (Scenario 6 vs. Scenario 4)

Although, both the scenarios tested considered the impact of mode shift from car to other
modes, the impact of possible mode shift from public transport to walking and cycling should
also be considered.

6.2. Implications of the strategic modelling

The modelling and analysis above and in the previous chapters indicate that the Reference
Case growth will have a significant impact on the transport network including increasing
crowding to central London on the public transport links and increasing congestion along the
key strategic routes in the area i.e. A11, A12 and A13. Modelling of the additional
development put forward in the OLSPG suggests that highway congestion would increase
further though the public transport modelling showed limited increase in crowding on the rail
lines because most of the additional journeys are forecast to be made in the counter peak
direction. Increased numbers of bus journeys are seen in the area which would be negatively
impacted by highway congestion. The main focus of future interventions will be to reduce the

117
impact of highway congestion, by encouraging mode shift away from cars while still
supporting regeneration through enhancing connectivity into the surrounding areas, with a
particular emphasis on walking and cycling connectivity or public transport only links,
improving the attractiveness of public transport trips and using a package of measures to
minimise car trips. Though, physical infrastructure improvements to the highway network will
also be required. The modelling has also identified possible impacts at rail, DLR and
Underground stations with Bromley-by-Bow and Leyton identified as key issues.

As housing and employment increases the number of car trips will increase. However, as
regeneration and convergence takes place in the OLSPG area we would expect to see an
increase in trip rates and car ownership leading to further increases in car trips. Analysis of
the London Travel Demand Survey shows that there is a clear correlation between income
and car driver trip rates as income rises the car driver trip rate also increases. The aim of
future development should be to support this regeneration and enable residents aspirations
and needs in respect of travel are met but without significant increases in car use or car
mode share.

It is also likely that as the average level of income increases this will have an impact on trip
patterns. This is likely to increase trip rates per person and distance travelled.

The interventions described in this section mainly impact on the new development in the
area and does not consider measures to change the trip patterns or mode share of current
residents. Though, this may also need to be considered to meet the objectives of the
OLSPG.

The rest of this section groups possible interventions into three different types:

Improving the attractiveness of public transport trips

Improving the attractiveness of walking and cycling trips
Minimising vehicular use

6.2.1. Improving the attractiveness of public transport trips

There are a number of aspects to improving the attractiveness of public transport: it includes
reducing barriers to use (both perceived and actual), improving information about services
and also increasing public transport capacity.

Travel planning will be needed for both residents and visitors to the area to increase the
awareness of public transport modes as a viable alternative to car travel. This could also
lead to increased walking and cycling.

The walking routes to public transport nodes often act as a barrier to travel as they are
perceived to be unsafe or the route to the entrance may be convoluted and not follow desire
lines. It is important that the walking routes to all public transport nodes (both bus stops and
rail stations) meet best practice design standards and provide safe and convenient routes to
stations and stops. PERS audits of the stations will also improve connectivity by addressing
issues to increase usage. Considering crowd density and ensuring ease of travel for all
(including people with disabilities) should ensure a greater likelihood of a mode shift to

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walking. There is an overlap here with some of the schemes included in the local
connectivity section.

The attractiveness of bus journeys should be considered to encourage use of buses for short
trips which can not be made through walking and cycling. Ensuring that bus journey times
are reasonable and reliable will be a key part of increasing the attractiveness of these trips
and encouraging travel by bus rather than car. Bus priority measures will need to be used to
reduce the impact of highway congestion on bus journey times and improve reliability.
Sufficient bus stands and facilities will need to be provided to meet both the additional
demand from the increased population and employment levels and to support the increased
mode share of buses required in this area. The road layout will need to support direct
routings, including bus only links/bridges, for example, Sugar House Lane to the River Lea,
Bromley-by-Bow North to Three Mills Lane, Devas Street to Bow Road via Devons Road and
Stroudley Walk as well as two-way operation of Eastway for buses. Sufficient infrastructure
will need to be provided including enough to cover future growth, including stations, stands
and depots. There is substantial growth expected between Stratford and Walthamstow,
Leyton, Mile End, Bow, Hackney, West Ham and along the Romford Road corridor. The
exact locations of the infrastructure would be dependent on the frequency increases and
route alignments introduced, and so would need to be agreed when detailed service
planning has taken place. Also, existing infrastructure will need to be safeguarded. It is also
important the traffic conditions do not compromise the reliable operation of the bus network.

Increasing public transport capacity to key destinations for local residents and employees of
the area could also increase the attractiveness of public transport trips by increasing the
number of destinations that can be conveniently reached by public transport and by
controlling crowding. The schemes included in the Mayor‟s Transport Strategy full strategy
may assist in this. New developments will be expected to contribute to this.

A specific scheme which could benefit this area would be increasing train frequency on the
Central Line. The Central line currently operates a morning peak frequency of 30 trains per
hour westbound and 27 trains per hour eastbound for a short period of time. A power
upgrade would allow 30 trains per hour to be operated in both directions for a sustained
period of 2.5 hours during the morning peak.

A business case of the power upgrade, conducted in 2007, found a good benefit cost ratio.
The case for the power upgrade would increase if the benefits calculation included the
OLSPG induced demand. The power upgrade could have the following benefits for the
OLSPG:

Increase the frequency of eastbound services and therefore reduce journey times for
people taking eastbound morning peak journeys (a substantial number of people
were modelled to make this journey to the OLSPG for employment).
Improve the reliability of the Central line, having benefits for OLSPG residents and
employees. The operation of the current timetable with the power supply available
means that the risk of power-related performance issues is increased.
Encourage more people to use London Underground services as opposed to private
cars and therefore help to reduce highway congestion.

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 Help reduce crowding through central London, which may be made worse if people
working in the OLSPG area are travelling from destinations from the west.
Help relieve Jubilee line eastbound crowding, which is set to worsen with the
developments in the OLSPG area.
The requirement for the power upgrade may become more pressing if the
employment in the OLSPG is of the type to attract demand from further afield (higher
end employment, similar to that found on the Isle of Dogs). This type of employment
could lead to an increase in west-east morning peak flows and add to crowding on
the Central line.

The estimated cost of £50 to 60 million (derived in 2007) and includes 60% contingency.
Further work would be required on this to fully understand the possible benefits of the
scheme as a whole and specifically to the Olympic Legacy area.

Demand on the Stratford to Canary Wharf leg of the DLR is heavy in the morning peak and
this line could not accommodate substantially more passengers with the current capacity.
Beyond January 2012, there will be 10 trains per hour on this section as a misture of 2 and 3
car services, one option to increase capacity could be to lengthen more services to 3 car.
The estimated capital cost per vehicle is £2.5 million. Alongside or instead of 3-car
operation, increasing the frequency of trains on this route would also increase capacity.
However in order, to achieve increased train frequency the section between Bow Church
and Stratford would need to be double-tracked. This would also lead to a reliability benefit.
There would be synergies in delivering double tracking when Crossrail was on site.
However, some potential issues around deliverability have been identified, and land would
potentially need to be safeguarded. The cost of double-tracking would be an approximate
£50 million (Note: This includes the cost of all land). Further work would be required on this
to understand the possible benefits of these schemes as a whole and specifically to the
Olympic Legacy area.

DLR modelling suggests that there will be crowding on the Stratford International to Canning
Town route and that frequency enhancement (possibly through 3-car operation) may be
needed from around 2015/16.

Both the East London Sub-Regional Transport Plan and this study have identified that there
is a gap in public transport links between Stratford and areas to the north e.g. Walthamstow
and Tottenham Hale. This has also been highlighted by the public transport modelling for
this study which has shown that there is an increased demand for bus trips along this
corridor in the future. A number of schemes have been considered for this route including
increasing the frequency of services from Tottenham Hale to Stratford and constructing the
Hall Farm Curve to enable direct train services from Chingford and Walthamstow to
Stratford. These are being examined in the High Level Output Specification (HLOS2) for the
period 2014-2019. The layout of Stratford Regional station currently acts as a constraint to
the number of additional trains that could be run along this route without having to reduce
the frequency of other routes running through the station. Additional infrastructure works at
Stratford Regional station, for example, to deliver additional platforms would allow some
Cambridge to Liverpool Street services to run via Stratford to provide improved links along

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the growth corridor to Cambridge and down to Canary Wharf are required. However, the
infrastructure works at Stratford would be expensive.

Lea Bridge station was sited on the line between Tottenham Hale and Stratford close to
where the A104 Lea Bridge Road crosses the line. Analysis has been carried out by TfL in
the past into re-opening the station alongside re-opening the Hall Farm Curve. This showed
that there was insufficient demand to justify reopening the station. The catchment area of the
station composed mostly of industrial estate and open space. The development capacity
study carried out by the GLA does not change the land use of the catchment area of the
station or propose significant intensification of the current land use; therefore the demand for
a station here will remain low. A report by MVA and First Class Partnerships in January 2010
found that the business case ratio for the Hall Farm Curve is slightly higher without the Lea
Bridge station included. Therefore, Transport Study does not recommend a station at Lea
Bridge as a necessary requirement to support the development of the area as proposed in
the Olympic Legacy SPG.

DLR Extensions from Stratford International to Walthamstow and Tottenham Hale have also
been considered as part of the East London Sub-Regional Transport Plan analysis. Neither
of these two DLR schemes was considered to be very strong due to issues over cost of
delivering the schemes and potential demand. Further work would be required on this
strategic link to understand the possible benefits and costs of the schemes to decide what
the best way to go forward is.

In 2009, the Department for Transport asked the Mayor of London to review the Chelsea
Hackney Line (Crossrail 2) scheme. This review has commenced. The key objectives of the
Chelsea-Hackney Line route are:
Alleviate crowding
Improve termini dispersal
Improve connectivity
Support growth and regeneration
Ensure value for money
Improve transport quality
Reduce CO2 emissions

The emerging strategy for the Chelsea-Hackney line is a new rail route across London
delivered in a number of phases based on the safeguarded corridor potentially connecting
Chelsea to Hackney via Victoria, Euston and King Cross. The current assumed timescale is
for the central London phase 1 to be delivered before 2031 with further phases post 2031.
The Chelsea-Hackney review will consider the impact of the growth in the OLSPG area.
Further engagement will be conducted as the review and preferred route is developed. It is
expected that the review will report to the Mayor in summer 2011 describing three or four
priority options. The current safeguarded route will remain until the final option has been
agreed. The phase 1 route may provide additional routes to central London and south-west
London via bus feeder services from the OLSPG area.

Proposals for a second high-speed line to link the centre of London with Birmingham, in the
first instance, as part of a possible wider domestic high-speed rail network, are currently
being considered by the Department for Transport. The opportunity to provide good linkage

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between High Speed 1 and 2 is being considered to enable the maximum benefit from the
two lines to be realised. A good linkage between High Speed 1 and 2 would enable Stratford
to be linked directly with major UK cities including Manchester and Birmingham. It could also
provide a faster service to Heathrow than the Crossrail line will provide. The London and
South East Route Utilisation Strategy draft for consultation, December 2010, recommends
that detailed consideration of the impacts of a link between High Speed 1 and 2 is required,
given the significant interface with the North London line. A way forward is required which is
consistent with the strategy for both local passenger services and longer distance freight
services. TfL support this recommendation and will support the development of a national
high-speed rail network in line with proposal 4 of the Mayor‟s Transport Strategy.

Stratford International station also provides an opportunity to improve Stratford‟s connectivity

to both national and international destinations as schemes are proposed this benefit should
be considered in line with Proposal 1 of the Mayor‟s Transport Strategy.

This Study also considered the impact on stations and identified that there are congestion
problems at Leyton and Bromley-by-Bow stations currently and these are expected to
increase. Improvements will need to be made to these stations and suggestions have been
made earlier in this study. The impact on other stations will need to continue to be
considered as plans develop in more detail for this area to ensure that congestion or poor
quality of stations does not act as a deterrent to use or become a safety issue.

6.2.2. Improving the attractiveness of walking and cycling trips

The modelling and analysis above shows that there would be an improvement in highway
congestion if more local short trips were made by walking and cycling though there would
still be some congestion issues remaining. In order to support this level of increase,
infrastructure measures need to be planned from the OLSPG stage and carried through to
implementation.

There are a number of ways to improve the attractiveness of walking and cycling trips
including improving local connectivity, improving wayfinding and legibility and ensuring good
design which improved both the perception of safety and actual safety.

The local connectivity interventions developed in the earlier chapter will ensure that the
Olympic Legacy SPG area is well connected and severance is reduced so that it is possible
and desirable to make short local trips by either walking or cycling. These connections
should be implemented and current connections maintained to ensure that this new piece of
city is successfully integrated into the surrounding city. These schemes should also follow
current best practice guidance.

The local connectivity interventions also include the need to ensure wayfinding and legibility
while walking and cycling around the area are good. The wayfinding schemes should follow
current best practice guidance and design. It is important to ensure good permeable routes
are provided through new developments and that sites are linked with the local area,
supported by a consistent wayfinding system.

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It is also important that future studies of this area consider the possible impact of the
increased levels of walking and cycling on the highway network. This study has not been
able to consider this impact.

Future highway schemes will need to have the highest possible provisions for walking and
cycling, and the design of every facility needs to consider the needs of pedestrians and
cyclists. Encouraging walking and cycling through improved information and travel planning
will also be required to ensure that both residents and visitors have the information to enable
them to walk or cycle to their destination.

The future Masterplans and developments will need to support reducing the need to travel
and ensuring that good access to opportunities and services is designed in at the planning
stage. It will also be important to encourage people to work and live in the area.

Specific measures to encourage cycling would be providing easy access to secure cycle
parking for residents, with corresponding limits on car parking. As well as ensuring adequate
consideration of cyclists in the design of new roads with cycle lanes and clear paths
indicated through all junctions, taking some elements from Barclays Cycle Superhighways
and using the design principles set out in the London Cycling Design Standards. Cycle
Hubs, areas with significant cycle parking and other key bike infrastructure for example cycle
maintenance shops, should also be considered.

The urban form of new developments is critical to encouraging cycling, in particular:

An emphasis on mixed development, to ensure convenient and quick access by
bike from home to services
Providing easy access to secure cycle parking for residents, with corresponding
limits on car parking
Ensuring good permeable routes are provided through new developments and
that sites are linked with the local area, supported by a consistent wayfinding
system
Ensuring adequate consideration of cyclists in the design of new roads with cycle
lanes and clear paths indicated through all junctions, taking some elements from
Barclays Cycle Superhighways

The Cycle Hire scheme is being extended east into Tower Hamlets by 2012. There may be
further opportunity to extend the Cycle Hire scheme to the OLSPG area, though that will
depend significantly on demand. Cycle Hire schemes work best is very dense areas with
high levels of travel demand as stands need to be close together in order to be attractive to
users. They would not be used if the stands are not close to the origin and destination of the
local trips they are being used for. Also, the scheme needs to be self supporting with only a
small number of bikes being redistributed to high demand stands, otherwise the cost of
ensuring the bikes are in the correct place becomes prohibitive.

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6.2.3. Minimise vehicular use

As well as the measures described above, it will also be necessary to put in measures which
minimise vehicular use both private cars and commercial vehicles. It is important to consider
the impact of these measures in terms of the aspiration for regeneration and convergence.
Generally, as income increases, trip rates, car trip rates and car ownership also increase. It
is important that the need to manage the growth sustainably in terms of transport doesn‟t
negatively impact regeneration and convergence. As this is an area with significant
development there is an opportunity to fully design in measures which support low car use.

Minimising the use of private cars needs to consider both residents‟ car use and trips into the
area by either employees or visitors. Discouraging residents‟ car use could be done in a
number of ways, for example, reducing the number of parking spaces to below London Plan
standards, encourage shared car use through car clubs and considering the location of
resident parking so that it is not directly outside the front door. Car free or public transport
led developments could also be considered in areas with high PTALs and good access to
opportunities and services. The number of parking spaces for employment land uses should
also be below London Plan standards. Future trip attractors, for example, the sports venues,
should also consider tougher parking standards.

The ability of coach and taxi services to support reduced car use around, into and away from
the area should also be considered. Further coach provision will need to be reviewed as post
games venues and wider development plans / land uses evolve. The impact of providing
coach parking for hotels, leisure, stadia and major exhibition venue to support demand in
appropriate locations will need to be considered. This will aid reducing congestion on the
road network and visitor safety.

Freight movements should also be considered and reduced where possible. Freight is not
only negatively impacted by congestion but also a significant contributor. Therefore,
measures to support the use of more sustainable modes for freight movement will need to
be considered, this would include the use of the river and rail as appropriate.

The potential changes of use of existing freight and servicing activity and other new land
uses will give rise to differing patterns of freight and servicing movement in the area.
Therefore, the following actions should be pursued:

Reducing the volume of delivery and servicing trips

Changing the pattern of delivery and servicing trips and specifically reducing the
number of trips during the peak travel periods
Shifting mode share from road to other more sustainable modes such as water and
rail, and the provision of more cycling and walking local freight solutions. To support
freight movement by the water bridges over canals should allow for navigable
movement.
Seeking opportunities to provide freight and servicing consolidation centres
Seek to provide the right facilities to promote night time distribution and servicing
Preparation of Construction and Logistics Plans and Deliveries and Servicing Plans

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As the plans develop freight usage across the area and its surroundings should be
considered to ensure that adequate facilities are provided for local residents. The impact of
the displaced industrial/commercial land uses should also be considered and consideration
given to supporting their return if this would lead to reduced total mileage, pollution and
congestion.

The impact of other interventions on freight movement should be considered and trade-offs
made where necessary. For example, publicly accessible wharfs which are not currently
safeguarded could be made redundant by walking and cycling routes along the river.

The areas identified for major change in the OLSPG are mainly existing industrial and
logistics areas. These areas employ a range of staff and provide a range of services and
goods for the local area and the wider London and South East England regions. Any change
to these areas needs to recognise that any regeneration activity will displace existing activity,
generating different patterns and levels of freight (and other transport) activity, possibly
leading to longer trips on main transport corridors as businesses are located further from the
centres of their core activity.

The measures described above will support reducing car use and increasing trips made
through walking, cycling and public transport. However, the modelling and analysis in this
Study showed that there is still likely to be congestion on the road network in the area
particularly on the A12 and A11. A number of junctions have also been identified through the
strategic modelling as not working efficiently under these development assumptions. Future
developments and Masterplans should complete further modelling to understand the impact
of the issues at these junctions in more detail and propose measures to improve the
situation.

6.2.4. Highway Improvements

Enhancements will be required on the highway network in order to maintain an acceptable

performance including for buses and freight. Possible interventions could include
improvements to junctions and road layout. As well as, measures to reduce car use for
example, promoting car clubs, car sharing and taxi facilities.

The River Crossings Package could also have a significant impact. A key issue for the area
is the resilience of the highway network particularly to an incident in the Blackwall Tunnel
which if it leads to a closure of the Tunnel leads to wide spread congestion across the area
and significantly higher journey times and reduced journey time reliability. The proposed
vehicle link at Silvertown would help to mitigate the impact of incidents at Blackwall Tunnel
but would not reduce day to day congestion. The Mayor‟s Transport Strategy and Sub-
Regional Transport Plans identify and aim to respond to the issue of congestion across the
whole of London, Proposal 30 in the Mayor‟s Transport Strategy states that measures will be
introduced to smooth traffic flow to manage congestion for all people and freight movements
on the road network and maximise the efficiency of the network. The Mayor‟s Transport
Strategy proposed that the road network would be managed through the development of a
corridor approach. The A12 and A13 are strategic London-wide corridors and part of the
TLRN. Their performance is monitored and the impact of interventions tested as part of the
Network Operating Strategy. Development proposals will need to consider their impact on

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the highway network and provide interventions to maintain an acceptable performance of the
highway.

6.2.5. Progression towards 2031

This modelling and Strategic Transport Study considers only the end state, however, the
progression towards this end state needs to be considered as it will lead to its own transport
issues.

Due to the size of the area it will not be built out in one phase and so some parcels of land
will be subject to interim uses which will generate trips. The impact of these trips needs to be
considered by developers.

The modelling assumes that people will work and live in the area. However, this is unlikely to
happen immediately and may take some time to come to fruition. The order of build out and
phasing will need to be considered to enable people to work and live in the area from the
beginning. Also, the skills of the residents and the jobs available in the local area will need to
be matched by increasing the skills of the residents or by encouraging jobs of the
appropriate level to the area.

Although, the modelling assumes a high percentage of people travelling from the East to
work in the area, in fact, we may see people initially travelling from other areas. The origin of
trips to the OLSPG development area will vary depending on the type of employment offered
there. If employees travel from further afield to work in the area, or if the new population
does not have employment opportunities in the local area, this would lead to different
impacts on the public transport network than seen in this study. For example, it is likely that
this would lead to increases in crowding on the London Underground routes as the travel
would not be in the counter-peak direction. Therefore, it is key that the land use policies for
this area do enable high levels of living and working in close proximity.

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7. Conclusions

The Reference Case growth based on the London Plan minimum capacity estimates will
have a significant impact on the transport network including increasing crowding to central
London on the public transport links and increasing congestion along the key strategic routes
in the area i.e. A12, A13. Modelling of the development promoted by the SPG suggests that
highway congestion would increase further though the public transport modelling showed
limited increase in crowding on the rail lines due to most of the growth in journeys being
made in the counter peak direction. Increased numbers of bus journeys are seen in the area.

The main focus of future interventions will be encouraging mode shift away from cars while
still supporting regeneration through enhancing connectivity into the surrounding areas, with
a particular emphasis on walking and cycling connectivity or public transport only links,
improving the attractiveness of public transport trips and using a package of measures to
minimise car trips. The modelling has identified the possible impacts at rail, DLR and
Underground stations, especially at Bromley-by-Bow and Leyton stations.

As plans for this area become more developed through masterplaning and planning
applications the impacts of this development identified here will need to be analysed in more
detail.

The study has identified connectivity interventions which must be delivered to support the
integration of the development into the surrounding areas. This study has not undertaken
feasibility or detailed modelling of the possible impacts of these connections, this will need to
be completed in line with TfL‟s Network Assurance Guidance.

7.1. Deliverability and Implementation

The GLA will prepare and publish a Delivery Study for the OLSPG that will:
Assess, identify and quantify the social, community and transport infrastructure
requirements of the development the OLSPG envisages.
Assess the delivery and investment plans of key land owners, agencies and
infrastructure providers.
Further test the assumptions underpinning the OLSPG‟s land use, housing and
employment floorspace.
Provide an infrastructure requirements evidence base and outline key delivery actions.
Provide a high level viability assessment for the potential development of S106 and/or
Community Infrastructure Levy/ies (CIL) to support the delivery of strategic
infrastructure.
Prepare a high level viability assessment to determine how development proposals
can help support and deliver the required strategic infrastructure.

This material and analysis will form part of a shared evidence base that could be used by
boroughs, the ODA, LTGDC, and, once established, the MDC, to develop S106, tariff and
CIL approaches. This study will be published during consultation on the OLSPG and inform
the final Guidance.

7.2. Next Steps and Future Studies

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This Strategic Transport Study has considered possible interventions to mitigate against the
negative impacts of the development promoted in the SPG.

Further work is required as the redevelopment plans are developed in more detail, to enable
more detailed understanding of the transport requirements in the OLSPG area. Figure 7.1
describes further studies that would be required

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Figure 7.1 Further studies

Task/Mode Future Study

Bus Further assessment of the bus priority measures and infrastructure
(such as bus stands) required to deliver the bus services to support
the OLSPG development.
Underground Further investigation of the benefits of the Central Line Power
Upgrade
Further modelling of passenger flows and investigation of the
requirements at Bromley-By-Bow and Leyton stations.
DLR Further investigation of the impact of the preferred development
scenario on operations of DLR stations
Freight Further investigation of the impact of the preferred development
scenario on changes in freight patterns.
Cumulative Impact Understanding the cumulate effects of development in the
of Opportunity Area Opportunity Areas in the East London sub-region on the transport
Development in network
East London
Package of Further understanding of the transport package of measures with
measures costs.

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Annex A: List of connectivity schemes assumed to have been implemented in the OLSPG area by 2014
No: Name Description Source of Funding Borough Status
1 Staggered, at-grade crossing to provide improved
access between Aberfeldy and East India Dock,
together with enhancements to the existing
uncontrolled crossing at Nutmeg Lane. The new Already being
A13 / Nutmeg Lane, Pedestrian LTGDC &
crossing would enhance access to bus stops on East implemented - Tower Hamlets
Crossing developer
India Dock Road, and links in with the wider strategic Assumption for 2014
pedestrian and cycle networks. It provides a crossing
where there is no existing facility. Regeneration of
Aberfeldy estate and River Lea sites.
2 New signalled, pedestrian crossing across A12 at Already being
A12 – Lochnagar signal junction with Lochnagar Street and Zetland Street. implemented -
LTGDC Tower Hamlets
controlled junction Also provides traffic calming measure, and a potential Assumption for early
access point for buses to/from A12. 2011
3 Already being
Limehouse Cut towpath Provide new connection to footways on east side of
implemented - Tower Hamlets
connection A12.
Assumption for 2014
4 Provision of controlled pedestrian / cycle crossing
facilities, together with introduction of landscaping on Already being
A12 – A11 Bow Roundabout
roundabout. JMP commissioned by TfL to design implemented - OPTEMS Tower Hamlets
new – ped crossings
scheme. Funding via OPTEMS (Olympic Park S106 Assumption for 2014
money)
5 Pontoon link under A11 to provide missing link on
towpath. Crosses River Lea at Bow.
Leaside Regeneration are currently developing the Already being
Pontoon link under A11 for
structural design and preparation of works package. implemented - Tower Hamlets
ped/cycle access
Leaside Regen are liaising with TfL regarding placing Assumption for 2014
of structures on TfL land, fixing to TfL structures and
TfL PD rights.
6 Increase capacity at junction and upgrade existing
Already being
pedestrian/cycle facilities at existing junction. Key
A12 – Tredegar Road junction implemented - Tower Hamlets
local highway link across A12 plus provides access for
Assumption for 2014
buses onto and off A12.

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7 Upgrade this key pedestrian/cycle link from Greenway
to Victoria Park by improving the current underpass
which is one of the only vehicular dominated sections Already being
Greenway – Wick Lane ODA, OPTEMS
of the Greenway link to Victoria Park. implemented - Tower Hamlets
underpass improvement and LTGDC
ODA have appointed SDG to undertake options Assumption for 2014
analysis and feasibility for chosen scheme. Final option
has high element of urban realm improvement.
8 Existing one way vehicular link into Hackney Wick to
be upgraded to allow two-way flow for buses. This
Already being
allows buses to serve the media centre and LMF site. OPTEMS (part-
Eastway Bus Link Two Way implemented - Hackney
Will provide improved bus access between Hackney funded)
Assumption for 2014
Wick and LMF site. Funding identified from OPTEMS
(S106).
9 Physical enhancements to the eastern footway linking
Already being
Wick Road Underpass Victoria Park and Hackney including footway widening,
implemented - Hackney
improvements improved surfacing and landscaping. Part of the
Assumption for 2014
strategic cycle network.
10 Will improve links between Victoria Park and Hackney
Wick via existing footbridge.
Involves installation of steps associated with the
Already being
Victoria Footbridge existing zigzag ramp on the Hackney Wick side. The
implemented - LTGDC Hackney
Enhancements proposals include the creation of an arrival point either
Assumption for 2014
side of the bridge to guide people to the station/ HUB
area upon redevelopment of Hackney Wick (East) and
Victoria Park (West).
11 Public realm improvements along Wick Road between Already being
Wick Road / Northbound junction of Cassland Road and Eastway implemented - Hackney
Offslip/Onslip improvements
Assumption for 2014
12 Hackney Wick Parking Controls To address the potential overspill of construction
Completed OPTEMS LB Hackney
- Implementation workers parking within the local area.
13 To introduce a branded walking and cycling route
linking the Greenwich and Deptford National Rail
stations. The route will utilise a combination of existing Already being
Greenwich - Deptford Stations -
infrastructure, notably the Hatch lifting bridge which implemented - OPTEMS LB Greenwich
Branded Cycling Route
carries the Norman Road to Creekside leg of the route Assumption for 2014
over Deptford Creek. The expansion of the route will
provide better walking and cycling access between

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 Deptford and Greenwich generally.
14 Improved traffic flow in the Brookfield Road area by
further linking of signals (Convert UTC to SCOOT)
(nodes 13, 14, 15, 16 & 17). Junctions include
• Wick Rd / Cassland Rd / Kenworthy Rd / Brookfield
Rd;
• Wick Rd / Victoria Park Rd / Cadogan Terrace;
• Wick Rd / Off slip;
• Wick Rd / On slip; and
• Chapman Rd / Wick Rd / Eastway.
Already being
The Wick Road junctions form part of the Olympic
Wick Road Junctions implemented - OPTEMS LB Hackney
Road Network (ORN). The Olympic Road Network
Assumption for 2014
(ORN) Team have indicated that as of June 2009
eighty percent of the junctions on the ORN have been
fitted with SCOOT (Signal Cycle Optimisation Offset
Technique). The ORN are set to undertake a review of
the existing operation of the outlined junctions and
convert the current UTC (Urban Traffic Control) system
to SCOOT five junctions form part of the TLRN and are
therefore controlled by Transport for London (TfL). The
scheme will be led by TfL.
15 Traffic calming scheme along Cadogan Terrace in
conjunction with LBTH to reduce rat running along
residential road near to Junction 14. A raised entry
treatment will be provided at Wick Road / Cadogan
Terrace and a raised junction treatment will be
installed at Cadogan Terrace / Cadogan Close. If
deemed necessary improved traffic calming measures
are to be provided at appropriate spacings to Already being
Cadogan Terrace Traffic
encourage local vehicle use only. Moreover, the implemented - OPTEMS LB Hackney
Calming
improved treatment at the Cadogan Terrace / Cadogan Assumption for 2014
Close junction will be designed to provide a safer and
more convenient route for pedestrians and cyclists
travelling between Victoria Park and the Hackney Wick
Area via the Wallis Road Bridge (OPTEMS Bid). The
scheme will be complemented by a similar treatment
by LBTH at the south end of Cadogan Terrace,
building on the ODA Greenway – Victoria Park

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 improvement scheme. This will also be the subject of
an OPTEMS bid from LBTH.
16 A scheme to improve the walking and cycling
conditions within the Hackney Wick Area. Scheme
involves:
• Improving walking in the area through providing way- Already being
Hackney Wick Walking and
finding signage; implemented - OPTEMS LB Hackney
Cycling Scheme
• Resurfacing works/ urban realm improvements; and Assumption for 2014
• Determine the feasibility of providing additional
pedestrian and cycle links were feasible through the
area and in particular through the Trowbridge Estate.
17 Scheme to improve conditions for cyclists at node 162. Already being
Balls Pond Road/ Southgate
Scheme involves providing advanced signal implemented - OPTEMS LB Hackney
Road
linemarking (ASL) on each of the junction‟s four legs. Assumption for 2014
18 Scheme to improve conditions for cyclists within the
Already being
Kingsland High Street (A10)/ vicinity of the junction (node 110). The scheme
implemented - OPTEMS LB Hackney
Crossway/ Shacklewell Lane involves providing a drop kerb at the junction of
Assumption for 2014
Kingsland High Street and John Campbell Road.
19 Scheme to reconfigure/ improve the existing junction
node 108 to better cater for the east-west movement of
cyclists. The crossing location provides a key crossing
Already being
point for east-west bicycle trips particularly those
Mare Street/ Well Street implemented - OPTEMS LB Hackney
travelling to and from Victoria Park and the Olympic
Assumption for 2014
Park. A feasibility study is currently being undertaken
by the LBH and the outcomes of this study will
determine the extent of works possible.
20 Scheme to undertake minor works (including
realignment of a kerb) at the junction of Lower Clapton
Road (A102)/ Urswick Road and convert the existing
pedestrian zebra crossing at the junction of Lower
Clapton Road and Powerscroft Road to a shared use Already being
Lower Clapton Road (A102)/
crossing for pedestrians and cyclists. The scheme in implemented - OPTEMS LB Hackney
Urswick Road
general aims to improve conditions for cyclists in the Assumption for 2014
area. Scheme involves providing advanced signal
linemarking (ASL) at the main junction and providing
pedestrian and cyclist crossing point at Powerscroft
Road at node 103. Improve pedestrian and cycle

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 facilities at the node and in the surrounding area to
reduce the reliance on private vehicle travel in the
area.
21 Already being
Homerton High Street/ Scheme involves the installation of priority T-junction at
implemented - OPTEMS LB Hackney
Kenworthy Road/ Marsh Hill the intersection of node 104.
Assumption for 2014
22 Package of measures aimed at improving walking
connectivity to and from key public transport
interchanges in the Borough in order to ensure a high
level of sustainable travel to the Olympic Park both pre
Walking Improvements to and Games and in Legacy. Already being
from Public Transport Stations • Phase 1 (pre-games): The following stations have implemented - OPTEMS LB Newham
- Pre Games been selected for walking route improvements to/from Assumption for 2014
the Olympic Park and venues, and to/from the
surrounding residential catchment areas to the station:
Maryland, Forest Gate, Wanstead Park, West Ham,
Plaistow;
23 Package of improvements intended to upgrade existing
Improvement and Provision of crossing facilities for disabled people at Perimeter and Already being
Crossing Facilities for People Off Site Junctions, and provide new controlled crossing implemented - OPTEMS LB Newham
with Disabilities facilities, on key walking routes to the Olympic Park Assumption for 2014
and venues.
24 Package of measures aimed at improving the safety,
comfort, accessibility and connectivity of the strategic
cycling network to and from the Olympic Park and
related venues, to ensure a high level of sustainable
travel to the Olympic Park both pre Games and in
Already being
Cycle Route Improvements - Legacy.
implemented - OPTEMS LB Newham
Pre Games Phase 1 – Pre Games:
Assumption for 2014
• Royal Docks to Stratford Cycle Route (via Prince
Regent Lane, Plaistow and West Ham Lane); East
Ham (via Upton Park) to Stratford Town Centre and
Olympic Park;
• Connection to the Elevated Greenway.

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25 Environmental enhancements to the Greenway –
Missing Link between the entrance to the Greenway
and St.Mark‟s Gate entrance to Victoria Park together
with traffic calming and environmental improvements to
Cadogan Terrace including:
• Feature gateway entrance to Victoria Park at the
junction with Cadogan Terrace
• Raised table and carriageway narrowing between
Jodrell Road and the bridge over the Hertford Union
canal
Already being LB Hackney
Cadogan Terrace & 'Missing • Raised carriageway incorporating inset parking bays
implemented - OPTEMS and LB Tower
Link' Enhancements on Cadogan Terrace between St. Marks Gate and
Assumption for 2014 Hamlets
Cadogan Close [the boundary with LB Hackney].
The scheme will be complemented by a similar
treatment by LB Hackney for the northern of Cadogan
Terrace which is also the subject of an OPTEMS bid
from LBH and links to another LBH OPTEMS bid H09
Wallis Road Bridge Upgrade.The proposals for the
treatment of Cadogan Terrace in its entirety , in turn,
complements the masterplan for the refurbishment of
Victoria Park which has identified the need to improve
key access routes into the park.
26 Ruckholt Road E10 (High Rd to Temple Mills Lane and
including Ruckholt Road Bridge). Improved traffic flow
and safety along the route and at Nodes 25, 26, 27,
28, 30.Options considered for the submission:
Option A – making improvements to Ruckholt Road
Already being
(between High Road Leyton and Olliver Road) LB Waltham
Ruckholt Road Area implemented - OPTEMS
including the junctions of Marshall Road and Ruckholt Forest
Assumption for 2014
Close.
Option B – Making improvements to Ruckholt Road
(between High Road Leyton and Temple Mills Lane)
and all signalized nodes only. [refer to detailed
proforma]
27 Provision of Marsh Lane footbridge ramps to enable Already being
LB Waltham
Marsh Lane Footbridge cyclists and wheelchair users to travel b/n Leyton, implemented - OPTEMS
Forest
Walthamstow, Redbridge and the Olympic Park. Assumption for 2014

135
28 Contribution from OPTEMS towards signage and
Signage and Way-finding for
wayfinding elements of the Fatwalk scheme - a Already being
the Fatwalk Cycling and
continuous walk/cycle path being implemeneted along implemented - OPTEMS
Pedestrian Parkland to Olympic
the river Lea from the Olympic Park to the Thames. Assumption for 2014
Park
LTGDC is funding the majority of the scheme.
29 Already being
Carpenters Estate - diagonal Improvements to Hutchins Close / Wilmer Lea Close
implemented - LBN
link to DLR station Diagonal from Stratford High St DLR to Olympics
Assumption for 2014
30 Implementation of a Home Zone type treatment in
Wise Road; Enhance estate pedestrian movement
through the estate; New communal parking areas,
street furniture and provision for cycle parking as
necessary; Relocation and upgrade of the existing play
area; High amenity paths and enhanced lighting;
Remove visual barriers and street clutter; Upgrade to
Already being
carriageway & footway surfaces. The scheme will
Wise/Kerrison Roads implemented - LBN
improve the traffic flows and reduce congestion within
Assumption for 2014
the estate and ensure that residential amenity is
maintained. The scheme will improve permeability and
maximise the potential for sustainable trips to the
Olympic Park and ensure their integration with the
newly developed area. It will also address the cliff-
edge effect of the Olympic Park and proposed
improvements to the Stratford High Street „streetscene‟
31 (a) repaving the road, reducing street clutter, new
Already being
street lighting new planting, (b) laying out of two pocket
Stratford High St 2012 implemented - LBN
parks, (c) Landscaping and public realm improvements
Assumption for 2014
to Cam Rd and the entrance to the Channelsea Path
32 Already being
Stratford High St Carpenters Phase 2 of LBN Stratford High St project - Carpenters
implemented - LBN
Road Road upgrade
Assumption for 2014
33 Re-scoped at CLG request to focus on priorities of
town centre improvement - heritage façade;
Already being
streetscene improvements and reallocation of
Roman Road Town Centre implemented - LBTH
roadspace; wayfinding; public realm improvement to
Assumption for 2014
overcome barriers to movement; improved public
space and street market infrastructure.

136
34 As proposed by the Boroughs (a) Improvements to St
Mark‟s Gate, Victoria Park; (b) Mitford Canal Bridge;
(c) A12 bridge; (d) Wick Lane from Jodrell Road to
Already being
Crown Close; (e) Greenway surfacing in character
The Greenway Links implemented - LBTH
areas along Wick Lane between Victoria Park and
Assumption for 2014
Crown Close; (f) Footway improvements from
Greenway, along Wick Lane, across Crown Bridge to
Parnell Road junction with Roman Road.
35 Allow all turning movements at the junction for buses
Abbot Rd/ A13 junction Pre 2014
only
36 Bridge (suitable for pedestrians and cycles as well as
vehicles) over Jubilee Line at the DLR at Star Lane
Star Lane Bridge Pre 2014
with connection to Manor Road and Star Lane DLR
Station
37 Upgrade and improve the existing vehicular bridge.
Stephenson Street Bridge Pre 2014
Including pedestrian and cycle facilities.
38 Road to connect Bridge Road with Abbey Road for
Bridge Road Bus Link Pre 2014
buses and cycles only
39 Junction/signals to allow turning movements for buses
Bridge Road/A11 junction Pre 2014
at junction of Bridge Road link and A11
40 Pedestrian and cycle bridge on Manor Road and the
Jubilee Line at Milner Road or Gainsborough Road.
Manor Road Footbridge No decision has yat been made by others on a public Pre 2014
access crossing at West Ham station nor new western
access ticket hall and entrance.
41 Different options for the ramp –see ODA proposals;
West Ham Olympic Ramp The ODA is still to confirm the preferred option. Pre 2014
Feasibility studies are ongoing.
42 Long Wall Pedestrian Link Pedestrian and cycle ramp Pre 2014
43 Up-grade footpath for pedestrian and add cycle
Rick Roberts Way Pre 2014
facilities; selective road widening and upgrading
44 Signaled junction on the A12 at Devas Street with
pedestrian crossings and cycle facilities. Note: at this
Devas St/A12 junction Pre 2014
stage a feasible scheme has to be determined – see
Appendix A discussion on A12.
45 Upgrade Three Mills Lane Bridge (for vehicle and
Three Mill lane Bridge Pre 2014
pedestrian)

137
46 Upgrade Three Mills Lane Road for access to Three
Three Mill lane Road Pre 2014
Mills Development
47 Upgrade the existing Crows Road bridge over the
Crows Rd Manor Rd Link Jubilee Line and Bridge over Manor Road to link to Pre 2014
Manor Road
48 Upgrade Crows Road and allow access to the Islamic
Crows Rd Pre 2014
site
49 Upgrade the existing tunnel under the District Line to
Crows Rd underpass Pre 2014
link Sarsen Road to Crows Road
50 Upgrade Sarsen Road to link Cody Road to Crows
Sarsen Close Pre 2014
Road
51 Improve pedestrian and cycle
Public realm improvements to enhance pedestrian and
route under the A12 from Pre 2014 Hackney
cycling connectivity.
Eastway to Mabley Green
52 New wayfinding interventions in line with the TfL
Legible London scheme, to provide a coordinated
approach to pedestrian signage. To include removal of
Wayfinding, visual clutter, existing pedestrain signage and review of other street
street furniture and street furniture including benches, pedestrian lighting, CCTV Pre 2014 Newham
lighting enhancement cameras, public information points, public art and
memorials, highways signage - and options for
improvement e.g. removal, rationalisation,
replacement, relocation, provision of new
53 Improve condition and amenity value of tow paths.
Hackney Wick tow path
Identified as a 'quick win' project by LBH - also LBTH Pre 2014 Hackney
upgrade
sections??
54 A12/Hertford Union Canal Improvements to pedestrian and cycle connection
Pre 2014 Tower Hamlets
underpass under A12 along Hertford Union Canal
55 Improve the public realm and linkage around Homerton
Station. LBH bid for funding for preparatory works to
Homerton Station public realm Pre 2014 Hackney
move Homerton Station but funders proposal is to
focus funding on improving public realm

138
56 Implement a Wayfinding Scheme for Hackney Wick in
accordance with TfL‟s Legible London scheme.
The Borough in partnership with TfL is proposing to
implement a Wayfinding scheme for the whole of East
Hackney however the Hackney Wick area is not yet
funded. Despite Hackney being located within close
proximity to Central London and the Olympic Park,
Hackney Wick wayfinding
residents often consider distances to be longer than Pre 2014 Hackney
scheme
they really are. This is reinforced by the fact that
Hackney has no town centre mapping and very few
existing pedestrian signs. This scheme will provide
important support for the influx of visitors expected to
attend the 2012 Olympic Games. Improve pedestrian
experience for visitors walking to and from and in the
vicinity of the Olympic Park
57 Improvements to the greenway including the provision
upgrade of Greenway from
of a new foot and cycle path to extend enhancements Pre 2014 Newham
West Ham to Beckton
of Olympic section - strategic route into Olympic area
58 Reconfigured to a one stage pedestrian crossing with
increased capacity including changes to service road
Great Eastern Crossing Pre 2014 Newham
(redirection to meet Great Eastern Road before
pedestrian crossing and/or raised table)
59 Revised pedestrian crossing sequence to provide an
easier pedestrian crossing point that links the two
Broadway super crossing sides of The Broadway, including assessment of Pre 2014 Newham
extending public realm around Gurney Memorial, and
outside 31 The Broadway
60 Grove super crossing New increased capacity pedestrian crossing Pre 2014 Newham
61 Reconfiguration of old station building and provision of
Stratford High Street DLR
additional/reclocated pedestrian crossings to improve Pre 2014 Newham
entrance and public realm
access to new DLR station for Stratford High Stret area

139
62 Severe lack of connectivity between Roman Road area
and the future Legacy development, and into Fish
Island/Hackney Wick. Upgrade of environment of
existing bridge linking Crown Close to Old Ford Rd,
Roman Road upgrade and and improve pedestrian and cycle routes to/from
Pre 2014 Tower Hamlets
linkages Roman Road, Greenway and Hackney Wick and
Legacy developments. LBTH bid for funding to improve
street scene of Roman Road - proposal from funders is
that this should be redirected to address linkage
issues.
63 Widening of Temple Mill Lane bridge to improve
pedestrian and and cycle facilities. Lend Lease have
Temple Mill Lane bridge prepared proposals and got planning permission for
Pre 2014 Waltham Forest
widening this, not sure of delivery strategy. If possible this
should be a pre-2012 project due to importance of
route for legacy.
64 Improvements to the existing pedestrian bridge to
create a higher quality, more legible and direct link
Jupp Road Bridge Pre 2014 Newham
from Carpenters Road area to Meridian Square and
Stratford Town Centre.
65 New vehicular bridge link to Provision of new bridge between Sugarhouse Lane
Bromley-by-Bow from and Bromley-by-Bow to accommodate pedestrians, Pre 2014 Tower Hamlets
Sugarhouse Lane cyclists and 2 way bus movements.
66 New pedestrian/cycle bridge Deliver new cycle/pedestrian bridge linking Wallis
from Wallis Rd to Legacy road Road to the new movement network on the eastern Pre 2014 Hackney
network side of the Lea Navigation
67 Deliver a new all modes bridge linking Monier Road
New all modes bridge Monier
with the new road network to the east of the Lea Pre 2014 Tower Hamlets
Rd
Navigation
68 Deliver new north-south route linking the footbridge
Fish Island pedestrian/cycle north of Roach Road to Whitepost Lane and the new
Pre 2014 Tower Hamlets
link to station entrance to Hackney Wick station, to avoid reliance on
tow path detour
69 Improve pedestrian and cycle crossing over the Lea
Old Ford Lock connection Pre 2014 Tower Hamlets
Navigation at Old Ford Lock
70 Connection across Greenway Create new connections from the Old Ford Lock Area
Pre 2014 Tower Hamlets
in Fish Island over Greenway to the southern part of Fish Island

140
71 Hackney Wick station Deliver a new improved station entrance, potentially in
reconfiguration and a new location east of current location as part of a new
Pre 2014 Hackney
enhancement (first phase a new pedestrian and cycle underpass providing and
enabling works) single station entrance
72 Old Ford Junction cycle Improve pedestrian and cycle access over the A12 at
Pre 2014 Tower Hamlets
improvements Old Ford Junction
73 Replace existing pedestrian and cycle route at Crown
Replace Pedestrian Crossing
Close with new all modes bridge over A12 towards Pre 2014 Tower Hamlets
over A12 at Crown Close
Roman Road
74 reconstruction/widening of existing bridge adjacent to
Ruckholt Rd bridge Pre 2014 Waltham Forest
Olympic site

141
Annex B: New connectivity schemes for the OLSPG area
No. Name Objectives Schemes included/description Phasing Source Borough
1 Roman Road Improve links between There are two proposed routes for this Long Term Tower Hamlets Tower
Olympic Links Fish Island and Stratford link: (1) Connectivity Hamlets
City to support the 1) Bridge across A12 - Roman Road to Medium Study
regeneration of Fish Maverton Road and Road link over the Term (2)
Island. This would also canal to the south of the Olympic
help to improve links Stadium
between the IPC/MBC 2) Bridge across A12 at Old Ford Road
to Stratford. - upgrade existing footbridge to
vehicular bridge and a bridge across
River Lea at the historic Ford
3) Re-open towpath between Old Ford
Lock and Stadium Island
Further studies are required to
understand the feasbility, alignment and
modal access that is appriopriate for
this area.
2 West Ham Improve connections in These could include: Short Term Lower Lea Newham
Connectivity the West Ham area to 1) Widen Abbey Road Bridge to Valley
Improvements enable developments to upgrade footpath for pedestrian and Connectivity
come forward. This add cycle facilities Connections
would also improve east 2) Improve Greenway crossing at Study, Pell
west movement across Canning Road Frishmann,
the Jubilee and DLR 3) Sarsen Close bridge over the District 2007
lines south of Stratford Line for buses, pedestrian and cycle
High Street as well as only
help to reduce the 4) Stephenson Bridge Improvement
barrier of the east-west 5) Crows Road Link
rail corridor.

142
3 Improved all Improve links over the These could include: Medium Lower Lea Newham and
mode crossings River Lea south of 1) Lochnagar Bridge - Bus, pedestrian Term Valley Tower
of river between Bromley-by-Bow to and cycle only bridge over the River Connectivity Hamlets
Poplar Riverside support the regeneration 2) Lochnagar - Cody Road road bridge
and Cody Road of both sides of the river (with sections for bus and cycle)
Industrial Area and enable development 3) Leven Road Bridge - vehicular bridge
to come forward. This over the river
would also improve 4) Upgrade and link Bidder Street to
east-west links to West Leven Road bridge
Ham.
4 Stratford Town Improve the highway These could include: Short Term Metropolitan Newham
Centre Highway network in Stratford 1) Down-scale Warton Road Junction Medium Stratford
Improvements Town Centre to reduce 2) Improvement and provision of new Term (3) Masterplan
congestion and improve north-south connections over the east- Fringe
journey time reliability in west rail corridor Masterplan
the area. As well as, 3) Stratford Gyratory Improvements -
enabling an improved Modifications to convert the gyratory
environment for system to two-way operations or major
pedestrians and cyclists highway reconfiguration planning
to support the through holistic masterplan
regeneration of Stratford 4) Re-establish St John's Walk -
Town Centre. Removal of bus routes and redesign of
road into a narrower, shared surface.
5) West Ham Lane & Tramway Square
- Closure of the bus only lane to allow
for the creation of a new town square.
6) Stratford High Street downgrade -
Removal of dedicated bus lanes east of
Warton Road to improve cycle and
pedestrian environment
7) Stratford Regional Station - new
South entrance from Carpenters Estate
8) Creation of the Northern Parallel -
particularly the establishment of the link
from Jupp Road bridge to Pudding Mill

143
 Lane Station through Carpenters Estate

5 Improve all Improving access This could include: Short Term Fringe Tower
modes access between the two 1) Sugar House Lane/Three Mills area Masterplan Hamlets amd
between Sugar development areas of road enhancements Newham
House Lane and Sugar House Lane and 2) New bridge link between Bison Road
Three Mills Three Mills to support and Sugar House Lane
development in the area 3) New pedestrian/cycle bridge to
and ensure that is it Bromley-by-Bow from Hunts Lane
continuous development
rather than two distinct
and separate
developments.

144
6 Ruckholt Road Improve existing poor This could include: Short Term Fringe Waltham
links to Leyton configuration of 1) Reconfiguration of Ruckholt Road Masterplan Forest
roundabouts and grade between railway cutting and Leyton
separated junctions so High Road
that it becomes a high 2) Comprehensive redevelopment of
quality, direct and site east of railway cutting
legible route to provide a
high quality mixed use
area which better
connects Leyton to the
Legacy Masterplan
Framework area.
7 Link between Enabling improved Pedestrian/cycle link Medium Fringe Waltham
Eaton Manor and pedestrian/cycle access Term Masterplan Forest
Leyton Station from Eaton Manor to
Leyton Station leading
to improved access to
services and
employment for
residents of Eaton
Manor.
8 Wayfinding Improved wayfinding for Using Legible London and City ID work Short Term 5 Host Tower
strategy across walking and cycling to improve local wayfinding across the Boroughs Hamlets
the whole SPG across the area to SPG area and linking to schemes Newham
area maximise the benefits of outside the area, for example, Hackney Waltham
the connections being Central. Forest
made and support Hackney
increased mode share
for walking and cycling.
9 Hackney Improving the Direct pedestrian link between Hackney Short Term 5 Host Hackney
Central/Hackney interchange between Central and Hackney Downs Boroughs
Downs Hackney Central and
Interchange Hackney Downs will
support increased use of
the public transport

145
 network and enable
access to a wider range
of services and
employment for users. It
will also reduce journey
time.
10 Improvements to Hackney Wick is an Improvements to general station layout, Medium A12 Study Hackney
Hackney Wick area expected to see a public transport connections, and Term Hackney Wick
Station substantial increase in walking and cycling access. Masterplan
population and This should take into account the
employment. Hackney outcome of the revised safeguarding of
Wick station currently the Chelsea-Hackney line and possible
has identified problems interchange at Hackney Wick.
with poor interchange
and walk routes to the
station. Improving the
station is will support the
development growth in
the area.
11 Improvements to Bromley-by-Bow is an Improvements to general station layout, Medium to A12 Study and Tower
Bromley-by-Bow area expected to see a public transport connections, and Long Term London Hamlets
Station substantial increase in walking and cycling access Thames
population and Gateway
employment. Bromley- Development
by-Bow station currently Corporation
has identified problems Plans
with poor walk routes to
the station. Improving
the station will support
the development growth
in the area.

146
12 Improve walking In order to support Generally across all stations. Short Term OPTEMS Tower
access to and increased usage of the Hamlets
from public public transport network Newham
transport stations and a move away from Waltham
private transport it is key Forest
that the walking access Hackney
to and from public
transport stations is
improved.
13 Walking route Improved walking Short Term OPTEMS Tower
improvements infrastructure will Hamlets
across the whole support an increased Newham
SPG area walking mode share in Waltham
the area and improve Forest
the links between the Hackney
different areas.
14 Cycle route Improved cycling This could include: Short Term OPTEMS Tower
improvements infrastructure will 1) Stratford High Street „Quiet‟ Route Tower Hamlets Hamlets
across the whole support an increased avoiding Stratford High Street; Newham
SPG area cycling mode share in 2) Exel Centre to the Olympic Park via Waltham
the area and improve Manor Road; Forest
the links between the 3) The Elevated Greenway. Hackney
different areas. 4) Further or extensions to Cycle
Superhighways
5) Cycle Hire

147
15 Pedestrian and The A12 causes This could include: Short to Long A12 Study Tower
cycle links significance severance 1) A13/A12 junction Term Bromley North Hamlets and
across the A12 between the east and 2) A12/Dee Street Junction Masterplan Hackney
west. This reduces the 3) A12/Abbott Road Hackney Wick
availability of services 4) A12/Twelvetrees Crescent Masterplan
and employment 5) Pedestrian improvements between
opportunities for Bromley North and Bromley High Street
residents either side of 6) Pedestrian/cycle bridge over A12 at
the A12. Increasing the Wrexham Road
ease of crossing the 7) Connection to Hackney Marshes
road will support the
regeneration of the area.
16 Sugar House Improving access into This could include: Medium to A12 Study Newham and
Lane the Sugar House Lane 1) Sugar House Lane bus bridge Long Term Tower
Improvements development for buses 2) A118/Sugar House Lane junction Hamlets
to enable increased
services when demand
is sufficient.
17 Further Improving the working of This could include removal of flyover Long Term A12 Study Newham and
improvements at the highway network in with possible improvements to Pudding Tower
Bow Roundabout the Bow Roundabout Mill Lane Junction and the creation of a Hamlets
(after short term area to support both new four-way junction linking Sugar
OPTEMS highway traffic House Lane with Pudding Mill Lane
improvements) movement and
pedestrian crossings.
18 Improve sub- Stratford is well This could include increasing services Long Term East Sub- Waltham
regional connected at a sub- north from Stratford such as West regional Forest /
connectivity from regional level though Anglia main line upgrade and/or Hall transport plan Newham
Stratford to the there is a gap north to Farm Curve and/or infrastructure
north Waltham Forest. improvements at Tottenham Hale
19 Improved links Improve links between This could include enhancements to the Medium Hackney
between Hackney Wick south of pedestrian/cycle bridge at Monier Road. Term Tower
Hackney Wick the Hertford Union Hamlets
(south of the Canal across the River
Hertford Union Lea Navigation to

148
 Canal across the improve
River Lea pedestrian/cycle access
Navigation) to the Olympic Park
area.
20 Improved links Improve links between This could include enhancements to the Medium Hackney
between Hackney Wick north of pedestrian/cycle bridge at Wallis Road Term
Hackney Wick the Hertford Union
(north of the Canal across the River
Hertford Union Lea Navigation to
Canal across the improve
River Lea pedestrian/cycle to the
Navigation) Olympic Park area.
21 North south Improve north south This could include: Medium Hackney Wick Tower
connections pedestrian/cycle 1) Future phases of the "Fatwalk" Term (No. 3) Masterplan Hamlets
along River Lea connections through the 2) Connection to Lea River Park Short Term Hackney Newham
area to support active 3) Publically accessible western canal (No. 4) Waltham
travel and use of open bank of the Lea Navigation. Forest
space as well as 4) Lea Interchange - improve ped/cycle Hackney
supporting the access through this junction and
development of a provide north-south access between
comprehensive walk the Olympic Park and Hackney
and cycle network. This Marshes.
will also help to reduce 5) Maintaining a balance in the use of
the barrier of the east the Waterden Road and the Stratford
west rail line. "Lifeline" to ensure that the Waterden
Road does not become a barrier to
walking and cycling
22 New bus Improve bus Including: Medium A12 Study Tower
infrastructure infrastructure around the 1) Gillender Street two way buses Term Hamlets
links to serve A12 to enable improved 2) St Andrews Way bus link (over the
development bus services as demand Limehouse Cut)
along the A12 increases as well as
reducing reliance on car
travel.

149
23 Leyton station Improve the accessibility This could include improvements to the Long Term Waltham Waltham
congestion relief of the station and station layout and capacity, namely Forest Option Forest
and improved reduce the need to larger entrance, ticket hall, stairways Review Report
access implement station and the potential addition of step free
control measures to access. It could also incorporate
support development improvements to the station walking
growth and encourage and cycling access.
the use of public
transport.

150
Annex C: Outcomes of the Strategic Assessment Framework of the proposed connectivity schemes
Source LDA work for Tower Hamlets LDA work for Tower Hamlets LLV Connectivity LLV Connectivity LLV Connectivity LLV Connectivity
Scheme 25 Abbey Road Bridge 26 Canning Road 27 Sarsen Bridge - general improvements 29,30, 31, 32 Improved all mode
in ped/cycle crossing of District Line crossings of river - links between Poplar
1, 2 Roman Road to Olympic Stadium 3,4 Roman Road to Pudding Mill Lane
Riverside and Cody Road Industrial Area
vehicle link vehicle link
Description Improve links between Fish Island and Improve links between Fish Island and Improve connections in the West Ham area Improve connections in the West Ham area Improve connections in the West Ham area Improve links over the River Lea south
Stratford City to support regeneration of Stratford City to support regeneration of to enable developments to come forward. to enable developments to come forward. to enable developments to come forward. of Bromley-by-Bow to support the
Fish Island Fish Island This scheme comprises widening Abbey This scheme comprises improving the This scheme comprises upgrading the regeneration of both sides of the river
Road bridge to upgrade the footpath for Greenway crossing at Canning Road. Sarsen Bridge for buses, pedestrians and and enable development to come
pedestrians and to add cycle facilities. cycles only. forward. This would also improve east-
west links to West Ham.

Included in 1 1 2 2 2 3
scheme
grouping:
MTS Goals MTS MTS Outcomes Overlap with Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification
challenges SPG
principles
(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)
1) Supporting Supporting Balancing capacity and 4 -1 Adding an additional road link will -1 Adding an additional road link will 2 These schemes will reduce the need to 2 These schemes will reduce the need to 2 These schemes will reduce the need to -1 Adding an additional road link will
economic sustainable demand for travel through encourage car use. Though this will encourage car use. Though this will travel within the OLSPG area by travel within the OLSPG area by travel within the OLSPG area by encourage car use. Though this will
development population increasing public also increase the opportunity to run also increase the opportunity to run reducing severance and improving reducing severance and improving reducing severance and improving also increase the opportunity to run
and and transport capacity and/or buses on this route. buses on this route. local accessibility and therefore local accessibility and therefore local accessibility and therefore buses on this route and improve
population employment reducing the need to reducing the need to travel by public reducing the need to travel by public reducing the need to travel by car. As walking and cycling access.
growth growth travel transport or car. transport or car. buses will also be able to use this
bridge it will support bus services to
serve the demand in this area.
Improving Improving employees 4 1 Increasing access to jobs in Stratford 1 Increasing access to jobs in Stratford 0 0 0 0
transport access to jobs City City
connectivity
Improving access to 0 0 0 0 0 0
commercial markets for
freight
Delivering an Smoothing traffic flow 0 0 0 0 0 0
efficient and (managing road
effective congestion and reducing
transport traffic journey time
system for variability)
people and Improving public transport 0 0 0 0 1 1
goods reliability

Reducing operating costs 0 0 0 0 1 1

Bringing and maintaining 1 1 1 1 1 1

all assets to a good state
of repair
Enhancing the use of the 0 0 0 0 0 0
Thames for people and
goods
2) Quality of Improving Improving public transport 0 0 0 0 1 A new bus link in the area will enable 1 A new bus link in the area will
life journey customer satisfaction bus services to meet demand better. enable bus services to meet
experience demand better.
Improving road user 1 1 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 2 This scheme would impact all road
satisfaction (drivers, environment for pedestrians and environment for pedestrians and environment for pedestrians and users.
pedestrians, cyclists) cyclists. cyclists. cyclists.
Reducing public transport 0 0 0 0 0 0
crowding

Enhancing Enhancing streetscape, 3 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include 1
the built and improving the perception improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the
natural of urban realm and area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation.
environment developing „better streets‟
initiatives
Protecting and enhancing 3, 5 0 0 0 0 0 0
the natural environment
Improving air Reducing air pollutant 3 0 0 0 0 0 0
quality emissions from ground
based transport,
contributing to EU air
quality targets
Improving Improving perceptions 3 0 0 0 0 0 0
noise impacts and reducing impacts of
Improving noise
Facilitating an increase in 3 1 1 2 This scheme encourages walking and 2 This scheme encourages walking and 2 This scheme encourages walking and 1 This scheme encourages walking
health walking and cycling cycling by improving local accessibility. cycling by improving local accessibility. cycling by improving local accessibility. and cycling by improving local
impacts accessibility. Though the additional
vehicle link will encourage car trips.
3) Safety and Reducing Reducing crime rates 0 0 1 The perception of safety would be 1 The perception of safety would be 1 The perception of safety would be 1 The perception of safety would be
Security crime, fear of (and improving increased by improving or providing an increased by improving or providing an increased by improving or providing an increased by improving or providing
crime and anti- perceptions of personal alternative to the current access to the alternative to the current access to the alternative to the current access to the an alternative to the current access
social safety and security) station. station. station. to the station.
behaviour
Improving Reducing the numbers of -1 Adding additional road capacity will -1 Adding additional road capacity will 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape -1 Adding additional road capacity will
road safety road traffic casualties increase traffic and therefore road increase traffic and therefore road from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to increase traffic and therefore road
casualtities. casualtities. reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic casualtities.
casualties. casualties. casualties.
Improving Reducing casualties on 0 0 0 0 1 The improvements to the streetscape 0
public public transport network from this scheme will be designed to
transport reduce casualties on the public
safety transport network.
4) Transport Improving Improving access to 4 1 1 1 1 1 1
Opportunities accessibility services
Improving physical 0 0 0 0 0 0
accessibility of the
transport system

Supporting Supporting wider 1 1 1 1 1 1

regeneration regeneration
and tackling
deprivation
5) Climate Reducing Reducing CO2 emissions 0 0 0 0 0 0
Change CO2 from ground based
emissions transport contributing to a
London-wide 60%
reduction by 2025
Adapting to Maintaining the reliability 0 0 0 0 0 0
climate of transport networks
change
6) Support Developing Supporting regeneration 1 1 1 1 1 1
delivery of and and convergence
the London implementing between the outcomes for
2012 Olympic a viable and the five Olympic boroughs
and sustainable and the rest of London
Paralympic legacy for the Physical transport legacy 1 1 0 0 1 1
Games and 2012 Games
its legacy
Behavioural transport 1 1 1 1 1 1
legacy
Total Score 8 8 13 13 18 12
Deliverability Complexity of Engineering feasibility -1 -1 -1 -1 -1 -1
delivery Consent risk -1 -1 -1 -1 -1 -1
Value for Cost High, medium, low High High Medium Medium High High
money
Funding Committed/ identified/ -1 -1 -1 -1 -1 -1
unknown
Stage of Concept/ feasibility & -1 -1 -1 -1 -1 -1
scheme design/ approvals sought

Stakeholder Stakeholder acceptability 1 1 1 1 1 1

and public Public acceptability 1 1 1 1 1 1
acceptability
Timescale Short (2014-2020), Long Long Short Short Medium Medium
medium (2020-2025) or
long (2025 onwards)

151
 Fringe Masterplan Fringe Masterplan Metropolitan Stratford Metropolitan Stratford Fringe Masterplan Fringe Masterplan Fringe Masterplan
Re-establish St John's Walk, Stratford West Ham Lane & Tramway Square 6 Down-scale Warton Road Junction
8 Improvement and provision of new north-
south connections over the east-west rail 111 New Stratford Regional Station - new
corridor 103, 104, 105 Stratford Gyratory 110 Stratford High Street Downgrade entrance
Improve the highway network in Stratford Improve the highway network in Stratford Improve the highway network in Stratford Improve the highway network in Stratford Improve the highway network in Stratford Improve the highway network in Stratford Improve the highway network in Stratford
Town Centre to reduce congestion and Town Centre to reduce congestion and Town Centre to reduce congestion and Town Centre to reduce congestion and Town Centre to reduce congestion and Town Centre to reduce congestion and Town Centre to reduce congestion and
improve journey time reliability in the improve journey time reliability in the improve journey time reliability in the area. improve journey time reliability in the area. improve journey time reliability in the area. improve journey time reliability in the area. improve journey time reliability in the area.
area. As well as, enabling an improved area. As well as, enabling an improved As well as, enabling an improved As well as, enabling an improved As well as, enabling an improved As well as, enabling an improved As well as, enabling an improved
environment for pedestrians and cyclists environment for pedestrians and cyclists environment for pedestrians and cyclists to environment for pedestrians and cyclists to environment for pedestrians and cyclists to environment for pedestrians and cyclists to environment for pedestrians and cyclists to
to support the regeneration of Stratford to support the regeneration of Stratford support the regeneration of Stratford Town support the regeneration of Stratford Town support the regeneration of Stratford Town support the regeneration of Stratford Town support the regeneration of Stratford Town
Town Centre. Town Centre. Centre. Centre. Centre. Centre. Centre.
This intervention includes removal of bus This interventions will include closure of These schemes include modification to This scheme includes removal of dedicated This scheme includes a new South
routes and redesign of road into a the bus only lane of West Ham Lane to convert the gyratory system to two-way bus lanes east of Warton Road to improve entrance to Stratford Regional Station from
narrower, shared surface highway. allow for the creation of Tramway Square operations or major highway cycle and pedestrian environment. Carpenters estate.
- a new town square. reconfiguration.

4 4 4 4 4 4 4

Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

0 0 0 0 0 0 0

0 0 0 0 0 0 1 This will improve access to Stratford

Regional Station and therefore improve
access to jobs.
0 0 0 0 0 0 0

1 Scheme will reduce congestion and 1 Scheme will reduce congestion and 1 Scheme will reduce congestion and 1 Scheme will reduce congestion and 2 These schemes aim to reduce 1 Scheme will reduce congestion and 1 Scheme will reduce congestion and
improve journey time reliability improve journey time reliability improve journey time reliability improve journey time reliability congestion on key stratgeic routes for improve journey time reliability improve journey time reliability
not just this area but also the region.

0 0 1 Reducing congestion will support 1 Reducing congestion will support 1 Reducing congestion could help to -1 On it's own this scheme could reduce 0
improved bus relability. improved bus relability. improve bus journey time reliability. bus reliability. Though in reality this
scheme would not be completed on its
own.

0 0 0 0 0 0 0

1 1 1 1 1 1 0

0 0 0 0 0 0 0

0 0 0 0 0 0 1

1 This scheme would improve the 1 This scheme would improve the 1 Driver road user satisfaction is likely to 1 Driver road user satisfaction is likely to 2 These schemes aim to improve the 1 This scheme would improve the 0
environment for pedestrians and environment for pedestrians and increase as congestion decreases. increase as congestion decreases. journey quality for drivers, pedestrians environment for pedestrians and
cyclists. cyclists. and cyclists. cyclists.
0 0 0 0 0 0 0

2 The main aim of this scheme is to 2 The main aim of this scheme is to 0 0 2 These schemes will cover a wide area 1 This scheme would improve the 1 There will be improvements to the
improve the streetscape in this area. improve the streetscape in this area. of Stratford. environment for pedestrians and streetscape immediately surrounding
cyclists. the entrance.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 0 0 1 Improvements are expected in the 2 Improvements are expected in the 0

quality of environment for walking and quality of environment for walking and
cycling. cycling.

0 0 0 0 1 Improvements are expected in the 1 Improvements are expected in the 1 An improved station access may
quality of environment for walking and quality of environment for walking and improve perceptions of safety.
cycling which could help to reduce the cycling which could help to reduce the
perception of safety. perception of safety.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 1

0 0 0 0 0 0 1 Assuming that the new entrance will be

physically accessible.

1 1 0 0 1 1 1

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 1

1 1 1 1 1 1 1

9 9 6 6 13 9 11
-1 -1 -1 -1 -1 -1 -1
-1 -1 -1 -1 -1 -1 -1
Medium Medium Medium Medium Medium Medium Medium

-1 -1 -1 -1 -1 -1 -1

-1 -1 -1 -1 -1 -1 -1

1 1 1 1 1 1 1
1 1 1 1 1 1 1
Short Short Medium Medium Medium Medium Medium

152
 LB Newham Fringe Masterplan Fringe Masterplan Fringe Masterplan Fringe Masterplan Fringe Masterplan 5 Host Boroughs

Link between Jupp Road Bridge and 134 New ped/cycle bridge to Bromley-By- 116 Sugarhouse Lane/Three Mills area
Pudding Mill Lane Bow from Hunts Lane road enhacements 117 New bridge link to Three Mills Green 127,128 Rockholt Road link to Leyton 136 Bridge link to Leyton Station 47 Wayfinding
Improve the highway network in Stratford Improving access between the two Improving access between the two Improving access between the two Improve existing poor configuration of Enabling improved pedestrian/cycle access Improved wayfinding for walking and
Town Centre to reduce congestion and development areas of Sugar House Lane development areas of Sugar House Lane development areas of Sugar House Lane roundabouts and grade separated junctions from Eaton Manor to Leyton Station leading cycling across the area to maximise the
improve journey time reliability in the area. and Three Mills to support development in and Three Mills to support development in and Three Mills to support development in so that it becomes a high quality, direct and to improved access to services and benefits of the connections being made
As well as, enabling an improved the area and ensure that it is continuous the area and ensure that it is continuous the area and ensure that it is continuous legible route to provide a high quality mixed employment for residents of Eaton Manor. and support increased mode share for
environment for pedestrians and cyclists to development rather than two distinct and development rather than two distinct and development rather than two distinct and use area which better connects Leyton to walking and cycling.
support the regeneration of Stratford Town separate developments.This scheme separate developments. separate developments. the Legacy Masterplan Framework area.
Centre. includes a new pedestrian/cycle bridge to This scheme includes general This scheme includes a new bridge link This could include:
This scheme includes a link between Jupp Bromley-by-Bow from Hunts Lane. enhancement of highways associated with between Bison Road and Sugar House 1) Reconfiguration of Ruckholt Road
Road Bridge to Puddling Mill Lane Station adjacent redevelopment, including existing Lane. between railway cutting and Leyton High
through Carpenters estate. bridge to Three Mills. Road
2) Comprehensive redevelopment of site
east of railway cutting

4 5 5 5 6 7 8

Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

0 2 This scheme provides a new 0 2 This scheme provides a new 0 2 This scheme provides a new 2 Improvements to wayfinding will
pedestrian link between Sugar House pedestrian link between Sugar House pedestrian/cycle access from Eaton encourage walking in the OLSPG area
Lane and Bromley-by-Bow. Lane and Three Mills. Manor to Leyton Station. and therefore reduce the need to
travel.

1 Improve access to Puddling Mill Lane 0 0 0 0 1 Through improved access to the 0

station station.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 1 May improve bus reliability by 0 0 0 0

improving the efficiency of the highway
network for bus routes.

0 0 0 0 0 0 0

1 1 1 1 1 1 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 Improvements for pedestrians and 1 Improve drivers road user satisfaction. 1 Improvements for pedestrians and 2 This scheme would lead to 1 Improvements for pedestrians and 1 This scheme would improve the
cyclists. cyclists. improvements for all road users. cyclists. environment for pedestrians.

0 0 0 0 0 0 0

1 1 0 1 2 The aim of this scheme is to improve 1 This scheme would improve the 0
the streetscape to improve it's legibility. environment for pedestrians and
cyclists.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 2 This scheme provides a walk link 0 2 This scheme provides a walk link 1 1 2
between two key development sites. between two key development sites.

1 0 0 0 0 1 The improved link may increase the 0

erception of safety in the area.

0 1 The improvements to the streetscape 0 1 The improvements to the streetscape 1 Improving the road layout will enable 0 0
from this scheme will be designed to from this scheme will be designed to improvements to be made to increase
reduce the number of road traffic reduce the number of road traffic safety due to road traffic collisions.
casualties. casualties.
0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 0

1 1 1 1 1 1 1

10 12 7 12 11 12 9
-1 -1 -1 -1 -1 -1 -1
-1 -1 -1 -1 -1 -1 -1
Medium Medium Medium Medium Medium Medium Low

-1 -1 -1 -1 -1 -1 -1

-1 -1 -1 -1 -1 -1 -1 City ID work for Design for London

1 1 1 1 1 1 1
1 1 1 1 1 1 1
Medium Long Medium Medium Medium Long Short

153
 5 Host Boroughs A12 Study A12 Study OPTEMS OPTEMS OPTEMS Bromley North Masterplan added by Steve T

69 Hackney Central/Hackney Downs 45,46 Public transport and ped and cycling 17 Walking improvements to and from Walking route improvements across the X - Pedestrian improvements between
Interchange access to Hackney Wick Station 25 Bromley-by-Bow Station arrangement public transport stations - post games whole SPG area 20 Cycle route improvements Bromley North and Bromley High Street
Improving the interchange between Hackney Wick is an area expected to see a Bromley-by-Bow is an area expected to see This considers the impact of improving Improved walking infrastructure will support This considers the impact of all schemes The A12 causes significance severance
Hackney Central and Hackney Downs will substantial increase in population and a substantial increase in population and access to all public transport stations. an increased walking mode share in the which would improve cycle route between the east and west. This reduces
support increased use of the public employment. Hackney Wick station employment. Bromley-by-Bow station area and improve the links between the improvements across the whole area. the availability of services and employment
transport network and enable access to a currently has identified problems with poor currently has identified problems with poor different areas. OPTEMs Phase 2 – Post Games: opportunities for residents either side of the
wider range of services and employment interchange and walk routes to the station. walk routes to the station. Improving the • Stratford High Street „Quiet‟ Route A12. Increasing the ease of crossing the
for users. It will also reduce journey time. Improving the station is will support the station is will support the development avoiding Stratford High Street; road will support the regeneration of the
development growth in the area. growth in the area. • Exel Centre to the Olympic Park via area.
Improvements to general station layout, This scheme would include improvements Manor Road;
public transport connections, and walking to general station layout, public transport • The Elevated Greenway.
and cycling access. connections and walking and cycling This could also include schemes similar to
access. Cycle SuperHighway or Cycle Hire.

9 10 11 12 13 14 15

Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

0 2 This scheme would increase the 2 This scheme would increase the 1 This scheme would increase the 1 2 2 These schemes will reduce the need to
capacity and accessibility of a key capacity and accessibility of a key accessibility of a key London travel within the OLSPG area by
London Overground station in the area. London Underground station in the Underground station in the area. reducing severance and therefore
area. reducing the need to travel by public
transport or car.

1 Improving the interchange between 1 Through improved access to the rail 1 Improving access to the Bromley-by- 1 Improving access to rail stations will 0 0 0
these two stations will improve access station. Bow London Underground Station. improve access to jobs
to jobs
0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 1 1 Improvements to the station layout 0 0 0 0

would reduce the possibility that the
station would need to be closed due to
being over capacity during peak
periods.

0 0 0 0 0 0 0

1 1 2 1 1 1 1

0 0 0 0 0 0 0

2 1 Through improvements to the station 1 Through improvements to the station 0 0 0 0

and surrounding area as well as and surrounding area as well as
interchange to local buses. interchange to local buses.
0 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the
environment for pedestrians and environment for pedestrians and environment for pedestrians and environment for pedestrians. environment for cyclists. environment for pedestrians and
cyclists. cyclists. cyclists. cyclists.
0 0 1 This should could help to reduce 0 0 0 0
crowding at the LU station though
would not impact on train crowding.
0 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include
improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the
area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 1 This scheme would improve walking 1 This scheme will improve walking and 1 This scheme will improve walking and 2 This intervention would significantly 2 1 This scheme will improve walking and
and cycling access. cycling access to Bromley-by-Bow cycling access to the listed station. increase facilities for walking across cycling across the A12.
station. the whole area.

0 1 The perception of safety would be 1 The perception of safety would be 0 1 The perception of safety would be 0 0
increased by improving or providing an increased by improving or providing an increased by improving or providing an
alternative to the current access to the alternative to the current access to the alternative to the current access to the
station. station. station.

0 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 These schemes would encourage 1 The improvements to the streetscape
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to cyclists to use routes with fewer and from this scheme will be designed to
reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic slower motor vehicles. reduce the number of road traffic
casualties. casualties. casualties. casualties. casualties.
0 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 0 0 1 The improvements to the streetscape
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to
reduce casualties on the public reduce casualties on the public reduce casualties on the public reduce casualties on the public
transport network. transport network. transport network. transport network.
1 1 1 1 1 1 1

1 1 1 1 By ensuring the walk routes are 0 0 0

accessible.

1 1 1 Improvements in connectivity for this 1 1 1 1 Improvements in connectivity for this

area will support wider regeneration. area will support wider regeneration.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

1 1 1 1 0 1 0

1 1 1 1 1 1 1

10 18 20 14 12 13 12
-1 -1 -1 -1 -1 -1 -1
-1 -1 -1 -1 -1 -1 -1
High Medium High Medium Low Low Low

-1 -1 -1 -1 -1 -1 -1

-1 -1 Concept -1 Draft Study completed by Capita -1 -1 -1 -2 Initial idea

Symonds

1 1 1 1 1 1 1
1 1 1 1 1 1 1
Long Medium Long Short Short Short Short

154
 A12 Study A12 Study A12 Study A12 Study A12 Study A12 Study A12 Study

40 Pedestrian cycle bridge over A12 at

5&6 A13/A12 Junction 9,10,11 A12/Dee Street Junction 12,13 A12/Abbott Road 20,21,22 A12/Twelvetrees Wrexham Road 33 Sugar House Lane Bus bridge 34 A11 sugar House Lane Junction
The A12 causes significance severance The A12 causes significance severance The A12 causes significance severance The A12 causes significance severance The A12 causes significance severance Improving access into the Sugar House Improving access into the Sugar House
between the east and west. This reduces between the east and west. This reduces between the east and west. This reduces between the east and west. This reduces between the east and west. This reduces Lane development for buses to enable Lane development for buses to enable
the availability of services and employment the availability of services and employment the availability of services and employment the availability of services and employment the availability of services and employment increased services when demand is increased services when demand is
opportunities for residents either side of the opportunities for residents either side of the opportunities for residents either side of the opportunities for residents either side of the opportunities for residents either side of the sufficient. sufficient.
A12. Increasing the ease of crossing the A12. Increasing the ease of crossing the A12. Increasing the ease of crossing the A12. Increasing the ease of crossing the A12. Increasing the ease of crossing the This could comprise a new bridge over the This could comprise a new all movements
road will support the regeneration of the road will support the regeneration of the road will support the regeneration of the road will support the regeneration of the road will support the regeneration of the River Lea linking Stratford to the junction providing enhanced access to this
area. area. area. area. area. redevelopment site at Hancock Road/ key development site. This would also
This considers bus stop improvements and This considers landbridge and footbridge This considers a new footbridge or This considers the three options of an all New pedestrian/cycle bridge over A12 at Imperial Street via Sugar House Lane. Part enhance bus access.
pedestrian enhancements. options. improvements to the current underpass. movements junction, pedestrian crossing or Wrexham Road and River Lea, this would of long term regeneration plans for this site. New signalled junction includes signalling
improvements to the current underpass. provide improved pedestrian cycle access the eastbound flyover and Bow High Street.
into Olympic legacy site from residential
area to the west of the A12 & Ped Links
Into Olympic Legacy Site from residential
area north of A11.

15 15 15 15 15 16 16

Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

1 This scheme is outside the core 1 This scheme is outside the core 1 This scheme is outside the core 2 These schemes will reduce the need to 2 These schemes will reduce the need to 2 Enables improved bus services as 2 Enables improved bus services as
OLSPG area though will have an OLSPG area though will have an OLSPG area though will have an travel within the OLSPG area by travel within the OLSPG area by demand increases as well as reducing demand increases as well as reducing
impact on the area. impact on the area. impact on the area. reducing severance and therefore reducing severance and therefore reliance on car travel. reliance on car travel.
reducing the need to travel by public reducing the need to travel by public
transport or car. transport or car.

1 This scheme will improve access to the 0 0 0 0 1 Improve access to jobs at Stratford. 0
DLR stations to the south of the A13.

0 0 0 0 0 0 0

0 0 0 0 The value of this indicator would 0 0 0

depend on whether a junction, crossing
or underpass were chosen as the
preferred option.

0 0 0 0 0 1 This scheme would improve bus 1 This scheme would improve bus
routing and improve reliability by routing and improve reliability by
reducing convoluted routes needed to reducing convoluted routes needed to
serve these areas currently. serve these areas currently.

0 0 0 0 0 1 Reducing length of bus routes needed 1

to serve this area.
1 1 1 1 1 1 1

0 0 0 0 0 0 0

1 This scheme includes improvements to 0 0 0 0 1 Though improvements to bus journey 1 Though improvements to bus journey
bus stops. time relaibility and reducing convoluted time relaibility.
bus routes.
1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 0 2 All movements junction will improve
environment for pedestrians and environment for pedestrians and environment for pedestrians and environment for pedestrians and environment for pedestrians and access for all road users.
cyclists. cyclists. cyclists. cyclists. cyclists.
0 0 0 0 0 0 0

2 This scheme would include significant 2 This scheme would include significant 2 This scheme would include significant 2 This scheme would include significant 1 This scheme would include 0 1 This scheme would include
improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the
area and reduce the convoluted area compared to the underpass which area compared to the underpass which area compared to the underpass which area compared to the current situation. area compared to the current situation.
crossings currently required. is currently in this area. is currently in this area. is currently in this area.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 This scheme will improve walking and 1 This scheme will improve walking and 1 This scheme will improve walking and 1 This scheme will improve walking and 1 This scheme will improve walking and 0 1 All movements junction wil enable
cycling access at the A12/A13 junction. cycling access at the A12/Dee Street cycling access at the A12/Abbott Street cycling access at the A12/Twelvetrees cycling across the A12. improved pedestrian and cyclist
junction. junction. junction. movements

1 The improvements to the streetscape 1 The perception of safety would be 1 The perception of safety would be 1 The perception of safety would be 0 0 0
from this scheme will increase the increased by providing an alternative to increased by improving or providing an increased by improving or providing an
perception of safety and would be the current underpass in this area. alternative to the current underpass. alternative to the current underpass.
designed to reduce the opportunities
for crime.
1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 0 1 The improvements to the streetscape
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to
reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic
casualties. casualties. casualties. casualties. casualties. casualties.
1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 0 1 The improvements to the streetscape
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to
reduce casualties on the public reduce casualties on the public reduce casualties on the public reduce casualties on the public reduce casualties on the public reduce casualties on the public
transport network. transport network. transport network. transport network. transport network. transport network.
1 1 1 1 1 1 1

1 Improvements to the bus stops as part 0 0 0 0 0 0

of this scheme would improve the
physical accessibility of the bus
network in this area.
1 This scheme will improve access in this 1 Improvements in connectivity for this 1 Improvements in connectivity for this 1 Improvements in connectivity for this 1 1 This scheme would enable 1
area and improve access to area will support wider regeneration. area will support wider regeneration. area will support wider regeneration. improvements in bus services as
employment opportunities through demand increases.
improving access to the DLR network.
0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

1 Though improvement to the 0 0 0 0 1 1

environment at and accessibility to bus
stops.
1 1 1 1 1 1 1

17 13 13 14 12 12 17
1 1 1 1 -1 -1 -1
-1 -1 -1 -1 -1 -1 -1
1 Low Low Low Medium Medium Medium

-1 -1 -1 -1 -1 -1 0 To be funded through redevelopment

of Sugar House Lane site
-1 Concept stage. -1 Concept stage for the pedestrian -1 The underpass improvements are at -1 Concept 1 Proposal in LMF -1 Initial feasibility work undertaken -1 PBA sketch of scheme prepared
crossing. Engineering feasibility the concept stage. There is no status
completed for landbridge and for the footbridge.
footbridge.
1 1 1 1 1 1 1
1 1 1 1 1 1 1
Short Short Short Short Medium Medium Medium

155
 A12 Study A12 Study Hackney Wick
36,38 Further connectivity improvements at Upgrade Olympic ped/cycle bridges to all
Bow Roundabout (after OPTEMS) including Improve sub-regional connectivity from 44 Hertford Union Canal - Fish Island modes in North Hackney Wick area, where 3 Public accessible western canal bank of
Flyover and Pudding Mill Lane Junction Stratford to north improving all modes link appropriate. Future phases of the "Fatwalk" Connection to Lea River Park the Lea Navigation
Improving the working of the highway This could include improving links to Improve links between Hackney Wick south Improve links between Hackney Wick north Improve north south pedestrian/cycle Improve north south pedestrian/cycle Improve north south pedestrian/cycle
network in the Bow Roundabout area to Walthamstow using the proposed Hall of the Hertford Union Canal across the of the Hertford Union Canal across the connections through the area to support connections through the area to support connections through the area to support
support both highway traffic movement and Farm Curve rail link. River Lea Navigation to improve River Lea Navigation to improve active travel and use of open space as well active travel and use of open space as well active travel and use of open space as well
pedestrian crossings. pedestrian/cycle access to the Olympic pedestrian/cycle access to the Olympic as supporting the development of a as supporting the development of a as supporting the development of a
This could include removal of flyover with Park area. Park area. comprehensive walk and cycle network. comprehensive walk and cycle network. comprehensive walk and cycle network.
possible improvements to Puddling Mill This scheme consideres improved access This scheme consideres improved access This scheme would create a continuous
Lane junction. to existing footbridge linking Hackney Wick to existing footbridge linking Hackney Wick public space along the Lea Navigation from
and Fish Island, along with public realm and Fish Island, along with public realm Eastway to White Post Lane (Tower
enhancement. enhancement. Hamlets)

17 18 19 20 21 21 21

Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

1 Improvements to pedestrian and cycle 1 2 2 2 This will reduce the need to travel by 2 2 This will reduce the need to travel by
facilities at this junction could reduce improving connectivity by walking and improving connectivity by walking and
the need to travel. cycling. cycling.

0 1 0 0 0 0 0

0 0 0 0 0 0 0

1 Improvements to Bow roundabout 0 0 0 0 0 0

would support highway movement.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 0

0 1 Improved public transport links will 0 0 0 0 0

improve customer sarisfaction for
those currently making this journey.
2 All movements junction will improve 0 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the 1 This scheme would improve the
access for all road users. environment for pedestrians and environment for pedestrians and environment for pedestrians and environment for pedestrians and environment for pedestrians and
cyclists. cyclists. cyclists. cyclists. cyclists.
0 0 0 0 0 0 0

1 This scheme would include 0 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include 1 This scheme would include
improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the improvements to the streetscape in the
area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation. area compared to the current situation.

0 0 0 0 0 0 0

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 All movements junction wil enable 0 1 This scheme would improve walking 1 This scheme would improve walking 2 This scheme would improve walking 2 This scheme would improve walking 2 This scheme would improve walking
improved pedestrian and cyclist and cycling access. and cycling access. and cycling access. and cycling access. and cycling access.
movements

0 0 0 0 1 The perception of safety would be 1 The perception of safety would be 1 The perception of safety would be
increased by improving or providing an increased by improving or providing an increased by improving or providing an
alternative to the current access to the alternative to the current access to the alternative to the current access to the
station. station. station.

1 The improvements to the streetscape 0 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape 1 The improvements to the streetscape
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to
reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic reduce the number of road traffic
casualties. casualties. casualties. casualties. casualties. casualties.
1 The improvements to the streetscape 0 1 The improvements to the streetscape 1 The improvements to the streetscape 0 0 0
from this scheme will be designed to from this scheme will be designed to from this scheme will be designed to
reduce casualties on the public reduce casualties on the public reduce casualties on the public
transport network. transport network. transport network.
1 1 1 1 1 1 1

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 0 0 0 0 0 0

0 0 0 0 0 0 0

1 1 1 1 1 1 1

0 1 0 0 0 0 0

1 1 1 1 1 1 1

13 9 12 12 13 13 13
-1 -1 -1 -1 -1 -1 -1
-1 -1 -1 -1 -1 -1 -1
Medium High Medium Medium Medium Medium Medium

-1 -1 -1 -1 -1 -1 -1

-1 Concept -1 -1 Concept -1 Concept -1 -1 -1

1 1 1 1 1 1 1
1 1 1 1 1 1 1
Long Long Medium Medium Medium Medium Medium

156
 A12 Study A12 Study Waltham Forest Option Report

Lea Interhcnage - Improve pedestrian and Maintain a balance in the use of the
cycle access through the junction Eaterden Road and the Stratford "Lifeline" 17 Gillender Street Buses 19 St Andrews Way - two way bus link Leyton Congestion Improvement
Improve north south pedestrian/cycle Improve north south pedestrian/cycle Improve bus infrastructure around the A12 Improve bus infrastructure around the A12 Improve the accessibility of the station and
connections through the area to support connections through the area to support to enable improved bus services as to enable improved bus services as reduce the need to implement station
active travel and use of open space as well active travel and use of open space as well demand increases as well as reducing demand increases as well as reducing control measures to support development
as supporting the development of a as supporting the development of a reliance on car travel. reliance on car travel. growth and encourage the use of public
comprehensive walk and cycle network. comprehensive walk and cycle network. In order to allow local bus services to serve Providing a new bus only bridge across transport.
This will provode a north-south access This will ensure that the Waterden Road the development sites to the east of the Limehouse Cut at this location would
between the Olympic Park and Hackney does not become a barrier to walking and A12 between Twelvetrees Crescent and strengthen links between Stratford and
Marshes. cycling. Lochnagar Street, the proposal is to Docklands. This would provide better bus
remove existing Gillender Street - which is access and routing within the area.
currently one way southbound (including
bus lane) – and allow buses to use local
access roads. A two way bus gate would be
retained across Limehouse Cut which
would link to the new access roads
provided as part of the redevelopments
north and south of the Cut.
21 21 22 22
23
Score Comments and Justification Score Comments and Justification Score Comments and Justification

(2,1,0,-1,-2) (2,1,0,-1,-2) (2,1,0,-1,-2)

1 1 2 Supports future bus services in 2 Enables improved bus services as 2 This scheme would increase the
development areas. demand increases as well as reducing capacity and accessibility of a key
relance on car travel. London Underground station in the
area.

0 0 0 0 1 Through improved access to the rail

station.

0 0 0 0 0

0 0 0 0 0

0 0 2 This bus link would significantly 1 This scheme would improve bus 1 Improvements to the station layout
improve the reliability of bus services routing and improve reliability by would reduce the possibility that the
using the route as it would remove the reducing convoluted routes needed to station would need to be closed due to
need to use the A12 and therefore serve these areas currently. being over capacity during peak
reduce the impact of congestion on this periods.
road.
0 0 1 1 0

1 0 1 1 2

0 0 0 0 0

0 0 1 Though improvements to bus journey 1 Though improvements to bus journey 1 Through improvements to the station
time relaibility and reducing convoluted time relaibility and reducing convoluted and surrounding area as well as
bus routes. bus routes. interchange to local buses.
1 1 0 0 1 This scheme would improve the
environment for pedestrians and
cyclists.
0 0 0 0 1 This should could help to reduce
crowding at the LU station though
would not impact on train crowding.
1 0 1 This scheme would reduce the use of 0 1 This scheme would include
Gilender Street as a way to jump the improvements to the streetscape in the
queue on the A12. area compared to the current situation.

0 0 0 0 0

0 0 0 0 0

0 0 0 0 0

1 1 0 0 1 This scheme will improve walking and

cycling access to the station.

0 0 0 0 1 The perception of safety would be

increased by improving or providing an
alternative to the current access to the
station.

1 1 1 This scheme would reduce the use of 0 1 The improvements to the streetscape
Gilender Street as a way to jump the from this scheme will be designed to
queue on the A12. reduce the number of road traffic
casualties.
0 0 0 0 1 The improvements to the streetscape
from this scheme will be designed to
reduce casualties on the public
transport network.
1 1 1 1 1

0 0 0 0 1

1 1 1 This scheme would enable 1 This scheme would enable 1 Improvements in connectivity for this
improvements in bus services as improvements in bus services as area will support wider regeneration.
demand increases. demand increases.

0 0 0 0 0

0 0 0 0 0

1 1 1 1 1

0 0 1 1 1

1 1 1 1 1

10 8 14 11 20
-1 -1 1 1 -1
-1 -1 -1 -1 -1
Medium Medium Low Medium High

-1 -1 -1 -1 -1

-1 -1 -1 Concept -1 Concept -1

1 1 1 1 1
1 1 1 1 1
Medium Medium Short Long Long

157
Annex D: Connectivity schemes included in the highway modelling to test the impact on the highway
network
No. Name Objectives Schemes included/description Phasing Source Borough

1 Roman Road Improve links between Fish There are two proposed routes Long Term Tower Tower Hamlets
Olympic Links Island and Stratford City to for this link: (1) Hamlets
support the regeneration of Fish 1) Bridge across A12 - Roman Medium Term Connectivity
Island. Road to Maverton Road and (2) Study
Road link over the canal to the
south of the Olympic Stadium
2) Bridge across A12 at Old Ford
Road - upgrade existing
footbridge to vehicular bridge
and a bridge across River Lea at
the historic Ford
Further studies are required to
understand the feasbility,
alignment and modal access that
is appriopriate for this area.
3 Improved all Improve links over the River Lea These could include: Medium Term Lower Lea Newham and
mode crossings south of Bromley-by-Bow to 1) Lochnagar Bridge - Bus, Valley Tower Hamlets
of river between support the regeneration of both pedestrian and cycle only bridge Connectivity
Poplar Riverside sides of the river and enable over the River
and Cody Road development to come forward. 2) Lochnagar - Cody Road road
Industrial Area This would also improve east- bridge (with sections for bus and
west links to West Ham. cycle)
3) Leven Road Bridge - vehicular
bridge over the river
4) Upgrade and link Bidder
Street to Leven Road bridge

158
4 Stratford Town Improve the highway network in These could include: Short Term Metropolitan Newham
Centre Highway Stratford Town Centre to reduce 1) Down-scale Warton Road Medium Term Stratford
Improvements congestion and improve journey Junction (3) Masterplan
time reliability in the area. As 2) Improvement and provision of Fringe
well as, enabling an improved new north-south connections Masterplan
environment for pedestrians and over the east-west rail corridor
cyclists to support the 3) Stratford Gyratory
regeneration of Stratford Town Improvements - Modifications to
Centre. convert the gyratory system to
two-way operations or major
highway reconfiguration planning
through holistic masterplan
4) Re-establish St John's Walk -
Removal of bus routes and
redesign of road into a narrower,
shared surface.
5) West Ham Lane & Tramway
Square - Closure of the bus only
lane to allow for the creation of a
new town square.
6) Stratford High Street
downgrade - Removal of
dedicated bus lanes east of
Warton Road to improve cycle
and pedestrian environment
7) Stratford Regional Station -
new South entrance from
Carpenters Estate
8) Creation of the Northern
Parallel - particularly the
establishment of the link from
Jupp Road bridge to Pudding Mill
Lane Station through Carpenters
Estate

159
15 Pedestrian and The A12 causes significance This could include: Short to Long A12 Study Tower Hamlets
cycle links severance between the east and 1) A13/A12 junction Term Bromley and Hackney
across the A12 west. This reduces the 2) A12/Dee Street Junction North
availability of services and 3) A12/Abbott Road Masterplan
employment opportunities for 4) A12/Twelvetrees Crescent Hackney
residents either side of the A12. 5) Pedestrian improvements Wick
Increasing the ease of crossing between Bromley North and Masterplan
the road will support the Bromley High Street
regeneration of the area. 6) Pedestrian/cycle bridge over
A12 at Wrexham Road
7) Connection to Hackney
Marshes
16 Sugar House Improving access into the Sugar This could include: Medium to A12 Study Newham and
Lane House Lane development for 1) Sugar House Lane bus bridge Long Term Tower Hamlets
Improvements buses to enable increased 2) A11/Sugar House Lane
services when demand is junction
sufficient.
17 Further Improving the working of the This could include removal of Long Term A12 Study Newham and
improvements highway network in the Bow flyover with possible Tower Hamlets
at Bow Roundabout area to support improvements to Pudding Mill
Roundabout both highway traffic movement Lane Junction and the creation
(after short term and pedestrian crossings. of a new four-way junction linking
OPTEMS Sugar House Lane with Pudding
improvements) Mill Lane
19 Improved links Improve links between Hackney This could include Medium Term Hackney
between Wick south of the Hertford Union enhancements to the Tower Hamlets
Hackney Wick Canal across the River Lea pedestrian/cycle bridge at Monier
(south of the Navigation to improve Road.
Hertford Union pedestrian/cycle access to the
Canal across Olympic Park area.
the River Lea
Navigation)

160
20 Improved links Improve links between Hackney This could include Medium Term Hackney
between Wick north of the Hertford Union enhancements to the
Hackney Wick Canal across the River Lea pedestrian/cycle bridge at Wallis
(north of the Navigation to improve Road
Hertford Union pedestrian/cycle to the Olympic
Canal across Park area.
the River Lea
Navigation)
23 Leyton station Improve the accessibility of the This could include improvements Long Term Waltham Waltham Forest
congestion relief station and reduce the need to to the station layout and Forest
and improved implement station control capacity, namely larger entrance, Option
access measures to support ticket hall, stairways and the Review
development growth and potential addition of step free Report
encourage the use of public access. It could also incorporate
transport. improvements to the station
walking and cycling access.

161