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1WOOLWICH ROAD LIGHT PUBLIC REALM AND HIGHWAYS IMPROVEMENTS

DRAFT REPORT: Woolwich RoadLight public realm + highways improvementsFebruary 2017


STATUS DRAFT

ISSUE NO. 03

DATE ISSUED FEBRUARY 2017

AUTHORS

OLI DAVEY, CHRIS MARTIN + VANESSA LASTRUCCI

APPROVED BY DIRECTOR

JOHN DALES

© 2015 Urban Movement Ltd. All rights reserved This document has been prepared for the exclusive use of the commissioning party and unless otherwise agreed in writing by Urban Movement Limited, no other party may copy, reproduce, distribute, make use of, or rely on its contents. No liability is accepted by Urban Movement Limited for any use of this document, other than for the purposes for which it was originally prepared and provided.

Opinions and information provided in this document are on the basis of Urban Movement Limited using due skill, care and diligence in the preparation of the same and no explicit warranty is provided as to their accuracy. It should be noted and is expressly stated that no independent verification of any of the documents or information supplied to Urban Movement Limited has been made.

Woolwich Road Light public realm + highways improvements Director: John Dales Project manager Oli Davey

Date: February 2017

10240


Exmouth House, 3-11 Pine Street

London EC1R 0JH

+44 (0)20 3567 0710 [email protected]

www.urbanmovement.co.uk

Contents01 Introduction 4 1.1 The Challenge 5 1.2 Our Approach 6 1.3 Policy Context 8 1.4 Vision 11 02 Baseline Data 13 2.1 Connected + Accessible 14 2.2 Integrated + Socially Successful 22 2.3 Resilient 24 2.4 Locally Global 25 2.5 Distinct + Special 33 2.6 Mixed 34 2.7 Green + Healthy 36 2.8 Lifetime Ready 42 2.9 Viable 43 2.10 Utilities 44 2.11 SWOT Analysis 45

03 Proposals 51 3.1 Overview 52 3.2 Details 54


01 Introduction

1.1 The Challenge1.2 Our Approach1.3 The Vision1.4 The Policy Context


1.1 The Challenge

From the Brief:

The Royal Borough of Greenwich wishes to rebalance the relationship between movement and place and deliver public realm, transport and highway improvement to Woolwich Road...as part of the wider regeneration of Charlton riverside area.

The aim is to create a high quality and attractive urban boulevard shared by pedestrians, cyclists and vehicles with improved connectivity between the riverside area and the existing community of Charlton.


1.2 Our Approach

Although every place, and therefore every scheme, is different (and our track-record should act as proof of this belief) our approach to responding to the existing public realm and the needs of its many users remains broadly the same. This process is described below.

1. Understanding Why

We start with an understanding of just how important our streets are to the quality of our lives. It may seem like an exaggeration to say that the design of our streets and public spaces play a central role in our happiness, wealth, health, environmental impact and social cohesion. But a great deal of objective research, of different types and covering a wide range of relevant factors, indicates that our streets play a pivotal role – to individuals, to society as a whole, and to our planet – in our lives. We can think of no other investment with the potential to influence so many parts of our lives so fundamentally. This understanding is at the centre of all our work.

2. Understanding Motivations

This understanding places people at the heart of our approach (as opposed to an architectural vision or similar form-led intervention). And once you do this you quickly realise that you need to respond to human behaviour and motivations. People make choices based on the conditions around them. Perhaps public transport is so unreliable that taking the car is the only practical option or your local streets are so hostile that you wouldn’t consider letting your child walk to school on their own. These are not random choices, even if they aren’t necessarily conscious ones. They are choices based on existing conditions and our past experience. It is our job to determine the choices that we would like people to make and to change the existing conditions to encourage them. This can only be achieved through a deep and thorough understanding of a place and its people.

3. Understanding Choices

All of the choices that we make when using the public realm can be sub-divided into three types of activity: necessary, optional and social. When the condition of the public realm is poor, people will tend to limit their choices and do only those activities that are necessary. They will rush from place to place with their heads down, minimising the time that they must spend there. This is the clearest sign that a place lacks the public realm to support a vibrant public life.

Conversely, when the quality of the public realm is high, people will be enabled and encouraged to undertake some or more optional and social activities. A good public realm invites people to stay longer, to do more, and perhaps invest more than they had intended. Although optional these are far from frivolous choices, rather they lay at the heart of a successful place. Equally important are the social activities that help to connect us with the communities we live in. This can be as obvious as meeting with friends or as subtle as noticing an old lady struggling with her shopping. It is only when people choose to partake in optional and social activities that a street will succeed.

4. Understanding Where

Not every street can be ‘great’; not every space can be ‘vibrant’. It’s not just the matter of cost: some parts will always be ordinary, because not everywhere can or should be special. Therefore, the key question becomes: where can investment in the public realm make the biggest difference?

Those streets best placed to benefit most from public realm investment are those that already have the other ingredients they require and so are simply a public realm intervention away from greatness. In addition to a high quality, people-focused public realm, any great street needs to be framed by buildings that have an existing private realm just waiting to make the most of any public realm investment along with existing or potential foot traffic.

Most towns and cities have streets whose only blight is a miserable and hostile public realm. In these locations a vibrant urban environment is only a public realm improvement away. This is where investment in our streets and other public spaces will provide the greatest returns.


Activities

Social

Optional

Necessary

Vibrant Streets

Active Frontage

People

Good Design

• Happiness • Wealth • Health • Environmental Impact • Social Cohesion

Streets & other

public spaces

Understanding Why

Understanding Motivations

Understanding Choices

Understanding Where

Previous Experience

Existing Conditions

Choices

Catalysts


1.3 Policy Context

The following provides a statutory framework within which the proposals for the Woolowich Road sit.

Core Strategy (2014)

This document is the key strategic planning document for the Borough and is used to help shape and determine planning applications.

“The London Plan identifies a number of Opportunity Areas and Areas for Intensification within Royal Greenwich. Opportunity Areas are London’s major reservoir of brownfield land with significant potential to accommodate new housing, commercial and other development. Intensification Areas are typically built-up areas with good existing or potential public transport accessibility which can support redevelopment at higher densities. Opportunity Areas are identified at... Charlton Riverside.”

“The (Borough’s spatial) strategy provides for substantial release of under-used industrial land and intensi-fication of employment use at Charlton Riverside for mixed use development, including up to 5,000 new homes.”

“Charlton Riverside is a key regeneration area that provides a significant opportunity for new high quality river front development. The area will be transformed into

an attractive and vibrant mixed use urban quarter providing 3,500 - 5,000 new homes. The area has the potential to offer new community and education facilities, space for small businesses particularly within the creative industries, new employment opportunities, accessible open spaces and improvements to Charlton Rail Station.”

“Some areas of Royal Greenwich, particularly Thamesmead and Charlton riverside, are currently poorly served by public transport. This causes problems for the existing population and industry, hinders further development and regeneration and it can exacerbate poverty and social exclusion. These areas were previously proposed to be served by Greenwich Waterfront Transit (GWT), as bus based rapid transit system designed by TfL to link the transport hubs of Abbey Wood and North Greenwich via Thamesmead, Woolwich and Charlton. Unfortunately, in 2009, the Mayor of London cancelled the funding for this scheme and has subsequently removed it from the London Plan. The Royal Borough is continuing to work with TfL and new developments to try and secure commitment to the provision of improved transport infrastructure that will replace this, such as a bus transit service.

Charlton Riverside SPD (2012)

This document provides a planning steer to guide development of the Charlton Riverside area over the subsequent15-20 years.

“The downgrading of Woolwich Road and improved links from Charlton Village and Maryon Wilson Park to the waterfront will ensure that the Riverside is an integrated part of Charlton.”

Charlton Riverside Masterplan (2016)

This document develops and takes forwards the Council’s objectives for Charlton Riverside including the development of a masterplan and a SPD.

“Bugsby’s Way and Woolwich Road are both heavily trafficked roads which act as significant barriers to pedestrian movement.”

“A key benefit of (a) new route through the middle of the (masterplan) site is that it could allow Woolwich Road to be downgraded in terms of its strategic traffic function along much, if not all, of the Charlton Riverside frontage. This would be a huge benefit in terms of securing integration with the existing Charlton communities.”

“Improve and enhance Woolwich Road to create an attractive boulevard

which is a pedestrian and cycle friendly environment”

“Propose attractive, and pedestrian and cyclist prioritised crossing solutions on Woolwich Road”

“Downgrade the eastern part of Woolwich Road”

“Improve Bugsby’s Way and rest of Woolwich Road to be pedestrian and cyclist friendly”

“Provide new pedestrian crossings on Woolwich Road, especially linking Maryon Wilson Park”

“Improving the character of Woolwich Road”

“Transform Woolwich Road to create a high quality and attractive route”

“The downgrading of Woolwich Road and improved links from Charlton Village and Maryon Wilson Park to the waterfront will ensure that the Riverside is an integrated part of Charlton.”

“Woolwich Road will continue to be a major strategic transport corridor, even with a new centrally aligned route through Charlton Riverside”

“A seamless link from Maryon Wilson Park towards Barrier Park”

Local Implementation Plan Delievery Plan (2014/17)


Royal Greenwich Local Plan: CoreStrategy with Detailed Policies

30 July 2014

CHARLTON RIVERSIDE MASTERPLAN SPDApril 2012

Allies and Morrison Urban Practitioners

insert image in grey area

MASTERPLAN

March 2016

STAGE 1 REPORT TO ROYAL BOROUGH OF GREENWICH

RIVERSIDECHARLTON

Keeping Greenwich Moving: Greenwich Council’s Second Local Implementation Plan for Transportation

June 2011

This document sets out the programme of investment regarding how the Borough proposes to implement the Mayor of London’s transport strategy.

“Given relatively limited funding available, but recognising need to provide better separation of cyclists from motor traffic on ‘principal’ cycling routes to achieve the stated mode share increases, we proposing to introduce ‘light’ segregation where funding for full separation is not available. This will include ‘armadillos’, traffic ‘wands’, splitter islands or similar on identified routes. Locations where this could be trialled ‘principal cycle routes’ funding include Rochester Way and the A206 (Woolwich Road/Plumstead Road).”

“There will be a new focus on delivering ‘Principal’ cycling corridors alongside complimentary Borough ‘Greenways’ routes that provide core links between key destinations. Schemes identified in our emerging Cycling Strategy under these two programmes for 2014/15 to 2016/17 include completion of the ‘Ridgeway’ Greenways scheme, the Avery Hill Park Greenways schemes, plus principal corridor schemes including the Woolwich Road, Rochester Way, and the Lewisham-Eltham-Bexley link, and so on.”


Cycling Strategy (2014)

This document provides a vision and strategic framework for cycling within the Borough. The Royal Borough of Greenwich’s vision for cycling is for ‘more cycling, more often, and even more safely’.

This cycling strategy has been developed around the following key objectives:

1. That the strategy should support the regeneration and growth agenda by prioritising improvements in cycling infrastructure (routes and facilities) that would provide improved access to employment opportunities,

2. That the strategy should support the anti-poverty agenda by prioritising the improvements to cycling infra-struc-ture and projects that would improve, awareness of, and access to cycling so as to provide improved access to employment opportunities and services,

3. That the strategy should support improvements in road safety for cyclists and other road users,

4. That the strategy should support improvements in public health through a focus on behaviour change,

5. That the strategy should contribute to a reduction in (per capita) CO emissions through increases in cycling

as an integral part of the Greener Greenwich agenda

The Woolwich Road is identified within this strategy as part of the primary cycle network. (Please refer to the Royal Greenwich indicative cycle network plan in Section 2.4)

Parking Strategy (2014)

This document sets out a framework to guide the Council’s parking management activities for the whole Borough, including the Charlton Riverside Masterplan area and the Woolwich Road. The strategy has been developed to support the following 11 key objectives:

- Sustainable growth and development and the eradication of poverty

- Local business growth – particularly supporting local traders

- Balancing the demand for parking with maintenance of amenity for local residents

- Improvement of road safety

- Smoothing of traffic flow to reduce congestion

- Prioritisation of kerbside space according to need

- Encouraging a shift from private cars to more sustainable means of transport

- Improving air quality

- Maintenance and improvement of the quality of the public realm and local environment

- Provision of a fair, robust, proportionate, efficient, responsive and transparent enforcement service

- Utilisation of technology to provide good and efficient customer service


1.4 Vision

The following Vision Objectives have been developed for Charlton Riverside. The question for this project then becomes “How can changes to the Woolwich Road help to deliver these Vision Objectives?”

1. Connected + Accessible

Charlton Riverside should be well connected, via all main modes of transport, to the surrounding communities;

Internally, public transport, pedestrians and cyclists will have priority over the private car;

The River Thames, both along its banks and the river itself, is a major movement artery that should be exploited;

Existing transport infrastructure will form the basis for any plans to connect Charlton Riverside to the surrounding areas.

2. Integrated + Socially Successful

The existing communities that surround Charlton Riverside are the context for development, so proposals must be outward looking and seek to integrate the new with the existing;

The location of, and access to, social infrastructure is a key component in any attempt to foster integration

and the mixing of new and existing communities.

3. Resilient

Resilience to the effects of global warming and responsible management of natural resources will be central to the development of Charlton Riverside;

Public open space will be one of the key forums in which measures to achieve resilience will be focussed;

Measures to encourage behavioural change will be fostered throughout the new community.

4. Locally Global

Related to the notion of Resilience, Charlton Riverside will be developed such that it provides opportunities for its residents to more easily practice sustainable modes of behaviour which will provide both local and global benefits;

New buildings will match the highest standards currently applied in respect of sustainable energy and water efficient development.

5. Distinct + Special

The character of new development will reflect principles of good place

making and urban design, but it will also take account of the existing and surrounding character of places and communities;

Development at Charlton Riverside will seek to create a place that is imbued with local character;

While models of development used elsewhere in riverside locations in London offer examples of good practice, Charlton Riverside will seek to deliver a neighbourhood that is more varied in terms of its character and form.

6. Mixed

The existing mix of uses at Charlton Riverside, which is part of its character and is more reflective of a typical London neighbourhood, will be retained as the site is re-developed;

Employment provision, in a variety of forms and at different scales, is as important to the regeneration of Charlton Riverside as new housing;

New housing will offer a variety of housing opportunity, by type, tenure and size.

7. Green + Healthy

Public open space will be the main opportunity for many new residents to enjoy outdoor space, so it must be well designed, carefully located and assiduously managed;

Parks, allotments, gardens, play areas and sports pitches should provide for the full panoply of recreation interests;

Private space will be at a premium, but where it is provided, it should be designed to maximise its use value and the comfort and privacy of its users.

8. Lifetime Ready

Charlton Riverside will, for the most part, be a new community, potentially with a weighting towards certain age groups in its early years so provision of sufficient early years facilities at the outset will be important;

As the community develops and matures, the provision of amenities and services will have to be managed and will change to reflect the changes in the age profiles of user.

9. Viable

Development at Charlton Riverside will need to provide for a rich mix of amenities and services, while still providing investors and developers with


a financial return that makes the site an attractive investment proposition;

The involvement of RBG and other key stakeholders in terms of the provision of social and physical infrastructure will be an important part in any consideration of viability.

Charlton Riverside SPDRB Greenwich

Masterplan - Phases 1-2

Drawing No 032/003 Scale: 1:2,500 @ A1/1:5,000 @ A3

27 October 2016


02 Baseline Data

2.1 Connected + Accessible 2.2 Integrated + Socially Successful 2.3 Resilient 2.4 Locally Global 2.5 Distinct + Special 2.6 Mixed 2.7 Green + Healthy 2.8 Lifetime Ready 2.9 Viable 2.10 Utilities 2.11 SWOT Analysis


- Well connected

- Existing transport infrastructure will form the basis for any plans to connect Charlton Riverside to the surrounding areas.

The A206 Woolwich Road runs east-west through south-east London, roughly following the alignment of the River Thames, connecting Greenhithe, just outside of the M25, with Greenwich via Erith, Belvedere and Woolwich. The section adjacent to the Charlton Riverside Masterplan Area, between its junctions with Warspite Road in the east and Peartree Way in the west, is approximately 2 kilometres in length and covered by a 30 mph speed limit.

This entire stretch of the Woolwich Road is designated as part of Transport for London’s Strategic Road Network (SRN), while the Blackwall Tunnel Southern Approach, at its western End, is part of Transport for London’s Road Network (TLRN).

More generally, the Woolwich Road can be sub-divided into two distinct sections - east and west of the junction with Anchor and Hope Lane. To the east it is a four lane dual-carriageway with a number of roundabouts serving big-box retail and light industrial uses,while to the west it is a two lane single-carriageway predominately lined by terraced housing.

2.1 Connected + Accessible


This subdivision also extends to the traffic flows, with the eastern section accommodating approximately 27,000 vehicles per day, while the western section carries approximately 16,000. The main reason for this difference is traffic travelling into and out of London to/from areas to the east using Anchor and Hope Lane as well as Bugsby’s Way to access the Blackwall Tunnel Southern Approach.

Charlton Riverside Masterplan

The Masterplan area will include a new east-west route, running parallel with the Woolwich Road through the middle of the site. The intention is that re-routed and / or new bus services would serve the Masterplan area along this alignment. This would also be an important cycling and walking corridor. The area would also benefit from a proposed new Thames Clipper Pier, located close to the Anchor and Hope Public House.

The area will be inherently supportive of walking and cycling, with direct, convenient routes that are either traffic free or low speed environments. This will also be supported by active ground floor uses and direct connections to the Woolwich Road and areas to the south.

The Thames Path will form an important structuring element within the Masterplan area for walking and cycling, proving access to the River Thames as well as locations to the east and west.

Recent Woolwich Road Improvements

The Council has already carried out some improvements to this stretch of the Woolwich Road, which include:

- Improvements to the cycle lane both east and west bound

- Road improvements incorporating resurfacing the road and footway, a new pelican crossing as well as junction improvements to Gallion’s Road, As part of the development of Sainsbury’s and M&S

- Resurfacing the road between Gallon’s Close and Charlton Church Lane (West bound) and also Woolwich Church Street between Warspite Road and Francis Street are due to commence this winter

- Work has been undertaken to examine the opportunity to reduce some of the more strategic traffic movements including initial studies of traffic movements on the A102/A206 roundabout (Angerstein) to assess the potential removal of a right turn for general traffic


Cycle Superhighway 4

Cycle Superhighway 4 (CS4) was originally conceived to run from London Bridge to Woolwich via Deptford and Greenwich. It is one of two flagship Cycle Superhighway projects for the current Mayoral administration. However, while it is expected that proposals for CS4 will go to public consultation in 2017, it is highly unlikely that this will include the most easterly section, which includes the Woolwich Road. This section is unlikely to be consulted on within this current Mayoral term.

When proposals are released it is expected to include a 4 metres wide, bi-directional, segregated cycle track within the existing carriageway limits to the east of the Anchor and Hope Lane junction. To the west of this junction the cycle facilities are expected to primarily take the form of with flow cycle lanes.

The option to run the bi-directional track along the northern edge of the carriageway has been considered, but was discounted given the number and size of the junctions on this side of the Woolwich Road.


Charlton Station

The approach contained within Transport for London’s Station Public Realm Design Guidance (Auguest 2015) has been used to develop outline proposals for the public realm at Charlton Station.

1. High Level Objectives

This guidance sets-out four objectives for a station’s public realm:

- Transport: Optimise the local operation of the transport system

- Place-making: Enhance the sense of place

- Community: Develop socially engaging spaces that unlock community benefit

- Commercial: Support the local economy and generate commercial revenue

2. The Destination

Like many stations in Outer London, Charlton’s primary designation is as a Local Station, serving the surrounding residential community. In line with this designation, the station can be quiet at certain times of the day, which may lead to issues around personal security. However, the proximity of Charlton Athletic Football Club’s stadium (27,000


capacity) at just 350m means that on match days the station also acts as an Attractor (a significant destination within the local areas). Common with other stations of this type it means that many users may be in the area for the first time and there can be large tidal flows of people.

3. The local area

The area surrounding the station is dominated by residential land uses, with the major key destination being Charlton Athletic football ground. The main access to the station is from Charlton Church Lane, either from above the tracks via the ticket office or via elevated walkways with steps down, or via an alternative entrance with direct access to the ‘down’ platform. The ‘up’ platform has a similar, at-grade access via Delafield Road - a residential side street.

Bus stops located immediately north of the station are served by a single route - the 486 that runs between Bexleyheath and North Greenwich, with a frequency of eight buses per hour. The impression is one of far greater bus provision, partly due to the now redundant bus turn-around facility and partly due to the general traffic width restrictions with adjacent northbound bus lane.

Further bus routes serve the Woolwich Road to the north, with eastbound and westbound stops located 235m and 200m away respectively. There is also the 380 bus that turns around just to the south of the station on its way between Belmarsh and Lewisham.

Routes heading north from the station, which will connect to the Charlton Riverside Masterplan via the Anchor and Hope Lane junction, are bleak and hostile. These routes currently lack activity and active frontage. The existing bus turnaround area currently acts as a hole in this urban fabric.

(Please refer to Section 2.4 for a summary of existing and future bus operations.)


PTAL

The Public Transport Accessibility Level (PTAL) along the Woolwich Road is primarily driven by the three train stations; Westcombe Park, Charlton and Wooliwich Dockyard. This is then bolstered by a number of bus routes that run along its length. Adjacent to Charlton Station the PTAL on the Woolwich Road reaches 4, while the sections between the stations drop as low as 2.


Traffic Counts

The junction with Anchor and Hope Lane is the key point along the Woolwich Road in terms of traffic flows. To the east of this junction peak hour flows are approaching 3,000 vehicles, while to the west of the junction they are almost half this number. This is believed to be due to a large proportion of drivers choosing to reach the Blackwall Tunnel via Bugsby’s Way (the signed route). However, often the fastest route, and therefore the one sometimes recommended by Sat-Navs, continues along the Woolwich Road all the way to the Blackwall Tunnel Southern Approach.


Congestion

Despite the peak hour traffic flows along the Woolwich Road to the east of the junction with Anchor and Hope Lane being almost double those to the west of the junction, congestion is consistently worse through this western section. This is believed to be primarily due to the change in the nature of Woolwich Road from a four lane, dual-carriageway to the east of the junction with Anchor and Hope Lane to a two lane, single-carriageway to the west.


2.2 Integrated + Socially Connected

- Proposals must be outward looking and seek to integrate the new with the existing

- Access to, social infrastructure is a key component

The Charlton Riverside masterplan area is notable for its lack of social infrastructure (health, education, transport, civic, social housing, community and sports facilities) particularly to the west of the Barrier Park. This is understandable given that land use within the masterplan area has traditionally been dominated by industrial uses. But this combined with the hostility of the Woolwich Road means that much of the development that currently borders the masterplan area turns away from it.


Schools

The Royal Greenwich Trust School currently accepts pupils from the age of 14 up to 18. As of September 2017 it will become a Secondary school, meaning that it will be expanding to accept children from 11 years old.

Equally, Windrush Primary School has only opened relatively recently and so only has pupils in the lower five years, meaning that it is only approximately two-thirds full. Over the next three or four years the number of children attending will increase significantly.

Currently most pupils enter and exit Windrush Primary School from the rear at Westfield Street. This causes problems with congestion in the surrounding streets mainly used to access light industrial units, but the alternative would be to drop-off and pick-up along the Woolwich Road.

Although the Woolwich Road has a 30 mph speed limit it currently feels much faster. The hostility that it generates makes for an unpleasant environment for those walking, cycling or spending time on the Woolwich Road. Windrush Primary School currently has a school crossing patrol supervisors are currently present at the start and end of the school day at the signal controlled crossing on the Woolwich Road closest to the school.

Almost without exception, the residential developments to the south of the Woolwich Road and to the east of the junction with Anchor and Hope Lane (approximately a kilometre in length) have no active frontage.

The condition to the west of Anchor and Hope Lane is far better, with terraced housing dominating. But despite the introduction of new social infrastructure within the masterplan area, the greater challenge to creating an area that is integrated and socially connected will be to break down the historic barrier that is the Woolwich Road as well as the subsequent development that has responded to this context.

The Charlton Riverside Masterplan includes proposals for three new schools (two primary and one secondary). Their introduction will likely further increase the demand for school children to cross the Woolwich Road.


- Responsible management of natural resources

- Public open space will be one of the key forums in which measures to achieve resilience will be focussed

The most acute issue relating to climate resilience for the Woolwich Road is flooding. This equates to the areas ability to accommodate flooding events and to continue to function.

The majority of the site is located in Flood Zone 3, with a small part in the north western corner in Flood Zones 1 and 2. Flood Zone 3, which is the most critical, is assessed as having a 1 in 100 or greater annual probability of river flooding or a 1 in 200 or greater annual probability of flooding from the sea, ignoring the presence of defences (including the Thames Barrier).

Given the presence of the Thames Barrier, which protects London from tidal surges, this type of event is mitigated against. Even if this wasn’t the case, there is relatively limited scope for features within the streetscape to help manage such an event.

However, widespread areas of the Masterplan have been identified as susceptible to surface water flooding, due to low lying land. This is where the streetscape along the Woolwich

2.3 Resilient

Road can contribute towards better managing floodwater, and is possibly of greater importance to Charlton Riverside Masterplan area, by reducing the likelihood of flash flooding events and reducing the areas load on the drainage network by attenuating water.


- Opportunities for its residents to more easily practice sustainable modes of behaviour

The way that we each choose to travel has one of the most significant impacts on our sustainability. Providing people with a genuine choice beyond the car is at the heart of this. Plus, given that 42% of residents do not own a car, this issue goes beyond environmental sustainability to also include issues of equality.

Charlton Station is in Travelcard Zone 3 and operaterd by Southeatern. It is on the North Kent Line with trains between Central London (Cannon Street and Charing Cross) and Sidcup, Bexleyheath, Dartford and Gillingham. In 2014-15 the station had a gateline count of approximately 1.8 million, with step free access and toilet facilities.

2.4 Locally Global


River Thames

River Thames

Woolwich Church St.Warspite Road

WoolwichChurch StreetFrances Street

WoolwichChurch StreetKingsman Street

WoolwichFerry

John Wilson StreetPowis Street

WoolwichTown Centre

(Calderwood Street)(Route 161 only)

Woolwich Town Centre for WoolwichArsenal

Queen Elizabeth HospitalMain Entrance

Queen Elizabeth HospitalWest Entrance

Baker RoadGreenwich Heights

Shooters Hill RoadBaker Road

Shooters Hill RoadAcademy Road

Memorial Hospital

Bellegrove Road

Welling

ElthamWell Hall

Eltham

ElthamChurch

Mottingham

MottinghamVillage

White Horse Hill

ChislehurstHigh Street

ChislehurstWar Memorial

BexleyheathShopping Centre

Bexleyheath

Pickford Lane

Hythe Avenue

Bedonwell Road

King Harold’s Way

OkehamptonCrescent

WickhamLane

Charlton RoadVictoria Way

Charlton RoadWyndcliff RoadBlackheath

Royal StandardVanbrugh Park

Beaconsfield Road

Prince Charles RoadMaze Hill

Thorntree RoadCharlton Lane

Thorntree RoadPound Park Road

Thorntree RoadKinveachy Gardens

WoodlandTerrace

St Thomas Church

Prospect ValeMorris Walk

Estate

ArtilleryPlace

Frances Street

Frances St.Red Barracks Rd

SamuelStreet

WoolwichDockyard

WellingtonStreet

The WoolwichCentre

Woolwich RoadGallions Road

Woolwich RoadVictoria Way

Woolwich RoadRainton Road

East GreenwichLibrary

Woolwich RoadMarlton Street

Woolwich RoadCalvert Road

East GreenwichVanbrugh Hill

Trafalgar RoadTyler Street

Maze Hill

Greenwich Cutty Sarkfor National Maritime Museum

Greenwich

GreenwichHigh Road

Greenwich South Street

Lewisham Road

Lewisham

LewishamTown Centre

DeptfordBridge

NewCross

NewCrossGate

Queens Road Peckham

PeckhamBus Station

Old Kent RoadCanal Bridge

Old Kent RoadTesco

Bricklayers Arms

Elephant& Castle

LambethNorth

WestminsterParliament Square

WhitehallHorse Guards Parade

Lewisham Hospital

CatfordLewisham Town Hall

CatfordBus Garage

Southend VillageThe Pond

Beckenham Hill

Beckenham JunctionBeckenhamWar Memorial

Elmers End GreenElmers EndTesco

Blackheath Hill

Blackheath

Hare andBillet Road

Lee Terrace

Belmont Hill

North Greenwichfor The O2

Bugsby’s WayGallions Road

Bugsby’s WayPeninsular Park Road

Sainsbury’s atGreenwich Peninsula

GreenwichPeninsula

Odeon Cinema

Millennium Village South

Millennium VillageOval Square

Eastcombe AvenueWyndcliff Road

Eastcombe AvenueBramshot AvenueWestcombe Hill

Kirkside Road

Westcombe Park

Westcombe HillWesterdale Road

Blackwall LanePelton Road

LittleHeath

CemeteryLane

Little HeathErwood Road

Plumstead

PlumsteadHigh Street

PlumsteadCorner

Abbey EstateEynsham Drive

AbbeyWood

McLeodRoad

NathanWay

BurrageRoad

Central Way

HarrowManor Way

NewacresLibrary

Yarnton Way

ThamesmeadEast

ThamesmeadBoiler House

ThamesmeadCrossway

ThamesmeadTown Centre

ThamesmeadBentham Road

PlumsteadCommon Rd

PlumsteadCommon

Griffin Road

Millennium Primary School

Crook Log

Woolwich RoadRoyal Greenwich

UniversityTechnicalCollege

Blackwall LaneTunnel Avenue

CharltonPark Road

WoolwichTown Centre(ThomasStreet)

Broadwater Road

Whinchat Road

Warepoint Drive

Battery Road

BelmarshPrison

BexleyheathBus Garage

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Buses from Charlton

3 Day buses in blackN3 Night buses in blueO— Connections with London Undergroundo Connections with London OvergroundR Connections with National RailD Connections with Docklands Light Railway

Connections with Emirates Air LineT Connections with London TramsB Connections with river boats

Operates daily with 24-hour service Friday and Saturday nights Tube station with 24-hour service Friday and Saturday nights when Night Tube services operate

Key

Route finderBus route Towards Bus stops

53 Plumstead +○R

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54 Elmers End ○P ○Q

Woolwich +○R

161 Chislehurst +A+○A ○C ○E

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177 Peckham ○B ○D ○F

Thamesmead +A+○A ○C ○E

180 Belvedere +A+○A ○C ○E

Lewisham ○B ○D ○F

380 Belmarsh ○K ○L ○R ○S ○W

Lewisham ○M ○N ○Q ○U ○V

422 Bexleyheath +○R

North Greenwich ○P ○Q

472 North Greenwich ○B ○D ○G

Thamesmead +A+○A ○C ○E

486 Bexleyheath ○J ○L ○R ○S

North Greenwich ○G ○H ○M ○N ○Q

Night busesBus route Towards Bus stops

N1 Thamesmead +A+○A ○C ○E

Tottenham Court Road ○B ○D ○F

Use your contactless debit or credit card. It’s the same fare as Oyster and there is no need to top up.

Top up your Oyster pay as you go credit or buy Travelcards and bus & tram passes at around

Sign up for an online account to top up online and see your travel history and spending.

4,000 shops across London.

Ways to pay

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Four bus routes serve the Woolwich Road: 161, 177, 180 and 472. Additionally, a single bus route, the 486, crosses the Woolwich Road at Anchor and Hope Lane, serving Charlton Station.

At a meeting with Aidan Daly of TfL Buses on 19.01.17 he suggested that the frequency of Route 472 is proposed to reduce to 7.5 buses per hour in the peaks from its current frequencies of 12 and 10. This route would also be extended to Abbey Wood (due to the arrival of Crossrail). Route 180 is proposed to be diverted at Peartree Way to North Greenwich at its existing frequency of 6 buses per hour, no longer serving the section between Woolwich Road and Lewisham. Route 380 would retain the link between Charlton and Lweisham.

Overall, it is proposed that bus frequency along the Woolwich Road is set to reduce by approximately 4 buses per hour, while the main flow of buses into North Greenwich reduces by 1 bus per hour overall as a result of the 180 being diverted.

It is understood that the bus turnaround facility at Charlton Station was originally introduced for the opening of the Millennium Dome and the associated M1 bus services. This route no-longer operates, but the turn around facility is used by a shuttle bus service in the

peak hour (Route 472) that operates six times and has been introduced to ease congestion on route 486 between Charlton Station and Greenwich North.

It is worth noting that Away Supporters arriving by coach at Charlton Athletic Football Stadium are dropped off in Anchor and Hope Lane or Bugsby’s Way and picked up from either the same location or, if there are 12 or fewer away supporter coaches, from Valley Grove (they do not appear to use the turnaround facility).


WebCAT

The adjacent plan illustrates how far you can travel by public transport in a given time from Charlton Station. It helps to illustrate how much of a barrier the River Thames is to movement. Equally, much of The City of London is within a 45 minute journey.


While Woolwich Road has continuous, with flow cycle lanes or bus lanes in both directions along its length (mandatory to the east and advisory to the west), other facilities, particularly at junctions, are limited.

The adjacent plan shows the indicative proposed network of primary and quietways cycle networks by 2026, taken from the Royal Borough of Greenwich Cycling Strategy (April 2014). Woolwich Road forms an important east-west primary route within this network.

In terms of walking, the Woolwich Road can be a hostile barrier to pedestrian movements, given the volume and composition of vehicles, but it is compounded by the railway line to the south, which has just four pedestrian crossing points within the study area. Despite the higher vehicle flows and larger carriageway width of the eastern section, the western section is perhaps even more intimidating due to the narrow footways, as well as the residential dwellings and retail developments that front the street. This creates an even stronger juxtaposition between the competing needs of local and strategic functions.


Road Safety

Firstly, it should be noted that Greenwich has one of the best road safety records of any Borough in London, with approximately half as many collisions resulting in someone being killed or seriously injured than Boroughs such as Wandsworth and Brent. The following analysis should be set within this context.

Of the Boroughs 17 Wards, Woolwich Riverside (which covers the study area) has the highest child casualty rate. This section of the Woolwich Road also includes the junction with the Boroughs highest recorded number of collisions. So while the Borough is generally doing better than most when it comes to road safety, the Woolwich Road should be a focus for further improvement.

Collision data has been analysed for a 3 year period up to 30th April 2016. During this time there were 92 collisions recorded along this stretch of the Woolwich Road.

The junction with Anchor and Hope Lane (158) recorded the most collisions of any junction on the Borough’s network, with 13 slight, 1 serious and 0 fatal collisions. Furthermore, four of these collisions (over a quarter) involved pedestrians.

The priority junction with Gallions Road (236) recorded the joint sixth highest


number of collisions of any junction on the Borough’s road network, with 8 slight, 0 serious and 0 fatal collisions. Five of the eight collisions in the last three years involved cyclists.

The junctions with Gallon Close, Westmoor Street and Warspite Road are not listed as individual junctions within TfL’s collision analysis software. However, collision data for these three junctions has been extracted and analysed separately to help understand how they compare.

In particular, the junctions with Gallon Close and Warspite Road stand out. If these were included in the Borough rankings they would both join Gallions Road as junctions with the joint sixth highest number of collisions of any junction on the Borough’s network.

The Gallon Close junction stands out further by having a collision rate involving powered two wheelers that is more than double the Borough average for a roundabout.

In terms of the links, perhaps surprisingly it is the western section that performs particularly poorly (given its lower traffic flows when compared with the eastern section). The section between Farmdale Road and Gallions Road recorded 19 slight, 2 serious and 0 fatal collisions.


1

Rank (Borough

Network, All Junctions)

All collisions

Fatal and serious

Total Pedestrian

Pedal Cyclist

Powered 2 Wheeler

Non-pedestrian

Right Turners Non-dry Dark

- 1.41 0.11 0.24 0.12 0.22 1.17 0.46 0.28 0.49

155Blackwall Tunnel Southern Approach / Woolwich Road

8 (TLRN) 3.67 0 0.33 0.67 0.33 3.34 0 0.33 1

158 Woolwich Road / Anchor & Hope Lane 1 4.33 0.33 1.33 0.33 0.67 1 0.33 0.33 1.67

Roundabouts, excluding mini-roundabouts : collision rates per site per yearRank

(Borough Network, All Junctions)

All collisions

Fatal and serious

Total Pedestrian

Pedal Cyclist

Powered 2 Wheeler

Non-pedestrian


- 1.31 0.12 0.10 0.15 0.27 1.21 - 0.25 0.37

A Woolwich Road / Gallon Close 6 2.67 0.33 0 0.33 0.67 2.67 0.67 0.33 0

B Woolwich Road / Westmoor Street 15 2 0 0 0 1 2 0.67 0 0.33

C Woolwich Road / Warspite Road 6 2.67 0 0 1 0.33 2.67 1 0 1

Priority junctions : collision rates per site per yearRank

(Borough Network, All Junctions)

All collisions

Fatal and serious

Total Pedestrian

Pedal Cyclist

Powered 2 Wheeler

Non-pedestrian


- - - - - - - - - -

236 Woolwich Road / Gallions Road 6 2.67 0 0.33 1.67 0 2.34 1 0.33 0

Rank (Borough Network)

All collisions

Fatal and serious

Total Pedestrian

Pedal Cyclist

Powered 2 Wheeler

Non-pedestrian

Right Turners Non-dry Dark Collisions

per km

- - - - - - - - - - 5.72

156 - 236 Woolwich Road 7 7 0.67 0.33 2 1.67 6.67 2 1 0.67 11.1

236 - 158 Woolwich Road - 0 0 0 0 0 0 0 0 0 0

158 - A Woolwich Road 1 5.99

A - B Woolwich Road 1.33 4.55

B - C Woolwich Road 2.33 6.05

158 - 163 Woolwich Road 15 18.67 1.67 2.33 3 3 16.34 3.33 1.33 3.67 8.4

Rank (Borough Network)

Motorway A B C and unclassified All Roads

- - 5.72 2.09 0.37 1.12

Accident/casualty type

Cost per casualty

Cost per accident

Fatal 1,836,054 2,066,732

Serious 206,321 235,791

Slight 15,905 24,887

Average for all severities 54,849 77,825

Damage only - 2,204

https://www.gov.uk/government/publications/reported-road-casualties-great-britain-annual-report-2014

Borough Average (2011-2013)

RAS60001

2 The number of reported road accidents were based on 2014 data1 The costs were based on 2014 prices and values

Borough average data taken from ‘Collision Levels in Greater London 2011 to 2013’

Junction and link specific data based on average for 3 years of collision data to 31st December 2015

Average value of prevention1 per reported casualty and per reported road accident2:


Links: Collision rates per kilometre by road class


Woolwich Road - Collision Analysis

Location

Links: collision rates per site per year

Department for Transport statistics

Location

Location

Location



Automatic Traffic Signal junctions: collision rates per site per year

Borough Road Safety Plan

October 2015

The existing cycle lanes along the Woolwich Road were recently widened to 2m, which should provide cyclists with greater protection.

In terms of more specific issues, the Boroughs Road Safety Engineer raised concerns about a lack of capacity at the bus stops located closest to the schools on Woolwich Road, particularly given that these schools are expanding.

Additionally, many children at the primary school are dropped off in and around Ferranti Close (where there is a rear entrance to the school). This area is characterised by industrial uses and HGV traffic, which is a far from ideal environment for children to be crossing the road, and entering and exiting cars.

Further details about the Boroughs priorities can be found in the Borough Road Safety Plan.


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WOOLWICH ROAD TRAFFIC DATASpeed and Vehicle Classification Count.

Scale 1:100

Traffic Speeds

The Woolwich Road has a 30 mph speed limit, but observed 85th percentile speeds consistently exceed this limit. Data for two sites is provided in the adjacent table, one eastbound and one westbound.

The eastbound site is 45 metres from the exit of the roundabout at Westmoor Street with 85th percentile speeds in the range of 32.2 to 33.3 mph.

The westbound site is 120 metres from the exist of the roundabout at Warspite Road with 85th percentile speeds in the range of 36.7 to 37.1 mph.


- Take account of the existing and surrounding character

The adjacent plan illustrates historic routes, conservation areas, listed buildings and buildings of interest. The Woolwich Road is relatively bereft of buildings with significant historical interest with the exception of the very eastern end. To the north of the street is Windrush Primary School together with the Howick Arms and Howick Mansions. Possibly of greater significance is the presence of a number of historic routes that either meet of cross the Woolwich Road.

2.5 Distinct + Special


- The existing mix of uses at Charlton Riverside, which is part of its character and is more reflective of a typical London neighbourhood, will be retained as the site is re-developed

As can be seen from the adjacent plan, while the area to the south of the Woolwich Road is dominated by residential land uses, those to the north are far more varied. To a certain extent, this mix will be retained as part of the Charlton Riverside Masterplan, but with much of the existing industrial and business uses redeveloped as primarily residential.

2.6 Mixed


Possibly the greatest challenge facing the Masterplan area, including the Woolwich Road, is how to accommodate the access requirements for this mix. While the idea that heavy goods vehicles can be encouraged to share the same space as children on their way to school or commuters heading to the train station, the reality is that the hostility created by the former will not create an attractive environment for either of the latter.

Equally, the transitional period will create challenges, as the first new residents may be living in the area for several years before the rest of the Masterplan and it’s facilities are realised. It is suggested that heavy goods traffic will need to be actively managed to minimise its interaction with the future residential population.

The adjacent frontages plan illustrates the scale of the challenge in creating a Woolwich Road that feels vibrant, given its current lack of active frontage.


2.7 Green + Healthy

- Public open space...must be well designed, carefully located and assiduously managed;

- Provide for the full panoply of recreation interests

There are two major open spaces adjacent to the Woolwich Road. The first is Barrier Gardens, immediately to the west of the Royal Greenwich Trust School and runs northwards to the Thames Barrier. It is a linear, landscape strip that runs alongside Eastmoor Street, offering some seating and pleasant walks.

The other major open space is Maryon Park, which is located opposite Barrier Gardens on the south side of the Woolwich Road. The park includes a children play area, toilets and two tennis courts. Further information is included in the Maryon Park Management Plan.

While Barrier Park is permanently open to the public, Maryon Park is only open between 9am and dusk, while exit from the park is pssible at all times via a turnstile gate on Maryon Road.

Maryon Park forms part of both the Capital Ring Walk and the Green Ring. The former covers 78 miles of open spaces, nature reserves and Sites of Specific Scientific Interest. It is divided into 15 separate walks, the first of which runs from Wooliwch Foot Tunnel to Falconwood. This effectively connects

Maryon Parks Management Plan 2015

Maryon Park Management Plan 2015

Maryon Park with Falconwood via Charlton primarily through a series of green spaces (see adjacent plan).

Similarly, Maryon Park and Thames Barrier Park form part of the Green Chain. While this shares a similar alignment to the Capital Ring Walk through this part of London, this route ultimately connects with destinations that are further afield (see plans).


Transport for London.

Capital Ring

Section 1 of 15.

Woolwich Foot Tunnel to Falconwood.

Section distance: 7 miles (11.2 kilometres) .

Introduction. This is one of the longest sections of the Capital Ring but the bonus is that it has great contrasts, going from the River Thames to Oxleas Meadow, one of the highest points in the area.

The route is mainly level but there are some steep slopes and two long flights of steps, both of which have detours so that they can be avoided. There is a mixture of tarmac paths, pavement, rough grass and tracks.

There are bus stops along the way, so as this is a long section you can break your walk. There are links with the Thames Path and Green Chain Walk, both also part of the Walk London Network; in some places you may find you have to follow the Thames Path and Green Chain signs.

There is one detour on the route which is well marked. It is hoped that eventually the route will follow the river for a longer distance as riverside development allows.

Section start: Woolwich Foot Tunnel.

Nearest stations to start:

Woolwich Arsenal or Woolwich Dockyard

Section finish: Falconwood.

Nearest station to finish:

Falconwood


Air Quality

The whole of the Borough is designated as an Air Quality Management Area since 2001 due to elevated mean concentrations of nitrogen dioxide (NO2) and particulate matter (PM10). The main source of air pollution within the Borough is emissions from local traffic.

The Borough recognise the importance of this issue and this is one of the reasons why they have more air quality monitoring sites than any other London Borough.

The local air quality monitoring locations are shown on the adjacent plan, with NO2 concentrations represented as:

- Green: 0 - 36 ug/m3

- Yellow: 36 - 40 ug/m3

- Red: 40 - 80 ug/m3

The EU sets a limit for a 1 year averaging period for NO2 of 40ug/m3, which is exceeded at the site on the Woolwich Road close to the junction with Anchor and Hope Lane.


Modelled annual mean PM2.5 air pollutionModelled annual mean PM10 air pollution

Modelled annual mean NO2 air pollution Modelled annual mean Ozone (O3) air pollution

All data sourced from www.londonair.org.uk


EU funded Horizon 2020 Sharing Cities programme in Orange

The Smart Cities and Communities programme uses technology and advances in data analytics to address challenges faced by major cities in the 21st Century. There is a particular focus on innovation to promote environmental sustainability, including low carbon energy use & conservation, sustainable transport, city management and citizen engagement.

The Low Emissions Neighbourhood (LEN) Scheme in Green

This is one of five ‘Low Emission Neighbourhoods’ will be set up across eight boroughs, with pollution-busting measures including strict new penalties for the most polluting vehicles, car-free days, green taxi ranks for zero emission-capable cabs and parking reserved for the cleanest vehicles. The new Low Emissions Neighbourhoods will come into full effect by the start of 2019.

The scheme in Greenwich is focused on improving air quality in the Greenwich West and Peninsula wards. It will use a mixture of ‘smart technology’ and tried-and-tested techniques to reduce transport emissions and make the area a more people-friendly neighbourhood.


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Freight Quality Partnership (FQP) areas

Walking & cycling improvements

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Core zone of LEN

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Areas of activity which include:- Cycle parking- Indicative Electric Car Club- Charging points- Ebikes

School Travel Plan (STP)

Workplace Travel Plan (WTP) areas

Personal Travel Planning (PTP)

Freight Quality Partnership (FQP) areas

Walking & cycling improvements

Neighbourhood pocket parks

Local pocket public realm

Greenways

Quietways

Playstreets (indicative locations)

New 20mph limit zone

Smarter parking/parking permit systems

Bus priority

Better Points geofenced boundary

Car free days

Gateway squares

District Heat Scheme

Brompton bike hire

Legible London Scheme

Greenwich Low Emission NeighbourhoodSchematic Measures Map


- Provision of sufficient early years facilities at the outset

While the majority of social infrastructure is located to the south of the Woolwich Road, serving the main, existing residential population, both The Royal Greenwich Trust School and Windrush Primary School are immediately north of the corridor.

Access to these two schools is currently poor, with drop-off tending to take place in Westfield Street within the industrial area. There is an obvious conflict between children on their way to school and commercial vehicles serving the industrial estate.

From the Woolwich Road two staggered signalised pedestrian crossings serve the two schools, with the one nearest to the primary school including two crossing supervisors at peak times. Anecdotal evidence suggests that the bus stops nearest to the Royal Greenwich Trust School are overcrowded at peak times, while, despite the presence of cycle lanes, the hostility of the Woolwich Road is unlikely to encourage the use of this mode for many people, especially school children.

2.8 Lifetime Ready


2.9 Viable

The involvement of RBG...in terms of the provision of social and physical infrastructure will be an important part in any consideration of viability.

Improvement to the Woolwich Road will not happen without the coordination and support of RBG. This study forms part of the proof that RBG are committed to the success of the Charlton Riverside Masterplan. Even those elements primarily being managed by third parties, such as the possible future introduction of CS4 are unlikely to happen as soon without pressure from the Council.


The approximate locations of statutory undertakers existing apparatus for water, gas, electricity and communications. Perhaps unsuprisingly, the Woolwich Road is a popular corridor for utility companies to use.

2.10 Utilities


2.11 SWOT Analysis

Strengths: characteristics that give the Woolwich Road an advantage over others

1. Charlton Station provides a 23 minute service into Central London (Cannon Street) six times an hour)

2. National Cycle Route 1 (The Thames Path) is a largely traffic free cycle route connecting Eirth with Greenwich via the Millennium Dome.

3. Adjacent open spaces, Maryon Park and Thames Barrier Park, form part of a chain of connect green spaces/ecology corridor as part of the Capital Ring Walk and Green Chain, providing off-carriageway links to the north and south as well as water attenuation.

4. Despite the Woolwich Road providing direct vehicular access on to the Blackwall Tunnel Southern Approach, traffic travelling to the Blackwall Tunnel is signed along Anchor and Hope Lane and Bugsby Way, reducing vehicular flows to the west of Anchor and Hope Lane to approximately 16,000 vehicles per day.

5. There is already an existing pedestrian footfall, primarily between the residential areas to the south and the retail to the north.

Weaknesses: characteristics that place the Woolwich Road at a disadvantage relative to others

1. The A206 Woolwich Road is a dual-carriageway east of its junction with Anchor & Hope Lane, carrying around 27,000 vehicles per day that acts as a hostile barrier to local movement and living.

2. A number of junctions along this section of the Woolwich Road have poor road safety records within the wider Borough context.

3. The light industrial uses adjacent to the Woolwich Road combined with the use of this strategic route by other HGV traffic makes the mix of traffic particularly hostile.

4. Much of the existing development that lines the Woolwich Road does not front it, including much of the housing to the south and the big box retail to the north.

5. Bus stops serving the two schools are overcrowded at peak times

6. PTAL along much of the Woolwich Road is a relatively low 2 or 3.

7. Poor links to the north side of the River Thames.

6. Proximity of strategic landmarks (The O2 Arena, Excel exhibition and convention centre, London City Airport, Charlton Athletic football ground).

7. Existing, well established mature trees.

8. Some local residents and businesses owners demonstrate a great deal of pride in their properties. The Rose of Denmark public house is a good example.

8. Provision for cyclists along the Woolwich Road (identified as part of the Borough’s primary cycling network) lags behind standards currently being set by the Cycle Superhighways on similar corridors.

9. Conditions for pedestrians are hostile and uninviting.

10. Lack of active frontage for much of the corridor.


Opportunities: elements in the environment that the Woolwich Road could exploit to its advantage

1. Transport for London are currently designing and have budgeted for the implementation of the central section of Cycle Superhighway 4, connecting Tower Bridge with Greenwich. While time scales for any extension along the Woolwich Road and beyond are unconfirmed, this project remains an important potential source of funding to address many of the corridors issues. 2. Charlton Riverside Masterplan will increase the residential population of the area who will be assessing their travel options for the first time.

3. Both the Royal Greenwich Trust School and Windrush Primary School will be increasing their number of pupils as the former goes from a college (ages 14 to 18) to a Secondary (ages 11 to 18), and the latter (ages 4 to 11) continues its phased opening (only Reception, Years 1,2,3 and 4 classes in September 2016)

4. The bus turnaround area outside of Charlton Station is only used by six buses during the peak period on weekdays.

5. Proposals for the A206 Trafalgar Road, as part of the parallel project

Threats: elements in the environment that could cause trouble for the Woolwich Road

1. Some recent development along the Woolwich Road has failed to enhance the street as much as it might (lacking active frontage, large format, car dominated). Further development of this type will limit the benefits associated with improvements to the streetscape. The emerging Charlton Riverside Masterplan SPD should address this issue by enhancing existing planning policy.

to develop a Low Emissions Neighbourhood to the west of the Blackwall Tunnel Southern Approach, could be used as a blueprint for all or part of the Woolwich Road.

6. Much of the corridor is currently lined by under utilised, left-over green space.

7. Existing corridor width enables multiple cross-sections to be considered.

8. New local centre as part of the Charlton Riverside Masterplan will help to generate footfall and create active frontage.


03 Proposals

3.1 Overview 3.2 Details


3.1 Overview

A number of proposals have been developed that specifically aim to address the Vision Objectives associated with the Charlton Riverside Masterplan. These include:

- Relatively small scale interventions that can be repeated along the whole corridor (improved bus stop facilities, SUDS and new cycle facilities);

- Interventions focused on the sin-gle-carriageway end of the corridor (20 mph speed limit and continuous footways at side road crossings);

- Interventions focused on the dual-car-riageway end of the corridor (Bus Lanes and Roundabout Improvements); and

- Set-piece interventions focused on a single location (Charlton Station and the Green Crossing).

The suggested locations of each of these interventions is illustrated on the attached plan. The table on the next page describes how these interventions address the Charlton Riverside Masterplan Vision Objectives as well as an estimate of each interventions implementation cost and the earliest that each intervention could be introduced.

Further details on each of the interventions is provided in the following section.


Short-Term(0-1years)

Medium-Term(2-4years)

Long-Term(5-10years)

DowngradingthewesternsectionImproving

conditionsforwalking

Reducingthehostilityofgeneral

traffic

RBGarepromotingpositivechange

alongtheWoolwichRoad

4,000

20mphspeedlimitImproving

conditionsforwalkingandcycling

Reducingthehostilityofgeneral

traffic

Improvingairqualitybyreducingstop-starttraffic



50

SustainableUrbanDrainageSystemsReducingpeak

loadsondrainagesystem



100(10each)

BusLanesImproving

conditionsforbususers



5

RoundaboutImprovements Improvingroadsafety



45(15each)

CycleLanes Imporvingaccessbybicycle

Improvingconditionsfor

cycling

Separatingcyclistsfromthehostilityof

generaltraffic

Improvingaccessto'earlyyears

facilities'bybicycle



2,500

CantileveredBusShelters Improvingaccesstoschools

Improvingconditionsforbus

users


facilities'bybus



(10each)

GreenCrossing Improvingaccesstoschools

Improvingconditionsfor

walking

ImprovedsettingforWindrushPrimarySchool

Separatingpedestriansfromthehostilityofgeneraltraffic

Improvingpedestrianandcyclistaccesstogreenspaces


facilities'onfoot



750

CharltonStationImproving

conditionsforwalking



-

Cost(£1,000)

Phasing

Connected+

Accessible

Integrated+

SociallySuccessful

Resilient

LocallyGlobal

Distinct+Special

Mixed

Green+He

althy

Lifetim

eReady

Viable


1. Downgrading the western section

It is suggested that the western section of the Woolwich Road, between the junctions with Anchor and Hope Lane and the Blackwall Tunnel Southern Approach, would benefit from a comprehensive set of measures designed to improve the quality of the public realm and reassign as much through traffic on to Bugsby’s Way as is practical.

The introduction of blended footways across the mouths of residential side street junctions would provide greater priority and comfort to pedestrians while slowing drivers. Their use is now becoming more common across London primarily following their inclusion with in TfL’s Streetscape Design Guidance.

A trial by TfL in 2014 saw the removal of centreline markings from three A roads in London. The result was a statistically significant reduction in vehicle speeds. Given that a 1 mph increase in vehicle speeds has been linked to a 5% increase in collisions (TRL report 421), this relatively simple intervention could help to reduce the number and severity of collisions along the western section of the Woolwich Road.

The entry points into this section of the Woolwich Road can also contribute a great deal to discouraging traffic

2. 20 mph Speed Limit

Following a Best Value Review of the Borough’s 20 mph zones, there is a commitment to introduce a 20 mph speed limit on all of the Borough’s residential streets. Those streets to the south of the Woolwich Road and to the west of the junction with Charlton Church Lane / Anchor and Hope Lane are already covered by a 20 mph zone, which includes traffic calming, while Charlton Church Road itself is covered by a 20 mph limit, which includes repeater signs.

If the section of the Woolwich Road immediately west of the junction with Anchor and Hope Lane and immediately east of the junction with the Blackwall Tunnel Southern Approach can be successfully de-trunked (see previous proposal) then it is suggested that a 20 mph limit should be considered. This will help to improve road safety through this section, creating a less hostile environment for pedestrians and cyclists.

3.2 Details

from using this corridor as well as encouraging appropriate behaviour from those that do.

Further measures are covered as part of other initiatives, such as a 20 mph speed limit and the introduction of Sustainable Urban Drainage Systems (SUDS).


3. Sustainable Urban Drainage Systems

There are a number of areas along the Woolwich Road, normally towards the back of the footway, that simply have no obvious function - they are leftover areas. One option would be to turn these into small public spaces or pocket parks, providing seating and other amenities. This has been done elsewhere along the Woolwich Road with mixed results.

The challenge alongside such a busy road is that, in its current state, few people choose to pause in this location, leaving some of the existing spaces looking a little windswept and unloved. This supports the idea that simply providing a public space will not guaranteed a vibrant street life.

Therefore the design of any new public spaces along the Woolwich Road need to be particularly carefully designed with special consideration given to maximising the number of pedestrians passing by and protecting the space from the hostility of the adjacent carriageway.

An alternative is to use these spaces to provide a degree of water attenuation and some biodiversity to the street scene. This will help to reduce the streets demands on the drainage network a peak times and ‘soften’ the streets aesthetics.

4. Bus Lanes

Currently there is a relatively short section of westbound bus lane between the junctions of the Woolwich Road with Anchor and Hope Lane and Gallon Close. It is suggested that for the eastern, dual-carriageway section the inside lane in both directions is designated as bus lane unless required for capacity general traffic capacity reasons. Traffic modelling will likely need to be undertaken to determine whether this is possible, but it would help to provide a buffer between the footways / cycleways and general traffic.

Assuming that this proposals is proved to be workable in traffic capacity terms it could be implemented relatively quickly, primarily requiring some white lining and new signage to support new traffic orders. Importantly, it could be implemented without the need to wait for TfL to progress their proposals for CS4.


5. Roundabout Improvements

The three existing roundabouts along the eastern section of the Woolwich Road have poor road safety records.

The junctions are currently almost bereft of road markings, providing little guidance or incentive for drivers to demonstrate good lane discipline. Particular during off-peak periods this is likely to result in some drivers ‘straight-lining’ the roundabouts.

It is suggested that the introduction of spiral markings could be investigated as a method for improving road safety. The adjacent example is an option being explored at a large roundabout in Newcastle with a similarly poor road safety record. Something similar could work for the Woolwich Road. Importantly, changes could be made relatively economically without the need to wait for CS4.

6. Cycle Lanes (CS4)

While TfL are currently suggesting that CS4 will not extend as far as the Woolwich Road as part of its first phase (which will terminate in Greenwich), we would support the Boroughs continued pressure on TfL to extend the route as soon as is practical. Given its importance, not just to the Charlton Riverside masterplan area, but to the strategic cycling network across the whole Borough, improved cycling infrastructure should be a key priority.

When CS4 does get introduced along the Woolwich Road it is most likely to take the form of a segregated, bi-directional cycle track adjacent to the southern kerbline for the eastern section and with-flow cycle lanes for the western section.

The junction with Anchor and Hope Lane would be reconfigured to enable eastbound cyclists to ‘flip’ from their with-flow lane running along the north side of the Woolwich Road to the bi-directional track running along the south-side. Such a movement could potentially be incorporated into the signal staging at the same time as the right turn for general traffic from the Woolwich Road into Anchor and Hope Lane.

The above improvements would also present an opportunity to address many of the corridors other issues, particularly road safety and access to the train station.


7. Bus Stop Facilities

There are a number of different bus shelter configurations and orientations along the Woolwich Road, with many resulting in a narrow effective footway width to accommodate end panels and advertising. While these can have benefits in terms of weather protection, their use on narrow footways creates a poor pedestrian environment. It is suggested that a single approach is taken to the style and orientation of all bus shelters, only varied locally where there are clear benefits. The Borough should encourage TfL buses to review bus shelter provision along the Woolwich Road with a view to ensuring that adequate effective footway widths are maintained and that, where desirable, a consistent approach is taken.


8. Green Crossing

A key challenge along the corridor is how to improve the connections across the Woolwich Road between Barrier Gardens and Maryon Park. It is understood that the option to introduce a new pedestrian and cycle bridge over the Woolwich Road has been suggested. This would provide a direct, segregated link between the two green spaces, but also presents a number of challenges.

Firstly, it will require pedestrians and cyclists to climb up to the level of the bridge deck in order to access it. For those already in Maryon Park the local topography can be used to assist with this, but for those on the Woolwich Road or in Barrier Park this will require a series of steps and ramps to reach a point approximately seven metres above carriageway level.

Secondly, the ground level within Barrier Park falls down towards the River Thames. Any ramp that attempted to follow the alignment of the park would be chasing this fall and need to cross Eastmoor Lane and the buildings that front its northern edge. Alternatively, a series of steps and ramps could zig-zag east-west across the front of the park facing the Woolwich Road. But this will almost certainly be to the significant detriment of the park itself.


at the bus stop on this side of the street and the opportunity to introduce tree planting that would compliment the park on the other side. Road markings would be kept to a minimum and the carriageway surface could be re-dressed with the addition of a coloured aggregate or similar to further change the character of this section of street. The option of a 20 mph limit for this section could also be explored.

The treatment of this section cold act as an exemplar and catalyst for change along the other dual-carriageway sections of the Woolwich Road. As elements of the Charlton Riverside Masterplan come forwards, the adjacent section of the Woolwich Road can be improved in parallel.

Thirdly, any bridge structure will create spaces underneath it that will be difficult to manage and which may attract anti-social behaviour.

An alternative would be to introduce an improved, at-grade signalised pedestrian crossing in conjunction with additional enhancements to this section of the Woolwich Road. With both the two parks and the College (soon to be a Secondary school) and Primary school within this section of the Woolwich Road, it contains the most social infrastructure of any part of the Woolwich Road. This status can and should be better reflected in the design and function of the street.

It is proposed that this section is book-ended by ten metre wide, single-stage, signalised pedestrian and cycle crossings - ones linking Barrier Park with Maryon Park and the other linking Windrush Primary School with Maryon Park. Both of these would be complimented by new entrances to Maryon Park that relocate the existing park gates further back, creating two welcoming public spaces.

The new Cycle Superhighway would run alongside the southern side of the carriageway and bus lanes would be introduced in both directions. The central reservation would be removed to enable the northern footway to be widened, providing greater capacity

Woolwich Road Maryon ParkEastmoor PlaceEa

stm

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Woolw

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UTC

Eastmoor Street

Line of Bridge and Off-ramp

Barrier Park

6m

2m

Bridge requires a 6m clearance over Woolwich Road. Assumed 2m construction depth for bridge, but may be deeper, therefore, length of ramp will be greater.

Stepped ramp down from bridge - nature of construction to be confirmed, so land take may be greater than shown.

Significant trees affected by off-ramp


Green Bridge Option 2Drawing No 076 Scale: As shown

29 September 2016

0 5 10 20m

Woolwich Road Maryon ParkEastmoor Place

1:20 Gradient

East

moo

r Pla

ce

Woolw

ich Road

UTC

Eastmoor Street

Line of Bridge and Off-ramp

Barrier Park

6m

2m

Bridge requires a 6m clearance over Woolwich Road. Assumed 2m construction depth for bridge, but may be deeper, therefore, length of ramp will be greater.

Ramp extends beyond Eastmoor Place, but would require demolition of existing properties (currently retained in the masterplan)

Significant trees affected by off-rampSignificant trees affected by off-ramp

Bridge construction also has the potential to impact on the delivery of the East-west Link proposed in the Masterplan.


Green Bridge Option 1Drawing No 075 Scale: As shown

29 September 2016

0 5 10 20m


Alt. southern bi-directional cycleway

Central bi-directional cyclewaySouthern bi-directional cycleway

With-flow cycleways


9. Charlton Station Approach

The main focus for change at Charlton Station should be on the existing bus turnaround area as this represents the greatest opportunity for positive change. This relatively large area is located in what will become an increasingly important place - helping to link the station with the junction of Anchor and Hope Lane and the future local centre proposed within the Charlton Riverside Masterplan. This route will become the primary way for those living at Charlton Riverside to walk to the station. Currently, the bus turnaround area adds very little to its surroundings in terms of active frontage or useful facilities. While its south-facing outlook could provide a pleasant setting.

Two options to create a new public space are proposed on the following pages, providing people with an opportunity to pause close to the station. This could include play facilities and / or a small concession that may help to manage the space.

Alternatively, a new building(s) could be introduced in this space that help to create a more continuous frontage, helping to make a stronger link between the station and the new Charlton Riverside Local Centre.

All of the possible options would require the six peak hour shuttle buses that operate between Charlton Station and Greenwich North to find an alternative to using this bus turnaround facility.


Option 1 - The space shown in the adjacent plan creates a new public space close to Charlton Station with the potential to introduce rain gardens, SUDS and other rainfall management measures as well as a play area for children. Equally, it could accommodate existing and enhanced facilities at a new bus stops serving southbound buses. A planted buffer zone is suggested in front of the existing housing to the northeast of the site along with the option for the pub to potentially re-imagine the rear of their building with possible outdoor seating. The space includes a reconfigured access to Barney Close that incorporates parking spaces for the existing residents. The different levels within the site create opportunities for varying landscapes.


Option 2 - This arrangement is a variation on Option 1, the main difference being that the access route to Barney Close diverts to the southern end of the space rather than to the north. It still provides space for different types of water management measures, children play area, residents parking and bus stop facilities. The pedestrian desire line between the station and the alleyway to the east of the pub is marginally better catered for in the option, but the heart of the space is possibly more disconnected from the station due to the position of the Barney Close access.


Option 3 - This arrangement introduces a new building at the southern end of the space with the potential to accommodate new retail space at ground level with residential above. This helps to create a more urban feel, providing active frontage along the route towards the Anchor and Hope junction. This space in front of the existing houses is kept relatively clear, maintaining their sight lines to the main street, but still with a green buffer.


Option 4 - Similar to Option 3, this arrangement seeks to introduce new active frontage into the area, this time with two smaller pavilion buildings. These then create a small courtyard between them that remains urban in character but is relatively sheltered from the adjacent carriageway. This makes it more suitable for outdoor seating associated with cafe uses within the new buildings.

draft report: woolwich road - consultations... · by public transport. this causes problems for the...

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