Moxon Street Masterplan - Welcome to Westminster.gov.uk · 2009-03-12 · Plan DW1 shows the site location. 1.2 The site is bound by ... provides a summary of the underground services

Moxon Street Masterplan Transport Statement

Bouygues UK Limited

12 February 2009 Final 9V0007

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Document title Moxon Street Masterplan

Transport Statement

Document short title Moxon Street Masterplan

Status Final

Date 12 February 2009

Project name Moxon Street Masterplan

Project number 9V0007

Client Bouygues UK Limited

Reference 9V0007/R120209/310032/Cher

Windsor House

37 Windsor Street

Chertsey

Surrey KT16 8AT United Kingdom

+44 (0)1932 569566 Telephone +44 (0)1932 569531 Fax

[email protected] E-mail www.deniswilson.co.uk Internet

www.royalhaskoning.com

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Drafted by JG

Checked by Checked by

Date/initials check JG February 2009

Approved by Approved by

Date/initials approval LFR February 2009

Moxon Street Masterplan - i - 9V0007/R120209/310032/Cher Final 12 February 2009

CONTENTS Page

1 INTRODUCTION 1

2 ACCESSIBILITY BY NON-CAR MODES 1

3 TRIP GENERATION BY MODE 5

4 CAR & CYCLE PARKING PROVISION 7

5 SERVICING 8

6 POTENTIAL FARMERS MARKET LOCATIONS 10

7 CONCLUSIONS 12

Moxon Street Masterplan 9V0007/R120209/310032/Cher Final - 1 - 12 February 2009

1 INTRODUCTION

1.1 The Denis Wilson Business Group has been commissioned to prepare a report addressing the highways and transportation issues associated with the masterplan studies for the Moxon Street site, Westminster. Plan DW1 shows the site location.

1.2 The site is bound by Moxon Street to the north, Cramer Street to the east, St Vincent Street to the south and Aybrook Street to the west. St Vincent Street is one-way eastbound from Cramer Street to Marylebone High Street and one-way westbound from Cramer Street to Aybrook Street. Aybrook Street is one-way northbound from St Vincent Street and the other roads are all two-way.

1.3 Double and single yellow lines are present on Moxon Street, St Vincent Street and Cramer Street with residential permit holder parking provided on Aybrook Street with some disabled and pay and display bays provided. A single pay by phone bay and resident permit holder bay are provided on Cramer Street.

1.4 There are multiple masterplan options being considered as part of the consultation and masterplanning exercise. We have based all of our studies assuming the greatest level of development which produces the ‘worst case scenario’ for transport issues. This includes a mix of small A1 / A2 / A3 retail uses located at street level, a community use, 64 residential flats and an adult education centre. An underground car park will be provided for the residential development with access from Cramer Street.

1.5 Any residential element of the proposal would likely be made up of 1, 2 and 3 bed flats for the private, affordable and key worker markets. At this stage it is not known specifically what community use will operate at the site with a nursery, health facility, library or leisure uses all possibilities. The retail units will be small local shops (class A1, A2 and / or A3) complimenting the shopping already located at Moxon Street and Marylebone High Street.

1.6 The adult education centre will be occupied by the Westminster Adult Education Service (WAES) who will consolidate their existing Amberley Road and Ebury Bridge sites at the new facility.

1.7 This report follows a meeting with Westminster City Council Highways on 23rd January 2009 where the main transport issues surrounding the site were discussed and the structure of this report reflects the discussion.

1.8 This report addresses issues which would need to be resolved with a full transport assessment when any one section of the site is developed.

2 ACCESSIBILITY BY NON-CAR MODES

2.1 A key aspect of any new development is the scope to access jobs, leisure and shopping destinations using sustainable modes of transport such as public transport, walking and cycling. This section will demonstrate that the site is accessible by non-car modes and that future residents, visitors and students will not be required to make car trips for their everyday journeys.


Public Transport

2.2 The accessibility of London sites is quantified by the London Borough of Hammersmith and Fulham’s PTAL (Public Transport Accessibility Level) assessment. The initial part of this calculation is identifying the bus and rail services that are within an acceptable walk distance with PTAL guidance stating that bus and rail services can be included if within an 8 minute or 12 minute walk of a site respectively. On the basis of an assumed walk speed of 1.3 metres per second the walk catchment for bus and rail services is therefore 640m and 960m respectively.

2.3 The table below provides a summary of the bus services accessible from the site:

Service No Route Summary Peak Hourly

Frequency

2 West Norwood - Tulse Hill - Brixton - Stockwell - Vauxhall - Victoria - Marble Arch - Marylebone Station 8 ph

13 Golders Green - Finchley Road - Baker Street - Aldwych 8 ph 18 Sudbury - Wembley - Harlesden - Paddington Green - Euston 15 ph 27 Turnham Green - Hammersmith - Kensington - Paddington - Camden Town 8 ph 30 Hackney Wick - Hackney - Highbury - Islington - King's Cross - Euston -

Baker Street - Marble Arch 8 ph

74 Putney - Fulham Palace - Earls Court - South Kensington - Marble Arch - Baker Street 8 ph

82 North Finchley - Finchley - Golders Green - Finchley Road - Baker Street - Marble Arch - Victoria 8 ph

88 Clapham Common - Stockwell - Vauxhall - Marsham Street - Westminster - Oxford Circus - Camden Town 10 ph

113 Edgware - Edgware Way - Mill Hill - Hendon - Finchley Road - Baker Street - Oxford Circus 7 ph

139 West Hampstead - Lisson Grove - Baker Street - Oxford Circus - Trafalgar Square - Aldwych - Waterloo 8 ph

189 Brent Cross - North Cricklewood - Cricklewood - Kilburn - Lisson Grove - Baker Street - Oxford Circus 8 ph

205 Paddington - Marylebone Station - Euston - King's Cross - Angel - City Road - Moorgate - Liverpool Street Station - Aldgate - Whitechapel - Mile End 8 ph

274 Lancaster Gate - Marble Arch - Baker Street - Primrose Hill - Camden Town - Agar Grove - Barnsbury - Islington 9 ph

453 Deptford - New Cross - Elephant - Westminster - Oxford Circus - Regents Park - Marylebone Station 8 ph

757 Luton – Brent Cross Coach Station – Lyndale Ave/Hendon Way – Frognal

Court – Lords Cricket Ground – Baker Street Station – George St/Baker St – Marble Arch Station – Hyde Park Corner Station

1 ph

758 Highfield – West Herts College – Hemel Hempstead – Adyefield – Brent

Cross Coach Station – Marble Arch – Hyde Park Corner Station – Bressenden Place – Westminster Abbey – Milbank/Thames House – Pimlico

Station – Green Line Coach Station

2 ph

797 Mill Hill/Apex Corner – Hendon Central Station – Lyndale Ave/Hendon Way – Frognal Court – Lords Cricket Ground – Baker St Station – George St/Baker St – Marble Arch Station – Marble Arch Coach Station – Hyde Park Corner

Station – Buckingham Palace – Green Line Coach Station

1 ph

C2 Parliament Hill - Camden Town - Albany Street - Oxford Circus 8 ph X90 Hillingdon Station – York St/Porter St – Marble Arch Coach Station –

Buckingham Palace – Victoria Coach Station 6 ph

Table 2.1: Summary of Bus Services Accessible from the Site

2.4 It is evident that the site is well served by bus with 19 services available providing access to a large number of destinations, especially important transport interchanges at King’s Cross, Euston, Victoria, Paddington and Waterloo. As well as abundant bus stops bus lanes are provided on Marylebone Road and Baker Street in the vicinity of the site.


2.5 There are a number of underground stations within walking distance of the site, namely Baker Street, Regent’s Park and Bond Street underground stations. The table below provides a summary of the underground services accessible from the site:

Station / Line Route Summary Peak Hourly Frequency

LU-Bakerloo Line

Elephant & Castle, Lambeth North, Waterloo, Embankment, Charing Cross, Piccadilly Circus,

Oxford Circus, Regent’s Park, Baker Street, Marylebone, Edgware Road (Bakerloo Line),

Paddington, Warwick Avenue, Maida Vale, Kilburn Park, Kensal Green, Willesden Junction,

Harlesden, Stonebridge Park, Wembley Central, North Wembley, South Kenton, Kenton,

Harrow & Wealdstone

20

LU-Central Line

West Ruislip, Ruislip Gardens, South Ruislip, Northolt, Greenford, Perivale, Hanger Lane,

North Acton, East Acton, White City, Shepherd’s Bush (Central Line), Holland Park, Notting Hill

Gate, Queensway, Lancaster Gate, Marble Arch, Bond Street, Oxford Circus, Tottenham

Court, Holborn, Chancery Lane, St Paul’s, Bank, Liverpool Street, Bethnal Green, Mile End,

Stratford, Leytonstone, Wanstead, Redbridge, Gants Hill, Newbury Park, Barkingside, Fairlop,

Hainault, Snaresbrook, South Woodford, Woodford, Buckhurst Hill, Loughton, Debden,

Theydon Bois, Epping

30

LU-Circle Line Barking, East Ham, Upton Park, Plaistow, West Ham, Bromley-By-Bow, Bow Road, Mile End,

Stepney Green, Whitechapel, Aldgate East, Tower Hill, Monument Cannon Street, Mansion

House

8

LU-Hammersmith & City Line

Hammersmith (H&C Line), Goldhawk Road, Shepherd’s Bush (H&C Line), Latimer Road,

Ladbroke Grove, Westbourne Park, Royal Oak, Paddington (H&C Line), Edgware Road (Circle

Line), Moorgate, Aldgate, Whitechapel, Plaistow, Barking

8

LU-Jubilee Line

Stanmore, Canons Park, Queensbury, Kingsbury, Wembley Park, Neasden, Dollis Hill,

Willesden Green, Kilburn, West Hampstead, Finchley Road, Swiss Cottage, St. John’s, Wood,

Baker Street, Bond Street, Green Park, Westminster, Waterloo, Southwark, North Greenwich,

West Ham, Stratford

17

LU-Metropolitan Line

Amersham, Chalfont & Latimer, Chorleywood, Rickmansworth, Moor Park, Northwood,

Northwood Hills, Pinner, North Harrow, Harrow-on-the-Hill, Wembley Park, Finchley Road,

Baker Street, Great Portland Street, Euston Square, King’s Cross, St. Pancras, Farringdon,

Barbican, Moorgate, Liverpool Street, Aldgate

17

Table 2.2: Summary of Rail & Underground Services Accessible from the Site

2.6 It is evident that there are abundant underground services accessible from the site providing access to most parts of London and the wider transport network.

Walking

2.7 The site is located in an established environment that is well equipped with pedestrian facilities to allow large volumes of pedestrians to travel in safety.

2.8 Footways are consistently wide enough to allow pedestrians with pushchairs to pass, street lighting is provided throughout the area and there are regular pedestrian crossing facilities in the locality with a variety of controlled and uncontrolled crossings provided along pedestrian desire lines.

2.9 The nearest bus stop can be found on Baker Street, a 350m walk west of the Moxon Street site, with further stops found 495m and 525m to the northwest on this street and 595m to the northwest on Gloucester Place. The Baker Street bus stops are located approximately 570m north east of the site on Marylebone Road. Stops on Harley Street are located 600m northeast of the site and a stop at Portland Place is 620m away.


2.10 Baker Street underground station is some 650m northwest of the site which can be accessed via Paddington Street and Chiltern Street and a subway or pedestrian crossing is provided at the Marylebone Road / Baker Street signalised junction.

2.11 Bond Street and Regent’s Park underground stations are 740m and 785m walk distances respectively from the site.

Cycling

2.12 Whilst no dedicated cycle lanes are provided, the bus lanes in the locality on Marylebone Road and Baker Street provide routes for cyclists and there are ASL’s provided at the Marylebone Road / Marylebone High Street junction to the north of the site and at other signalised junctions in the vicinity.

2.13 The London Cycle Network (LCN) guide also refers cyclists to lightly trafficked roads in the vicinity which are favourable for cyclists.

2.14 There is cycle parking located nearby at the junction with Beaumont Street, with Sheffield type stands provided, and further parking is located along the High Street at the junction with Nottingham Street. Other areas of parking are located on the High Street, however several site visits have concluded that the demand for cycle parking exceeds supply as a large number of cycles are locked to barriers and railings in the area.

PTAL Assessment

2.15 The methodology for calculating a Public Transport Accessibility Level (PTAL) has been developed by the London Borough of Hammersmith and Fulham in consultation with London Transport and other London authorities.

2.16 PTAL is a widely adopted methodology in Greater London for quantifying a site’s accessibility to public transport and is considered to be a usable measure of relative accessibility to public transport at any location within a London borough and provides a general comparison of a site’s accessibility relative to another.

2.17 The PTAL Paper presented to the 1997 LPAC Parking Advice Conference states at paragraph 4 that “the methodology is an empirical, easily usable and a robust measure of relative accessibility to the local public transport network.”

2.18 Appendix B of TfL’s Transport Assessment Best Practice Guidance Document (May 2006) sets out the PTAL methodology and acknowledges that the current methodology is the most appropriate for use across London.

2.19 As stated in the overview of Appendix B, the measure or PTAL score reflects:

• Walking time from the point of interest to the public transport access points;

• The reliability of the service modes available;

• The number of services available within the catchment; and


• The level of service at the public transport access points, i.e. average waiting time.

2.20 However, it should be noted that the methodology does not consider in the calculations the following:

• The speed or utility of accessible services;

• Crowding, including the ability to board services; or

• Ease of inter-change.

2.21 As discussed previously, the PTAL methodology assumes a maximum walk distance / time of 640 metres / 8 minutes to bus services and 960 metres / 12 minutes to rail services in order to establish catchment areas influenced by public transport services. In theory, as these values are approached the value of accessibility decreases.

2.22 The PTAL rating has been calculated with the Moxon Street site returning a PTAL of 6a, which can be considered ‘excellent’ according to TfL guidelines.

3 TRIP GENERATION BY MODE

3.1 It is necessary to understand and quantify the number of trips by mode forecast to be generated by the various uses to understand the impact of the development to the locality and transport infrastructure.

3.2 The baseline traffic flow is the existing 140 space commuter car park. Traffic data is not available for this use however if the assumption is made that space turnover is very low the site has the potential to generate 280 movements per day with most arriving and departing during the weekday AM and PM peak hours when network flows are highest. This factor must be considered against forecast trip generation, especially car trips that materialise.

Retail

3.3 It is proposed to provide at street level a number of small retail units to include A1, A2 and A3 uses. It is not considered that the retail units will generate new trips in their own right as they will not be destination shops, rather local facilities for people in the vicinity.

3.4 It is not expected that the retail floorspace will generate any sole purpose trips other than perhaps a minor amount of staff related movements.

Residential

3.5 The TRAVL database held limited data for comparable sites in the central London congestion charge zone, however there was a site that partially fulfilled the principal criteria which was a comparable number of dwellings, parking spaces and with a high PTAL.

3.6 The table below provides a summary of the TRAVL output file contained at Appendix A.


Mode Two-Way Trips Modal Split Car Driver 141 37% Passenger 29 8% Motorcycle 7 2% Cycle 0 0% Taxi 0 0% Walk & Public Transport 206 54% 382 100%

Table 3.1: Summary of Daily Residential Traffic Generation

3.7 The table above demonstrates that the residential use is forecast to generate some 141 car trips during a typical weekday which accounts for 37% of the daily trips. Walking and public transport account for 206 movements, or 54% of the daily total.

3.8 It is surprising that car travel accounts for just over a third of the daily movements and that cycling accounts for no trips. Due to the location of the Moxon Street site it is highly unlikely car trips will reach this level but it does illustrate that in traffic generation terms the proposal would not increase car trips on the network as the traffic generation potential of the exiting c. 140 space car park is logically greater. Another consideration is that in spite of the above forecast, cycling is likely to account for an appreciable percentage of trips in future due to the congestion charge and scope for residents to cycle to work.

Community Use

3.9 At this time the exact nature of the community use is unknown but to determine a worst case trip generation for the use it has been assumed it will be occupied by a nursery and health centre. The table below provides a summary of the TRAVL output files contained at Appendix B.

Mode Two-Way Trips Modal Split Car Driver 14 11% Passenger 15 12% Motorcycle 3 2% Cycle 0 0% Taxi 1 1% Walk & Public Transport 93 74% 126 100%

Table 3.2: Summary of Daily Nursery Traffic Generation


Mode Two-Way Trips Modal Split Car Driver + Passenger 4 1% Passenger 4 1% Bus 30 10% Cycle 1 0% Rail 14 4% Taxi 8 3% Underground 40 13% Walk 208 67%

308 100%

Table 3.3: Summary of Health Centre Traffic Generation

3.10 The tables above demonstrate that this community use scenario is forecast to generate 434 movements, with 126 associated with the nursery and 308 the health centre. It is clear that the majority of trips are sustainable with 89% of nursery trips and 99% of health centre trips classified in this way.

3.11 The nursery is forecast to generate a small number of car trips, however due to the presence of the residential development and the adjacent adult education centre, it is highly likely these trips will not materialise or be significantly lower as a parent may for example drop their child at the nursery before leaving the residential development or at the nursery before going to college.

Adult Education Centre

3.12 When considering the adult education centre an important consideration is that trips associated with it are already being generated by the two existing sites this facility will replace. With the provision of this facility and the use of satellite sites where particular services are required no increase in trips is likely to result.

3.13 Locating the adult education centre more centrally may actually lead to a reduction in trip length, and indeed consolidating the facilities on one site will likely reduce trips as inter-site trips will no longer be necessary.

4 CAR & CYCLE PARKING PROVISION

4.1 Car and cycle parking standards are contained in the City of Westminster Unitary Development Plan and The London Plan with cycle parking standards also provided in TfL guidance ‘Cycle Parking Standards’. The table below provides a summary of the standards and the parking provision proposed at the site.


Maximum Car Parking Standard

Minimum Cycle Parking Standard Use Size

Ratio No. of Spaces Ratio No. of Spaces A1 / A2 / A3 Retail

419sqm 1 per 5,000sqm for staff, visitors & servicing 1 per 6,000sqm for disabled staff / visitors

1 x service bay 1 per 125sqm 3

D1 Community

2,288sqm Judged on merit 1 x disabled bay 1 x service bay

1 per 5 staff and 1 per 5 visitors

Exact use class and staff numbers unknown

Residential 64 flats 1 per 1-2 bed dwelling 1.5 per 3+ bed dwelling

75 spaces (maximum provision)

1 per unit 64

Adult Education Centre

6,002sqm Judged on merit 1 x disabled bay 1 x service bay (shared with the residential use)

1 per 8 staff / students

Staff / student numbers unknown

Table 4.1: Summary of Car & Cycle Parking Standards & Provision

4.3 In addition to providing 75 spaces for the residential development in the underground car park it is proposed to provide at least 2 spaces for disabled drivers associated with the community and adult education centre.

5 SERVICING

5.1 A key element of the day to day operation of the site as a whole is how deliveries and refuse collection will be catered for. The issues surrounding this are the mix of two-way and one-way streets, the new St Marylebone School service bay at St Vincent Street and the interaction of the existing Waitrose store and the proposed residential development traffic on the local highway network.

5.2 The Waitrose store has an off-street service bay reflecting the high volume and bulky nature of deliveries. Special shortened rigid vehicles deliver to the site via Moxon Street and a turntable is provided for drivers. A small number of Waitrose customers pick up their shopping from this location however a single pay by phone on-street parking bay is located outside. This operation has been occurring for some time without any issues arising so the addition of a modest number of additional movements along Cramer Street is unlikely to cause problems for Waitrose.

5.3 As discussed, the proposal seeks to provide an access to an underground car park at Cramer Street which will accommodate 75 resident’s spaces and 2 disabled bays for other uses on site. It will be located to the north of the Waitrose service access and it is anticipated that the majority of traffic will route via Moxon Street.


Deliveries

5.4 The delivery vehicles associated with the retail uses, the community use and the adult education centre will not be large rigid type vehicles as large volumes and bulky goods tend not to be required for these types of development. It is considered that smaller transit type vehicles will deliver goods which have similar characteristics to cars in terms of their dimensions and interaction with other vehicles.

5.5 It is therefore considered that providing off-street delivery facilities is perhaps an inefficient use of land where these activities can be carried out on-street with no disruption to traffic flow or other negative effects materialising.

5.6 Due to the mix of two and one-way streets and development present there is very little through traffic from Moxon Street to St Vincent Street with the existing through traffic mainly associated with Waitrose customers picking up their shopping.

5.7 When considering the effect of delivery vehicles parking on Cramer Street we must consider Waitrose, the proposed residential car park, refuse collection and deliveries associated with St Marylebone School to the south.

5.8 The most frequent scenario to occur will be residential traffic driving to / from the car park with a delivery van parked on Cramer Street. Even though it is anticipated that smaller delivery vehicles will visit the site, Plan DW2 shows a 4x4 car passing a 7.5t box van. Whilst the manoeuvre is tight, it can be achieved, and represents a worst case scenario as a 7.5t box van is c.0.4m wider than a transit type van and slightly wider than a refuse vehicle.

5.9 A useful feature of Cramer Street is the widened section at the junction with Moxon Street which means any southbound vehicles will see northbound vehicles and have the option to wait for them to clear. Similarly a residential vehicle emerging from the car park will be able to see vehicles turning into Cramer Street or driving down so they will be able to wait for them to pass before exiting. Therefore this inter-visibility means the new car park can coexist with existing traffic flows without conflicts arising.

5.10 At this time Westminster City Council are operating a scheme whereby delivery vehicles can park on single and double yellow lines, reflecting the characteristics of Westminster’s roads and the limited space available for dedicated facilities. Vehicles over 3.5t can park for up to 40 minutes and vehicles under 3.5t (transit type vehicles) can park for up to 20 minutes. Considering the type of uses proposed on site it is considered the delivery vehicles can operate in a similar way. If considered necessary loading bay markings could be provided adjacent to the service accesses to ensure delivery driver discipline.

5.11 A further factor requiring consideration is that St Vincent Street might be closed to vehicular traffic on weekdays to provide a pedestrian realm for the primary school and adult education centre which will mean vehicles will use St Vincent Street to access Marylebone High Street. Considering the very limited volume of through traffic and fact that this route has been used for some time without incident, this is viewed as an acceptable solution if vehicular movements were restricted at certain times of the day between Aybrook Street and Cramer Street to service the St Marylebone School.

5.12 St Vincent Street to the east of Cramer Street is subject to a 7.5t weight restriction which would not be exceeded by these types of vehicle.


5.13 In terms of the number of deliveries, these will vary from use to use. The TRAVL surveys used for the residential and community elements of the development recorded no deliveries so it is reasonable to assume such events will not be daily occurrences.

5.14 Deliveries for the adult education use will also be limited but the presence of a refectory will mean fresh produce will be required. TRAVL contains very limited sites for this type of land use but the TRICS database contained a community education centre in Pimlico with the survey data revealing a single delivery.

5.15 The retail units will require deliveries of stock and the frequency will be highly dependant on the use class. An A2 use will not require regular deliveries, with A1 and A3 uses likely requiring daily deliveries of fresh produce. Again TRAVL contained limited information about deliveries but TRICS contained a site in Putney with a mix of A1, A2 and A3 use classes. The survey was carried out on a Saturday, but considering the requirement of the units for fresh produce, it is considered to be a fair indicator of the volume of deliveries with the data showing a single on-street delivery took place.

Refuse Collection

5.16 It is proposed that refuse will be collected from Cramer Street which already forms part of the WCC refuse collection route which is scheduled on Monday and Thursday from 07:00 to 09:00 hours. It is also a route for recycling collections on Friday between 08:00 and 14:00 hours.

5.17 Therefore the operation of refuse collection will not change as it will essentially continue to operate as at present with 2-3 extra units waste to collect. Vehicles will continue to travel via Moxon Street, Cramer Street and St Vincent Street where the existing primary school refuse is collected. In essence the only material change in terms of refuse collection is the increased number of stops as such vehicles already route along Cramer Street already with no adverse issues evident.

5.18 If St Vincent Street was closed to vehicular traffic at certain times of the day, such a closure would have to be coordinated with WCC refuse collection times as the primary school is already serviced in this location and will continue to be once its refurbishment is complete. The Moxon Street development benefits from this as its refuse would be collected at the same time so it would automatically operate in unison with the primary school and St Vincent Street closure meaning no issues specific to the Moxon Street site are likely to arise.

Emergency Vehicle Access

5.19 To provide comfort that emergency vehicles can access the site Plan DW3 shows the swept path of a fire tender manoeuvring via Moxon Street, Cramer Street and St Vincent Street with no conflict arising.

6 POTENTIAL FARMERS MARKET LOCATIONS

6.1 The redevelopment of the site may result in the existing London Farmers Market (LFM) being displaced and therefore a new location may be required that fulfils its requirements and enables it to continue on the same scale.

6.2 A portion of the Moxon Street site has been identified as a possible location, however as this is perhaps not the most efficient use of land alternatives have been considered.


6.3 Due to the built up nature of the locality and the LFM’s desire to be situated close to the existing location it is inevitable that an on-street location is needed requiring a section of highway to be closed. When considering locations a balance is required that addresses traffic flow implications, the space required for the market, parking for trader vehicles and impact to local residents.

6.4 Bearing in mind these issues the locations shown on the plan below were considered acceptable and worthy of further discussion.

6.5 The plan above shows the Moxon Street site hatched in red and the various LFM locations in green with the direction of traffic flow marked in yellow. The blue dashed lines show the alternative routes traffic could take if the various locations were closed for the LFM.


6.6 The Weymouth Street site offers the space required and has minimal impact to traffic flows as it is possible to travel via Paddington Street, Nottingham Street, Devonshire Street and join Weymouth Street at the junction with Beaumont Street. Marylebone Street would not be cut off as residents could route via Wesley Street. Similarly residents in Beaumont Mews could use the access on Marylebone High Street which has a removable bollard.

6.7 New Cavendish Street offers similar benefits as Weymouth Street with adequate space and residents would not get cut off during the day. Traffic could reroute via Welbeck Street and Bulstrode Street to access the High Street.

6.8 Blandford Street offers the same benefits as the other sites, however when these options were discussed at a meeting with WCC the Blandford Street site was considered a favourable location because the developments either side, a church and primary school, mean that on Sundays neighbours would not be disturbed and the backdrop of the church would be pleasant for shoppers.

6.9 In terms of trader unloading and parking, it is inevitable that some congestion will occur during setting up, however this could be eased with a management plan where traders were staggered with time slots provided to unload before they were required to park elsewhere. The WCC car park at Chiltern Street provides 377 secure spaces and is an approximate 4 minute walk from Blandford Street so could accommodate trader vehicles during opening hours.

7 CONCLUSIONS

7.1 This report has demonstrated the following:

• The site is highly accessible by non-car modes with a PTAL of 6a calculated;

• The existing 140 space car park has the potential to generate significant car movements during the weekday AM and PM peak periods. It is logical that even if space turnover was very low some 280 movements could be generated during a typical weekday;

• The proposal would therefore lead to a reduction in car trips on a weekday as the residential development, with 75 car parking spaces, is forecast to generate 141 two-way trips during a weekday;

• The absence of car parking for the other uses, reflecting the highly accessible location of the site, means limited car trips will be generated by these uses with sustainable modes accounting for the majority of trips;

• It has been demonstrated that residential traffic can interact with delivery vehicles without conflicts arising and therefore on-street servicing in this location is considered acceptable when also considered with the limited amount of through traffic and the anticipated low volume of deliveries to the site;

• Refuse collection will largely continue as at present with vehicles routing along Cramer Street. Any possible closure of St Vincent Street during school hours would not be problematic as the school would coordinate the closure with refuse collection times when the site would also have refuse collected;


• Emergency vehicles can access the site via Moxon Street, Cramer Street and St Vincent Street;

• Several LFM locations have been identified with Blandford Street emerging as a likely alterative should no on-site provision be made. A management plan could stagger trader arrival and local public car parks accommodate their vehicles during trading hours to help minimise the impact to local roads and residents.

PLANS

APPENDIX A

Residential Development TRAVL Output File

APPENDIX B

Nursery & Health Centre

TRAVL Output Files

Documents

Moxon Street Masterplan - Welcome to Westminster.gov.uk · 2009-03-12 · Plan DW1 shows the site location. 1.2 The site is bound by ... provides a summary of the underground services