Tag: future

There are just a few days left to tell TfL our opinions about their proposed new river crossings at Gallions Reach and Belvedere: the consultation closes this Friday, 12th February. We can respond through an online survey with just 5 questions at:

https://consultations.tfl.gov.uk/rivercrossings/east-of-silvertown/consultation/subpage.2015-09-03.3976631085/view

We can also tell TfL what we think by email to rivercrossings@tfl.gov.uk or by  writing to FREEPOST TfL CONSULTATIONS’.

It’s an opportunity to tell Transport for London of our concerns about the increased traffic congestion in our area that their own traffic models predict will come as a result of the new crossings: congestion that will lead to even more dangerous air pollution and the health problems that it causes. The excellent Bexley Against Road Crossings web site has many more suggestions about what to say to TfL.

The threat of traffic related air pollution is not hypothetical. The No to Silvertown Tunnel campaign undertook an extensive citizen science project to measure Nitrogen Dioxide levels across Greenwich in 2014. A snippet of the results, which was also published on the No to Gallions campaign web site, is shown below.

The NO2 results map shows that the UK Air Quality Strategy and EU legislation  40 µg m³ limit for NO2 was exceeded at most measurement locations in Shooters Hill and Plumstead: at two sites along Plumstead Common Road and all sites along Shooters Hill and Shooters Hill Road. The cross roads at Shooters Hill Road and Academy Road, close to the Greenwich Free School and just down the hill from Christchurch Primary School  had an NO2 level 162.5% of the limit. A similar level was detected down in Woolwich at the junction of John Wilson Street and Wellington Street, close to Mulgrave Primary School. The level near Greenslade Primary was only just below the limit. Children are particularly vulnerable to the health effects of NO2 from traffic pollution.

I’ve never really understood TfL’s argument justifying new crossings by the fact that there are many more road crossings to the west of tower bridge than to the east. It seems obvious to me that you would have fewer bridges closer to the sea because the river gets wider at it nears its estuary. A better comparison might be the difference in public transport, such as the tube, between north-west and south-east London. This is illustrated by the tube map variation from Geofftech, shown above, which reflects the tube map across to the south-east. If we were as well served as the other side of London we would have tube stations at the Rotunda, Woolwich Common, Shrewsbury Park and Plumstead Gardens, and the tube network would stretch as far as Tunbridge Wells.

TfL would have far more chance of reducing traffic congestion and pollution by improving our current very unreliable and overcrowded public transport and creating new public transport links than by building more roads which will attract more traffic. It’s well worth reading former Greenwich councillor Alex Grant’s very informative post: The supporters of new roads across the Thames are stuck in the past. Without rail links they’d be a disaster for east London for more on the history of east London river crossings, how other modern European cities have tackled the problem of congestion and the recurrent fears that a motorway will be built through Plumstead, Woodlands Farm and Oxleas Wood.

Transport for London seem determined to push ahead with their planned crossings: a recent e-mail from them said:

Last week Transport for London’s Board gave approval for us to submit a Development Consent Order to the Secretary of State for Transport for powers to implement the Silvertown Tunnel scheme.  Our application will include a Consultation Report, which will set out our response to all of the issues raised in our recent consultation.  We received more than 4,000 responses to the consultation and these are continuing to help inform our final plans.
We plan to submit an application for powers to implement the Silvertown Tunnel scheme in the spring 2016, and we will contact you again at this time once we are in a position to publish our Consultation Report.
If our application is accepted by the Secretary of State, there will be a public examination on the scheme managed by the Planning Inspectorate. In that case, you will have an opportunity to make written representations and take part in hearings as part of the examination. We will explain how you can take part in the examination when we write again, later this spring.

If you’re concerned about how these new crossings will affect traffic congestion and pollution in south-east London then you might like to attend the No to Silvertown Tunnel campaign’s annual general meeting which is at Mycenae House, Blackheath, on Thursday 18 February at 8pm. They ask that anyone planning to attend sign up at https://www.eventbrite.co.uk/e/no-to-silvertown-tunnel-agm-2016-tickets-21083026901

Oh, and complete the TfL East of Silvertown consultation before Friday.

How will the proposed new East London river crossings affect traffic in Shooters Hill? This was the question I looked for answers to in the documentation accompanying Transport for London’s latest consultation on the crossings. As TfL have previously accepted that the road infrastructure south of the Thames is not adequate to serve the proposed new crossings this seems to be an essential question for them to answer.

The documentation includes a Traffic Impact Report: great, I thought, that’s where I’ll find the answer, but no, it turned out to be far more complicated to find what I was looking for.

The first complication is that the report assumes that the proposed Silvertown Tunnel has already been built. It doesn’t explicitly say so: it models the traffic effect of the new crossings compared with a Reference Case, which  “reflects the highway network in 2031”.  Reading through it quickly becomes clear that the traffic flow changes calculated are the effect of adding the Gallions and Belvedere crossings to a road system which includes the Silvertown Tunnel. Not the change from today’s traffic flows to those after the proposed crossings are developed.

No problem: there was a Silvertown Tunnel consultation recently, which included amongst its archive documents a Traffic Forecasting Report from 2014.  This should let me see the changes to traffic as a consequence of the Silvertown Tunnel, I thought, which I can combine with the latest report to see what the total impact of all the proposed new crossings will be.

But again no. The Silvertown report also assumes a reference case which is the traffic in 2021. Why? They don’t seem to say. This reference case is defined as:

Reference case (2021)
6. The reference case represents 2021, and includes growth in population and employment from the 2009 London Plan. Population is expected to increase more rapidly in east and south east London than in other sub-regions.
7.  The reference case also includes committed transport schemes. Public transport connectivity across east and southeast London improves because of planned investment including Crossrail. The Woolwich Ferry is assumed to have been enhanced with 30% additional capacity. The reference case does not include the Silvertown Tunnel.
8. From 2012 to 2021 the proportion of travel by car is expected to fall in Greenwich, Newham and Tower Hamlets, but the growth in population and employment result in an increase in total car trips.

Why they think the Woolwich Ferry will have 30% more capacity is also unclear – a footnote in the report just says that  “by 2031 Woolwich Ferry would need to either be upgraded at its existing location or replaced with a new crossing”. This upgrade is not a “committed transport scheme” as implied by the extract above. They also assume that the Woolwich Free Ferry will be charged, as would the Blackwall, Silvertown, Gallions Reach and Belvedere Crossings. The charges would be the same as for the Dartford Tunnel at peak times and half that rate at other times. TfL assert that these charges will counteract the “induced traffic effect” where new roads generate new traffic. However their rationale for this assertion  is unconvincing and they say it “… is not modelled in the Assessed Case.”

The Silvertown Traffic Forecasting Report also considers in Appendix C the impact of the Gallions and Belvedere crossings on traffic flows. Interestingly it ends up with different results to those presented in the Gallions/Belvedere consultation Traffic Impact Report.

The reports contain a large number of tables, graphs and maps of the traffic modelling results. I’ve extracted four maps to try to give a flavour of the impact of the crossings on our local streets. All four are for the afternoon rush hour traffic:

1. The 2021 “Reference Case” from the Silvertown Tunnel Report;
2. The impact of the Silvertown Tunnel compared to the reference case from the Silvertown Tunnel Report;
3. The impact of the Gallions Reach and Belvedere crossings compared to the reference case and Silvertown Tunel from the Silvertown Tunnel Report;
4. The impact of the Gallions Reach and Belvedere crossings compared to the reference case from the Gallions/Belvedere Report.

Red on these maps indicates increased traffic flows and green reduced.

The scale and resolution of the maps make it difficult to work out which local roads suffer traffic increases, but it’s just about possible by zooming in and looking at the shape and orientation of the roads. The red/green bar method of showing traffic changes also tends to obscure rather than illuminate. Anyway, here’s my interpretation of what the modelling is showing.

The reference case, which just reflects population growth and an increase in Woolwich Ferry capacity, already has big increases – 100 cars per hour or more –  along Shooters Hill Road, Shrewsbury Lane, Plum Lane and slightly surprisingly Donaldson Road too. The increase along  Plumstead Common Road looks even bigger, and also along Kings Highway, Wickham Lane down towards Knee Hill.

Bringing the Silvertown Tunnel into the model there is a decrease in traffic flow along Shrewsbury Lane and Plum Lane, but an increase in Red Lion Lane which runs in a similar direction. Along Shooters Hill and Shooters Hill Road traffic flows increase again, and the route down through Charlton to the tunnel has more traffic, affecting Baker Road and  Stadium Road past the hospital then Charlton Park Lane and Cemetery Lane.

In the Silvertown Tunnel report the impact of the additional crossings at Gallions Reach and Belvedere is a very slight reduction of traffic along Shrewsbury Lane, but an increase along Eaglesfield Road to Plum Lane which is unexpected (and unlikely I would have thought), and an increase in Plum Lane itself. Not unexpected are the additional increases in Plumstead Common Road and the route down to the High Street via Griffin Road, nor those from Plumstead Common down Kings Highway to Wickham Lane and Basildon Road and Eynsham Drive. There is lots of red showing big increases from the A2 over towards Gallions Reach and Belvedere, affecting Upper Wickham Lane, Lodge Hill, Okehampton Crescent, Brampton Road and Knee Hill (yet again).

It also predicts that traffic going along the bottom of Herbert Road, through the shops will increase. Can you imagine even more cars trying to negotiate the hazardous route between parked vans and oncoming buses in the rush hour?

The final map, from the current consultation, is similar to the previous one but now there is an increase in traffic along both Shrewsbury Lane and Eaglesfield Road. Other flows appear to be increasing less than in the Silvertown report. In the Gallions Reach/Belvedere report TfL admit to using an earlier version of the traffic model than in the Silvertown report, but don’t really explain why.

The striking feature of all of these maps is the amount of red on them, showing cumulative increases in traffic flows as each crossing is built.

The traffic modelling doesn’t seem to take account of how the roads actually are. For example, that nice straight red line showing increased traffic from Shooters Hill along  Shrewsbury Lane and Plum Lane through to Plumstead Common Road. These are residential roads, not suitable to be used as a through route, with speed bumps, and a 20mph limit along Plum Lane.  Very often the traffic is single file due to parking on either side of the road. Plum Lane passes close by Plumcroft Primary School. And at the bottom there’s that narrow one way stretch of Plum Lane, making traffic going down the hill turn left and then right along Kirk Lane to get through to Plumstead Common Road. The very sharp turning between Plum Lane and Plumstead Common Road doesn’t exist as far as TfL are concerned.

Similar points could be made about many of the other roads showing increased congestion on TfL’s maps. There are campaigns in Plumstead and Bexley to oppose the crossings, largely because of the devastating impacts on local residential roads.

With increased traffic and increased congestion comes increased pollution, and that means increased damage to people. In 2010 9,416 Londoners died as a result of air pollution, according to research by Kings College, London. Nine thousand four hundred and sixteen people just in London. The health effects of Nitrogen Dioxide, NO2, are a particular concern:

The main effect of breathing in raised levels of nitrogen dioxide is the increased likelihood of respiratory problems. Nitrogen dioxide inflames the lining of the lungs, and it can reduce immunity to lung infections. This can cause problems such as wheezing, coughing, colds, flu and bronchitis.
Increased levels of nitrogen dioxide can have significant impacts on people with asthma because it can cause more frequent and more intense attacks. Children with asthma and older people with heart disease are most at risk.

The UK Air Quality Strategy and EU legislation both set an annual average limit for NO2 of  40 µg m-³. In London in 2013 only two local authorities met the limit for NO2, and Greenwich wasn’t one of them. Kings College’s London Air web site has mapped 2010 NO2 levels across London: I’ve included a snippet showing Shooters Hill below. The 40 µg m-³ is shown in yellow on the map, with higher concentrations in deeper shades of orange and red. As well as the major roads, there are high levels along Shrewsbury Lane and down Eglinton Hill, Sandy Hill Road, Burrage Road, Plumstead Common Road and Swingate Lane.

We have until Friday 12th  February to respond to this latest consultation. The main themes of this consultation are whether it would be better to build a bridge or dig a tunnel at the two locations, and about how public transport might link to them. We can respond through an online survey, by email to rivercrossings@tfl.gov.uk or by  writing to FREEPOST TfL CONSULTATIONS’.

As I’ve said before in posts about a previous consultation and about Oxleas Wood  TfL need to say how they will solve the inadequacies of the transport network south of the Thames and demonstrate that new crossings will not cause congestion and pollution in residential roads. Otherwise people will think that they are cynically conspiring to cause chaos and compromise air quality in south-east London so as to be able to justify a new motorway from the A2 to the river through Oxleas Wood, Woodlands Farm and hundreds of Plumstead homes.

Two thousand and twenty-eight pages in eighteen impenetrable documents have been published by Transport for London as part of their consultation on new river crossings in East London, and nowhere does it discuss the prospect of increased traffic in residential roads south of the river. A surprising omission since the poor road infrastructure south of the Thames  was one of the major issues in earlier consultations, and could be seen as the reason that the previous Thames Gateway Bridge scheme was cancelled.

Also, bizarrely, all the traffic modelling assumes that the Silvertown Tunnel is already in place! Why? Not only is it not in place, but its construction is not even part of the current consultation: there will be a separate consultation later about Silvertown. Even if the tunnel  is approved it will take longer to construct than a bridge or ferry at Gallions Reach so for several years we’ll be dealing with the impact on traffic in the absence of the tunnel, and that’s what the modelling should have shown.

This assumption that the Silvertown Tunnel has already been built pervades the Traffic Impact Report, to the extent that many of the traffic flow maps  don’t show how traffic will change compared to today, but how they will change compared to the flow after the Silvertown Tunnel has been developed. They are useless for anyone trying to work out how traffic flows will change in the future.

The consultation asks for our opinions about four possible river crossings:

1. A new modern ferry at Woolwich
2. A ferry service at Gallions Reach
3. A bridge at Gallions Reach
4. A bridge at Belvedere

We have until 18th September 2014 to respond, and can do so using an online survey. It can be completed quite quickly; there are just 15 simple questions.  Transport for London are holding some roadshows about the proposals where TfL say their staff will be able to answer any of our questions. There is one at Woolwich Library tomorrow (26th July) between 11.00am and 4.00pm and another at the Broadway Shopping centre, Bexleyheath on Saturday 30th August from 9.00am to 2.00pm.

I must admit I haven’t read all 2028 pages of TfL’s technical documentation, though I did search them all for mentions of Shooters Hill, Oxleas and Plumstead: I found barely a handful that were relevant, and only one on traffic impacts. This was in a footnote to a summary table at the end of “Report F Gallions Reach Ferry and Tunnel”, which indicated that there may be critical traffic impacts on the South side:

Particularly increased traffic on tunnel approach roads in Thamesmead, Plumstead & East Wickham (on A2016, A206, A209 & A205). Highways works and traffic management will mitigate but not necessarily eliminate negative impacts

The traffic flow map above comes from the Traffic Impact Report. Compared to the map in the London Borough of Newham’s report on the Economic Impact of Gallions Reach Crossings it seems to show lower flows through residential roads in Plumstead and Bexley. This may be because it uses a different traffic modelling tool to that used by Newham. It uses a model called the London Regional Demand Model (LoRDM) which models highways using TfL’s River Crossings Highway Assignment Model (RXHAM); Newham used another TfL model called ELHAM. However TfL do add the caveat:

It should be noted that the RXHAM is strategic in nature and is used to identify broad changes in traffic patterns across the highway network, as well as the magnitude of this change. The results should not be taken as a definitive forecast of future flows, especially on minor roads or at individual junctions. Also the models do not yet assume any mitigation measures that might be introduced such as changes to junction capacities or new traffic calming measures.

The map shows some traffic increase through Plumstead and Knee Hill, but surprisingly nothing coming from the South Circular at Woolwich. I wonder where all the traffic that currently crosses the river on the Woolwich Free Ferry goes to? Later in the document in the section about the routing of trips using an enhanced Woolwich Ferry it states that “the main roads used to access the ferry south the River Thames are Beresford Street, Western Way and Eastern Way.” Again no South Circular. Is something missing from the model?

I wrote in a previous post about Oxleas Wood:

TfL’s work on the traffic impacts of a Gallions Reach crossing will not, in my opinion, be complete unless they include a convincing, costed proposal for solving the inadequacies of the transport network south of the Thames that politicians commit to. Otherwise the additional traffic generated by the new crossing will overload local residential roads leading to pressure for new roads and a renewed threat to our heritage ancient woodland.

It’s still not complete, and as it stands will lead to increased traffic through residential roads that weren’t designed to take it, leading to pressure for more road building and threatening Plumstead and Oxleas Wood.  Not to mention the end of the Woolwich Free Ferry. A campaign to oppose the Gallions Bridge is being set up.

Postscript:

I asked my questions at the roadshow in Woolwich on Saturday. As far as TfL is concerned the Silvertown Tunnel is going ahead so they felt it would be wrong to not include it in the traffic models, and they expect it to be complete before any of the other crossings. Of course if there were no Silvertown Tunnel, I was told, traffic flows over the other crossings would be significantly higher. They didn’t feel it was dishonest not to include the results of modelling without Silvertown. There will be two more consultations about the Silvertown Tunnel, but they would not be about whether it was built but how.

I expressed surprise at the results of the traffic modelling: in particular the predicted reduced traffic flows from the South Circular Road through Woolwich to a proposed Gallions Reach Bridge, and that the increased flows predicted seemed to show traffic would go along the M25 as far as the approach to the Dartford Crossing, and then turn off along the Thames to Gallions Rach to cross there. The only response was “that’s what the model shows”. There are no current plans for improved road infrastructure South of the Thames, and I was advised to express my concerns in the consultation.