INFRASTRUCTURE & SPACES OF (IM)MOBILITY URBAN ANALISIS: NORTH WOOLWICH
BU1 Transforming Local Areas - February 2016 Hector Mendoza TracyYan Hye Jung Park Marisela Castañeda Felipe Ventura
I N F R ASTRUC T U R E AND SPAC E S OF ( I M) MOB I LI T Y
IN FR ASTRU C T U RE A ND SPAC E S O F (I M )M O B I L I T Y
URBAN ANALYSIS OF NORTH WOOLWICH
TABLE OF CONTENTS INTRODUCTION 2 METHODOLOGY & ANALYSIS 3 HISTORY 6 CONTEXT 8 TYPES OF MOBILITY 10 MOTORIZED VEHICLES 10 PEDESTRIANS 11 RIVER CONECTIVITY 12 CROSSRAIL 13 BUSES 14 DLR, TUBE & RAIL 15 CYCLING 16 DEVELOPMENT PLAN / FRAMEWORKS 17 TRANSPORTATION DEVELOPMENT PLAN 18 IMPACTS: (IN) DIRECT IMPLICATIONS 19 CONCLUSIONS 20
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Methodology
Introduction This report explores the transport infrastructure and spaces (im) mobility in the Royal Docks industrial area and the Woolwish community in London. The study is an analytic exercise which will investigate the mobility dynamic with the use of qualitative methods in a combination of secondary and primary data collected via desktop research, site observations and interviews.
Analysis
QUALITATIVE RESEARCH METHOD
1 Interview Surveys:
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Photograph Research:
a. Definition: is an alternative method of collecting survey Definition: Photo as visual record is consistent data. Rather than ask respondents to read questionnaires a. and enter their own interviews ask the questions orally with a broadly postpositivist stance, in the sense that they are premised on the idea that there is a social reality and record respondents answer. external to the individual and the researcher can acquire b. Objective: the interviewer who question respondents knowledge of this looking at photographs.” (Tinkler, P. face to face are able to make important observations 2014)
Analize the urban form and dynamics of the defined study area in the London Borough of Newham, in the specific study-area and in its wider sorroundings. Reports in past years have study the same area in a general point of view and covering more territory. For this study is narrowed to two specific points of the area and looks in for the experiences of the people along their space mobility. This will have a different outcome than other reports before, emphasizing how senses and feelings play a crucial role in the everyday actions and the interpretation of reality.
1 Interview:
QUALITATIVE RESEARCH METHOD
The current section will represent the perceptions over the transport system of the people from the Woolwich community. The analysis recognizes 3 important factors that are stand out from the information during the interviews.
a. Utility: The people feel that the public transportation aside from responses to questions asked in the interview. system work good (bus and DLR) as the timing and the b. Objective: Use photos as evidence, combine with frequencies cover the basic necessity to get in and out interview survey method, to understand how people c. Logistic: the area. perceive and interpret the environment that their part i. Place: Royal Ducks public transport stations in, in other words, an interpretivist approach. ii. Date: 30.01.16 b. Modes: Even when the mobility facilities in the iii. Population: people from DLR and Bus stations. place seems to cover the need, the community has no c. Logistic: 1. Quantity: 8 persons recreating experience during the time when they move iv. Form of questionnaire was based onopen from one point to another within the community and i. Place: Royal Ducks industrial area questions approach to make the interaction through long distance. with the interviewer friendlier. ii. Date: 30.01.16 Train: criticize not having the opportunity of using a train because there is no crossrail station. iii. Executors: study group staff
The aim of this investigation is to contribute something to the people that live in this area in order to make a better way for living within the theme of mobility infrastructure. At the same time, the configuration of the investigation is made in a way that anybody that doesn’t know the area can understand the context regarding the mobility infrastructure for future studies.
iv. Goal: find elements that impact the mobility of persons in the industrial area. v. Map:
Bus: high number of bus stations and the cleanness in the units is required.
Pedestrian: the space that allowed to move from one point to another lacks of universal accessible facility, signal and visual landscape.
In addition to the movement condition, the lack of big groceries store and entertainment within the community creates a constant dynamic of moving to other places in order to achieve to cover those needs. That people acknowledge the utility of the public transport system but they feel a sense of frigidity because of the isolated position of the community. They also resent the need to move long distance in order to buy or finds ways to entertainment which seems to be a cause that avoids socialisation and community identity. The conclusion achieved by the interviews points out that the people in Woolwish, as well as the industrial area, lack of friendly transport infrastructure that allowed to move comfortable and safe. The lack of accessible infrastructure. At the same time, a constant manifestation of visual bou|ndaries, create a scenario of isolation. This creates a way of life where Woolwish community don’t develop a social identity which can affect in contexts such a social degradation or insecurity.
External infrastructure: the high road, rail road and river create a scenario of captivity/limitation. This is emphasis since the only way out is by one road exit and by the DLR and bus systems.
It’s not where you go. I’ts how you get there
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Experience of Mobility: People feel uncomfortable in the way they move. The lack of universal accessibility, signaling and opportunity ways move create a sense of confinement and boredom.
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IN FR ASTRU C T U RE A ND SPAC E S O F (I M )M O B I L I T Y
Elements that aggravate the relation between the community and the industrial area.
Analysis:
Barriers Example
Mobility: As it was explained by the interview analysis the community of Woolwish has the basic transport services to cover the needs. Nevertheless the accessibility of all of these elements are not integrated in a way that it can promote the community integration. In some areas it even exposes an unsafe scenario where people have to deal with risky situation thanks to the lack viable connection between points.
Railroad
Industry: The industrial area of Royal dock use the same public transport facilities to get in and out of the area but unlike to the Woolish community, in some places of the dock it lacks of structures for pedestrian, bicycle and parking area facilities. This creates unsafe and risky areas where accidents could happened and make difficult for the people to move from one point to another.
2 Photography
Analysis:
The photograph analysis will represent a visual example on the elements that were considered to create a barrier There are different forms to access the Woolwish community and the Royal dock. Nevertheless in the case of the bus or a boundary. The considering boundary as the elements that marks the “transition between different modes of station they are far away from the main areas of social congregation which make the people walk a considerable existence. They transmit and control exchange between territories. They are the result of never ending competition distance. and exhibit structure on many scales.” (Richter and Peitgen, 1985, p.571-572.) In the case of the river, the only way to directly go through it is by ferry which consumes time. Rail roads cross in the The consideration for this analysis is to look for elements in spatialized mobility scenario that can impact the middle of bought sites with no access to it, which is consider a lack of opportunity. performance of a person. In this case, pictures of elements represented as barriers or borders which expose a perception of power that shapes an experience. In this case the sense of mobility will affect the behavior of the Even when there are different types of transportation system to get in the community and the industrial area the person that can be also connected to other areas of its daily life. place lack of facilities for pedestrian and bicycle users which represents a prospect insecure environment.
Wall between the rail road and the community.
Access to Woolwish community and the Royal dock:
Type of transport
Example
Private river shore. Vehicle / pedestrian
Crossing streets
DLR
Walking at sidewalk
In general: the boundaries and barriers that were shown by in this study prove that there is a sense of disconnection and isolation among the community and the industrial areas, as well between the whole area and the exterior. This demonstrates that people feelings of lack of community and identity, already explained in the interview analysis, has a lot to do in how mobility plays a huge roll in their behavior. As Anne Jensen explains it “The linkage between the seen aspects of urban experience and spatialized mobility come into being when movement and space is evaluated as two aspects of power-ridden practices. This indicates how modes of mobility and their material, technological underpinnings as well as kinectic experiences, bodily movements and design and character of place induce pleasure and work on our desires, as much as they coerce, discipline and normalize.” (Jensen, A. 2011)
Highway cover one side of the community
Bus Not enough parking areas
Narrow connection between community and industrial area
River No special roads for bicycle
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Lack of attractive landscape in recreational touristic areas in the dock.
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History
Silvertown Way This was Britain’s first flyover. It was built in 193334 to help deal with the problems of access to the Royal Docks. Built of reinforced concrete the flyover carried the road over the original entrance to Royal Victoria Dock. It is just over a mile long and 80 feet wide. The new road was opened on 13 September 1934 by Leslie Hore-Belisha, a pre-war Minister of Transport well known for the first pedestrian crossings. The road proved insufficient to cope with the post-was growth in road transport.
Royal Victoria Dock The Royal Victoria Dock (RVD), which opened in 1855, was the first dock built expressly for steam ships. One and a quarter miles long the dock was directly connected to the railway system and hydraulic power were installed from the start. The original entrance to the RVD was via a lock at the western end of the dock reached via a Tidal Basin. The Basin was closed in the 1930s but the lock continued in use until 1957 when it had to be closed pending repairs. The lock was reconstructed in 1963-67 but was closed permanently and filled-in a few years later.
North Woolwich Road The two lane section of North Woolwich Road, south of the Pontoon Dock, was widened over a length of approximately 500 metres, with landscaping on the north side to complement the established Silvertown Tramway scheme to the south. Work started in May 1988 and was completed in May 1990.
King George V Dock The last dock but one to be built in the Port of London, opened in 1921. It could accommodate ships of over 30,000 tons.
Tate and LylePlaistow Wharf
On the south side are a series of dolphins which allowed lighters to pass freely between ships and the quay, permitting simultaneous loading/ unloading over both sides of the ship. The dolphins were connected to the south quay by footbridges. At the western end of the dock was a dry dock which at the time was the largest in Greater London – i t was able, for example, comfortably to accommodate HMS Belfast which was among the last ships to use its facilities. It posed a special challenge during the construction of London City Airport as it stood immediately adjacent to the proposed terminal building and formed part of area set aside for the airport’s aircraft parking apron. Because of its sheer size, it was decided not to fill the dock but rather temporarily to drain it and construct a series of concrete columns on which to place a reinforced concrete slab which now forms part of the apron.
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Tate and Lyle is a well known national company which still operates locally at the Silvertown Refinery. Originally there were two companies. Henry Tate & Sons from Liverpool established themselves at Silvertown in 1877 to make cube sugar while Abram Lyle & Sons from Greenock set up in 1881 to make sugar and golden syrup. The two companies merged in 1921.
1882
Source: University of Texas public domain map collection
1948
Source: Public domain map
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I NI NF F RRASTRUC A STRUCT TUURRE EAND ANDSPAC S PACE ES SOF OF( I(M) I M)MOB MOBI LI I LIT TYY
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Context The London Corporation
Docklands
Details of the closure of the North London Line and alternative travel arrangements
Development
The section of the line between Stratford and North woolwich was closed since the sunday 10 onf December of 2006. Services between Stratford and Richmond will continue to operate as normal with all services terminating at Stratford station.
In the 1960’s as economic and technological change brought on industrial decline, the docklands became increasingly less important and experienced significant usability changes. As a result of this, in 1972, redevelopment proposals for the site began emerging and the Docklands Joint Committee was established with the purpose of creating a strategic plan for the area. However, the DJC proved to be a failure as it was unable to meet the demands of the area (Brownhill 1990). This created an environment in which market-led initiatives appeared to be a proper solution.
Silvertown and North Woolwich stations will close permanently. Passengers who use Silvertown and North Woolwich will be able to use the DLR stations at London City Airport and King George V. North Woolwich station will close permanently. Passengers are advised to use the nearby new DLR station at King George V.North Woolwich Road
The docklands was an area that was very much affected by the Thatcher era’s market driven approach to planning, which began with the first administration in 1979. In the early 1980’s the docklands was closed to commercial traffic and has since become a priority area for redevelopment.
This closure will allow the Docklands Light Railway to build a new link connecting Stratford International, Stratford and West Ham stations to the rest of the DLR network at Canning Town. This investment will bring improved public transport links between North Woolwich and Stratford. It will provide a direct service to the new Channel Tunnel Rail Link station at Stratford International and will provide access to the venues for the 2012 Olympic and Paralympic Games.
In 1981, the UK Government created the LDDC, which became the body with the responsibility to drive the regeneration process in the docklands (Brownhill 1990). During its run, the LDDC received a lot of criticism and was seen by many as an instrument of the conservative party in their effort to promote market-driven regeneration and minimize public sector responsibility (Brownhill 1999). By 1998, the LDDC withdrew completely from the docklands and authority was returned to the borough The legacy of the planning that occurred during the years of the LDDC is still evident in the transportation system of the area. One of the main issues that arose from the LDDC era planning was that planning permission was often granted without regard to the comprehensive transport system. In fact, much of the planning that was initially implemented by the LDDC was car and road reliant with an emphasis on efficient car parking zones rather than the development of the public transportation network. This car centered approach to planning has left a defining legacy in the area and outlines many of its current planning issues (Brownhill 1990). 8
DLR (part of Transport for London) along with Network Rail and Silverlink (current operators of the line) has secured all the necessary approvals under the Railways Act (1993) to close the line and to cease operation of services south of Stratford.
1990
Source: Google Earth
2006
Source: Google Earth
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Types of Mobility
In North Woolwich there are essentially main roads and secondary roads. The main roads leading into and out of North Woolwich are Albert Road (A112), Factory Road, Hartmann Road, Pier Road and Connaught Bridge. The Connaught Bridge is the only bridge that leads in and out of North Woolwich presently. There is potential to build another bridge between Woolwich North Pier and Woolwich South Pier, replacing the Woolwich Ferry and aid in cross river connectivity.
Motorised Vehicles
For every journey a person takes, it is important to take into account not only the destination but also the journey to reach that destination. For the purpose of this report we will analyse physical and psychological barriers that both limit and fragment pedestrian mobility in North Woolwich and Silvertown.
Types of Mobility
Physical Barriers The materiality of a space affects social behaviour and impedes pedestrian mobility. These physical barriers include the waterways that are on either side of the study area, creating an island like space resulting in an isolated area where people experience social exclusion from the surrounding areas. Albert Road (A112) is the site of the Crossrail construction and currently divides the community from the industrial area and the industrial area prevents waterfront access. Although the roundabouts have ramps, they are especially difficult to cross since there are no pedestrian markings. Limited pedestrian activity on the roads suggests that this is a less desired mode of travel.
Pedestrians
In residential areas, the Borough of Newham adopted in 20mph zones as a way to reduce the number of road casualties. Despite this action to create safer roads for pedestrians and cyclists, roads continue to be dominated by the automobile. The wide roads, lack of pedestrian crossings at roundabouts and the large percentage of land dedicated to meet the parking demand are all indicators of the infrastructure that supports private motorised transport. *56.2% of households in the Newham ward of the Royal Docks own a car according to the 2011 Census. C
Psychological Barriers Psychological barriers refers to individuals’ social identities’ and how these influence people’s travel choices in terms of the time of travel and the mode of travel. For example, during the site visit walking along Factory Road several street lights did not work and there were signs of illegal dumping of waste in empty lots which can deter people from walking along this road. Pedestrians are also exposed to many dangers on the road including pollution, accidents and attacks, these being concerns people evaluate when walking. Upon completion, the giant concrete walls of the Crossrail, although helping to block the noise, will loom over the area directly impacting the public space, creating a closed off and cold environment, again deterring usage.
A B
D
Primary and Secondary Roads The Newham Council partnered with Active Newham and together they created a map identifying walking routes, cycle routes, landmarks, activities and facilities in the local area. There are three walking routes in our study area; the Woolwich Foot Tunnel, the Royal Docks Walk and the Royal Docks Circular Walk. In terms of transportation health impacts, Newham Council could partner with Crossrail to assess the noise levels and pollution generated by the Crossrail and these health impacts on pedestrians. Source: activenewham.org.uk Legend Walking Routes
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Traffic, Monday, 7:00 AM
Traffic, Friday, 5:30 PM
Source: Produced by the group
Destination Points
Rings
Woolwich Foot Tunnel to ExCeL, 4.2 Miles, 2.5 Hours
A London City Airport
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0.3 Miles, 5 Minutes
Royal Docks Walk, 2.8 Miles, 1.5-2 Hours
B Drew Primary School
2
0.4 Miles, 7 Minutes
Royal Docks Circular Walk, 8. 7 Miles, 3.5 - 4.5 Hours
C Asta Community Centre
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0.5 Miles, 9 Minutes
D Albert Road Surgery
Source: Produced by the group
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Types of Mobility
River connectivity along the Thames includes River Bus and River Tour services, operating between Putney in West London and Woolwich Arsenal in East London, improving access to Central London. Currently, the River Tours do not extend to the study area of North Woolwich and part of Silvertown, the nearest stop being North Greenwich to the West. The three River Boats that service North Woolwich and Silvertown are RB1: Embankment to North Greenwich/Woolwich Arsenal, RB5: North Greenwich to Woolwich Arsenal and the Woolwich Ferry. The Woolwich Ferry transports cars, operating daily connecting North Woolwich to Woolwich and provides north to south/south to north connectivity, permeating the eastwest linearity of the river. Meanwhile, RB1 operates daily during the week and RB5 operates only on the weekends. However, again if people are to use this services running east to west, they will need to travel to either North Woolwich Station or Woolwich Arsenal Station.
River Connectivity
There is a tendency for transport services to decrease as they move from west to east. The majority of movement along the river is linear between west and east and as a result there are not many across river connections between the north and south. There is potential to increase the service hours of RB5 and extend the River Tour services in our study area.
Types of Mobility
The intention of the Crossrail is to increase passenger capacity, reduce congestion, decrease travel times and improve connectivity between Central London and the Greater London Area. The route will operate between Reading in the West to Shenfield in the East, connecting 40 existing stations and create 10 new stations linking to the DLR, Tube, Thameslink, National Rail and London Overground.
Crossrail
The Crossrail does not have any stations with in the North Woolwich and Silvertown neighbourhoods but will connect to the existing Woolwich Station and the Custom House Stations. The Custom House Station will be the only Central Section surface station, located west of the ExCeL conference centre, providing a 24 hour route from Custom House Station to ExCeL and the Royal Docks. The Crossrail line that passes through North Woolwich and Silvertown uses both a surface line and tunnels. The combination of line types is most likely due to the typography of waterways that are on either side of the site and due to financial concerns, where tunnels are more expensive to create and surface lines are cheaper. Study Area
Route Map (Zoom) Source: crossrail.co.uk
RB5
Another intention mentioned throughout the Crossrail website is the idea of supporting regeneration. However, everyone is not in the same social position to take advantage of the accessibility opened up by the Crossrail. There is no mention of the estimated ticket price to ride the Crossrail. Future concerns include the negotiation between economic growth and economic displacement in the area. It can be agreed upon that the Crossrail will improve connectivity but further assessment of the impacts is needed.
Woolwich Ferry
RB1
Custom House Station Source: crossrail.co.uk 12
Surface line under construction Source: Produced by the group 13
I N F R ASTRUC T U R E AND SPAC E S OF ( I M) MOB I LI T Y
Types of Mobility Bus River connectivity along the Thames includes River Bus and River Tour services, operating between Putney in West London and Woolwich Arsenal in East London, improving access to Central London. Currently, the River Tours do not extend to the study area of North Woolwich and part of Silvertown, the nearest stop being North Greenwich to the West. The three River Boats that service North Woolwich and Silvertown are RB1: Embankment to North Greenwich/Woolwich Arsenal, RB5: North Greenwich to Woolwich Arsenal and the Woolwich Ferry. The Woolwich Ferry transports cars, operating daily connecting North Woolwich to Woolwich and provides north to south/south to north connectivity, permeating the east-west linearity of the river. Meanwhile, RB1 operates daily during the week and RB5 operates only on the weekends. However, again if people are to use this services running east to west, they will need to travel to either North Woolwich Station or Woolwich Arsenal Station.
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IN FR ASTRU C T U RE A ND SPAC E S O F (I M )M O B I L I T Y
Types of Mobility DLR, TUBE AND RAIL The site, located in Zone 3, is served by 2 DLR stations and within 5 to 20 minutes’ walk, stations Prince Regent, Royal Albert and Pontoon Dock are reachable. Within Newham, only District and Hammersmith& City line are passing through. Other nearest connections between tubes or railways and DLR are: Canning Town through Jubilee line to Stratford, and Woolwich Arsenal through Southeastern railway service. Except taking DLR or ferry, walking through the tunnel under river, Emirates Air Line is also alternative choice, whose station has the distance of 15 minutes by bus (No. 474) from the site. Referring to the information from TfL, with the last two decades of development, DLR now has six branches of 45 stations, which improve the accessibility from central and west London to north and east, additionally connect north and south river banks.
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AST RU CU TU NDSPAC SPAC ININ FRFR ASTRU CT REREA A ND E SE SOO F F(I (I MN) )M M O BOIBLIILTIYT Y
Types of Mobility
Development Plan/Frameworks
Cycling
FUTURE DEVELOPMENT PLANS ON LONDON’S ROYAL DOCKS
Since 2000s, the Royal Docks have been an attraction to the city development planners and it is now in the first stage of the magnificent changes. Requests on cultural activities and other amenities we found through the residents interview seem to be fulfilled by these development plans. The study area now dedicates to part of those plans (e.g. Crossrail construction site), however, it still needs further accessibility to the upgraded facilities; commuter transportation, upgrading on pedestrian roads, and information network distance should be narrowed down to increase accessibility. Not only physical access but also social geography requires better mobility.
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Within the studying area, the cycling routes are off-road in residential area; while they are on-road between residential and industrial sections. Sharing the same roads with cars, even sometimes trucks outside industries, seems to be lack of consideration of safety. Some cyclist paths are shared with pedestrian path where the space is not sufficient for walking and cycling for local residents. In addition, the only tunnel, near the site, linking north and south river-side has no access for cycling to go across the river. Moreover, one cycling path is dead with the length of approximate 25m and with no connection to the main road. Furthermore, the direction signs are clear in this area. Bike parking areas are provided at most DLR stations according to TfL information, but the Boris bikes in Newham are deficient, which would be a big potential for future development.
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source by London’s Royal Docks
Royal Victoria Dock - London’s Floating Village Carillion Igloo Genesis adopt the London’s Floating Village to the Royal Victoria Dock. The project will include a community of homes, shops, restaurants, cafés all floating on the water set beneath the Emirates Airline and a stones throw from Royal Victoria DLR. Motivated by Ijburg groundbreaking project in Netherlands, these will be moored mortgageble properties linked together by pontoons. A number of shops as attractions will be all set upon the 5 hectares of water of Royal Victoria Dock, and will also feature events spaee and office space. A floating lido and ice rink have also been projected.
Royal Albert Dock - Asian Business Port Since the Royal Albert Dock succeed to be invested over 1 billion pounds, this area will become London’s center for Asian business with a sizable a business park developed by Chinese developer Asian Business Port (ABP). This development plan aims to become the third business hub in London. This new district will become the new gateway to Europe for business from Asia, basing their HQ’s in Royal Albert Dock. The development will also include residential and retail space with this cluster of businesses becoming a new business hub, the third business town in London, after the city of London, Canary Wharf.
Royal Albert Basin - Gallions Quater Notting Hill Housing Group will conduct new development plan for a riverside community located at Great Eastern Qay which adjoins Albert Island and the Gallions Marina. It will incorporate homes (700 new houses and 4,500m2 commercial area by 2018)and shops and there will be improved links to the University of East London and surrounding areas. There’s also a proposal for marine-based industry and a commercial boatyard providing services to London’s leisure and working craft operating on the Thames.
Pontoon Dock - Silvertown Quays Proposals for the transformation of Silvertown Quays are in the consultation phase. This is a 7 million sq feet site, 3.5 billion regeneration and as with many of the other developments in the Royal Docks incorporates a number of unique features. Most notable are the creation of “Brand Pavilions” – a series of large buildings that will be occupied for periods of time by wellknown brands to display and help people engage with their product. Plans also inclued residential development, the restoration of iconic waterside buildings from London’s industrial past, an international business centre, and a creative learning hub. 17
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Perspectives on the Plan
Transportation Development Plan TRANSPORTATION DEVELOPMENT AROUND WOOLWICH
TRANSPORTATION DEVELOPMENT AROUND WOOLWICH
Royal Docks’ local transport design guidance suggests several categories of improvement alternations, and number of guidance suggestions are already planned to conduct by Transportation for London. Cross rail will also dedicate to upgrade mobility of the study area, however, the rail in the studied area does not bring direct accessibility either advantage of mobility to the residents of woolwich area. Therefore on the transportation development plan, we would introduce Gallions Reach and Belvedere which has a strong link with development plans and frameworks on the Royal Docks and collective upgrade to both Royal Docks and Thamesmead.
TfL is now planning two new crossings over the river Thames connecting Beckton with Thamesmead and Rainham with Belvedere.These crossings would be for road traffic, local public transport, pedestrians and cyclists and would support the new jobs and homes planned in east London. While the exact alignment of each crossing has not been finalised, the Gallions Reach crossing would link the A2016 Western Way in Thamesmead with the A1020 Royal Docks Road in the north. The Belvedere crossing would link the A2016 Bronze Age Way in Belvedere with the A13 Marsh Way junction in Rainham.
These new crossings would: • Better connect people, businesses and communities with each other, increasing access to jobs, education and leisure activities • Make it easier for people and goods to cross the river in east London • Create opportunities for new cross-river public transport links and improve local walking and cycling options • Support London’s growing economy by better connecting businesses, and improving access to labour markets • Encourage development in the area, helping to address London’s housing shortage • Help manage the impact of population growth by reducing cross-river journey times and distances
As the Transportation for London has announced future plans for upgrading woolwich area mobility, it is still considered as passive and solely relied on development plans in Royal Alberts Dock area. The study area still does not benefit from highly invested, advanced transportation, as the neighboring area does with huge development project plan. Mayor of London and Newham promote the advantages from the ABP project based on the amount of money (1 billion GBP) the city will be invested in the Royal Albert Dock. It insists that this project will bring more than 20,000 job creation to the ‘London’s deathland piece of dockside’. In this regard, the new development would show positive affect on the studying area, however, the core of their request - improvement of public transportation condition in some aspect - has still been not considered by the government.
Gallions Reach and Belvedere Project Timeline • December 2015 - Feb 2016: non-statutory consultation • March 2016: report on the outcome of consultation • 2017: agreement on funding and decision to proceed • 2017/18: statutory consultation • 2018: submit application for the powers needed to build the scheme • 2021: contract award • 2025: estimated completion above. Gallions Reach bridge plan left. Gallions Reach tunnel plan
source by Transportation for London source by Transportation for London
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Conclusion
Impacts: (in)direct implications WHAT EXISTING DEVELOPMENT CAN EFFECT
The mobility of space and infrastructure is considerably affected by political and economical issues. In case of transportation infrastructure and mobility in study area, we assume that the area is typically isolated from development despite the huge investment of China and expectation of the city of London on the neighboring docks. Naturally, the prodevelopment phase will bring positive affects, and the City of London will conduct the budget of 1.3 trillion GBP for next 35 years. However the result of distribution is still unknown, especially because of high dense development in various fields are already implemented in the Royal Dock except the study area. This affects scale of the area can be considered as not enough to be emphasized as isolated. Distribution of investment is also a question. It also affects the success of development plans, and future phenomenons in the study area.
By analyzing the infrastructure and mobility of the area, North Woolwich is neglected by the surrounding development and regeneration. The various discourses around mobility, specifically barriers or boundaries impact a person’s behavior and transportation choice, which will be presented in this report. This analysis investigates mobility at different scales from the micro, meso and macro scales and highlights the lack of coordination among scales resulting in fragmented mobility. We can conclude that the Royal Docks area is lacking in activities where people want to live and work. City of London and Newham are hugely affected by ABP investment and plans, regarding to the decisions and further plans affects policy and plans of TfL, which is the most immediate and affective body to the citizens of the Royal Docks, and London.
The sense of social isolation and disintegration is emphasized by the transportations location and massive size, such as the airport, the railroad and the river which splits the neighborhood. Also, these spaces lack universally accessible elements to meet the needs of people of diverse abilities. Furthermore, the lack of commercial activities and entertainment lead people to leave the community to engage in these activities in other places outside of the neighborhood, resulting in disconnect between people and place. The study area is a rigid place where people are basically being housed in the area but not creating a sense of home, this place is where people live but do not experience living. Following the theory of the “Broken Windows”, where there are unclean and unattended places, people feel unsafe and uninvolved leading to the possibility of the threat of insecurity. Places of insecurity such as leftover spots caused by uneven development create a lack of social identity and cohesion. The lack of activity in the study area and abandonment provide fertile ground for the present insecurity felt in the areas which progressively increase for the people living there.
In this case, the transparency of each projects is required equally to all of related actors of development plans. Mayor of London and Newham both should be able to stand for both side of citizens and developers (investors), to bring the balance of development. Also it has to be clear that from micro to mass scale of infrastructure requirements should be equally reflected since it can be basic needs and influence to the citizen’s daily lives.
Any future development plans in the North Woolwich community have to consider these issues to create an area that is enjoyed by all residents and visitors alike. A major priority is to aid people’s mobility within the space as well as the greater area to better integrate the study area with the wider community. There is a need to create diverse businesses and activities within North Woolwich allowing for people to stay in the area and spend money here helping to generate the economy and build community. Future development should involve the community to ensure community benefits and create partnerships with developers. The site’s prime location by the river is an area of opportunity to build on the waterfront, integrate the area along the Thames and attract visitors to the area. This study suggests it is easier to improve existing transportation modes before constructing new ones to aid mobility. By identifying these barriers to mobility, such as concerns of comfort and safety we are better able to address these issues in the future. Transport is an opportunity area that allows us to enhance the public space and people’s quality of life.
source by The Guardian
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source by City A.M.
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I N F R ASTRUC T U R E AND SPAC E S OF ( I M) MOB I LI T Y
References Jensen, A. (2011) Mobility, Space and Power: On the Multiplicities of Seeing Mobility. Mobility, Routledge Peitgen H. & Ritcher, P. (1986) Images of Complex Dynamical Systems, The Beauty of Factials, Springer-Verlag Rubin, A. & Babbie, E. (2010) Sampling and Survey Essential Research Methods for Social Work, Brook/Cole. vTinkler, P. (2014) Getting Started: Using Photos in Research Using Photographs in Social and Historical Research, SAGE Publications Ltd, UK
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