Charterhouse Place: Construction Logistics Plan

CHARTERHOUSE PLACE
CONSTRUCTION LOGISTICS PLAN
MAY 2015
CHARTERHOUSE PLACE
CONSTRUCTION LOGISTICS PLAN
TIAA Henderson Real Estate
Confidential
Project no: 70011805

Date: May 2015
WSP | Parsons Brinckerhoff

WSP UK
WSP House
70 Chancery Lane
London
WC2A 1AF
Tel: +44 (0) 20 7314 5000

Fax: +44 (0) 20 7314 5111
www.wspgroup.com
www.pbworld.com
iii
QUALITY MANAGEMENT
ISSUE/REVISION FIRST ISSUE REVISION 1 REVISION 2 REVISION 3
Remarks Draft For

Comments
Date May 2015
Prepared by A Rashid / J
Morgan
Signature
Checked by J Morgan
Signature
Authorised by S Nama
Signature
Project number 70011805
Report number 001
File reference
Construction Logistics Plan WSP | Parsons Brinckerhoff

TIAA Henderson Real Estate Project No 70011805
May 2015
iv
TABLE OF CONTENTS
1 INTRODUCTION ...........................................................................1
2 RELEVANT PLANNING POLICIES .............................................4
3 DEVELOPMENT OVERVIEW.......................................................7
4 CONSTRUCTION SITE OVERVIEW ............................................9
5 IMPACTS AND MITIGATION .....................................................15
6 OBJECTIVES, MEASURES AND MONITORING ......................21
7 FURTHER DETAILS ...................................................................23
APPENDICES
A P P E N D I X A DECISION NOTICE
A P P E N D I X B TFL CLP GUIDANCE
A P P E N D I X C LDS ARCHITECTS DRAWINGS
A P P E N D I X D INDICATIVE CONSTRUCTION ROUTES
A P P E N D I X E CHARTERHOUSE STREET ON-STREET LOADING BAY
ARRANGEMENT AND SITE LOGISTICS PLAN
A P P E N D I X F LBI HIGHWAY STANDARD DETAILS

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1 INTRODUCTION
1.1 OVERVIEW
1.1.1 WSP has been appointed by TIAA Henderson Real Estate to prepare a Construction Logistics
Plan (CLP) in relation to the proposed re-development of 1-2 Farringdon Road, located to the east
of Farringdon Road, within the London Borough of Islington (LBI). The location of the site is
shown below.
Figure 1.1: Site Location
th
1.1.2 TIAA Henderson Real Estate obtained full planning permissioned on 10 September 2012 (Ref:
120484) for the redevelopment of the site which comprised:
2
‘A mix of 22,200m GIA of B1 Office Space including ground level entrance lobby on
2
Charterhouse Street, with 3,596m GIA of A1 retail units on the ground floor, with loading and

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servicing arrangements making use of a basement yard that is accessible via West
Smithfield.’
1.1.3 In support of the consented application, SKM Colin Buchanan prepared a Transport Assessment
(TA) and Travel Plan (TP).
1.1.4 This CLP has been prepared on behalf of TIAA Henderson Real Estate in order to discharge
Planning Condition 19 attached to the planning permission, which states:
Development shall not take place unless and until a Construction Logistics Plan (CLP)
has been submitted to and approved in writing by the Local Planning Authority. The
approved CLP shall be adhered to throughout the construction period. The CLP shall
provide details of:
i. the parking of vehicles of site operatives and visitors

ii. loading and unloading of plant and materials
iii. storage of plant and materials used in constructing the development
iv. the erection and maintenance of security hoarding including decorative displays and
facilities for public viewing, where appropriate
v. wheel washing facilities
vi. measures to control the emission of dust and dirt during construction; and
vii. a scheme for recycling/disposing of waste resulting from demolition and
construction works.
The report shall assess the impacts during the construction phases of the development
on the Transport for London controlled Farringdon Road, nearby residential amenity
and other occupiers together with means of mitigating any identified impacts.
The development shall be carried out strictly in accordance with the details so
approved and no change therefrom shall take place without the prior written consent of
the Local Planning Authority.
Reason: In order to secure the highway safety and free flow of traffic on Farringdon
Road, local residential amenity and mitigate the impacts of the development in
accordance with policies: 5.18, 6.7, 6.13, 6.14 and 7.14 of the London Plan 2011 and
policies: D3, Env17, T15, T21 and T55 of the Islington Unitary Development Plan.
1.1.5 A copy of the full decision notice which includes the above planning condition is contained in
Appendix A.
1.1.6 This CLP has been produced with reference to Transport for London’s (TfL) ‘Building a better
future for freight: Construction Logistics Plans’.
1.1.7 A more detailed report (Construction Management Plan/Statement) detailing the construction
process for the development will be prepared by the principal contractor once appointed in
consultation with the Local Authority and Transport for London. This Plan will also consider the
phasing of the development, how access to the loading/unloading areas will be managed and the
hours of operation etc.
1.1.8 Delivery vehicles and those vehicles involved in the earthworks associated with the development
will follow predetermined delivery routes which will, wherever possible, avoid sensitive areas and
highway constraints.
1.1.9 While during the period of construction of the development there will be increased HGV
movements to the site it is not considered that these will be severe and they will have no residual
effects.

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1.2 REPORT PURPOSE
1.2.1 This CLP has been produced to satisfy the requirements set out by Planning Condition 19, as
detailed above. More specifically, this CLP has been produced in order to demonstrate that any
construction traffic / impacts generated by the proposals can be safely accommodated at the site,
and on the surrounding network.
rd
1.2.1 WSP attended a meeting on the 23 April 2015 with London Borough of Islington (LBI) to discuss
details regarding number of Planning Conditions to be discharged. It was agreed during the
meeting that a full CLP would be provided to discharge planning Condition 19. The CLP would
only contain the detail that could be reasonably understood at this point and given the fact that a
Main Contractor would not be formally appointed until the Main Works were able to commence.
The Main Works would only be able to commence from the point that Crossrail opted to vacate
the development site and hence not before 2017 at the earliest. A revised CLP would be prepared
and submitted once a Main Contractor had been formally appointed.
1.3 REPORT STRUCTURE
1.3.1 Following this introduction, this CLP is set out as follows:
 Section 2 – Relevant Planning Policies

 Section 3 - Development Overview
 Section 4 – Construction Site Overview
 Section 5 – Impacts and Mitigation
 Section 6 – Objectives, Measures and Monitoring; and
 Section 7 – Further Details

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2 RELEVANT PLANNING POLICIES

2.1 LONDON FREIGHT PLAN (NOVEMBER 2007)
2.1.1 The London Freight Plan sets out the steps that are being taken to address the challenge of
delivering freight sustainably in London over the next five to ten years.
2.1.2 The Plan has no statutory force, but has been developed to complement the Mayor’s Transport
Strategy and is a material consideration for planning. The same principles underpin the Mayor’s
Transport Strategy.
2.1.3 The specific policy aims are to:
 Ensure that London’s transport networks allow for the efficient and reliable handling and
distribution of freight and the provision of servicing in order to support London’s economy;
 Minimise the adverse environmental impact of freight transport and servicing in London;
 Minimise the impact of congestion on the carriage of goods and provision of servicing; and
 Foster a progressive shift of freight from road to more sustainable modes such as rail and
water, where this is economical and practicable.
2.1.4 The following four main projects have been identified to support the above objectives:
1 Freight Operator Recognition Scheme;

2 Delivery and Servicing Plans (DSPs);
3 Construction Logistics Plans; and
4 Freight Information Portal.
2.1.5 The projects relating to construction are considered in further detail below.
A Freight Operator Recognition Scheme (FORS)
2.1.6 This project is designed to encourage freight operators to take up green fleet management, use
best practice and to increase the sustainability of London’s freight distribution. The project has
already been developed with trade union involvement and close collaborative partnership to
engage effectively with freight operators and facilitate the sharing of information.
2.1.7 Operators will join the scheme as members, with tiers of membership reflecting freight operator
achievements. It will offer members incentives to increase the sustainability of their operations
and to develop their skills, and includes best practice guidance on:
 Training to improve safety and reduce CO2 and emissions;

 Maintenance to improve safety and reduce fuel consumption, CO2 and emissions;
 Management of road risk to improve safety, particularly for pedestrians and cyclists;
 Fuel efficiency to save costs and reduce CO2 and emissions; and
 The use of low-carbon engine technologies such as hybrid and electric vehicles, hydrogen
fuel cells and bio fuels to reduce CO2 and other harmful emissions.
2.1.8 It will recognise legal compliance as the base ‘bronze’ level and promote the uptake of best

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practice covering fuel efficiency, alternative fuels and low carbon vehicles, management of road
risk, legal record keeping and reducing penalty charge notices through the higher ‘silver’ and
‘gold’ levels. It will also recognise operator achievements with rewards that encourage operators
to raise standards to reduce, in particular, CO2 emissions and collisions between heavy goods
vehicles (HGVs) and cyclists.
2.1.9 Benefits will be developed recognising operator needs. These will include a subsidised training
programme called London Freight Booster which will include an NVQ Level 2 qualification that
supports the ongoing competencies requirements for drivers.
2.1.10 Members will also benefit from advice about fuel efficiency, Penalty Charge Notice (PCN)
reduction, legal record keeping and the management of occupational road risks. Tailored action
plans to help reduce collisions, emissions and costs will also be developed.
2.1.11 The project will set Freight Operator Recognition Scheme Standards, a quality benchmark for use
by clients when awarding servicing, maintenance and supply contracts. This provides a simple
way for clients to ensure the sustainable credentials of freight operators.
Construction Logistics Plans
2.1.12 These plans are very similar to the DSPs and will also be integrated into the travel planning
process.
They cover:
 The design of buildings to maximise benefits of implementation; and

 Delivery operations during the construction phase.
2.1.13 The plans will consider consolidation and other techniques to help minimise trips (particularly in
peak times), lane closures and illegal waiting/loading activities. This will in turn reduce congestion
and emissions.
2.1.14 The plans also link supply and site servicing contracts to Freight Operator Recognition Scheme
membership with the associated benefits of reduced emissions, collisions, congestion and costs
this brings.
2.2 BUILDING A BETTER FUTURE FOR FREIGHT: CONSTRUCTION LOGISTICS

PLANS
2.2.1 TfL provides guidance (Appendix B) on the production of CLPs within their document entitled
‘Building a better future for freight’. The document identifies that the plan needs to be tailored to
the specific requirements of the site.
2.2.2 The guidance also identifies some of the most effective tools and techniques that can be
implemented to minimise the impact of freight activity on London’s roads. It summarises the
purpose of a CLP as follows:
“Essentially the equivalent of a work based travel plan for a specific site, a CLP will improve the
safety, efficiency and reliability of deliveries to that location. It will identify unnecessary journeys,
and deliveries that could be made by more sustainable transport modes, to help reduce
congestion and minimise the environmental impact of freight activity”.

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2.3 THE LONDON LOW EMISSIONS ZONE - 2008
2.3.1 The Low Emissions Zone (LEZ) is a scheme that aims to improve air quality in the City by setting
and enforcing new emissions standards for HGV’s, large vans and minibuses, and deterring the
use of the most polluting vehicles by freight operators. The London LEZ is a “first” for the UK and
is one of the largest schemes of its type in the world.
2.3.2 The LEZ came into force on 4 February 2008 for lorries over 12 tonnes with different vehicles
affected over time and tougher emissions standards introduced in 2012. Cars and motorcycles
are not affected.
2.3.3 The LEZ operates 24 hours a day, seven days a week, every day of the year including weekends
and public holidays, with a daily charge of £200 being applicable for Lorries, buses and coaches;
and £100 for heavy vans and minibuses which do not meet the required standards.
2.3.4 The LEZ is enforced through fixed and mobile cameras which read your vehicle registration
number plate as you drive within the LEZ and check it against a database of vehicles which meet
the LEZ emissions standards, or are either exempt or registered for a 100% discount, or if the
LEZ daily charge has been paid.

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3 DEVELOPMENT OVERVIEW
3.1 DEVELOPMENT PROPOSALS
3.1.1 As detailed in SKM Colin Buchanan’s consented TA, the proposals comprise the redevelopment
of Charterhouse Place at Farringdon Road, London to provide a new office building with retail
uses at ground level and servicing via the basement.
3.1.2 The schedule of land use for the site is shown below:
Table 2.1 Proposed Schedule of Accommodation

USE CLASS GROSS INTERNAL AREA
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B1 – Office Space 22,220m GIA
2
A1 – Retail Units 3,596m GIA
3.1.3 The proposed development is fully illustrated in the drawings prepared by LDS architects which
were attached to SKM Colin Buchanan’s consented TA and are contained in Appendix C to this
report.
3.2 SITE ACCESS
3.2.1 There will be one point of vehicular access to the site; this will be from West Smithfield by way of
the Snowhill access ramp. This access will be shared with the City Corporation in respect of
access/egress to the City salt store, Network Rail in connection with the existing access point to
the NR sidings and Crossrail construction traffic (the latter is only relevant to the initial
implementation works).
3.2.2 The main pedestrian access to the site will be from Charterhouse Street.
3.2.3 Pedestrian access to the retail units will be from Charterhouse Street and Farringdon Road.
3.3 MOTORCYCLE PARKING
3.3.1 Dedicated on-street motorcycle parking is currently provided at numerous locations in the vicinity
of the application site. The nearest facility is located on Grenville Street, approximately 195
metres north-west of the proposed main entrance lobby at the application site. There are also
similar facilities to the south on either side Farringdon Street, approximately 225 metres south of
the proposed main entrance lobby at the application site.
3.3.2 It is not anticipated that additional on-site motorcycle parking will need to be provided. However,
if a significant additional powered two-wheeler demand is generated by the office employees,
sufficient spaces can be provided in the basement on-site, accessed via West Smithfield.
3.4 CAR & CYCLE PARKING
3.4.1 A single car parking space, designated for use by a disabled user, will be provided in the
basement. More designated disabled car spaces can be provided as operational demand
requires.

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3.4.2 Adequate cycle parking will be provided at Charterhouse Place. 60 cycle parking spaces for the
use of office employees will be provided.
3.5 DELIVERIES & SERVICING
3.5.1 All tenants (Office & Retail) at the Charterhouse Place building will be required to use managed
servicing area for all deliveries.
3.5.2 General servicing to Charterhouse Place will be undertaken from the proposed basement area,
this approach is confirmed as the preference of LB Islington.
3.5.3 Retail servicing for Charterhouse Place will be undertaken via the basement. The proposed
basement can accommodate retail and office deliveries and servicing vehicles without any space
constraints or issues.
3.5.4 Office general waste collection will be undertaken by private Contractors from the Charterhouse
Place basement area.
3.5.5 The proposed basement area will be sufficient to accommodate number of delivery trips
without creating any access constraints.

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4 CONSTRUCTION SITE OVERVIEW
4.1 EXISTING SITE
4.1.1 At present, the majority of the site (entire ground floor and eastern extent of the basement) is
occupied by Crossrail welfare facilities and operations; with only part of the site being unoccupied
(the western extent of the basement).
4.2 PRELIMINARY CONSTRUCTION PROGRAMME
4.2.1 The following programme of works is anticipated at the site.
Stage 1 – Limited Implementation Works
4.2.2 Given the fact that the vast majority of the site is occupied by Crossrail and thus it is currently
impossible to implement the scheme in its entirety, a limited scope of works has been identified to
allow for the existing consent to be implemented. These initial works are not expected to
adversely impact the adjoining Crossrail Works or associated access arrangements.
4.2.3 The initial works will be scheduled for August 2015 and are anticipated to last for a period of no
more than 2 weeks.
Stage 2 – Full implementation of Scheme
4.2.4 The main phase of works on the site would take place once Crossrail have vacated the site
(anticipated to be in 2017).
4.2.5 For a development of this scale, the typically construction period is summarised below.
Table 3.1 Typical Construction period

CONTRUCTION PHASE TIME PERIOD
Basement and Ground Floor 43 weeks
Upper Floors 79 weeks
Total Construction 122 weeks
4.3 FURTHER CONSIDERATIONS

4.3.1 It is understood that a possible redevelopment of the adjacent Smithfield GM building and annexe
may happen in the future. Should this occur, then it is envisaged that vehicular access could be
taken from West Smithfield which would be shared with Charterhouse Place, CoL salt store and
occasionally by Network Rail maintenance vehicles. At this stage the proposals for Smithfield GM
building and annexe have not yet been finalised, as such is not expected to impact on the
proposals in terms of access for construction traffic.
4.4 HOURS OF OPERATION
4.4.1 The hours of operation of the site would be agreed with LBI and TfL prior to any works taking
place on the site. It is likely that the site would operate between:

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 0800 – 1800 hours Monday to Friday; and

 0800 – 1300 hours Saturday ( only if the programme dictates necessary).
4.4.2 No works would be permitted to be undertaken on Sundays and bank Holidays.
4.5 CONSTRUCTION VEHICLE ROUTING
4.5.1 The details for the proposed construction vehicle routing will be agreed with LBI and TfL prior to
commencement of any works on the site. The appointed Contractor will be required to use
designated traffic routes.
4.5.2 Figure 3.1 included in Appendix D identifies indicative routes to the north, east, south and west of
the application site for the local routing of construction vehicles. The key principle will be ensuring
freight drivers stick to Transport for London Road Network (TLRN) and Strategic Road Network
(SRN) routes, where design for road safety with freight vehicle use has been considered.
4.6 CONSTRUCTION SITE ACCESS

Stage 1 – Limited Implementation Works
4.6.1 It is anticipated that, given the nature of the initial works (implementation of a manhole only),
construction vehicles would utilise the existing basement of the site. Access would be taken from
West Smithfield, as per the existing arrangements.
4.6.2 The existing access ramp to the basement area is subject to a 3.8m height restriction. The
appointed Contractor will ensure that all freight operators delivering to the construction site are
aware of the existing height restriction.
4.6.3 It is anticipated that during the initial works, construction access to the basement area via West
Smithfield would continue to be shared with Smithfield GM, CoL salt store and occasionally by
Network Rail maintenance vehicles. In order to minimise disturbance to other traffic using the
existing access ramp, construction traffic arrival and departure times would be carefully
controlled. In addition, the appointed Contractor would provide a competent banksman to assist
drivers with manoeuvres to and from the basement.
4.6.4 Prior to any works commencing, the appointed small works contractor would liaise with Crossrail
and agree the access arrangements and times of operation etc.
Stage 2 – Full implementation of Scheme
4.6.5 During the full construction phase on the site (anticipated to be circa 2017), it is anticipated that:
 All construction traffic associated with the works to the basement and ground floor would
utilise the basement, with access obtained from West Smithfield; and
 Once the basement and ground floor works are complete, all construction traffic associated
with the works to upper floors would utilise the space provided on-site, with access obtained
from Charterhouse Street and a designated loading bay provided on the northern side of
Charterhouse Street, to the immediate south of the site.
4.6.6 The proposed upper floors works construction vehicle access and loading arrangements, is
detailed overleaf.

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Figure 3.1: Proposed on-site access and loading arrangements
4.6.7 The Charterhouse Street loading bay arrangement is illustrated on the plan contained in
Appendix E.
4.6.8 The appointed Contractor would undertake detailed risk assessment of the proposed loading
points prior to their use.
4.7 TOWER CRANES
4.7.1 It is anticipated that the tower crane from the basement to ground works would be located on-site,
within the atrium. Any additional cranes that would be required would also be provided on-site,
thus minimising any disruption to neighbouring properties / local highway network.
4.7.2 It is envisaged that the cranes would be used for installing the:
 Main core
 Steel frame

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 Floor plates
 Façade installation
 Roof works
 Plant installation; and
 Loading platform
4.7.3 The exact location of the crane/s on the site would be agreed with the Council once the appointed
Contractor is appointed for the scheme.
4.7.4 To prevent collision the crane will be fitted with an anti-collision system that will also limit the area
that the crane is able to operate to within the boundary of the site and thus prevent over sailing
issues.
4.7.5 The crane will be operated by a fully trained and certified operator, who will be responsible for the
daily safety checks and the keeping of records. All lifts will be managed by a qualified banks
person, who will be in a radio contact with the crane driver at all times.
4.8 CONSTRUCTION WORKER TRAVEL
4.8.1 The site currently has a Public Transport Accessibility Index of 67.02, which places it within the
Excellent PTAL band of 6b. Due to the accessibility of the application site is extremely good, with
a wider range of alternative modes of transport available. Therefore; all site operators anticipated
to travel by public transport.
4.8.2 There will be no construction worker vehicle parking provision on-site. It is anticipated that all
construction workers appointed by the appointed Contractor will make use of the many
sustainable travel options currently available (which include existing bus stops located along
Farringdon Road and Farringdon rail / underground station) to access the construction site. The
appointed Contractor will ensure that all construction workers are aware of this restriction.
4.9 VISITOR ACCESS
4.9.1 All visitors will be directed to the site compound offices for registration and as necessary, site
induction. All site visitors will be required to be in possession of the relevant Construction Skills
Certificate Scheme (CSCS) certification card.
4.9.2 All visitors will be required to sign in and out of the site on a daily basis. At no time will any visitors
be allowed access to areas where construction works are in progress.
4.9.3 A non-PPE (Personal Protective Equipment) route will always allow pedestrian access to the
office and welfare facilities prior to going on site and to ensure visitors use the appropriate PPE
when being permitted to area of construction activity.
4.9.4 The general public will be excluded from the works area using appropriate signage and hoarding,
although again there will be a safe route provided to enable the public to liaise with the Site
Manager.
4.10 TRAINING AND INDUCTION
4.10.1 It is proposed that drivers of commercial vehicles who will be visiting the Site on a regular basis
will attend a site induction. This induction will include:
4.10.2 Road safety for both public and site roads including speed restrictions and defensive driving;

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 Site procedures including queuing and parking;

 Cyclist awareness video;
 Environmental issues and processes for their minimisation, including noise and vehicle
cleanliness leaving site;
 Discussion on potential hazards and risk reduction.
4.11 CONSTRUCTION VEHICLE TYPES

4.11.1 When considering construction vehicle types a balance is needed between the size of vehicles
and the number of vehicular trips to be carried out. Generally the larger the vehicle, the fewer
trips will need to be made, therefore environmental protection means that it is best to use larger
vehicles where possible to limit vehicular movement.
4.11.2 For the purpose of calculating the vehicle numbers for construction activities the following
assumptions have been used. The site constraints have dictated the vehicle choice:-
 Small tipper trucks – 10m3 excavated material per vehicle

 Concrete lorries – 6m3 concrete per vehicle
 7.5 tonne box van vehicles – 180m2 of cladding panels or 8m3 of bricks
 Articulated Lorries – 267m2 cladding panels per vehicle/up to a 25 tonne load.
4.11.3 It is assumed that materials required for the Development are delivered into the Site in the largest
possible delivery quantities; i.e. the vehicles identified above are fully laden as opposed to part
laden to minimise the number of delivery movements.
4.12 VEHICLE MOVEMENTS
4.12.1 The construction traffic generation estimates would be derived from the construction timeline,
estimates of likely material quantities for each stage, and knowledge of construction vehicle
loading capacities as set out above.
4.12.2 The forecast of construction related trips would be further developed after the construction
programme is developed and a contractor is appointed. It is anticipated that the majority of the
future construction traffic flows would generally take place out of peak hours, when traffic levels
on the local road network are lower.
4.12.3 Typical forecasts of construction vehicle movement, with these numbers disaggregated by
the general assumptions below to reach an hourly vehicular flow rate:
 Each month comprises 22 working days;

 Each day comprises 10 working hours; and
 Light Goods Vehicles equate to 5% of total vehicles.
4.12.4 Based on our experience on similar size projects, it is considered that there would be on average
a maximum of six HGV’s serving the site during any given daytime hour, experienced during the
peak construction stage. As such, the two-way HGV traffic would not be expected to exceed 12
vehicles per hour.
4.13 TYPICAL DELIVERY SCHEDULE
4.13.1 During the construction period the number and type of delivery vehicle will vary. During the early
stages of the project typically there will be 6 & 8 wheel tipper lorries, 6 & 8 wheel rigid delivery

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wagons at a rate of 3 or 4 an hour during the foundation stages. This will be interspersed with
concrete deliveries for piling at one per hour.
4.13.2 As the frame of the building is erected the types of delivery will change to articulated lorries
carrying steel reinforcement, of which there are likely to be 2 a day. Also on days when there is a
concrete pour there are likely to be 4 deliveries by rigid mixer Lorries per hour.
4.13.3 Once the main frame and cladding are completed there the main type of delivery will be on rigid
Lorries and in vans. There are likely to be around 1 delivery per hour on an average day.
4.13.4 Deliveries will be scheduled out to ensure that the capacity of the site to take Lorries is not
exceeded. Should a lorry arrive that is not programmed it will be turned away from the site to
return later when a space in the unloading area is available.
4.13.5 Furthermore, TIAA Henderson Real Estate will consolidate deliveries so as to accept full loads as
opposed to part / half loads, which are less economical and this will further reduce traffic loadings
on the roads within the immediate area and surrounding areas during construction.
4.13.6 An example of the likely delivery schedule for the site is provided in the table below.
Table 4.2:
FRAME AND
DELIVERY TYPE FOUNDATIONS FIT-OUT
CLADDING
Wheel Tipper 3-4 Deliveries/ Hour
Lorries
Wheel Rigid 3-4 Deliveries/ Hour
Delivery Wagons
Concrete Rigid *1 Deliveries/ Hour ** 4 Deliveries/
Mixer Delivery Hour
Lorries
Articulated Lorries 2 Deliveries/ Day
Rigid Lorries and 1 Delivery/ Hour

Vans
*During Piling
**Only on days when there are likely to be concrete pours

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5 IMPACTS AND MITIGATION

5.1 IMPACTS
5.1.1 The typical impacts caused by construction vehicles during excavation and construction are
summarised in the table below.
ISSUE POTENTIAL IMPACTS
 Increased road noise levels from vehicles

Noise
 Increased noise levels from plant and piling activities
Vibration  Increased vibration levels from vehicles
Air Quality  Exhaust emissions from lorries and plant delivering and removing materials
 Traffic congestion caused by site traffic

 Increased vehicle movements mainly consisting of heavy goods vehicles
(HGVs).
Traffic  Transfer of mud and material from vehicles onto the public highway.
 Disruption from abnormal or hazardous loads.
 Exhaust emissions.
 Possible damage to existing carriageway / footways in the vicinity of the site
Pedestrian access  Restrictions on pedestrian access to walkways, footpaths and roads.
5.2 ENVIRONMENTAL MANAGEMENT

5.2.1 Before any works commence on the site an environmental management plan would be produced
to address all environmental challenges. The environmental management plan will address:
 Environmental management
 Nosie and vibration
 Dust and air pollution
 Waste management
 Protection of water quality; and
 Traffic management and CO2 monitoring.
5.3 MITIGATION MEASURES
5.3.1 The following measures would be introduced in order to mitigate against the potential impacts
identified above.

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Noise and Vibration
5.3.2 At all times, the developer will comply with all relevant Environmental Health Legislation and will
take a pro-active approach to pollution by way of noise to minimise risk and disturbance to the site
operatives and the general public.
5.3.3 The following measures will be introduced in order to manage and control noise:
 Where required, before works begin background noise surveys will be undertaken at the site
boundaries
 Noise and vibration will be minimised by using modern plant and equipment fitted with
suitable silencers, by muffling of all breakers and through the use of crushers in-lieu of impact
breakers where ever possible
 There will be no noisy working on site during anti-social hours unless agreed by relevant
authorities
 Where required, regular noise monitoring will be carried out throughout the works’ duration
and records of these readings will be kept on site; and
 Site hours will be limited to 08:00-18:00 Monday to Friday and 08:00-13:00 Saturday.
5.3.4 All ground borne vibration levels produced by the demolition operation is to comply with levels as
established in BS6472 and in compliance with the client’s requirements.
Dust and Air Pollution
5.3.5 At all times, the developer will comply with all relevant Environmental Health Legislation and will
take a pro-active approach to pollution by way of dust or airborne partials to minimise risk and
disturbance to the site operatives, adjacent buildings and the general public.
5.3.6 Where machines are provided with suppression covers these will remain closed whilst the
machine is in operation. Where it is impossible to reposition a potentially noisy piece of
machinery hoardings and enclosures will be constructed to contain and minimise the potential
nuisance.
5.3.7 Concrete breaking where possible will be carried out using a crushing machine rather than cutting
or grinding equipment which will reduce the dust and noise levels.
5.3.8 Cutting and grinding will be performed by two operatives, one to use the machinery and the other
to pour water to reduce the dust arising.
5.3.9 Liberal amounts of water will be used for dust suppression throughout the works. The runoff from
the dust suppression activities will be minimal as most will be absorbed within the masonry
arisings. Any excess water will be channelled into the (previously filtered) existing site drainage
system. Filters will be installed to the existing drainage system before works begin. The
discharge of any water will be managed to prevent contamination of the existing watercourses.
All water discharge will be monitored and metered, and all records will be kept on site.
5.3.10 Due to the congested nature of the site there will be no stockpiles of loose materials. If there is a
requirement for small mounds of loose materials then during dry period then will be covered with
sheeting when not being used as a measure to reduce dust.
5.3.11 Vehicles’ leaving the site with the arising’s of the construction activity and those carrying loose
loads will not leave site without the load being covered.

May 2015
17
5.3.12 All roads adjacent to the site will be swept on a regular basis using a road sweeper and during
times, such as the ground works phase and frame construction phase the sweeper will be full time
cleaning the roads with a maximum response time of 3 hours.
5.3.13 There will be no burning of waste on site. All waste material will be placed in a skip and removed
from site to a transfer station for recycling off site. During dry period all skips will be covered to
reduce dust and waste material blowing around site and all skips leaving site will be covered.
5.3.14 Wheel washers will be provided for transport vehicles leaving the site and weather conditions will
be considered prior to commencement of activity.
Traffic
5.3.15 All deliveries will be directed to site via main roads to avoid congestion. Maps showing the
delivery route, such as Figure 3.1 included in Appendix D, will be issued as part of all orders.
5.3.16 Signage will be erected to direct deliveries to the required route and all material orders sent out
will include specific directions and routes to be taken. This information will also be advised to all
subcontractors.
5.3.17 It is likely that the implementation of the on-street loading bay on Charterhouse Street would
require a Temporary Traffic Management Order, which would be agreed with LBI prior to any
construction taking place on the site.
5.3.18 All temporary traffic management will be in accordance with Chapter 8 of the Traffic Signs Manual
2009 and the Safety at Street Works and Road Works, A Code of Practice, 2013.
5.3.19 Securing use of the on-street loading bay for agreed periods will reduce the potential for failed
construction vehicle trips in the peak construction delivery periods of the construction schedule.
Security of the loading points will be ensured by the appointed Contractor providing a competent
banksman to assist drivers accessing and leaving the construction site and loading points,
thereby ensuring pedestrian safety and minimal disturbance to other traffic.
5.3.20 Special arrangements for abnormal loads, cranes and other heavy lifting equipment deliveries will
be made separately by the appointed Contractor with LBI. The key principles of the routing,
access and loading points is outlined above, noise implications will be considered by the
appointed Contractor.
5.3.21 The appointed Contractor would be tasked with ensuring the security of the proposed loading
areas at all times.
5.3.22 The state of the roads will be closely monitored and the use of wheel cleaning points and road
sweepers will be made to ensure that the impact of this project is kept to a minimum. A wheel
cleaning point will be provided adjacent to the site exit points.
5.3.23 All vehicles will comply with the legal requirements of the highway and therefore will not damage
the adjacent streets. There are no major planned works outside of the site boundary.
5.3.24 No vehicles will be allowed to wait on the streets adjacent to the site other than designated
loading bays located within the basement / Charterhouse Street. All deliveries will be scheduled
to ensure that there are only those vehicles on site that can be unloaded and should vehicles
arrive whilst the unloading bays are full then they will be sent away and the driver will be phoned
once there is space available on site.
5.3.25 To minimise the likelihood of congestion, strict monitoring and control of all vehicles entering and
exiting the site would be maintained by:

May 2015
18
 Setting of specific delivery dates and collection times, where feasible

 Consolidating deliveries where feasible
 Using a system of ‘just in time’ deliveries
 A requirement for authorisation when visiting the site via vehicles; and
 Safely maintaining pedestrian access around the site perimeter.
5.3.26 In addition to minimise the impact of the delivery vehicles:
 All vehicle loads must be covered and securely fastened

 All vehicles must be fully serviced and maintained to avoid petrol and oil leakages,
maintenance of such vehicles should be conducted off site; and
 Drip trays should be placed under machinery to avoid oil and petrol spill.
5.3.27 Appropriate measures will be taken to protect the public highway from damage arising from
construction related activity and to prevent concrete and other detritus from being washed into the
public highway drainage system. LBI / TfL will be informed promptly should any such damage to
the highway occur and will be duly reimbursed for the cost of the repairs.
Pedestrian Access
5.3.28 A designated site access would be provided to the site for construction workers. To ensure the
safety of construction workers the access would be kept separate to any vehicle access. The
access would be secure. Dedicated staff will operate a card-activated turnstile system, logging all
personnel entering or leaving the site. CCTV cameras covering the entrance and boundaries will
be installed, linking back to an on-site security office.
5.3.29 The proposals would not impact on the existing pedestrian infrastructure surrounding the site. A
dedicated pedestrian route would be provided in the vicinity of the loading bay on Charterhouse
Street. A banksman would be present during all deliveries to ensure that pedestrian access /
safety is maintained at all times.
5.3.30 Throughout the construction period, pedestrian health and safety will be paramount. To ensure
this, the Contractor will erect a protection deck over the live public footway on Charterhouse
Street. The protection deck will span across the width of the public footpath. This will enable the
path to remain live and avoid diverting members of the public across the road.
5.3.31 Where it is proposed to provide an on-street loading bay, robust barriers will be installed to ensure
that construction traffic and pedestrians are segregated at all times.
5.3.32 The site hoardings will be erected on the back edge of the existing pavements, thus ensuring that
pedestrians have a safe walking environment.
5.3.33 Although unlikely, should it be necessary to close a pavement, a safe walkway will be established
behind traffic barriers, and the route will be adequately signed.
5.3.34 Where there is inadequate lighting the hoardings will be lit with bulkhead lights to provide a safe
environment for pedestrians.
5.4 ADDITIONAL MEASURES

Public / Stakeholder Liaison
5.4.1 Given the sensitive location of Charterhouse Place, community and stakeholder liaison will form

May 2015
19
the main focus throughout the project. The people / stakeholders that could be directly impacted
by the proposals include:
 Surrounding neighbours and occupiers (including Smithfield Market)

 Network Rail / Crossrail
 LBI and TFL
 Planning Authority
 Other statutory authorities
 Building control
 Environmental health; and
 Utilities providers
5.4.2 The appointed Contractor will seek to actively engage with all parties throughout the pre-
construction and construction periods. To do so the appointed Contractor / client would employ a
Logistics / Liaison Manager who will be responsible for:
 Agreement to logistics and interface with any shared access provisions

 Regular inspections of hoardings and footpaths
 Manage communications with each of the neighbours
 Preparing and issuing of regular newsletter updates in agreement with the client
 Ensuring compliance with the Considerate Constructors Scheme
 Undertaking satisfaction surveys
 Liaison with other Employer appointed Parties; and
 Dealing with complaints making sure that each one is promptly dealt with and close out.
Security and Protection
5.4.3 The following security and protection measures would be implement from the offset in order to
ensure that the site is secure at all times:
 Installation a robust 2.4m high perimeter

 Specialist locks fitted to all hoarding pedestrian gates
 Chains and specialist locks fitted to the vehicle access points
 Turnstile installed for access control at main entrance/exit point. Face recognition and pin
entry systems adopted to prevent pass swapping
 Security intercom installed for visitors which will link to the main site office and site manager
 Pan/tilt and zoom CCTV installed on the site hoarding and selected internal areas
 Manned main security office
 Security guards to be present at the main entrance
 All gates/doors to be closed at all times
 Offsite CCTV monitoring
 Security presence during non-working hours; and
 Site induction and brief on security

May 2015
20
Material Storage
5.4.4 Sufficient space will be provided on-site for storage of goods and materials. The storage area
would be positioned so that it does not conflict with on-site vehicular movements. A Site Logistics
Plan is contained in Appendix E to this report.
Waste Recycling and Disposal
5.4.5 The appointed Contractor will produce a specific Waste Management Plan for the Charterhouse
Place project.
5.4.6 All materials will be removed from the site via Charterhouse Street. The recyclable materials and
waste skips will be transported from the site by roll-on roll-off lorries to the appropriate licenced
processing facilities. All loads leaving site on skips or tipper lorries will be covered during
transportation as per the legal requirements.
5.4.7 The arisings from the works will be processed and separated into the appropriate waste streams
at the work face. The concrete and masonry arisings will be processed to remove any metals
then loaded into 8-wheeled lorries for removal from site. All metals (ferrous and non-ferrous) will
be separated and placed into metal bins for removal from site to a recycling facility. Any timber,
plastics, furnishings and the like will be placed into 40-yard skips for removal from site to a
licenced disposal facility. A record of all waste taken from the site will be recorded on the site
waste management plan to comply with current EU legislation.

May 2015
21
6 OBJECTIVES, MEASURES AND

MONITORING
6.1 INTRODUCTION
6.1.1 This chapter provides details of the following:
 Objectives of the CLP

 Measures for the appointed Contractor to adopt; and
 An ongoing review process to monitor whether the measures implemented comply with the
CLP requirements and any planning authority conditions.
6.2 OBJECTIVES
6.2.1 The objectives of the CLP can be summarised as:
 Ensuring construction materials can be delivered in a safe, efficient and environmentally

friendly way
 To identify deliveries that can be reduced, re-timed or even consolidated, particularly during
peak periods in the construction schedule
 Helping cut congestion on London’s roads and easing pressure on the environment by
avoiding London’s peak traffic periods
 Improving the reliability of deliveries to the construction site; and
 Reducing the Freight Operator’s operating costs, which include fuel costs, parking
infringements and risk of accidents.
6.3 MEASURES
6.3.1 The design of the redevelopment proposals has addressed, or the appointed Contractor will
consider the following measures, in order to achieve these objectives:
 The previous chapters have identified how the design of the redevelopment considers the
safe, efficient and environmentally friendly delivery of construction materials to / from the
construction site
 The appointed Contractor will identify deliveries that can be reduced, re-timed or consolidated
once a detailed construction schedule is known
 The appointed Contractor will consider methods to implement and enforce peak-hour delivery
restrictions, this may be addressed through the procurement process when appointing freight
operators, or may be addressed by implementing a vehicle booking system
 The reliability of deliveries to the construction site will be ensured through the measures
identified above; and
 The design of the redevelopment and measures identified should also reduce the Freight
Operator’s operating costs.
6.4 MONITORING
6.4.1 The implementation of the CLP will be monitored by the appointed Contractor, as they are

May 2015
22
responsible for agreeing the details of construction site access and environmental controls with
the LBI.

May 2015
23
7 FURTHER DETAILS
7.1 CONTRACTOR INFORMATION
7.1.1 Details of the appointed Contractor on the site will be provided to LBI / TfL prior to any works
commencing on the site.
7.1.2 Once the contractor/contractors have been appointed to construct the proposed redevelopment,
further details will be provided, including:
 Contact details for the Contractor, Architect and Engineer managing the construction;
 List of contact details in the event of an emergency on site;
 More precise dates of construction activity;
 Any identified requirement for in-street construction activity on public roads;
 Details of any identified requirement for work to the public footways and/or streets;
 Work hours, any work outside normal hours will be agreed in advance with City of London;
 Police contact details;
 Details of any identified requirement for truck unloading/staging;
 Construction site signage;
 Details of any identified requirement for suspension of on-street loading bays; and
 Pedestrian access for construction workers.
7.2 COMPLIANCE
7.2.1 Prior to and throughout the construction period, the Contractor would liaise with the relevant
contacts at LBI to ensure that the proposed works comply with statutory health and safety and
highways laws. For reference, these are summarised in Appendix F.

May 2015
Appendix A
DECISION NOTICE
Appendix B
TFL CLP GUIDANCE
Building a better future for freight:
Construction Logistics Plans
MAYOR OF LONDON
Introduction
The Capital’s economy relies on the freight sector. In the case of
construction projects, freight vehicles play an integral role in the
transportation of equipment, the delivery of materials and the removal
of waste.
Yet, despite its importance, freight transport also has
less positive effects on London. Vans and lorries add
to congestion which, in turn, increases CO2
emissions and impacts on the environment.
Safety is also an issue, with more than half of
cyclists killed or seriously injured in London
involved in collisions with goods vehicles.
By managing deliveries to construction sites more
effectively, and reducing the number of journeys
required, we can improve the efficiency of freight
in the Capital and help cut costs for both freight
operators and their clients. We’ll also minimise the
impacts of freight transport and help make London a
better place for all.
About Construction Logistics Plans

Construction Logistics Plans (CLPs) provide a framework to
better manage all types of freight vehicle movement to and from
construction sites.
Essentially the equivalent of a workplace travel plan for a specific site, a CLP
will improve the safety, efficiency and reliability of deliveries to that location.
It will also identify unnecessary journeys, and deliveries that could be made by
more sustainable transport modes, to help reduce congestion and minimise the
environmental impact of freight activity.
CLPs will:
• Help developers and local authority planning officials comply with:
−− Planning Policy Guidance 13, which requires the promotion of more
sustainable transport choices for moving freight
−− The Traffic Management Act1, the London Plan2 and any borough-specific
policies, such as road safety and air quality action plans
• Demonstrate that construction materials can be delivered, and waste removed,
in a safe, efficient and environmentally-friendly way
• Identify deliveries that could be reduced, re-timed or even consolidated,
particularly during busy periods
• Help cut congestion on London’s roads and ease pressure on the environment
• Improve the reliability of deliveries to the site
• Reduce freight operators’ fuel costs
The benefits of CLPs are described in detail below. We’ve arranged these benefits
according to the group most likely to experience advantages, though the benefits
aren’t mutually-exclusive and will often apply to all involved.
CLPs should be drafted as part of a Transport Assessment and can apply to all
land use classes. As each location is different, each plan needs to be tailored to
the exact requirements of the site. Local authority planning officials can choose to
enforce them as planning conditions if they see fit.
1 The Traffic Management Act (2004) places a Network

Management Duty on all local authorities and
focuses on optimising traffic operations and
minimising disruption
2 The London Plan states that the Mayor promotes
the sustainable development of the range of
road, rail and water-borne freight facilities
in London. The Mayor also supports the
development of facilities that increase use
of the Blue Ribbon Network to transport
freight by water, where possible (policies
3c.25 and 4c.8)
There are around 91,000

construction companies
in London, employing
200,000 people
London Freight Plan
CLPs are a key project within the Transport for
London
London Freight Plan. The Plan London Freigh

sets out the steps that need to sustainable fre t Plan
igh
a plan for Lond t distribution:
on
be taken over the coming years to
help address the challenges
of delivering freight sustainably
in the Capital.
As well as CLPs, the projects in the
Plan are:
• Delivery and Servicing Plans (DSPs)
Delivery and Servicing Plans are
similar to CLPs, but focus on
improving deliveries and minimising
journeys to buildings, rather than
construction sites. DSPs should also MAYOR OF LON
DON
form part of the site’s Transport

Assessment. 1
• Freight Operator Recognition Scheme (FORS)

FORS is a free membership scheme that’s helping van and
lorry operators in the Capital to be safer, more efficient and
more environmentally-friendly. A CLP could specify that FORS
members, or those who can demonstrate that they meet FORS
membership standards, be contracted to serve the site.
Find out more about the scheme at tfl.gov.uk/fors
• Freight Information Portal
A new online resource that will offer freight operators all the information they
need about delivering into London, in the one place.
For more information on any of these projects, or to download a copy of the
plan, visit tfl.gov.uk/freight
Benefits of CLPs
Local authorities and resident
• Less congestion on local roads
• Reduced emissions to limit the impact of freight transport on the environment
and contribute towards CO2 reduction targets
• Fewer goods vehicle journeys lowering the risk of collisions
• Opportunity to reduce parking enforcement activity costs – more deliveries
should use legal loading facilities so less traffic and parking infringements
will occur
• Improved quality-of-life for local residents through reduced noise and intrusion
and lower risk of accidents
For building developers and contractors
• Reduced delivery costs and improved security
• More reliable deliveries resulting in less disruption to normal business practices
• Time-savings by identifying unnecessary deliveries
• Less noise and intrusion
• Opportunity to feed into a CSR programme and ensure your operation
complies with health and safety legislation
For freight operators
• Legal loading areas will mean less risk of receiving penalty charge notices
• Fuel savings through reduced, re-timed or consolidated deliveries
• More certainty over delivery times to help
increase the productivity of your fleet
• Less journeys will reduce the risk
of collisions involving your
vehicles
Demand for freight

transport is projected
to increase by 15 per
cent by 2025
Developing a CLP
The site developer should draft the CLP as
part of the Transport Assessment.
The plan needs to be tailored to the specific
requirements of the site, but outputs can include:
• A plan identifying where safe and legal loading can take place
• An agreement for the developer and construction company to use freight
operators who can demonstrate their commitment to following best practice –
for example, FORS members. Visit tfl.gov.uk/fors for more details
• Proactive management of deliveries to reduce the number of vehicle movements
and use more sustainable modes, where possible
We’re currently evaluating the most effective tools and techniques to minimise the
impact of construction-related freight activity on London’s roads. The issues that
need to be covered in the CLP will vary from site to site, though we’ve outlined
some areas that could be considered over the following pages.
Many developers are already doing some of these activities. CLPs will integrate this
work more effectively, by detailing all the measures that could help better manage
construction freight activity in a single framework.
Design
• Ensure new developments include appropriate servicing facilities and off-street
loading bays, where practicable
• Make sure collection and delivery will take place away from main roads and bus
and tram routes
• Assess the physical constraints of the site, including:
−− on-site turning space allocation
−− size of loading bays
−− queuing facilities
• Complete a swept path analysis showing how freight vehicles will access the site
• Conduct a risk assessment of loading points
• Audit local traffic management regulations and consider the likely impacts for freight
Other design factors you could consider
• Interior design factors – eg is sufficient storage provided?
• What security measures are needed? Eg staff presence, CCTV, barrier control,
advance booking system etc
• Are secure drop-off facilities provided for sites, to reduce the number of failed
trips and encourage out-of-hours deliveries?
• What arrangements are needed for special deliveries, such as Abnormal
Indivisible and perishable loads?
Procurement strategy
• Procurement process should demonstrate an awareness of all vehicle activity
associated with the site, its impacts and appropriate measures to reduce it.
• Demonstrate a commitment to safer, more efficient and more environmentally-
friendly distribution by contracting operators registered with a best practice
scheme, such as FORS
• Encourage contractors to source items locally, or from the same supplier, to
reduce the number of deliveries required
Operational efficiency
• Consider methods to implement and enforce peak-hour delivery restrictions
• Develop a plan informing freight operators where they can legally collect from,
and deliver to, the site
• Implement a vehicle booking/management system, if appropriate. Large or
constrained sites may particularly benefit from such a system to manage and
reschedule vehicle activity
Other operational efficiency issues you could consider:
• What measure could you use to encourage
out-of-hours deliveries?
Eg noise abatement strategies
• Will staff responsible for receiving
deliveries need additional/specific
training?
Road freight accounts for

around a quarter of the
ground-based transport
sector’s CO2 emissions.
Waste management
• Consider options for reducing, segregating, storing and removing waste
• A Site Waste Management Plan may be required – find out more at
www.wrap.org.uk
Other waste management issues you could consider:
• Can you provide facilities so the safe collection of refuse and recycling can take
place out of peak hours and away from busy routes?
Road trip reduction

• Encourage deliveries by more sustainable modes, such as rail and water,
where possible
• Review delivery and collection frequencies
• Promote load consolidation by providing sufficient space for larger vehicles
• Consider use of local consolidation facilities which could:
−− Help manage delivery schedules to increase delivery success rates
−− Offer a holding centre for deliveries by larger vehicles. It may then be possible
to forward loads by a more sustainable mode
Targets and monitoring

• Ongoing review process to determine whether the measures implemented
comply with the CLP requirements and planning authority’s conditions
• Consider whether any additional actions are needed to reduce the impact of freight
Further information
Contact us for more details on CLPs, or further advice on drafting a plan. Check
our website regularly for up-to-date advice and guidance.
e mail
freight@tfl.gov.uk
ebsite
W
tfl.gov.uk/freight
Appendix C
LDS ARCHITECTS DRAWINGS

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CHARTERHOUSE PLACE

CONSTRUCTION LOGISTICS PLAN

Project no: 70011805

WSP | Parsons Brinckerhoff

Tel: +44 (0) 20 7314 5000

Remarks Draft For

Date May 2015

Project number 70011805

Report number 001

Construction Logistics Plan WSP | Parsons Brinckerhoff

2 RELEVANT PLANNING POLICIES .............................................4

4 CONSTRUCTION SITE OVERVIEW ............................................9

5 IMPACTS AND MITIGATION .....................................................15

6 OBJECTIVES, MEASURES AND MONITORING ......................21

7 FURTHER DETAILS ...................................................................23

Construction Logistics Plan WSP | Parsons Brinckerhoff

Figure 1.1: Site Location

Construction Logistics Plan WSP | Parsons Brinckerhoff

i. the parking of vehicles of site operatives and visitors

Construction Logistics Plan WSP | Parsons Brinckerhoff

1.2 REPORT PURPOSE

1.3 REPORT STRUCTURE

1.3.1 Following this introduction, this CLP is set out as follows:

 Section 2 – Relevant Planning Policies

Construction Logistics Plan WSP | Parsons Brinckerhoff

2 RELEVANT PLANNING POLICIES

2.1.3 The specific policy aims are to:

1 Freight Operator Recognition Scheme;

A Freight Operator Recognition Scheme (FORS)

 Training to improve safety and reduce CO2 and emissions;

Construction Logistics Plan WSP | Parsons Brinckerhoff

Construction Logistics Plans

 The design of buildings to maximise benefits of implementation; and

2.2 BUILDING A BETTER FUTURE FOR FREIGHT: CONSTRUCTION LOGISTICS

Construction Logistics Plan WSP | Parsons Brinckerhoff

2.3 THE LONDON LOW EMISSIONS ZONE - 2008

Construction Logistics Plan WSP | Parsons Brinckerhoff

3.1 DEVELOPMENT PROPOSALS

Table 2.1 Proposed Schedule of Accommodation

3.2 SITE ACCESS

3.3 MOTORCYCLE PARKING

3.4 CAR & CYCLE PARKING

Construction Logistics Plan WSP | Parsons Brinckerhoff

3.5 DELIVERIES & SERVICING

Construction Logistics Plan WSP | Parsons Brinckerhoff

4 CONSTRUCTION SITE OVERVIEW

4.1 EXISTING SITE

4.2 PRELIMINARY CONSTRUCTION PROGRAMME

4.2.1 The following programme of works is anticipated at the site.

Stage 1 – Limited Implementation Works

Stage 2 – Full implementation of Scheme

Table 3.1 Typical Construction period

Basement and Ground Floor 43 weeks

Upper Floors 79 weeks

Total Construction 122 weeks

4.3 FURTHER CONSIDERATIONS

4.4 HOURS OF OPERATION

Construction Logistics Plan WSP | Parsons Brinckerhoff

 0800 – 1800 hours Monday to Friday; and

4.4.2 No works would be permitted to be undertaken on Sundays and bank Holidays.

4.5 CONSTRUCTION VEHICLE ROUTING

4.6 CONSTRUCTION SITE ACCESS

1 The Traffic Management Act (2004) places a Network