The redevelopment of any site is likely to generate vehicular activity during the life cycle of the scheme, from demolition to construction and occupation. The degree and scale of this impact varies and often will require intervention on the highway.
The scale and nature of highway interventions depends on the level of impact resulting from the development over its life cycle. Each stage of a development life cycle can require a different form of mitigation or intervention. Many of the impacts will be established during assessment process at the planning stage, although there will be impacts, especially from demolition and construction, that will not be understood until a contractor is engaged.
It is important to highlight that, even if a development gains planning permission, any associated highway interventions on the Transport for London Road Network (TLRN) (see map below) and Strategic Road Network (SRN) will require scheme approval from TfL. This scheme approval will consider the impacts of the proposals on all transport modes, in line with TfL's network management duty. The correct approval process and procedures will depend on the impact and mitigation and will vary depending on which phase the scheme is in. However, it is essential that vehicular activity which is forecast for each phase is based upon the appropriate methodology agreed with TfL, and is part of a plan which is submitted to the relevant highway authorities for approval at the appropriate stage, as required by the relevant legislation.
Examples of highway interventions during the demolition and construction phases are: scaffolding, hoarding, removal of demolished materials, trial excavations, temporary access points, changes to Traffic Regulations Orders, bus stop relocations, junction alteration for vehicles, pedestrians and cyclists. The above list is not exhaustive, but does give an idea of the interventions requiring scheme approval.
Highway interventions which are part of planning application proposals, such as the formation of a new site access, must be included in the TA for the purposes of impact assessment. However, it is important to note that planning consent does not give approval for a highway intervention to be pursued under other legislation outside of the planning process, such as the Traffic Management Act 2004. Approvals will need to be obtained from the relevant authorities, prior to implementation of the planning consent. Examples of highway impacts at or after the occupation phase are: permanent access points, permanent changes to the highway beyond the immediate access point area (both physical and Traffic Regulation Orders), new bus stops, new signalised junctions, pedestrian crossings, road signage, and cycle improvements. This list is not exhaustive.
When developing a TA, the applicant must include all the vehicular activity that will be generated throughout the life cycle of the development, including demolition and construction, occupation, and delivery and servicing. Suitable highway interventions must be planned for each stage in collaboration with TfL and the local planning authority and the principles established through the planning process.