brent cross cricklewood · footbridge at the a41,finally crossing over the brent cross access road...

Brent Cross Cricklewood

Classification: ConfidentialRef: BXC FCLP Final Date: 15/10/2013 Owner: Mace Preconstruction Pages: 13 / 55

Consideration will be given to reducing the amount of vehicle movements approaching the development site area in a variety of ways including the following measures;

The possible reuse of existing excavated material to make up levels , subject to its suitability

Potential provision for on-site treatment and remediation, increasing the quantity of materials onsite that can be reused.

Reuse of materials will be encouraged including elements such as hoarding and site fencing where appropriate, ensuring at all times that material reuse is fit for purpose.

The potential for the use of prefabrication techniques and modern methods of construction.

Potential use of a local Construction Consolidation Centre (to be confirmed in CCC Feasibility study)

Use of existing railway (also to be confirmed CCC Feasibility study)

2.6 Labour Trend and Construction Workers Travel Plan

Labour

The peak labour for Phase 1 occurs in 2020 which is the area where it is believed that traffic flow will be at its busiest.



Existing Transport Services

The area is currently well serviced with trains, underground services and buses.

Mainline Train Services and Stations

Train services stop at Cricklewood and Hendon on the main line from Kings Cross to St Albans. From Cricklewood to Brent Cross there are also good connections by Bus from the Station. This station is approximately a mile away from the main Brent Cross Shopping centre.

Hendon to Brent Cross is also approximately a mile away from the shopping centre, but it is not so easy to walk to as the route is initially up hill and through a housing estate with no direct access to Brent Cross and the area around the Shopping Centre and South of the A406.

The bus connection from Hendon to this area of work is not as good and would probably need additional services to get operatives to the area.

Underground Network

The area is served by the Edgware Branch of the Northern Line with trains operating every four minutes in either direction at normal times of the day. Pedestrian routes to Brent Cross Shopping area are currently served by a footbridge over the A406,with a path along the A406 to the roundabout and footbridge at the A41,finally crossing over the Brent Cross access road via the underpass onto the car park area at Fenwick’s Store.

Access to the area of the development to the south of the A406 is not as direct as it requires the use of the underpass under the A41 and then a walk across the A41 slip road onto the A406 and Tilling Road.

Bus Services

The area is served from buses travelling in from Central London and, locations such as Wembley, Edgware, Cockfosters and Walthamstow, into the terminus at Brent Cross Shopping Centre. These run at very regular intervals and enable people to access all areas of the site.

Operatives Using Public Transport

Due to the nature of the Construction Industry it is unlikely that most of the operatives will come from the surrounding local areas, although the development partners will seek to maximise this as much as possible, but will migrate in from areas in excess of twenty miles away.

As the scheme develops jobs and skills from the development will be promoted and generated in order that more and more of the Construction trades will come from the surrounding areas which will naturally mean that transport to the Construction Site will be more and more predominantly by bus and tube services.

However at the beginning of the development a large proportion of the work force will travel to the site from the outlying areas by private vehicles or crew buses and vans.

The development partners would seek to find ways of encouraging contractors or other developers who may buy areas of the site for development to use the existing public transport to remove private vehicles from travelling into the site throughout the whole of the Project.

A travel plan has been developed by URS for construction workers. This travel plan will require continued updating through the life of the development and should be considered a live document.

The TAG may consider a number of ways to encourage the individuals as well as the different Companies to better utilise public transport networks.



These could include:-

Provision of shuttle busses from the tube railway stations and mainline railway Stations to transport operatives to the Construction Site in the morning and back again in the evening.

Arranging in liaison and agreement with TAG a reduced fare for operatives using the network to the area.

Encouraging Contractors to use Crew Busses to transport staff and Operatives in the area.

Encouraging Contractors to employ operatives from within the area where ever possible.

A series of incentives may be proposed to reward contractors who reduce traffic movements in the area.

All contractors would be required to use a Construction Consolidation Centre.



3.0 Delivery and Impact Management Measures

3.1 Introduction

This FCLP will aim to ensure that construction and servicing of the BXC construction programme and existing commercial entities in the area can be carried out efficiently, minimising negative impacts. This will look to reduce and eliminate where possible impacts upon the local highway network, residents and commercial occupiers within and surrounding the site, and the environment. In order to ensure impact is minimised the contractor will commit to the ‘considerate contractor’ code of practice.

A Delivery management system will be used to control material flows to the production points in the safest and most efficient manner possible to meet programme requirements and reduce potential congestion or delays and minimise impacts on the local community.

The developers and their partners will ensure that this programme works towards best practice principles for freight management and movement while supporting the aims of the “London Freight Plan”.

Strategic and local route planning will ensure that the contractors and their subcontractors have the information available to understand the capacities and constraints of their deliveries even when these are not abnormal loads. Access and egress points to the site and unloading areas will be planned to optimize operations and provide the potential for multi-drop deliveries.

The proposed management measures and initiative have been grouped in the following key areas;

Design Procurement Strategy Operational Efficiency Waste Management Highway Works Stopping Up Traffic Management and Diversions Delivery Management Tools Logistics Centres and Holding Areas Construction Sustainability Pedestrian and Cycle Routing Bus Route Changes

3.2 Design

As part of the FCLP and individual CLP each of the access/egress points for the sites will be developed to ensure that deliveries and collections can be carried out efficiently off the existing road network to minimise potential disruption.

A complete swept path analysis and a specific Risk Assessment will be carried out for each access point showing how freight vehicles will access the site and manoeuvre safely and effectively.

Secure drop off facilities close to the main site in the form of a Logistics Centres or Holding Areas to help and manage and control deliveries to the site.

3.3 Procurement Strategy

The procurement process will be carried out with an awareness of all vehicle activity associated with the individual sites, overall development, and the existing commercial and residential environments of the area, and appropriate measures taken to reduce and minimise negative impacts.



The development partners and contractors will be encouraged to source and use local materials and workforce where viable and beneficial to do so. This will help to reduce journey times and possibly the use of private cars.

The strategy will also demonstrate a clear commitment to safer, more efficient and more environmentally friendly distribution by contracting operators. Best practice and TfL standards will be followed by the developer and their partners will include:

Fleet Operator Recognition Scheme (FORS) Bronze accreditation as a minimum standard, which will demonstrate that the supply chain and contractor has achieved a high level of:

o Drivers and driver management o Vehicle maintenance and fleet management o Transport operations o Supporting policies and procedures o

Fleet Operators will be encouraged to achieve a higher standard than the Bronze level.

TfL Standard for vehicles more than 3.5 tonnes at construction sites, this ensures that the following safety measures are fitted as standard:

o Side guards o Close-proximity sensors and warning alarms o Rear cyclist warning signs and, where a Fresnel lens is not effective, CCTV o All drivers must have completed a driver safety training course such as Safe Urban

Driving or similar.

3.4 Operational Efficiency

It is anticipated that the development core hours of construction (excluding Engineering Hours & Possession Periods) for demolition and construction will be:

08:00 – 18:30, Monday to Friday excluding Bank Holidays and weekends; 08:00 – 13:00, Saturdays.

In order to maintain the above working hours, it is assumed that the contractors and their workforce will require a period of time outside of core working hours, this is estimated to be up to one hour before and after to start and close down activities. (this will not include works that are likely to exceed agreed maximum construction works noise levels). Specialist construction operations and deliveries may also be required to be carried outside these core hours in agreement with the London Borough of Barnet, TfL and other relevant parties.

3.5 Waste Management

A central Waste Management Strategy will be developed in accordance with the principles of the UK Government’s ‘Waste Strategy 2000’. A principal aim during demolition and construction will be to reduce the amount of waste generated and exported from the site. .

A central waste management facility and waste transfer facility will be established to reduce the vehicle movements outside of the sites and will provide a greater opportunity to treat or recycle materials on site. The waste management centre located south of the A406 will be adjacent to a potential stock pile and soil treatment facility that will maximise the ability to reuse material.

This approach complies with the waste hierarchy whereby the intention is first to minimise, then to treat at source or compact and, finally, to dispose of off-site as necessary (reduce, reuse, recycle, dispose).



All principal and trade contractors will be required to produce a construction Site Waste Management Plan (SWMP) on a phase by phase basis which will contain:

Classification of all wastes; Performance measures and target setting against estimated waste forecasts; Measures to minimise waste generation; Opportunities for re-use and recycling; Provision for the segregation of waste streams on site that are clearly labelled; Recording of proposed carriers and licences for disposals sites; An audit trail encompassing waste disposal activities and waste consignment notes; Measures to avoid fly tipping by others on land being used for construction; Measures to provide adequate training and awareness through toolbox talks; and Considerable alternative means of removing waste other than by road.

All relevant contractors will be required to investigate opportunities to minimise and reduce waste generation by:

Agreements with material suppliers to reduce the amount of packaging or to participate in a packaging take-back scheme; Implementation of a ‘just-in-time’ material delivery system to avoid materials being stockpiled, which increases the risk of their damage and disposal as waste;

Use standard size components in design detailing to eliminate risk at source where possible to do so;

Attention to material quantity requirements to avoid over-ordering and generation of waste materials;

Re-use of materials wherever feasible, e.g. re-use of crushed concrete from demolition process for fill (crushed using an off-site concrete crusher); re-use of excavated soil for landscaping. Concrete will be taken off site for crushing and re-use. The Government has set broad targets of the use of reclaimed aggregate, and in keeping with best practice, contractors will be required to maximise the proportion of materials recycled; Segregation of waste at source where practical;

Re-use and recycling of materials off-site where re-use on-site is not practical (e.g. through use of an off-site waste segregation facility and re-sale for direct re-use or re-processing);

Skips will be colour coded and signposted to reduce the risk of cross examination and covered to prevent dust and debris blowing around the site, these will be cleared on a regular basis; and

Burning of wastes or unwanted materials will not be permitted on site.

3.6 Highways Works

New highways will be constructed internally to the site boundary utilising new and existing junctions with the surrounding roads both north and south of the A406, theses junctions will connect onto roads such as or the forming of new junctions onto Claremont Road, Cricklewood Lane, Tilling Road, and the new Prince Charles Drive. These junctions and roads will be constructed early in the programme to provide beneficial use where possible for construction site access and egress.

Highway Alterations



Highway alteration works are proposed to the following junctions and infrastructure:

New roundabout to the east of Brent cross shopping centre, connecting the new Prince Charles Drive to the western side of Brent Cross and be a primary route to the new bus station. Also in these works is the widening and improvement works of the off slip from the A406. There will also be improved connectivity to the north on the eastern side of Brent cross.

Brent cross access and egress junction to the west side of Brent cross will provide new on and off slips to the A406, improve the access and egress to the new Tempelhof Bridge and complete the western end of the new Prince Charles Drive.

New A406 Tempelhof Bridge will be built on a parallel alignment to the existing structure. It will accommodate an increased number of lanes and footways. On the southern end it will wrap around the Holiday Inn to access the Tilling road but will also carry on south to meet Market Square and the High Street, which will be a link to the newly formed Claremont Ave.

Brentfield Gardens slip roads will be modified providing a widened exit slip from the A406 to join the Brent cross flyover. Works to the existing Tilling Lane underpass will give better connectivity under the Brent Cross flyover and the works to Brentfield gardens will improve local traffic Flows

A41 roundabout works to provide a much needed third lane across the roundabout to join with the new on slip to the A406.

Hendon way access on to North Circular forming a widened free flowing lane to join the Hendon Way to the North circular. This free flowing will allow access without impinging on the main roundabout

Construction of Hendon Way onto the North Circular providing this widened and improved off slip provides more capacity up to the traffic light controlled roundabout

Works to side roads south of North Circular adjacent to the new Tempelhof Bridge where there is a need to create a new infrastructure to the south side of the A406 to facilitate the increased traffic flows. New roads are created and existing roads and junctions are improved to accommodate the needs.

Re-alignment of Tilling Road with the new side roads from the Tempelhof Bridge and the proposed development of the south side of the A406 and the need for piers to support both the Living and Tempelhof bridges there is a need to locally re-align the existing Tilling Road. This will include the provision of right turn lanes without impeding traffic.

A406/A5/M1 junction works, including the provision of a wider improved free flowing off slip from the M1 to Brent Cross shopping centre and the A406. Improved egress from the A406 to the M1 North. Removal of lower level roundabout to give a box/traffic light controlled junction to improve access and egress to the A5, A406 and M1 roads. Local improvements to feeder roads to this major junction are re-aligned for easier freer flowing access.

Junctions of Claremont Road and Cricklewood Lane improving the access from the A5 to Cricklewood Station. This will provide right turn lanes facilities and more lanes at the junctions to allow improved traffic flows.

Geron Way access to the rail head depots from the A5, this new improved junctions will provide and easier access from the A5 but also a better system within the off road area.

The construction of the junctions and infrastructure along with associated traffic management will be carried out in accordance with notices for works on the highway in accordance with the Highway Acts 1980 and Road Traffic Act 1998 and agreed with TfL to minimise the impact on the surrounding area.

Notices and details of traffic management proposals associated with works to the highway and footpaths will be given under the Highway Acts 1980 and Road Traffic Act 1998.

3.7 Traffic Management and Liaison



As previously illustrated the primary approach roads will be the M1 and A406, for delivery and servicing vehicles, with access provided to the relevant sites through well operated entrance points.

With direct access from these main infrastructure elements it is expected that the impact to the surrounding residential areas will be minimal although potential impact on commercial activities is possible. Although with the peak hours of the construction sites and the existing commercial facilities operating hours not occurring at the same time this should also be minimal and manageable.

Effective wheel cleaning facilities will be provided at every access locations adjacent to public infrastructure together with concrete hard standing. Recycled water will be used wherever possible and supplementary cleaning will be provided as necessary using suitable means to keep the surrounding highway clean. Collected debris will be disposed of as controlled waste at a licensed waste disposal facility.

The traffic management operations will include all movements including cyclist and pedestrians to ensure integration and consistency across the entire development, for all diversions, lane closures and suspensions until the works are complete. With the impact on the immediate and wider public infrastructure the need to ensure all proposals are coordinated and appropriate is critical to maintain the connectivity for all the users.

The procedures outlined in the original BXC21 document outline a series of robust processes and procedures to manage the design, coordination and implementation of any required scheme to allow the scope to be delivered with compromising the areas ability to function. The key roles involved in delivery these procedures are the Traffic Management Officer (TMO) and the Infrastructure Works Coordinators (IWOs).

No Traffic Management System will be implemented without the agreement and review of the proposal, including the review of layout drawings, method statements and risk assessments by the TAG through the TMO.

With the TMO providing the strategic overview of the entire development and the individual IWO focused on the detailed delivery, any traffic management schemes implemented will be in line with best practice.

The TMO through the TAG and their coordination with the IWOs will ensure all stakeholders understand and have bought into each of the schemes prior to implementation. The TMO’s key responsibilities include:

Ensuring all traffic management requirements are met, including those developed by TfL under the Traffic Management Act and any other legal requirements

Periodic inspection and review of all implemented traffic management schemes, ensuring the public and construction workers are kept safe as well as monitoring/ target zero accidents.

Coordination with TfL, London Traffic Control Centre and Police including to notify them of incidents and emergencies

Reporting on programming and operational issues to the TAG. Establishing and operating the liaison procedure for the management of abnormal loads (including

the provision of advanced notice of all permanent and temporary works that may affect the passage of and abnormal loads)

Liaison with all appropriate stakeholders for approval



The individual IWO will work with the TMO to ensure that the individual project requirements are coordinated with the wider programme; the IWO’s traffic management scheme will be developed in accordance with:

Traffic Signs Manual, Chapter 8, Traffic Safety Measures and Signs for Road Works and Temporary Situations, Part 1: Design

Traffic Signs Manual, Chapter 8, Traffic Safety Measures and Signs for Road Works and Temporary Situations, Part 2: Operations

Manual of Contract Documents for Highway Works, Volume 1, Specification for Highway Works Manual of Contract Documents for Highway Works, Volume 2, Notes for Guidance on the

Specification for Highway Works The Design Manual of Roads and Bridges Interim Advice Notes The reasonable specific requirements of the relevant Highway Authorities

There is a need to consider public liaison and notification throughout all stages of the development, from the early planning stages and throughout the entire construction activities to ensure that any impact is minimised.

Public liaison will allow the development to provide suitable solutions to the challenges that will materialise during the construction Stages, minimise the impact on drivers, cyclist, pedestrians and bus users including disabled people.

A communications programme is proposed that will work with TfL and local resident groups develop mitigation solutions for any potential issues caused by the works. This will include a number of steering groups for each of the primary user groups. The Development Partners will develop the programme framework and steering group’s structure to ensure all users have a forum minimising potential complaints from the public relating to the construction activities.

The communications team will coordinate with the TAG and TMO to develop an advanced signage network for the traffic management schemes prior to implementation ensuring all users’ requirements are achieved. This will included modified permanent signage, temporary static signage and mobile dot matrix solutions placed in key locations adjacent to the development and on the wider infrastructure network.

All communication types will utilised by the communications team including radio, press, and television in addition to a development information website. All forms of communication will aim to provide information to individuals both within and outside of the steering groups, information on potential upcoming change and disruptions in the area as well as information on demand.

3.8 Stopping Up

Stopping up Orders will be required for Prince Charles Drive and Geron Way to facilitate construction works although both of these roads will be re-established on different alignments as part of the development. Prince Charles Drive will be stopped up only after the new alignment is complete and operational while Geron Way will be stopped up ahead of demolition and the commencement of new road construction (a temporary roads may be required to maintain access).



3.9 Road Closures

Anticipated key permanent & temporary road closures are Summarise below. A full Indicative schedule is included in D&S 4. This schedule is based on the ICP and will be further developed along with detailed traffic management plans at the appropriate time and issued to either TAG (Transport Advisory Group) or the relevant highways authority as appropriate by the contractor for agreement prior to commencing work.

Permanent closure of existing Prince Charles Drive once the existing bus station is temporary relocated to its proposed location to allow the development to take place.

Permanent closure of Etheridge Road at the start of the infrastructure works for the Brent Cross Western roundabout and the construction of Tempelhof Bridge north of A406 in June 2016.

Permanent closure of southern section of Geron Way to allow the construction of the new Waste Handling Facility to take place.

Temporary closure of Tempelhof Avenue during its re-alignment with the new Tempelhof Bridge.

Full overnight weekend closure of A406 for the construction of A406/A41 junction improvement works to form new deck.

Overnight closure of Tilling Road underpass to enable the construction of new slip road from A41 to A406 West.

A41/A406 Temporary single lane Closures to allow construction of piers for the A41/A406 Junction works.

Overnight and full weekend Closure of A406 /Tilling Road to erect the sections of new A406 Tempelhof Bridge including demolition of the existing Bridge during overnight closure

A406/Tilling Road lane closures to construct piers for the new Tempelhof Bridge and the Living Bridge.

Full weekend closure of A406 and Tilling Road to Launch the Living Bridge.

In order to optimise the number of weekend and overnight closures we will look to utilise each of the closures to their maximum use to carry out other works in the vicinity on the A406 and Tilling Road.

We anticipate lifting the beams for the new Tempelhof Bridge over the A406 in parallel with the beams for the A41/A406 junction improvement works. Likewise we may be able to utilise the closure of the A406 during the demolition of the existing Templehof Bridge & construction of the last third of the new Tempelhof Bridge with the launch of the Living Bridge if the timing permits.

The Living Bridge has a number of constraints with the residents from Whitefield Estate relocated to alternative accommodation ahead of demolition to make way for the construction of the bridge abutments, the ramp and the assembly of the bridge itself before it launch.

We will further review the road closure schedule to identify other activities where we could share the road closures across the development to minimise the disruption to traffic.

3.10 Delivery Management Tools

A delivery management tool will be used to ensure production reliability, deliver today for tomorrow’s production – just in time delivery. It will provide the ability to control flow of materials to and from site to meeting programme and production needs while promoting ‘pull’ from site demand rather than ‘push’ from supply chain, minimising waiting times, maximising productivity.

Providing smooth delivery demand ensuring there is no intense peak at the start of the working day typically a 2 hour period but a smooth profile of delivers over a 4-5 hour period actively reducing the impact of traffic movements on site and neighbouring local amenities. This will effectively and efficiently manage deliveries arriving at the site entrance points ensuring deliveries can be processed swiftly taking them of the adjacent infrastructure more quickly and reducing the risk of accidents.

It will also provide traceability and visibility of materials movement, reducing temporary storage requirements on site with a reduced risk of accidents from unnecessary double handling.



The delivery management tool will be used by all contractors to coordinate delivery with works, plant and resources. The tool will be a web based management system, accessible 24/7 and logon page enabled providing reporting capabilities that are at least as comprehensive as the TfL system.

The system will be available to the planning authority and TfL to allow monitoring of data with data capture allowing for analysis which will allow for operational performance improvement and demand forecasting. A ‘look-a-head’ facility will be part of the system within the programme, providing a strategic overview and profiling.

It will have the capability to track and trace delivery movement through an electronic method such as barcode scanning or radio frequency identification (RFID), and will utilise potential logistic centres and holding areas for vehicle processing, queuing and call forward.

3.11 Logistics Centres and Holding Areas

Logistics Centres and Holding Areas will be used where appropriate to enable delivery/removal of bulk materials by an alternative mode of transport, reducing road vehicle movements from the local transport network and main site entrances.

A Logistics Centre would provide a potential secure location away from site for storage of materials and sub assembly / batching operations. If required it could also present an area where security searches and checks can be made prior to vehicles arriving at the site gates.

Vehicle holding areas will be established on and off site from which the dispatch of vehicles can be controlled allowing the deliveries to the workface to be levelled out over the core working hours. These facilities will provide the ability to hold vehicles if there is an incident on the site or adjacent or surrounding road networks.

3.12 Construction Sustainability & Community Engagement

A draft CEMP will be prepared and developed for the construction phases and will include a strategy for minimising carbon emissions.

The CEMPs will detail the approach for a range of resource efficiency principles including locally sourcing materials and services, auditing materials to demonstrate environmental performance and options for the re-use of supplies.

The CEMPs will be carried out alongside a carbon foot printing procedure that will minimise carbon demands of the development, identify the use of renewable resources of energy and incorporate efficient energy supply and low carbon technologies such as Photo Voltaic Cells and Solar Thermal Units where feasible.

The potential for sustainable construction and transport practices to be shared with local community groups is one of the proactive approaches that will be explored in the Community Strategy.

The Community Strategy will detail how full and fair employment opportunities, training, education and procurement opportunities for local residents and businesses are made available and how these are monitored. The community strategy has successfully been implemented on previous projects through the following proactive approaches:

Established links with local schools and businesses to offer training and employment opportunities via work experience and apprentice schemes; and

Establishment of a learning centre offering language, maths and other courses to the site workforce.

A Community Strategy and Community Liaison officer will be appointed to maintain an active dialogue with residents, ensure that the neighbourhood is not detrimentally affected by the construction works and to maintain the proactive approaches outlined in the Community Strategy.

The Community Strategy and Community Liaison Officer will arrange meetings with the community and also be responsible for providing information to be circulated to households and businesses in the area at each stage of the development. The frequency of meetings and workshops will be set out in the Final CLP and each meeting will be advertised in the local media in advance.



3.13 Pedestrian and Cycle Routing

Maintaining connectivity through the urban fabric throughout the construction works for pedestrians, cyclists and public transport buses has been a primary consideration when developing a programme to deliver the construction works. Throughout the development programme for the construction Stage consideration has been given to maintaining existing routes or providing alternatives to provide connectivity across the A406. (A plan of existing and proposed pedestrian and cycle routes is shown in D&S 5).

The primary pedestrian route provision between the north and south of the site are focused around the Staples Corner pedestrian bridges and the Tempelhof Bridge which is also used by vehicles, buses and cyclists. With these structures being replaced as part of the development the phasing of the works and potential alternatives has been reviewed to ensure connectivity is maintained as far as it is practical to do so.

Tempelhof Bridge

This element of the Construction work requires that the old bridge is removed and a new wider bridge erected in its place. The work will have to be carried in a number of suggested stages as described under section 5 above (i.e. 2/3 eastern section followed by 1/3 western section once the existing bridge is demolished). This will mean that the pedestrian access along the eastern side of the bridge during the construction of the first 2/3 will be lost.

Prior to commencing this work a temporary pedestrian bridge could be erected adjacent to the construction zone of the new bridge to the western side of the existing bridge at least until the first 2/3 of the new bridge is constructed. At this point to allow the final third of the bridge to be constructed the temporary bridge erected earlier will be relocated on to the eastern side of the new bridge. We will also look to use the permanent pedestrian and cycle route on the new bridge as soon as safe to use.

Alternatively the existing bridge leading in to the central island of the A406/M1 junction could be used during the construction of Tempelhof Bridge. The existing route will be maintained until the Tempelhof Bridge works are complete.

Staples Corner

The alteration works to Staples Corner will mean that the footbridges in this area will need to be removed to allow the road work alterations to be carried out. In this instance a number of temporary bridges could be constructed prior to removal of the existing ones that would be designed in a way that allowed them to be left in place whilst the road alterations are being carried out and will remain in place until the new footbridges and road works are complete.

It must be noted that the alteration works to the Staples Corner will commence once the existing Tempelhof Bridge has been replaced with new. In which case this new bridge will provide pedestrian and cycle route across the A406 to Brent Cross Shopping Centre and the adjacent residential to the north and the community to the south.

Other existing pedestrian routes that will be maintained and available for public wanting to go east and west of the M1/MML to the north of A406 would be via the underpass off A5 that connects Brent Park Road and Layfield Road.

Local Roads



Where Construction works are planned that will bisect pedestrian or cycle routes or close a section of this route arrangements could be made to allow the path to be reinstated by passing around the site and providing a segregated area to ensure that cyclists and pedestrians are protected from equipment movements and operations when passing through the area. The responsibility for maintaining these routes will be the company that would be managing any given site. A set of rules and requirements will be prepared an agreed with the governing bodies for this area and these will be applied prior to any works being let or land purchased.

The policing of these requirements would be by the Brent Cross Management Team who would ensure throughout the Construction process that these routes are correctly established and maintained at all times. Contractors or Developers who fail to meet these requirements could either be fined or have their works stopped until the standards were achieved.

3.14 Bus Routes

With the level of work proposed to the infrastructure of the development area, the issue of disruption to the bussing routes and bus stops has been a major concern of most of the stakeholders. A review was carried out to identify what the effects the scope and programme of the works would have on the current network and service.

With significant infrastructure being closed, modified and or relocated the review focused on identifying mitigation measures to minimise disruption to the services.

Bus Stop Routes Impact and Mitigation

Brent Cross Shopping Centre

102, 112, 113, 142, 143, 182, 186, 189, 210, 232, 266, 324, 326, C11, N113, 643, 611

Bus interchange will close and be relocated temporarily within the Brent Cross site, the new interchange will be within 200m of the existing interchange in the open air surface car park adjacent to Fenwick

Mapledown School (Northbound)

102, 189, C11 Temporary bus stop will be established adjacent, within 50m of existing bus stop to allow construction of revised Claremont Road as no layby is required

Mapledown School (Southbound)

102, 189, C11 Temporary bus stop will be established adjacent, within 50m of existing bus stop to allow construction of revised Claremont Road as no layby is required

Claremont Way (Northbound)

102, 189, C11 Temporary bus stop will be established adjacent, within 50m of existing bus stop to allow construction of revised Claremont Road/Templehof Avenue Junction

Claremont Way (Southbound)

102, 189, C11 Temporary bus stop will be established adjacent, within 50m of existing bus stop to allow construction of revised Claremont Road/Templehof Avenue Junction

Tilling Road (Westbound)

112, 142, 182, 232, 266, 611

Bus stop will remain unchanged

Etheridge Road(Eastbound)

112, 142, 182, 232, 266, 611

Temporary bus stop will be established as part of the western PCD roundabout works to allow construction of new A406 access from Brent Cross less than 50m from the existing bus stop

Spalding Road (Northbound)

143, 186, 324, 326, 643




Prince Charles Drive (Northbound)

113, N113 Bus stop will remain unchanged

Prince Charles Drive (Westbound)

186, 232, 324, 326, 643, 611

Bus stop will close to allow construction of new A406 egress slip, commuters will have to board at bus stop U on the A406 southbound stop, or at the relocated bus interchange within Brent Cross

Prince Charles Drive (Eastbound) (Stop L)

324 Bus stop will close and be relocated within temporary bussing interchange in Brent Cross less than 200m from the current location

Staples Corner(Westbound)

112, 611 Closed during A5 works, commuters will have to walk to Waterloo Road westbound along the A406 Road when travelling to Brent Cross approx. 250m. No temporary bus stop can be established due to inability toprovide suitable layby

Staples Corner(Eastbound)

112, 611 Closed during A5 works, commuters will have to walk to Coles Green Road on the eastbound A406 approx. 300m. No temporary bus stop can be established due to inability to provide suitable layby

Staples Corner(Southbound)

142 Closed during A5 Junction Works, commuters will have to walk to either Staples Corner Retail Park to the South or to Sutherland House to the North approx. 450m. No temporary bus stop can be established due to inability to provide suitable layby

Staples Corner(Northbound)

182, 232, 266 Closed during A5 Junction Works, commuters will have to walk to either Oxgate Lane to the South or to Priestley Way to the North approx. 350m. No temporary bus stop can be established due to inability to provide suitable layby

Highfield Avenue (Southbound)

113, 210, N113 Temporary bus stop will be established adjacent to existing bus stop less than 50m away to allow construction of revised Brentfield Gardens slip road

Claremont Road(Westbound)

210, 324 Temporary bus stop will be established adjacent to existing bus stop less than 50m away to allow construction of revised Tilling Road

Brent Cross Tesco (Eastbound)

210 Temporary bus stop will be established adjacent to existing bus stop less than 50m away to allow construction of revised Tilling Road

North Circular Road(Southbound)

113, 143, 186, 326, N113, 643


North Circular Road(Northbound)

113, N113 Temporary bus stop will be established adjacent to existing bus stop less than 50m away to allow construction of revised A41 access onto A406 roundabout



4.0 Monitoring and Review 4.1 Monitoring

A programme of monitoring and review will be implemented to generate information by which the success of the detailed Construction Logistics Plan can be evaluated against agreed objectives. Monitoring and review of construction activity to the site will be the responsibility of the Principal Contractor.

This process will provide the opportunity for construction operations and procedures on the site to be reviewed and new management measures to be implemented (if necessary) to achieve the agreed objectives. Monitoring will be documented and available to LBB and TfL upon request.

4.2 Complaints Procedure

As part of the on-going process for ensuring that impacts due to construction traffic are minimised, a liaison forum will be established between the appointed Contractor and the LBB and TfL.

In addition to the forum, a 24-hour independent public hotline will be made available to members of the public with the line number published for their use. The forum would act as the body responsible for focusing on the impacts of traffic, providing early warning of forthcoming events, to overcome any difficulties that have arisen or that may arise and to summarise any calls received



Drawing and Schedules



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