INFRASTRUCTURE

&
SPACES OF (IM)MOBILITY
URBAN ANALISIS: NORTH WOOLWICH

BU1 Transforming Local Areas - February 2016

Hector Mendoza
TracyYan
Hye Jung Park
Marisela Castaeda
Felipe Ventura

I N F R ASTRUC T U R E AND SPAC E S OF ( I M) MOB I LI T Y

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URBAN ANALYSIS OF NORTH WOOLWICH

TABLE OF CONTENTS
INTRODUCTION 2
METHODOLOGY & ANALYSIS 3
HISTORY 6
CONTEXT 8
TYPES OF MOBILITY
10


MOTORIZED VEHICLES 10

PEDESTRIANS 11

RIVER CONECTIVITY 12

CROSSRAIL 13
BUSES 14

DLR, TUBE & RAIL 15

CYCLING 16
DEVELOPMENT PLAN / FRAMEWORKS 17
TRANSPORTATION DEVELOPMENT PLAN 18
IMPACTS: (IN) DIRECT IMPLICATIONS 19
CONCLUSIONS 20

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Methodology

Introduction
This report explores the transport infrastructure and spaces (im) mobility
in the Royal Docks industrial area and the Woolwish community in
London. The study is an analytic exercise which will investigate the
mobility dynamic with the use of qualitative methods in a combination
of secondary and primary data collected via desktop research, site
observations and interviews.

Analysis

QUALITATIVE RESEARCH METHOD

1 Interview Surveys:

Photograph Research:

a. Definition: is an alternative method of collecting survey

Definition: Photo as visual record is consistent
data. Rather than ask respondents to read questionnaires a.
and enter their own interviews ask the questions orally with a broadly postpositivist stance, in the sense that
they are premised on the idea that there is a social reality
and record respondents answer.
external to the individual and the researcher can acquire
b. Objective: the interviewer who question respondents knowledge of this looking at photographs. (Tinkler, P.
face to face are able to make important observations 2014)

Analize the urban form and dynamics of the defined study area in the
London Borough of Newham, in the specific study-area and in its wider
sorroundings.
Reports in past years have study the same area in a general point of
view and covering more territory. For this study is narrowed to two
specific points of the area and looks in for the experiences of the people
along their space mobility. This will have a different outcome than other
reports before, emphasizing how senses and feelings play a crucial role
in the everyday actions and the interpretation of reality.

1 Interview:

QUALITATIVE RESEARCH METHOD

The current section will represent the perceptions over

the transport system of the people from the Woolwich
community. The analysis recognizes 3 important factors
that are stand out from the information during the
interviews.

a. Utility: The people feel that the public transportation

aside from responses to questions asked in the interview.
system work good (bus and DLR) as the timing and the
b.
Objective: Use photos as evidence, combine with
frequencies cover the basic necessity to get in and out
interview survey method, to understand how people
c. Logistic:
the area.
perceive and interpret the environment that their part

i. Place: Royal Ducks public transport stations
in, in other words, an interpretivist approach.

ii. Date: 30.01.16
b. Modes: Even when the mobility facilities in the

iii. Population: people from DLR and Bus stations.
place seems to cover the need, the community has no
c. Logistic:

1. Quantity: 8 persons
recreating experience during the time when they move

iv. Form of questionnaire was based onopen
from one point to another within the community and

i.
Place: Royal Ducks industrial area

questions approach to make the interaction
through long distance.

with the interviewer friendlier.


ii.
Date: 30.01.16

Train: criticize not having the opportunity of


using a train because there is no crossrail station.

iii.
Executors: study group staff

The aim of this investigation is to contribute something to the people

that live in this area in order to make a better way for living within the
theme of mobility infrastructure. At the same time, the configuration of
the investigation is made in a way that anybody that doesnt know the
area can understand the context regarding the mobility infrastructure
for future studies.

iv.
Goal: find elements that impact the

mobility of persons in the industrial area.
v. Map:

Bus: high number of bus stations and the

cleanness in the units is required.

Pedestrian: the space that allowed to move

from one point to another lacks of universal
accessible facility, signal and visual landscape.

In addition to the movement condition, the lack of big

groceries store and entertainment within the community
creates a constant dynamic of moving to other places in
order to achieve to cover those needs.
That people acknowledge the utility of the public
transport system but they feel a sense of frigidity
because of the isolated position of the community. They
also resent the need to move long distance in order to
buy or finds ways to entertainment which seems to be a
cause that avoids socialisation and community identity.
The conclusion achieved by the interviews points out
that the people in Woolwish, as well as the industrial
area, lack of friendly transport infrastructure that allowed
to move comfortable and safe. The lack of accessible
infrastructure. At the same time, a constant manifestation
of visual bou|ndaries, create a scenario of isolation. This
creates a way of life where Woolwish community dont
develop a social identity which can affect in contexts
such a social degradation or insecurity.

External infrastructure: the high road, rail road and river

create a scenario of captivity/limitation. This is emphasis
since the only way out is by one road exit and by the DLR
and bus systems.

Its not where you go. Its how you get there

Experience of Mobility: People feel uncomfortable in

the way they move. The lack of universal accessibility,
signaling and opportunity ways move create a sense of
confinement and boredom.

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Elements that aggravate the relation between the community and the industrial area.

Analysis:

Barriers Example

Mobility: As it was explained by the interview analysis the community of Woolwish has the basic transport services
to cover the needs. Nevertheless the accessibility of all of these elements are not integrated in a way that it can
promote the community integration. In some areas it even exposes an unsafe scenario where people have to deal
with risky situation thanks to the lack viable connection between points.

Railroad

Industry: The industrial area of Royal dock use the same public transport facilities to get in and out of the area
but unlike to the Woolish community, in some places of the dock it lacks of structures for pedestrian, bicycle and
parking area facilities. This creates unsafe and risky areas where accidents could happened and make difficult for
the people to move from one point to another.

2 Photography

Analysis:

The photograph analysis will represent a visual example on the elements that were considered to create a barrier There are different forms to access the Woolwish community and the Royal dock. Nevertheless in the case of the bus
or a boundary. The considering boundary as the elements that marks the transition between different modes of station they are far away from the main areas of social congregation which make the people walk a considerable
existence. They transmit and control exchange between territories. They are the result of never ending competition distance.
and exhibit structure on many scales. (Richter and Peitgen, 1985, p.571-572.)
In the case of the river, the only way to directly go through it is by ferry which consumes time. Rail roads cross in the
The consideration for this analysis is to look for elements in spatialized mobility scenario that can impact the middle of bought sites with no access to it, which is consider a lack of opportunity.
performance of a person. In this case, pictures of elements represented as barriers or borders which expose a
perception of power that shapes an experience. In this case the sense of mobility will affect the behavior of the Even when there are different types of transportation system to get in the community and the industrial area the
person that can be also connected to other areas of its daily life.
place lack of facilities for pedestrian and bicycle users which represents a prospect insecure environment.

Wall between the rail road and the community.

Access to Woolwish community and the Royal dock:

Type of transport

Example

Private river shore.

Vehicle / pedestrian

Crossing streets

DLR

Walking at sidewalk

In general: the boundaries and barriers that were shown by in this study prove that there is a sense of disconnection
and isolation among the community and the industrial areas, as well between the whole area and the exterior. This
demonstrates that people feelings of lack of community and identity, already explained in the interview analysis,
has a lot to do in how mobility plays a huge roll in their behavior.
As Anne Jensen explains it The linkage between the seen aspects of urban experience and spatialized mobility
come into being when movement and space is evaluated as two aspects of power-ridden practices. This indicates
how modes of mobility and their material, technological underpinnings as well as kinectic experiences, bodily
movements and design and character of place induce pleasure and work on our desires, as much as they coerce,
discipline and normalize. (Jensen, A. 2011)

Highway cover one side of the community

Bus
Not enough parking areas

Narrow connection between community

and industrial area

River
No special roads for bicycle

Lack of attractive landscape in recreational

touristic areas in the dock.

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History

Silvertown Way
This was Britains first flyover. It was built in 193334 to help deal with the problems of access to
the Royal Docks. Built of reinforced concrete the
flyover carried the road over the original entrance
to Royal Victoria Dock. It is just over a mile long
and 80 feet wide. The new road was opened
on 13 September 1934 by Leslie Hore-Belisha,
a pre-war Minister of Transport well known for
the first pedestrian crossings. The road proved
insufficient to cope with the post-was growth in
road transport.

Royal Victoria Dock

The Royal Victoria Dock (RVD), which opened in
1855, was the first dock built expressly for steam
ships. One and a quarter miles long the dock was
directly connected to the railway system and
hydraulic power were installed from the start.
The original entrance to the RVD was via a lock
at the western end of the dock reached via a
Tidal Basin. The Basin was closed in the 1930s
but the lock continued in use until 1957 when
it had to be closed pending repairs. The lock
was reconstructed in 1963-67 but was closed
permanently and filled-in a few years later.

North Woolwich Road

The two lane section of North Woolwich Road,
south of the Pontoon Dock, was widened over
a length of approximately 500 metres, with
landscaping on the north side to complement
the established Silvertown Tramway scheme to
the south. Work started in May 1988 and was
completed in May 1990.

King George V Dock

The last dock but one to be built in the Port of
London, opened in 1921. It could accommodate
ships of over 30,000 tons.

Tate and LylePlaistow Wharf

On the south side are a series of dolphins which

allowed lighters to pass freely between ships
and the quay, permitting simultaneous loading/
unloading over both sides of the ship. The
dolphins were connected to the south quay by
footbridges.
At the western end of the dock was a dry dock
which at the time was the largest in Greater
London i t was able, for example, comfortably
to accommodate HMS Belfast which was among
the last ships to use its facilities. It posed a special
challenge during the construction of London
City Airport as it stood immediately adjacent to
the proposed terminal building and formed part
of area set aside for the airports aircraft parking
apron. Because of its sheer size, it was decided
not to fill the dock but rather temporarily to drain
it and construct a series of concrete columns on
which to place a reinforced concrete slab which
now forms part of the apron.

Tate and Lyle is a well known national company

which still operates locally at the Silvertown
Refinery. Originally there were two companies.
Henry Tate & Sons from Liverpool established
themselves at Silvertown in 1877 to make cube
sugar while Abram Lyle & Sons from Greenock
set up in 1881 to make sugar and golden syrup.
The two companies merged in 1921.

1882

Source: University of Texas public domain map collection

1948

Source: Public domain map

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Context
The
London
Corporation

Docklands

Details of the closure of the North London Line

and alternative travel arrangements

Development

The section of the line between Stratford and

North woolwich was closed since the sunday
10 onf December of 2006. Services between
Stratford and Richmond will continue to operate
as normal with all services terminating at
Stratford station.

In the 1960s as economic and technological

change brought on industrial decline, the
docklands became increasingly less important
and experienced significant usability changes.
As a result of this, in 1972, redevelopment
proposals for the site began emerging and the
Docklands Joint Committee was established
with the purpose of creating a strategic plan for
the area. However, the DJC proved to be a failure
as it was unable to meet the demands of the area
(Brownhill 1990). This created an environment in
which market-led initiatives appeared to be a
proper solution.

Silvertown and North Woolwich stations will close

permanently. Passengers who use Silvertown
and North Woolwich will be able to use the DLR
stations at London City Airport and King George
V.
North Woolwich station will close permanently.
Passengers are advised to use the nearby new
DLR station at King George V.North Woolwich
Road

The docklands was an area that was very much

affected by the Thatcher eras market driven
approach to planning, which began with the
first administration in 1979. In the early 1980s
the docklands was closed to commercial
traffic and has since become a priority area for
redevelopment.

This closure will allow the Docklands Light

Railway to build a new link connecting Stratford
International, Stratford and West Ham stations to
the rest of the DLR network at Canning Town. This
investment will bring improved public transport
links between North Woolwich and Stratford. It
will provide a direct service to the new Channel
Tunnel Rail Link station at Stratford International
and will provide access to the venues for the
2012 Olympic and Paralympic Games.

In 1981, the UK Government created the LDDC,

which became the body with the responsibility to
drive the regeneration process in the docklands
(Brownhill 1990). During its run, the LDDC
received a lot of criticism and was seen by many
as an instrument of the conservative party in their
effort to promote market-driven regeneration
and minimize public sector responsibility
(Brownhill 1999). By 1998, the LDDC withdrew
completely from the docklands and authority
was returned to the borough
The legacy of the planning that occurred
during the years of the LDDC is still evident in
the transportation system of the area. One of
the main issues that arose from the LDDC era
planning was that planning permission was often
granted without regard to the comprehensive
transport system.
In fact, much of the planning that was initially
implemented by the LDDC was car and road
reliant with an emphasis on efficient car parking
zones rather than the development of the
public transportation network. This car centered
approach to planning has left a defining legacy
in the area and outlines many of its current
planning issues (Brownhill 1990).
8

DLR (part of Transport for London) along with

Network Rail and Silverlink (current operators of
the line) has secured all the necessary approvals
under the Railways Act (1993) to close the line
and to cease operation of services south of
Stratford.

1990

Source: Google Earth

2006

Source: Google Earth

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Types of Mobility

In North Woolwich there are essentially main roads and secondary

roads. The main roads leading into and out of North Woolwich are
Albert Road (A112), Factory Road, Hartmann Road, Pier Road and
Connaught Bridge. The Connaught Bridge is the only bridge that
leads in and out of North Woolwich presently. There is potential to
build another bridge between Woolwich North Pier and Woolwich
South Pier, replacing the Woolwich Ferry and aid in cross river
connectivity.

Motorised Vehicles

For every journey a person takes, it is important to take into account not
only the destination but also the journey to reach that destination. For
the purpose of this report we will analyse physical and psychological
barriers that both limit and fragment pedestrian mobility in North
Woolwich and Silvertown.

Types of Mobility

Physical Barriers

The materiality of a space affects social behaviour and impedes
pedestrian mobility. These physical barriers include the waterways that are
on either side of the study area, creating an island like space resulting in an
isolated area where people experience social exclusion from the surrounding
areas. Albert Road (A112) is the site of the Crossrail construction and currently
divides the community from the industrial area and the industrial area prevents
waterfront access. Although the roundabouts have ramps, they are especially
difficult to cross since there are no pedestrian markings. Limited pedestrian
activity on the roads suggests that this is a less desired mode of travel.

Pedestrians

In residential areas, the Borough of Newham adopted in 20mph

zones as a way to reduce the number of road casualties. Despite
this action to create safer roads for pedestrians and cyclists, roads
continue to be dominated by the automobile. The wide roads, lack
of pedestrian crossings at roundabouts and the large percentage
of land dedicated to meet the parking demand are all indicators
of the infrastructure that supports private motorised transport.
*56.2% of households in the Newham ward of the Royal Docks
own a car according to the 2011 Census.
C

Psychological Barriers

Psychological barriers refers to individuals social identities and how
these influence peoples travel choices in terms of the time of travel and the
mode of travel. For example, during the site visit walking along Factory Road
several street lights did not work and there were signs of illegal dumping of
waste in empty lots which can deter people from walking along this road.
Pedestrians are also exposed to many dangers on the road including pollution,
accidents and attacks, these being concerns people evaluate when walking.
Upon completion, the giant concrete walls of the Crossrail, although helping
to block the noise, will loom over the area directly impacting the public space,
creating a closed off and cold environment, again deterring usage.

A
B

Primary and Secondary Roads

The Newham Council partnered with Active Newham and together they
created a map identifying walking routes, cycle routes, landmarks, activities and
facilities in the local area. There are three walking routes in our study area; the
Woolwich Foot Tunnel, the Royal Docks Walk and the Royal Docks Circular Walk.
In terms of transportation health impacts, Newham Council could partner with
Crossrail to assess the noise levels and pollution generated by the Crossrail and
these health impacts on pedestrians.
Source: activenewham.org.uk
Legend
Walking Routes

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Traffic, Monday, 7:00 AM

Traffic, Friday, 5:30 PM

Source: Produced by the group

Destination Points

Rings

Woolwich Foot Tunnel to ExCeL, 4.2 Miles, 2.5 Hours

A London City Airport

0.3 Miles, 5 Minutes

Royal Docks Walk, 2.8 Miles, 1.5-2 Hours

B Drew Primary School

0.4 Miles, 7 Minutes

Royal Docks Circular Walk, 8. 7 Miles, 3.5 - 4.5 Hours

C Asta Community Centre

0.5 Miles, 9 Minutes

D Albert Road Surgery

Source: Produced by the group

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Types of Mobility

River connectivity along the Thames includes River Bus and River Tour services,
operating between Putney in West London and Woolwich Arsenal in East London,
improving access to Central London. Currently, the River Tours do not extend to
the study area of North Woolwich and part of Silvertown, the nearest stop being
North Greenwich to the West. The three River Boats that service North Woolwich
and Silvertown are RB1: Embankment to North Greenwich/Woolwich Arsenal, RB5:
North Greenwich to Woolwich Arsenal and the Woolwich Ferry. The Woolwich
Ferry transports cars, operating daily connecting North Woolwich to Woolwich
and provides north to south/south to north connectivity, permeating the eastwest linearity of the river. Meanwhile, RB1 operates daily during the week and RB5
operates only on the weekends. However, again if people are to use this services
running east to west, they will need to travel to either North Woolwich Station or
Woolwich Arsenal Station.

River Connectivity

There is a tendency for transport services to decrease as they move from west to east.
The majority of movement along the river is linear between west and east and as
a result there are not many across river connections between the north and south.
There is potential to increase the service hours of RB5 and extend the River Tour
services in our study area.

Types of Mobility

The intention of the Crossrail is to increase passenger capacity, reduce

congestion, decrease travel times and improve connectivity between Central
London and the Greater London Area. The route will operate between
Reading in the West to Shenfield in the East, connecting 40 existing stations
and create 10 new stations linking to the DLR, Tube, Thameslink, National
Rail and London Overground.

Crossrail

The Crossrail does not have any stations with in the North Woolwich and
Silvertown neighbourhoods but will connect to the existing Woolwich
Station and the Custom House Stations. The Custom House Station will be the
only Central Section surface station, located west of the ExCeL conference
centre, providing a 24 hour route from Custom House Station to ExCeL and
the Royal Docks. The Crossrail line that passes through North Woolwich
and Silvertown uses both a surface line and tunnels. The combination of
line types is most likely due to the typography of waterways that are on
either side of the site and due to financial concerns, where tunnels are more
expensive to create and surface lines are cheaper.
Study Area

Route Map (Zoom)

Source: crossrail.co.uk

RB5

Another intention mentioned throughout the Crossrail website is the idea

of supporting regeneration. However, everyone is not in the same social
position to take advantage of the accessibility opened up by the Crossrail.
There is no mention of the estimated ticket price to ride the Crossrail.
Future concerns include the negotiation between economic growth and
economic displacement in the area. It can be agreed upon that the Crossrail
will improve connectivity but further assessment of the impacts is needed.

Woolwich Ferry

RB1

Custom House Station

Source: crossrail.co.uk
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Surface line under construction

Source: Produced by the group
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Types of Mobility
Bus
River connectivity along the Thames includes
River Bus and River Tour services, operating
between Putney in West London and
Woolwich Arsenal in East London, improving
access to Central London. Currently, the River
Tours do not extend to the study area of North
Woolwich and part of Silvertown, the nearest
stop being North Greenwich to the West. The
three River Boats that service North Woolwich
and Silvertown are RB1: Embankment to
North Greenwich/Woolwich Arsenal, RB5:
North Greenwich to Woolwich Arsenal and
the Woolwich Ferry. The Woolwich Ferry
transports cars, operating daily connecting
North Woolwich to Woolwich and provides
north to south/south to north connectivity,
permeating the east-west linearity of the
river. Meanwhile, RB1 operates daily during
the week and RB5 operates only on the
weekends. However, again if people are to
use this services running east to west, they
will need to travel to either North Woolwich
Station or Woolwich Arsenal Station.

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Types of Mobility
DLR, TUBE AND
RAIL
The site, located in Zone 3, is served by 2 DLR
stations and within 5 to 20 minutes walk,
stations Prince Regent, Royal Albert and
Pontoon Dock are reachable.
Within Newham, only District and
Hammersmith& City line are passing through.
Other nearest connections between tubes or
railways and DLR are: Canning Town through
Jubilee line to Stratford, and Woolwich Arsenal
through Southeastern railway service.
Except taking DLR or ferry, walking through
the tunnel under river, Emirates Air Line is
also alternative choice, whose station has the
distance of 15 minutes by bus (No. 474) from
the site.
Referring to the information from TfL, with the
last two decades of development, DLR now
has six branches of 45 stations, which improve
the accessibility from central and west London
to north and east, additionally connect north
and south river banks.

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Types of Mobility

Development Plan/Frameworks

Cycling

FUTURE DEVELOPMENT PLANS ON LONDONS ROYAL DOCKS

Since 2000s, the Royal Docks have been an attraction to the city development planners and
it is now in the first stage of the magnificent changes. Requests on cultural activities and
other amenities we found through the residents interview seem to be fulfilled by these development plans. The study area now dedicates to part of those plans (e.g. Crossrail construction site), however, it still needs further accessibility to the upgraded facilities; commuter
transportation, upgrading on pedestrian roads, and information network distance should be
narrowed down to increase accessibility. Not only physical access but also social geography
requires better mobility.

Within the studying area, the cycling routes are off-road in residential area; while they are on-road between residential and
industrial sections. Sharing the same roads with cars, even sometimes trucks outside industries, seems to be lack of consideration
of safety. Some cyclist paths are shared with pedestrian path where the space is not sufficient for walking and cycling for local
residents. In addition, the only tunnel, near the site, linking north and south river-side has no access for cycling to go across the
river. Moreover, one cycling path is dead with the length of approximate 25m and with no connection to the main road.
Furthermore, the direction signs are clear in this area. Bike parking areas are provided at most DLR stations according to TfL
information, but the Boris bikes in Newham are deficient, which would be a big potential for future development.

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source by Londons Royal Docks

Royal Victoria Dock - Londons Floating Village

Carillion Igloo Genesis adopt the Londons Floating
Village to the Royal Victoria Dock. The project will
include a community of homes, shops, restaurants,
cafs all floating on the water set beneath the Emirates Airline and a stones throw from Royal Victoria
DLR. Motivated by Ijburg groundbreaking project
in Netherlands, these will be moored mortgageble
properties linked together by pontoons. A number of
shops as attractions will be all set upon the 5 hectares
of water of Royal Victoria Dock, and will also feature
events spaee and office space. A floating lido and ice
rink have also been projected.

Royal Albert Dock - Asian Business Port

Since the Royal Albert Dock succeed to be invested
over 1 billion pounds, this area will become Londons
center for Asian business with a sizable a business
park developed by Chinese developer Asian Business
Port (ABP). This development plan aims to become
the third business hub in London. This new district
will become the new gateway to Europe for business
from Asia, basing their HQs in Royal Albert Dock. The
development will also include residential and retail
space with this cluster of businesses becoming a new
business hub, the third business town in London, after the city of London, Canary Wharf.

Royal Albert Basin - Gallions Quater

Notting Hill Housing Group will conduct new development plan for a riverside community located at
Great Eastern Qay which adjoins Albert Island and the
Gallions Marina. It will incorporate homes (700 new
houses and 4,500m2 commercial area by 2018)and
shops and there will be improved links to the University of East London and surrounding areas. Theres
also a proposal for marine-based industry and a commercial boatyard providing services to Londons leisure and working craft operating on the Thames.

Pontoon Dock - Silvertown Quays

Proposals for the transformation of Silvertown Quays
are in the consultation phase. This is a 7 million sq feet
site, 3.5 billion regeneration and as with many of the
other developments in the Royal Docks incorporates
a number of unique features. Most notable are the
creation of Brand Pavilions a series of large buildings that will be occupied for periods of time by wellknown brands to display and help people engage
with their product. Plans also inclued residential development, the restoration of iconic waterside buildings from Londons industrial past, an international
business centre, and a creative learning hub.
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Perspectives on the Plan

Transportation Development Plan

TRANSPORTATION DEVELOPMENT AROUND WOOLWICH

TRANSPORTATION DEVELOPMENT AROUND WOOLWICH

Royal Docks local transport design guidance suggests several categories of

improvement alternations, and number of guidance suggestions are already planned
to conduct by Transportation for London.
Cross rail will also dedicate to upgrade mobility of the study area, however, the rail
in the studied area does not bring direct accessibility either advantage of mobility
to the residents of woolwich area. Therefore on the transportation development
plan, we would introduce Gallions Reach and Belvedere which has a strong link with
development plans and frameworks on the Royal Docks and collective upgrade to
both Royal Docks and Thamesmead.

TfL is now planning two new crossings over the river Thames connecting Beckton with
Thamesmead and Rainham with Belvedere.These crossings would be for road traffic,
local public transport, pedestrians and cyclists and would support the new jobs and
homes planned in east London.
While the exact alignment of each crossing has not been finalised, the Gallions Reach
crossing would link the A2016 Western Way in Thamesmead with the A1020 Royal
Docks Road in the north. The Belvedere crossing would link the A2016 Bronze Age
Way in Belvedere with the A13 Marsh Way junction in Rainham.

These new crossings would:

Better connect people, businesses and communities
with each other, increasing access to jobs, education
and leisure activities
Make it easier for people and goods to cross the river
in east London
Create opportunities for new cross-river public
transport links and improve local walking and cycling
options
Support Londons growing economy by better
connecting businesses, and improving access to
labour markets
Encourage development in the area, helping to
address Londons housing shortage
Help manage the impact of population growth by
reducing cross-river journey times and distances

As the Transportation for London has announced future plans for

upgrading woolwich area mobility, it is still considered as passive
and solely relied on development plans in Royal Alberts Dock
area. The study area still does not benefit from highly invested,
advanced transportation, as the neighboring area does with huge
development project plan.
Mayor of London and Newham promote the advantages from the
ABP project based on the amount of money (1 billion GBP) the city
will be invested in the Royal Albert Dock. It insists that this project
will bring more than 20,000 job creation to the Londons deathland piece of dockside.
In this regard, the new development would show positive affect on
the studying area, however, the core of their request - improvement
of public transportation condition in some aspect - has still been
not considered by the government.

Gallions Reach and Belvedere Project Timeline

December 2015 - Feb 2016: non-statutory consultation
March 2016: report on the outcome of consultation
2017: agreement on funding and decision to proceed
2017/18: statutory consultation
2018: submit application for the powers needed to

build the scheme
2021: contract award
2025: estimated completion
above. Gallions Reach bridge plan
left. Gallions Reach tunnel plan

source by Transportation for London

source by Transportation for London

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I NI NF
F RRASTRUC
I LII LI
T YT Y
A STRUCT TUURRE EAND
ANDSPAC
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OF( I(M)
I N MOB
) MOB

Conclusion

Impacts: (in)direct implications

WHAT EXISTING DEVELOPMENT CAN EFFECT

The mobility of space and infrastructure

is considerably affected by political and
economical issues. In case of transportation
infrastructure and mobility in study area, we
assume that the area is typically isolated from
development despite the huge investment of
China and expectation of the city of London
on the neighboring docks. Naturally, the prodevelopment phase will bring positive affects,
and the City of London will conduct the budget
of 1.3 trillion GBP for next 35 years. However the
result of distribution is still unknown, especially
because of high dense development in various
fields are already implemented in the Royal
Dock except the study area. This affects scale
of the area can be considered as not enough
to be emphasized as isolated. Distribution of
investment is also a question. It also affects
the success of development plans, and future
phenomenons in the study area.

By analyzing the infrastructure and mobility of the area, North Woolwich is

neglected by the surrounding development and regeneration. The various
discourses around mobility, specifically barriers or boundaries impact a
persons behavior and transportation choice, which will be presented in this
report. This analysis investigates mobility at different scales from the micro,
meso and macro scales and highlights the lack of coordination among
scales resulting in fragmented mobility. We can conclude that the Royal
Docks area is lacking in activities where people want to live and work.
City of London and Newham are hugely affected by ABP investment and plans,
regarding to the decisions and further plans affects policy and plans of TfL, which is the
most immediate and affective body to the citizens of the Royal Docks, and London.

The sense of social isolation and disintegration is emphasized by the

transportations location and massive size, such as the airport, the railroad
and the river which splits the neighborhood. Also, these spaces lack
universally accessible elements to meet the needs of people of diverse
abilities. Furthermore, the lack of commercial activities and entertainment
lead people to leave the community to engage in these activities in other
places outside of the neighborhood, resulting in disconnect between
people and place. The study area is a rigid place where people are basically
being housed in the area but not creating a sense of home, this place is
where people live but do not experience living.
Following the theory of the Broken Windows, where there are unclean
and unattended places, people feel unsafe and uninvolved leading to the
possibility of the threat of insecurity. Places of insecurity such as leftover
spots caused by uneven development create a lack of social identity and
cohesion. The lack of activity in the study area and abandonment provide
fertile ground for the present insecurity felt in the areas which progressively
increase for the people living there.

In this case, the transparency of each projects

is required equally to all of related actors of
development plans. Mayor of London and
Newham both should be able to stand for both
side of citizens and developers (investors), to
bring the balance of development. Also it has
to be clear that from micro to mass scale of
infrastructure requirements should be equally
reflected since it can be basic needs and
influence to the citizens daily lives.

Any future development plans in the North Woolwich community have to

consider these issues to create an area that is enjoyed by all residents and
visitors alike. A major priority is to aid peoples mobility within the space as
well as the greater area to better integrate the study area with the wider
community. There is a need to create diverse businesses and activities
within North Woolwich allowing for people to stay in the area and spend
money here helping to generate the economy and build community. Future
development should involve the community to ensure community benefits
and create partnerships with developers. The sites prime location by the
river is an area of opportunity to build on the waterfront, integrate the area
along the Thames and attract visitors to the area.
This study suggests it is easier to improve existing transportation modes
before constructing new ones to aid mobility. By identifying these barriers
to mobility, such as concerns of comfort and safety we are better able to
address these issues in the future. Transport is an opportunity area that
allows us to enhance the public space and peoples quality of life.

source by The Guardian

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source by City A.M.

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I N F R ASTRUC T U R E AND SPAC E S OF ( I M) MOB I LI T Y

References
Jensen, A. (2011) Mobility, Space and Power: On the Multiplicities of Seeing Mobility. Mobility, Routledge
Peitgen H. & Ritcher, P. (1986) Images of Complex Dynamical Systems, The Beauty of Factials, Springer-Verlag
Rubin, A. & Babbie, E. (2010) Sampling and Survey Essential Research Methods for Social Work, Brook/Cole.
vTinkler, P. (2014) Getting Started: Using Photos in Research Using Photographs in Social and Historical Research,
SAGE Publications Ltd, UK

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