Phase Transport Report April 2021

Brent Cross Town - Phase 4A • Phase 4A Plot 25

Phase Transport Report

BXS Limited Partnership Our ref: 23624023

Brent Cross Town - Phase 4A | Phase Transport Report

Contents

1 Introduction ...... 1 Overview ...... 1 Planning Context ...... 1 Consented Documents ...... 1 Section 106 Agreement ...... 2 Section 73 Agreement ...... 3 Scope of Phase Transport Report: Phase 4A ...... 3 Report Structure ...... 3

2 Study Area ...... 4 Study Area and Zone of Influence ...... 4

3 Existing Site and Baseline Information ...... 6 Introduction ...... 6 Public Transport Accessibility Level (PTAL) ...... 6 Existing Site Information ...... 8 Existing Pedestrian and Cyclist Amenities ...... 10 Car Clubs ...... 12 Baseline Transport Network and Data ...... 14 Baseline Traffic Flows ...... 15 Personal Injury Collision Data ...... 16 Existing Public Transport Provision ...... 19 Committed Public Transport Improvements ...... 24

4 Proposed Development ...... 25 Introduction ...... 25 Section 73 Scheme Proposals ...... 25 Phase 4A Proposals ...... 26 Transport Infrastructure Improvements ...... 27 Public Transport Infrastructure Improvements ...... 28 Parking Proposals ...... 28 Servicing and Delivery ...... 30

5 Transport Impacts ...... 32

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Transport Matrix Review ...... 32 Components of the Transport Matrix ...... 32 Development Quantum by Phase ...... 33 Total Number of Development Trips by Mode ...... 33 Total Trip Generation by Mode ...... 34 Mitigation and Triggers ...... 34 Network Capacities and Performance ...... 35 Maximum Forecast Construction Traffic ...... 35 Transport Matrix Summary and Conclusions ...... 35 Phased Transport Strategy ...... 36

6 Summary and Conclusions ...... 40 Summary...... 40 Existing Site Accessibility ...... 40 Phase 4A Proposals ...... 40 Transport Matrix and Mitigation ...... 40

Figures Figure 2.1: Phase 4A Study Area and Zone of Influence ...... 5 Figure 3.1: PTAL Heatmap ...... 7 Figure 3.2: Phase 4A Site Boundary ...... 8 Figure 3.3: Surrounding Transport Network...... 9 Figure 3.4: Existing Cycle Network ...... 11 Figure 3.5: Current Car Club Locations ...... 13 Figure 3.6: Collision Results and Study Area ...... 16 Figure 3.7: Annual Station Entry and Exit Figures ...... 23

April 2021 Brent Cross Town - Phase 4A | Phase Transport Report

Tables Table 3.1: PTAL Bands ...... 6 Table 3.2: Car Club Locations ...... 12 Table 3.3: PIC Summary ...... 17 Table 3.4: Weekly Distribution of Accidents...... 17 Table 3.5: Type of Casualty ...... 17 Table 3.6: Summary of Contributory Factors ...... 18 Table 3.7: Location Analysis with Causational Trends ...... 18 Table 3.8: Bus Services in the Vicinity of BXC (pre-Covid) ...... 19 Table 3.9: Annual Passenger Movements at Station ...... 21 Table 3.10: Annual Average Daily Station Entry and Exit Figures – All Underground Stations (million passengers) ...... 22 Table 3.11: Annual Average Daily Station Entry and Exit Figures – Brent Cross Station ...... 22 Table 3.12: Annual Average Daily Station Entry and Exit Figures – Central Station ..... 23 Table 4.1: Section 73 Consent Development Floorspace ...... 26 Table 5.1: Brent Cross Town Phase 4A Development Floorspace ...... 33 Table 5.2: Phase 4A Two-way Person Trips – Pre-Demand Model (TRICS/ TRAVL) – Trips by Land Use ...... 33 Table 5.3: Phase 4A Two-way Person Trips – Pre-Demand Model (TRICS/ TRAVL) – Trips by Mode ...... 33 Table 5.4: Transport Matrix Trip Generation by Mode ...... 34

Appendices

A Section 106, Schedule 17

B Phase 2 ( Station) PERS and CERS Excerpt

C Existing Bus Network

D Existing Rail Network

E Proposed Pedestrian and Cycle Network

F AWWCS Improvement Plan

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Glossary and Abbreviations

Abbreviation/ Terminology Definition Applicant Brent Cross South Limited Partnership (BXS LP) AWWCS Area Wide Walking and Cycling Study AQMA Air Quality Management Area BXC Brent Cross Regeneration Scheme BXC-TL Thameslink models, suite of strategic models updated and developed by Capita on behalf of LBB to facilitate early delivery of the new Thameslink Station BXC-TM Brent Cross Cricklewood Transport Model BXL Brent Cross BXN Brent Cross North being the Northern Development Phases of BXC (being developed by the Northern Developer). Land to the north and south of A406 North Circular which centres on the redevelopment of the Shopping Centre and its environs, along with related Critical Infrastructure. BX Town Brent Cross Town (previously known as Brent Cross South) being the Southern Development Phases of BXC (being developed by the Southern Developer) which relates to land south of A406 North Circular and includes extensive residential and commercial development. BXSC Brent Cross Shopping Centre BXS Phase 2 (South) Phase 2 (south) sub-phases comprise: • Phase 2 (South) (Plots) • Phase 2 (South) (School) • Phase 2 (South) (Thameslink Station Approach) Phase 2 (South) (Eastern Entrance) BXS LP Brent Cross South Limited Partnership; LBB and Argent Related joint-venture partnership – the ‘Applicant’ BXWS Brent Cross West Station (also referred to as Brent Cross Thameslink) being the Thameslink Phases of BXC adjacent to the Midland Mainline, including a new Thameslink Railway Station, waste handling facility and rail freight facility (being developed by LBB in partnership with ) CERS Cycling Environment Review System CLP Construction Logistics Plan CPZ Controlled Parking Zone FTP Framework Travel Plan GTR ICP Indicative Construction Programme (ICP) associated with the 2020 rephasing application (Ref. 20/0243/CON) ITS Integrated Transport Strategy LBB LUL Limited MML

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PERS Pedestrian Environment Review System PIC Personal Injury Collision PTAL Public Transport Accessibility Level PTR Phase Transport Report RMA Reserved Matters Application RMTR Reserved Matters Transport Report (F)SDS (Framework) Servicing and Delivery Strategy SRN Strategic Road Network TAG Transport Advisory Group TF Transport Fund TLRN Road Network TM Transport Matrix

April 2021 Brent Cross Town - Phase 4A | Phase Transport Report

1 Introduction Overview This Phase Transport Report (PTR) has been prepared by Steer on behalf of BXS Limited Partnership (BXS LP) for Phase 4A pursuant to Condition 37.1 of the outline planning permission (Planning reference. F/04687/13 dated 23rd July 2014 (Section 73 Permission)) for the consented Brent Cross Cricklewood (BXC) development. The BXC site is located within the London Borough of Barnet (LBB) located to the northwest of central London. Steer are specifically instructed on Brent Cross Town (BX Town), the southern part of the BXC development site, south of the A406. The BX Town site is in close proximity to a number of key leisure assets including the Welsh Harp, Hampstead Heath, Brent Cross Shopping Centre (BXSC) but also growing residential communities along the A5 corridor at ; the increasing student population at Middlesex University, north of Brent Cross itself; and the established communities such as . The site is bounded by the to the north and the Midland Main Line (MML) Railway to the west, the A41 to the east and existing residential communities and Clitterhouse Playing Fields to the south. The Section 106 Agreement (dated 22 July 2014) for the BXC site sets out the requirements to provide a PTR for each phase or sub-phase of the development. Providing a PTR is also a requirement of the planning conditions. The relevant Section 106 and planning condition extracts are included in Appendix A. The scope of this report was prepared and submitted to LBB pursuant to Condition 37.1 of the Section 73 (LPA ref: 21/0721/CON). The approval of the PTR scope by LBB is still pending at the time of writing this PTR. Planning Context This document has been prepared in relation to Phase 4A which consists of one plot - Plot 25, which is proposed to comprise student accommodation (as detailed further in Section 4). A Reserved Matters Transport Report (RMTR) is required to be delivered to support the Reserved Matters Application (RMA) for Plot 25 which includes the related interim servicing arrangement and will provide further information on the main detailed design elements yet to be submitted within this PTR. Consented Documents The BXC regeneration area originally gained outline planning permission in 2010 (planning reference: C/17559/08), BX Town is a part of this wider regeneration. In 2014, a Section 73 application was consented (planning reference: F/04687/13). The regeneration is being delivered as three interrelated projects: Brent Cross North to the north of the A406 North Circular (including, BXSC), Brent Cross West Station (including the new station, Brent Cross West on the MML) and BX Town.

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A full Transport Assessment (TA) was prepared for the original BXC planning application in 2010, this was subsequently updated to support the Section 73 application. The list below provides a reference to the relevant transport documents issued in support of the Section 73 application: • Consolidated Transport Assessment Main Report (BXC 05 Volume 1); • Consolidated Transport Assessment Appendices (BXC 05 Volume 2); • Consolidated Transport Assessment Travel Plans (BXC 05 Volume 3); • Consolidated Transport Assessment Highway Engineering Proposals (BXC 05 Volume 4); • Section 73 Transport Report (BXC 05 Volume 5); and • Section 73 Highway Engineering Report (BXC 05 Volume 6). It is proposed that this PTR will draw on the background information and analysis provided as part of these documents throughout as well as what is provided in the Phase 1, Phase 2 (South) (Thameslink Station) and Phase 2 (South) Brent Cross South PTRs and related RMTRs. Schedule 17 of the Section 106 Agreement sets out the requirements for this study and will therefore form an important reference document. Section 106 Agreement Schedule 17 of the Section 106 Agreement sets out the requirements for the various transport reports required to be submitted pursuant to the S73 Permission. In particular, Section 4 and Annex 5 which detail the requirements for PTRs and the RMTRs. The Section 106 Agreement specifies that PTRs are required to be submitted to support each phase or sub-phase of the BXC development. Annex 5 of Schedule 17 comprises a generic scope for PTRs and RMTRs, the final scope is to be approved by LBB in consultation with Transport for London (TfL). The scope of this PTR was developed based on our understanding of the requirements of a PTR as described in the Section 106 and following discussions with LBB and TfL. It also follows the same detail and content as previously submitted and approved PTR Scope documents in relation to earlier phases of development. This PTR will also be informed by the Transport Matrix where applicable, with consideration of the benchmarks set out in the matrix with respect to development quantum and trip demand. Arup has been appointed by BXS LP to maintain ownership and responsibility for the Transport Matrix as well as the strategic transport modelling relating BX Town. In accordance with the requirements of Schedule 17 of the Section 106 Agreement, the PTR will address the following headings: • A2.1 Study area; • A2.2 Existing conditions; • A2.3 Existing site information; • A2.4 Baseline transport data; • A2.5 Proposed development; and • A2.6 Gateway junctions and other junction assessments.

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Section 73 Agreement In addition to the requirements for a PTR and RMTRs, three strategies will be produced for Phase 4A, these will be referenced within the PTR and are as follows: • Phase 4A - Servicing and Delivery Strategy – Condition 1.22; • Phase 4A - Pedestrian and Cycling Strategy – Condition 2.8; and • Phase 4A - Car Parking Strategy and Standards – Condition 11.2. These three strategies will be submitted at a similar time to the submission of this PTR. Scope of Phase Transport Report: Phase 4A The scope of the PTR: Phase 4A is set out in the Brent Cross Town Phase 4A PTR Scope document, April 2021. The Brent Cross Town Phase 4A Transport Matrix (Brent Cross Town Phase 4A: Transport Matrix, February 2021) has been used to inform this report. Please note that the scope of the Phase 4A PTR Scope and Phase 4A Transport Matrix has changed slightly since their submission to include the interim servicing arrangement. However, this has no material impact on these documents and the conclusions remain the same. Steer have taken due account as appropriate of all comments received on both the scope and earlier draft versions of this document. Report Structure As set out in the Phase 4A PTR Scope, April 2021, this report is structured as follows: • Section 2 – provides details on the BX Town Phase 4A study area and zone of influence; • Section 3 – provides details of existing site information in relation to public transport, pedestrians and cyclists and examines the baseline transport networks and provides data for buses, coaches, rail and London Underground; • Section 4 – examines the development proposals for BX Town Phase 4A and includes information on parking, servicing and infrastructure and accessibility improvements; • Section 5 – reviews the transport impacts by examining the Transport Matrix including details of development quantum by phase, development trips, mitigation and triggers as well as exploring the integrated transport strategy for the development with regards to highways, public transport, walking and cycling and outlines management measures; and • Section 6 - provides the summary and conclusions for the PTR for BX Town Phase 4A.

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2 Study Area

Study Area and Zone of Influence As set out within the Brent Cross Town Phase 4A PTR Scope, April 2021, the study area includes the area appropriate to the Phase 4A proposals and a zone of influence around the boundary of this phase of development. Both the study area and zone of influence for Phase 4A are shown in Figure 2.1. The Phase 4A proposals have been examined in relation to the wider pedestrian, cycle, public transport and highway networks with consideration to the A5 Corridor Study and the Area Wide Walking and Cycling Study (AWWCS).

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Figure 2.1: Phase 4A Study Area and Zone of Influence

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3 Existing Site and Baseline Information Introduction This section reviews the existing situation of the transport conditions within BX Town Phase 4A, focusing on the following existing transport characteristics: • A description and functional classification of the highway network; • A qualitative and quantitative description of the travel characteristics of the relevant part of the existing site, including pedestrian and cyclist movements and facilities as well as bus routes and bus priority in the site; • Review of existing public transport provision including a comprehensive Public Transport • Accessibility Level (PTAL) assessment; and • A review of the collision data on the public highway for the last five-year period to identify where necessary, any additional schemes to mitigate road safety concerns. This presents the 2021 baseline position for the study area illustrating the connectivity of the site with the surrounding area. Public Transport Accessibility Level (PTAL) The PTAL provides a detailed and accurate measure of the accessibility to the public transport network of a locational point, which considers the walk access time and the service availability. The method is a way of measuring the density of the public transport network at a particular point of the site. The PTAL has been calculated using TfL’s WebCAT software, which grades the accessibility from 1a (very poor) to 6b (excellent) for existing and future scenarios. The different levels are set out in Table 3.1.

Table 3.1: PTAL Bands

PTAL Level of Access to Public Transport 1 Very Poor 2 Poor 3 Moderate 4 Good 5 Very Good 6a Excellent 6b Excellent

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The Phase 4A development area consists of Plot 25 which is situated in PTAL 4 ‘good’ as illustrated in in Figure 3.1.

Figure 3.1: PTAL Heatmap

The areas of highest existing accessibility are clustered around , Brent Cross LUL Station and Cricklewood Railway Station. Those coming to this area currently by public transport can arrive/depart by train at Cricklewood Station, by underground at Brent Cross LUL or by bus, and there is one of London’s largest bus stations at BXSC. The largest area containing high PTALs is just outside the regeneration area around the Golders Green LUL Station. Areas of particularly poor PTALs south of the A406 include the residential area to the north of Clitterhouse playing fields and the area to the east of the Hendon Rail Transfer Station. North of the A406 the residential areas to the northwest and northeast of the BXSC also have particularly low PTALs.

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Existing Site Information The consented development site is located in the southern part of the BXC development area is bound by Park Road to the north, the A41 to the east (including Brent Cross Underground Station), the A5 and the border with the to the west and the A407 Cricklewood Lane to the south. A plan showing the illustrative phase boundary for Phase 4A is illustrated in Figure 3.2.

Figure 3.2: Phase 4A Site Boundary

The extent of Phase 4A is shown more illustratively in Figure 3.3 including the surrounding transport network. BXC currently comprises a range of land uses including residential (C3), industrial (B1b, B2, B8) and retail (A1) land uses to the south of the A406. The whole of the LBB has been an Air Quality Management Area (AQMA) for the nitrogen dioxide annual mean objective and PM10 particulate daily mean objective since 2001. In 2010 the AQMA was amended to include the one-hour mean for nitrogen dioxide due to elevated concentrations at Golders Green Bus Station and at high street locations across the borough.

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Figure 3.3: Surrounding Transport Network

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Existing Pedestrian and Cyclist Amenities Currently there are few pedestrian and cycle routes and current provision is of poor quality. Figure 3.4 illustrates the existing cycle routes in the area. Pedestrian Integration As reported in the consented consolidated BXC05 the existing cycle and pedestrian provisions in the area are very limited with access restricted by the site location and the significant severance on the wider BXC site resulting from the A406, A5, A41, M1 and the MML railway transport corridors. Pedestrian provision within the development area is primarily via footways adjacent to the existing access roads. There are footpath links through the open space of the Clitterhouse playing fields, footpath links with Brent Terrace and footpath links between Brent Cross LUL station and BXSC. There is also a footpath along the whole length of the western side of the residential properties in Brent Terrace. In general, the pedestrian environment is currently poor. Cycle Integration Cycle facilities are currently poor with little connectivity across the BX Town development area. TfL has indicated as part of previous PTR consultation, that there is a current lack of facilities including controlled crossing points and anti-pedestrian paving for cyclists on Prince Charles Drive, Tempelhof Bridge, Tilling Road, Claremont Road and Shirehall Lane. There are several designated cycle routes and combined cycle/pedestrian routes in the area, some of which form part of the TfL cycle network, but they are difficult to identify on the ground. In general provision between the BXC site and the adjacent residential areas is constrained by the existing major transport corridors and the , which together form a barrier around much of the site. Cycle Parking There is limited existing cycle parking in the BX Town area, these are as follows: • Brent Cross Retail Park units 15 Sheffield stands with capacity for 30 cycles; and • Tesco there is no cycle parking for customers however there are three Sheffield stands for staff with capacity for six cycles. Cycle Hire Outside inner London, cycle hire services are limited and there is currently no cycle hire scheme in operation in LBB. A new London-wide byelaw on common terms for operation has been proposed for dockless bike-share, however, to date neither a publicly nor privately operated docked/ dockless bike-share scheme in the BXC area has come forward.

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Figure 3.4: Existing Cycle Network

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PERS and CERS Audits PERS (Pedestrian Environment Review System) and CERS (Cycling Environment Review System) audits are used to assess the level of service and quality provided for pedestrians and cyclists across a range of pedestrian and cycling environments. Prior to the Phase 1 PTR, PERS and CERS audits were carried out along a number of agreed pedestrian and cycle routes from the red line boundary to a number of agreed key destinations in the vicinity. These are summarised in the BXC PERS and CERS Audit Findings Report (47065005-TP-RPT-033) issued in August 2014. As part of the Phase 2 (South) (Thameslink Station) PTR a PERS and CERS audit of the existing links along the A5 Corridor was undertaken, as part of the A5 Corridor Study (A5CS). These are provided in Appendix B. Since the production of the PERS and CERS audits for the Phase 1 and Phase 2 (South) (Thameslink Station) there has been minimal change to the existing cycle and pedestrian infrastructure. As such the PERS and CERS audits have not been updated as part of this PTR, as the findings from the previous studies would be the same or have had a negligible change. It should also be noted that the use of both PERS and CERS as audit tools are no longer favoured by TfL. A similar approach was adopted and agreed with TfL for the most recent Phase 2 (South) PTR. Car Clubs There are currently three car club bays located along the A5 corridor to the west of the site with another located to the west of Cricklewood railway station, the location and the operators are provided in Table 3.2, these are also shown in relation to the Phase 4A proposals in Figure 3.5.

Table 3.2: Car Club Locations

Car Club Operator Location No of Vehicles Enterprise Hendon Waterside, NW9 7QP 1 Zipcar Cricklewood, Ashford Road 1 Zipcar Cricklewood, Road 1 Zipcar Cricklewood, Wren Avenue 2

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Figure 3.5: Current Car Club Locations

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Baseline Transport Network and Data Strategic Highway Network The site is located close to major highway corridors including the following; • ; • A406 North Circular; • A5 Edgware Road; and • A41 Hendon Way. M1 Motorway The M1 Motorway provides access north towards Leeds via the midlands and starts at the junction with A406 North Circular Road via signalised gyratory intersection, located to the west of BXSC. A406 North Circular The A406 North Circular forms the northern part of one of the orbital road that surrounds London, the 406 intersects with the M1, A5 and A41 and has a speed limit of 40mph in the vicinity of the site. The road forms part of TfL’s Road Network (TLRN). A5 Edgware Road The A5 Edgware Road links central London with towns in Hertfordshire, Bedfordshire and beyond towards Wales. It is predominantly single carriageway in the vicinity of the BXC site, with its width varying between 10.0m and 13.0m. The A5 is a dual carriageway with two lanes in each direction south from to the junction with Humber Road. South from this point the road loses the central reservation and becomes a single carriageway road with two lanes in each direction. The A5 intersects with the A406 North Circular Road via slip roads from the main carriageways of both roads, which meet at an at-grade roundabout at Staples Corner which is immediately to the west of the M1/A406 gyratory. The main carriageway of the A5 passes on a viaduct above this roundabout and below the main carriageway of the A406, which is also on a viaduct. It has a speed limit of 40mph in the vicinity of the site. Responsibility for the A5 near the BXC site is shared between the London Boroughs of Barnet and Brent, as the Borough boundary passes down the centreline of this road, with TfL having oversight as it forms part of the Strategic Road Network (SRN) as well as direct responsibility for bus operations and traffic signals. The A5 north of the slip roads at Staples Corner are the responsibility of TfL. A41 Hendon Way The A41 links Central London with towns in Buckinghamshire and the M1. Similar to the North Circular the A41 is a TLRN, and in the vicinity of the site operates a 40mph speed limit.

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Local Highway Network There are a number of local roads which are of importance to the BX Town Phase 4A site, these are as follows: • Brent Terrace; • Claremont Road; • Tempelhof Avenue; and • Tilling Road. Brent Terrace Brent Terrace is a road that is parallel to the MML from a priority junction off Tilling Road to the north, to another priority junction with Claremont Road to the south. Brent Terrace is formed of two separate roads accessed independently; Brent Terrace (north) is industrial in character and is the access to the existing sidings and Waste Handling facility, while Brent Terrace (south) is mainly residential in character. It is a single carriageway road with speed limit of 30mph. Responsibility for this road lies with LBB. Claremont Road Claremont Road is a key north-south distributor for local traffic south of the A406. It passes between Tilling Road to the north and the A407 Cricklewood Lane to the south. It is a single carriageway two-lane road with a speed limit of 30mph. Claremont Road provides access to Marble Drive, The Vale and Clitterhouse Crescent. Responsibility for the road lies with the LBB. Existing Tempelhof Avenue Tempelhof Avenue provides a vital link across the A406 between Tilling Road and BXSC. It is a single carriageway, two-lane link road on a narrow bridge over the A406, with a speed limit of 30mph. Responsibility for the road lies with the LBB. Tilling Road Tilling Road is a key east-west distributor road for local traffic and existing commercial developments to the south of the A406. It also provides important access to the Eastern Lands area of the site. It runs parallel to, and to the south of, the A406 between its intersections with the A41 in the east and the M1 in the west. It is a single carriageway, two-lane road with a speed limit of 30mph. Responsibility for the road lies with the LBB. Baseline Traffic Flows The BXC Section 73 Transport Consolidated Transport Assessment Main Report (BXC05) sets out the baseline traffic information upon which the development’s impacts have been assessed. A series of traffic surveys were undertaken in November 2016 to assess the baseline traffic flows along the A5 Corridor relevant to the BX Town Phase 4A development phase. The results of the traffic surveys were included in the Transport Reports that accompanied the planning applications for subphases of the BXS Phase 2 (South) (Thameslink Station) and have been used to support the most recent Phase 2 (South) PTR. In summary, total southbound flows along the A5 for the 24-hour period were 14,647 vehicles, and northbound flows were 14,825 for the 24-hour period. As no BX Town development is currently in place, there has been no monitoring completed to date and thus there is no measurable trend or impact attributable to the development.

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Personal Injury Collision Data The latest three years of Personal Injury Collision (PIC) data has been requested from TfL, the collisions within the study area are shown in Figure 3.6.

Figure 3.6: Collision Results and Study Area

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During the 36 months, a total of 421 collisions occurred across the study area. Of these, 375 were slight, 43 were serious and 3 were fatal. This is summarised in Table 3.3.

Table 3.3: PIC Summary

Severity 2016 2017 2018 2019 Total % Slight 77 124 128 46 375 89% Serious 7 16 13 7 43 10% Fatal 0 1 1 1 3 1% Total 84 141 142 54 421 100%

The distribution of the recorded accidents across the days of the week are provided in Table 3.4. On average, more collisions occurred on a Friday.

Table 3.4: Weekly Distribution of Accidents

Severity Mon Tues Wed Thurs Fri Sat Sun Total Slight 66 55 31 60 65 48 50 375 Serious 4 7 5 7 11 6 3 43 Fatal 1 0 1 0 0 0 1 3 Total 71 62 37 67 76 54 54 421 % 17% 15% 9% 16% 18% 13% 13% 100%

The proportions of types of casualty involved in each of the accidents are provided in Table 3.5.

Table 3.5: Type of Casualty

Type Number % Driver / Rider 258 61% Pedestrian 69 16% Passenger 94 22% Total 421 100%

The recorded contributory factors have been considered. The most commonly cited reason for the collision (16%) is ‘Driver / Rider failed to look properly’. The reasons cited are summarised in Table 3.6, with contributory factors cited less than 3% of the time excluded from the summary.

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Table 3.6: Summary of Contributory Factors

Reason Count % Driver/Rider failed to look properly 114 16% Driver/Rider failed to judge other person’s path or speed 99 14% Driver/Rider careless, reckless or in a hurry 71 10% Poor turn or manoeuvre 56 8% Pedestrian failed to look properly 39 6% Sudden braking 34 5% Stationary or parked vehicle(s) 27 4% Loss of control 20 3% Travelling too fast for conditions 19 3% Exceeding speed limit 19 3% Stationary or parked vehicle(s) 27 4%

The locations of the recorded accidents have been considered in relation to any clear causational trends. Locations with four or more accidents occurring across the 36-month period have been summarised in Table 3.7, with any causational trends identified.

Table 3.7: Location Analysis with Causational Trends

Location Count Causational Trend

North Circular Road 200m W Of J/W Brent Cross 7 No trend Flyover On Chichele Road, Near the Junction with 5 Travelling too fast for conditions (100%) Sheldon Road. Loss of control (67%) Brent Cross Interchange J/W North Circular Road 5 Driver failed to look properly (33%) Driver/Rider failed to judge other person’s North Circular Road J/W Edgware Road 5 path or speed (67%) Staples Corner Roundabout North Circular Road 5 No trend J/W North Circular Road Hendon Way 450m S Driver/Rider failed to judge other person’s 5 of J/W Brent Cross Flyover path or speed (100%) Cricklewood Lane J/W Cricklewood Broadway 4 No trend Edgware Road J/W Lane 4 No trend Edgware Road J/W Geron Way 4 No trend Claremont Road J/W Pennine Drive 4 No trend Cricklewood Lane J/W Edward Close 4 Stationary or parked vehicle(s) (100%) Nfl - North Circular Road, 369m SW of J/W Sudden braking (50%) 4 Hendon Way Stationary or parked vehicle(s) (50%) North Circular Road J/W Hendon Way 4 No trend Edgware Road J/W Staples Corner 4 No trend

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Existing Public Transport Provision The baseline public transport will not differ greatly from the existing provision across the BX Town and wider BXC site. This section of the baseline public transport is broken down into the different public transport modes. Bus A range of bus services operated on behalf of TfL pass through or close to the BXC site. The majority of the bus services start from or pass through the bus station at BXSC. This bus station serves the shopping centre and also operates as a local bus hub. Another bus hub is located to the east of the BX Town site at Golders Green. The bus services in the vicinity of the BXC area (pre-Covid) are shown in Table 3.8. The frequencies shown are standard Monday to Saturday frequencies. The area is well served by the bus network, with frequent services to a variety of destinations in London. The bus route network in the area is centred on Brent Cross Bus Station, which is the terminus for a number of services.

Table 3.8: Bus Services in the Vicinity of BXC (pre-Covid)

Service Frequency Route (Key Destinations) Number per Hour Mora Road, Cricklewood, Kilburn Station, Kilburn High Road Station, Marble 16/ N16 7-10 Arch, Edgware Road, Hyde Park Corner, , , , West Hendon, Cricklewood, 32 5-9 Kilburn Park Station Brent Cross Bus Station, Golders Green Station, East , Bounds Green 102 7-10 Station, Edmonton Green Station and Bus Station Brent Cross Shopping Centre, , Hanger Lane Station, 112 6-8 North Station, Brent Cross Shopping Centre, West Hendon, Edgware Station/Bus Station, 142 4-5 Bushy Station, Watford High Street Station, Watford Junction Station Brent Cross Shopping Centre, Hendon Central Station, Finchley Central 143 5-6 Station, Archway Station Brent Cross Shopping Centre, Park Station, Wembley Stadium 182 6-10 Station, , Harrow and Wealdstone Station Brent Cross Shopping Centre, Hendon Central Station, Broadway 186 Station, Edgware Station/Bus Station, Harrow and Wealdstone Station, 4-6 Harrow, Northwick Park Brent Cross Shopping Centre, Cricklewood, Station, St Johns 189 5-7 Wood, Baker Street Station, Marble Arch Station Brent Cross Shopping Centre, Brent Cross Station, Golders Green Station, 210 5-7 Hampstead Heath, Archway Station, Station Golders Green Station, Cricklewood Station, Dollis Hill, Station, 226 4-7 , Hanger Lane, Ealing Broadway Station Brent Park, Gladstone Park, Brent Cross Shopping Centre, Finchley High Road, 232 Station, Arnos Grove Station, Wood Green Station, Turnpike 4-6 Lane Station Station, Sudbury and Harrow Road Station, Station, 245 6-10 Cricklewood, Golders Green Station

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Service Frequency Route (Key Destinations) Number per Hour Brent Cross Shopping Centre, Cricklewood, Green Station, 266 6-10 Willesden Junction Station, , Acton Main Line Station Mora Road, Kilburn Station, Brondesbury Station, Queen’s Park Station, 316 6-10 Latimer Road Station, Shepherd’s Bush Station, Brent Cross Shopping Centre, Hendon Central Station, Middlesex University, 326 Finchley Central, and Whetstone Station, , High Barnet 5-7 Station, The Spires Brent Park, Cricklewood, Kilburn Station, Brondesbury Station, Kilburn 332 5-7 Station, Edgware Road Station, Bishops Bridge School 611 Stonebridge Park Station, Staples Corner, Brent Cross Station, bus only Brent Cross Station, Hendon Central Station, Middlesex University, Christ’s School 643 College bus only Brent Cross Shopping Centre, Cricklewood Station, West Hampstead Station, C11 Finchley Road Station, Swiss Cottage Station, Hampstead Heath, Gospel Oak 5-7 Station, Archway Station

A plan showing the existing bus network in the vicinity of BXC is included in Appendix C. Cricklewood Bus Garage is located to the west of the BXC site on the Western side of the A5 Edgware Road. The BXC Site and the Cricklewood Bus Garage are connected by a number of bus routes including Route 16 for example. Bus Route 16 is routed along the A5 Edgware Road and terminates at the garage. Bus lanes are provided at a number of locations in the vicinity of the BXC site. A significant proportion (approximately 30% by length) of the A5 Cricklewood Broadway and Edgware Road between the A406 and A407 are specified as bus lanes. This reduces single and dual carriageway two-lane operation to a single lane of general traffic over the relevant sections. Rail The MML passes through the western edge of the BXC site and comprises three pairs of railway lines: • Slow lines (east side); • Fast lines (in the centre); and • Hendon freight lines (west side). At present the BXC site is served at the southern end by the existing Cricklewood Railway Station. Hendon Station is around 3 km to the north of Cricklewood Station and approximately 1km to the northwest of the BXC site boundary. The existing station at Cricklewood has some 0.90m passengers per annum with 1.15m passengers at the existing Hendon Station (Office of Rail and Road (ORR) data for 2018/19). The ‘Thameslink’ services are currently operated by Govia Thameslink Railway (GTR). These rail services serve Cricklewood Station and Hendon Station and provide four stopping 4-car trains per hour on the slow lines in each direction for the majority of the weekday from Luton/St Albans to the north through Kings Cross/St Pancras and beyond to the south.

April 2021 | 20 Brent Cross Town - Phase 4A | Phase Transport Report

Other Thameslink services pass non-stop, serving stations as far as Bedford to the north and Gatwick and Brighton to the south. During the peak periods, up to 15 Thameslink trains per hour pass each way on the slow and fast lines. A plan showing the existing railway network is contained in Appendix D. Station Entry and Exit Figures Information on the throughput of passengers on the national rail network has been obtained from the website of the ORR. Estimates of station usage figures are derived from ticket sales data recorded in industry systems. Station usage data (pre-Covid) for Hendon and Cricklewood stations was obtained. These two stations are served by GTR trains, and the new Brent Cross West station will be located in between them. The data provides estimated annual passenger movements i.e. a combination of entries and exits, and the data for the financial years 2014/15 to 2018/19 are presented in Table 3.9.

Table 3.9: Annual Passenger Movements at National Rail Station

Year Hendon Station Cricklewood Station Entries Exits Total Change Entries Exits Total Change 2014/2015 665,008 665,008 1,330,016 - 746,779 746,779 1,493,558 - 2015/2016 589,164 589,164 1,178,328 -11.2% 528,592 528,592 1,057,184 -41.3% 2016/2017 563,580 563,580 1,127,160 -4.3% 473,820 473,820 947,640 -10.4% 2017/2018 594,937 594,937 1,189,874 5.6% 483,536 483,536 967,072 2.1% 2018/2019 576,475 576,475 1,152,950 -3.1% 450,325 450,325 900,650 -6.9% Source: Office of Rail and Road Website It should be noted that between 2014/15 and 2015/16 there was a change in the London station methodology which may account for some for the reduction in passenger demand. London Underground The Edgware branch of the Northern Line passes to the east of the BXC site and the passes to the southwest through Willesden Green and West Hampstead. The nearest LUL station to the BXC site is Brent Cross Underground Station, which is located to the southeast of the A406/A41 junction within the wider BXC site. Brent Cross Underground Station is located approximately 1.2km from the Plot 25 in Phase 4A. The station is isolated from the development area by the A41. The LUL station to the north of Brent Cross is Hendon Central, which is approximately 1.5km from Plot 25 in Phase 4A. The A406 separates the Phase 4A development from Hendon Station. Golders Green LUL Station is approximately 2.2km to the east of Plot 25 in Phase 4A and is isolated (as Brent Cross LUL Station is) by the A41. Both Hendon Central and Golders Green Stations are now step free whereas Brent Cross is not.

April 2021 | 21 Brent Cross Town - Phase 4A | Phase Transport Report

LUL Stations Entry and Exit Figures In order to determine trends in LU passenger numbers, the TfL data for ‘Entry and Exit Figures by Station from 2007’ has been used for years between 2013 and 2017. This provides estimates of annual passenger entry and exit numbers for all stations on the LU network for the years 2007 to 2017. For 2018 and 2019, ‘Annualised Entry Exit 2018/2019’ counts have been employed. Entry and exit counts are for one typical day. Annual figures are calculated as entries plus exits, weighting weekdays by 253, Saturdays by 52 and Sundays by 59. This weighting is based on the assumption that 7 Bank Holidays are represented by 7 Sundays and grossing up to a 364 day year excluding Christmas Day. For 2018 and 2019, weekday entry and exit counts were calculated by averaging daily Monday-Thursday and Friday values, with 4 and 1 weights assigned. Passenger numbers at all LUL stations and the two stations closest to the BXC site, Brent Cross and Hendon Central, are shown for the years 2013 to 2017 in Table 3.10 to Table 3.12.

Table 3.10: Annual Average Daily Station Entry and Exit Figures – All Underground Stations (million passengers)

Year Weekday Saturday Sunday Annual Entry Exit Total Entry Exit Total Entry Exit Total Total (Millions) 2013 4.38 4.28 8.66 3.12 3.03 6.15 2.11 2.04 4.15 2,754 2014 4.52 4.53 9.05 3.30 3.25 6.55 2.26 2.23 4.49 2,896 2015 4.63 4.51 9.14 3.39 3.23 6.62 2.34 2.24 4.58 2,926 2016 4.73 4.62 9.35 3.44 3.31 6.75 2.36 2.27 4.63 2,989 2017 4.69 4.59 9.28 3.26 3.16 6.42 2.26 2.19 4.45 2,946 2018 4.70 4.60 9.30 3.27 3.18 6.45 2.35 2.28 4.63 2,961 2019 4.73 4.68 9.41 3.51 3.47 6.98 2.38 2.37 4.75 3,023 Source: TfL ‘London Underground Performance Figures – Entry and Exit Figures’ & TfL ‘Annualised Entry Exit 2018’ & TfL ‘Annualised Entry Exit 2019’ Table 3.11: Annual Average Daily Station Entry and Exit Figures – Brent Cross Station

Year Weekday Saturday Sunday Annual Entry Exit Total Entry Exit Total Entry Exit Total Total (Millions) 2013 3,506 3,244 6,750 2,326 2,142 4,468 1,731 1,580 3,311 2.14 2014 3,773 3,665 7,438 2,659 2,494 5,153 2,161 2,082 4,243 2.4 2015 4,126 3,831 7,957 2,868 2,608 5,476 2,358 2,197 4,555 2.57 2016 4,063 3,702 7,765 2,828 2,517 5,345 2,208 2,045 4,253 2.49 2017 4,080 3,791 7,781 2,728 2,499 5,227 2,290 2,144 4,434 2.52 2018 4,120 3,859 7,979 2,532 2,438 4,970 2,294 2,163 4,457 2.54 2019 4,020 3,821 7,841 2,653 2,514 5,167 2,247 2,183 4,430 2.51 Source: TfL ‘London Underground Performance Figures – Entry and Exit Figures’ & TfL ‘Annualised Entry Exit 2018’ & TfL ‘Annualised Entry Exit 2019’

April 2021 | 22 Brent Cross Town - Phase 4A | Phase Transport Report

Table 3.12: Annual Average Daily Station Entry and Exit Figures – Hendon Central Station

Year Weekday Saturday Sunday Annual Entry Exit Total Entry Exit Total Entry Exit Total Total (Millions) 2013 11,757 10,890 22,647 6,467 5,381 11,848 4,371 4,057 8,428 6.84 2014 12,335 11,755 24,090 7,243 6,331 13,574 5,220 5,015 10,235 7.4 2015 13,446 12,423 25,869 7,883 6,779 14,662 5,896 5,337 11,233 7.97 2016 13,794 12,862 26,656 7,752 6,648 14,400 5,635 5,170 10,805 8.13 2017 13,207 12,181 25,388 7,560 6,560 14,120 5,685 5,278 10,963 7.8 2018 13,126 12,100 25,226 7,074 6,434 13,508 5,579 5,104 10,683 7.71 2019 12,608 11,754 24,362 7,250 6,368 13,618 5,517 5,328 10,845 7.51 Source: TfL ‘London Underground Performance Figures – Entry and Exit Figures’ & TfL ‘Annualised Entry Exit 2018’ & TfL ‘Annualised Entry Exit 2019’ The annual totals for all LU stations, Brent Cross and Hendon are shown in Figure 3.6.

Figure 3.7: Annual Station Entry and Exit Figures

9 8 7 6 5 4 3

2 NumberPassengers of 1 0 2013 2014 2015 2016 2017 2018 2019

All LU Stations (Billions) Brent Cross Station (Millions) Hendon Central Station (Millions)

The total annual number of passengers on the entire LUL network was 3,023 million in 2019, for the same time period the average weekday total was just ca. 9.4 million. Brent Cross underground station had an annual total of 2.5 million equating to almost 8,000 passengers on a weekday. The annual total for Hendon Underground Station was 7.5 million a year or just over 24,000 passengers on an average weekday. Coach and Taxis No additional data has been included for coach and taxis for Phase 4A as there are no specific implications that vary from Phase 1. These are outlined in the BXC PTR: Phase 1.

April 2021 | 23 Brent Cross Town - Phase 4A | Phase Transport Report

Committed Public Transport Improvements In addition to the baseline public transport provision outlined above, a number of improvements to the wider public transport network are expected to be delivered by the wider BXC Development and TfL over similar timescales to the previous phase. The timescales for these are not finalised, the delivery of new and improved transport infrastructure will provide additional benefits to both future and existing residents and visitors to the site. Brent Cross West Station The new Brent Cross West Station consented as part of the outline BXC development is now proposed to be delivered as part of the wider Phase 2 development proposals with an indicative opening in 2022. This new Brent Cross West station will provide an additional stop on the Thameslink line between Cricklewood and Hendon, providing a similar service to that of Cricklewood Railway Station to the south with approximately four trains per hour in each direction. In addition to this, existing bus services will route to the east of the station via a new interchange. In addition to the railway station, some elements of highway infrastructure are also proposed to be delivered alongside the station opening, completing connections from the wider Phase 1 and the existing residential areas to the east via Claremont Park Road for walking, cycling and public transport users. Brent Cross Bus Station As part of the improvements to BXSC, the existing bus station is to be replaced with a new facility providing additional capacity for both through and terminating bus routes. This bus station is scheduled to complete by end 2025, subject to a new planning application. The accessibility from both BXSC and BX Town will be improved.

April 2021 | 24 Brent Cross Town - Phase 4A | Phase Transport Report

4 Proposed Development Introduction This section of the PTR provides a comprehensive description of the proposals for the BXC scheme as a whole and the Phase 4A sub-phase development. The report will include general information and an overview of Plot 25, as detailed information will be included within the separate RMTR and the separate strategy documents, where applicable. This section should be read in conjunction with Section 5, and the Phased Transport Strategy which sets out the sustainable transport principles the Phase 4A proposals have been designed to. Section 73 Scheme Proposals The Section 73 planning application for the BXC development was approved in July 2014. The Section 73 Permission permits a total of 1,419,987sqm of development including BX Town (excluding the 3,000sqm main health centre) across the BXC Site. The majority of development is permitted as residential (C3), retail (A1-A5) and office (B1) land uses. The Section 73 Permission permits the delivery of the following land uses and infrastructure will be delivered during the seven phases of construction: • Residential units including student / special needs / sheltered housing (use class C3); • Offices (use class B1); • General industry / storage and other business uses (use classes B2 - B8); • Retail, restaurants & cafes (use classes A1 - A5); • Leisure uses (use class D2); • Hotel and conference facilities (use class C1); • Community, health & education facilities including an education campus, a children’s centre and a medical centre (use class D1); • Open space, public realm and landscaping; • Facilities including rail based freight facilities, waste handling facility and treatment technology and a petrol filling station; and • Infrastructure including new rail and bus stations, petrol filling station vehicular and pedestrian bridges as well as underground and multi-storey parking. In addition to the above, the scheme also comprises works to the River Brent and Clitterhouse Stream and associated infrastructure, demolition and alterations of existing building structures. These include electricity generation stations, relocated electricity substations, free standing or building mounted wind turbines, alterations to the existing railway, Cricklewood Railway Station and Brent Cross LUL Station.

April 2021 | 25 Brent Cross Town - Phase 4A | Phase Transport Report

The scheme involves the creation of new strategic accesses, a new internal road layout, infrastructure and associated facilities together with any required temporary works or structures and associated utilities/services required by the development. The scheme also includes for the improvement of pedestrian and cycle connectivity across the wider area to provide better integration between the northern and southern components of the development. The permitted land uses of featured in the Zonal Floorspace Schedule are outlined in Table 4.1.

Table 4.1: Section 73 Consent Development Floorspace

Land Use Type Total GEA (sqm) Residential (Class C3) inc. special needs (Class C2), student housing (sui 712,053 generis) and sheltered accommodation (Class C2) Retail and Related Uses North of A406 (Classes A1, A2, A3, A4 and A5) 82,325 Of which the net addition of Comparison Retail (Class A1) 56,600 Retail and Related Uses South of A406 (Classes A1, A2, A3, A4 and A5) 32,794 Business (Class B1) 395,297 General Industrial/Storage & Distribution inc. Waste Handling Facility and Rail 61,314 Freight Handling Facility (Classes B2, B8 and Sui Generis) (of which 6,500sqm may be used within Use Classes B1, B2 and B8 as small units) Hotel & Conference (Class C1) 61,264 Leisure (Class D2) 26,078 Private Hospital (Class C2) 18,580 Social & Community Infrastructure (Class D1) 34,689 Rail & Bus Stations (Sui Generis) 2,533 Petrol Filling Station PFS (Sui Generis) 326

Extensive changes to the transport infrastructure are also proposed including changes to existing junctions, a new railway station and an improved replacement bus station. The majority of residential spaces are proposed south of the A406 North Circular with the majority of non- residential parking, provided mostly for leisure uses (D2) and office use (B1), proposed north of the A406. The vast majority of parking proposed within the consented scheme is on-plot with only a small proportion located on-street. Phase 4A Proposals Phase 4A comprises a single plot, Plot 25 which is expected to consist 21,121 sqm (GEA) student accommodation excluding ancillary areas which forms circa 600 units and approximately 956 sqm (GEA) flexible commercial use (Use Classes A1/A3/B1/D1/D2) excluding ancillary areas.

April 2021 | 26 Brent Cross Town - Phase 4A | Phase Transport Report

Transport Infrastructure Improvements The Plot 25 RMA will also comprise an interim servicing arrangement related to Plot 25 to be located on an area immediately east of the building. This will be interim until the new Tempelhof Avenue is delivered, as part of the Phase 1A (North)(Infrastructure 2) works. The site will be accessed from: • High Street South, to the south, which is coming forward in Phase 1 (South) and Phase 2 (South); • The new Tempelhof Avenue to the east, which will provide a connection to Tempelhof Bridge which forms part of the original permission; and • The access road within the Brent Cross Retail Park which connects to Tilling Road. The signalised junction between the new Tempelhof Avenue and High Street South forms part of Phase 1 (South) Highways. Pedestrian and Cycle Phase 4A will connect into the established and comprehensive infrastructure connections provided as part of Phase 1 and Phase 2 (South). The proposed new network set out in the Phase 1 and Phase 2 (South) proposals, of which the Phase 4A network will link to, provides a substantial increase in the permeability of the development area. Further details are provided in the Phase 4A Pedestrian and Cycle Strategy. Cyclists will access Plot 25 from High Street South, where advisory cycle lanes are provided along the carriageway. From Tilling Road cyclists will use the access road serving Brent South Shopping Park. Similarly, pedestrians will be able to access Plot 25 from these routes. Within the plot a pedestrian and cycle connection is provided between High Street South and roundabout in the form of a staircase with cycle access ramps and an associated lift. This route through Plot 25 will be open 24 hours for general use. This link will greatly enhance permeability between High Street South and Tilling Road. Section 3 of this report sets out a review of the current site information. A plan showing how Phase 4A integrates and enhances the proposed new pedestrian and cycle network being brought forward in Phase 1 and Phase 2 (South) is contained in Appendix E and is also included as part of the Phase 4A Pedestrian and Cycle Strategy. The plan shows that Plot 25 will link to the improved pedestrian and cycle routes being brought forward across the BXC regeneration area. The infrastructure in BX Town Phase 4A will link with the wider proposal of the masterplan as set out below. The AWWCS approved under Condition 1.20 (LPA Ref: 14/08105/CON) identifies potential improvements to the walking and cycling networks, lying outside of the BXC masterplan site boundary. Access improvements across the A406 are proposed which will be further enhanced by the improved replacement Tempelhof Bridge and the improvement of facilities at the A406/A41 junction. It improves connectivity across the A41/Hendon Way by delivering two new at grade crossing facilities. Moreover, it delivers high quality pedestrian and cycle facilities throughout the proposed internal highway network, to support access to/from the new station for current and new residents.

April 2021 | 27 Brent Cross Town - Phase 4A | Phase Transport Report

Further detail on routes, including connections to and from the A5 Corridor and cycle parking provision, including any detail regarding specific sites and improvements, will be provided within the Phase 4A Pedestrian and Cycle Strategy to meet Condition 2.8. This strategy will detail the type and nature of pedestrian and cycle provision (i.e. segregated/shared use), footway and cycle path widths, and type of crossing facilities. TfL policies on cycle and pedestrian provision have changed and evolved since the Section 73 Permission and the Section 106 agreement was signed. During the detailed design, wherever possible within the constraints of the scheme, the implementation of the new guidance and standards will be incorporated in accordance with change control processes to be agreed with the relevant authorities. In addition, the detailed design will ensure that any disconnection to routes will be minimised, maximising access for these modes within the parameters of the design. Signing will be provided in accordance with the guidelines set out in Legible London and set out in the Wayfinding and Inclusive Access Strategy. Public Transport Infrastructure Improvements Where there are areas of low accessibility to public transport, the on-going detailed design will endeavour to provide an improvement to the identified issues, whilst taking into considerations the opportunities and constraints of the planning permission. Although the Phase 4A proposals do not include specific public transport improvements, the development will benefit from the new infrastructure works being brought forward by Phase 2 (South). The closest bus stops to the site will be located at: • Tilling Road (Stop S), 150m walking distance from Plot 25; • Brent Cross West Station Interchange, 300m walking distance from Plot 25; and • The junction between Claremont Road and Claremont Park Road, 350m walking distance from Plot 25. The provision of pedestrian access through Plot 25 and onward north greatly enhances the accessibility of the Tilling Road bus stops. Parking Proposals Introduction A Car Parking Standards and Strategy for the Phase 4A will be produced to ensure that car parking is effectively managed across the scheme and to encourage a mode share away from private vehicle transport to minimise the environmental impacts of the proposals, the production of this strategy will discharge Condition 11.2. The strategy also ensures that the development is implemented in accordance with the principles contained within the transport assessment to encourage sustainable transport methods and avoid unnecessary transport emissions and congestion. The availability of car parking spaces has a considerable influence on mode choice at the beginning and at the end of a journey. The level of parking provided will therefore be managed at a level where reasonable car use is accepted but also to support use of alternative sustainable infrastructure such as cycle hire and car clubs.

April 2021 | 28 Brent Cross Town - Phase 4A | Phase Transport Report

Phase 4A Car Parking Proposals Whilst not allocated to the plot, two parking spaces will be available adjacent to the site (outside the site boundary) on High Street South, with one blue badge car parking space and one short stay on-street car parking space provided for visitors. Phase 4A will be providing student accommodation and as such will support a car free approach. Electric Charging Points As Phase 4A is car free, no electric vehicle charging points are provided as part of the Phase 4A proposals. However, a strategy for the provision of electric vehicle charging points within the public realm across BX Town is currently under development. This strategy will provide a range of charging types which will facilitate use of electric vehicles across BX Town. Car Club Parking Bays No car club bays will be provided as part of the Phase 4A proposals. Car Sharing Opportunities The potential for operating a BX Town car sharing scheme will be explored as a means to encourage the use of sustainable travel modes and reduce the use of private vehicles. Details of any car sharing schemes do not form part of the PTR requirements. Controlled Parking Zone (CPZ) It is recognised that stringent off-street parking controls within the development area could increase parking in the surrounding residential and commercial areas. The majority of the area surrounding Phase 4A is currently uncontrolled in terms of parking. It is worth noting that the BX Town proposals requires the demolition of existing buildings and as such a number of the existing roads will no longer exist. Travel Plan Framework The Travel Plan Framework states that the effectiveness of the restrictions in car parking, all of which will be charged for, will be enhanced by the introduction of CPZs, which can be created, extended and enforced as appropriate to prevent overspill or commuter car parking. A Travel Plan will be produced for Plot 25 and will detail a number of measures to encourage sustainable access due to the car free nature of the student accommodation.

April 2021 | 29 Brent Cross Town - Phase 4A | Phase Transport Report

Servicing and Delivery Introduction There is a requirement to submit a Servicing and Delivery Strategy (SDS) for Phase 4A as part of Condition 1.22 prior to the submission of the first RMA. Further details will be contained in the Plot 25 RMTR.. Servicing and Delivery Locations In the long term it is intended that servicing and waste operations for Plot 25 will take place from a loading bay to be delivered as part of the permanent works for the new Tempelhof Avenue. However as stated earlier in this report, the delivery of the new Tempelhof Avenue is dependent on the final design of the new Tempelhof Bridge, both of which will be delivered as part of the Phase 1A (North) (Infrastructure 2) works. Until the new Tempelhof Avenue is delivered, an interim servicing area will be delivered as part of the Plot 25 RMA. This area will sit immediately to the east of the Plot 25 building and will be constructed to form a loading area which will connect to High Street South. This arrangement will include a loading bay and sufficient space to allow vehicles to enter and exit in in a forward gear. This interim arrangement is part of the Plot 25 RMA, within Phase 4A. The final and permanent solution is part of a separate phase – Phase 1A (North) (Infrastructure 2). During construction of the final and permanent works to Tempelhof Avenue a short-term servicing arrangement for Plot 25 will need to be facilitated through either the enabling works or Construction Traffic Management Plan. Further operational details of the interim and permanent arrangement will be provided in the Plot 25 RMTR. Servicing and Delivery Strategy The SDS highlights the guidance from the FSDS by incorporating the following objectives that will help to influence delivery and servicing activities: • Objective 1: A reduction in the volume of servicing and delivery trips; • Objective 2: A change in the pattern of servicing and delivery trips to avoid peak hours; • Objective 3: A shift of mode from road to rail and other more sustainable modes in so far as reasonably practicable; and • Objective 4: An improvement to servicing and delivery vehicles, equipment and technology. Servicing and Delivery Proposal The Service and Delivery Strategy aims to reduce vehicular trips and identify appropriate time periods where deliveries and construction vehicle movement can take place, with minimal disruption to the adjacent highway network avoiding peak hours where possible. There will also be cost and time saving if deliveries and movements are consolidated, reducing their frequency. Fewer journeys associated with the development will also reduce the risk of collisions involving development vehicles. Once constructed Plot 25 may have separate delivery and servicing requirements to other plots in BX Town. It is recommended that single suppliers are identified and/or deliveries are consolidated where possible to reduce the number of vehicular movements in and out of the development.

April 2021 | 30 Brent Cross Town - Phase 4A | Phase Transport Report

Therefore, it may be recommended that there is a delivery booking system to record vehicle movements across the BX Town development to assist in consolidating future trips and identifying trends and delivery times. Servicing and Delivery Management Measures This section of the report provides a list of measures, which are specific measures for the Phase 4A. The SDS will establish that the future operators will be expected to commit to the following measures as a minimum: • Moving deliveries outside of the road network peak hours where possible; and • Minimising night time noise through the development of a noise abatement strategy whereby vehicles would be instructed to turn off their engines once parked up within the site. Future operators will accord with the Mayor’s Vision Zero Action Plan which requires all HGV to be certified with a star rating and have a safety permit. Using a star system, the Direct Vision Standard rates HGVs from zero (lowest) to five (highest), based on how much an HGV driver can see directly through their cab windows. The Direct Vision Standard was created to improve the safety of all road users, particularly vulnerable road users such as pedestrians, cyclists and motorcyclists.

April 2021 | 31 Brent Cross Town - Phase 4A | Phase Transport Report

5 Transport Impacts Transport Matrix Review The production of a Transport Matrix (TM) is required to support this PTR for Phase 4A. The TM, which has been prepared by Arup and was submitted with the scope of the PTR to the Local Planning Authority (LPA) under Condition 37.1 of the S73 Permission. This process is used to give the authorities the necessary reassurance that adequate controls are available to ensure that each proposed development quantum has been appropriately assessed, its transport impact adequately mitigated and that both the phase and the overall development are making appropriate progression towards the end-state. The TM for the Phase 4A was submitted to LBB pursuant to Condition 37.1 of the Section 73 (LPA ref: 21/0721/CON). Therefore, this section will provide a summary of the key findings only. The TM considers the following parameters; • Details of Development Quantum; • Total Numbers of Development Trips; • Total Trip Generation by Mode; • Mitigation and Triggers; • Gateway Junction Demand; and • Construction Traffic. The TM has been prepared on the basis of the phasing and timing as identified in the latest Indicative Construction Programme (ICP). Components of the Transport Matrix The TM assessment would ordinarily identify the cumulative position arising from all development completed at that moment in time, and also then take account of the quantum of development proposed in the phase being considered. However, as no development has been completed at this moment in time the assessment therefore considers the cumulative position for Phase 1, Phase 2 (South) (Thameslink Station), Phase 2 (South) BXS sub-phases as well as the quantum of development sought in Phase 4A.

April 2021 | 32 Brent Cross Town - Phase 4A | Phase Transport Report

Development Quantum by Phase Table 5.1 provides the quantum for Phase 4A tested in the TM. The floor areas used in the TM relate to the planning GEAs and exclude ancillary spaces such as waste storage and cycle parking which do not generate trips in their own right.

Table 5.1: Brent Cross Town Phase 4A Development Floorspace

Land Uses (GEA sqm) Plot Commercial (Flexible Use Class Residential A1/A3/B1/D1/D2) 25 21,121 946

Plot 25 includes an element of ‘commercial’ floorspace which is intended to form a flexible use across A, B and D land use classes. For the purpose of this Transport Matrix, which requires the floor area to be categorised into specific land use, this commercial space has been presented as 231sqm retail (A land use classes) and 715sqm office/business (Class B1) (946sqm GEA total), which is considered a robust approach. Total Number of Development Trips by Mode Worksheet T16 in the TM is used to ensure the total number of trips generated by the proposed development is consistent with those predicted in the transport assessment. A summary of the trips is set out in Table 5.2, with the number of trips by mode is set out in Table 5.3.

Table 5.2: Phase 4A Two-way Person Trips – Pre-Demand Model (TRICS/ TRAVL) – Trips by Land Use

Land Use AM Peak Hour PM Peak Hour (17:00 Saturday Peak (14:00 (08:00 – 09:00) – 18:00) – 15:00) Residential 133 114 61 Office 18 20 1 Retail and Leisure 3 15 23 Total all modes 154 148 86

Table 5.3: Phase 4A Two-way Person Trips – Pre-Demand Model (TRICS/ TRAVL) – Trips by Mode

Mode AM Peak Hour PM Peak Hour Saturday Peak (08:00 – 09:00) (17:00 – 18:00) (14:00 – 15:00) Bus 22 18 13 Rail 19 15 5 London Underground 10 8 5 Private Car (inc. passengers) 71 81 45 Walk 31 25 16 Cycle 1 1 2 Other modes (inc. taxis) 1 1 0 Total all modes 154 148 86

To date no part of the development has been constructed, as such there is no monitoring data available to supplement the trip forecasts. Therefore, worksheet T16 has been completed only using the forecast trip rates.

April 2021 | 33 Brent Cross Town - Phase 4A | Phase Transport Report

Total Trip Generation by Mode The S106 Agreement and the original Framework Travel Plan (FTP) defined the mode split progressions forecast for all modes, on an indicative phase by phase basis, that the BXC developments should aim to achieve on weekdays during the period up to the completion of the development. Since these mode splits were generated there have been a number of changes, including the provision of the Thameslink Station in an earlier phase, as such the amended modal splits for the total Phase 2 (including Thameslink) onwards are provided in Table 5.4.

Table 5.4: Transport Matrix Trip Generation by Mode

Mode Phase 2 3 4 5 6 7 DF Bus 16% 20% 21% 26% 28% 28% 27% Rail 14% 14% 15% 15% 16% 16% 16% London Underground 4% 4% 5% 6% 6% 6% 6% Private Car (inc. passengers) 52% 48% 45% 36% 33% 33% 34% Walk 11% 11% 11% 13% 13% 13% 13% Cycle 1% 1% 1% 2% 2% 2% 2% Other modes (inc. taxis) 2% 2% 2% 2% 2% 2% 2% Total all modes 100% 100% 100% 100% 100% 100% 100%

The mode split and number of trips is expected to evolve as the scheme develops at each phase in line with the aspirations of the original FTP. The Monitoring Strategy developed as part of the original proposals aims to keep track of the evolving mode split proportions as each phase comes forward enabling progress towards the FTP mode split targets to be monitored and managed throughout the development of the scheme. Mitigation and Triggers The Integrated Transport Strategy (ITS) embedded within the approach to BXC, as outlined within the BXC05 of the S73 Permission, provides for the needs of and mitigates the impacts of the masterplan. Definition of the Triggers The triggers are fully described in the Section 106 Agreement. The justification for the triggers was based on a combination of the following: • Provision of the necessary infrastructure and public transport services in advance of the demand arising; • Provision of a rational sequencing of construction, heading towards the End- • State proposals; • Technical assessment of impacts; • Interpolation of demand forecasting and capacity information from the modelling; • Professional experience and judgement; and • Funding.

April 2021 | 34 Brent Cross Town - Phase 4A | Phase Transport Report

Infrastructure Works Details of the proposed triggers and the associated illustrative phasing and timescale for implementation of the physical infrastructure works based on the ICP associated with the January 2020 Re-Phasing application are provided in worksheet T23 of the TM. Demand Management Measures As Phase 4A will take place after Phase 2 (South) (Thameslink Station) which provides the Thameslink Station considerably earlier than originally proposed in the Section 73 Permission, this will have a positive influence over the mode split as a consequence of providing access to rail services. Therefore, no further demand management measures are proposed at this time. Phase 4A TM T23 shows the appropriate infrastructure is being proposed to facilitate and mitigate the impact of development of the sub-phases. Network Capacities and Performance Worksheet T24 is used to assess details about the forecast future flows at five key gateway highway junctions into the BXC site as modelled in the 2010 Consent. The analysis set out in the TM shows that in comparison to the TM flows (See Tables 10, 11 and 12) the fully build out development does not result in any traffic changes at gateway junctions of more than 5% and therefore the cumulative Phase 1, Phase 2 (South) (Thameslink Station), Phase 2(South) and Phase 4A do not meet the significance test threshold criteria and is compliant with the benchmark identified. Maximum Forecast Construction Traffic Worksheet T25 provides details of the maximum forecast construction vehicle movements extracted from the Construction Impact Assessment (CIA) (BXC21). Examining the cumulative vehicle forecast for the sub-phases, the peak demand occurs in 2022. Transport Matrix Summary and Conclusions The TM for Phase 4A, forms an update to the previously approved TM completed as part of the Phase 2 (South) Phase Transport Report. No further intervention is required at this stage as set out in the Transport Matrix Assessment.

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Phased Transport Strategy Integrated Transport Strategy The S73 Permission defined the multi-modal Integrated Transport Strategy (ITS) that has been developed to satisfy the transport needs and mitigate the impacts of the BXC site. The ITS represents a comprehensive and achievable phased plan for delivering the transport vision that was articulated in the Cricklewood, Brent Cross and West Hendon Regeneration Area Development Framework 2005 (DF). The key principles of the Transport Vision are: • Create a new outer London town centre that will reduce journeys into central London during periods of peak travel demand. • Mixed-use development that creates opportunities for short local trips and linked trip especially by non-car modes of travel. • New and improved public transport services that provide additional capacity, new links between areas and an overall higher standard of service. • Integration between modes to facilitate access by public transport to the area. • Improved accessibility and convenience to walking and cycling routes to make journeys easier and more attractive. • Limited new parking associated with development to discourage the use of the car for non- essential journeys. The Transport Vision of the DF recognises that “sustainable development on the scale envisaged within the Development Framework is only feasible if a high proportion of new trips can be made by non-car modes”, albeit the car will remain an important element of travel in outer London. The ITS is comprehensively reviewed and detailed within the S73 Permission. At the core of the ITS is the provision of a fully integrated and, as far as achievable, sustainable public transport network of appropriate travel modes. These modes will provide a good quality and attractive level of service provision for those wishing to access both the BXC site and the surrounding area whilst at the same time maintaining the level of service on the highway network so that drivers are no worse off than had the scheme not been developed. In keeping with the DF vision, the ITS will assist in the delivery of: • Regeneration and sustainability and minimising car use whilst recognising that the private car will continue to be a significant mode of travel in the BXC site. • A new destination in outer London that will provide a focus for trip making as an alternative to the predominant movements into and out of central London. • A mixed-use development that will encourage shorter trips between local destinations that can make use of alternatives to car travel. • Public realm improvements at a human scale that provide a barrier-free environment for pedestrians and cyclists. The aim of the ITS is therefore: • “To make substantial provision for Public Transport and other, more sustainable modes, whilst making suitable provision for appropriate, additional car travel.”

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The twin objectives of ‘sustainable’ provision by public transport and other alternative modes and ‘suitable’ provision for additional car travel are, at the same time both complementary and balanced. The transport infrastructure, services and management measures that are part of the scheme reflect both aspects. A key consideration for the applicants is their commitment to ensure that the ITS is delivered in such a way that it anticipates growth in travel demand arising from background growth and the development itself. This means providing appropriate capacity at an early stage but not providing capacity that is widely out-of-step with demand. Walking, Cycling and Other Modes The ITS also refers to ‘alternative modes’ other than just public transport, which encompasses the following range of alternatives: • Walking • Cycling • Motorcycles • Taxis These elements will be delivered by a range of strategies that will seek to: • Provide safe, secure and direct walking and cycling routes between local destinations and public transport nodes • Maintain and provide connectivity between the local network serving the site and the wider walking and cycling network. This means ensuring that the measures provided contribute to walking and cycling movements utilising the wider network across the local area and also deal with interim stages of development and the impacts of construction works • Provide safe, convenient and secure parking for motorcyclists and cyclists at destinations and public transport interchanges • Provide opportunities for taxis to set down, pick-up and stand at key destinations and public transport interchanges. The aim is to ensure that each phase of development addresses the end state contribution to walking and cycling provision and also addresses the interim solutions and construction impacts. This needs to be considered within the context of the key principle to avoid abortive costs but also arriving at sensible solutions that considers linkages outside of the development. As Phase 4A comprises a single plot, Plot 25, the development proposals seek to ensure a connection to the surrounding comprehensive pedestrian and cycle networks being brought forward as part of preceding Phases, whilst remaining adaptable for future phases. The pedestrian and cycle network as part of BX Town will be delivered in line with the recommendations and findings of the AWWCS and the various phase or subphase pedestrian and cycle strategies. The AWWCS has identified a number of improvements within the wider area beyond the BXC boundary. The plan showing these improvements is contained within Appendix F. These improvements will be delivered alongside the development specific pedestrian and cycle network improvements in order to create a unified and connected pedestrian and cycle network for the BXC area.

April 2021 | 37 Brent Cross Town - Phase 4A | Phase Transport Report

In terms of other users, safe and convenient motorcycle parking will be provided as summarised above and further detailed information will be included within the separate RMTRs, RMA applications and the separate Car Park Strategy and Standards document. Public Transport The public transport strategy aims to provide substantial provision for alternative modes of travel, primarily delivered through a comprehensive strategy for public transport that comprises the following: • Utilisation of spare capacity on existing public transport networks serving the local area in particular on the LUL network and in the contra-flow direction to the main peak hour movements into and out of central London • The flexibility to grow the bus network to provide capacity that will meet new travel demands • Utilisation of additional capacity provided by LUL on the Northern Line • Provision of a new mainline railway station that will enable the scheme and existing local communities to access the planned uplift to the capacity of Thameslink services passing through the area • Improved interchange between public transport nodes in and around the site • The opportunity to enhance access by all modes including taxis between key public transport locations and destinations in and around the site From the outset in Phase 4A, especially as Plot 25 is car free in nature, the aim will be to establish and grow a pattern of increasing use of public transport for everyday activity in and around the scheme that will be led by provision of the new station western entrance to the Thameslink Station, interim interchange facilities together with associated bus services These facilities will be in place as occupation begins and therefore will start to create behaviours which will support sustainable travel by BX Town residents and visitors. These will develop over time with the key aim of enhancing the capacity of the public transport networks and encouraging active travel for new and existing travellers in the area. Highways Although Phase 4A does not include any highway infrastructure as part of its development, it will integrate with the proposed highway layouts promoted in Phase 1 and Phase 2 (South). These proposals are integrated with the wider highways strategy which recognises that car travel will be a proportion of many trips in this part of London. This element of the ITS will be delivered by a highways strategy that seeks to: • Provide mitigation that as a minimum addresses the immediate impact of the scheme such that there is no net detriment compared to the future year Do Minimum (DM) scenario • Maintain the overall operational efficiency of the network within the constraints of the wider network operating capacity • Enable access to the development from key junctions on the strategic road network • Provide an operationally efficient local road network that delivers adequate access but avoids the negative impacts caused by the inappropriate use of local roads.

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As was described in BXC05 a substantial package of highway mitigation measures is being provided as part of the scheme. The key consideration of the phased implementation of highway mitigation measures is that individual decisions will be made in the knowledge that during peak travel periods, some transport networks are congested and therefore the likely travel choices that people make will reflect their reaction to those conditions by switching to another mode, reducing the number or length of journeys, retiming journeys to avoid peak travel periods or choosing a new origin or destination that avoids or reduces their ‘exposure’ to travel congestion. For example, at the macro scale on congested highway networks travel levels are likely to remain relatively stable and controlled by the capacity of the wider highway network and the general tolerance of people to traffic congestion. At the micro or individual level, a whole range of different responses may take place. The ITS responds at both levels with the progressive roll out of infrastructure, services and management measures that will enable individuals to make appropriate travel choices within the wider aim of the strategy. There are a number of highway mitigation measures in place for Phase 1 South and the wider Phase 1 development proposals which have gained consent. The transport matrix assigns each mitigation measure with a threshold level of development which can take place within a specific development zone prior to mitigation being needed. The mitigation measure then becomes triggered by the matrix once the development threshold is met. Management Measures As with Phase 1 and Phase 2, Phase 4A will be subject to a series of management measures which will support use of the sustainable infrastructure provided. These measures include: • FTP and Individual plot travel plans. • Car Parking Strategy. • Servicing and Delivery Strategy. • Transport Advisory Group (TAG)/Transport Fund (TF). • Construction Impact Assessment which proposes appropriate mitigation measures to deal with the impacts of construction traffic. • Construction Logistics Plan (CLP) and Construction Code of Practice. As noted in the consent a monitoring strategy will be used throughout the implementation of development, to ensure that the mode share progressively moves towards the forecasts predicted and targets which were addressed within the FTP. The FTP identified the need for site specific ITPs which will be prepared for Plot 25. The FTP formed part of the S73 Permission.

April 2021 | 39 Brent Cross Town - Phase 4A | Phase Transport Report

6 Summary and Conclusions Summary The regeneration of BXC has planning consent subject to a framework of control that will ensure that the BXC development is carried out in a manner which is consistent with the transport impacts forecast within the consented BXC transport assessment. This PTR examines the end state of Phase 4A based on the preliminary design of the approved transport works for the phase. Further detail will be provided within the relevant RMTR produced for Plot 25 and within the Phase 4A strategies. Existing Site Accessibility The consented development site is located in the southern part of the LBB. The BXC development area is bound by Park Road to the north, the A41 to the east (including Brent Cross Underground Station), the A5 and the border with the London Borough of Brent to the west and the A407 Cricklewood Lane to the south. The site is located close to major highway corridors including the M1 Motorway, A406 North Circular, A5 Edgware Road and A41 Hendon Way. The Phase 4A development area consists Plot 25 which is situated in PTAL 4 ‘good’. The area is well served by the bus route network, with frequent services to a variety of destinations in London. The bus route network in the area is centred on Brent Cross Bus Station, which is the terminus for a number of services. Phase 4A Proposals The Phase 4A proposals comprise Plot 25 only which will provide a mixture of student accommodation and flexible commercial use (Use Classes A1/A3/B1/D1/D2) together with an interim servicing arrangement. Phase 4A is car free and is designed to encourage visitors and residents to travel on foot, by cycle or by public transport. Detailed information regarding Plot 25 will be included within the separate RMTR and the separate strategy documents, where applicable. The following strategies will be produced for the Phase 4A proposals: • Servicing and Delivery Strategy; • Pedestrian and Cycling Strategy; and • Car Parking Strategy and Standards. Transport Matrix and Mitigation The Transport Matrix determines whether each future phase of development is considered to fall within the “envelope of impacts” as presented in the S106 Agreement and that the associated transport impact and mitigation proposed is as forecast in the S73 Consent. Therefore, as set out in the TM no further intervention is therefore required at this stage as set out in the Transport Matrix Assessment.

April 2021 | 40 Brent Cross Town - Phase 4A | Phase Transport Report

Appendices

Brent Cross Town - Phase 4A | Phase Transport Report

A Section 106 (Schedule 17)

Brent Cross Town - Phase 4A | Phase Transport Report

B Phase 2 (Thameslink Station) PERS and CERS Excerpt