Whittington Health NHS Trust

Temporary Education Centre, Whittington Hospital

Transport Statement

June 2019

Contents

1 INTRODUCTION ...... 2

2 EXISTING SITUATION ...... 4

The Site ...... 4 Local Highway Network ...... 5 Accessibility ...... 5 Public Transport ...... 7

3 DEVELOPMENT PROPOSAL ...... 9

Overview ...... 9 Parking ...... 9

4 PLANNING POLICY ...... 11

National Planning Policy Framework ...... 11 Regional Guidance ...... 13 Local Guidance ...... 16

5 EFFECTS OF THE PROPOSAL...... 19

Trip Generation ...... 19 Car Parking ...... 20

6 SUMMARY AND CONCLUSION ...... 23

Conclusion ...... 24

Appendices

Appendix A - PTAL Output Appendix B - TfL Bus Spider Map Appendix C - Proposed Architects Plans

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1 INTRODUCTION

1.1 Caneparo Associates has been appointed by Whittington Health NHS Trust (“The Applicant”) to

provide traffic and transportation advice in relation to the construction of temporary buildings on land currently occupied by the Waterlow Unit, to accommodate the temporary relocation of the Whittington Education Centre. The site forms part of the Whittington Hospital campus, located in the London Borough of Islington (LBI).

1.2 The proposal seeks to demolish the exiting disused Waterlow Unit (Use class D1) and reuse the brownfield land to construct a 3-storey building to allow the relocation of the Whittington Education Centre (“WEC”). The current Waterlow Unit measures 5,146sqm GIA in size with

accompanying on-site parking, including an under croft parking area below the southernmost wing.

1.3 The existing building will be demolished and a temporary building will be constructed for a 5-year period to accommodate the relocated WEC. The site will be served by cycle parking and disabled car parking, in addition to a smaller re-provision of general hospital parking.

1.4 The WEC is currently located in Block G of the Whittington Campus and is sought to be relocated as part of the wider Masterplan for the Hospital, which requires some facilities to relocate over temporary periods to enable the delivery and construction of new facilities or new buildings. The

WEC is being relocated to enable the relocation of health services associated with the Camden and Islington NHS Trust to the Whittington Hospital site.

1.5 The WEC principally provides space for training staff at the Whittington Hospital for both clinical and non-clinical staff in addition to providing meeting room space for general operational requirements of the hospital. The staff which are trained at the facility are already based and work at the Whittington Hospital campus and attend training courses and events as part of their ongoing Continued Professional Development and requirements to fulfil their roles. As such, these staff are already based at the hospital and this will not change as part of the proposals.

1.6 The WEC is also available for external bookings, with individual meeting rooms booked for a variety of uses including sign language courses, support groups, medical training and yoga, amongst others. The use of the rooms by external users is typically only undertaken by a small number of organisations which rent space on a frequent and recurring basis as opposed to ad hoc usage by individuals.

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1.7 This Transport Statement considers the effect of the proposed redevelopment in traffic / transport terms. The remainder of this report is set out as follows:

• Section 2 - summarises the existing situation and the site’s accessibility

• Section 3 - summarises the development proposal

• Section 4 - sets out the relevant transport policy

• Section 5 - considers the potential impacts of the proposal

• Section 6 - provides a summary and conclusion.

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2 EXISTING SITUATION

The Site

2.1 The site is located in the north-eastern corner of the Whittington Hospital campus, located with frontage to Highgate Hill. It is located to the north west of Archway underground station which is approximately 400metres from the site providing direct links into central London. The building comprises of Use Class D1 uses and is currently used for storage. The building is not fit-for- purpose and the cost of refurbishment is unviable.

2.2 The existing and proposed WEC’s location in relation to the wider Whittington Hospital and surrounding area is illustrated in Figure 2.1 below.

Proposed Site Location

Existing WEC Location

© Crown copyright and database rights 2019 Ordnance Survey

Figure 2.1: Site Location

2.3 The existing building (known as Waterlow) currently measures 5,146sqm GIA comprising of 6 storeys. The existing site also accommodates on-site parking – accommodating 29 car parking

spaces. Access in and out of the site is achieved via the two crossovers situated on the eastern side of the site, bordering Highgate Hill.

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Local Highway Network

2.4 Highgate Hill, situated to the east of the site provides a two-way traffic flow in a north-south

direction. Highgate Hill connects to Highgate Highstreet to the north. To the south, Highgate Hill connects to join Archway Road (A1). The majority of Highgate Hill is subject to a speed limit of 20mph, and measures approximately 11.7m in width across the site frontage.

2.5 Footways are provided on both sides of the carriageway, the eastern side of the carriageway measures approximately 3.20m and the western side varies between 2-5m in width with corresponding dropped kerbing when required. Highgate Hill is subject to intermittent on-street permit parking located on both sides of the carriageway.

2.6 Gordon Close, situated south of the site operates at a one-way system providing access into the Hospital campus, however this through road is controlled by hospital security preventing regular vehicular access.

Accessibility

Pedestrians

2.7 All local roads provide footways on either side of the carriageway providing areas of dropped kerbing to enable pedestrians to cross. The nearest signalised pedestrian crossing is located approximately 170m (2minute walk) south of the site on Highgate Hill meeting at the junction with Magdala Avenue. An informal pedestrian crossing with dropped kerbs and a central pedestrian island is located across the site frontage.

2.8 Generally, a person’s willingness to walk is dependent on many factors including; access to a car,

safety, road congestion, weather, gradients, parking, health, direction of route, and purpose of journey. It is generally accepted that for journeys of up to 2km walking is an appropriate mode to replace car trips as set out in The Chartered Institution of Highways and Transportation (CIHT) Guidelines (Guidelines for Providing for Journeys on Foot, 2000) which suggests a maximum ‘acceptable’ walking distance for pedestrians without mobility impairment of 2km. The Transport for London guidance document “Walking Best Practice”, April 2012, also refers to car journeys up to 2km in length which could easily be walked in less than 30 minutes.

2.9 Table 2.1, below, contains suggested acceptable walking distances for pedestrians without mobility impairment for some common trip purposes.

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Table 2.1 Suggested Acceptable Walking Distances

Walking Distances (metres) Definition Commuting / Town Centres Elsewhere Schools Desirable 200 500 400

Acceptable 400 1000 800 Preferred Maximum 800 2000 1200

*Source: Providing for Journeys on Foot, IHT, 2000

2.10 Table 2.2 sets out details of approximate distances between the proposed development site and local amenities, where an average walk speed of 80 metres/minute is assumed. The table illustrates that there are a number of local amenities located within a ‘desirable’ walking distance of the site.

Table 2.2 Approximate Walk Distances to Surrounding Local Amenities Approximate Amenity Location Distance Walking Time Holly Lodge Pre-school Highgate Hill 65m 1minute St Joseph’s Primary School Highgate Hill 150m 2minutes Middlesex University Archway Campus Highgate Hill 240m 4minutes St Joseph’s RC Church Highgate Hill 270m 4minutes Archway Leisure Centre MacDonald Road 400m 6minutes Archway Station Junction Road 400m 6minutes Channing School The Bank 500m 6minutes Post Office Junction Road 500m 7minutes High Street Highgate Highstreet 550-850m 7-10minutes Tesco Express Highgate Hill 650m 8minutes Iceland Food Junction Road 650m 9minutes Upper Holloway Station Holloway Road 800m 12minutes

2.11 As the table shows the site has good levels of pedestrian accessibility to services such as shopping, education and public transport nodes.

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Cycling

2.12 Accepted guidance suggests that for journeys up to 8 kilometres, cycling represents an important mode of transport. This offers potential access across West Hendon, Kensal Green, Arnos Grove and West Green.

2.13 The site is situated close to a number of cycle routes which have been recommended by cyclists where some of these routes connect to wider network of routes. Locally to the site, Dartmouth Park Hill (on the western side of the Whittington Hospital campus) is recommended for use by cyclists and connects to the wider cycle network.

Public Transport

Public Transport Accessibility Level (PTAL)

2.14 Public Transport Accessibility Levels (PTALs) are a theoretical measure of the accessibility of a given point to the public transport network, taking into account walk access time and service availability. The method is essentially a way of measuring the density of the public transport network at a particular point.

2.15 The PTAL is categorised in six levels, 1 to 6 where 6 represents a high level of accessibility and 1 a low level of accessibility. The PTAL levels 1 and 6 are further subdivided into A and B levels, with level A indicating the location is rated towards the lower end of the PTAL category and B towards the higher end.

2.16 Using the TfL web-based connectivity assessment toolkit, it has been determined that the site has a PTAL rating of 6a, demonstrating an excellent level of accessibility to public transport. Appendix A includes a copy of the calculation.

Bus Services

2.17 The closest bus stops to the site are located on Highgate Hill, with two-way services approximately a 2-minute walk from the site (120-130m). There are additional bus stops located on Magdala Avenue which provide access to additional bus services.

2.18 Details relating to the daytime services that stop at the local bus stops are summarised in Table 2.3 below, while the TfL Bus ‘Spider’ Map for the area is included at Appendix B.

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Table 2.3: Summary of Bus Services and Frequencies Frequency per ‘X’ Minutes No. Route Mon-Fri Saturday Sunday 4 Waterloo Station – Archway Station 7-11 11-13 10-13 17 London Bridge Station – Archway Station 6-10 8-11 15 41 Tottenham Hale Bus Station – Archway Station 4-8 5-8 9-11 43 London Bridge Station – Halliwick Park 4-8 6-10 8-14 134 Tottenham Court Road St -Tally Ho Corner 6-9 6-12 8-14 143 Archway Station – Brent Cross Shopping Centre 10-12 10-14 15 210 Brent Cross Shopping Centre – Finsbury Park St 8-12 9-13 11-13 263 Barnet Hospital – Highbury Barn 6-10 8-12 10-13 271 Finsbury Square – South Grove 8-11 9-14 12-14 390 Archway Station – Victoria Bus Station 4-7 3-10 8-11 C11 Archway Station – Brent Cross Shopping Centre 8-12 10-12 12-12 W5 Harringay Sainsbury’s – Archway Station 10-12 11-13 16-20

2.19 Table 2.3 indicates that the site is accessible by a large number of bus services within a short walk distance of the site which provide access to a range of destinations locally and beyond.

Underground Services

2.20 The site is located 400m (6minute walk) from Archway underground station. Archway tube station

provides access to Northern Line services. The Northern Line operates southbound towards Morden and Kennington and northbound towards High Barnet with regular services within the hour.

2.21 The site is located approximately 800m / 12-minute walking distance from Upper Holloway Railway Station. Upper Holloway Railway Station provides an Overground service between Gospel Oak and Barking operating every 15 minutes in both directions.

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3 DEVELOPMENT PROPOSAL

Overview

3.1 The proposal envisions the demolition of the existing Waterlow Unit and the construction of a temporary building to accommodate the WEC which is being relocated from another building within the Whittington Hospital campus.

3.2 The building will continue to be used in the same manner as present, principally providing space for Hospital use – training staff and providing meeting space. External bookings will continue to occur and will not change in the future.

3.3 The proposed temporary relocation will see an increase in its use from 450 people per day on average to approximately 600 people per day. The increase is a consequence of the layout of the

proposed facility being fit-for-purpose and allows a greater number of staff to attend individual training events. The site will be served by approximately 40 members of staff which assist in the coordination and operational requirements for the WEC building.

3.4 Access into the site will be principally retained in its current form with access from the eastern side of the development from Highgate Hill and from the western side of the development for pedestrian use, accessing the wider campus.

3.5 A copy of the proposed plans are included at Appendix C.

Parking

Car Parking

3.6 A total of 16 car parking spaces will be provided within the site, to the rear of the proposed

building. 2 spaces are designed as disabled parking spaces and 3 spaces will benefit from electrical charging infrastructure. This represents a reduction in parking in relation to the existing provision.

3.7 The on-site parking will not be for the use of the WEC, with the exception of the 2 disabled bays. Currently, the parking on the site is for general staff and operational use for the entire Whittington Hospital – it is not for the use by patients or visitors and this will continue to be the case at the redeveloped site.

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Cycle Parking

3.8 5 Sheffield Stands, providing space for 10 bicycles will be provided across the building frontage for use by visitors to the WEC.

3.9 Within the proposed building, a shower will be provided in addition to staff lockers for use by

staff within the building who cycle.

3.10 Cycle parking facilities are also located across the Hospital Campus including lockers and shower facilities which will continue to be available for staff and visitors to the WEC.

Servicing and Refuse Collection

3.11 Servicing and refuse collection is operated centrally across the Whittington Hospital Campus, and, as such, the proposed building will not be serviced directly at all, as per the existing situation at the current WEC building. No servicing or refuse vehicles will travel directly to the proposed building.

3.12 Refuse will be collected from the building by site management who will transfer it to its central refuse store located across the frontage of Block P, located in proximity to the corner of

Dartmouth Park Hill and Magdala Avenue. All waste will be collected and stored in accordance with the Hospital’s stringent Waste Management Plan.

3.13 All deliveries will continue to be handled at the Hospital’s central Goods In facility located within Block Q. Site management will deliver goods to the WEC building, in accordance with the current management arrangements.

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4 PLANNING POLICY

4.1 This section summarises the relevant transport policies at a national, regional and local level.

National Planning Policy Framework

4.2 The National Planning Policy Framework (NPPF) was published in February 2019 and sets out the Government’s planning policies for England and how these are expected to be applied. Chapter 9 sets out the approach to ‘promoting sustainable transport’ and contains a number of policies which should be considered in the creation of planning policy or the determination of planning applications. Those which are applicable to the proposed development are set out below.

4.3 The chapter notes at paragraph 102 that transport issues should be considered from the earliest stages of plan-making and development proposals, so that:

a) “The potential impacts of development on transport networks can be addressed,

b) Opportunities from existing or proposed transport infrastructure, and changing technology and usage, are realised – for example in relation to the scale, location or density of development that can be accommodated,

c) Opportunities to promote walking, cycling and public transport use are identified and pursued,

d) The environmental impacts of traffic and transport infrastructure can be identified, assessed

and taken into account – including appropriate opportunities for avoiding and mitigating any adverse effects, and for new environmental gains,

e) Patterns of movement, streets, parking and other transport considerations are integral to the design of schemes and contribute to making high quality places.”

4.4 The chapter continues at paragraph 103 by stating “the planning system should actively manage patterns of growth in support of these objectives. Significant development should be focused on locations which are or can be made sustainable, through limiting the need to travel and offering a genuine choice of transport modes. This can help to reduce congestion and emissions and improve

air quality and public health. However, opportunities to maximise sustainable transport solutions will vary between urban and rural areas, and this should be taken into account in both plan-making and decision-making.”

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4.5 When considering development proposals Paragraph 108 notes that “in assessing sites that may

be allocated for development in plans, or specific applications for development, it should be ensured that:

a) Appropriate opportunities to promote sustainable transport modes can be – or have been- taken up, given the type of development and its location.

b) Safe and suitable access to the site can be achieved for all users.

c) Any significant impacts from the development on the transport network (in terms of capacity and congestion), or on highway safety, can be cost effectively mitigated to an acceptable degree”.

4.6 Paragraph 109 of the Promoting Sustainable Transport Chapter states: “development should only be prevented or refused on highways grounds if there would be an unacceptable impact on highway safety, or the residual cumulative impacts on the road network would be severe. Within this context applications for development should:

a) Give priority first to pedestrian and cycle movements, both within the scheme and with neighbouring areas; and second -so far as possible – to facilitating access to high quality public transport, with layouts that maximise the catchment area for bus or other public transport services, and appropriate facilities that encourage public transport use.

b) Address the needs of people with disabilities and reduced mobility in relation to all modes of transport.

c) Create places that are safe, secure and attractive – which minimise the scope for conflicts between pedestrians, cyclists and vehicles, avoid unnecessary street clutter, and respond to local character and design standards.

d) Allow for the efficient delivery of goods, and access by service and emergency service vehicles.

e) Be designed to enable charging of plug-in and other ultra-low emission vehicles in safe,

accessible and convenient locations.”

4.7 The chapter concludes at paragraph 111 that “all developments that will generate significant amounts of movement should be required to provide a travel plan, and the application should be

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supported by a transport statement or transport assessment so that the likely impacts of the proposal

can be assessed.”

Regional Guidance

The London Plan (March 2016)

4.8 The London Plan is a Spatial Development Strategy which sets out the framework for the development of London over the next 20-25 years.

4.9 Paragraph 1.53 sets outs the Mayor’s objectives and vision, with point 6 stating the following with regards to transport:

“A city where it is easy, safe and convenient for everyone to access jobs, opportunities and facilities with an efficient and effective transport system which actively encourages more walking and cycling, makes better use of the Thames and supports delivery of all the objectives of this Plan.”

4.10 Chapter 6 (Transport) states that:

“The Mayor recognises that transport plays a fundamental role in addressing the whole range of his spatial planning, environmental, economic and social policy priorities. It is critical to the efficient functioning and quality of life of London and its inhabitants. It also has major effect – positive and negative – on places, especially around interchanges and in town centres and on the environment, both within the city itself and more widely. Conversely, poor or reduced accessibility can be a major constraint on the success and quality of places, and their neighbourhoods and communities. He is particularly committed to improving the environment by encouraging more sustainable means of transport, through a cycling revolution, improving conditions for walking, and enhancement of

public transport.”

4.11 Policy 6.1 sets out a number of strategic aims, with those relevant to the proposals as follows:

a) “encouraging patterns and nodes of development that reduce the need to travel, especially by car;

b) seeking to improve the capacity and accessibility of public transport, walking and cycling, particularly in areas of greatest demand;

c) supporting measures that encourage shifts to more sustainable modes and appropriate demand management; and

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d) promoting walking by ensuring an improved urban realm.”

4.12 In regards to cycle parking, Table 5.1 below sets out the cycle parking minimum standards for Outer London.

Table 4.1: Cycle Parking minimum standards Use Class Long-stay Short-stay D1 Universities and 1 space per 4 staff & 1 space per 1 space per 7 FTE students Colleges 20 FTE students

The Draft London Plan, July 2018

4.13 The draft new London Plan has recently been subject to public consultation which took place from 1 December 2017 to 2 March 2018. The Mayor has considered responses to the consultation and is currently considering the responses to the consultation. The Mayor has provided minor suggested changes to the draft London Plan on 13 August 2018 which are included in the policy

review below. It is intended that the new London Plan will be published in the winter of 2019 / 2020 and is now undergoing its Examination in Public (EiP) by independent inspectors appointed by the Secretary of State. The draft policies pertinent to the proposals are set out below.

4.14 Policy T2 sets out the approach to Healthy Streets – the approach to implementing the Mayor’s Transport Strategy – to deliver the infrastructure and public realm required to significantly increase levels of walking, cycling and public transport use throughout London. It aims to make the city more accessible, inclusive and welcoming to all, so that every Londoner can be active every day, creating a healthier city, inclusive for people from all backgrounds, ensuring inequalities

are reduced. The following elements are pertinent to this proposal:

“Development proposals and Development Plans should deliver patterns of land use that facilitate residents making shorter, regular trips by walking or cycling.

Development proposals should:

1) demonstrate how they will deliver improvements that support the ten Healthy Streets Indicators in line with Transport for London guidance.

2) reduce the dominance of vehicles on London’s streets whether stationary or moving.

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3) be permeable by foot and cycle and connect to local walking and cycling networks as well as

public transport.”

4.15 Draft Policy T5 sets out the approach to cycle parking with the following pertinent points

“Development Plans and development proposals should help remove barriers to cycling and create a healthy environment in which people choose to cycle. This will be achieved through:

1. supporting the delivery of a London-wide network of cycle routes, with new routes and improved infrastructure.

2. securing the provision of appropriate levels of cycle parking which should be fit for purpose, secure and well-located. Developments should provide cycle parking at least in accordance with the

minimum standards set out in Table 10.2 and Figure 10.2 and should be designed and laid out in accordance with the guidance contained in the London Cycling Design Standards. Development proposals should demonstrate how cycle parking facilities will cater for larger cycles, including adapted cycles for disabled people.”

4.16 In regards to cycle parking, Table 4.2 below sets out the draft cycle parking minimum standards.

Table 4.2: Cycle Parking minimum standards Use Class Long-stay Short-stay

D1 University 1 space per 4 FTE staff & 1 Space 1 Space per 7 Students and Colleges per 20 FTE Students

4.17 Policy T6 sets out the proposed policy for car parking at new developments. Whilst no specific policy requirements are set out for new hospital or education developments, the following generic policy requirements are set out:

“A) Car parking should be restricted in line with levels of existing and future public transport accessibility and connectivity.

B) Car-free development should be the starting point for all development proposals in places that are (or are planned to be) well-connected by public transport, with developments elsewhere designed to provide the minimum necessary parking (‘carlite’). Car-free development has no general parking

but should still provide disabled persons parking in line with part D of this policy.

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D) Appropriate disabled persons parking for Blue Badge holders should be provided as set out in

Policy T6.1 Residential parking to Policy T6.5 Non- residential disabled persons parking.

E) Where car parking is provided in new developments, provision should be made for infrastructure for electric or other Ultra-Low Emission vehicles in line with policies T6.1, T6.2, T6.3 and T6.4. All operational parking should make this provision, including offering rapid charging. New or re- provided petrol filling stations should provide rapid charging hubs and/or hydrogen refuelling facilities.

F) Adequate provision should be made for efficient deliveries and servicing and emergency access.”

4.18 Policy T7 relates to freight and servicing where part G is pertinent to the development proposals

as follows:

G. Development proposals should facilitate sustainable freight and servicing, including through the provision of adequate space for servicing and deliveries off-street. Construction Logistics Plans and Delivery and Servicing Plans will be required and should be developed in accordance with Transport for London guidance and in a way which reflects the scale and complexities of developments.

Local Guidance

London Borough of Islington Core Strategy (2011)

4.19 The Council’s Core Strategy is a key document within the Local Plan, providing the Strategic Vision up to 2025 and is used to make decisions on planning applications. As such, it contains elements on transport provision including Policy CS10, part H whereby the Council will seek to minimise contribution to climate change by:

4.41 “Encouraging sustainable transport choices through new development by maximising opportunities for walking, cycling and public transport use, and requiring that all new developments are car-free.”

Islington Development Management Policies (2013)

4.20 The Islington Development Management Policies document sets out detailed policies to seek to ensure the objectives of the Council can be achieved with respect to new development. It is a key document for assessing planning applications over the plan period. A number of transport policies

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are set out in Chapter 8 which need to be considered as part of any planning application. A

number of these most relevant to the proposed development are listed below.

4.21 Policy DM8.1 – Movement Hierarchy:

“The design of developments, including building design and internal layout, site layout, public realm and the provision of transport infrastructure, is required to prioritise the transport needs of pedestrians, public transport users and cyclists above those of motor vehicles.”

4.22 Policy DM8.4 – Walking and Cycling:

“Major developments, minor developments creating new residential and/or commercial units, and extensions of 100m2 or greater, are required to provide cycle parking in accordance with the

minimum standards set out in Appendix 6. Cycle parking is required to be designed to best practice standards and shall be secure, sheltered, integrated, conveniently located, adequately lit, step-free and accessible. Cycle parking shall include an adequate element of parking suitable for accessible bicycles and tricycles.

D. Major developments, minor developments creating new residential and/or commercial units, and extensions of 100m2 or greater are required to provide end-of-trip facilities for cyclists in accordance with best practice. End-of-trip facilities are required to be provided at a level proportionate to the size of the development and the required level of cycle parking.”

4.23 Cycle parking is required to be provided at a minimum of 1 space per 7 Staff and 1 space per 7 peak time students.

4.24 Policy DM8.6 – Delivery and servicing for new developments:

A. “Provision for delivery and servicing should be provided off-street, particularly for commercial developments over 200m2 gross floor area. In order to ensure proposed delivery and servicing arrangements are acceptable:

i. It must be demonstrated that servicing and delivery vehicles can enter and exit the site in forward gear.

ii. Details shall be submitted to establish the delivery and servicing needs of developments.

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iii. Delivery and servicing bays are required to be strictly controlled, clearly signed and

only used for the specific agreed purpose.

B. Where on-street servicing is proposed details must be submitted to demonstrate the need for on- street provision and that off-street provision is not practical, and to show that arrangements will be safe and will not cause a traffic obstruction or nuisance. Traffic modelling may be required.

C. For major developments, details of refuse and recycling collection must be submitted, indicating locations for collection vehicles to wait and locations of refuse and recycling bin stores. Applications for larger residential developments must demonstrate that delivery and servicing would not impact negatively on refuse collection arrangements.

D. It must be demonstrated that worst case scenarios have been assessed and their impacts mitigated, in terms of delivery and servicing. It may be required to demonstrate such scenarios in TRAVL (Trip Rate Assessment Valid for London.”

4.25 The location of the existing Hospital site is accessible by sustainable modes of transport and this application includes cycle facilities to policy standards to encourage the use of this sustainable mode of transport. Furthermore, the proposals include a reduction in car parking at the site and the adoption of a Travel Plan to further encourage the use of sustainable modes of transport, in accordance with transport policy at national, regional and local level.

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5 EFFECTS OF THE PROPOSAL

5.1 This section considers the potential effects of the proposal in terms of trip generation, parking,

access and servicing.

Trip Generation

5.2 The proposals constitute the relocation of the WEC from another building within the Hospital Campus, moving less than 100m from its current location. The WEC will continue to be for the principle use by Whittington Hospital staff, and not by external parties for which bookings are not expected to change.

5.3 As a consequence of the proposed relocation, the number of users will increase from 450 people per day on average to approximately 600 people per day. The increase is a consequence of the

layout of the proposed facility being fit-for-purpose and allows a greater number of staff to attend individual training events.

5.4 The WEC is being relocated to be able to better accommodate the future vision of the wider Whittington Hospital, enabling the potential for future relocation and expansion of other facilities which will be considered in future planning applications, as opposed to accommodate a change in operations.

5.5 Staff will continue to travel to the Hospital as they do normally, and would only use the facilities

at the WEC as part of their training requirements, simply requiring staff to travel to a different part of the site for the duration of the course.

5.6 The relocation of the WEC will not alter the way or the number of people who travel to the Whittington Hospital Campus.

5.7 Notwithstanding the above, to understand the way in which people travel to and from the site, consideration has been given to 2011 Census data for Method of Travel to Work for middle super output area Islington 004 in which the Hospital is located. Table 5.1 below summarised the modal share for travel to work trips.

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Table 5.1: Method of Travel to Work

Method of Travel Mode Share

Underground 21.3%

Train 10.6%

Bus 28.4%

Taxi 0.2%

Motorcycle 0.9%

Car Driver 22.1%

Car Share 1.2%

Bicycle 3.7%

On Foot 11.3%

Other 0.2%

Total 100%

5.8 As can be seen in the table above, the vast majority of people will be expected to travel by sustainable modes. In reality, the proportion of people who travel by car will be much lower than the 22.1% suggested by Census data owing to the limited opportunities for car parking across the Hospital campus and on surrounding streets.

Car Parking

5.9 The proposals incorporate the construction of 14 standard parking spaces and 2 disabled spaces.

5.10 The proposals incorporate the construction of 3 electric vehicle charging spaces, equivalent to 20% of the number of spaces in accordance with the London Plan. Owing to the temporary nature

of the building, no passive spaces are proposed as future-proofing a temporary site will be prohibitive to the construction of the site.

5.11 The standard parking spaces will not be for the use of the WEC and will instead provide parking spaces for the Hospital campus, as the existing spaces at the site do so. The WEC itself will be car- free with the exception of disabled parking.

5.12 The 2 disabled spaces are principally for the use of the WEC, providing an improvement to the existing situation as there are currently no disabled parking spaces within the Waterlow Unit car parking area.

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5.13 The proposals will yield a reduction in parking across the Hospital site by reducing parking within

the site boundary from 29 spaces to 14 spaces – a 50% reduction in spaces.

5.14 It is acknowledged that standard car parking spaces are resisted in planning policy as a consequence of the highly accessible location of the site in relation to public transport. However, it should be acknowledged that the wider Hospital campus only has a very limited supply of parking which is necessary to accommodate its day-to-day operational requirements. As such, it is necessary to continue to provide an element of car parking on the site, particularly during the transition phase across the temporary lifespan of the proposed building.

5.15 It is considered that, on balance, the proposed approach to car parking is acceptable owing to the

proposed reduction in parking on the site coupled with the need to continue to accommodate parking and preventing any potential overspill parking on local roads.

Cycle Parking

5.16 Five Sheffield stands will be provided across the building frontage, providing space for 10 bicycles to be parked simultaneously. Each of the spaces at either end of the bank of spaces can accommodate larger, accessible cycles, equating to 20% of spaces.

5.17 Islington requires a minimum of 1 cycle parking space per 7 staff and 1 space per 7 peak time students for higher education facilities which is the most suitable comparable facility to consider the proposals against.

5.18 Consideration should be given to the wider cycle parking strategy across the Hospital. Across the

Hospital, a number of spaces are found including some which are for staff only and others for use by staff or visitors. As highlighted previously, the proposed building will not give rise to any new trips to or from the Hospital itself, and the existing facilities are already suitable in accommodating their demand.

5.19 The existing Waterlow building benefits from only 4 cycle parking spaces and the existing building to be demolished does not have any provision at all. As such, the proposal to provide 10 spaces is considered a benefit to the proposals and the wider hospital, continuing to ensure cycle trips can be accommodated. The usage of cycle parking across the Hospital will continue to be

reviewed by site management and the number of spaces increased should demand arise.

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Servicing and Refuse Collection

5.20 Refuse collection and servicing will continue to be managed centrally across the Hospital in accordance with the existing situation, and, as such, no delivery or refuse vehicles will be required to directly access the WEC building.

5.21 A Delivery and Servicing Plan has been prepared to support the application and is submitted as a separate document to demonstrate how such activities are, and will continue to be, rigorously managed.

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6 SUMMARY AND CONCLUSION

6.1 Caneparo Associates has been appointed by Whittington Health NHS Trust to provide traffic and

transportation advice in relation to the proposal for the construction of a temporary building (for a period of up to 5 years) to accommodate the relocation of the Whittington Education Centre (WEC), within the Whittington Hospital Campus.

6.2 The proposals envisage the demolition of the existing Waterlow building which is used for storage and not fit-for-purpose. A new temporary building will be constructed to relocate the WEC to a new facility which better accommodates its needs. The WEC is currently located in Block G of the Whittington Campus and is sought to be relocated as part of the wider Masterplan for the

Hospital.

6.3 The WEC principally provides space for training staff at the Whittington Hospital for both clinical and non-clinical staff in addition to providing meeting room space for general operational requirements of the hospital. It also accommodates a number of external bookings involving the renting of individual meeting rooms by a range of other organisations.

6.4 The local area is well suited to walking and cycling with a wide range of local amenities available in the vicinity of the site. The site is located within a short walking distance of numerous bus services and tube and rail services. In addition, a wide range of shops, services and facilities can

be reached on foot.

6.5 The proposed relocation will enable an increase in the number of users each day from an average of 450 people per day to approximately 650 people. This is a consequence of the new facilities being able to facilitate more training opportunities for Hospital staff (which are already based on the Hospital campus) than its current building. The increase will not result in an increase in staff visiting the wider site.

6.6 The site will create a reduction in general car parking which will decrease from 29 spaces to 14 spaces which will be for the use of the Hospital campus, and not for the WEC. 2 disabled parking

spaces will be provided in the car park which will principally accommodate the needs of the building.

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6.7 Cycle parking will be provided with 10 spaces proposed to be located across the building frontage.

This provision will complement the existing site-wide cycle parking strategy and improve the facilities in this location of the Hospital campus. A Travel Plan also accompanies the application to encourage the uptake of sustainable modes of travel.

6.8 Deliveries and servicing will continue to be managed centrally by the Hospital, enabling the safe and efficient movement of goods. As such, the proposed temporary building will not be required to be accessed by any goods or refuse vehicles. A Delivery and Servicing Plan has been submitted with the application to summarise the methodology employed.

Conclusion

6.9 In light of the above, it is concluded that there would not be any unacceptable impact on the highways and transportation network arising from the proposed development, and therefore, the proposal is in accordance with the requirements of the National Planning Policy Framework.

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Appendix A

TRANSPORT FOR LONDON

PTAL output for Base Year Map key - PTAL 6a 0 (W orst) 1a Tharapai Lam,PhueNtsholing,Bhutan, United Kingdom 1b 2 Easting: 529067, Northing: 187047 3 4 5 6a 6b (Best) Grid Cell: 115404 Map layers

Report generated: 08/05/2019 PTAL (cell size: 100m)

Calculation Parameters Day of Week M-F Time Period AM Peak Walk Speed 4.8 kph Bus Node Max. Walk Access Time (mins) 8 Bus Reliability Factor 2.0 LU Station Max. Walk Access Time (mins) 12 LU Reliability Factor 0.75 National Rail Station Max. Walk Access Time (mins) 12 National Rail Reliability Factor 0.75

Copyright TfL 2019 1 / 2 Calculation data Mode Stop Route Distance Frequency Walk Time SWT TAT (mins) EDF Weight AI (metres) (vph) (mins) (mins) Bus HIGHGATE HILL HORNSEY LANE 271 112.31 8 1.4 5.75 7.15 4.19 1 4.19 Bus HIGHGATE HILL HORNSEY LANE 210 112.31 7.5 1.4 6 7.4 4.05 0.5 2.03 Bus HIGHGATE HILL HORNSEY LANE 143 112.31 5 1.4 8 9.4 3.19 0.5 1.6 Bus HIGHGATE HILL HORNSEY LANE W5 112.31 5 1.4 8 9.4 3.19 0.5 1.6 Bus ARCHWAY STATION 263 381.12 6 4.76 7 11.76 2.55 0.5 1.28 Bus ARCHWAY STATION 134 381.12 12 4.76 4.5 9.26 3.24 0.5 1.62 Bus ARCHWAY STATION 43 381.12 10 4.76 5 9.76 3.07 0.5 1.54 Bus MAGDALA AV HIGHGATE HILL C11 256.24 7.5 3.2 6 9.2 3.26 0.5 1.63 Bus MAGDALA AV HIGHGATE HILL 4 256.24 6 3.2 7 10.2 2.94 0.5 1.47 Bus ARCHWAY MACDONALD ROAD A P 41 377.18 12 4.71 4.5 9.21 3.26 0.5 1.63 O Bus ARCHWAY MACDONALD ROAD A P 390 377.18 8 4.71 5.75 10.46 2.87 0.5 1.43 O Bus ARCHWAY MACDONALD ROAD A P 17 377.18 7.5 4.71 6 10.71 2.8 0.5 1.4 O Rail Upper Holloway 'BARKING-GOSPLOK 801.18 4 10.01 8.25 18.26 1.64 1 1.64 2J00' Rail Upper Holloway 'GOSPLOK-BARKING 801.18 4 10.01 8.25 18.26 1.64 0.5 0.82 2J07' LUL Archway 'Morden-HighBarnet ' 452.33 14.67 5.65 2.79 8.45 3.55 1 3.55 LUL Archway 'Morden-MillHillE ' 452.33 4 5.65 8.25 13.9 2.16 0.5 1.08 LUL Archway 'HighBarnet-Morden ' 452.33 0.33 5.65 91.66 97.31 0.31 0.5 0.15 LUL Archway 'HighBarnet-Kenningt ' 452.33 5.33 5.65 6.38 12.03 2.49 0.5 1.25 LUL Archway 'MillHill-Morden ' 452.33 1.67 5.65 18.71 24.37 1.23 0.5 0.62 LUL Archway 'MillHillE-Kenningt ' 452.33 1.67 5.65 18.71 24.37 1.23 0.5 0.62 Total Grid Cell 31.13 AI:

Copyright TfL 2019 2 / 2

Appendix B

Buses from Archway Barnet High Road 43 263 Church Whetstone 134 Friern Barnet BARNET Tottenham Hale 41 Barnet High Barnet Halliwick Park Hospital North Finchley Woodhouse Road TOTTENHAM Broad Lane Tally Ho Corner Friern Barnet Town Hall Seven Sisters East End Road East Finchley High Road Colney Hatch Lane Squires Lane Manor View North Finchley MUSWELL Vineyard Grove Lichfield Grove Basing Way Cemetery West Green Road Muswell Hill Broadway Route finder Hail & Ride HILL Turnpike Lane Long Lane section East Finchley Muswell Hill Road Cranley Gardens Hornsey Police Station Vines Avenue Great North Road HARRINGAY FINCHLEY Muswell Hill Road Onslow Gardens Hail & Ride Endymion Bus route Towards Bus stops The Bishops Avenue W5 Ballards Lane Muswell Hill Road Highgate Wood Tottenham Lane section Road 4 Waterloo ○E ○J Long Lane Great North Road Archway Road YMCA Woodside Avenue Muswell Hill Road Muswell Hill Road Weston Harringay Harringay 17 London Bridge ○R Wood Lane/Highgate Stanhope Park Green Lanes Finchley Central Shepherd’s Sainsbury’s North Hill North Hill Avenue Archway Road Road Hill 41 ○G ○M ○Y Talbot Road/North Hill Highgate Tottenham Hale North Hill Highgate Group Practice Crouch End Broadway Archway Road Hail & Ride 43 ○D ○P North Hill Hillcrest Estate Crouch End Hill Friern Barnet Hendon Lane Northwood Road section HIGHGATE Edison Road North Road CROUCH London Bridge ○R Highgate School 271 Archway Road Stanhope Road Hampstead Lane Hornsey Lane Hendon Hampstead Heath Compton Avenue/ Hampstead Lane Langdon Park Road Crouch End Hill END 134 North Finchley ○T ○U Hornsey Lane Beaumont Rise Hornsey Lane The Quadrant Spaniards Inn Kenwood House Highgate Close Archway Bridge ○S ○W Hornsey Lane Tottenham Court Road Kenwood Hampstead Lane Hampstead Lane Hornsey Lane Fitzwarren Gardens HENDON House Stormont Road Athlone House Highgate Village Cromwell Hornsey Rise 143 Brent Cross Shopping Centre ○A ○E South Grove Avenue Archway Road ○A ○N ○W ○Z Hampstead Heath Highgate High Street Hazellville Road 210 Brent Cross Shopping Centre Hendon Jack Straw’s Castle Waterlow Road Central Bisham Gardens St. John’s Way Hornsey Road ○B ○C ○M ○Y Sunnyside Road Finsbury Park M RD. Y Highgate Hill D I R A R R Y Golders Green A A A P R O W 263 ○D ○P Waterlow Park/ S N Barnet Hospital C A E D S D H D ’ Z Lauderdale House A N W H H O A J ○R I Highbury & Islington G B Y Brent Cross H . Hornsey Road G T A R S 271 ○A ○D ○E ○P TE O M Hanley Road Highgate Village A D A H I C Whittington LL G Moorgate ○B ○C ○R Brent Cross The yellow tinted area includes every F E N Hospital U bus stop up to one-and-a-half miles N D Hanley Road 143 Shopping Centre E OA Magdala Avenue Entrance V E R Almington Street 390 ○S ○W A E Victoria from Archway. Main stops are shown Dartmouth Park Hill N 210 LA R DA J R O in the white area outside. AG ROAD H ○E ○J M MACDONALD T ’S C11 Brent Cross Shopping Centre C11 L N E H Crouch Hill O Archway U J S D H . A Hanley Road W5 ○A ○E O T L Harringay VORLEY W L S L LO I Clitterhouse Estate ROAD WA V HARGR Y R Dartmouth Park Hill RD. OA AVE D Chester Road B P REDG AR Upper Holloway Stroud Green Road Claremont Road ROAD E Albert Road V RO Chester Road HA D G RGRA A BROOKSIDE ’S V O Highgate Library E PA N R R H STROUD K ROAD O CRICKLEWOOD J Swain’s Lane . N ST O Brookfield Park I S T GREEN N Holloway Road Cricklewood C DE N AR Alexander Road Parliament Hill Fields U G BIC J N Key Dartmouth Park Hill KERTON ROAD PEMBERTO West Hampstead Dartmouth Park Road Stroud Green Road Highgate Road T S Holloway Road Tollington Park William Ellis School Manor Gardens Ø— Connections with London Underground Finchley Road Junction Road Dartmouth Park Hill Monnery Road Tufnell Park Tufnell Park Holloway Seven Seven u Connections with London Overground Swiss Cottage Highgate Road Junction Road Road Road Seven Sisters Road/ Sisters Road Sisters Road Gordon House Road Dalmeny Road Holloway Road Parkhurst Road Hornsey Road Fonthill Road R Connections with National Rail Belsize Park Tufnell Park Tufnell Park Road Tufnell Park Road Seven Seven Î Connections with DLR Gordon House Road Campdale Road Carleton Road Holloway Sisters Road Sisters Road Nag’s Head Nag’s Head Durham Road  Hampstead Heath Fortess Road Connections with river boats Lady Somerset Road Royal Free Hospital Gospel Oak Brecknock Road Caledonian Road Finsbury Park 210 Carleton Road Ø— Tube station with 24-hour service Friday and Camden Road Fortess Road Blackstock Road Saturday nights Mansfield Road Mansfield Road Fortess Walk Brecknock Road Caledonian Road Southampton Road/ Estelle Road Hilldrop Road Freegrove Road Holloway Road Agincourt Road Tollington Road Kentish Town Caledonian Road Brecknock Road Highbury Barn KENTISH Camden Road Hillmarton Road Holloway Road Kentish Town York Way Holloway Road TOWN Post Office Camden Road Caledonian Road Liverpool Road 263 Highbury Grove Kentish Town Road Holloway Road Ways to pay Prince of Wales Road York Way H. M. Prison Pentonville St. Mary Magdalene Church Camden Park Road HIGHBURY Caledonian Road & Highbury & Islington Kentish Town Road Canonbury Road Royal College Street Barnsbury Use your contactless debit or credit card. It’s the King’s Cross Islington Essex Road same fare as Oyster and there is no need to top up. CAMDEN Camden Town ISLINGTON Angel Hoxton Baring Street St. Pancras Gray’s Inn Road Goswell Road International City Road TOWN Mornington Crescent Chancery Lane Barbican Top up your Oyster pay as you go credit or buy Old Street Travelcards and bus & tram passes at around Hampstead Road Holborn Circus Museum of London CITY 4,000 shops across London. Euston Farringdon Street St. Paul’s 271 Moorgate Oxford Street Warren Street Finsbury Square Selfridges for Tottenham Bond Street Court Road Euston Square Bank Fleet Street Ludgate Circus St. Paul’s Mansion House Cannon Street Park Lane Marble Oxford Gower University for City Thameslink Cathedral 390 Arch Circus Street College Aldwych for Covent Garden Monument Hospital and London Transport Museum Victoria Hyde Park Corner River Thames 134 Tottenham Court Road Shaftesbury Avenue London Bridge Waterloo 17 43 4 for Guy’s Hospital for IMAX Cinema, London Eye and Southbank Centre

© Transport for London Information correct from 17 June 2017 Archway (ISL) TFL33005.05.17 (F)

Appendix C

The use of this data by the recipient acts as an agreement of the following statements. Do not use this data if you do not agree with any of the following statements:-

All drawings are based upon site information supplied by third parties and as such their accuracy cannot be guaranteed. All features are approximate and subject to clarification by a detailed topographical survey, statutory service enquiries and confirmation of the legal boundaries.

The controlled version of this drawing should be viewed in DWF or PDF format not DWG or other formats. All prints of this drawing must be made in full colour.

Where this drawing has been based upon Ordnance Survey data, it has been reproduced under the terms of Ryder Licence No. 100000144. Reproduction of this drawing in whole or in part is prohibited without the prior permission of Ordnance Survey.

Do not scale the drawing. Use figured dimensions in all cases. Check all dimensions on site. Report any discrepancies in writing to Ryder before proceeding. Scale Bar (m)

0 2 4 8 16 N

1.8m high railings (inc. gate)

Rain garden SuDS Key

Existing gas Block paving housing 75250 Cycle shelter Aco 7750075258 with 5 racks Asphalt 75300 Pedestrian paving New retaining wall 300mm Gravel margin to sides of building 75900 75500 Existing footpath Shrub planting External tap and and junctions FW Gully to Bin Store Proposed trees 75200 Existing trees 75400 Gully Bench

75500 Bin Store 1.2m High railings

Bench 75300 FFL 75500 1.8m Close board fence 75320 75400 1.8m High railings

Electrical charging point 74500 75356

75350 74200 75120 Aco

74600 74700

Gully

Gully

75182 Vehicular barrier controls 75100 75100

75000

74900 74900

74850 74800 Gully 74750 Rain garden SuDS

P4 Planning issue AHA RBA 30/05/19 P3 RevisionParking updated following AHA SBL 08/05/19 changes to building layout P2 Electronic charging points added AHA SBL 23/04/19 P1 First Issue EGR SBL 03/04/19 Rev. Description Drawn Checked Date

Amendment

Suitability For information Project Whittington Health NHS Trust Education Centre Relocation Whittington Hospital Drawing Proposed Site plan

Drawing No. Project ID Originator Zone Level Type Role Number WHMP - RYD - 00 - XX - DR - L - 2001

Ryder Project No. Scale at A1 Status Revision 3402-01 As S2 P4 indicated Proposed Site Plan

1 : 200 [email protected] www.ryderarchitecture.com