10-14 WHITE LION STREET, ANGEL, N1 9PF

Proposed Office Development

Transport Assessment On behalf of Powderworth Limited

February 2016 Project: 10-14 White Lion Street, Angel, N1 9PF Proposed Office Development

Client: Powderworth Limited

Document: Transport Assessment

Gateway TSP ref: TG/15-0713 TA v1.0.docx

Issue date: 19th February 2016

Status: v1.0

Authorised by: LF

© Copyright Gateway TSP 2016

Transport Planning & Design Surrey Technology Centre 40 Occam Road Guildford GU2 7YG

01483 685220 [email protected] www.gateway-tsp.co.uk CONTENTS

1 Introduction ...... 2 2 Transport Policy ...... 4 3 Existing Conditions...... 10 4 Proposed Development ...... 24 5 Net Impact of Development Proposals...... 26 6 Travel Plan...... 31 7 Summary and Conclusions...... 32

Figures

Figure 1: Strategic Site Location Figure 2: Local Site Location

Appendices

Appendix A: Islington Cycle Routes Appendix B: The Angel, Islington Bus Spider Map Appendix C: PTAL Calculation Output Appendix D: TIM Mapping Outputs Appendix E: PIA Data Summary Appendix F: Proposed Site Layout Drawings Appendix G: Angel Mews Vehicle Swept Path Analysis Appendix H: Existing Site Use TRICS Output Appendix I: Proposed Office TRICS Output Appendix J: Framework Travel Plan

10-14 White Lion Street, Angel, N1 9PF 1 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 1 INTRODUCTION

1.1 Gateway TSP is instructed by Powderworth Limited to prepare this Transport Assessment (TA) to accompany a planning application to redevelop 10-14 White Lion Street for employment use. This Transport Assessment should be read in conjunction with an accompanying Framework Travel Plan (FTP) also prepared by Gateway TSP.

1.2 The application site is located in Angel, within the Borough of Islington. Angel is centrally located with Stoke Newington and Highbury to the north, St Pancras and to the west, Shoreditch and Bethnal Green to the east and Finsbury and Farringdon to the south.

1.3 The application site is located in an area of mixed land uses including residential, retail, employment and leisure uses within the vicinity of the site along White Lion Street, Pentonville Road and Baron Street.

1.4 The application site is currently occupied by a part one and part two-storey building providing 1,800 square metre gross floor area of D1 accommodation, which is occupied by Kaplan International College (KIC) London, an international college which offers preparatory courses for students to progress on to degree courses at three London universities. KIC are in the process of relocating to a site in .

1.5 The proposals involve the demolition of the existing building and its replacement with a 6,622 square metre gross external area building over five storeys and a basement, to provide B1 employment floorspace.

1.6 This TA refers to guidance contained within the “Transport Evidence Bases in Plan Making” section of the National Planning Practice Guidance (NPPG). This document supersedes the guidance document ‘Guidance on Transport Assessment’ (March 2007).

10-14 White Lion Street, Angel, N1 9PF 2 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 1.7 The remainder of the Transport Assessment will be set out as follows:

i) Section 2 identifies the transport planning policy context;

ii) Section 3 outlines the existing conditions;

iii) Section 4 outlines the development proposals;

iv) Section 5 identifies the net impact of the development proposals;

v) Section 6 outlines the Framework Travel Plan principles; and

vi) Section 7 provides the summary and conclusions.

10-14 White Lion Street, Angel, N1 9PF 3 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 2 TRANSPORT POLICY

2.1 Statutory transport policy and guidance relevant to the proposed development is found within the following documents:

i) The National Planning Policy Framework (NPPF);

ii) The London Plan, Spatial Development Strategy for Greater London; and

iii) The London Borough of Islington Local Plan.

National Policy

2.2 The National Planning Policy Framework (NPPF) sets out the Government’s planning policies for England and how these are expected to be applied.

2.3 The NPPF presumes in favour of sustainable development and is a material consideration in planning decisions. Twelve core land-use planning principles are put forward to underpin both plan-making and decision-taking, one of which is to “actively manage patterns of growth to make the fullest possible use of public transport, walking and cycling, and focus significant development in locations which are or can be made sustainable.”

2.4 Paragraph 32 addresses the relationship between development and sustainable transport as follows:

“All developments that generate significant amounts of movement should be supported by a Transport Statement or Transport Assessment. Plans and decisions should take account of whether:

• the opportunities for sustainable transport modes have been taken up depending on the nature and location of the site, to reduce the need for major transport infrastructure;

10-14 White Lion Street, Angel, N1 9PF 4 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 • safe and suitable access to the site can be achieved for all people; and

• improvements can be undertaken within the transport network that cost effectively limit the significant impacts of the development. Development should only be prevented or refused on transport grounds where the residual cumulative impacts of development are severe.”

2.5 Paragraph 35 suggests that developments should be located and designed where practical to, among other things, give priority to pedestrian and cycle movements, have access to high quality public transport facilities, create safe and secure layouts which minimise conflicts between traffic and cyclists or pedestrians and consider the needs of people with disabilities by all modes of transport.

2.6 It is noted at paragraph 36 that travel plans will provide a key tool in facilitating these objectives and all developments that generate significant amounts of movement should provide one.

2.7 Paragraph 37 encourages planning policies that aim for a balance of land uses within their area so that people can be encouraged to minimise journey lengths for employment, shopping, leisure, education and other activities.

2.8 Off-street parking provision is referred to by paragraph 39, which says that in setting local parking standards for development, local planning authorities should take into account accessibility; the type, mix and use of the development; the availability of and opportunities for public transport; local car ownership levels; and an overall need to reduce the use of high-emission vehicles.

10-14 White Lion Street, Angel, N1 9PF 5 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Regional Policy

2.9 Further Alterations to The London Plan, Spatial Development Strategy for London (published March 2015) sets out an integrated economic, environmental, transport and social framework for the development of London over the next 20-25 years.

2.10 One of the Mayor’s six objectives relates to transport and is to ensure that London is:

“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.”

2.11 The transport aspects of the London Plan relevant to the proposed development are discussed in the following paragraphs.

2.12 Policy 6.1 establishes the Mayor’s strategic approach to transport. Of relevance it states that the Mayor will encourage the closer integration of transport and development by:

“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;

g. supporting measures that encourage shifts to more sustainable modes and appropriate demand management; and

i. promoting walking by ensuring an improved urban realm.”

10-14 White Lion Street, Angel, N1 9PF 6 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 2.13 In relation to walking, Policy 6.10 states that in respect of planning decisions:

“Development proposals should ensure high quality pedestrian environments and emphasise the quality of the pedestrian and street space.”

Local Policy

2.14 Local policy is contained within the London Borough of Islington’s Local Plan. The Local Plan contains a suite of documents including the Core Strategy (adopted in February 2011) which identifies the vision for development in the Borough and the Development Management Policies (adopted in June 2013) which contains detailed policies developing the Core Strategy vision.

2.15 The Core Strategy overall vision is:

“for the borough to be a place where real change has been achieved to create a stronger and economically, environmentally and socially sustainable community.”

2.16 To achieve this the Core Strategy identifies the following objectives:

“4. ensuring new development and the spaces around it provide a high quality environment that is accessible to all residents, employees and visitors;

17. encouraging walking and cycling over public transport use and encouraging all of these over car use; and

18. improving transport connections to ensure that public transport capacity is sufficient to meet the needs of those who live, work, and study in the borough and that capacity is also sufficient to allow access to work, study and leisure opportunities beyond the borough.

10-14 White Lion Street, Angel, N1 9PF 7 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 2.17 Policy CS 6 covers the Angel area and identifies that in this area “opportunities for office-led mixed use development, through intensification of uses to contribute to wider employment growth in the borough, will be encouraged.” White Lion Street is identified as an area in particular where B-use floorspace would be encouraged.

2.18 With regards to transport, Policy CS 10 states that developments should promote zero carbon development by:

“H. 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.”

2.19 Development Management Policy DM 8.2 relates to managing transport impacts and states that for developments to be considered acceptable they are required to:

i. fully mitigate any adverse impacts upon the capacity of the transport infrastructure, including pavements or other walking routes, cycle routes, public transport and roads;

ii. have no negative impacts on the safe and efficient operation of transport infrastructure;

iii. maximise safe, convenient and inclusive accessibility to, from and within developments for pedestrians, cyclists and public transport users;

iv. provide equal access for all people, including inclusive access for disabled people;

v. adequately address delivery, servicing and drop-off requirements; and

vi. have no significant negative impacts from transport arrangements on the local and wider environment”

10-14 White Lion Street, Angel, N1 9PF 8 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 2.20 Part B of policy DM 8.2 states that development proposals are to be accompanied by a Transport Assessment and a Travel Plan.

2.21 With regards to cycling, Policy DM 8.4 states that developments are:

“C. 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.”

Summary

2.22 National, regional and local level transport policy encourages development to be located in areas that are readily accessible on foot, cycle and by public transport. The proposals would result in the redevelopment of a highly accessible site in accordance with policy.

10-14 White Lion Street, Angel, N1 9PF 9 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3 EXISTING CONDITIONS

Site Location

3.1 The site is located in Angel, within the London Borough of Islington. Angel is centrally located with Stoke Newington and Highbury to the north, St Pancras and Camden Town to the west, Shoreditch and Bethnal Green to the east and Finsbury and Farringdon to the south. The strategic site location is shown in Figure 1.

Figure 1: Strategic Site Location

3.2 The site is located in an area of mixed land uses including residential, retail, employment and leisure uses within the vicinity of the site along White Lion Street, Pentonville Road and Baron Street.

10-14 White Lion Street, Angel, N1 9PF 10 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.3 The site fronts onto White Lion Street, a one-way street between Penton Street in the west and the A1 Islington High Street to the east. The junction with the A1 is a priority left-turn only junction which is narrowed to a single vehicle width with the footway built-out on both sides of the carriageway.

3.4 White Lion Street is accessed via a priority junction with Penton Street where the road is two-way until the junction with Baron Street where it becomes a one-way street. Baron Street provides a connection (one-way) between the A501 Pentonville Road and White Lion Street.

3.5 The A501 Pentonville Road links the A40 at Edgware Road to the west with Old Street to the east. The A1 Islington High Street extends northwards from the junction of the A501 Pentonville Road becoming A1 Upper Street just north of the White Lion Street junction where it joins the A406 at East Finchley. The site in relation to the local area is shown in Figure 2.

The Site

Figure 2: Local Area Plan

10-14 White Lion Street, Angel, N1 9PF 11 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.6 The site is bounded to the north by White Lion Street, to the south by Angel Mews and to the east and west by mixed use developments.

3.7 White Lion Street is part of the red route network and has double red lines along the majority of the northern side of the carriageway and a mixture of single red lines and parking/loading bays on the southern side of the carriageway. The red route restriction is active between 07:00 to 19:00 Monday to Saturday. Along the site frontage there is a loading bay and two pay and display/pay by phone parking spaces. There are a number of other pay to park, diplomat parking bays, an ambulance loading bay and other loading bays along the remainder of White Lion Street. The loading bays are restricted to 20 minutes and also permit Blue Badge Holders to park for a maximum of 3 hours.

Site History

3.8 In March 2005 an application was submitted to demolish the existing building and replace it with a new five storey office building with basement, which was approved with conditions in May 2005 (application reference: P050507).

3.9 A second application was submitted and approved in December 2005 (application reference P052527) to demolish the existing building and construct a part five and part six storey mixed B1 employment floorspace and 24 residential flats development.

10-14 White Lion Street, Angel, N1 9PF 12 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Accessing the Site by Non-Car Modes

Accessibility on Foot

3.10 There is a network of interconnected pedestrian footways that link the site to the surrounding areas. To the east, White Lion Street joins the A1 Islington High Street, which offers wide pedestrian footways on both sides of the carriageway. Signalised crossings are present across the A1 Islington High Street to the north of White Lion Street at the junction with the B515 Liverpool Road. These crossings all benefit from having dropped kerbs and tactile paving.

3.11 Islington High Street benefits from a series of signs and maps along both footways as part of the Legible London infrastructure provision.

Accessibility by Cycle

3.12 There is a network of interconnected on-road cycle routes around Angel which link to Islington to the north, Shoreditch to the east, Finsbury and Central London to the south and King’s Cross and Camden to the west all identified within the TfL Local Cycling Guide 14. In addition, LBI produce a borough cycling guide, which is included for reference at Appendix A.

3.13 The Sustrans website shows there a number of on-road and traffic free routes, not on the National Cycle Network but recommended by website. These routes can be accessed from the A1 Upper Street and provide access to Farringdon station, as well as King’s Cross railway station, St Pancras International railway station, and King’s Cross St. Pancras Underground station. Additionally, this route leads to the east, following the canal path up to Camden Town.

10-14 White Lion Street, Angel, N1 9PF 13 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.14 There are a number of Santander Cycle hire stations within the local area. The closest is located approximately 250 metres to the east of the site located on Torrens Street with 19 cycle bays available. Alternatively, Claremont Square to the south-west of the site provides a further 18 cycle bays. For travel to or from the north-west, Risinghill Street provides 25 cycle bays.

Accessibility by Rail

3.15 The nearest railway station to the site is Essex Road located approximately 1.1 kilometres to the north-east of the site. This station is situated on the Moorgate to Welwyn Garden City/Letchworth Garden City line operated by Great Northern. Table 3.1 below shows the rail services serving this station.

10-14 White Lion Street, Angel, N1 9PF 14 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Service Destinations Served AM Peak PM Peak Weekend Frequency Frequency Daytime Frequency Every 4 – Every 4 – 6 Every 15 Moorgate Old Street – Moorgate 10 minutes minutes minutes Highbury & Islington – Drayton Park – Finsbury Park – Harringay – Hornsey – Alexandra Palace – 7 services 8 services 2 services Gordon Hill Bowes Park – Palmers Green – per hour per hour per hour Winchmore Hill – Grange Park – Enfield Chase – Gordon Hill Highbury & Islington – Drayton Park – Finsbury Park – Harringay – Hertford Hornsey – Alexandra Palace – 4 services 5 services 2 services North Palmers Green – Winchmore Hill – per hour per hour per hour Enfield Chase – Gordon Hill – Cuffley – Hertford North Highbury & Islington – Drayton Park – Finsbury Park – Harringay – Hornsey – Alexandra Palace – Letchworth Bowes Park – Palmers Green – Garden Winchmore Hill – Grange Park – City via Hourly No service No service Enfield Chase – Gordon Hill – Hertford Crews Hill – Cuffley – Bayford – North Hertford North – Watton-at-Stone – Stevenage – Hitchin – Letchworth Garden City Highbury & Islington – Drayton Park – Finsbury Park – Harringay – Hornsey – Alexandra Palace – Stevenage Bowes Park – Palmers Green – via 3 services 2 services 1 service Winchmore Hill – Grange Park – Hertford per hour per hour per hour Enfield Chase – Gordon Hill – North Crews Hill – Cuffley – Bayford – Hertford North – Watton-at-Stone – Stevenage Highbury & Islington – Drayton Park – Finsbury Park – Harringay – Hornsey – Alexandra Palace – Welwyn New Southgate – Oakleigh Park – 3 services 4 services 2 services Garden New Barnet – Hadley Wood – per hour per hour per hour City Potters Bar – Brookmans Park – Welham Green – Hatfield – Welwyn Garden City

Table 3.1: Rail Services from Essex Road Railway Station

10-14 White Lion Street, Angel, N1 9PF 15 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.16 King’s Cross and London St Pancras International railway stations are located approximately 1.3 kilometres to the west of the site, within walking distance or via public transport by the 30 and 476 bus services and via Underground services from Angel. St Pancras International railway station is served by numerous long distance rail services including Eurostar to Europe. A summary of the rail lines serving these stations are as follows:

• King’s Cross for services to Leeds, Newcastle, York, Aberdeen, , Glasgow and Peterborough operated by Virgin Trains East Coast; • King’s Cross for Hertford North, Peterborough, King’s Lynn, Cambridge, Welwyn and Cambridge Local lines operated by Great Northern, for services to Cambridge, King’s Lynn, Stevenage, and Hitchin; and • St Pancras International for St Albans, Mitcham & Sutton, Bedford & Brighton, Kent, Luton, Wimbledon & Sutton lines are operated by ThamesLink, Southeastern and East Midlands Trains (Bedford), for services to Bedford, Luton, Sevenoaks, Brighton and Wimbledon.

3.17 These services provide regular services to both local destinations and to major cities.

3.18 London Overground services can be accessed from Highbury & Islington station, to the north of the site along the A1 Upper Road. Alternatively, the number 30 bus service can be used to access London Overground services at Hackney Central or stations.

Accessibility by Underground

3.19 The closest Underground station to the site is Angel, located approximately 130 metres to the east of the site. Angel is located on the Bank branch of the Northern Line.

10-14 White Lion Street, Angel, N1 9PF 16 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.20 Northern Line trains run north and southbound at a frequency of one train every 2 – 3 minutes during the peak periods. Northbound services call at destinations including King’s Cross, Euston, Camden Town and then on towards either Edgware or High Barnet. Southbound services call at Moorgate, Bank, London Bridge, and onwards to Morden.

3.21 Both north and southbound services provide interchange facilities with other Underground lines. King’s Cross St. Pancras Underground station located one stop to the north, provides an interchange with the Victoria, Circle, Hammersmith & City and Metropolitan lines.

Accessibility by Bus

3.22 The closest bus stop to the site is located to the north of the application site access on the northern side of the White Lion Street carriageway. This bus stop is identified as Stop U by TfL and serves buses travelling in a northbound direction along the A1 Islington High Street. An additional northbound bus stop is located on the A1 Upper Street, approximately 230 metres to the north-east of the site, providing a number of different services. This bus stop is identified as Stop X by TfL.

3.23 Southbound bus services can be accessed from bus stops provided along the A1 Upper Street approximately 200 metres to the north-east of the application site at Stops F and G.

3.24 Table 3.2 below provides a summary of available bus services, destinations and frequency of services at the local bus stops.

10-14 White Lion Street, Angel, N1 9PF 17 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Service Destinations Served AM Peak PM Peak Weekend Frequency Frequency Daytime Frequency King’s Cross Station – St Pancras International Station Every 7 – Every 9 – 30 (to Marble – Euston Station – Regent’s Every 6 – 8 11 13 Arch) Park Station – minutes minutes minutes Station – Station Islington Town Hall – Essex Road – Kingsland High Street Every 7 – Every 7 – Every 9 – 30 (to Hackney – Hackney Downs Station – 11 11 14 Wick) Hackney Central Station – minutes minutes minutes Hackney Wick King’s Cross Station – Euston Station – Oxford Street – Every 2 – 6 Every 2 – 7 Every 4 – 8 73 (to Victoria) Marble Arch – Hyde Park minutes minutes minutes Corner – Victoria Bus Station Islington Green – Essex Road 73 (to Stoke Station – Stoke Newington Every 3 – 6 Every 3 – 6 Every 4 – 7 Newington Town Hall – Stoke minutes minutes minutes Common) Newington Common King’s Cross Station – St Every 6 – Every 6 – Every 7 – 476 (to Euston Pancras International Station 10 10 13 Bus Station) – Euston Bus Station minutes minutes minutes Islington Green – Essex Road 476 (to Station – Stoke Newington Every 6 – Every 6 – Every 7 – Northumberland Station – Seven Sisters 10 10 13 Park) Station – Tottenham High minutes minutes minutes Road – Northumberland Park Angel Station – Piccadilly Circus – Old Bond 38 (to Victoria Street/Royal Academy – Every 2 – 6 Every 2 – 6 Every 2 – 6 Bus Garage) Green Park Station – Hyde minutes minutes minutes Park Corner – Victoria Bus Station 38 (to Lea Bridge Essex Road Station – Roundabout or Hackney Central Station – Every 2 – 6 Every 2 – 6 Every 3 – 8 Hackney Hackney Downs Station – minutes minutes minutes Central/Mare Lea Bridge Roundabout Street

10-14 White Lion Street, Angel, N1 9PF 18 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Essex Road Station – Dalston 56 (to Whipps Lane/Dalston Junction Every 6 – Every 5 – 9 Every 5 – 9 Cross Station – Hackney Downs 10 minutes minutes Roundabout) Station – Whipps Cross minutes Roundabout Angel Station – Piccadilly Circus – Old Bond Street/Royal Academy – Every 5 – 9 Every 6 – Every 6 – 19 (to Parkgate Green Park Station – Hyde minutes 10 10 Road) Park Corner – Sloane (Saturdays minutes minutes Street/Knightsbridge Station only) – Sloane Square Station – Parkgate Road Angel Road – High Holborn/Chancery Lane Every 7 – Every 7 – Every 8 – 341 (to County Station – Holborn Circus – 10 10 14 Hall) Waterloo Bridge/South Bank minutes minutes minutes – Waterloo Station/York Road – County Hall Essex Road Station – Manor House Station – Harringay Green Lanes Station – Every 8 - Every 8 - Every 8 - 341 (to Glover Tottenham Bus Garage – 12 12 13 Drive/Tesco) Bruce Grove Station – minutes minutes minutes Northumberland Park – Glover Drive/Tesco

Table 3.2: Summary of Bus Services

3.25 The TfL bus spider map for the Angel, Islington included at Appendix B. The map shows that in addition to the bus stops identified above there are additional accessible bus stops from Pentonville Road located to the south of the application site.

Transport Connectivity

3.26 (TfL) assesses the connectivity of areas based on the WebCAT Toolkit, which includes an assessment of the PTAL, travel time mapping and catchment analysis to provide an overview of the transport network for a location.

10-14 White Lion Street, Angel, N1 9PF 19 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Public Transport Accessibility Level (PTAL)

3.27 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. This method is a way of measuring the density of the public transport network at a particular point.

3.28 Walk times are calculated from the specified point of interest to all public transport access points including bus stops and stations within pre-defined catchments. The PTAL then incorporates a measure of service frequency to calculating an average waiting time based on the frequency of service at each public transport access point. A reliability factor is added and the total access time is calculated. A measure known as an Equivalent Doorstop Frequency (EDF) is then derived for each point. These are summed for all routes within the catchment and the PTALs for the different modes are then added together to give a single value. 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.

3.29 The PTAL rating of the site has been calculated as Level 6a, which represents an excellent level of accessibility by public transport modes. The PTAL output for the 2011 base year is included at Appendix C. The WebCAT forecast years of 2021 and 2031 also indicate that the site would remain at a PTAL 6a level.

3.30 It should be noted that TfL acknowledges the limitations of the PTAL assessment in its guidance document ‘Assessing Transport Connectivity in London’, noting that it cannot differentiate within each category and this can result in significant variations; and also it is an overall measure and cannot be used for individual public transport modes.

Travel Time Mapping (TIM)

3.31 Travel time mapping offers an opportunity to review the connectivity of a site by specific travel mode or across all public transport modes and is available via the WebCAT TIM online calculator.

10-14 White Lion Street, Angel, N1 9PF 20 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.32 TIM plans have been produced for travel to and from the site during the weekday morning, inter-peak and evening peak periods, with the outputs included at Appendix D.

3.33 TIM plans have been produced for travel to the site during the weekday morning peak and travel from the site during the weekday evening peak to reflect the employment operation proposed. The TIM outputs are included at Appendix D.

3.34 Within both of the peak periods the outputs identify that the site is within a 15 minutes travel time of a number of railway stations including Old Street Station, Essex Road, Highbury and Islington, Kings Cross and St Pancras International, as well as London Underground stations Angel, Old Street, Highbury and Islington, Russell Square, and Kings Cross St. Pancras. The proximity of the site to numerous stations indicates that travel within a 45-60 minute time period, travel can be made to or from the wider London area in all directions.

Car Clubs

3.35 The London Borough of Islington offers dedicated Car Club parking bays across the borough, with cars operated by Zipcar. These spaces are filled with cars which can be rented by the hour, day, week or month with 200 car club vehicles currently located across Islington.

3.36 The closest Car Club bay to the development site is located on White Lion Street approximately 160 metres to the west of the site, this bay is occupied with a car. A ZipCar van is available to north at Batchelor Street as well as another car.

10-14 White Lion Street, Angel, N1 9PF 21 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Road Safety

3.37 Accident data for the latest available five-year period up to the 31st August 2015 has been obtained from Transport for London (TfL). The accident records refer only to road traffic accidents that have resulted in personal injury (PIA). The PIA study focuses on a specific area of White Lion Street, Baron Street and a section of Pentonville Road and the A1 Islington High Street at the junction with White Lion Street.

3.38 During the five-year period there were 121 recorded accidents within this specific study area. Of these, 17 were classified as ‘serious’ and the remaining 104 resulted in ‘slight’ injuries. Seventy-eight accidents occurred in daylight, with a dry road surface conditions and 28 during night time with dry road conditions. A further 6 accidents occurred during daylight with a wet road surface conditions, 8 occurring during night time with wet road surface conditions, and a final 1 accident occurred on a frosty/icy road surface.

3.39 A full summary of the accident descriptions and causation factors is provided at Appendix E whilst an accident causation summary is provided in Table 3.3 below.

Accident Description/Cause Number of PIA’s % PIA’s Vehicle collisions with cyclists 21 17 Vehicle collisions with pedestrians 44 36 Vehicle collisions with motorcyclist 20 17 Vehicle Head on collisions 1 1 Vehicle Side on collisions 14 12 Vehicle rear end collisions 9 7 Bus passenger injuries 8 7 Driver error 4 3 TOTAL 121 100%

Table 3.3: Summary PIA Data

10-14 White Lion Street, Angel, N1 9PF 22 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 3.40 A total of 6 accidents occurred along the White Lion Street carriageway, with a further 4 at the junction of White Lion Street and Baron Street and 12 accidents at the junction of White Lion Street and Islington High Street. These accidents were typical of junctions and town centre locations.

3.41 An additional 8 accidents occurred along the Pentonville Road carriageway, adjacent to the junction with Angel Mews, however of these accidents only 2 occurred directly at the junction with Angel Mews. The majority of accidents occurred on Islington High Street, particularly around the junction with the A501 Pentonville Road and the A401 St Johns Street.

3.42 Generally, the types of accidents which have occurred on the study network are conducive to junctions and busy urban environments, where rear end shunts and side- on collisions do occur. There is no suggestion that the development proposals would cause an increase in the number or severity of road accidents in this area.

Summary

3.43 In summary this section has provided evidence to indicate that the site has a high level of accessibility by a range of active modes of travel and public transport links with access readily available to Underground, rail and bus services within close proximity of the application site.

10-14 White Lion Street, Angel, N1 9PF 23 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 4 PROPOSED DEVELOPMENT

4.1 The development proposals comprise the demolition of the existing 1,800 square metre D1 educational use building and construction of a six storey mixed-use employment development. The development proposes a 6,622 square metres gross external (6,315 square metres gross internal area) area B1 employment floorspace building. The architect’s proposed site layout is included at Appendix F.

Access Arrangements

4.2 Access to the building will be provided from White Lion Street and Angel Mews. A lobby/reception area will be provided from White Lion Street to provide access to all floors of the building. In addition, the ground floor office will also have a direct access onto White Lion Street. There is a separate access for the ground floor office in addition to the building entrance.

4.3 Access is also provided from Angel Mews to the rear of the building to provide access to the cycle storage, locker and showering area and also a stair to upper floors.

4.4 The development would remain car-free, with servicing undertaken from the loading bay along the White Lion Street.

Cycle Parking

4.5 Cycle parking standards are contained within Appendix 6 of the London Borough of Islington’s Development Management Policies document and also in The London Plan. Table 4.2 below summarises the minimum cycle parking standards and the associated number of spaces required to meet the standards based on the 6,315 square metre gross internal area floorspace proposed.

10-14 White Lion Street, Angel, N1 9PF 24 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Development Type Parking Standard Number of Spaces Required LBI - B1 Offices 1 space per 80sqm 79 London Plan – B1 Office 1 space per 90sqm 70 Long Stay First 5,000 sqm 1 space per London Plan – B1 Office 500sqm then 1 space per 11 Short Stay 5,000 sqm over 5,000 sqm

Table 4.2: Minimum Cycle Parking Standards

4.6 The dedicated cycle storage area will take access from Angel Mews with access provided to basement secure cycle parking facilities provided for 79 cycles. The basement is accessed my steps with ramps provided for cycles to be wheeled to and from this area. This level of provision is in line with the LBI standards, and above the minimum standards set out in the London Plan. This reflects the commitment of the Travel Plan to promote active travel modes for the employment use.

4.7 By providing this level of secure cycle parking, each segment of the development exceeds the minimum standards required by the London Borough of Islington.

Deliveries and Servicing

4.8 Servicing for the site will take place on-street in the same manner as the existing site servicing arrangements, with easily accessible ground floor refuse storage areas located to allow servicing from both White Lion Street and for smaller deliveries (i.e. Panel vans) via Angel Mews.

4.9 Smaller servicing vehicles (e.g. panel vans) can service the site from Angel Mews, with vehicle tracking provided in Appendix G indicating that a van can enter and leave Angel Mews in a forward gear.

10-14 White Lion Street, Angel, N1 9PF 25 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 5 NET IMPACT OF DEVELOPMENT PROPOSALS

5.1 This section assesses the impact of the development proposals against that of the existing site use trip generation.

5.2 It is generally accepted that for employment developments, the weekday peak hour operation is the critical factor in assessing trip generation and on this basis, the net impact of the development proposal is based on a comparison of the weekday trip generations across the typical weekday morning peak hour of 08:00 to 09:00 hours and weekday evening peak hour of 17:00 to 18:00 hours.

Existing Site Use

5.3 The site is currently occupied by Kaplan International Colleges as a class D1 educational establishment. The site has an existing gross floor area (GFA) of 1,800 square metres.

5.4 To calculate the trip generating potential of the existing site use, an assessment utilising the TRICS database has been undertaken. The TRICS category ’04 Education: C – College/University’ has been used for sites located in the south-east and Greater London to provide a representative sample for comparison.

5.5 The identified weekday peak hour trip rates are summarised in Table 5.1 and have been applied to the 1,800 square metre GFA with the corresponding movements also provided within the table. The TRICS output is included at Appendix H.

Weekday AM Peak Weekday PM Peak Total Daily Movements Arr Dep Arr Dep Arr Dep Total Person Trip Rates 2.554 0.187 0.494 1.285 17.459 17.603 Total Person Trips 46 3 9 23 314 317 Vehicular Trip Rates 0.721 0.214 0.075 0.205 3.158 3.189 Vehicular Trips 13 4 1 4 57 57

Table 5.1: Existing Site Use Trip Rates and Trips (per 100 sqm)

10-14 White Lion Street, Angel, N1 9PF 26 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 5.6 Table 5.1 indicates that in the morning peak hour the site could generate 49 two-way total person trips, of which 17 could be vehicular. In the evening peak hour 32 two- way total person trips could be generated, of which 5 could be vehicular. Throughout the course of an average day the site could attract for 631 two-way total person trips of which 114 could be vehicular.

Proposed Employment Use

5.7 To understand the trip attraction potential of the employment use an assessment using the TRICS database has been undertaken. The category ‘02 Employment: A – Office’ has been used to obtain trip rates for only car-free sites located within Greater London. The TRICS outputs are included at Appendix I and the identified peak hour trip rates are included in Table 5.2 below, with the trips calculated based on the proposed 6,622 square metre gross external area.

Weekday AM Peak Weekday PM Peak Total Daily Movements Arr Dep Arr Dep Arr Dep Total Person Trip Rates 3.009 0.103 0.261 2.683 11.590 11.356 Total Person Trips 199 7 17 178 767 752 Vehicular Trip Rates 0.195 0.046 0.065 0.186 0.819 0.801 Vehicular Trips 13 3 4 13 54 53

Table 5.2: Proposed Office Trip Rates and Trips (per 100 sqm)

5.8 Table 5.2 indicates that the proposed employment floorspace could attract in the order of 206 two-way total person trips in the weekday morning peak hour, of which 16 could be vehicular and 195 total person trips in the weekday evening peak hour, of which 17 could be vehicular.

10-14 White Lion Street, Angel, N1 9PF 27 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 5.9 Typical travel modes within the area have been established with reference to the Census data for the Barnsbury ward. Whilst the 2011 Census data output relates to travel to work for the resident population, it provides an indication of travel modes within this area and has been used as a basis for identifying baseline employment modal split for the proposed employment development.

5.10 The Census modal split is summarised in Table 5.3 below, with the resulting trips calculated based on the total person trips identified in Table 5.2 (rounded as appropriate).

Census Weekday AM Weekday PM Total Daily Modal Peak Peak Movements Split Arr Dep Arr Dep Arr Dep Underground 27% 54 2 5 48 207 203 On Foot 24% 48 2 4 43 184 180 Bus 21% 42 1 4 37 161 158 Cycle 10% 20 1 2 18 77 75 Car driver 9% 18 1 2 16 69 68 Train 6% 12 0 1 11 46 45 Taxi 2% 4 0 0 4 15 15 Motorcycle 1% 2 0 0 2 8 8 TOTAL 100% 199 7 17 178 767 752

Table 5.3: Census Modal Split for Employment Use (Barnsbury ward)

5.11 The Census data indicates that Underground, foot and bus travel are all prominent modes used within the area. Active travel modes (walking and cycling) account for 34% of the modal split of travel in this area.

Net Impact of Development Proposals

5.12 The net impact of the development proposals has been compared against the existing educational site operation identified in Table 5.1. A summary of the net impact in terms of the total person number of trips to the site is summarised in Table 5.4.

10-14 White Lion Street, Angel, N1 9PF 28 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 Weekday AM Peak Weekday PM Peak Total Daily Movements Arr Dep Arr Dep Arr Dep Existing Site Use 46 3 9 23 314 317 Proposed Development 199 7 17 178 767 752 TOTAL +153 +4 +8 +155 +453 +435

Table 5.4: Net Impact of Development Proposals (Total Person Trips)

5.13 Table 5.4 indicates there could be a moderate increase in the total number of person movements associated with the development proposals, with an increase of 157 two- way trips in the weekday morning peak and 163 two-way trips in the weekday evening peak hour. This increase reflects the increase in floor area proposed.

5.14 In terms of the net vehicular impact of the development proposals compared to the existing educational use of the site a comparison has been provided in Table 5.5 below.

Weekday AM Peak Weekday PM Peak Total Daily Movements Arr Dep Arr Dep Arr Dep Existing Site Use 13 4 1 4 57 57 Proposed Development 13 3 4 13 54 53 TOTAL 0 -1 +3 +9 -3 -4

Table 5.5: Net Vehicular Impact of Development Proposals

5.15 Table 5.5 indicates that overall the development proposals could result in a net decrease in vehicle movements with a net reduction of 7 two-way vehicle movements over the course of an average day. During the weekday peak hours there could be a reduction of one vehicle movement in the weekday morning peak hour and a slight increase of 12 two-way movements in the weekday evening peak hour.

10-14 White Lion Street, Angel, N1 9PF 29 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 5.16 The site is a car-free development and it is expected that few vehicle movements would be made as a result of the development proposals given the central location of the site and the PTAL 6a rating of the site indicating that the site benefits from excellent access to public transport modes. Therefore, it is not considered that the development proposals would have a material impact on the surrounding transport network operation.

10-14 White Lion Street, Angel, N1 9PF 30 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 6 TRAVEL PLAN

6.1 A Framework Travel Plan has been prepared for the employment use of the site to set out the key principles that will be adopted in Full Travel Plans prepared for each occupier (or a single occupier) of the employment floorspace proposed. A copy of the Framework Travel Plan is included at Appendix J.

6.2 The purpose of a Travel Plan is to encourage the use of sustainable and active modes of travel reflecting Government policy in respect of transport.

6.3 The strategy needs to be long-term as changing travel habits takes time and will only occur through a combination of incentives, improved facilities, government initiatives and changes in individual attitudes. The initiatives and measures proposed comprise a mix of ‘hard’ and ‘soft’ measures. The ‘hard’ measures include the provision of facilities such as safe and secure cycle parking. The ‘soft’ measures include initiatives such as providing information on public transport services, maps of the local area and cycle training.

10-14 White Lion Street, Angel, N1 9PF 31 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 7 SUMMARY AND CONCLUSIONS

7.1 Gateway TSP is instructed by Powderworth Limited to prepare this Transport Assessment (TA) to accompany of a planning application for the redevelopment of 10 – 14 White Lion Street, Angel to create a 6,622 square metre gross external area B1 employment use building.

7.2 In summary, this Transport Assessment has identified the following:

• The site benefits from excellent access to a range of public transport modes with a PTAL 6a rating; • Angel Underground station located within a short walking distance to the east, Essex Road railway station is located to the north and King’s Cross St Pancras railway station is located to the west, whilst bus services pass the development site along both White Lion Street and Pentonville Road; • The site is also accessible by a range of active travel modes with interconnected footways provided from the site access and a Santander cycle hire station at Angel Underground station; • The site is located in close proximity to a car club vehicle which is located in an on-street parking bay along White Lion Street to the west; • The redevelopment proposals would provide a car-free development in an area of high public transport and active travel mode accessibility in line with national, regional and local policy; • The site will remain car-free with servicing undertaken from White Lion Street and Angel Mews for smaller (e.g. panel van) servicing requirements; • Pedestrian access to the site will be provided via White Lion Street for the development and via Angel Mews for access to the basement cycle storage area; • Census data for the Barnsbury ward indicates that travel by underground, bus, walking and train are prominent modes of travel to work in the area; • A Framework Travel Plan has been prepared for the employment use to adopt the core principles promoting sustainable travel to the site;

10-14 White Lion Street, Angel, N1 9PF 32 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016 • As a result of the redevelopment of the site there would be a moderate increase in the number of peak hour total person trips associated with the site, however the Census data indicates that these would be undertaken primarily by public transport and active travel trips; • Over the course of a typical weekday there is likely to be a net decrease in vehicular trips between the proposed uses and the existing educational use of the site; • The redevelopment of the site would not have a material impact on the local highway network, with the development reducing the overall number of vehicle movements compared to the existing educational use.

Conclusion

7.3 In view of the above, the proposed redevelopment is considered to be acceptable in transport terms and meets with local, regional and national policy criteria. The assessment work undertaken has indicated that there would be no demonstrable harm arising from the proposed scheme and there are no identifiable severe impacts. Therefore, there are no traffic and transport reasons why the development should not be granted planning consent.

10-14 White Lion Street, Angel, N1 9PF 33 Transport Assessment Ref: TG/15-0713 TA v1.0.docx February 2016