Sustainable Transport Draft Planning Guidance ... - Islington Council

www.islington.gov.uk 

Sustainable Transport 

Draft Planning Guidance Note 

September 2008

Sustainable Transport Planning Guidance Note Islington Council 

Contents 

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Creating a Sustainable Transport Environment for Islington 

1.1 Purpose of the Document 

1.2 Background 

1.3 Islington Today 

1.4 Challenges for the Future 

1.5 Opportunities 

1.6 Policy Context - Key Priorities 

1.7 Structure of the Document 

Integrating New Development with Islington's Transport Network 

2.1 Matching Development to the Transport Network 

2.2 The Transport Network in Islington 

The effect of New Development on Islington's Transport Network 

3.1 Transport Assessment 

Managing the effect of New Development on Islington's Transport Network 

4.1 Good Design 

4.2 An Effective Travel Plan 

4.3 Planning Obligations 

APPENDIX A: THRESHOLDS FOR THE PRODUCTION OF FULL TRANSPORT 

ASSESSMENTS AND TRAVEL PLANS 

APPENDIX B: WHAT TO COVER IN A TRANSPORT ASSESSMENT OR 

TRANSPORT STATEMENT 

APPENDIX C: CYCLE PARKING STANDARDS 

APPENDIX D: WHAT TO COVER IN A TRAVEL PLAN 

APPENDIX E: SUSTAINABLE TRANSPORT AND PUBLIC REALM 

CONTRIBUTION 

APPENDIX F: REFERENCES 

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1 Creating a Sustainable Transport Environment for Islington


3 

1 Creating a Sustainable Transport Environment for Islington 


1.1 Purpose of the Document 

1.1.1 The purpose of this document is to provide guidance on the interpretation of Islington’s 

2002 Unitary Development Plan (UDP) policies in light of subsequent policy 

documents including the: 

Sustainable Transport Strategy (STS) - approved by Mayor of London in October 

2006 and adopted by the council in December the same year· London Plan, 

February 2004 (including formal alterations since its original publication) 

Mayor’s Transport Strategy for London, June 2001 (including formal alterations 

since its original publication) 

Transport White Paper: The Future of Transport, July 2004· White Paper – 

Planning for a Sustainable Future, May 2007 

Department for Transport’s Sustainable Development Policy Statement, March 

2004 

1.1.2 It should be noted that this guidance note does not include any new policies but 

brings existing transport-related planning policies together in one document. 

1.1.3 Following adoption of the council’s Local Development Framework (LDF), this 

guidance note will be reviewed and amendments made as necessary, to ensure that 

it appropriately reflects the policies of the new LDF 

1.1.4 The document will then be subject to consultation before the council would formally 

adopt it as a Supplementary Planning Document (SPD) and part of the LDF. 

1.2 Background 

1.2.1 Our aim is to create a transport environment in Islington that is sustainable, in the 

broadest sense of the word. Accordingly, the STS and this guidance note focus on, 

not only the protection of the environment, but also the improvement of the social 

and economic impacts of the transport network. 

1.2.2 In support of this aim, the key objective of Islington’s Sustainable Transport Strategy 

(STS) is to make Islington’s transport environment more:· 

Safe 

Accessible 

Green 

Efficient 

Secure 

Attractive

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Islington Council Sustainable Transport Planning Guidance Note 


1.2.3 The council aspires to these priorities when delivering transport improvements 

throughout Islington. It seeks to ensure not only that the transport network evolves 

to support the travel needs of residents, local businesses and visitors, but that the 

negative impacts of transport on the local and global environment are reduced (e.g. 

air pollution, noise and CO2 emissions). 

1.2.4 The council also recognises, and where appropriate, seeks to capitalise on the 

opportunities for regeneration and redevelopment that transport improvements can 

unlock. Transport improvements, whether they take the form of large scale 

infrastructure or smaller scale improvements to the streetscape, can make an area 

more accessible and attractive and in turn more appealing to new residents, 

businesses and visitors. 

1.2.5 But transport improvements alone, even when carefully planned, cannot deliver a 

sustainable transport environment for Islington. The new development to which the 

transport environment provides access, also has a significant role to play. 

1.2.6 New development can significantly affect the travel needs and influence the travel 

behaviour of residents, local businesses and visitors. As such, new development 

must contribute positively to the sustainability of the transport environment by taking 

account of its transport impacts. 

1.2.7 A large amount of new development will be needed in Islington between now and 

2016, in order to support the targets set for Islington in terms of population and 

employment growth (see paragraphs 1.4.4 and 1.4.6). In light of this growth, it will 

be increasingly important that new development supports the council in its efforts to 

create a sustainable transport environment in Islington. 

1.3 Islington Today 

1.3.1 The London Borough of Islington borders the City of London and the boroughs of 

Camden, Haringey, and Hackney. With an area of 1,486 hectares (14.86 square 

kilometres or 5.7 square miles), Islington is the third smallest local authority in London 

and the UK, after the City of London and the Royal Borough of Kensington and 

Chelsea. 

1.3.2 It is densely developed and open space accounts for only 7% of the land in the 

borough. Transport, including roads, footways and rail facilities, covers about a third 

of the borough’s land. 

1.3.3 The transport network in Islington provides good coverage for most of the borough. 

However, there are some residential areas that are less accessible due to fewer or 

less frequent bus services and/or long walking distances to Underground and rail 

services (London Borough of Islington, 2006b). 

1.3.4 The council recognises the need for ongoing improvements to public transport and 

is committed to "work(ing) with the Mayor of London and Transport for London to 

improve public transport services" (2006b, p. ch3-21) throughout the borough.


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1.3.5 In 2001, 52% of Islington residents used public transport to travel to work – one of 

the highest rates in England and Wales. Further, on an average weekday in Islington, 

public transport was used for 33.5% of all trips (Office for National Statistics, 2001). 

1.3.6 These high levels of public transport use in Islington put pressure on the network, 

but further pressures result from demand for public transport services passing through 

Islington from elsewhere in London. When the two are combined, it results in high 

levels of congestion and poor levels of journey time reliability on the public transport 

network. 

1.3.7 In 2003, Transport for London categorised all Underground lines in Islington as 

‘crowded’ or ‘very crowded’. And in 2005, the Association of London Government 

(now London Councils) acknowledged that Islington’s bus services are amongst the 

busiest in inner London (London Borough of Islington, 2006b). 

1.3.8 Improvements to help ease congestion and accommodate growth in patronage are 

now planned and are outlined in paragraph 2.2.2. 

1.3.9 The road network in Islington is also crowded. The rate of car ownership in Islington 

is low (42% of households), but because the borough is densely developed, car 

density (i.e. number of cars per hectare) is almost eighteen times the average for 

England and Wales (Office of National Statistics, 2001). These levels of car density 

lead directly to the high levels of pressure on kerbside space for parking and contribute 

to congestion on Islington’s road network. 

1.3.10 According to the Department for Transport, as of March 2007 there were 

approximately 46,000 motor vehicles licensed in Islington (personal communication, 

23 April 2008). 

1.3.11 Road traffic is estimated to be responsible for around 40% of NO2 and 70% of PM10 

emissions – figures typical of inner London, where there are large numbers of vehicles 

and slow overall road speeds. 

1.3.12 Major roads like Islington’s A1 (Archway Road/Holloway Road/Upper Street/Goswell 

Road) can also create physical and psychological barriers between different 

communities in Islington. The speed and volume of traffic can inhibit pedestrians and 

other road users sharing that space. 

1.3.13 As a result, people may opt to make a short trip to local services by car rather than 

walking or cycling down a noisy, polluted road that has high volumes of traffic and 

low pedestrian numbers. This can make streets feel isolated and less secure. 

1.3.14 Levels of walking and cycling in the borough increased between 1991 and 2001, and 

the council is working to further increase people’s travel on foot and cycle by 

implementing a range of schemes across the borough (London Borough of Islington, 

2006b).

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1.4 Challenges for the Future 

1.4.1 The London Plan identifies that the growth of London "will be inhibited unless a range 

of supply side issues is dealt with to match the demand. These include the supply 

of commercial floorspace, [and] housing…" (Mayor of London, 2004, p.3). 

1.4.2 To ensure that the growth of London is not inhibited, the Mayor of London has set 

each of the London Boroughs a target for housing delivery. Policy 3A.2 of the London 

Plan (Mayor of London, 2004) sets a London-wide target of 300,500 new dwellings 

over the period from the beginning of the 2007/08 financial year to the end of the 

2016/17 financial year. Islington is expected to meet or exceed the target of 11,600 

new dwellings over the same period. 

1.4.3 It is forecast that London’s population in 2016 will be somewhere between 7.94 and 

8.19 million people, an increase of between 370,000 and 620,000 people. 

1.4.4 Islington’s population in 2016 is expected to reach 210,200. As such, new dwellings 

in the borough will be accommodating around 21,900 additional residents, an increase 

in population of 10.4% on 2001 levels. 

1.4.5 There will also be significant growth in employment in Islington and London as a 

whole. It is expected that the number of jobs in London will increase by 910,000 on 

2006 levels to 5,500,000 by 2026 (Mayor of London, 2004). 

1.4.6 Employment growth forecasts for Islington indicate that the number of jobs in the 

borough will increase by just over 33,000 in the period 2001 and 2016, to a total of 

184,437 (London Borough of Islington, 2005a) . 

1.4.7 The increase in population will mean the public transport network is put under even 

greater pressure.


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1.4.8 The increase in population will also mean that unless a greater share of the residents 

and visitors use the public transport network, walk or cycle, the road network will be 

even more congested than it is at present. As highlighted in paragraph 1.3.9, Islington 

already has one of the highest levels of car density in England and Wales, and any 

increase in the number of cars in the borough will translate to further pressure on 

parking availability and higher levels of road traffic congestion. 

1.4.9 The new development that will support the population and employment growth may 

make walking and cycling around Islington an even more attractive proposition, as 

it is likely that a wider array of services, facilities and attractions will be located even 

closer to home than at present. This effect to make walking and cycling more 

attractive could be countered by any increase in road traffic congestion, as the more 

vehicle-dominated an environment becomes, the less attractive the area becomes 

for walking and cycling. 

1.4.10 As recognised in UDP Policy T4 (London Borough of Islington, 2002) and Sustainable 

Transport Strategy Policy G14 (London Borough of Islington, 2006b), new 

development can help reduce the need to travel and maximise accessibility by 

sustainable modes of transport, and in turn support the council’s efforts to meet the 

challenges identified above. 

1.5 Opportunities 

1.5.1 There are significant opportunities to address Islington’s transport challenges over 

the next decade. These include opportunities to increase the proportion of trips taken 

on foot or by cycle, and potential improvements to public transport capacity and 

public spaces. 

1.5.2 The average trip length in Islington is shorter than in most other areas in London, 

which helps make walking and cycling a more viable option. In 2001, the average 

distance of trips made in Islington was 4.14km, while the Central London average 

was 4.47km and the Greater London average was 5.46km (Transport for London, 

2001). 

1.5.3 The average length of journeys made entirely on foot in Great Britain is nearly 1km 

(Department for Transport, 2003a), and the average length of a cycle trip is 3.9km 

(2.4 miles) (Department for Transport, 2003b). 

1.5.4 In Islington, about 36% of all trips in Islington are shorter than 1km and about 74% 

of all trips in Islington are shorter than 4km (Department for Transport, 2003c). 

1.5.5 The shorter than average trip distances in Islington provide the opportunity for more 

journeys to be walked or cycled.

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1.5.6 There will also be the opportunity to build on the already high levels of public transport 

in Islington, as a number of major improvements are planned for the network in the 

coming years. New and improved interchanges are planned at King’s Cross, 

Farringdon, Highbury and Islington and Finsbury Park, as well as service, facility and 

public realm improvements at a number of other key locations. See paragraph 2.2.2 

for more details. 

1.5.7 Investment in transport infrastructure at the scale that is planned will significantly 

improve access to these destinations and increase the capacity of the network overall. 

This in turn has the potential to unlock redevelopment and regeneration opportunities 

in the surrounding areas. 

1.6 Policy Context - Key Priorities 

1.6.1 As set out above, the coming years will see substantial growth in the number of 

households and jobs in Islington. If the demand for travel in Islington rises in proportion 

to this anticipated growth, this alone would represent a significant increase in travel 

demand. But demand for transport in the borough will not be affected solely by the 

growth within Islington’s borders. 

1.6.2 The growth of London overall will also affect the demand for travel in Islington. With 

an increased number of residents in every borough across London, it is reasonable 

to assume that there will be even more people visiting Islington for leisure or work 

purposes. 

1.6.3 In fact, the scale of the transport hubs planned for King’s Cross (which lies mainly 

in Camden but is on Islington’s borough boundary), Highbury and Islington, Finsbury 

Park and Farringdon (see paragraph 2.13 for more on planned improvements) means 

that Islington can expect to see even more commuters and visitors from London and 

beyond. 

1.6.4 Islington’s relatively central location in London also means that the borough will 

continue to see a high level of through traffic on the road and public transport system, 

as residents from London and beyond pass through on their way to other destinations. 

1.6.5 These points highlight the magnitude of the council’s task. The effective integration 

of transport and land use is vital if the council is to be able to deliver a more 

sustainable transport environment for Islington.


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1.6.6 As such, there are a number of the council’s key transport priorities that will only be 

met through the support of spatial policy. The table below presents these key priorities 

and identifies their links to STS policies: 

Table 1.1 Key transport priorities supported by spatial planning 

Key transport planning priorities supported by spatial 

planning 

Keeping our already congested road and public transport 

networks moving while reducing transport impacts on the 

local and global environment (e.g. air pollution, noise and 

CO2 emissions) 

Ensuring that new development provides for the access and 

travel needs of all residents, local businesses and visitors, 

including those with sensory and mobility difficulties 

Shaping a well-designed, dense and diverse borough that 

makes walking and cycling more attractive 

Ensuring that major transport investment leads regeneration 

and appropriate redevelopment at Archway, Finsbury Park, 

Holloway/Arsenal, Highbury Corner, Old Street, Farringdon 

and King’s Cross 

Ensuring that new development does not disrupt existing 

movement patterns of the surrounding area, and where 

possible improves connectivity and promotes greater 

community cohesion 

Linked policies from 

Islington's Sustainable 

Transport Strategy 

SA3, E10, AT6 

AC1, E13 

E2, G14 

E9, G12, G14 

AC5 

1.7 Structure of the Document 

1.7.1 This guidance note sets out: 

The key transport issues and related policies that the applicant must take into 

account in order to produce an application that is acceptable in transport terms 

The information Islington Council will require as part of the application process

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1.7.2 The document is structured to take the reader through the process of producing a 

successful development application in transport terms, from considering what scale 

and nature of development is appropriate for the site (section 2), through the process 

of identifying and measuring the anticipated transport impacts of the development 

(section 3), to applying the available tools to manage the transport impacts identified 

(section 4). 

1.7.3 In each section, reference is made to the role of the applicant and the action(s) and/or 

information that the council will require throughout the planning process, from 

pre-application discussions through to the monitoring and enforcement of relevant 

planning obligations. The table below illustrates how the document relates to the 

planning process. It is presented as a general guide - the relationship between the 

planning phases and related actions may vary.


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Table 1.2 Transport related actions/requirements and the planning process 

Phase of the 

planning process 

Pre-application 

discussions 

Application lodged 

Decision on 

application 

Post-approval 

Construction 

commences 

Development 

occupied 

Transport-related actions/requirements 

Initial design 

Discuss the coverage and detail of the Transport Assessment 

and Travel Plan 

Design 

Transport Assessment 

Interim Travel Plan or final Travel Plan* 

Design and Access Statement 

Further information and revisions as required by council 

officers 

Application approved 

Application may be refused. If so, the subsequent stages 

indicated in this table do not apply 

Finalise S.106 agreement (if not already finalised) 

Fulfilment of transport-related planning conditions and 

obligations, for example, the implementation of measures 

identified in the Travel Plan 

Council begins implementing S.106 funded measures 

If the development is car-free, the developer is to inform all 

potential purchasers that they will not be able to access 

residential parking permits 

Final Travel Plan, including travel survey data and targets (six 

months after 90% occupation)* 

Council finishes implementing S.106 measures 

Management and ongoing promotion of the Travel Plan by 

the developer 

Developer to monitor the effectiveness of the Travel Plan 

Council to enforce the Travel Plan as necessary 

*A final Travel Plan would only be submitted with the application if the end occupier of the 

development is known, and an appropriate travel survey can be undertaken prior to 

occupation. Where an interim Travel Plan is submitted with the application, the final Travel 

Plan will be required six months after 90% occupation.


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2 Integrating New Development with Islington's Transport Network


13 

2 Integrating New Development with Islington's Transport Network 


2.0.1 As indicated in section 1 of this document, the targets for the creation of new housing 

and commercial floorspace in Islington set down in the London Plan commit the 

borough to the delivery of substantial levels of new development by the end of the 

2016/17 financial year. 

2.0.2 In order to accommodate this growth, new development will need to be well integrated 

with Islington’s transport environment. As such the council will: 

Encourage patterns and forms of development that reduce the need to travel, 

especially by car (see section 4.1 on good design) 

Seek public transport improvements where they are needed (see paragraph 

2.2.2 about planned public transport improvements in Islington) 

Match new development to transport capacity 

2.1 Matching Development to the Transport Network 

2.1.1 Policy 3C.2 of the London Plan makes it clear that "boroughs should consider 

proposals for development in terms of existing transport capacity, both at a corridor 

and local level" (Mayor of London, 2004, p.104). 

2.1.2 In accordance with this policy, Islington Council will ensure that the scale and nature 

of new development is matched to the transport capacity of the network at that 

location. 

2.1.3 According to Policy T55 of Islington’s UDP, "The council will seek to ensure that 

development: i) is properly related to the borough’s public transport and highways 

network…" More specifically, "developments involving the movement of substantial 

numbers of people should be sited near public transport, whilst developments involving 

substantial goods movement should be sited near suitable railways, roads or 

waterways" (London Borough of Islington, 2002, p.215). 

2.1.4 Further, in accordance with the Policy 3A.3 of the London Plan (Mayor of London, 

2004), the council also expects that, where there are no other planning grounds for 

restricting the intensity of use (e.g. location in a conservation area, protection of 

amenity for surrounding occupiers, capacity of other infrastructure etc.), development 

proposals will achieve the maximum intensity of use that local transport will allow. 

2.1.5 This is particularly relevant in the Islington context. There are relatively few 

opportunities for major development remaining in the borough. Where these 

opportunities do exist, developers must produce well-designed developments with 

effective travel plans (see section 4.2 for details) to ensure that any potentially adverse 

transport impacts of the development are managed.

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2.1.6 It should also be noted that, while new developments expected to generate substantial 

movement of people and goods will be located in areas of appropriate transport 

capacity, there will also be a significant amount of smaller-scale development 

occurring across Islington. 

2.1.7 The London Plan highlights that "the cumulative impacts of development on transport 

requirements should be taken into account" (Mayor of London, 2004, p.104). 

Accordingly, when considering applications the council will take account of the 

cumulative impact of new development, including smaller-scale developments that 

may not have significant transport implications if considered in isolation. 

2.1.8 To assist the council in this task, the applicant will be required to submit a Transport 

Assessment. Refer to section 3.1 for more detail. 

Question 1 

Are there any suggestions/comments that you think should be considered in relation to 

section 2.1? 

2.2 The Transport Network in Islington 

2.2.1 As highlighted in section 1 of this document, most areas in Islington are well covered 

by public transport, but the road and public transport networks are congested. 

2.2.2 The following is a list of the major transport hubs in the borough. To help relieve 

congestion, support the delivery of new development and promote the regeneration 

of existing areas around some of these hubs, major investment is being considered 

or is planned for these locations. 

Archway – District Centre 

Supporting redevelopment of the town centre by investing in Archway underground 

station and investigating the conversion of the gyratory system into a conventional 

street layout. 

Finsbury Park – Area for regeneration 

A newly developed station that will see the introduction of additional ‘Thameslink 

2000’ north-south train services will support the regeneration of the surrounding 

area.


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Nag's Head – Town Centre; Arsenal/Holloway – Area for intensification 

Seeking improvements to Drayton Park station to provide transport capacity to 

the Holloway/Arsenal regeneration area. Improvements at Finsbury Park and 

Highbury and Islington stations will also improve the accessibility of the area. 

Highbury Corner – Area for regeneration 

Creating an improved interchange and new public space by investigating the 

conversion of the roundabout to a conventional two-way street layout, and 

relocation of the post office. The improved station facility will also see the 

introduction of the East London Line services and improved London Overground 

service frequencies. 

Angel – Town Centre 

Improving the streetscape and public spaces in and around the town centre. 

Old Street – Area for regeneration 

Supporting the redevelopment and regeneration of Farringdon and Clerkenwell 

by investing in the station and investigating the conversion of the roundabout to 

a conventional two-way street layout. 

Farringdon/Smithfield – Area for intensification 

Promoting the regeneration of the surrounding area with a new interchange and 

the introduction of Crossrail 1 and ‘Thameslink 2000’ services to the station. A 

package of public realm improvements to improve access in the area surrounding 

the station will also be implemented. 

King’s Cross – Opportunity area 

Ensuring that the King's Cross regeneration area and St Pancras station 

developments are complemented by public realm improvements to the wider area. 

2.2.3 Policy 3C.4 of the London Plan highlights that boroughs, "should ensure the provision 

of sufficient land and appropriately located sites for the development of an expanded 

transport function to serve the economic, social and environmental needs of London" 

(Mayor of London, 2004, p.105).

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2.2.4 Accordingly, the council will consider the planned transport improvements outlined 

above, and any others that may come online, when assessing applications for new 

development. 

Question 2 


section 2.2?


17 

3 The effect of New Development on Islington's Transport Network

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3 The effect of New Development on Islington's Transport Network 


3.0.1 All development introduces a level of change to the surrounding environment. As 

discussed in section 2 of this document, new development will need to be well 

integrated with Islington’s transport environment if the borough is to accommodate 

expected growth in housing and employment. 

3.0.2 Without examining the transport impacts of any proposed development on the 

surrounding area, new development may exacerbate the congestion problems facing 

Islington’s road and public transport networks and lead to negative local and global 

environmental impacts and a reduced quality of life for residents. That is why 

developers must identify the demands and potentially negative impacts of their 

proposals (Transport Assessment) and take action to manage them (as discussed 

in section 4). 

3.1 Transport Assessment 

3.1.1 The Transport Assessment of any proposed development is critical. It must assess 

the transport implications of all proposals so that the council can determine whether 

the development is acceptable in transport terms. 

3.1.2 Policy T56 of the Islington’s UDP states that "all development proposals will be 

assessed for their contribution to traffic generation, their impact on congestion, and 

the present and potential availability of public transport and its capacity to meet 

increased demand" (London Borough of Islington, 2002, p.216). 

3.1.3 In accordance with Planning Policy Guidance 13, the coverage and detail of the 

Transport Assessment required by the council will reflect the scale and extent of the 

transport implications of the development proposal (Office of the Deputy Prime 

Minister, 2001, p.11). 

When a Transport Assessment is required 

3.1.4 In line with Islington Council’s UDP and the Planning Advice Note on ‘Planning 

Applications – Validation Requirements’, the council requires that the applicant submit 

a Transport Assessment with the planning application for all ‘Major’ and ‘Outline’ 

proposals, and ‘Change of Use’ and ‘Minor’ applications depending on the scale of 

the proposal (London Borough of Islington, 2008c). 

3.1.5 Appendix A indicates the scale at which the preparation of a full Transport Assessment 

will be required.


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3.1.6 In some circumstances, the council will require a Transport Assessment for 

development proposals that do not meet the thresholds identified in Appendix A. 

For instance, where the development is one of a number in the same vicinity, and it 

will contribute to a significant cumulative transport impact on the area. Other factors 

that may be considered include, but are not limited to: 

Existing transport conditions of the local area 

Operational aspects such as the nature and hours of operation of the proposal 

Impacts of construction traffic 

Sensitivity of adjoining land uses 

Transport strategies and programmes in the local area 

3.1.7 Where the council does not consider the preparation of a full Transport Assessment 

necessary, a less detailed assessment in the form of a Transport Statement will be 

required. Whatever the scale of Transport Assessment undertaken, it should be 

used to inform the final design of the development and if applicable, the Travel Plan. 

3.1.8 Pre-application discussions provide an opportunity for the council to discuss the 

coverage and level of detail of any Transport Assessment with the applicant. 

3.1.9 The council strongly recommends that proposals defined as ‘major development’ 

under the Town and Country Planning (General development procedure) Order 1995 

are taken through pre-application discussions prior to the submission of a formal 

planning application (London Borough of Islington, 2008c) 

3.1.10 "Applications for proposals which have not been considered at pre-application stage 

and which do not contain sufficient information or which are not in line with Council 

policy may be refused without reference to the applicant" (London Borough of 

Islington, 2006a, p.3) 

3.1.11 Please refer to the the council's Major Development Pre-application Planning Advice 

Note (2006a) for more information on pre-application discussions. 

What to cover in a Transport Assessment 

3.1.12 A full Transport Assessment will be unbiased and completed by an appropriately 

qualified professional. It will present detailed quantitative and qualitative information 

about the anticipated transport and related environmental impacts before, during and 

after the implementation of a proposed development. 

3.1.13 A Transport Statement will present qualitative and in some cases quantitative 

information about the anticipated transport and related environmental impacts before, 

during and after the implementation of a proposed development. 

3.1.14 Appendix B gives more detail about what a Transport Assessment should cover.

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Referable Planning Applications 

3.1.15 New developments that are deemed to be strategically important (including those 

fronting Transport for London controlled roads) will be referred to the Mayor of London 

under the Town and Country Planning (Mayor of London) Order 2000. 

3.1.16 Under the Order, there are four main categories of application that must be referred 

to the Mayor of London. They are: 

Large Scale Development 

Major Infrastructure 

Development which may affect Strategic Policies 

Development on which the Mayor of London must be consulted by virtue of 

direction of the Secretary of State 

3.1.17 Refer to Transport Assessment Best Practice - Guidance Document (Transport for 

London, 2006) for the full criteria used to determine which applications must be 

referred to the Mayor of London. 

3.1.18 Guidance from Transport for London (2006, p.3) states,"for referred schemes, the 

Mayor has the power to direct refusal on applications that are deemed to be contrary 

to the London Plan, or prejudicial to good strategic planning in London." 

Question 3 


section 3?


21 

4 Managing the effect of New Development on Islington's Transport 

Network

22 



Network 


Network 

4.0.1 A planning application that is acceptable from a transport perspective, is one that 

proposes a development that will contribute to the creation of a sustainable transport 

environment for Islington. 

4.0.2 In short, the development will: 

Support the travel needs of all of its users 

Not adversely impact the use of Islington’s transport environment for other 

residents, local businesses and visitors to the borough 

Help reduce the impact of transport on the local and global environment 

4.0.3 It will meet identified needs and address anticipated impacts of the development 

through a combination of action and careful management. To this end, the primary 

tools available to the applicant are: 

4.1 Good Design 

Good design 

An effective Travel Plan 

Planning obligations 

4.1.1 Paragraph 34 of Planning Policy Statement 1 states: "Good design should contribute 

positively to making places better for people. Design which is inappropriate in its 

context, or which fails to take the opportunities available for improving the character 

and quality of an area and the way it functions, should not be accepted" (Office of 

the Deputy Prime Minister, 2005). 

4.1.2 A good design for new development will improve the quality of an area and the way 

it functions in transport terms, by: 

Meeting access standards, and in turn the mobility requirements of all users, 

including people with sensory or mobility difficulties 

Maximising accessibility for pedestrians, cyclists and public transport users 

Mitigating any potentially negative impacts of the development on the transport 

network 

4.1.3 A final design that meets these criteria will not only have been informed by good 

design principles, but also by any issues and/or opportunities identified during 

pre-application discussions or in the Transport Assessment and Travel Plan.


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Network 

Design and Access Statements 

4.1.4 Since 10 August 2006 most applicants are required to provide a Design and Access 

Statement with their application. The statement is a tool to demonstrate that all 

relevant issues have been considered. At the planning stage it should clearly 

demonstrate the applicant's approach to inclusion and show how all potential users, 

taking into account ability, age and gender differences would reach, enter and move 

around the site, enter and circulate the buildings and use the facilities provided. 

4.1.5 For full details of what a Design and Access Statement must include, refer to the 

Guidance on Changes to the Development Control System (Department for 

Communities and Local Government, 2006) or Design and access statements: how 

to write, read and use them (Commission for Architecture and the Built Environment, 

2006). 

4.1.6 The considerations and solutions described in the Design and Access Statement will 

overlap with those set out in the Transport Assessment and Travel Plan. As such, 

these documents should be cross-referenced where appropriate. 

Detailed design of the streetscape 

4.1.7 According to Policy T47 of Islington’s UDP, "the council will ensure that changes to 

the streetscape use good quality design based on the principles established in the 

Islington Streetbook, the council’s borough-wide streetscape manual" (London 

Borough of Islington, 2002, p.209). 

4.1.8 The detailed design of footways, cycle routes and other public areas within a 

development, whether private or adopted, should normally be designed in close 

consultation with the council. 

Access and Parking 

4.1.9 Providing for the often-varied needs and safety requirements of a range of site users 

can be complicated. From a transport perspective, the needs of pedestrians are 

different from those of cyclists, whose needs are different again from those of car 

drivers. Though the different access needs of site users won’t always conflict, when 

they do it is necessary to give priority to one user’s needs over another’s.

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4.1.10 Islington’s UDP (London Borough of Islington, 2002) Policy ST7.2 initially identified 

a road user hierarchy for the council’s planning and management of its highway 

network. This hierarchy was refined in Policy E1 of the Sustainable Transport Strategy 

(London Borough of Islington, 2006) and subsequently gives priority in the following 

order: 

pedestrians, including people with mobility and sensory difficulties 

cyclists 

users of public transport 

taxis and delivery vehicles 

users of cleaner-fuel vehicles 

users of motorcycles and scooters 

other road users 

4.1.11 This order of priority supports national and London-wide policy direction (for example, 

Planning Policy Guidance 13, paragraph four and London Plan Policy 3C.1) and 

complements the council’s own policies (for example, UDP Strategic Transport Policy 

6.8) targeted at reducing the need to travel by car and maximising accessibility by 

walking, cycling and public transport. 

User group 1: Pedestrians including people with mobility and sensory difficulties 

4.1.12 UDP Policy D3 recognises that the layout of buildings and spaces in new 

developments need to be planned so as to meet functional, amenity, aesthetic and 

access requirements. The policy identifies that "in particular, new development 

should be designed to: 

… iv) allow ease of access and use by all users 

v) create a safe and secure environment… 

viii) maximise walking, cycling and public transport.’’ 

4.1.13 The Islington Urban Design Guide (London Borough of Islington, 2006c) supports 

this policy and promotes the establishment of safe, coherent and connected layouts 

for new development. It identifies that "consistent building lines and perimeter block 

arrangement provides the ingredients for establishing coherently shaped spaces and 

streets" (London Borough of Islington, 2006c, p.66). As such, "alternative layouts 

should normally only be considered if the site cannot be organised to be part or whole 

of a perimeter block layout" (London Borough of Islington, 2006c, p.82). 

4.1.14 Perimeter block layouts normally provide well overlooked, legible and well-connected 

spaces. As such they incorporate most of the attributes set out in the Office of the 

Deputy Prime Minister/Home Office guidance, ‘Safer Places: The Planning System 

and Crime Prevention’ (London Borough of Islington, 2006c).


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4.1.15 The SPD also explains that the layout of new development "must not undermine the 

legibility of a street or space, and should tie in with the surrounding street pattern" 

(London Borough of Islington, 2006c, p.82). Development that does not tie in with 

the surrounding street pattern would disrupt the existing movement patterns of the 

area and may serve to discourage access to local destinations on foot. 

4.1.16 The perimeter block layout also supports this policy as it "connects the new building 

frontage to its surrounds as part of a continuous through route and, in this way, also 

links up surrounding areas" (London Borough of Islington, 2006c, p.71). 

4.1.17 It is critical that the needs of people with sensory impairment are not overlooked in 

the design process. Though sensory impairments are often less obvious than the 

impairments of people with mobility difficulties, it can be just as difficult for those with 

sensory impairments to get around. 

4.1.18 Policy T49 of the council’s UDP states that "The council will ensure that all pedestrian 

areas are designed for ease of use by people with mobility or sensory impairments" 

(London Borough of Islington, 2002, p.211). 

4.1.19 Applicants should design proposed development with consideration to the following: 

Maintaining pedestrian desire lines 

Providing sightlines and visibility towards destinations within the site and in the 

local area 

Providing surface level crossings 

Providing storage and recharging facilities for electric mobility scooters (e.g. in 

common parts, but with a horizontal travel distance from the facilities to individual 

dwellings of no more than 20m. If storage and/or recharge facilities are provided 

within individual dwellings, the implications for the dwelling footprint and size of 

lifts should be noted). 

The need for drop-off points 

Identifying specific measures to overcome existing barriers to access for 

pedestrians and people with mobility and sensory difficulties on-site and in the 

local area 

Mitigating any negative impacts of the development on the movement and safety 

of pedestrians and people with mobility and sensory difficulties on-site and in 

the local area· Contributing to local schemes and plans to benefit pedestrians 

and people with mobility and sensory impairments through section 106 and/or 

section 278 agreements

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4.1.20 The above list is based on information provided in Inclusive Mobility-A guide to best 

practice on Access on Pedestrian and Transport Infrastructure (Department for 

Transport, 2002), Manual for Streets (Department for Transport, 2007), the Islington 

Urban Design Guide (London Borough of Islington, 2006c) and the Islington 

Streetbook (London Borough of Islington,2005). Consult these documents for more 

detail on any of the points listed above. 

4.1.21 Access to mainstream transport alternatives is improving for disabled residents, but 

many services are still inaccessible to people with certain disabilities. In addition, 

targeted alternatives such as local hail-and-ride bus services or the loan of electric 

mobility scooters may not be available to or suitable for all. 

4.1.22 The council will therefore continue to work to improve access to transport alternatives 

for disabled people, and will normally require a S.106 contribution to this end. 

However, it is understood that people with mobility and sensory impairments may 

require the use of a private motor vehicle as well as a dedicated parking space. 

4.1.23 Accordingly, the council will initially assess whether or not it is feasible to provide for 

the parking needs of disabled people by dedicating sole use of an on-street bay 

(within 50m of the development and 75m of the individual dwelling entrance) to a 

specific blue badge holder as the resident comes to occupy the development. 

4.1.24 Where the council determines that the surrounding street network cannot 

accommodate the initial or future demand for dedicated on-street disabled bays, 

consideration will be given to allowing the provision of off-street parking for the 

exclusive use of blue badge holders. Spaces for this purpose should be designed 

to allow for enlargement to a width of 3600mm. 

4.1.25 The council will also consider the potential need to facilitate home care and 

non-resident carer visits, other essential visitors, deliveries, and drop-off for taxis 

and community transport services. As such, the distance from bus stops, drop-off 

points and loading bays to the main entrance of the development should be kept to 

a minimum (no more than 50m), and the route to the entrance of each individual 

dwelling wheelchair accessible. The council will also consider the potential need to 

facilitate home care and non-resident carer visits, other essential visitors, deliveries, 

and drop-off for taxis and community transport services. As such, the distance from 

bus stops, drop-off points and loading bays to the main entrance of the development 

should be kept to a minimum (no more than 50m), and the route to the entrance of 

each individual dwelling wheelchair accessible. 

4.1.26 Islington’s Accessible Housing Draft Supplementary Planning Document (2008a) 

sets out the Council’s standards for Lifetime Homes and Wheelchair Accessible 

housing.


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User group 2: Cyclists 

4.1.27 Strategic Policy 6.7 of Islington's UDP identifies that the council is aiming "to 

significantly increase cycle use, and to make Islington a cycle friendly borough with 

improved facilities, safety and journey conditions" (London Borough of Islington, 

2002, p.211). 

4.1.28 In support of this aim, the council encourages, and in some cases requires that new 

development make provision for cycle parking, cycle routes and end-of-trip facilities. 

Cycle Parking 

4.1.29 Policy T52 of Islington's UDP states that the council will "ensure that adequate cycle 

parking or storage is provided in all new developments, including new housing 

schemes" (London Borough of Islington, 2002, p.213). The parking provided must 

be adequate with respect to the type/style and the amount. 

4.1.30 Appendix C identifies the amount of cycle parking provision the council considers 

adequate for the various land use classes. 

4.1.31 It is important to note that the amount specified represents the minimum provision 

allowable, and that a higher level of provision would normally be encouraged and 

may be required at key sites such as sites adjoining the London Cycle Network. 

Indeed, good cycle parking provision can make a development more desirable to 

potential occupants. 

4.1.32 All cycle parking provided must be secure, covered and conveniently accessible for 

all users from all parts of the development. Accessing the cycle parking should not 

involve walking long distances or carrying bicycles up stairs. If lift access is required, 

it must be demonstrated that there is capacity to accommodate a bicycle. 

4.1.33 In the case of mixed-use development, the cycle parking for non-residential use must 

be, wherever possible, physically separated from that allocated to residential use. 

In larger developments the provision of designated visitor parking may be required. 

End-of-trip facilities 

4.1.34 As highlighted in Appendix G - Islington Cycling Action Plan of the Sustainable 

Transport Strategy (London Borough of Islington, 2006, p. appG-25), the council 

encourages the provision of end-of-trip facilities (i.e. lockers, showers, changing 

rooms and drying facilities) in commercial development. The availability of these 

facilities in a development can make cycling a more viable option for travel to the 

destination. 

4.1.35 The implementation of end-of-trip facilities would normally form part of the package 

of measures and actions found in a Travel Plan. See section 4.2 for more about 

Travel Plans.

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Cycle Routes 

4.1.36 According to the London Plan, "major new developments should provide new, high 

quality, segregated pedestrian and cycle routes, which are direct and provide good 

connections to the existing pattern of streets, and to bus stops and stations" (Mayor 

of London, 2004, p.154). 

4.1.37 Applicants should design proposed development with consideration to the following: 

Maintaining natural surveillance of cycle routes (or likely routes, where they have 

not been demarcated) 

The identification and mitigation of any potential adverse impacts on the safety 

of cyclists 

Contributing to local schemes and plans to benefit cyclists through section 106 

and/or section 278 agreements 

4.1.38 The above list is based on information provided in Inclusive Mobility-A guide to best 

practice on Access on Pedestrian and Transport Infrastructure (Department for 

Transport, 2002), Manual for Streets (Department for Transport, 2007), the Islington 

Urban Design Guide (London Borough of Islington, 2006c) and the Islington 

Streetbook (London Borough of Islington,2005). Consult these documents for more 

detail on any of the points listed above. 

User Group 3: Users of public transport 

4.1.39 As highlighted in Policy G12 of the Sustainable Transport Strategy (London Borough 

of Islington, 2006b), the council will continue to work with the Mayor of London and 

Transport for London to improve public transport services and promote the use of 

public transport in the borough. A number of key improvements are already planned, 

including those identified in paragraph 2.2.2. 

4.1.40 New development, in particular proposals involving intensification of use, can exert 

significant pressure on public transport services and infrastructure. In some cases 

this pressure will mean that capacity enhancements or new services would be 

necessary. 

4.1.41 In recognition of this, the council may require section 106 contributions to fund public 

transport infrastructure and services, as it considers appropriate. Refer to section 

4.3 for more information about S.106 contributions. 

4.1.42 Ease of access to existing and planned public transport facilities such as stations 

and bus stops should also be designed into the development.


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User Group 4: Taxis and delivery vehicles 

4.1.43 According to the London Plan, "Taxis and private hire vehicles also play a vital role 

in contributing to London’s public transport system" (Mayor of London, 2004, p.137). 

The council recognises the importance of these vehicles in Islington and the 

disproportionate impact that their absence would have on borough residents with 

mobility or sensory impairments. As such, the council will seek the provision of 

drop-off points at appropriate locations. 

4.1.44 The London Plan explains that all large developments should provide for appropriate 

taxi ranks. In accordance with this policy, the council will ensure that, where 

appropriate, consideration of these facilities forms part of the Transport Assessment 

for the development (Mayor of London, 2004). 

Servicing and Delivery 

4.1.45 Servicing is critical to the operation of non-residential, town centre and retail, and 

large-scale residential development. In accordance with Policy 3C.25 London Plan, 

which states that local policies should, "...ensure developments include appropriate 

servicing facilities" (Mayor of London, 2004, p.157) the council will require that new 

development include servicing facilities that provide for the operational transport 

needs of the occupiers of new development. 

4.1.46 Appropriate servicing should normally allow access for the following purposes: 

Emergency services 

Loading/unloading of goods 

Refuse and recycling pick-up 

Maintenance and repair services 

4.1.47 On-street servicing of development can inhibit traffic flows and cause danger to 

pedestrians crossing the road or using the pavement. Accordingly, Policy T32 of 

Islington's UDP stages: "the council will seek ways of eliminating on-street servicing 

particularly on bus lanes, by promoting rear access arrangements where possible" 

(London Borough of Islington, 2002, p.197).

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4.1.48 Any development proposals that do not provide off-street servicing facilities must be 

able to demonstrate, to the council’s satisfaction, that this is owing to the constraints 

of the site or other exceptional circumstances. 

4.1.49 The design must allow for all vehicles to enter and exit the facility in forward gear. 

It should also give consideration to: 

Appropriate management of the facility - for instance, in larger developments it 

may be necessary to provide a reception area and/or gated access 

Positioning the servicing facility in the development so as to minimise the need 

for service vehicles to pass through residential areas to access it 

Physically segregating servicing areas from the main pedestrian and cycle routes 

and access points 

Reflecting the likely nature of service vehicle deliveries to the development 

4.1.50 A plan to manage the servicing of the development during both construction and 

operation phases will be an important component of any Transport Assessment 

prepared for the site. This plan will be focussed on minimising the impact of servicing 

on the surrounding area as well as the development. Refer to section 3.1 for more 

information about Transport Assessment. 

4.1.51 Planning applications for commercial developments where ongoing use of a vehicle 

fleet will be required during the operational phase of the development, such as minicab 

offices, delivery restaurants and couriers, will only be approved if the applicant can 

demonstrate that the transport impacts of the development have been minimised, 

for instance through the purchase of appropriate council parking permits or the 

provision of off-street parking space (where appropriate and permitted). 

User group 5: Users of cleaner-fuel vehicles 

4.1.52 As highlighted in the Sustainable Transport Strategy, "the council strongly supports 

the uptake of cleaner-fuel vehicles" (London Borough of Islington, 2006b, p.ch4-74). 

This support is evidenced by the discounted parking permits made available to drivers 

of cleaner-fuel vehicles and the council’s establishment of one of the UK’s first publicly 

accessible on-street electric vehicle recharging points. 

4.1.53 To complement the council’s support for cleaner-fuel vehicles, applicants will be 

encouraged to include electric vehicle charging points as part of a Travel Plan for 

any development that is permitted off-street parking for essential use. Refer to section 

4.2 for more information about Travel Plans. 

4.1.54 The council may also seek to secure funds for installation of on-street electric vehicle 

charging points near the development. 

4.1.55 In terms of parking, it should be noted that the hierarchy of parking need does not 

differentiate between users of cleaner-fuel vehicles and other types of motor vehicles 

(i.e. other cars, motorcycles and scooters). Refer to paragraphs 4.1.65 to 4.1.75 for 

parking standards as they apply to all motor vehicles.


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User group 6: Users of motorcycles and scooters 

4.1.56 Islington’s Sustainable Transport Strategy states: "Motorcycles and scooters, are 

private forms of motorised transport. They do not provide the benefits that result 

from walking, cycling and the use of public transport and as such the council neither 

promotes nor discourages their use" (London Borough of Islington, 2006b, p. 

appH-19). 

4.1.57 With specific reference to new development, the Sustainable Transport Strategy 

states: "The council will not actively work to increase motorcycle and scooter parking 

for new developments, as it is the council’s policy to reduce all types of motor vehicle 

use by using the planning process to reduce parking provision for new developments. 

Residents of car-free housing developments will not be eligible for residential parking 

permits, either for full-sized cars or for motorcycles and scooters" (London Borough 

of Islington, 2006b, p. appH-20). 

User group 7: Other road users 

4.1.58 As highlighted in paragraph 1.21, Islington has a congested road network and one 

of the highest levels of car density (motor vehicles per hectare) in the United Kingdom. 

4.1.59 Reducing traffic volumes in the borough and lowering the car density would have a 

range of positive impacts on the quality of life in Islington, including reducing 

congestion, reducing parking pressures, improving air quality and raising levels of 

physical activity. It would also help the council to achieve statutory targets and reduce 

CO2 emissions. However, increasing traffic volumes and car ownership would be 

expected have the opposite, negative impacts. 

4.1.60 Strategic Policy 6.1 of Islington's UDP refers to traffic reduction and commits the 

council to a "substantial and progressive reduction in the volume of motor traffic on 

all roads within Islington" (London Borough of Islington, 2002, p.180). 

4.1.61 In support of this strategic policy, UDP Policy T18 states: "the council will discourage 

private car journeys which are not essential and which could reasonably be made 

by public transport, walking or cycling. This will be achieved by parking controls and 

other appropriate measures" (London Borough of Islington, 2002, p. 191). 

4.1.62 The council is opposed to parking in front garden areas due to the resulting loss of 

green space and visual amenity as well as the impact on surface water run-off. As 

such, "where planning permission is required, the council will not normally give 

consent for parking in front garden areas". Furthermore any "consent for permanent 

crossovers and new vehicle accesses is needed under highway legislation" (London 

Borough of Islington, 2002, p.194).

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4.1.63 In addition to physical measures such as parking controls and traffic calming, the 

council has undertaken a range of other measures to help reduce unnecessary car 

use. These include travel behaviour change events, individualised marketing of more 

sustainable travel options to residents, providing incentives for residents to give up 

their parking permit and improvement of cycle facilities. 

Parking provision for residential development 

4.1.64 In line with the London Plan, which supports "car-free or virtually car-free development 

where appropriate" (Mayor of London, 2004, p.128), Policy E12 of the Sustainable 

Transport Strategy identifies that the council will, "use the planning process to reduce 

motor vehicle use by increasing the proportion of car-free, car-capped and car-reduced 

housing developments" (London Borough of Islington, 2006b, p. ch3-22). 

4.1.65 In Islington, car-free housing refers to residential development with no car parking 

for residents, other than as needed to meet the needs of disabled people. This 

means that residents of the development (with the exception of disabled people) will 

not have access to an on-site car parking space or a residents' parking permit. This 

will be confirmed in the S.106 agreement for the development. 

4.1.66 Accordingly, "residents must be made aware that they do not qualify for a parking 

permit within any existing or any future controlled parking zone (CPZ). This information 

may need to be included as part of a sale or lease agreement" (London Borough of 

Islington, 2001a, p.4). 

4.1.67 In larger car-free developments, "a pedestrian drop-off point, especially catering for 

the elderly and people with disabilities, must be provided" (London Borough of 

Islington, 2001a, p.3).


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4.1.68 Any development proposals that show provision of on-site parking facilities must be 

able to demonstrate, to the council’s satisfaction, that it is necessary and that the 

parking provision will not undermine the use of more sustainable non-car modes. 

Where it can be demonstrated that on-site parking provision is necessary, but where 

residents will not be eligible for residents' parking permits, this will be referred to as 

'on-site parking only'. 

4.1.69 Conversely, where no on-site parking will be provided but residents will be eligible 

for on-street residents' parking permits, this will be referred to as 'parking permit 

only'. 

Table 4.1 Car-restricted housing definitions 

Type of car-restricted 

housing 

Definition 

Car-free 

No car parking for residents, other than as need to meet the 

needs of disabled people. This means that residents of the 

development (with the exception of disabled people) will not have 

access to an on-site car parking space of residents' parking 

permit. 

On-site only 

Where it has been demonstrated that on-site parking provision 

is necessary, but where residents will not be eligible for residents' 

parking permits. 

Parking permit only 

Where no on-site parking will be provided but residents will be 

eligible for residents' parking permits. 

Parking provision for non-residential development 

4.1.70 Policy T21 of Islington’s UDP states that "new non-residential development will only 

be allowed off-street parking and servicing space to meet essential needs" (London 

Borough of Islington, 2002, p.192) 

4.1.71 This UDP policy is consistent with the London Plan and is considered to be clear in 

its aims and its application. Therefore, no further guidance or advice regarding its 

interpretation is provided in this document.

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Parking provision for town centres and retail development 

4.1.72 Policy T28 of Islington’s UDP (London Borough of Islington, 2002) commits the council 

ensuring that appropriate public parking provision, within the maximum limits defined 

in Table 6.2 of the UDP is made available for short-term parking for shoppers and 

visitors. 

4.1.73 However, the London Plan highlights that "the restraint on parking provision should 

increase in many areas as the availability of alternative means of travel grows. In 

the most accessible locations, this should sometimes extend to car-free developments" 

(Mayor of London, 2004, p.155). 

4.1.74 The council also expects that appropriate parking and/or drop-off points should always 

be provided to ensure that developments are accessible for all. 

Question 4 


section 4.1? 

4.2 An Effective Travel Plan 

4.2.1 The Travel Plan is the key management tool for implementing the transport solutions 

highlighted by the Transport Assessment. It should be written largely in parallel with 

the Transport Assessment and is one of the primary tools for the mitigation of any 

negative transport impacts of new development. 

4.2.2 Effective Travel Plans deliver substantial benefits to the community by helping to 

reduce vehicle trips, and in turn, traffic congestion, noise, air pollution and greenhouse 

gas emissions. Importantly, they also provide significant benefits to the residents, 

staff and businesses to which they apply. These include: 

Availability of an improved range of travel choices 

Health benefits for residents and staff walking and cycling more 

A more motivated workforce and fewer staff sick days 

Improved staff recruitment and retention 

Cost savings from reduced travel-related expenses - for instance, reducing 

vehicle fleets and providing alternatives to car ownership for residents 

More attractive environments within and around new developments that have 

been designed for people rather than vehicles 

An enhanced, environmentally responsible public image for businesses


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4.2.3 Developers should see the production of a Travel Plan as an investment rather than 

an additional cost. An effective Travel Plan can have a positive effect on both the 

short and long-term attractiveness of a development. 

4.2.4 This document focuses on Travel Plans for new development. However, existing 

schools, businesses or organisations may also wish to consider the preparation of 

a Travel Plan in order to secure many of the above benefits for themselves. The 

council offers a range of support to Islington businesses including advice, grants and 

opportunities for learning from other similar businesses. 

When a Travel Plan is required 

4.2.5 In line with Islington’s Planning Applications – Validation requirements Planning 

Advice Note, the council requires that the applicant submit a Travel Plan with the 

planning application for all ‘Major’ and ‘Outline’ proposals, and ‘Change of Use’ and 

‘Minor’ applications depending on the scale of the proposal (London Borough of 

Islington, 2008c). 

4.2.6 Appendix A indicates the scale at which the preparation of a full Travel Plan will be 

required. 

4.2.7 In some circumstances, the council will require a full Travel Plan for proposals that 

do not meet the thresholds identified in Appendix A. Factors considered in this 

decision include, but are not limited to: 

Mixed use developments where each individual land use may not reach the 

thresholds, but in combination may have a greater impact 

Phased development that is destined to be above the thresholds upon final 

implementation of the proposal 

Extensions to existing sites that will lead to the thresholds being reached (in 

which case the Travel Plan should relate to the whole site rather than just the 

extension) 

Where the council does not consider the preparation of a full Travel Plan 

necessary, a less detailed travel plan in the form of a Travel Plan Statement will 

be required. 

Pre-application discussions provide an opportunity for the council to discuss the 

coverage and level of detail of any Travel Plan with the applicant. 

4.2.8 The council strongly recommends that proposals defined as ‘major development’ 

under the Town and Country Planning (General development procedure) Order 1995 

are taken through pre-application discussions prior to the submission of a formal 

planning application. "Applications for proposals which have not been considered 

at pre-application stage and which do not contain sufficient information or which are 

not in line with Council policy may be refused without reference to the applicant" 

(London Borough of Islington, 2006a, p.3).

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4.2.9 Whatever the scale of the document, a Travel Plan should identify how the impacts 

identified in the Transport Assessment will be addressed. 

4.2.10 The council will secure the Travel Plan as part of the S.106 agreement. If there is 

no S.106 agreement for the development, the council will use planning conditions 

on the development or a unilateral agreement to secure the plan. 

What to cover in a Travel Plan 

4.2.11 A full Travel Plan will aim to deliver sustainable transport objectives through ongoing 

action before and after occupation. It will be a regularly reviewed document, 

identifying a package of measures that promote sustainable transport, with an 

emphasis on reducing travel by motor vehicles. 

4.2.12 A Travel Plan Statement will, as a minimum, describe the developer’s response to 

the findings of the Transport Assessment. 

4.2.13 See Appendix D for more detail on what Travel Plans should cover. 

4.2.14 If the end occupier of the development is known, and an appropriate travel survey 

can be undertaken prior to occupation, the Travel Plan should be submitted as part 

of the planning application. Where this is not the case, the developer should provide 

an Interim Travel Plan with the planning application. The full Travel Plan must then 

be submitted to the council for approval within six months of 90% occupation of the 

site. 

4.2.15 An Interim Travel Plan will follow the same format as a full Travel Plan, but may be 

missing some detail, such as the exact package of measures and specific timing of 

delivery. 

Management of the Travel Plan 

4.2.16 The intended management arrangements for the Travel Plan must be covered in the 

Travel Plan itself. These arrangements are possibly the most important part of the 

document. The developer will be required to establish a clear structure for the ongoing 

management of the plan and – in the case of Travel Plans for proposals where the 

end occupier is unknown – arrangements for the hand over of the Travel Plan to 

occupiers of the site or another relevant body. 

4.2.17 The council will determine acceptability of the management arrangements on a 

case-by-case basis depending on the nature and scale of the development. The 

management arrangements would normally involve: 

The appointment of a Travel Plan co-ordinator role for the life of the plan 

(including the monitoring period) 

The establishment of a steering group or appointment of a management company 

or community trust


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Monitoring and review of the Travel Plan 

4.2.18 Monitoring of a Travel Plan is critical to ensuring that its aims are being delivered in 

practice and that the development’s transport operations are in line with the terms 

of the planning permission. The monitoring will normally be the responsibility of the 

developer or the co-ordinator/management structure operating on the developer’s 

behalf. A monitoring schedule and outline of the approach to monitoring should be 

set out in the travel plan. 

4.2.19 A monitoring period of five years will be required on all full Travel Plans with a travel 

survey completed at one, three and five years after council approval of the final Travel 

Plan. 

Enforcement of the Travel Plan 

4.2.20 Enforcement action will be agreed between the council and the developer, and will 

be included in the S.106 agreement. Most commonly, where Travel Plan targets are 

not met, the council will require one or all of the following, as appropriate: 

Funds to put in place any measures identified in the travel plan that have not 

been implemented 

The extension of the monitoring period for up to an additional five years after 

the initial five-year period 

Implementation of new measures considered necessary for the site to reach the 

targets set out in the Travel Plan 

Specified changes to the way the site is used 

Question 5 


section 4.2? 

4.3 Planning Obligations 

4.3.1 As highlighted throughout this document, transport and land use are inextricably 

linked. A change in one will affect the other: new transport connections, infrastructure 

and services will influence the nature and location of new development, while 

introducing new development to an area will have impacts on the transport 

environment. National, London-wide and local policy has been established to help 

achieve the integration of transport and land use planning.

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4.3.2 We use good design principles and travel planning to limit the impact of new 

development on the network. But each additional dwelling and each additional metre 

of commercial floorspace increases the number of residents, employees and visitors 

within the borough, and this in turn increases demand for the use of Islington’s roads, 

footways, cycle routes, bus services, and Underground and rail networks. Programmes 

to reduce the need to travel can be very effective, but there will always be some 

additional impacts that the council will need to address. 

4.3.3 As highlighted in section 1, London will see significant growth in population and 

employment over the coming years and Islington is tasked with providing capacity 

for some of this growth. In fact, according to the London Plan, Islington must provide 

1,160 new dwellings per year until 2016/17, and is expected to see substantial growth 

in employment (Mayor of London, 2004). 

4.3.4 This growth represents an opportunity for developers and new development, but it 

also means potentially huge pressures on Islington’s transport environment. To help 

address these pressures, and to make possible the growth and development, national 

policy allows the council to seek planning obligations through Section 106 Agreements. 

4.3.5 Section 106 Agreements are authorised by section 106 of the Town and Country 

Planning Act 1990, and confer planning obligations on persons with an interest in 

land in order to achieve the implementation of relevant planning policies (Office of 

the Deputy Prime Minister, 2001). 

4.3.6 The council will seek contributions to address the transport impacts of new 

development. These planning obligations will take the form of: 

Sustainable transport and public realm contribution 

Site specific transport contributions 

TfL/public transport contribution 

Other sustainable transport obligations 

Sustainable Transport Contribution 

4.3.7 In order to address the additional pressures placed on the local transport network, 

a contribution will be sought towards the implementation of Islington’s Sustainable 

Transport Strategy. The Sustainable Transport Strategy includes programmes to: 

Improve access to public transport facilities 

Improve the accessibility of crossings and junctions 

Enhance existing and create new walking and cycling routes, public spaces and 

cycle parking facilities 

Deliver transport and environmental improvements in and around Islington’s 

town centres and regeneration areas 

Introduce bus priority and accessibility measures 

Implement local safety schemes 

Promote sustainable transport through ongoing education and events 

Provide car club facilities


39 


Network 

4.3.8 The implementation of measures outlined in the Sustainable Transport Strategy will 

be vital to ensuring that Islington’s transport environment can cope with the borough’s 

growth, whilst reducing the local and global environmental impacts of transport. 

Sustainable Transport Contributions will be used on the programmes set out in the 

Sustainable Transport Strategy and in particular to deliver projects within the vicinity 

of the development. This contribution will be required for all major residential, student 

residential, hotel, commercial, retail and leisure developments in the borough, and 

any other development that is likely to have significant transport impacts. The value 

of the contribution will be determined using the formulae presented in the Draft S106 

Supplementary Planning Document and replicated in Appendix E. 

Site-specific transport contributions 

4.3.9 Site-specific transport contributions will be required to address site-specific issues 

arising from a new development and will be calculated on a case by case basis. 

Examples of potential site-specific contributions include: 

Highway/Footway reinstatement 

Site-specific works 

Accessible parking 

4.3.10 Highways and footways in the vicinity of a development site often suffer damage as 

a result of the construction of the development. The applicant will need to meet the 

cost of any reinstatement works, including any damage to or relocation of street 

furniture and the removal of redundant crossovers. 

4.3.11 Site-specific works are any works to the public highway or related works necessary 

to enable a development to take place, such as alterations of access to a site. These 

works will need to be agreed by the council or Transport for London, and paid for by 

the applicant. 

4.3.12 Only under exceptional circumstances may an applicant enter a section 278 

agreement and undertake the works themselves. Any work undertaken as part of a 

section 278 agreement must comply with the standards established in the Islington 

Streetbook (2005). 

4.3.13 The council requires that, in connection with new development, adequate parking 

provision is made for people with mobility or sensory impairments. Where it is not 

possible or acceptable that a designated space is provided on site, the council will 

seek a contribution for the provision of on-street accessible parking in the vicinity of 

the site. Please refer to paragraphs 4.1.21 to 4.1.26 of this document for more 

information on disabled parking provision.

40 



Network 

Public Transport/Transport for London 

4.3.14 Where a proposed development is likely to have an impact on public transport 

provision, a contribution may be sought to increase the capacity of public transport 

services in the area or for other necessary works as required by TfL or other public 

transport providers. 

Other sustainable transport obligations 

4.3.15 S.106 agreements are also used to secure other non-financial obligations. In the 

case of transport these non-financial obligations include Travel Plans and the removal 

of rights to a car parking permit. Refer to Islington Council's Draft S.106 

Supplementary Planning Document for more information. 

Question 6 


section 4.3?


41 

1 APPENDIX A: THRESHOLDS FOR THE PRODUCTION OF FULL 

TRANSPORT ASSESSMENTS AND TRAVEL PLANS

42 



TRANSPORT ASSESSMENTS AND TRAVEL PLANS 


TRANSPORT ASSESSMENTS AND TRAVEL PLANS 

Planning Policy Guidance 13 (Office of the Deputy Prime Minister, 2001) identifies that a 

Transport Assessment and Travel Plan should accompany applications for development 

proposals that are likely to have significant transport implications. The London Plan aligns 

with this national policy direction and combines reference to Transport Assessments and 

Travel Plans, stating in Policy 3C.2, “Developments with significant transport implications 

should include a Transport Assessment and Travel Plan as part of planning applications” 

(Mayor of London, 2004, p.104). 

In the absence of London specific policy guidance on appropriate thresholds for the preparation 

of Transport Assessments, Islington Council has adopted the Travel Plan thresholds found 

in Transport for London’s Guidance (2008a and 2008b). 

The table below indicates that when the threshold identified for the relevant land use class 

is met a Transport Assessment and Travel Plan should be prepared. Please note, as stated 

in sections 3.1 and 4.2 of this document, the council may still require that a full Transport 

Assessment and full Travel Plan accompany applications for new development that do not 

meet these thresholds. 

Land use 

Scale of development 

Shopping Centre 

2500m2 

A1 Food/non food retail 

1000m2 

Garden centres 

2500m2 and above 20 employees 

A3/A4/A5 food and drink 

750m2 

B1 including offices 

2500m2 

B2 industrial 

2500m2 

B8 warehousing and distribution 

2500m2 or 20 employees 

Residential development 

>80 dwellings 

C1 Hotels 

50 beds 

D1 hospitals/medical centres 

50 staff 

D1 higher and further education 

2500m2 

D1 museum 

100,000 visitors annually 

D1 places of worship 

200 members/regular attendees 

D2 assembly and leisure (other than stadia)1000m2


43 

2 APPENDIX B: WHAT TO COVER IN A TRANSPORT ASSESSMENT OR 

TRANSPORT STATEMENT

44 






The table below has been adapted from Table 4.1 and Figure 5.1 of Transport Assessment 

Best Practice - Guidance Document (Transport for London, 2006). If the proposal is referable 

to the Mayor of London (see section 3 of this document), refer directly to Transport for 

London's guidance document for details of what to cover in a Transport Assessment. 

Full Transport Assessment 

A full Transport Assessment will be unbiased and completed by an appropriately qualified 

professional. It will present detailed quantitative and qualitative information about the 

anticipated transport and related environmental impacts before, during and after the 

implementation of a proposed development. 

Transport Statement 

Planning Policy Guidance 13 (Office of the Deputy Prime Minister, 2001) identifies that the 

coverage and detail of a Transport Statement should reflect the scale of development and 

the extent of the transport implications of the proposal. With this in mind, an acceptable 

Transport Statement will consider and, where necessary, address the same issues as a full 

Transport Assessment but in less detail and with less of a focus on quantitative analysis. 

CHAPTERS 

INTRODUCTION 

INPUTS 

Site location 

Details of any previous applications 

BASELINE 

CONDITIONS 

Site information - existing land use with floor areas, existing 

operation of the site, car parking, cycle parking, motorcycle 

parking 

Local area information – land use characteristics of the area, 

pattern of development, any relevant demographics 

Accessibility for people with sensory of mobility impairments 

Walking and Cycling - cycle network: existing routes and 

facilities, conditions of walking and cycling facilities surrounding 

the site (in particular primary routes)


45 



Public transport – PTAL assessment, bus routes and stops, 

underground network: stations, lines and frequencies, rail 

network: stations, lines and frequencies, taxis: existing ranks 

Road network - traffic flows including operational flows, accident 

analysis, pedestrian flows, junction capacities, footway 

capacities, on-street parking controls and usage 

DEVELOPMENT 

PROPOSAL 

TRIP GENERATION 

AND MODE SHARE 

IMPACTS – ROAD 

NETWORK 

IMPACTS – 

PEDESTRIAN AND 

CYCLE ROUTES 

IMPACTS – PUBLIC 

TRANSPORT 

NETWORK 

Full description of the development proposal (including details 

of design and layout) 

Existing and future trips – total 

Existing and future trips – distribution by mode 

Existing and future trips – distribution by origin/destination 

Existing and future trips – distribution over time (highlighting 

peak periods) 

Existing and future trips – delivery, servicing and refuse 

collection (i.e. number, frequency and timing of trips) 

Construction routes and trips generated 

Data source and methodology used to produce all figures 

Traffic levels 

Junction analysis 

Construction traffic 

Parking issues 

Delivery, servicing and refuse collection issues 

Cumulative impacts – local additional development impacts 

Impacts on pedestrian routes/footway and cycle routes 

Impacts on existing footway capacity (including available 

footway width) 

Pedestrian safety 

Cyclist safety 

Cumulative impacts – local additional development impacts 

Bus network – new demand 

Underground network – impacts on route and station capacity 

Rail network – impacts on route and station capacity 

Taxis – impacts on capacity of taxi ranks 

Cumulative impacts – local additional development impacts

46 




MITIGATION 

CONCLUSION 

Measures to mitigate the impacts of the development on the 

following: 

Walking and cycling routes 

Road network 

Public transport network 

Access Management Plan – to manage any operational issues 

arising from the layout and/or nature of the development (e.g. 

preventing unauthorised vehicle access to the site) 

Recommended works under planning obligations 

Conclusions and summary of recommendations


47 

3 APPENDIX C: CYCLE PARKING STANDARDS

48 


3 APPENDIX C: CYCLE PARKING STANDARDS 


Land 

use 

A1 

Location 

Retail 

Cycle parking standard - minimum 2 spaces 

Food retail 

Out of town 1/350m2 

Town centre/local 

shopping centre 1/125m2 

Non-food retail 

Out of town 1/500m2 

Town centre/Local 

shopping centre 1/300m2 

A2 

A3 

A4 

A5 

B1 

B2 

Garden centre 

Financial and professionalOffices, business and 

services 

professional 

Restaurants and cafes 

Drinking establishments 

Hot food takeaways 

Business 

General industrial 

1/300m2 

1/125m2 

1/20 staff for staff + 1/20 

seats for visitors 

1/100m2 

1/50m2 

1/250m2 

1/500m2 

B8 

Storage and distribution 

Warehouses 

1/500m2 

C1 

Hotels 

Hostels 

1/10 staff 

Sui generis hostels 

1/4 beds 

C2 

Residential institutions 

Hospitals 

1/5 staff +1/10 staff for 

visitors 

Student accommodation 

1/2 students 

Children's 

homes,nursinghomes,elderly 

people'shomes 

1/3 staff


49 


C3 

Dwelling house 

Flats 

1/unit 

Dwelling houses 

1/1 or 2 bed dwelling, 2/3+ 

bed dwelling 

Sheltered accommodation 

1/450m2 

D1 

Non-residential institutionsPrimary schools 

Secondary schools 

Universities, colleges 

Libraries 

Doctor, dentist, health centres, 

clinics 

1/10 staff or students 



1/10 staff + 1/10 staff for 

visitors 

1/50 staff + 1/5 staff for 

visitors 

D2 

Assembly and leisure 

Theatres, cinema 

1/20 staff for staff + 1/50 

seats for visitors 

Leisure, sports centres, 

swimming pool 

1/10 staff + 1/20 peak 

period visitors 

Source: Transport for London, TfL Proposed Cycle Parking Guidelines, n.d.


50 

4 APPENDIX D: WHAT TO COVER IN A TRAVEL PLAN


51 

4 APPENDIX D: WHAT TO COVER IN A TRAVEL PLAN 


The table below is based on the suggested structure found in Transport for London’s Guidance 

for Workplace Travel Plans (2008b), and aligns with the guidance provided in the Guidance 

for Residential Travel Plans (2008a). Refer to these documents for further information 

including a checklist of Travel Plan measures. 

Full Travel Plan 

Travel Plans are relevant to all land uses (e.g. residential, office, retail etc.). A full Travel 

Plan will be a regularly reviewed document, identifying a package of measures that promote 

sustainable transport, with an emphasis on reducing travel by motor vehicles. 

Travel Plan Statement 

The coverage and detail of a Travel Plan will vary between types and sizes of development. 

An acceptable Travel Plan Statement will consider, and where necessary, address the same 

issues as a full Travel Plan but in less detail and with less of a focus on quantitative analysis. 

Ideally, council officers will have the opportunity to specify the required coverage and level 

of detail of the Travel Plan Statement during pre-application discussions. 

Chapter 

INTRODUCTION – 

BACKGROUND 

INTRODUCTION – 

POLICY CONTEXT 

ACCESSIBILITY AND 

EXISTING TRAVEL 

SITUATION – SITE 

ASSESSMENT 

Content 

Give an overview of the site being developed 

Introduce the organisation(s)/occupier, and provide and provide 

an overview of how they will use the development 

Explain why the Travel Plan has been prepared, describing the 

health, economic, environmental and social benefits 

Identify the scope of the Travel Plan in the short and long-term 

Briefly establish the relevant national and local policy 

Outline the relationship of the Travel Plan with the development 

and these relevant policies 

Site location, boundaries and access points for all modes of 

transport 

Walking – location, nature and quality of on and off-site facilities. 

Consider also time penalties, the capacity of available facilities 

and entry/exit points 

Cycling location, nature and quality of on and off-site facilities. 

Consider also time penalties, the capacity of available facilities 

and entry/exit points

52 



Public transport – location, nature and quality of facilities, routes, 

hours of operation, frequency, available capacity, accessibility 

and other facets 

Anticipated car use – car sharing, pool cars, fleet 

Anticipated goods and servicing movements 

Accessibility for persons with mobility or sensory impairments 

Any other relevant existing site-specific travel initiatives 

* Note: this work will form part of the Transport Assessment. It should 

be included in the Travel Plan to provide sufficient context, however 

for brevity details should be summarised. 

ACCESSIBILITY AND 

EXISTING TRAVEL 

SITUATION – TRAVEL 

SURVEY 

OBJECTIVES AND 

TARGETS 

RESOURCING AND 

MANAGEMENT 

MARKETING AND 

PROMOTION 

Explain the main purpose of the travel survey. 

Consider who uses the site, such as residents, staff, visitors, 

students, patients, as applicable. It may not be necessary to 

survey all groups, but it will be necessary to identify capacity 

requirements during peak times. 

Where possible, the key findings of travel surveys should be 

included in the text (especially existing mode shares) and how 

these will inform strategy, targets and measures. 

Attach the questionnaire and the full travel survey results to the 

Travel Plan. 

Sustainable travel objectives of the Travel Plan. 

SMART targets (i.e. targets in support of the objectives that are 

specific, measurable, achievable, realistic and time bound). 

Targets should have a five-year timeframe, with interim targets 

at year three of implementation 

Identify the Travel Plan Co-ordinator and individuals and 

organisations that the applicant will work with to deliver the Travel 

Plan 

Outline how the Travel Plan will be managed, for example via a 

steering group 

Specify who will be ultimately responsible for the travel plan at 

each stage of its development 

Present the development timetable 

Identify when and how travel information will be disseminated 

and marketing and awareness-raising of the Travel Plan will take 

place, for example: 

Website/intranet 

Travel information leaflet 

Individualised marketing 

Events


53 


MEASURES – 

OVERVIEW 

MEASURES – 

WALKING 

MEASURES – 

CYCLING 

MEASURES – PUBLIC 

TRANSPORT 

MEASURES – 

MANAGING PRIVATE 

CAR USE 

Identify a package of measures to encourage greater sustainable 

travel and reduce car-based travel. The package of measures 

summarised should include: 

Physical design provisions 

Infrastructure improvements 

Access arrangements and facilities (where these will 

support the aims of the Travel Plan and are put 

forward through the Transport Assessment) 

Make reference to the ways that measures have been or will be 

informed by the Transport Assessment, Travel Plan and 

associated surveys. 

When deciding on appropriate walking measures to be included 

in the action plan, please consider: 

the availability of safe and accessible routes 

convenient access points and the provision of 

appropriate changing facilities 

the future propensity for walking, taking account of 

findings of the site assessment (e.g. walking 

catchment, topography) and travel survey 

When deciding on appropriate cycling measures to be included 

in the action plan, please consider: 

catchment population 

accessibility of the site to the local cycle networks 

the future propensity for cycling in the 

short/medium/longer term 

relevant design guidance and standards 

When deciding on appropriate public transport measures to be 

included in the action plan, please consider: 

Appropriate public transport measures (measures 

related to public transport services or infrastructure 

should be discussed in advance with relevant parts 

of Transport for London). 

When deciding on appropriate private car use measures to be 


Car clubs 

Car sharing 

If on-site car parking has been permitted, summarise 

how parking will be managed and restrained. In 

particular, identify how any bays designated for the 

use of persons with a disability will be managed and 

enforced. (Reference the Transport Assessment as 

appropriate)

54 



MEASURES – 

CONSTRUCTION, 

DELIVERY AND 

SERVICING 

MEASURES – 

BUSINESSES 

MONITORING AND 

REVIEW 

ACTION PLAN 

When deciding on appropriate private car use measures to be 


how employees travel for business purposes how 

delivery and servicing activities associated with the 

site will be managed, including during the construction 

phase 

Consider: 

implementing work practices to enable flexibility, 

including home working, teleworking etc. 

how employees travel for business purposes 

how organisational culture, management, operation, 

policies, courier and general service delivery could 

affect travel behaviour and the Travel Plan 

Identify the programme for monitoring the Travel Plan 

Explain what and how frequently surveys will be undertaken, by 

whom, and how they will be reported 

Summarise the programme of target dates, roles and 

responsibility for all measures (with a focus on implementation 

and delivery)


55 

5 APPENDIX E: SUSTAINABLE TRANSPORT AND PUBLIC REALM 

CONTRIBUTION

56 



CONTRIBUTION 


CONTRIBUTION 

The following information is taken from the Draft S.106 Supplementary Planning Document. 

Refer to this document for further information regarding the Sustainable Transport and Public 

Realm Contribution. 

Residential/student housing/hostel/hotel development 

Occupancy of development (residents) 1 x transport and public realm contribution (£869 per 

person) 2 

Commercial and employment development 

Occupancy of development (employees) 1 x transport and public realm contribution (£869 per 

person) 2 

Other as necessary 

Based on projected number of employees/residents/visitors 

1 

The predicted number of people occupying a development is based on the specification of 

the development proposal (e.g. the number of residential units of a specific size, the number 

of hotel/student housing/hostel bedrooms and/or the floorspace of commercial/employment 

uses) multiplied by the relevant residential occupancy and employment/ floorspace ratios 

presented in the tables below. 

2 

The transport and public realm contribution is based on the costs of implementing the 

Sustainable Transport Strategy, taking into account works that have already been costed 

out and the expected level of funding to be received for Transport for London. The cost per 

person has been calculated based on Islington’s daytime population (residents living and 

working in Islington, employees traveling into the borough to work and non-working residents) 

plus residents working outside the borough, based on information from GLA employment 

and population projections and the 2001 Census. 

Residential unit 

1 Bedroom 

2 Bedroom 

3 Bedroom 

4 Bedroom 

5 Bedroom 

Number of residents per unit 

1.27 

2.03 

2.81 

3.55 

3.57 

Child Occupancy 

0.05 

0.44 

0.595 

0.775 

1.2 

Source: Islington Housing Need Assessment 2007


57 


CONTRIBUTION 

Residential Unit 

0 to 4 Age Group 



Proportion of Total 

0-16 Population 

Proportion of Total 

0-16 Population 

Proportion of Total 0-16 

Population 

1 Bedroom 

2 Bedroom 

3 Bedroom 

4 Bedroom 

5 Bedroom 

0.43 

0.43 

0.42 

0.34 

0.26 

0.37 

0.37 

0.39 

0.41 

0.41 

0.20 

0.20 

0.19 

0.25 

0.33 

Source: 2001 Census Islington Data 

Hotel Accommodation 

Hotel Bedroom 

Potential guests per room Average London Hotel 

Occupancy rate (2007) 

2 

83.1% 

Students per room 

Student Accommodation 

1 Bed Units 

2 Bed Units 

1 

2 

Source: Hotel Benchmark Survey by Deloitte 

Commercial/Employment Development 

Use Type 

B1 – General Office 

B2 – Industry 

A1 – Shops 

A3 – Restaurant 

D2 – Cinemas 

D2 – Private Sports Club/Gym 

Amusement and Entertainment 

General Hotels 

Budget Hotels 

4/5 star Hotels 

Area of employment floorspace (sq m) per 

workspace 

19 

20 

20 

13 

90 

55 

40 

1 employee per 2 bedrooms 

1 employee per 3 bedrooms 

0.8 employee per bedroom 

Source: English Partnerships Employment Densities 2001 

With the move to more flexible working practices such as smart working, there has typically 

been a reduction in the area of employment floorspace per workplace in recent years. The 

above figures are provided as a guide and may be reviewed in relation to specific sites and 

when more information becomes available on this.


58 

6 APPENDIX F: REFERENCES


59 

6 APPENDIX F: REFERENCES 


Commission for Architecture and the Built Environment, Design and Access Statements: 

How to write, read and use them, 2006 

Department for Transport, Inclusive Mobility – A guide to best practice on Access on 

Pedestrian and Transport Infrastructure, 2002 

Department for Transport, Manual for Streets, 2007 

Department for Transport, Walking in GB: Personal Travel Factsheet 4 – January, 2003a 

Department for Transport, Cycling in GB: Personal Travel Factsheet 5a – January, 2003b 

Department for Transport, National Travel Survey, 2003c 

Department of Community and Local Government, Circular 01/2006 Guidance on changes 

to the Development Control System, 2006 

Driver and Vehicle Licensing Authority, Figures provided by email, 2008 

London Borough of Islington, Accessible Housing Draft Supplementary Planning Document: 

Lifetime Homes and Wheelchair Accessible Housing, 2008a 

London Borough of Islington, Car-free Housing Supplementary Planning Guidance, 2001a 

(amended 2002) 

London Borough of Islington, Draft S.106 Supplementary Planning Document, 2008b 

London Borough of Islington, Islington Employment Study: Final Report, 2005a 

London Borough of Islington, Islington Streetbook: A borough-wide streetscape manual, 

2005b 

London Borough of Islington, Islington’s Unitary Development Plan, 2002a 

London Borough of Islington, Major Development Pre-application Planning Advice Note, 

2006a (amended 2007) 

London Borough of Islington, Planning Applications – Validation requirements Planning 

Advice Note, 2008c 

London Borough of Islington, Sustainable Transport Strategy 2006-2016: Islington’s Local 

Implementation Plan, 2006b

60 



London Borough of Islington, Urban Design Guide, 2006c 

Mayor of London, The London Plan, 2004 

Office of the Deputy Prime Minister, Planning Policy Guidance 13, 2001 

Office of the Deputy Prime Minister, Planning Policy Statement 1, 2005 

Office of the Deputy Prime Minister, Town and Country Planning (General Development 

Procedure) Order (GDPO), 1995 

Office for National Statistics, Census 2001, 2001 

Transport for London, Guidance for Residential Travel Planning in London, 2008a 

Transport for London, Guidance for Workplace Travel Planning for Development, 2008b 

Transport for London, London Area Transport Survey 2001 household survey, 2001 

Transport for London, TfL Proposed Cycle Parking Standards, not dated 

Transport for London, Transport Assessment Best Practice Guidance Document, 2006

Give us your views by 3 November 2008 

Write to us at Planning Policy, 222 Upper Street, N1 1XR 

Email us at ldf@islington.gov.uk 

Visit www.islington.gov.uk/planningpolicyconsultations or 

Come to an exhibition or event (see above website for details) 

Contact Details 

Transport Planning 

ashley.baker-finch@islington.gov.uk 020 7527 2402 

Planning Policy 

sakiba.gurda@islington.gov.uk 020 7527 2402 

alan.mace@islington.gov.uk 020 7527 2619 

elliot.kemp@islington.gov.uk 020 7527 2618 

mike.carless@islington.gov.uk 020 7527 1846 

jonathan.gibb@islington.gov.uk 020 7527 6799 

karen.thomas@islington.gov.uk 020 7527 2676 

If you would like this document in large print or Braille, audiotape or in another language, 

please contact 020 7527 2000. 

Contact Islington 

222 Upper Street, London, N1 1XR 

E contact@islington.gov.uk 

T 020 7527 2000 

F 020 7527 5001 

Minicom 020 7527 1900 

W www.islington.gov.uk

Sustainable Transport Draft Planning Guidance ... - Islington Council

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