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Islington’s Transport Strategy

Local Implementation Plan 2011 to 2031

March 2012

Islington’s Transport Strategy

Local Implementation Plan 2011 to 2031

Contents

EXECUTIVE SUMMARY ...................................................................................................................6 ISLINGTON’S KEY TRANSPORT CHALLENGES ...................................................................................6 THE CHALLENGE OF GROWTH ........................................................................................................7 THE CHALLENGE OF FAIRNESS.......................................................................................................8 THE CHALLENGE OF PLACE............................................................................................................8 TRANSPORT OBJECTIVES ..............................................................................................................9 INVESTING IN PEOPLE AND PLACES ................................................................................................9 THREE-YEAR DELIVERY PROGRAMME.............................................................................................9 REMOVAL OF ONE-WAY SYSTEMS ................................................................................................10 PERFORMANCE INDICATORS........................................................................................................10

Mode share ........................................................................................................................11 Road traffic casualties........................................................................................................11 Bus service reliability..........................................................................................................11 CO2 emissions ...................................................................................................................11 Asset condition...................................................................................................................11

ASSESSING THE STRATEGY’S IMPACTS.........................................................................................11 CONCLUSION..............................................................................................................................11

ISLINGTON’S TRANSPORT CONTEXT ........................................................................................12 ISLINGTON – THE PLACE ..............................................................................................................12

Land use in Islington ..........................................................................................................12 Islington’s Key Strategic Areas ..........................................................................................14 Islington as part of London and south-east England..........................................................14

ISLINGTON – THE PEOPLE............................................................................................................15 Housing profile ...................................................................................................................16 Social exclusion and deprivation........................................................................................17 Health and disability ...........................................................................................................19

ISLINGTON’S ECONOMY ...............................................................................................................20 ISLINGTON’S TRANSPORT NETWORK ............................................................................................22

Road network congestion...................................................................................................22 Road safety........................................................................................................................24 Road network classification................................................................................................27 Public transport network.....................................................................................................28 Public transport network congestion ..................................................................................30 Route 812 Hail-and-Ride bus service ................................................................................34 Islington’s car club..............................................................................................................36 Cycling ...............................................................................................................................36 Transport-related crime......................................................................................................36 Noise, vibration, air pollution and climate change..............................................................37

ISLINGTON’S TRANSPORT CHALLENGES, OBJECTIVES AND POLICIES..............................40 ISLINGTON’S TRANSPORT CHALLENGES........................................................................................40 ISLINGTON’S TRANSPORT OBJECTIVES .........................................................................................41 ISLINGTON’S TRANSPORT OBJECTIVES SUPPORTING THE MAYOR’S TRANSPORT STRATEGY...........41

Islington’s Transport Strategy Local Implementation Plan 2011 to 2031

MTS Goal 1: Economic development and population growth ............................................41 MTS Goal 2: Quality of life .................................................................................................42 MTS Goal 3: Safety and security .......................................................................................43 MTS Goal 4: Transport opportunities for all Londoners .....................................................44 MTS Goal 5: Climate change.............................................................................................44

ISLINGTON’S BOROUGH TRANSPORT OBJECTIVES SUPPORTING SUB-REGIONAL TRANSPORT PLANS 45 North London Sub-regional Challenges.............................................................................47 Central London Sub-regional challenges...........................................................................47

ISLINGTON’S TRANSPORT OBJECTIVES SUPPORTING ISLINGTON’S CORE STRATEGY AND

SUSTAINABLE COMMUNITY STRATEGY..................................................................................48 ISLINGTON’S HIGHWAY ASSET MANAGEMENT PLAN (HAMP) AND NETWORK MANAGEMENT DUTY

(NMD 51 KEY TRANSPORT POLICIES ..........................................................................................................52 ASSESSING THE IMPACTS OF THE STRATEGY................................................................................55

TRANSPORT AND REGENERATION............................................................................................56 ARCHWAY DISTRICT TOWN CENTRE ............................................................................................56

Considerations and opportunities.......................................................................................56 Area-specific transport challenges.....................................................................................58 Committed and potential transport investment...................................................................58

FINSBURY PARK DISTRICT TOWN CENTRE ...................................................................................59 Considerations and opportunities.......................................................................................59 Area-specific transport challenges.....................................................................................60 Committed and potential transport investment...................................................................61

NAG’S HEAD TOWN CENTRE AND UPPER HOLLOWAY ROAD .........................................................61 Considerations and opportunities.......................................................................................61 Area-specific transport investment challenges...................................................................62 Committed and potential transport investment...................................................................63

HIGHBURY CORNER AND LOWER HOLLOWAY ROAD .....................................................................63 Considerations and opportunities.......................................................................................63 Area-specific transport challenges.....................................................................................64 Committed and potential transport investment...................................................................65

ANGEL TOWN CENTRE AND UPPER STREET.................................................................................65 Considerations and opportunities.......................................................................................65 Area-specific transport challenges.....................................................................................66 Committed and potential investment..................................................................................67

KING’S CROSS............................................................................................................................67 Considerations and opportunities.......................................................................................67 Area-specific transport challenges.....................................................................................68 Committed and potential transport investment...................................................................69

BUNHILL AND CLERKENWELL .......................................................................................................69 Considerations and opportunities.......................................................................................69 Area-specific transport challenges.....................................................................................70 Committed and potential investment..................................................................................71

DELIVERING LOCAL TRANSPORT IMPROVEMENTS ................................................................72 POTENTIAL FUNDING SOURCES....................................................................................................72

Transport for London (TfL) LIP funding..............................................................................72 Council capital funding.......................................................................................................73 Developers contributions (S106)........................................................................................73 Sustrans grant funding.......................................................................................................73 Growth Area Funding.........................................................................................................73 Transport for London (TfL) Major Schemes funding ..........................................................73 Transport for London (TfL) LIP maintenance funding ........................................................74

SELECTING AND PRIORITISING LOCAL TRANSPORT INTERVENTIONS ...............................................74 LINKS BETWEEN OBJECTIVES AND INTERVENTIONS .......................................................................75

‘Better Streets’ schemes ....................................................................................................75

London Borough of Islington March 2012


Road safety improvements ................................................................................................75 Interchange improvements.................................................................................................75 Smarter travel measures....................................................................................................75 Transport for London Major Schemes................................................................................76

PROGRAMME OF INVESTMENT .....................................................................................................77 ARCHWAY ONE-WAY SYSTEM AND PUBLIC REALM IMPROVEMENTS ................................................80

The one-way system..........................................................................................................80 Short and medium-term measures.....................................................................................80

FINSBURY PARK SAFETY AND ENVIRONMENTAL SCHEME...............................................................81 HIGHBURY CORNER ONE-WAY SYSTEM AND HIGHBURY & ISLINGTON STATION...............................81

London Rail Overground improvements ............................................................................81 London Underground station ticket hall upgrade and new station façade .........................82 Highbury & Islington station square improvements............................................................82 The one-way system and urban realm improvements .......................................................82 London Underground step-free access and congestion relief............................................83

KING’S CROSS AND CALEDONIAN ROAD SAFETY AND ENVIRONMENTAL SCHEME............................83 OLD STREET...............................................................................................................................83 HORNSEY ROAD SAFETY AND ENVIRONMENTAL SCHEME ..............................................................83 CONNECT2 ROUTE .....................................................................................................................84 BOROUGH-WIDE ROAD SAFETY SCHEMES.....................................................................................85 SCOOTABILITY ............................................................................................................................85 ROUTE 812 HAIL-AND-RIDE.........................................................................................................85 SMARTER TRAVEL.......................................................................................................................85

Cycle training .....................................................................................................................86 Road safety education .......................................................................................................86 School travel plans.............................................................................................................86

PRINCIPAL ROAD MAINTENANCE...................................................................................................86 SCHEMES SUBMITTED FOR TRANSPORT FOR LONDON MAJOR SCHEMES FUNDING ........................86

Major Scheme: Highbury Corner gyratory..........................................................................87 Major Scheme: Archway gyratory and public realm improvements ...................................88 Major Scheme: Old Street roundabout...............................................................................88

SECTION 106-FUNDED SCHEMES.................................................................................................89 DELIVERING THE MAYOR’S HIGH PRIORITY OUTPUTS ...................................................................89

Cycle parking .....................................................................................................................89 Cycle Superhighways.........................................................................................................90 Electric vehicle charging points..........................................................................................90 Better Streets .....................................................................................................................91 Cleaner local authority fleet................................................................................................91 Street trees ........................................................................................................................91

RISK MANAGEMENT AND MITIGATION...........................................................................................92 CONSULTATION...........................................................................................................................94

PERFORMANCE MONITORING PLAN..........................................................................................95 MODE SHARE .............................................................................................................................96

Mode share for walking......................................................................................................96 Mode share for cycling.......................................................................................................98

ROAD TRAFFIC CASUALTIES......................................................................................................100 Total killed and seriously injured (KSI).............................................................................100 Total casualties ................................................................................................................102

ASSET CONDITION (HIGHWAYS) .................................................................................................104 CO2 EMISSIONS EMANATING FROM GROUND-BASED TRANSPORT.................................................106 BUS SERVICE RELIABILITY.........................................................................................................108




List of tables

TABLE 1: PROPORTION OF LAND IN ISLINGTON BY USE..............................................................12 TABLE 2: ISLINGTON’S KEY POPULATION FIGURES ....................................................................16 TABLE 3: MODE SHARE BY BOROUGH OF ORIGIN, TRIPS PER DAY PER MODE SHARE...................22 TABLE 4: CAR OWNERSHIP PER HOUSEHOLD............................................................................23 TABLE 5: CAR DENSITY PER HECTARE......................................................................................23 TABLE 6: NUMBER OF ROAD TRAFFIC CASUALTIES AND CHANGE OVER TIME ..............................25 TABLE 7: CARRIAGEWAY HIERARCHY.......................................................................................27 TABLE 8: FOOTWAY HIERARCHY ..............................................................................................27 TABLE 9: ISLINGTON’S TRANSPORT OBJECTIVES SUPPORTING THE MAYOR OF LONDON’S

TRANSPORT STRATEGY AND THE LONDON PLAN ...................................................................45 TABLE 10: TRANSPORT OBJECTIVES MATRIX – SUB-REGIONAL TRANSPORT PLAN CHALLENGES....46 TABLE 11: TRANSPORT OBJECTIVES MATRIX: CORE STRATEGY OBJECTIVES...............................49 TABLE 12: TRANSPORT OBJECTIVES MATRIX: ISLINGTON’S SUSTAINABLE COMMUNITY STRATEGY50 TABLE 13: ISLINGTON’S TRANSPORT POLICIES ...........................................................................52 TABLE 14: POTENTIAL FUNDING SOURCES .................................................................................72 TABLE 15: HOW INTERVENTIONS CONTRIBUTE TO ISLINGTON’S TRANSPORT OBJECTIVES.............76 TABLE 16: ISLINGTON COUNCIL’S PROGRAMME OF INVESTMENT, 2011/12 TO 2013/14 ................78 TABLE 17: RISKS AND MITIGATION MEASURES............................................................................93

List of figures

FIGURE 1: LAND USES IN ISLINGTON..........................................................................................13 FIGURE 2: ISLINGTON’S HOUSING PROFILE.................................................................................17 FIGURE 3: ISLINGTON’S SOCIO-DEMOGRAPHIC PROFILE..............................................................18 FIGURE 4: ISLINGTON’S AGE AND GENDER PROFILE....................................................................21 FIGURE 5: ROAD TRAFFIC CASUALTIES AND DEPRIVATION IN ISLINGTON......................................26 FIGURE 6: ISLINGTON’S PUBLIC TRANSPORT ACCESSIBILITY LEVELS – 2009 ..............................28 FIGURE 7: ISLINGTON’S PUBLIC TRANSPORT ACCESSIBILITY LEVELS – 2031 SCENARIO ..............29 FIGURE 8: UNDERGROUND AND DLR CROWDING IN 2006 ..........................................................30 FIGURE 9: UNDERGROUND AND DLR CROWDING IN 2031 (WITH PLANNED AND FUNDED

IMPROVEMENTS) ..................................................................................................................31 FIGURE 10: RAIL CROWDING IN 2006 ..........................................................................................32 FIGURE 11: RAIL CROWDING IN 2031 (WITH PLANNED AND FUNDED IMPROVEMENTS) ....................33 FIGURE 12: ROUTE 812 HAIL-AND-RIDE BUS SERVICE .................................................................35 FIGURE 13: THEFT OF MOTOR VEHICLES IN LONDON ....................................................................37 FIGURE 14: NITROGEN DIOXIDE (NO2) CONCENTRATIONS ACROSS GREATER LONDON..................38

Appendices

Appendix A: Three-year LIP Delivery Plan (2011/12 to 2013/14) Appendix B: Locally Specific Targets for Mandatory Indicators Appendix C: Strategic Environmental Assessment Appendix D: SEA Scoping Report Appendix E: Equality Impact Assessment Appendix F: Islington’s Sustainable Modes of Travel Strategy Appendix G Delivering the Mayor’s High Priority Outputs Appendix H Consultation Responses


1.0 Executive Summary

1.1 This document is Islington’s Transport Strategy and Local Implementation Plan (LIP). It sets out the council’s transport objectives, policies, and programmes for the period from 2011 onwards, and describes how the council will contribute towards the delivery of the Mayor of London’s Transport Strategy.

Islington’s key transport challenges

1.2 Islington is one of the most economically successful and dynamic places in London, and is a very desirable place to live, work and do business. As a result, it is experiencing rapid population and employment growth. Islington’s residential population was 189,665 in 2006 and is expected to reach 211,946 by 2011 (an 11.7 % increase compared to 2006), with further growth projected to 256,146 by 2031 (a 35% increase from 2006). (Source: Greater London Authority, 2010)

1.3 Despite the recession, employment within Islington has also continued to grow strongly. There were 161,000 jobs in Islington in April 2008, and over 176,000 in April 2010, nearly a 10% increase in two years. The number of jobs in Islington is expected to reach 237,300 by the end of 2031.

1.4 However, Islington is not simply a dynamic and economically successful place. It is also highly socially polarised, with some of the poorest and richest people in Britain living side by side. This inequality is reflected in people’s mobility and access to opportunities. There are people in Islington who are extremely mobile and who will fly all over the world for work and leisure, but there are also people with extremely low mobility who rarely leave their neighbourhood, or indeed their home, and who struggle to access even local services and facilities.

1.5 These twin challenges of growth and inequality manifest themselves in the physical character of the borough where there are a number of key places that are not only in need of regeneration, but which, with the right investment, have the capacity to support growth. These places are identified in the council’s Core Strategy (a key part of its spatial plan), and include: Archway, Finsbury Park, Nag’s Head / Holloway Road, King’s Cross, and Bunhill / Clerkenwell. Other parts of the borough are relatively economically successful but require investment to support growth. These areas include Highbury Corner and Angel / Upper Street.

1.6 The council’s housing policies also address the twin challenges of growth and inequality. With thousands of households on the council’s social housing waiting list, there is an intense need for new housing in the borough, particularly affordable housing. The council is committed to delivering 11,600 new homes in the period between 2011 and 2021, and to ensuring that 50 % of these homes are affordable.

1.7 The council’s key transport challenge is therefore to provide the additional transport capacity that is needed to support its housing objectives and deliver economic recovery, regeneration and growth. At the same time, the council must ensure that Islington’s poorest places and people benefit from investment in the transport system, and are able to benefit from the opportunities that will be delivered through economic recovery, regeneration and growth.

London Borough of Islington 6 March 2012


The challenge of growth

1.8 The borough’s desirability and central location have brought both population and

employment growth and this growth is expected to continue. However Islington is a small and densely developed borough and growth therefore presents a number of challenges for the transport network in the borough. Islington’s public transport network is already very crowded. According to Transport for London, all London Underground lines and many National Rail services through the borough are ‘crowded’ or ‘very crowded’ and this is equally true of most local bus services. Islington also suffers from some of the highest levels of road network congestion and parking stress in London, as well as high volumes of through traffic.

1.9 Population and employment growth must be supported through continued investment in the public transport network to increase capacity, reliability, and connectivity within Islington and beyond, and to ensure that the network is accessible to everyone who wants to use it. Although the Mayor’s Transport Strategy has committed significant levels of rail investment that will benefit Islington, Transport for London admits that crowding on London Underground and National Rail services in the borough will actually get worse unless further improvements are implemented before 2031.

1.10 Some larger-scale investment projects that will benefit Islington before 2018 include:

improvements to the London Overground, including station upgrades, new rolling stock and the recently opened extension of the East London Line to Highbury & Islington station

a new Crossrail station at Farringdon, creating a direct link from the south of the borough to Central London and Heathrow Airport, as well as to East London and Essex

major upgrade of the Thameslink rail line through Finsbury Park and Farringdon to improve connectivity with Central London and the North

increased Underground capacity and station accessibility on the Northern, Victoria and Piccadilly lines

1.11 Further investment is being considered by the Mayor of London and the Government for the

period after 2018. This includes:

‘Crossrail 2’, or the ‘Chelsea to Hackney Line’, potentially linking Victoria station to Hackney Central via King’s Cross, Angel and Essex Road stations, thus relieving crowding on the Victoria and Piccadilly lines

‘High Speed 2’, connecting London to the Midlands and beyond from Euston station just west of the borough boundary

DLR extension from Bank station to Euston station via Barbican station, a new Clerkenwell station and St Pancras – this will support the proposals for High Speed 2 by providing extra capacity to serve Euston

1.12 The council will continue to make the case for further rail investment in the borough whilst at

the same time ensuring that any potential social and environmental impacts on the local community are addressed.



1.13 People in Islington tend to make shorter journeys than Londoners in general and make

many more journeys by bus, bike and on foot. The densely developed and diverse nature of the borough means that residents, businesses and visitors enjoy relatively convenient access to local shops, businesses and services. This makes cheaper and more local forms of travel such as buses, walking and cycling an option for many people. As rail investment fails to keep pace with social and economic growth in the borough, the council will encourage more journeys to be made by bus, on foot and by bike.

The challenge of fairness

1.14 Poorer residents often cannot afford a car, which is reflected in the low levels of car ownership in deprived areas of Islington. This is compounded by the fact that the poorest parts of the borough, particularly large social housing estates, also have the lowest levels of access to public transport services.

1.15 Islington’s poorest residents also suffer disproportionately from the negative health and environmental impacts of transport, such as noise and air pollution, contributing to illnesses such as respiratory and heart disease, stress and ultimately shorter life expectancy. Road safety is also worse in areas of high deprivation where road traffic casualties are more frequent, putting poorer residents and children at a higher risk of being injured or killed in road traffic accidents. Transport investment can increase access to opportunities for residents of deprived areas by improving personal security, facilitating more affordable forms of travel like walking and cycling, and improving local bus services. These measures will also help to reduce noise and air pollution in the borough and reduce carbon emissions to help tackle climate change.

The challenge of place

1.16 Many parts of Islington have particularly suffered from the poor planning and transport decisions that were made in the 1960s and ‘70s, and in particular from the introduction of one-way traffic systems. These areas include Archway, Finsbury Park, King’s Cross, Nag’s Head, Old Street and Highbury Corner. In these places, the circulation of traffic has been given priority to the detriment of pedestrians, cyclists and public transport users. This has severed local communities and made these areas less attractive places to shop, work and do business. Removal of these one-way systems is therefore a key priority for the council.

1.17 Some of the large social housing estates in the borough also suffer from poor design and layout. As a consequence, it can be difficult for local people to find their way through the estates, access to local bus services is often poor, and areas can often feel unsafe particularly at night. The council will seek to address these issues as estate renewal and regeneration schemes take place.

1.18 The council also wants to support local shopping areas by improving access on foot and by bike, and by upgrading the quality of the streetscape in these areas.



Transport objectives

1.19 To ensure that Islington’s transport challenges are addressed, the objectives of this

transport strategy are to make Islington’s transport environment:

Fair – Everyone in the borough will be able to access opportunities and services Efficient – Islington’s limited road space and public transport capacity will be

managed to reduce crowding, congestion and unreliability Safe – Road dangers will be minimised, ensuring that fewer people are injured or

killed on Islington’s streets Secure – Crime and the fear of crime will be reduced on Islington’s streets, housing

estates and public transport network Vibrant – Streetscape and public realm improvements will contribute towards

regeneration and local economic recovery and growth Healthy – More active forms of travel will be encouraged, and the negative impacts

of travel, especially on Islington’s poorer communities, will be reduced

Investing in people and places

1.20 This document sets out the council’s Local Implementation Plan (also known as the LIP) for 2011 to 2031, with a Delivery Plan for the financial years 2011/12 to 2013/14. This plan explains how the council will invest its transport funding over this period. However, at a time when money is particularly tight, funding must be targeted towards those people and parts of the borough that need it most. For this reason, the council has prioritised investment in the poorest parts of the borough. These areas also tend to be those places where accident levels are highest. The need to support local shops and businesses through the recession has also been recognised, with funding being targeted towards regeneration areas such as Archway, King’s Cross and Finsbury Park, and key shopping areas such as Hornsey Road.

Three-year delivery programme

1.21 The key schemes in the Delivery Plan for 2001/12 to 2013/14 included in Islington’s Transport Strategy to 2031 are:

Archway pedestrian and public realm improvements The council will invest £2.1 million in improving pedestrian crossings and public spaces in the Archway town centre.

King’s Cross and Caledonian Road safety and public realm improvements

The council will invest £1 million in transport improvements to aid regeneration and support local businesses in the wider King’s Cross area.

Hornsey Road safety and public realm improvements

The council will invest £1 million in transport improvements to aid regeneration and support local shops and businesses in the Hornsey Road area.

Finsbury Park road safety and public realm improvements/Connect 2

A new walking and cycling route will connect Finsbury Park and Drayton Park. Footway improvements, step-free crossings and upgraded cycle facilities will be provided. At the junction of Rock Street and Seven Sisters Road, a new cycle and pedestrian crossing will be implemented subject to local public consultation.

Borough-wide road safety schemes

Islington closely monitors road traffic accidents and casualties. Road Safety funding



will be directed to specific locations, mainly on principal roads, where there are high numbers of road traffic casualties but where other sources of funding are not available to address the issues. Possible locations for schemes in 2011/12 include the junction of Caledonian Road and Hillmarton Road, and the junction of Old Street / Clerkenwell Road and Goswell Road.

Scootability

The council will continue to support a borough-wide scheme to provide mobility scooters to older and disabled residents.

Route 812 Hail-and-Ride service

The council will continue to provide a local accessible community bus service to fill a gap in the mainstream London bus network in the south of the borough. This service is largely used by older and mobility-impaired people.

Cycle training programme

To encourage people to cycle and to reduce road accidents the council will offer cycle training to residents, employees and students based in the borough.

Road safety education

The council will continue to deliver a comprehensive range of road safety initiatives for various school and community-based organisations in the borough, aimed at reducing road traffic casualties.

School travel plans

The council will continue to deliver a programme of school travel plans to raise awareness of road safety and environmental issues, and to increase the number of pupils, parents, teachers and visitors who walk, cycle, use public transport or car share to get to and from school.

Removal of one-way systems

1.22 As we have seen above, Islington is particularly badly blighted by one-way systems that

sever neighbourhoods and make movement difficult for pedestrians, cyclists, and public transport users. The council will therefore work with Transport for London to remove these one-way systems. It is acknowledged that it may take several decades before this ambition is fully realised.

Performance indicators

1.23 As part of the Local Implementation Plan, progress will be tracked against five mandatory performance indicators set by Transport for London, for which the council is required to set locally specific targets. Some indicators have multiple targets. Before setting these targets, the council has considered the very limited level of funding that will be available, and the fact that in Islington these targets will be delivered against a background of population and employment growth, and therefore an increase in the number of journeys that are made.



1.24 Mandatory performance indicators and targets

Islington’s Transport Strategy sets out the mandatory indicators and their targets: Mode share

Short-term walking target: 41% by 2013/14 (currently 40%) Long-term walking target: 43% by 2025/26 Short-term cycling target: 4% by 2013/14 (currently 3.4%) Long-term cycling target: 8% by 2025/26

Road traffic casualties

Short term killed and seriously injured target: 21.6% reduction by 2013/14 (compared to 2006-2008 average)

Long-term killed and seriously injured target: 38.4% reduction by 2020 (compared to 2006-2008 average)

Short term total casualties target:10.8% reduction by 2013/14 (compared to 2006-2008 average)

Long term total casualties target:26.6% reduction by 2020 (compared to 2006-2008 average)

Bus service reliability

To maintain Excess Waiting Time (EWT) at 1.2 minutes through to 2017/18 CO2 emissions

Short-term target: reduce CO2 emissions from ground-based transport by 16.3% (compared to 2008 emissions)

Long-term target: CO2 emissions from ground-based transport by 45.3% (compared to 2008 emissions)

Asset condition

Short-term target: to keep 10% or less of BPRN carriageway below a score of 70 in the UKPMS survey in 2013

Long-term target: to keep 5% or less of BPRN carriageway below a score of 70 in the UKPMS survey in 2025

Assessing the strategy’s impacts

1.25 This strategy has been informed by a Strategic Environmental Assessment and Equality

Impact Assessment. Health impacts have been assessed as part of the Strategic Environmental Impact Assessment.

Conclusion

1.26 The council faces intense transport challenges both in supporting rapid growth and in tackling extreme inequality. This draft Transport Strategy sets out what the council will do to meet these challenges. The strategy is supported by an investment plan for the period 2011/12 to 2013/14. Funding over this period is extremely limited, and it is therefore vital that investment is carefully targeted towards meeting the council’s social and economic priorities. Our investment plan therefore focuses resources on supporting regeneration and growth in key parts of the borough, and reducing the impact of the transport system on the health and well-being of Islington’s poorest residents.



2.0 Islington’s transport context

2.1 Islington is one of the most diverse, densely populated and built up local authorities in London. This brings specific challenges but also opportunities in terms of how people travel. This section sets out Islington’s transport context, including the key demographic, social, economic and physical factors, and potential future changes that will determine future demands for transport in Islington. This context helps to explain Islington’s transport challenges and transport objectives, as set out in the following section, as well as the prioritisation of local transport improvements set out later in this strategy.

Islington – the place

2.2 Islington is about six square miles in area, and stretches from the City of London in the south, along Holloway Road to Archway and the borders of Haringey and Camden to the north and west, and Hackney to the east. Partly owing to this central London location, Islington is a borough of great diversity. All across Islington, from the busy, multi-cultural cafes and shops of Finsbury Park, to the office buildings and historic streets of Bunhill and Clerkenwell, there are areas of very considerable wealth adjacent to some of the country’s most deprived neighbourhoods. This inequality is fundamental to almost all of the challenges the council faces.

Land use in Islington

2.3 Islington is a very densely developed borough – the second most densely developed borough in the country. There is very little vacant land and very little open space, while land used for transport-related purposes (including footways, roads and rail corridors) takes up over a quarter of the borough’s area. See Table 1 for a full breakdown of the proportion of the borough dedicated to various land uses, and Figure 1 for a map showing land uses across the borough.

Table 1: Proportion of land in Islington by use Land use Percentage Transport 26.5 Residential 45 Employment 13.5 Recreation and leisure 7 Community, health and education services 6.6

Other 1.4 Source: London Borough of Islington (2010)

2.4 Less than 7% of the land in Islington is open space. This lack of open space makes Islington’s streets and public spaces even more important to the quality of life of its residents. The challenge for the council is to make the most of the borough’s existing streets and public spaces, and to create new public spaces where possible, using the limited funds currently available. Ongoing projects at Highbury Corner and Archway are evidence of the council’s commitment to addressing this challenge.



Figure 1: Land uses in Islington

Source: London Borough of Islington (2010)



2.5 More than a quarter of the land in Islington is used for transport-related purposes. The

transport infrastructure that occupies such a large proportion of the borough ensures that Islington is relatively well connected to the rest of London and beyond. However, this same infrastructure can create significant physical and psychological barriers to people cycling or walking. In turn, this can reduce the number of people accessing local services and facilities, and result in streets feeling cut off and less secure. The challenge is for the council to ensure that as major transport infrastructure is developed to enhance connectivity within London and beyond, local connectivity and safety for pedestrians and cyclists is maintained and enhanced.

Islington’s Key Strategic Areas

2.6 The council will need to carefully manage future growth in order to promote regeneration and opportunity for all, whilst protecting the local environment and retaining the positive aspects of Islington’s diversity. The Core Strategy of Islington’s spatial plan, the Local Development Framework (LDF), sets out how the council will use its planning powers to successfully manage the borough’s future growth. The Core Strategy sets out the borough’s overarching planning policies, and identifies the key strategic areas of Islington, which are:

Archway Finsbury Park Nag’s Head and Upper Holloway Road Holloway Road and Highbury Corner Angel and Upper Street King’s Cross Bunhill and Clerkenwell

2.7 Over the next fifteen years, growth in Islington will be focused in these key strategic areas,

and will have major implications for Islington’s already congested transport network (see the section on ‘Islington’s transport network’ for more details). In some of the key strategic areas, significant transport investment is already committed, but further investment will be needed to support the population and employment growth that Islington is seeking to accommodate. The specific challenges in each of these strategic areas are set out in more detail in the section on ‘Islington’s transport geography’.

Islington as part of London and south-east England

2.8 Outside of Islington’s key strategic areas, growth in Islington is likely to be of an incremental nature and is unlikely to result in substantial change to the character of the area. However, the character of some areas in neighbouring boroughs accessed by Islington residents is likely to change. In these areas, future growth beyond Islington’s boundary is likely to have an impact on adjacent parts of Islington, leading to additional benefits and services for Islington’s residents along with potential negative impacts such as increased traffic volumes, traffic congestion and air pollution.

2.9 The London Plan identifies main areas of growth, ‘Areas for Intensification’, just beyond Islington’s boundary or straddling Islington’s boundary:

Farringdon/Smithfield (Islington/City of London) Holborn (Camden/City of London) Haringey Heartlands (Haringey)



2.10 The London Plan also identifies ‘Opportunity Areas’ that are capable of accommodating

substantial new jobs or homes. Locations include:

King’s Cross (Camden and Islington) Euston (Camden) Tottenham Court Road (Camden) City Fringe (parts of Islington, City of London, Hackney and Tower Hamlets)

2.11 London Plan ‘Opportunity Areas’ that are further away but potentially still can have major

impacts due to their scale and/or transport links with Islington include:

Upper Lea Valley (Enfield, Haringey and Waltham Forest) Stratford (Newham) Ilford (Redbridge) Lower Lea valley (Hackney)

2.12 As well as the change that growth will bring to land use in Islington and neighbouring

boroughs, there will also be major growth and change throughout London and the south-east that will affect Islington, and particularly Islington’s transport network. Changes in the Thames Gateway to the east and the M11 corridor to the north-east could be expected to have a significant effect. The Olympic site to the east of Islington will also have an impact. London's biggest rail project, Crossrail, will bring new services to Islington. The council also believes that the role of Finsbury Park as a strategic interchange and growth point is likely to increase, reflecting its key position as a gateway to the North East.

2.13 Overall, the current land use characteristics of Islington and the changes expected over the coming decades will have a significant effect on how we plan and deliver transport improvements in the borough. The challenge remains for the council, and the other authorities in London and the south-east as a whole, to carefully guide land use change in order to manage the negative impacts and capitalise on the positive impacts of expected population and economic growth on local residents, businesses and the environment.

Islington – the people

2.14 As detailed in Table 2, Islington’s population has been growing steadily since the 1990s and is expected to keep growing beyond 2031, with an estimated population growth of 35.5% between 2006 and 2031. The projected population growth will result in a higher density of homes and people within the borough. This expected level of population growth will place additional pressure on Islington’s already highly-congested transport network.

2.15 For Islington’s transport network to be able to cope with predicted future population and economic growth, and to ensure that Islington remains a highly-desirable place to live, visit, work or do business, investment must be made to increase the capacity and accessibility of Islington’s transport network. In particular, rail and Underground stations must be upgraded, with increased connectivity between different modes of transport, in particular affordable and less-polluting modes such as walking and cycling.



Table 2: Islington’s key population figures

Year Population 2001 179,857 2006 189,665 2011 211,946 2016 227,042 2021 237,440 2031 256,146

Estimated growth in population –

2006-2031:

35.5%

Current number of housing units per hectare²:

55.5

Population density (residents per hectare)²ª:

129.16

Source: Greater London Authority2010 ²ª Office for National statistics: June 2010 (on an area of 1,485 hectares – residential population 191,800) ²Islington Borough Profile: Housing (chapter 5), Islington Council, 2008

Housing profile

2.16 Household income has an affect on how people travel, and how much they travel. Income also has some effect on whether people own or rent their home. This appears to be the case in Islington. There is a relatively high proportion of people living on low incomes in Islington, and there is also a relatively low number of people – 32% – that own and occupy their own home. This figure is low when compared to 56.4% in London and 68.2% in Great Britain (Office of National Statistics 2001).

2.17 Figure 2 below shows that 44% of Islington’s population live in social-rented housing, with either the council or a housing association as landlord, while the remaining 24% of residents live in privately-rented housing. In general, Islington’s privately-rented households accommodate young and economically active individuals who travel easily and often. By contrast, people living on low incomes tend to travel less and have lower levels of access to public and private. See figure 6 for Public Transport Accessibility Levels (PTAL).


http://www.islington.gov.uk/DownloadableDocuments/CommunityandLiving/isp_boroughprofile_cp5_housing.pdf


Figure 2: Islington’s housing profile

44%

32%

24%

Social tenant Owner occupier Private renting

Source: Local Housing Needs Assessment, Fordham Research for Islington Council, 2008

The London Area Transport Survey (2001) found that household size is also an important factor in determining travel demand. According to the survey, people living in smaller households generally make more trips than people living in larger households. This has significant implications for Islington’s transport network, as the borough has the sixth lowest average household size of all local authorities in the country. Islington averages 2.09 persons per household compared with the national figure of 2.36 persons per household (Office of National Statistics 2001). Islington also has a very high proportion of single-person households. As of the last Census, 32.4% of Islington’s working age population were living alone, compared to 22.0% of London’s and only 15.6% of England and Wales’s (Office for National Statistics 2001).

Social exclusion and deprivation

Islington is not simply a dynamic and economically-successful place. It is also highly socially-polarised, with some of the poorest and richest people in Britain living side by side. This inequality is reflected in people’s mobility and access to opportunities. There are people in Islington who are extremely mobile and who will fly all over the world for work and leisure, but there are also people with extremely low mobility who rarely leave their neighbourhood, or indeed their home, and who struggle to access even local services and facilities. This social polarisation is well demonstrated by Mosaic data.


http://www.islington.gov.uk/DownloadableDocuments/Housing/Pdf/Housing_Needs_Survey_2008.pdf


2.18 Mosaic is a socio-demographic classification tool. Nationally, there are 15 mosaic groupings

into which all households in the country are categorised. They are very broad generalisations, but in Islington two groups account for over 90% of the population, as shown in Figure 3. Nearly half of all households in Islington (48%) are categorised as ‘young, well-educated city dwellers’ (Mosaic group G), while a similar proportion (45%) are described as ‘people renting in high-density social housing’ (Mosaic group N).

Figure 3: Islington’s socio-demographic profile

3%

48%45%

3%

1%

Group C

Group G

Group N

Group I

Others

Source: Mosaic Public Sector Interactive Guide, Experian, 2009

2.19 According to the Mosaic data, most people categorised as belonging to group G (‘young, well-educated city dwellers’) hold a university qualification. They have lower than average rates of unemployment and social deprivation, and commonly establish permanent partnerships and bear children at a later age than the national average. A high proportion of residents in the borough categorised as group G means that there is a significant population of young, childless, single people. These people tend to be extremely mobile and make a high number of trips.

2.20 By contrast, most people categorised as belonging to Group N (‘people renting in high-density social housing’) are on limited incomes. They are mostly renting small flats from local councils or housing associations, and are often suffer from high levels of unemployment and sickness. A high proportion of residents in the borough categorised as group N means that there is a significant population of unemployed, relatively unqualified people on low incomes. As touched on above, these people often suffer from low levels of mobility.


http://guides.business-strategies.co.uk/mosaicpublicsector2009/html/visualisation.htm?011121


2.21 The level of the deprivation suffered by some of the borough’s residents is best

demonstrated by Index of Multiple Deprivation (IMD) data gathered via the Census. The most recent Index of Multiple Deprivation data from 2010 shows that in spite of the borough’s economic success overall, and the many wealthy residents attracted to the borough,, the deprivation in some parts of Islington is such that it still registers the fourteenth most deprived local authority in England.

2.22 In order to facilitate analysis at a more detailed level than ward boundaries, Census data can be broken down into small areas called ‘Super-output areas’. Analysis of the Index of Multiple Deprivation data at this level shows that 62% of Islington residents live in an area of the borough ranked amongst the most deprived 10% of ‘super-output areas’ in the country.

2.23 Deprivation is often reflected in people’s health and mobility. Islington’s poorest residents also suffer disproportionately from the negative health and environmental impacts of transport, such as noise and air pollution, contributing to illnesses such as respiratory disease, stress and ultimately shorter life expectancy.

2.24 Road traffic casualties are more frequent in areas of high deprivation, putting poorer residents and children at higher risk of being injured or killed in road traffic incidents. Figure 5 shows levels of deprivation for ‘super-output areas’ in Islington, overlaid with the locations of people killed or seriously injured, showing that many incidents happen on principal roads, and that in general, there are more road traffic accidents near these locations of high deprivation.

2.25 Roads and other transport infrastructure, and the overall layout of an urban area, can act as barriers to people accessing opportunities. This can especially be the case for people living in social housing, such as those who live on large housing estates with low levels of access to public transport. Often there are limited or no public transport options within the estate and the layout of an estate can means residents have to walk relatively far to leave the estate via an indirect walking route. Main roads often border estates, creating a further barrier to accessibility. Figure 6 shows a map of Islington’s ‘Public Transport Accessibility Levels’ (PTALs). This figure illustrates that areas with the lowest accessibility levels often coincide with areas of high deprivation.

Health and disability

2.26 Health and disability are important factors in people’s mobility, and their ability to use Islington’s transport network. Transport also suffers negative health and environmental impacts such as noise and air pollution that contribute towards illnesses like respiratory disease, stress, and ultimately a shorter life expectancy. Social housing is often concentrated near main roads, which means its residents are exposed to relatively high levels of noise and air pollution.

2.27 Inadequacies in the transport network can make it more difficult for disabled people to get around. In Islington, there is a substantial proportion of the population who have visible or invisible disabilities, or mobility difficulties affecting their ability to travel around the borough and beyond. Over 15% of Islington’s working age population have a limiting long-term illness. This compares to a figure of less than 12% in Greater London and 14% across the UK (Office for National Statistics, 2001).

2.28 Mobility difficulties tend to increase with age. London-wide, less then 4% of people under

the age of 45 have a transport-related illness or disability, or in other words an illness or disability influencing their ability to travel or transport requirements. This percentage rises to 11% of those aged between 45 and 59, and rises dramatically to 29% of people over the age of 60.



2.29 In addition to meeting the needs of people with long-term illness or disability, an accessible

transport network must also take into consideration people who have mobility difficulties such as injuries, prams or carrying large objects. There are therefore always significant proportions of the population experiencing mobility challenges. This highlights the need for an inclusive and accessible transport network in Islington.

Islington’s economy

2.30 Islington is home to substantial employment and entertainment spaces. However, employment space is not evenly distributed throughout the borough. There are two major town centres in Islington (the Nag’s Head and the Angel), and two district town centres (Finsbury Park and Archway), as well as numerous other local shopping areas such as Caledonian Road, Essex Road, Amwell Street and Highbury Barn. The Angel and Upper Street area, Clerkenwell and Farringdon are all centres for Islington’s evening and night-time economy, which includes internationally renowned theatres as well as bars and nightclubs. Street markets are another well-known feature of the borough, such as those at Exmouth Market, Whitecross Street and Chapel Market.

2.31 Despite having one of the highest job densities in the country (2.19 jobs per working age resident), Islington has high levels of economic inactivity and unemployment. Islington’s Sustainable Community Strategy (2008) notes that employment growth has been largely met by workers coming into the borough – within the 25 to 44 age group, more than twice as many people come into Islington to work than those travelling out of the borough for work. Despite local unemployment falling in percentage terms in recent years, 35.3% of the female working age population remains economically inactive, and 20.9% of males. Unemployment and worklessness is considered to be a fundamental reason for the high levels of poverty experienced by many of the borough’s residents.

2.32 A very high proportion of Islington residents are of working age. Figure 4 below, shows that a lot of Islington residents are aged between 16 and 75 years of age, and in particular between 20 and 35 years of age. Overall, around 73% of Islington residents are of working age. This compares to 67% in London and just over 62% nationally. This has significant implications for the transport network as, in general, people of working age make more trips per person than those not of working age.



2.33 Figure 4: Islington’s age and gender profile

Mid-2009 Population Estimates: All ages and sex for Islington, ONS 2010

3,000 2,000 1,000 0 1,000 2,000 3,000

0

5

10

15

20

25

30

35

40

45

50

55

60

65

70

75

80

85

90+

Ag

e (

yea

rs)

Population count

Source: Office for National Statistics (w ebsite: w w w .statistics.gov.uk),Crow n copyright material is reproduced w ith the permission of the Controller Off ice of Public Sector Information (OPSI)

Female Male

Source: Office for National Statistics (2010)

2.34 The number of jobs in Islington has risen significantly since 1991, and in spite of the high proportion of people of working age in Islington, there are now more jobs in Islington than there are people to fill them. The largest sector is Business, followed by jobs in Public Administration, Education and Health. The increases in jobs have been filled largely by people coming into the borough to work – this ‘in-flow’ exceeds the ‘out-flow’ of residents travelling out of the borough to work.

2.35 The challenge for the council is to support the continued development of a strong and diverse local economy with a focus on expanding job opportunities and helping residents improve their skill base in order to compete effectively for jobs. The council will need to ensure that the transport network allows for everyone to access these employment opportunities regardless of their circumstances.

2.36 Islington’s transport network is already under pressure from the borough’s current level of economic activity, particularly during the morning and evening peak periods for commuting. The projected growth in population and employment will put further pressure on the transport network, not just because of increased commuting but also because of an increase demand for shopping, leisure and other services associated with increased population and



economic activity. The transport network will therefore also get busier throughout the day and not just during peak commute hours.

Islington’s transport network

2.37 Islington has a very dense and complex transport network. It is heavily used by local residents and businesses, as well as visitors to the borough and people passing through the borough on their way into and out of Central London. As a result, both the road and public transport networks in Islington are very crowded.

2.38 A shift towards walking, cycling and car clubs will help to make more efficient use of the available space on the road network, and will relieve some of the crowding on the public transport network. The diversity and density of development of Islington means that there are significant opportunities to encourage more people to walk and cycle more. Walking and cycling are already popular ways to get around in Islington (as shown in Table 3 below). A further shift towards these modes will provide more people with affordable transport choices and lead to major benefits for the transport system, the economy and public health.

2.39 The most recent data available shows that Islington’s residents make 456,000 trips per day on average. This equates to 2.6 trips per person per day. The average trip length (in terms of straight line travel) is 12.4 kilometres, which matches the inner London average. Trips made by Islington residents are slightly shorter than the inner London average trip length (12.6 kilometres), but considerably shorter than the London average. This is likely due to Islington’s small size, and the fact that trips made to Islington-based services are therefore shorter (according to data from the London Travel Demand Survey, 2006/07 to 2008/09).

2.40 Table 3 presents a current mode share in Islington and compares it with London overall. The proportion of Islington residents using public transport and the bus in particular is very high. Islington also has relatively high percentages of journeys made on foot or by cycle compared to inner London or London as a whole. One reason for this is that Islington is a small, relatively flat borough where local facilities can be easily accessed by walking or cycling. The overall mode share for cycling for trips starting in Islington is 3.4%. The cycling mode share for cycling commuting trips starting in Islington is 5%.

Table 3: Mode share by borough of origin, trips per day per mode share

Trips

per day (‘000)

Rail (%)

Under-ground/ DLR (%)

Bus/ Tram (%)

Taxi/ other (%)

Car/ Motor-cycle (%)

Cycle (%)

Walking (%)

Islington 468 4.6 11.1 22.6 1.4 17.1 3.4 39.8

Inner London

7,398 5.0 12.0 18.0 2.0 26.0 2.0 35.0

Outer London

10,221 3.0 3.0 12.0 1.0 51.0 1.0 29.0

London 17,619 4.0 7.0 14.0 1.0 41.0 2.0 31.0

Source: London Travel Demand Survey, 2006/07 to 2008/09

Road network congestion

2.41 The road network in Islington is very crowded. Research into average excess delay on Transport for London’s (TfL’s) ‘Network of Interest’ shows that Islington roads have the 4th



highest average excess delays in London during the inter-peak, 5th highest during the AM peak and 10th highest during the PM peak. In terms of average speeds, Islington fares even worse with the 3rd lowest AM peak speed, and the 6th lowest PM peak speed.

2.42 It is likely that the road network in Islington would be even more congested were it not for the borough’s relatively low level of car ownership. Islington has the second lowest average number of cars per household of all local authorities in London. This is in part owing to the high proportion of poorer residents in the borough, who often cannot afford a car. In 2001, only 42% of households in Islington had a car compared to 63% of households across London. Around 6% of Islington households had two cars compared to 16% across London. See Table 4 below for more details.

Table 4: Car ownership per household

No car or van

One car or van

Two cars or vans

Three cars or vans

Four cars or vans

Average total cars or

vans per household

Islington 58% 35% 6% 1% 0% 0.5

Inner London

50% 39% 9% 1% 0% 0.6

Outer London

30% 45% 20% 4% 1% 1.0

London 37% 43% 16% 3% 1% 0.9


Table 5: Car density per hectare Islington London England and Wales Vehicles per hectare 28.1 16.6 1.6


2.43 The severe congestion and parking pressures on Islington’s road network are a result of the borough’s very high vehicle density combined with vehicle movements originating outside but travelling through Islington. The nature of Islington’s housing stock further contributes towards these parking pressures, as very few residents have access to off-street parking and therefore rely on on-street parking.

2.44 Although Islington’s car ownership figures were relatively low compared to other London local authorities when the 2001 Census was undertaken, it is expected that the percentage of Islington households without a car have increased even further over the past decade. However, there are no published forecasts of future car ownership in Islington and the results of the 2011 Census recently undertaken will not be available until 2012.

2.45 If current car ownership levels remain steady, expected future population growth would mean that the number of cars in Islington would increase significantly, unless something is done to manage this growth. Projected increases in the borough’s economic activity could also be expected to result in more private vehicles on the borough’s road network.



2.46 In 2009, the estimated traffic flow for all motor vehicles in Islington was 467 million vehicle

kilometres, which is the third lowest of all London local authorities. This represents a decrease of 4%) compared to 1993, which puts Islington in the top 25 % of London local authorities in achieving a reduction in vehicle kilometres.

2.47 This decrease in traffic flow is in part due to the introduction of the Central London Congestion Charge in February 2003. The Congestion Charge has helped to prioritise London’s most congested roads for those who most need to drive. It encourages making use of other modes of transport and making journeys quicker and more reliable for those travelling through the congested area. In Islington, congestion charging covers Bunhill and Clerkenwell wards and charges drivers who wish to drive through Central London during the scheme’s hours of operation.

2.48 The Congestion Charge scheme has exceeded its targets for reducing traffic and congestion in Central London. In addition, the scheme has improved air quality and increased public transport patronage. The scheme was extended with a western zone in 2007, but this extension has recently been removed. The Mayor’s own draft Air Quality Strategy estimated that the removal of the western congestion charging zone will result in an 11% to 18% increase in congestion within the former zone, and a 6% to 12% increase in CO2 emissions per year from land-based transport in London.

2.49 Allowing traffic congestion and parking pressures in Islington to increase would be harmful to local people, businesses and the environment. There is therefore a need to carefully manage travel demand to ensure that increased demand for car travel does not detract from residents’ health, safety or quality of life, the success of local businesses, or the quality of the local environment.

Road safety

2.50 Road traffic casualties on Islington’s roads have reduced considerably since 2001, but every injury or fatality is one too many. Physical measures such as traffic calming and controlled parking zones, as well as road safety education, have contributed towards this reduction in casualties. Reducing vehicle speeds is one of the most important measures in reducing the number of road traffic casualties. Islington recently implemented a 20 mph speed limit on all residential streets in the borough (i.e. every street other than borough principal roads and Transport for London Road Network roads). As well as improving road safety, the 20mph speed limit aims to improve the quality of life in Islington by reducing vehicle speeds, noise and air pollution.

2.51 Last year Islington implemented a 20 mph speed limit on all residential streets in the borough (i.e. every street other than borough principal roads and Transport for London Road Network roads). As well as improving road safety, the 20mph speed limit aims to improve the quality of life in Islington by reducing vehicle speeds, noise and air pollution.

2.52 Following the success of the 20mph speed limit on every residential road in Islington, the council is now set to extend the 20 mph speed limit to borough-controlled principal roads, subject to funding being identified to meet the cost of implementation and any substantial objections in relation to Traffic Management Orders. These principal roads include main routes such as Essex Road, Caledonian Road, Hornsey Road and Stroud Green Road, but the 20 mph speed limit would not apply to roads managed by Transport for London such as Holloway Road, Upper Street and Seven Sisters Road.



2.53 Table 6 below shows the overall decline in the number of people killed or injured on

Islington’s roads since 2001. Please note that the casualties figures used in Chapter 5 Performance Monitoring Plan are based on three-year rolling averages rather than the actual numbers of casualties as detailed in table 6 below.

Table 6: Number of road traffic casualties and change over time 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Change

(%)

Killed or seriously injured

227 174 162 101 90 81 112 75 77 81 -64%

2.54

Total casualties

1,391 1,255 1,132 908 815 736 667 681 811 833 -40%

Source: London Accident Analysis Unit (2010)

2.55 The number of casualties broken down by mode shows that 21% of road traffic casualties on Islington’s roads were pedestrians, with cyclists making up 22%, motorcyclists 20% and car drivers or occupants 29% (London Road Safety Unit, 2006-2008 data). Taking into consideration mode share (Table 3, above), it is clear that cyclists are over-represented in terms of road traffic casualties, as only 3.4% of journeys are made by cycle but cyclists represent almost a quarter of all road traffic casualties. The number of journeys made on foot (35%) is far greater than those made by bicycle, but only just over one fifth of all road traffic casualties are pedestrians. Because of the fact that pedestrians, cyclists and motorcyclists have little protection, they are more vulnerable when involved in a road traffic incident. Islington has set short-term and long-term targets to reduce the number of people killed or seriously injured in road traffic incidents, and the total number of casualties from road traffic incidents. These targets are set out within the ‘Performance Monitoring Plan’ later in this strategy.

2.56 Figure 5 shows that road traffic casualties disproportionately affect areas of deprivation in Islington. The map shows that the majority of Islington’s road traffic incidents occur on Transport for London Road Network (TLRN) roads, and that the majority of casualties on borough-managed roads occur in or near areas of high deprivation.



Figure 5: Road traffic casualties and deprivation in Islington



Road network classification

2.57 Islington’s streets are designated in accordance with national codes of practice for

carriageways and footways, as detailed in Table 7 and Table 8 below. Each road is designated according to its use and function for the purpose of informing decision-making on the management and operation of Islington’s roads. The details of how these roads and footways are treated are set out in the council’s Highway Asset Management Plan (2010). Table 7: Carriageway hierarchy

Carriageway hierarchy Kilometres Description 1 0.00 Motorway (subject to Motorway regulations) 2 40.13 Strategic route (including TfL Road Network

and borough principal roads) – trunk roads and some principal A roads between primary destinations

3a 9.25 Main distributor – major urban and inter primary links with short and medium distance traffic

3b 35.38 Secondary distributor – classified routes (B and C) and unclassified bus routes carrying local traffic with frontage access and frequent junctions

4a 190.51 Link road – roads linking between the main and secondary distributor network with frontage access and frequent junctions

4b 19.44 Local access road – roads serving limited numbers of properties, carrying only access traffic

Total 294.72

Source: Islington’s Highway Asset Management Plan (2010) Table 8: Footway hierarchy

Footway hierarchy Kilometres Description 1(a) 16.22 Prestige walking zone – footways at transport

interchanges, high streets and employment centres with high levels of footfall throughout the day

1 62.84 Primary walking route – strategic walking routes and between destinations

2 89.38 Secondary walking route – alternative walking routes between destinations

3 384.6 Link footways – footways linking primary and secondary walking routes

4 38.88 Local access footways – footways carrying only access traffic

Total 591.92

Source: Islington’s Highway Asset Management Plan (2010)



Public transport network

2.58 Most of Islington is relatively well served by public transport. Figure 6 illustrates Public

Transport Accessibility Levels (PTAL) in the borough. Dark red and red colours show areas with the highest levels of public transport accessibility, and blue colours show areas with the lowest levels of public transport accessibility.

2.59 As already discussed, there is a direct relationship between deprivation and mobility, with people living in deprived areas often having lower levels of mobility; low levels of public transport accessibility often coincide with areas of high deprivation.

Figure 6: Islington’s Public Transport Accessibility Levels – 2009

Source: Transport for London (2010)



2.60 Figure 7 shows a scenario of how public transport accessibility levels could be in 2031

based on Transport for London’s committed investment. Overall, public transport accessibility levels for Islington are expected to improve by 2031.

Figure 7: Islington’s Public Transport Accessibility Levels – 2031 scenario

Source: Transport for London (2010)



Public transport network congestion

2.61 The public transport network in Islington is very crowded, in particular during peak commute

hours. In 2003, Transport for London categorised all Underground lines in Islington as ‘crowded’ or ‘very crowded’. Since then, the congestion picture has only become worse. As shown in Figure 8, taken from the Mayor’s Transport Strategy, by 2006 significant sections of the network in Islington were at a ‘standing passenger’ density of more than four people per square metre.

Figure 8: Underground and DLR crowding in 2006

Source: Mayor’s Transport Strategy, May 2010

2.62 In order to address this crowding and accommodate future growth, a number of major public transport improvements are planned, as set out in Transport for London’s current Business Plan. Despite this investment, modelling for the development of the latest Mayor’s Transport Strategy shows that by 2031, crowding levels on the Underground network in Islington will be even greater than 2006 levels (see Figure 9).



Figure 9: Underground and DLR crowding in 2031 (with planned and funded

improvements)


2.63 Large sections of the rail network in Islington are also crowded and according to the Mayor’s Transport Strategy, will continue to be crowded through to 2031 even with current committed levels of investment. Figure 10 shows crowding on the rail network in 2006, and Figure 11 shows the expected levels of crowding on the rail network in 2031 based on the delivery of network improvements that are currently planned and funded. It should be noted that Crossrail was included in the modelling behind Figure 11 (2031 rail crowding), but Crossrail 2 was not.



Figure 10: Rail crowding in 2006




Figure 11: Rail crowding in 2031 (with planned and funded improvements)


2.64 It is critical that the capacity of rail and Underground stations, as well as the streets surrounding them, be increased to complement planned increases in network capacity over the coming decades. Some of Islington’s public transport interchanges are already very crowded, especially those around the Emirates Stadium on match days, and there is no doubt that the pressure on many stations in the borough will increase as a result of population and employment growth as well as capacity enhancements across the network.

2.65 Transport for London’s Interchange Plan, released in 2002, identified and prioritised London’s public transport interchanges. The plan divides interchanges into five categories, describing each station as either category A, B, C, D or E, where category A represents ‘major London termini’ and category E represents ‘local interchanges’. There are no category A interchanges in Islington, but King’s Cross St Pancras, a category A interchange, is located only just beyond Islington’s borough boundary with Camden, and there is no doubt that the King’s Cross St Pancras public transport interchange has a major impact on, and presents significant opportunities for Islington.



2.66 Farringdon is the largest public transport interchange in Islington, listed as a category B

interchange (‘other Central London interchange’) in Transport for London’s Interchange Plan. The completion of the Crossrail and Thameslink projects over the next five years will make Farringdon an even more significant interchange than it is at present. In fact, the area around Farringdon will become one of the most accessible parts of the south east of England. This heightened accessibility will be of benefit to residents and businesses in the area and create significant development opportunities, but it will also bring significant pressure to bear on the footways and public spaces surrounding the station. Pedestrian priority measures and new pedestrian and cycling routes will be critical to the successful operation of the interchange.

2.67 Finsbury Park is classified as a ‘category C interchange’ (major strategic interchange). London Underground Limited (LUL) have indicated that significant works are required at Finsbury Park to install ticket gates, step-free access, and to ease congestion, and that a programme to undertake these improvements was initially planned but has been suspended due to funding shortfalls. The opening of Arsenal’s Emirates Stadium has worsened existing congestion issues at the station on Arsenal match days. Another LUL aspiration for Finsbury Park that currently does not have financial support is a programme to improve interchange between rail and Underground services at the station.

2.68 In 2005, the Association of London Government (now London Councils) acknowledged that Islington’s bus services are amongst the busiest in inner London. This is still the case. The radial routes (north to south) are very heavily used and sections are often over-crowded, particularly on key bus corridors such as Upper Street, Holloway Road, Caledonian Road, York Way and Essex Road.

2.69 Over-crowding means that passengers are often unable to board the first bus that comes along, thus extending waiting times and increasing the perception that the bus service is unreliable. However, bus service reliability has improved over recent years, and Excess Waiting Time (EWT) has also reduced. EWT is Transport for London’s measure for the actual waiting time beyond the scheduled bus service.

2.70 Considering current levels of growth in Islington and the associated increases in demand for public transport services and road traffic congestion, action will need to be taken by Transport for London, with the assistance of Islington Council in order to maintain or reduce Excess Waiting Time. Islington Council has therefore set a target for EWT in liaison with Transport for London, as set out in the ‘Performance Monitoring Plan’ later in this strategy.

2.71 The following regular bus services operate in Islington:

44 total bus services – part or all of routes 4, 10, 17, 19, 21, 29, 30, 38, 41, 43,

45, 55, 56, 63, 73, 76, 91, 106, 133, 134, 141, 143, 153, 205, 210, 214, 236, 243, 253, 254, 259, 263, 271, 274, 277, 341, 390, 393, 394, 476, C11, W3, W5, and W7

9 24-hour bus services – routes 134, 214, 236, 271, 274, 277, 341 and 390 14 Night buses – routes N19, N29, N38, N41, N43, N55, N63, N73, N76, N91,

N106, N243, N253 and N279

Route 812 Hail-and-Ride bus service

2.72 In addition to these mainstream bus services, Islington Council funds the Route 812 Hail-and-Ride bus service, operated by Hackney Community Transport. The route is specially chosen to serve those areas of Islington that have larger proportions of vulnerable people who benefit most from tailored access to local services on which they often depend, and which are not accessible via mainstream bus routes (Figure 12).



2.73 The service is used predominantly by older people and other mobility-impaired users

including wheelchair users for whom mainstream bus services are not sufficiently accessible. Mainstream London buses often fail to stop close enough to the kerb for many people to be able to access the bus, and when gaining access there is the risk of injury as often the bus departs before people are able to sit down, if a seat on the lower deck is available at all. In mainstream buses, spaces for wheelchair users are limited and are often occupied by prams. The same applies to seats designated for vulnerable users. As such, Hail-and-Ride is a more accessible bus service than mainstream bus services.

Figure 12: Route 812 Hail-and-Ride bus service

Source: Islington Council (2010)

2.74 Detailed analysis of travel patterns and public transport performance are reported annually by Transport for London in their ‘Travel in London’ report, available for download from www.tfl.gov.uk.


http://www.tfl.gov.uk/


Islington’s car club

2.75 In order to provide an affordable alternative to conventional car ownership, and access to

less polluting cars for poorer residents, Islington has developed the largest car club in the UK. Over 13,000 members currently enjoy access to over 200 vehicles, replacing over 1,000 privately-owned vehicles that would otherwise be parked on Islington’s streets. The car club is currently operated by Streetcar, who in 2006 won a competitive tender for exclusive use of on-street car club bays in Islington. Every Islington resident lives within a five-minute walk of a Streetcar. Recent research has shown that demand for car club membership is still growing rapidly, so continued expansion is desirable.

Cycling

2.76 Along with walking, cycling is the most sustainable mode of transport and makes a significant contribution to reducing road traffic congestion and improving health. It is also a fast and affordable way of getting around. As discussed earlier, cyclists are vulnerable road users and are over-represented in terms of road traffic casualties. Cycling has been on the increase in recent years, and Islington’s central location and dense nature provide the opportunity to increase the proportion of trips by cycle in the borough. In 2010, the London Cycle Hire scheme was introduced and there are currently 29 docking station locations within the borough. Cycle Superhighway route CS12 will run through Islington by 2012. Whilst the Cycle Superhighway will provide a fast and direct route into Central London, many people prefer to cycle on quieter residential streets to get around the borough. Islington Council has increased the number of cycle parking stands over recent years.

Transport-related crime

2.77 Crime and fear of crime are important to people’s perceptions of personal security and quality of life. Crime is continuing to decrease in Islington, although it is not always perceived this way. Most crime is not specifically related to transport, but some crimes are likely to occur in places where there are many people such as at transport interchanges. Some specific transport-related crimes include theft of motor vehicles, theft from motor vehicles, and theft of bicycles.

2.78 As detailed in Figure 13, motor vehicle theft is more common in Islington than in other London boroughs, while the rate of theft from motor vehicles in Islington is around the London average. In Islington, there were 3,177 motor vehicle crimes (theft of and theft from motor vehicle) in the twelve months to October 2010, which is a 6.4% decrease compared to the previous twelve months when there were 3,393 motor vehicle crimes (Metropolitan Police, 2010).



Figure 13: Theft of motor vehicles in London

Source: Metropolitan Police Crime Mapping, September 2010

Noise, vibration, air pollution and climate change

2.79 The council seeks to ensure not only that the transport network evolves to support the travel needs of residents, local businesses and visitors, but also that the negative impacts of transport on the local and global environment are reduced (for example, air pollution, noise and CO2 emissions). The environmental impacts of this strategy are considered in detail in the Strategic Environmental Assessment (Appendix C). A brief summary of the transport-related noise, air pollution and carbon issues in Islington follows below.

2.80 The main source of noise pollution in London and the UK is road traffic. Noise pollution can also reduce people’s quality of life and even affect their health. Noise pollution can impact on people’s sleep, eating habits, moods, concentration, breathing and heart rate. In extreme cases it can also lead to a level of hearing loss. It also has negative impacts on local amenity as well as animals..

2.81 Road traffic, and particularly heavy vehicles, is also a significant source of vibration. Vibration can affect people’s health as well as damage structures and buildings, which is of particular concern in sensitive areas that have high levels of architectural, historical or amenity value (such as conservation areas, listed buildings, green spaces and high streets).



2.82 Air pollution is particularly harmful to the most vulnerable members of society – young

children, elderly people and those with underlying health problems. It also has adverse impacts on the built environment and biodiversity. Islington council’s ‘Further Assessment of Air Quality in Islington’ has shown that of all the local sources of air pollution, road traffic is the single most important. It is estimated that about 44% of NOX emissions and 72% of PM10 emissions from within Islington come from road traffic.

2.83 Islington’s review and assessment of air quality undertaken as part of the development of the borough’s Air Quality Action Plan identified two pollutants, PM10 particles and nitrogen dioxide (NO2), as exceeding or being likely to exceed the objectives of the UK Air Quality Strategy (2007). This is of concern, as when PM10 exists at high levels, it is associated with a range of effects on health, including effects on the cardiovascular and respiratory systems, asthma and mortality. Nitrogen dioxide at relatively high concentrations causes inflammation of the airways, and there is also evidence to show that long-term exposure may affect lung function.

2.84 Islington’s 2010 Air Quality Progress Report indicates that, like most inner London boroughs, the annual mean air quality objective for nitrogen dioxide was exceeded at Islington’s roadside monitoring locations and close to the annual mean air quality objective in background locations. This continues the trend for air quality in Islington, with the annual mean nitrogen dioxide objective at the roadside having been exceeded in previous years. Figure 14 shows that this is consistent with most of central and much of inner London. The objective for PM10 concentrations at roadside locations in Islington were met, but concentrations will continue to be monitored.

Figure 14: Nitrogen dioxide (NO2) concentrations across Greater London

Source: Greater London Authority (2009)



2.85 Road traffic makes a major contribution to noise, vibration and air pollution, which leads to

disproportionate social and health impacts on Islington’s more deprived communities who are more likely to live closer to major traffic corridors. Islington’s Air Quality Action Plan and this Transport Strategy aim to tackle the negative effects of the transport network on the health of Islington residents by implementing measures to both reduce the pollution emitted from vehicles on borough roads, and to reduce the amount of traffic on the roads.

2.86 The council has addressed the noise, vibration and air pollution caused by road traffic through road maintenance and reducing speed limits. Islington has a 20mph speed limit on all residential streets and will extend this speed limit to borough-controlled principal roads –subject to funding and Traffic Management Orders, which will help make the borough’s roads safer and will reduce the noise and vibration caused by road traffic, as well as the emissions from vehicles. In some cases, access to certain areas for heavy goods vehicles has been restricted to minimise specific localised noise, vibration and air pollution impacts.

2.87 In terms of the global environment, extreme weather and flooding are just two of the anticipated effects of climate change. These effects alone could have a major impact on the transport network and its operation in the coming decades. Extreme temperatures adversely impact on the condition of the road and rail networks, leading to delays, closures and increased maintenance costs. Increased risk of flooding, for instance, requires increased investment in drainage systems. For these reasons, even when looking at the transport network in isolation, it is important that the council works to reduce CO2 emissions, while also adapting to the likely impacts of global climate change.

2.88 The transport network is a major contributor to carbon emissions, in particular carbon dioxide. The Islington Carbon Baseline Study (2007) estimated that the transport sector in Islington was responsible for the emission of 156,852 tonnes of CO2 in 2005. This figure represented 14% of the borough’s overall CO2 emissions. Reducing the transport sector’s contribution to CO2 emissions will require a continued move away from current private vehicle reliance towards cleaner forms of travel such as walking and cycling.



3.0 Islington’s transport challenges, objectives and policies

3.1 It is clear from the transport context set out in the previous section that Islington faces a number of transport challenges. These local challenges must be understood alongside sub-regional, London-wide and national challenges. This section defines these challenges and sets out Islington’s transport objectives, which will ensure that the delivery of transport improvements in the borough address local and sub-regional priorities and challenges and contribute towards delivery of the Mayor’s Transport Strategy and national transport objectives.

Islington’s transport challenges

3.2 The council’s key transport challenge is to provide the additional transport capacity that is needed to support its housing objectives and deliver economic recovery, regeneration and growth. At the same time, the council must ensure that Islington’s poorest places and people benefit from investment in the transport system, and are able to participate in the opportunities that will be delivered through economic recovery, regeneration and growth. The list below identifies the challenges that must be addressed if the borough is to accommodate growth and tackle inequality.

3.3 The transport challenges in Islington are:

Fairness– to help tackle social disadvantage by providing equality of transport opportunities for all

Growth – to ensure that the transport network can accommodate the additional

trips that will be made as a result of population and employment growth in the borough

Capacity – to provide additional capacity within an already densely developed

network with access to very limited resources

Congestion – to make the best use of existing capacity to help alleviate congestion, despite the difficulty of enhancing physical capacity

Accessibility – to improve the borough’s transport network so that all people in

Islington, whatever their level of mobility, are able to get around

Connectivity – to better connect places and interchanges within the borough and with the wider transport network in London

Reliability – to ensure that the disruption and inconvenience sometimes

experienced within Islington’s transport network are minimised and where possible eliminated

Affordability – to facilitate the use of more affordable forms of travel such as

walking, cycling and bus services

Health – to promote active travel and reduce the negative health impacts of motor vehicle travel on Islington residents, in particular the borough’s most deprived communities

Safety – to reduce the number of people injured or killed on Islington’s streets each

year



Security – to reduce crime and the fear of crime within Islington’s transport

network, so that everyone feels comfortable using it when they want to

Pollution – to reduce the level of localised air and noise pollution in Islington and thereby reduce their impact on residents, in particular the borough’s most deprived communities

Climate change – to reduce Islington’s transport-related carbon emissions and

thereby reduce local and global climate change impacts

Islington’s transport objectives

3.4 In order to ensure that Islington’s transport challenges are addressed, the objectives of this transport strategy are to make Islington’s transport environment…

Fair – No one in the borough will be unable to access opportunities, services or facilities due to a lack of mobility

Efficient – Islington’s limited road space and public transport capacity will be managed to reduce crowding, congestion and unreliability

Safe – Road dangers will be minimised, ensuring that fewer people are injured or killed on Islington’s streets

Secure – Crime and the fear of crime will be reduced on Islington’s streets, estates and public transport network

Vibrant – Streetscape and public realm improvements will contribute towards regeneration and local economic recovery and growth

Healthy – More active forms of travel will be encouraged, and the negative impacts of travel, especially on Islington’s poorer communities, will be reduced

Islington’s transport objectives supporting the Mayor’s Transport Strategy

3.5 Achieving Islington’s borough transport objectives will also contribute towards achieving the

five goals set out in the Mayor’s Transport Strategy for London, and towards addressing the associated challenges within the timeframe of the Mayor’s Transport Strategy. This section outlines how Islington’s borough transport objectives relate to the Mayor’s Transport Strategy goals, as well as the London Plan objectives.

3.6 Islington’s borough transport objectives have been set for the timeframe of the Mayor’s transport Strategy, 2011 to 2031. Islington’s borough transport objectives and transport challenges will be reviewed in 2013 as a new Delivery Plan is developed for the period 2014/15 to 2016/17.

MTS Goal 1: Economic development and population growth

3.7 MTS Challenge: Supporting population and employment growth Population and employment growth must be supported through continued investment in the public transport network to increase capacity, reliability, and connectivity within Islington and beyond, and to ensure that the network is accessible to everyone who wants to use it. Although the Mayor’s Transport Strategy has committed significant levels of rail investment that will benefit Islington, Transport for London admits that crowding on London Underground and National Rail services in the borough will actually get worse unless further improvements are implemented before 2031. Islington Council will invest in transport in the borough to make Islington’s transport network fair, effective and vibrant to support population and employment growth.



3.8 Islington is one of the most economically successful and dynamic places in London, and is a very desirable place to live, work and do business. As a result, the borough is experiencing rapid population and employment growth. Islington’s residential population was 188,900 in 2006 and is expected to reach 205,700 by 2011 (a 9% increase compared to 2006), with further growth projected to 230,700 by 2031 (a 22% increase from 2006). Despite the recession, employment within Islington has also continued to grow strongly. There were 161,000 jobs in Islington in April 2008, and over 176,000 in April 2010, nearly a 10% increase in two years.

3.9 MTS Challenge: Improving transport connectivity Islington is generally well served and connected by different transport modes. However, over-crowding on both public transport and the road network will only get worse between now and 2031 when taking into account planned transport investment. Improving transport connectivity within the borough as well as to the surrounding region and in particular to Central London and to the north will make Islington’s transport network more effective. Enhancing and upgrading transport interchanges in the borough is will increase effectively and help to reduce over-crowding and improve connectivity at transport interchanges such as Highbury & Islington and Finsbury Park. Islington has only limited control over the transport network in the borough and the council will continue to work in partnership with Transport for London, rail and bus operators and others to improve connectivity in the borough and beyond.

3.10 MTS Challenge: Delivering an efficient and effective transport system for people and goods Reducing congestion is essential to maintain a fair, effective and vibrant transport network for Islington and to accommodate and attract economic development and population growth.

MTS Goal 2: Quality of life

3.11 Islington’s challenge of catering for future growth is directly linked to equality. Islington is not simply a dynamic and economically successful place – it is also highly socially polarised, with some of the poorest and richest people in Britain living side by side. This inequality is reflected in people’s mobility and access to opportunities. There are people in Islington who are extremely mobile and who will fly all over the world for work and leisure, but there are also people with extremely low mobility who rarely leave their neighbourhood, or indeed their home, and who struggle to access even local services and facilities.

3.12 Poorer residents often cannot afford a car, which is reflected in the low levels of car ownership in deprived areas of Islington. This is compounded by the fact that the poorest parts of the borough, particularly large social housing estates, also have the lowest levels of access to public transport services. The same areas also suffer from the worst air quality and high levels of traffic noise.

3.13 MTS Challenge: Improving journey experience Congestion and poorly-maintained roads are dangerous for road users and in particular for cyclists and pedestrians. Poorly-maintained roads can also have a detrimental effect in terms emissions compared to well-maintained roads due to frequent acceleration and deceleration. Islington will be working with Transport for London and other partners to address congestion and road maintenance where possible to help make Islington’s transport environment more fair, safe, effective and healthy.



3.14 MTS Challenge: Enhancing the built and natural environment

Because of its central London location and attractive and historic character, Islington is a desirable place to live, work and visit. Because of its location there is a significant proportion of through traffic on Islington’s roads, leading to negative impacts on Islington’s built and natural environment. Equally, there are parts of the borough with high levels of deprivation where residents suffer disproportionately from the negative effects of transport. Environmental enhancement schemes throughout the borough aim to enhance Islington’s built and natural environment to make Islington’s (transport) environment fair, vibrant, secure and healthy.

3.15 MTS Challenge: Improving noise impacts As in other parts of London, noise resulting from transport can have a significant negative impact on the quality of life of the Islington’s residents, and can affect health and wellbeing. Noise impacts are greatest near roads with high traffic volumes or speeds, and social housing is often concentrated near main roads. This means that in many cases, Islington’s poorest residents are exposed to the highest levels of noise. Islington will help Transport for London to address this challenge as part of its transport objectives to make Islington’s transport network fair, vibrant and healthy.

3.16 MTS Challenge: Improving health impacts Islington’s poorest residents suffer disproportionately from the negative health and environmental impacts of transport, such as noise and air pollution, contributing to illnesses such as respiratory and heart disease, stress and ultimately shorter life expectancy. Road safety is also worse in areas of high deprivation where road traffic casualties are more frequent, putting poorer residents and children at a higher risk of being injured or killed in road traffic accidents. Social housing is often concentrated near main roads, which means residents in these areas are exposed to relatively high levels of noise and air pollution. Transport investment can increase access to opportunities for residents of deprived areas by improving personal security, facilitating more affordable forms of travel like walking and cycling, and improving local bus services. These measures make Islington’s transport environment healthy, contribute to reduce noise and air pollution in the borough, and will reduce carbon emissions to help tackle climate change.

3.17 MTS Challenge: Improving air quality Although Islington has achieved a steady improvement in the borough’s air quality over recent years, the national targets for two pollutants, nitrogen dioxide (NO2) and particles (PM10) are not likely to be achieved within Islington. As a consequence, the council declared an Air Quality Management Area across a large part of the borough on 19 January 2001, which was expanded to the whole of the borough in 2003. Islington cannot achieve a healthy transport environment on its own, as much of the responsibility for the road network in Islington falls on Transport for London. But Islington will continue to work to improve air quality in the borough through appropriate policies and interventions, and will continue to work in partnership with Transport for London and transport operators to improve air quality.

MTS Goal 3: Safety and security

3.18 MTS Challenge: Reducing crime, fear of crime and anti-social behaviour Crime and fear of crime is a significant deterrent to mobility and accessibility in Islington, especially for residents of more deprived areas where crime is more frequent. Environmental enhancements at transport interchanges and other locations in the borough will contribute to make making Islington’s transport environment secure and vibrant.



3.19 MTS Challenge: Improving road safety

Improving road safety in Islington and particularly reducing the number of road traffic casualties is one of the priorities of this strategy. The number of people killed or seriously injured in road traffic accidents in Islington has decreased by 60% between 2001 and 2009, but every road traffic casualty is one too many. Islington Council will continue to work towards a safe transport environment in the borough and to bring down the number of road traffic casualties throughout the borough. The main focus will be on areas of high deprivation where there are more road traffic incidents, as well as measures aimed to improve the safety of vulnerable road users such as pedestrians and cyclists.

3.20 MTS Challenge: Improving public transport safety Islington will continue to work in partnership with Transport for London, the Police and transport operators to ensure a secure public transport environment in the borough.

MTS Goal 4: Transport opportunities for all Londoners

3.21 MTS Challenge: Improving accessibility Overall, accessibility in Islington is good. Due to the small size of the borough and the high levels of public transport accessibility, most places and facilities within the area are easily accessible by walking, cycling or public transport. Housing estates and areas of higher deprivation tend to have lower accessibility levels due to the distance people have to walk to access bus stops located on main roads. There are also accessibility issues for disabled people on Islington’s streets because of poorly designed or damaged streets, including poorly positioned street furniture and guard railings. Improving accessibility is essential to make Islington’s transport environment fair and healthy.

3.22 MTS Challenge: Supporting regeneration and tackling regeneration As already stated, Islington is a borough of great contrasts with some of the most affluent as well as some of the most deprived neighbourhoods in London. Although improvements have been made in tackling deprivation, more needs to be done to regenerate the borough, to tackle deprivation, and to make Islington’s transport environment fair and safe.

MTS Goal 5: Climate change

3.23 MTS Challenge: Reducing CO2 emissions Islington will work to reduce CO2 emissions in the borough as part of making Islington’s transport environment healthy. Islington’s LDF Core Strategy and Sustainable Community Strategy, as well as this Transport Strategy, demonstrate the council’s commitment to reducing CO2 emissions from transport, as well as promoting a healthy and greener transport modes, including walking and cycling, use of public transport and car clubs. The Mayor of London set Islington an indicative long term target for reducing CO2 emission from ground-based transport to 71.11 kilo tonnes of CO2 by 2025 to contribute to the Mayor of London’s target of a 60% reduction by 2025 (compared to the 1990 base). Islington Council cannot deliver this target alone and will work in partnership with Transport for London and Transport operators to achieve the reduction in CO2.

3.24 MTS Challenge: Adapting to climate change The council will work in partnership with Transport for London and other stakeholders to take the necessary steps to adapt Islington’s transport environment to prepare for the likely impacts of climate change. Islington will manage flood risks through drainage improvements, planning policies and more absorbent surfaces, and will constantly review highway maintenance and construction techniques, as part of making Islington’s transport environment healthy.



Table 9: Islington’s transport objectives supporting the Mayor of London’s

Transport Strategy and the London Plan Mayor of London Transport Strategy

goals London Plan objectives

Islington’s transport objectives S

uppo

rtin

g ec

onom

ic d

evel

opm

ent

and

popu

latio

n gr

owth

Enh

anci

ng th

e qu

ality

of l

ife fo

r al

l Lo

ndon

ers

Enh

anci

ng th

e sa

fety

and

sec

urity

of

all L

ondo

ners

Impr

ovin

g tr

ansp

ort o

ppor

tuni

ties

for

all L

ondo

ners

Red

ucin

g tr

ansp

ort’s

con

trib

utio

n to

cl

imat

e ch

ange

and

impr

ovin

g its

re

silie

nce

To

acco

mm

odat

e Lo

ndon

’s g

row

th

with

in it

s bo

unda

ries

with

out

encr

oach

ing

on o

pen

spac

es

To

mak

e Lo

ndon

a h

ealth

ier

and

bette

r ci

ty fo

r pe

ople

to li

ve in

T

o m

ake

Lond

on a

mor

e pr

ospe

rous

city

with

str

ing

and

dive

rse

long

term

eco

nom

ic g

row

th

To

prom

ote

soci

al in

clus

ion

and

tack

le d

epriv

atio

n an

d di

scrim

inat

ion

To

impr

ove

Lond

on’s

acc

essi

bilit

y

To

mak

e Lo

ndon

an

exem

plar

y w

orld

city

in m

itiga

ting

and

adap

ting

to c

limat

e ch

ange

and

a m

ore

attr

activ

e, w

ell-d

esig

ned

and

gree

n ci

ty

A fair transport environment

√ √ √ √ √ √ √

A safe transport environment

√ √ √ √ √

A secure transport environment

√ √ √ √ √

An efficient transport environment

√ √ √ √ √ √ √

A vibrant transport environment

√ √ √ √ √ √

3.25

A healthy transport environment

√ √ √ √ √ √

Islington’s borough transport objectives supporting sub-regional transport plans

3.26 Islington’s borough transport objectives, and this strategy as a whole, have been developed to support the North London Sub-regional Transport Plan and the Central London Sub-regional Transport Plan, and to help address the sub-regional challenges that affect Islington and these sub-regions.

3.27 The key challenges set out in the Central London Sub-regional Transport Plan are: Reducing public transport crowding and improving reliability Supporting growth areas and regeneration Ensuring capacity at rail stations and efficient onward distribution Improving the urban realm and promoting walking Improving air quality Managing the different demands on streets



3.28 The key challenges set out in the North London Sub-regional Transport Plan are:

Facilitating and responding to growth, particularly in Brent Cross / Cricklewood and the Upper Lee Valley

Relieving crowding on the public transport network Managing highway congestion and making more efficient use of the road network Enhancing connectivity and the attractiveness of orbital public transport Improving access to key locations and to jobs and services

3.29 Table 10 outlines how Islington’s borough transport objectives will contribute towards

addressing the sub-regional challenges faced in Central and North London.

Table 10: Transport objectives matrix – sub-regional transport plan challenges

North London Sub-Regional Transport Plan challenges

Central London Sub-Regional Transport Plan challenges

Islington’s transport objectives F

acili

tatin

g an

d re

spon

ding

to

grow

th, p

artic

ular

ly in

Bre

nt

Cro

ss /

Cric

klew

ood

and

the

Upp

er L

ee V

alle

y

Rel

ievi

ng c

row

ding

on

the

publ

ic tr

ansp

ort n

etw

ork

Man

agin

g hi

ghw

ay c

onge

stio

n an

d m

akin

g m

ore

effic

ient

use

of

the

road

net

wor

k

Enh

anci

ng c

onne

ctiv

ity a

nd th

e at

trac

tiven

ess

of o

rbita

l pub

lic

tran

spor

t Im

prov

ing

acce

ss to

key

lo

catio

ns a

nd to

jobs

and

se

rvic

es

Red

ucin

g pu

blic

tran

spor

t cr

owdi

ng a

nd im

prov

ing

relia

bilit

y

Sup

port

ing

grow

th a

reas

and

re

gene

ratio

n

Ens

urin

g ca

paci

ty a

t rai

l st

atio

ns a

nd e

ffici

ent o

nwar

d di

strib

utio

n

Impr

ovin

g th

e ur

ban

real

m a

nd

prom

otin

g w

alki

ng

Impr

ovin

g ai

r qu

ality

Man

agin

g th

e di

ffere

nt

dem

ands

on

stre

ets

A fair transport environment

√ √ √ √ √ √

A safe transport environment

√ √ √ √

A secure environment

√ √

An efficient transport environment

√ √ √ √ √ √ √ √ √ √

A vibrant transport environment

√ √ √ √ √ √ √

A healthy transport environment

√ √ √ √ √

3.30 Paragraphs 3.31 to 3.40 detail how Islington’s local transport objectives contribute to

addressing the sub-regional transport challenges that have been identified to directly relate to the borough, above in Table 10.



North London Sub-regional Challenges

3.31 Relieving crowding on the public transport network

Islington’s local transport objective to create an efficient transport environment will make a contribution to relieving crowding on the public transport network in the both the North London and Central London sub-regions. Islington will continue to work in partnership with Transport for London and transport operators to relieve crowding on the public transport network, as much of the public transport network is beyond Islington’s direct control. Islington’s local transport objective to make Islington’s transport environment more efficient will include action to reduce the number of shorter journeys made by public transport, thereby reducing crowding on the public transport network, for instance by improving conditions for pedestrians and cyclists in the borough.

3.32 Managing highway congestion and making more efficient use of the road network Islington’s local transport objectives to make the borough’s transport environment fair, efficient, safe, vibrant and healthy will result in more efficient use of carriageway space and footways. Through the council’s implementation of its road user hierarchy, pedestrians, public transport users and cyclists will be prioritised over other road users. Currently the one-way systems at Archway, Highbury Corner, Finsbury Park, King’s Cross and Old Street contribute to highway congestion and it is part of Islington’s programme of investment and long-term ambitions to remove these systems and reduce congestion, thus improving journey time reliability particularly for bus services, and improving the transport environment for all users.

3.33 Enhancing connectivity and the attractiveness of orbital public transport Islington’s local transport objectives to make Islington’s transport environment efficient and vibrant will contribute to addressing the North London sub-regional transport challenge to enhance connectivity and the attractiveness of orbital public transport. The removal of the Highbury Corner gyratory and improvement works will increase accessibility of Highbury & Islington station and access to the North London Line, and will create a more spacious, legible and attractive public realm that can accommodate the large numbers of visitors that use the station in general and with events at the Emirates Stadium in particular.

3.34 Improving access to key locations and to jobs and services Islington’s local transport objectives to make Islington’s transport environment fair, efficient and vibrant will contribute towards the North London sub-regional challenge to improve access to key locations, jobs and services. By prioritising walking, public transport and cycling over other modes of transport, the most affordable forms of transport, more people will be able to afford to travel and access opportunities including jobs and services. By improving access at interchanges such as Highbury & Islington, Finsbury Park and Archway, the transport environment will become more efficient and vibrant, enabling more people to travel more easily.

Central London Sub-regional challenges

3.35 Relieving crowding on the public transport network Islington’s local transport objective to create an efficient transport environment will make a contribution to relieving crowding on the public transport network in the both the North London and Central London sub-regions. Islington will continue to work in partnership with Transport for London and transport operators to relieve crowding on the public transport network, as much of the public transport network is beyond Islington’s direct control. Islington’s local transport objective to make Islington’s transport environment more efficient will include action to reduce the number of shorter journeys made by public transport, thereby reducing crowding on the public transport network, for instance by improving conditions for pedestrians and cyclists in the borough.



3.36 Supporting growth areas and regeneration

The challenge of growth has been identified, together with fairness and place-making, as one of the biggest challenges to Islington’s transport environment. Islington’s local transport objectives have been developed to ensure that Islington’s transport environment can cope with the estimated increase in population and economic growth.

3.37 Ensuring capacity at rail stations and efficient onward distribution Islington’s local transport objective to create an efficient transport environment will help to ensure that there is sufficient capacity at rail stations and effective onwards distribution. Although rail station capacity is outside the scope of the council, Islington is working with transport partners to ensure station capacity is increased in line with growth estimates for passenger numbers and rolling stock.

3.38 Improving the urban realm and promoting walking Walking is the most sustainable form of transport. Islington’s local transport objectives will ensure that all interventions will contribute towards an improved urban realm that encourages people to walk or cycle where possible. Islington’s local transport objectives recognise that the transport environment must be fair, safe, secure, efficient, vibrant and healthy.

3.39 Improving air quality Islington’s local transport objectives set out to make Islington’s transport environment fair, efficient, vibrant and healthy. Air pollution is often higher in areas of deprivation and must be reduced to achieve fairness. An efficient transport environment will see people walking and cycling more, making use of public transport and reducing their car trips within the borough, reducing traffic volumes, congestion and therefore air pollution.

3.40 Managing the different demands on streets Islington’s local transport objectives aim to manage the different demands on Islington’s streets. To make the transport environment fair and safe, Islington has prioritised walking, public transport and cycling over other transport modes. An efficient transport environment is essential in managing demands.

Islington’s transport objectives supporting Islington’s Core Strategy and Sustainable Community Strategy

3.41 The Core Strategy is a key document within Islington’s Local Development Framework (LDF), setting out the council's spatial plan for the borough. The Core Strategy will influence future planning decisions and will guide the shaping of the borough to 2025 and beyond. It sets out the vision for what we want to achieve in the future, where and how change will happen, as well as Islington's approach to important issues including how we seek to improve the built environment, provide more affordable housing and employment spaces, respond to climate change, and provide facilities for our communities.

3.42 The Core Strategy should be seen alongside the Sustainable Community Strategy, which sets out priorities for action by the council and its partners in the Islington Strategic Partnership, and the London Plan, which sets out the Mayor of London's priorities for the city. One of the Mayor’s key objectives within the London Plan is to address inequality amongst Londoners, by ensuring that all Londoners benefit from economic growth, and are engaged in the development process. In line with the London Plan, this Core Strategy reflects the commitment to reduce inequality in the borough.



3.43 Tables 11 and 12 detail how Islington’s borough transport objectives contribute towards

Islington’s Core Strategy objectives and Islington’s Sustainable Community Strategy Priorities for Action.

Table 11: Transport objectives matrix: Core Strategy objectives

Islington’s Borough Transport Objectives

A f

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Islington’s Core Strategy Objectives 1.Tackling inequality and exclusion in the borough, and seeking to ensure that local residents share in the prosperity of London

√ √ √

2. Securing a supply of housing which encourages mixed communities, where the main priority will be maximising provision of social rented housing. Mixed communities include(but are not limited to), different tenures, household sizes, and ages (including families, older people and disabled people)

√ √

3. Meeting and seeking to exceed the minimum regional targets for housing supply, with new housing contributing to the increased quality of life for residents

√ √ √

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

√ √ √ √ √ √

5.Maintaining and enhancing Islington's historic environment through conservation-led regeneration initiatives

√ √

6. Promoting neighbourhoods that support a sense of wellbeing, specifically; to reduce health inequalities in the borough by encouraging healthier choices including, (but not limited to), the use of open spaces, play opportunities and access to both high quality sports facilities and health care facilities

√ √ √ √ √ √

7. Maintaining the growth in employment by ensuring a broad range of opportunities exist for all types and sizes of businesses across all parts of Islington

√ √ √ √

8. Tackling worklessness through training and employment initiatives

√

9. Ensuring a range of provision of shopping, leisure and local services which serve the local community and support Islington’s economy

√ √ √ √

10. Supporting the borough’s universities and hospitals as major employers and service providers as they seek to maintain and improve their estates

√



11. Encouraging new hotels/visitor accommodation where it benefits Islington’s economy and enhances the local area

√ √ √

12. Minimising the borough's contribution to climate change and ensuring we are able to cope with the effects of a changing climate

√ √ √ √ √

13. Reducing Islington’s impact on the environment by using resources, including energy, water and other materials, as efficiently as possible

√ √ √ √

14.Promoting waste minimisation, re-use, recycling, composting and resource efficiency over landfill

√ √ √

15. Delivering high quality, multi-functional green infrastructure alongside development throughout the borough

√ √

16. Protecting and enhancing biodiversity in the borough and increasing access to nature

√

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

√ √ √ √ √ √

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

√ √ √ √ √ √

19. Using significant transport improvements to lead regeneration

√ √ √ √ √ √

Table 12: Transport objectives matrix: Islington’s Sustainable Community Strategy

Islington’s Transport Objectives

Islington’s Sustainable Community Strategy priorities for action A

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Improving employment and prosperity √ √ Improving learning and attainment √ √ √ Improving health √ √ √ √ Improving safety √ √ Improving the environment √ √ Improving housing √ √

Building stronger, sustainable communities √ √ √ √ √



3.44 Islington Council is currently reviewing the borough’s Sustainable Community Strategy,

which is closely linked to Islington’s Fairness Framework that is currently being developed. The central aim of these documents is to make Islington a fairer place setting out actions relating to poverty reduction, education and learning, housing standards, safety health and wellbeing, the community and public services. The development of this transport strategy has taken these developments into account and is consistent with Islington’s emerging fairness and community strategies.

3.45 In addition, other documents within the council’s Local Development Framework have been adopted or are being developed to help manage the transport implications of development and growth within the borough. These include:

Development Management Policies (under development) Site Allocations (under development) Streetbook SPD (Islington’s forthcoming Public Realm Design Guide) Accessible Housing Inclusive Landscape Design Islington Urban Design Guide Planning Obligations SPD Community Infrastructure Levy Green Construction (under development) Angel Town Centre Strategy Nag’s Head Town Centre Strategy Archway Development Framework King’s Cross Neighbourhood Framework Bunhill and Clerkenwell Area Action Plan (under development) Islington’s Air Quality Progress Report 2010

Islington’s Highway Asset Management Plan (HAMP) and Network

Management Duty (NMD

3.46 Islington’s HAMP and NMD under the Traffic Management Act 2004 have been considered throughout the development of Islington’s Transport Strategy to ensure local transport objectives and those of the wider area are met. Traffic management measures are a significant proportion of road construction costs in central London because of the limited road space, high levels of road traffic congestion and the effect of traffic diversions on the local community and emergency services.

3.47 Islington’s highway needs are driven by its users. Traditional technical descriptions of our streets are expressed in terms of road type, construction and traffic. Road users see Islington’s streets not as the material of which they are made but in terms of what happens on and alongside them. People will describe a street as residential, safe or busy. They will have perceptions of an area with regard to cleanliness, accessibility or levels of maintenance. Islington’s Highway Asset Management System is geographically based on Islington’s Google Enterprise platform. This enables traditional highways data to be overlaid with all of the available social data such as crime statistics, cleansing regimes, deprivation, parking and future planning. As such, Islington’s HAMP and NMD are critical in the development and delivery of the transport improvements detailed in the delivery plan, and that schemes meet Islington’s transport objectives.



Key transport policies

3.48 In order to achieve Islington’s transport objectives set out above, this transport strategy also

establishes key transport policies to guide future transport development and delivery in Islington. These are set out in Table 13.

Table 13: Islington’s transport policies

Transport Policy Transport challenges addressed

Transport objectives contributed towards

1. Ensure that changes to the transport environment are subject to transparent decision-making processes that are open to all parts of the community

Fairness Fair Efficient

2. Ensure transport improvements support local economic activity and growth

Fairness Growth Capacity Congestion Accessibility Connectivity Reliability Safety Climate change Pollution

Fair Efficient Vibrant Healthy

3. Make more effective use of the existing transport network, and where practicable, increase capacity to accommodate increased demand resulting from population and economic growth

Growth Capacity Congestion Accessibility Connectivity Reliability Safety Climate change Pollution

Efficient Vibrant Healthy

4. Encourage healthier, more active forms of travel, where possible prioritising services based on the following road user hierarchy: 1. pedestrians 2. public transport 3. cyclists 4. taxis, delivery and servicing needs 5. private motorists and other road

users Consideration for disabled people shall be a key principle throughout this hierarchy

Growth Capacity Congestion Accessibility Connectivity Reliability Health Safety Climate change Pollution

Fair Efficient Safe Healthy





5. Keep the transport network moving and minimise congestion

Growth Capacity Congestion Accessibility Reliability Climate change Pollution

Efficient

6. Ensure good, safe and secure transport access to town centres and all facilities used by the local community, especially for less mobile people

Fairness Growth Accessibility Connectivity Health Safety Security

Fair Efficient Safe Secure

7. Create more attractive town centres, streets and public spaces to encourage local shopping and other economic and community activities

Accessibility Connectivity Safety Security Climate change Pollution

Efficient Safe Secure Vibrant Healthy

8. Ensure new housing developments are car-free and, where appropriate, contribute to transport investment

Congestion Capacity Connectivity Accessibility Affordability Health Climate change Pollution

Safe Efficient Vibrant Healthy

9. Reduce physical barriers associated with transport

Fairness Capacity Congestion Connectivity Accessibility Health Safety

Fair Safe Efficient Vibrant

10. Work with Transport for London and transport operators to improve public transport service quality and reliability, and to make interchanges easier, safer and quicker

Capacity Congestion Accessibility Connectivity Reliability Safety

Efficient Safe

11. Maintain servicing and delivery access to businesses whilst reducing the number and impact of heavy goods vehicles

Congestion Accessibility Safety Climate change Pollution

Safe Efficient Healthy





12. Improve the condition of the road network and footways, using sustainable materials and techniques where practicable

Capacity Congestion Accessibility Reliability Safety

Safe Efficient Vibrant Healthy

13. Encourage healthier, more active forms of travel, and reduce the proportion of trips made by motor vehicles

Fairness Capacity Congestion Accessibility Affordability Health Safety Climate change Pollution

Fair Safe Efficient Vibrant Healthy

14. Press the Mayor of London and rail operators to introduce a fair system of public transport tickets and fares, and other charges

Fairness Affordability

Fair

15. Reduce the number of people killed or injured on Islington’s streets

Fairness Health Safety

Safe

16. Reduce crime and the perception of crime within Islington’s transport environment

Reliability Safety Security

Secure Vibrant

17. Reduce vehicle and cycle theft Security Secure 18. Reduce negative transport-related

health impacts, particularly noise and NOX and particulate emissions

Fairness Capacity Congestion Accessibility Health Safety Security Climate change Pollution

Fair Healthy

19. Reduce carbon emissions from land-based transport in Islington

Capacity Congestion Affordability Health Climate change Pollution

Efficient Healthy



Assessing the impacts of the strategy

3.49 This strategy has been informed and influenced by a Strategic Environmental Assessment

(SEA) and an Equality Impact Assessment (EIA) to ensure potential negative impacts are considered and where necessary mitigated or minimised. These assessments also identify positive impacts and potential to improve Islington’s transport environment in terms of equality and environmental issues. Health impacts have been assessed as part of the Strategic Environmental Assessment. The wider policy and legislative context of these assessments and this strategy are detailed in the Strategic Environmental Assessment and the Equality Impact Assessment (appendices C, D and E). Neither the SEA nor the EIA have identified actual negative impacts that are not addressed through Islington’s Transport Strategy and as such have not changed Islington’s transport objectives. The SEA does show that Islington’s local transport objectives have a positive influence on the SEA objectives and vice versa. For example, the SEA objective ‘Improve road safety’ contributes towards the local transport objectives of making Islington’s transport environment ‘fair’ and ‘safe’.



4.0 Transport and Regeneration

4.1 The previous section set out Islington’s key transport challenges, and the transport objectives that have been adopted within this strategy to address those challenges. Islington’s twin challenges of growth and inequality manifest themselves in the physical character of the borough, where there are a number of key places that are not only in need of regeneration, but which, with the right investment, have the capacity to support growth.

4.2 Islington’s Core Strategy, which was adopted on 17 February 2011 as part of the borough’s Local Development Framework (LDF), identifies the key places within the borough where regeneration is most needed. These areas include:

Archway Finsbury Park Nag’s Head / Holloway Road King’s Cross Bunhill / Clerkenwell

4.3 Other parts of the borough are relatively economically successful but require investment to

support growth and to extend economic activity to surrounding areas. These areas include:

Angel / Upper Street Highbury Corner

4.4 This section explores the key transport considerations and opportunities for each of these

areas, as well as area-specific transport challenges and committed and potential investment.

Archway District Town Centre

Considerations and opportunities

4.5 The Archway district town centre is a prime example of the failure of post-war planning, housing, and transport policies. However, anyone familiar with the town centre will know that it has a great deal of potential. It is set in a stunning hillside location overlooking London, surrounded by many attractive residential streets, and is well-connected by public transport. It is home to the Whittington Hospital, University College London, Middlesex University as well as the Byam Shaw School of Art. It also accommodates a number of highly valued small shops and businesses, and an active and committed Town Centre Management Board has been set up.

4.6 Despite these attributes, the town centre has struggled for many years to overcome its poor physical legacy and achieve its potential. The council’s LDF Core Strategy recognises that the “regeneration of Archway has been an ambition of the council for a number of years” (Section 2.2.1).

4.7 Section 2.2.3 states that “an increase and retention of retail, leisure and office space in the town centre should be delivered through a development process that ensures a vibrant mix of uses and which is enabled by creating an attractive and convenient pedestrian environment and a well connected network of streets and spaces of the highest quality”.



4.8 The council has already invested in improving Archway’s built environment and public

spaces, and the overall viability of the town centre. This investment has included physical improvements throughout the town centre, as well as preparation of the Archway Development Framework (2007), Transport for London’s investigations towards removing the one-way system (2008), and preparation of the Archway Town Centre Delivery Plan (2010). These studies have identified opportunities for further improvements, which until now had not received any substantial funding to allow for implementation.

4.9 The three abovementioned studies identified the following opportunities for improvements to the streets and public realm in the town centre:

Removing the one-way system Reinforcing the high street and existing district centre Providing better pedestrian connections through the town centre, to public

transport, to key infrastructure (such as the Whittington Hospital) and between green spaces

Creating high quality public spaces

4.10 In public realm terms, the key objectives for Archway Town Centre are:

To reinforce the high street and existing district centre To improve the quality of the environment for pedestrians To remove the barriers to pedestrian movement To improve pedestrian connections through the town centre, particularly to the

island site and other important destinations To provide high quality public space

4.11 The studies also set out a series of proposals to help regenerate the town centre, which

include providing a range of mixed use development, relocating the library, and reconfiguring some of the buildings and connections trough the ‘core site’ (area containing Archway Underground station, Hamlyn and Hill Houses, the post office and a number of other businesses).

4.12 The council accepts the continued importance of the A1 as a major traffic route – but the negative impacts of traffic on the town centre can be reduced and pedestrian and cyclist movements made far safer, particularly through major changes to the one-way system. The council is therefore taking forward a gyratory feasibility study with the aim of undertaking public consultation on one or more road layout options early in 2012. In addition to taking forward the gyratory study and delivering public space improvements, the council is allocating considerable investment in delivering wider regeneration by improving the physical appearance of the town centre, encouraging local distinctiveness and vitality, and supporting local businesses.

4.13 The council welcomes the Mayor’s decision to allocate funding to Archway from the Outer London Fund, recognising the importance of investing in improvements to this town centre.

4.14 Transport for London’s draft report ‘Taking forward the Mayor’s Transport Strategy Accessibility Implementation Plan’ (June 2011) lists Archway station as an indicative step-free station scheme in order to achieve consistent spatial coverage of step-free street to platform access at stations across London. No funding has been allocated or is likely to be allocated for step-free access to Archway station until after 2031.



Area-specific transport challenges

4.15 Fairness

Poor pedestrian and cycle access to and from surrounding housing estates prevents local people from accessing key services and facilities

Growth

Loss of employment as Archway Tower, Hamlyn House and Hill House empty and the need to attract new forms of economic activity to the town centre

Development of 800 to 1400 new homes within the wider Archway area Accessibility

The one-way system is a barrier to movement and negatively impacts on pedestrian and cycling accessibility in the Archway area

Connectivity

Junction Road and the one-way system negatively impact on connectivity in the Archway area

Junction Road and the one-way system are barriers to pedestrians and cyclists Safety

Junction Road and the one-way system have very high numbers of road traffic casualties

Security

The streetscape and poor quality of the built environment have a negative impact on people’s perceptions of personal security and in fact can contribute to instances of crime

Climate change

Motorised road traffic produces carbon emissions, contributing to climate change Pollution

Motorised road traffic creates air and noise pollution, and has a negative impact on the visual amenity of the area

Committed and potential transport investment

4.16 Committed transport investment in the Archway area includes:

Delivery of highly visible improvements to Archway Close and Flower Mews (the

island in the middle of the one-way-system) to improve this area for pedestrians and local businesses and to reduce the dominance of parked vehicles (consultation recently undertaken, with works commencing as early as Autumn 2011)

Upgrade of the Northern Line due for completion in 2014 Implementation of Cycle Superhighway route CS12 in 2012/13

4.17 Other potential transport investment being considered or sought for the Archway area in the

future includes:

Removal of the one-way system Pedestrian crossing across Lower Highgate Hill connecting Archway station with

the ‘island’ site Expansion of the London Cycle Hire scheme



Step-free street to platform access at Archway station (long term after 2031)

Finsbury Park District Town Centre


4.18 Finsbury Park is a district town centre with retail frontages along Seven Sisters Road, Stroud Green Road, Blackstock Road and Fonthill Road. The wider Finsbury Park area falls within the administrative boundaries of the London Boroughs of Islington, Hackney and Haringey, and is widely known for its busy and diverse character. Finsbury Park station is the busiest transport interchange in London outside Zone 1, connecting Islington to Central London and north east London via the Victoria and Piccadilly Underground lines, and via train services to King’s Cross/St Pancras and the City in the south, and to Cambridge and Stevenage in the north. Despite budget cuts, London Underground Limited (LUL) has allocated some funding to gate Finsbury Park station as a revenue protection measure. This will include some improvements to the station façade of Wells Terrace. Islington Council is also seeking measures to waterproof the rail bridges at Finsbury park station to prevent rainwater leaking on the streets and footways below.

4.19 Finsbury Park has excellent transport access which is likely to improve in the future. As a result of its high levels of connectivity the town centre forms a key gateway to the wider area, including the East Anglia Growth Corridor. However, a lack of developable land means that the area is unlikely aspire its full potential to support growth and economic development. The council believes there may be considerable scope to develop the area around the station. This could unlock development sites and enable a more natural layout of the town centre. A master planning exercise is needed to understand whether this perceived potential is deliverable.

4.20 Finsbury Park is well served by buses, but the area suffers from high levels of road traffic congestion, as well as a lack of sense of place and identity, and negative perceptions of personal security. The dominant road network and layout of the area can also make it difficult for pedestrians and mobility impaired people in particular to move around within the town centre.

4.21 In the Core Strategy, redevelopment and intensification in the area is supported to provide mixed used developments of housing, employment, retail and leisure, with surrounding sites being able to provide between 500 to 700 housing units. Islington is working with the Hackney and Haringey to improve Finsbury town centre.

4.22 New developments near Finsbury Park station are required to facilitate an improved and less confusing transport interchange location and the wider area, including estates, with a high-quality public realm that is more accessible and permeable. There will be improved walking and cycling routes through the Finsbury Park area to Highbury Corner and King’s Cross and an improved pedestrian environment along Seven Sisters Road to encourage people to walk and cycle more, and to improve people’s sense of personal safety.

4.23 The Mayor’s Transport Strategy (Proposal 11) recognises both the need to relieve congestion at Finsbury Park station by providing additional station capacity, and the potential for investment in Finsbury Park station to relieve congestion elsewhere on the public transport network.

4.24 The Mayor’s Transport Strategy (Proposal 19) has also identified Finsbury Park Underground station as a strategic access and interchange station to the public transport network, and TfL will develop and implement a prioritised programme to deliver station capacity and accessibility enhancements.




4.25 Fairness

High levels of social deprivation in areas less accessible by public transport Growth

Increased employment within the Finsbury Park district town centre Increased residential population (minimum of 500-700 additional housing units) Additional passenger and interchange as well as increased pedestrian footfall

resulting from Thameslink upgrade and potentially Crossrail 2 Capacity

Underground and mainline rail lines from Finsbury Park to Central London are extremely crowded and will remain extremely crowded by 2031, taking into consideration committed funding up to 2018

Thameslink trains stopping at Finsbury Park station Busiest transport interchange in London outside Zone 1 Car-free housing and intensification of leisure, retail and office use will increase

demand for public transport Congestion

High levels of road traffic cause congestion High volumes of buses contribute towards road traffic congestion but also suffer

service disruption as a result of congestion Connectivity

Finsbury Park district town centre suffers from poor connectivity for pedestrians and cyclists due to barriers such the road network and rail infrastructure

Accessibility

Finsbury Park station and the surrounding area suffer from a poor layout and built environment, causing it to be confusing and physically difficult to navigate

Transport for London’s plans to upgrade Finsbury Park station, including installation of lifts, step-free access and tickets gates, have been suspended and are unlikely to be implemented before 2021

Lack of coordination between Network Rail and London Underground in the planning and delivery of step-free access between the rail and underground platforms

Finsbury Park station is not accessible to disabled users and in particular those in wheelchairs

Safety

The area is dominated by the road network The area suffers from too many road traffic casualties

Security

Finsbury Park station and the surrounding area suffer from a poor layout and built environment, which negatively impact on people’s sense of personal safety and fear of crime

Finsbury Park station does not have revenue control gates, which encourages fare evasion, anti-social behaviour and other criminal activity. As indicated, London Underground Limited (LUL) is planning to install revenue gates at Finsbury Park Underground station



Climate change




4.26 Committed transport investment in the Finsbury Park area includes:

Finsbury Park safety and environmental improvements Connect 2 pedestrian and cycling route Arrival of Thameslink at Finsbury Park station in 2018 Finsbury Park (East Coast Mainline) platform extension and train lengthening The Department for Transport’s Access for All programme will complete Finsbury

Park station accessibility improvement works to National Rail platforms in early 2014.

Upgrading the Victoria and Piccadilly lines

4.27 Other potential transport investment being considered or sought for the Finsbury Park area in the future includes:

Crossrail 2 (Chelsea to Hackney Line) Potential medium term congestion relief and step-free access works at Finsbury

Park Underground platforms by 2020 Expansion of the London Cycle Hire scheme A detailed study together with Hackney and Haringey on enhancing the town centre

and station area

Nag’s Head Town Centre and Upper Holloway Road


4.28 The regeneration of the Nag’s Head town centre is guided by the Nag’s Head Town Centre Strategy, which was adopted by the council in 2007. The stated objective of the strategy is: “To be a thriving and sustainable town centre which, in combination with similar centres in the borough, will provide a broad range of goods and services to meet the diverse needs of the whole Islington community in the 21st century. Islington Council and the Nag’s Head Town Centre Group will work in partnership with other key stakeholders to retain and enhance what is best in the area and make the town centre cleaner, safer and greener, and more accessible and attractive.” – Nag’s Head Town Centre Strategy Supplementary Planning Document, 2007

4.29 The Nag’s Head is one of the two major town centres in Islington, along with the Angel, and has historically developed along the very heavily trafficked Holloway Road, part of the A1. Additional pressure on the area is caused by Camden Road / Tollington Road and Seven Sisters Road / Parkhurst Road (the A503 one-way system), which is a busy strategic road managed by Transport for London. Camden Road, bordered predominantly by residential areas, suffers from a poor physical environment. Many of the buildings along the road are set back and do not face the road, and these inactive frontages cause a lack of security due to the lack of natural surveillance.



4.30 Holloway Road also suffers from a poor physical environment and a lack of green space

with the A1 creating a barrier that divides the town centre. The volume and speed of traffic create an environment that is unsafe for pedestrians and cyclists.

4.31 The LDF Core Strategy policy for the area will provide a continued focus on retail opportunities along the main high streets of Holloway Road and Seven Sisters Road. Improving the environment for pedestrians and cyclists by making streets less cluttered, more inclusive, safer and attractive are key priorities to reduce the negative impacts of traffic and develop the Nag’s Head town centre to protect and enhance its historic character. It is also a long-term ambition to return the A503 one-way system to normal two-way traffic flow.

4.32 The Mayor’s Transport Strategy does not specifically mention the Nag’s Head town centre or Holloway Road.

Area-specific transport investment challenges

4.33 Fairness High levels of social deprivation in areas less accessible by public transport

Growth

The biggest obstacle to the economic development and growth of the Nag’s Head and attracting new businesses and customers is the volume of road traffic and the physical barrier caused by both the volume of road traffic and the road layout of Holloway Road

Development of the Nag’s Head town centre will create additional pressures on the transport network in the area

The linear character of the area, resulting from historic development along the Holloway Road, makes the area vulnerable to increased road traffic, which is often just travelling through the town centre without stopping locally

Congestion

Even though Holloway Road is six lanes wide in some places, there is heavy road traffic congestion in the area. Other congested roads in the area include Camden Road, Tollington Road, Parkhurst Road and Seven Sisters Road.

Street clutter, central reservations and guardrails cause congestion on the footways Accessibility

Pedestrian and cyclist movement is severely restricted by road traffic, the road layout, street clutter, central reservations and guard-rails

There are not enough pedestrian crossings within the town centre There is a section of Tollington Road adjacent to Sobell Leisure Centre without a

footway, and the only pedestrian route is directed over the leisure centre grounds Bus services suffer from congestion

Health

The volume of road traffic in the area causes negative health impacts for nearby residents

Safety

Road safety of vulnerable road users such as pedestrians and cyclists is compromised by car traffic and heavy goods vehicles

Security

Camden Road suffers a lack of natural surveillance because of a set-back building



line and frontages of buildings facing away from the street The road layout is a physical barrier and restricts movement of pedestrians and

cyclists, which can make vulnerable road users feel less secure Climate change




4.34 Committed investment in the Nag’s Head and Upper Holloway Road area includes:

Informal pedestrian crossing on Holloway Road between the junctions with Seven Sisters Road / Parkhurst Road and Tollington Road / Camden Road

Implementation of Cycle Superhighway route CS12 through the town centre on Holloway Road in 2012/13

Piccadilly Line upgrade New pedestrian crossing at Holloway Road station

4.35 Other potential transport investment being considered or sought for the Nag’s head and

Upper Holloway Road area in the future includes: Reduction of the dominance of road traffic, particularly on the A1 Return the A503 from a one-way system to two-way traffic flow Expansion of the London Cycle Hire scheme

Highbury Corner and Lower Holloway Road


4.36 Highbury Corner is a strategic gateway to Islington for rail and underground passengers

arriving at Highbury & Islington station. Highbury Corner has been a hub for public transport since the early 19th century, and Highbury & Islington station is now a key transport interchange between bus, rail and Underground services. This interchange has recently increased in importance with the East London Line extension to Highbury & Islington having been completed, improving public transport connections with Dalston, Canary Wharf and southeast London, and the upgrade of the North London Line with increased rail services to Stratford, Richmond and Clapham Junction. .

4.37 The physical environment of Highbury Corner itself is dominated by a busy one-way traffic system. In addition, the station square at Highbury & Islington station is hidden behind the post office building, which makes the pedestrian environment difficult to navigate and congested at the best of times. These issues are made worse on match days at Arsenal’s Emirates Stadium, alongside additional congestion on Arsenal match days. The southern end of Holloway Road at Highbury Corner has a poor pedestrian and cycling environment with narrow footways and heavy traffic.



4.38 Highbury Corner and Highbury & Islington are identified as a priority in the council’s LDF

Core Strategy. Policy 4A of the Core Strategy on Highbury Corner and Holloway Road states:

“Highbury Corner will be redesigned and improvements made to the station frontage and forecourt area, through joint working between the council and TfL. This will improve the environment for pedestrians and cyclists, and increase access to open green space.”

4.39 Islington Council has been successful in securing funding from Transport for London’s ‘Major Schemes’ programme for Highbury Corner. The details of this bid and the schemes associated with Highbury Corner are detailed in the following section on Delivering Local Transport Improvements.

4.40 The Mayor’s Transport Strategy indicates that TfL will invest in station capacity improvements at Highbury & Islington station, but Highbury Corner and Holloway Road are not specifically mentioned.


4.41 Growth The linear character of the area, resulting from historic development along the A1,

makes the area vulnerable to increased road traffic, which is often just travelling through without stopping locally

Growth in population and economic activity in the area, including continued support for retail development along Holloway Road will increase pressure on Highbury & Islington station on the already congested A1

Capacity

The East London Line now connects Highbury & Islington station with Dalston Junction station as part of the Overground orbital rail network around London and together with the upgrade of the North London Line there has been a significant increase in pedestrian volumes, resulting in crowding during interchange between the Underground and Overground (particularly at the escalators), as well as on entering and exiting the station.

The Victoria Line is very crowded (see Figure 9), particularly during morning and evening commuting (even after provision of new trains with increased capacity)

The area is subject to severe disruption on Arsenal match days, requiring additional public transport capacity

Congestion

The A1 is already congested and the area suffers from additional road traffic congestion on match days at Arsenal’s Emirates Stadium

Accessibility

Accessibility at Highbury Corner and Highbury & Islington station is poor due to the limited capacity of the station entrance and forecourt as well as the pedestrian routes leading to the station and through the area

The Highbury Corner one-way system is a barrier pedestrian an cyclist access Health




Safety Road safety of vulnerable road users such as pedestrians and cyclists is

compromised by car traffic and heavy goods vehicles Climate change




4.42 Committed transport investment in the Highbury Corner and Holloway Road area includes:

London Overground – the recent extension of the East London Line to Highbury & Islington station and upgrade of the North London Line

Station improvements at Highbury & Islington to improve the interchange and to help relieve congestion at Central London rail and Underground stations

Highbury & Islington station – station square improvements (pending the relocation of the post office), ticket hall upgrades (funded through Arsenal Section 106 funding) and separate station entry and exits

Improved pedestrian crossings on Holloway Road between Highbury Corner and Holloway Road Underground station, including improved crossings at Madras Place/ Fieldway Crescent and Hornsey Road / Hornsey Street

Implementation of Cycle Superhighway route CS12 on Holloway Road and Upper Street in 2012/13

Returning the Highbury Corner one-way system to a two-way traffic system, and creating a new public space on the western arm and across to the central green space in 2013/14.

4.43 Other potential transport investment being considered or sought for Highbury Corner and

Holloway Road area in the future includes: New station façade at Highbury & Islington station Expansion of the London Cycle Hire scheme Victoria line and Great Northern line (First Capital Connect) congestion relief and

step-free access from street to platform (by 2020)

Angel Town Centre and Upper Street


4.44 The Angel is the most successful town centre in Islington. It is one of the two major town centres in Islington, along with the Nag’s Head, and is Islington’s only Business Improvement District (BID). In 2004, the council adopted the Angel Town Centre Strategy (ATCS) as a Supplementary Planning Guidance document to guide further physical development of the area.

4.45 The Angel plays a significant role in Islington’s retail environment and the night-time economy. The council has robust powers in place to ensure that quality of life in the area is not undermined. London’s Central Activity Zone (CAZ) was expanded in 2008 to include the Angel town centre as part of the main commercial centre of London.



4.46 Road traffic dominates the Angel to an unacceptable degree. The main roads are managed

by Transport for London, and the council is working with them to lessen the impact of traffic and to improve the environment for pedestrians, cyclists and residents. This is particularly necessary around the station and the junction of Islington High Street with City Road / Pentonville Road, Goswell Road and St John Street, to reduce the dominance of through traffic, and to improve public transport capacity and the overall amenity of the area.

4.47 The London Cycle Hire scheme was launched in July 2010, and includes a handful of docking stations within the town centre. However, due to the Angel’s placement on the edge of the scheme area, there is a need for additional Cycle Hire capacity and road and pavement space is at a premium within the town centre.

4.48 The Mayor’s Transport Strategy does not specifically mention Angel town centre or Upper Street. However, Angel is on the preferred route for Crossrail 2, which would result in significant increase in the accessibility and connectivity of the area.


4.49 Growth Continued economic development of Angel town centre

Capacity

The Northern Line is subject to very high levels of over-crowding Congestion

The A1 is already congested and the area suffers from road traffic congestion which is likely to get worse

Accessibility

The junction of City Road / Pentonville Road, St John Street and Islington High Street acts as a barrier to pedestrian and cycling accessibility

Health


Safety


Climate change





Committed and potential investment

4.50 Committed transport investment in the Angel and Upper Street area includes:

Recently completed improvements to Islington High Street including new pedestrian crossing and changes to pavements, traffic, bus stops and loading/servicing.

Minor improvements to the junction of City Road, St John Street, Pentonville Road and Islington High street

Northern Line upgrade Implementation of Cycle Superhighway route CS12 on Upper Street and Islington

High Street in 2012/13

4.51 Other potential transport investment being considered or sought for the Angel and Upper Street area in the future includes:

Crossrail 2 Further expansion of the London Cycle Hire scheme

King’s Cross


4.52 The King's Cross area is undergoing major change, which is set to continue principally due

to the construction that will take place in Camden on the King's Cross Central railway lands. King’s Cross Central is currently on of the largest inner-city development project in western Europe.

4.53 The area is developing both as a transport hub and a key destination. The proposals comprise a new mixed-use development including a university, 1,700 residential units, 650 units for student housing, over 450,000sqm for business and employment, over 45,000sqm for retail and food and drink outlets, over 70,000sqm for community use, over 28,000sqm for leisure, the creation of three new public squares and major investment in the public transport interchange at King’s Cross and St Pancras stations. The ‘Triangle’ site in the north-eastern corner falls partly in Islington and will provide 246 new homes.

4.54 Islington's neighbourhoods facing the railway lands, including their streets and public spaces, will be affected by these changes. The improvements to King’s Cross station will have positive impacts on the surrounding areas. Opportunities exist to improve the street environment, including key routes such as Caledonian Road, York Way, Copenhagen Street and the pedestrian links east-west from Barnsbury to the northern part of the King's Cross Central site via the Bemerton Estate. There is furthermore a desire to remove the King's Cross one-way traffic system and re-introduce two-way traffic where possible.

4.55 The council's LDF Core Strategy Policy 6 sets out the council's spatial vision for the King's Cross area, including aspirations for growth in office and employment space, location of shopping areas, improved east-west links, and the character of the area, all of which form the guiding principles for the council's aspiration to improve the transport environment and public spaces in the area.



4.56 Transport related objectives fro the King’s Cross area:

Increase permeability and connectivity through the area, and links between King’s Cross Central and Islington

Reduce the dominance of cars on York Way and Caledonian Road, especially by investigating changes to the one-way system

Improve the environment for pedestrians and cyclists Improve the public realm, specifically along York Way and Caledonian Road,

around Bingfield Park and along Copenhagen Street Improve access to the Regent's Canal

4.57 The London Cycle Hire scheme was launched in July 2010, and includes a handful of

docking stations around King’s Cross. However, there is a need for additional Cycle Hire capacity around the station, particularly within Islington, and finding space in such a busy area as King’s Cross is very difficult.

4.58 Due to the recent major station upgrades at King’s Cross and St Pancras stations, the Mayor’s Transport Strategy does not commit to any further significant improvements in the King’s Cross area.

4.59 The latest DfT proposal is for HS2 high-speed rail services from the North to terminate at Euston station. This proposal would potentially lead to additional congestion at St Pancras unless investment is made to provide a more direct link between HS2 and HS1 for high-speed rail services to mainland Europe. The council generally supports the idea of linking HS1 and HS2. However, North London Line capacity now and in the future should not be affected and detailed consideration is needed to protect against this potential effect.

4.60 Network Rail’s ‘London and South East Rail Utilisation Strategy’ examined gaps in capacity that may exist in 2031, and assumed that HS2 would be included among the improvements implemented by 2031 although funding is currently uncommitted. Considering that there will still be gaps in capacity in 2031 even if this currently uncommitted investment is made, HS2 is clearly a high-priority investment. The council supports the increase in capacity for the orbital routes that affect Islington and notes the growth and potential for growth along the North London Line corridor.


4.61 Fairness High levels of social deprivation in areas less accessible by public transport

Growth

Intensification and large-scale population and employment growth Capacity

Underground services at King’s Cross and St Pancras stations are already at capacity following recent upgrades

Congestion

High volumes of road traffic causing congestion Buses sometimes suffer service disruption as a result of congestion

Accessibility

The railways and heavily trafficked road network, and in particular the one-way system, create barriers to movement, especially for pedestrians and cyclists



Connectivity A lack of connectivity between King’s Cross Central and Islington’s neighbourhoods

east of York Way, largely as a result of the large housing estates (e.g. Bemerton Estate and Delhi Outram Estate) which do not conform with the traditional street pattern

Health


Safety


Security

Poor-quality public realm, lack of sense of place and perceived personal safety risks

Climate change




4.62 Committed transport investment in the King’s Cross area includes:

King’s Cross and Caledonian Road safety and environmental scheme Two-way traffic between Caledonia Street and Wharfdale Road York Way environmental improvements between Pentonville Road and Wharfdale

Road

4.63 Other potential transport investment being considered or sought for the King’s Cross area in the future includes:

Crossrail 2 – Chelsea to Hackney Line Expansion of the London Cycle Hire scheme

Bunhill and Clerkenwell


4.64 The Bunhill and Clerkenwell area is Islington’s most important employment area and is also

home to a large number of residents. Both employment and population are expected to grow considerably over the next fifteen years. The area is subject to a detailed spatial policy framework through the draft ‘Bunhill and Clerkenwell Area Action Plan’, which aims to ‘create safe, attractive, usable and accessible streets, public spaces and transport networks’. As stated in the plan: “An objective of the Area Action Plan is to improve streets and public spaces in a manner that promotes walking and cycling, encourages people to spend time outdoors, creates an interesting and varied street environment, improves accessibility and safety, reduces car dependence and supports the creation of a high-quality public transport system. This includes transferring vehicle-dominated spaces, such as car parks, to other uses”’ Draft Bunhill and Clerkenwell Area Action Plan (November 2010)



4.65 The arrival of Crossrail and much improved Thameslink services at Farringdon will greatly

increase the area’s accessibility and connectivity by public transport, making Farringdon station the only station in London where passengers can interchange between Crossrail, Thameslink and Underground services. However, whilst the interchanges between Crossrail and Thameslink and between London Underground and Thameslink are relatively good, the interchange between Crossrail and London Underground has been poorly designed, requiring passengers to exit and re-enter the station. Whilst this major investment in transport in the area must be seen as a positive in terms of London-wide connectivity, there is currently likely to be relatively little benefit for the surrounding area.

4.66 There is some potential for development over the new Thameslink station. The council is working closely with Network Rail to ensure that any development that is taken forward does not lead to unacceptable impacts on the local area, and provides additional investment to mitigate any resulting impacts.

4.67 The area’s built form, density, traditional street layout and central location make the area easily accessible for pedestrians and cyclists. Despite low car ownership, some streets and roads in the area are dominated by traffic and vehicles, thus reducing its attractiveness. Much of this road traffic is through traffic, which provides little or no economic benefit and contributes to poor air quality. Underground, rail and bus services in the area are congested at peak times and are in need of investment, in particular at Farringdon and Old Street stations. Islington is currently undertaking the Farringdon Urban Design Study.

4.68 Cycling in the area has increased over recent years, highlighting the need to expand safe cycle routes and secure cycle parking in the area. The launch of the London Cycle Hire scheme in July 2010 brought many docking stations to the area, and the scheme is already highly successful in terms of membership growth and cycle hire usage. This has led to a need for more cycle hire docking stations in the area.


4.69 Growth Crossrail and employment and population growth will bring additional pressure to

the Bunhill and Clerkenwell area Capacity

Crossrail will bring significant transport capacity to the area, but this will in turn put pressure on the interchange capacity of the station and on other modes of transport in the area

The Northern Line upgrade will enhance its capacity, but the entrance to Old Street station is already constrained and suffers from a very poor station environment, a situation which is likely to get worse with the upgrade of the Northern Line

Increased demand for already high levels of relatively short cycling journeys in the area

Congestion

Economic and population growth will cause additional congestion on the transport network, and especially on the road network

Connectivity

Although Crossrail will greatly improve connecting to the rest of London, connectivity within the local area will experience additional pressure



Health The volume of road traffic in the area impacts negatively on residents’ health

Safety


Despite the road network being heavily trafficked, there is a major residential population, with lots of children accessing schools and other vulnerable residents accessing other facilities

Climate change



Committed and potential investment

4.70 Committed transport investment in the Bunhill and Clerkenwell area includes:

A new Crossrail station at Farringdon/Barbican, and close to Old Street station at Moorgate

Thameslink upgrade to bring additional trains into Farringdon station, creating a very important strategic rail interchange with Crossrail

Capacity enhancements on the Northern Line through Old Street station

4.71 Other potential transport investment being considered or sought for the Bunhill and Clerkenwell area in the future includes:

Old Street station redevelopment Removal of the one-way system at Old Street and City Road (the roundabout) DLR extension to King’s Cross / Euston via a proposed new station at ‘Clerkenwell’ Expansion of the London Cycle Hire scheme



5.0 Delivering Local Transport Improvements

5.1 The previous section outlined the transport challenges faced in each of Islington’s LDF Core Strategy key areas, as well as the opportunities for future improvement. This section sets out the council’s potential funding sources for implementing transport improvements, the prioritisation process for directing transport investment, and the kind of interventions that will be considered. The three-year delivery plan for Islington’s Local Implementation Plan for 2011/12 to 2013/14 sets out the timing and costs of individual schemes.

Potential funding sources

5.2 Understanding the potential funding sources and associated levels of funding that is or might be available is an essential consideration in programming and prioritising transport investment in the borough. Table 14 shows the likely funding sources that will contribute towards Islington’s three-year LIP delivery plan covering 2011/12 to 2013/14.

Table 14: Potential funding sources Funding source 2011/12 2012/13 2013/14 Total Integrated transport

(£’000) (£’000) (£’000) (£’000)

TfL LIP funding 2,195 2,109 1,823 6,127 Council capital funding

0 0 0 0

Developers contributions (S106)

1,500 1,500 1,500 4,500

Sustrans grant funding

0 600 0 600

Growth Area Funding

600 300 0 900

TfL Major Schemes funding

0 0 0 0

Maintenance TfL LIP allocation funding (principal roads only)

249 325 tbd 254

Council capital funding

1,400 tbd tbd 1,400

Transport for London (TfL) LIP funding

5.3 All local authorities in London receive LIP funding from Transport for London in accordance with the Greater London Authority (GLA) Act 1999. Following the Government’s Comprehensive Spending Review in 2010, Transport for London reduced Islington’s LIP funding allocation by 4% to just under £2.2 million for 2011/12, to £2.1 million for 2012/13, and to £1.8 million for 2013/14. According to a recent announcement, TfL may return some of these funds to boroughs in the form of funding for 2012/13 and 2013/14.



Council capital funding

5.4 Due to the substantial overall budget cuts faced by Islington Council following the

Government’s spending review in 2010, the council has been unable to allocate much capital funding towards its LIP delivery plan. However, £1.4 million of council capital has been allocated towards improving footway and carriageway conditions on borough roads in 2011/12. The council reviews its spending priorities annually, so additional capital funding may be allocated to highway maintenance and other transport improvements in 2012/13 and 2013/14.

Developers contributions (S106)

5.5 The council secures funding from developers to address the negative impacts of new development. These ‘planning obligations’, secured through Section 106 of the Town and Country Planning Act (1990), often include funding to enhance the borough’s streets and public spaces, and to ensure that population growth does not lead to increased traffic congestion, parking pressures, air pollution or carbon emissions.

5.6 The sums listed in table 14 are indicative only, based on the funding levels received and spent in recent financial years. In addition, the exact schemes that will be allocated Section 106 funding over the next three years will depend on the developments that are granted planning permission, and that actually progress to implementation (the point when most Section 106 obligations are ‘triggered’). At the moment, the majority of Islington’s development tends to occur in the south of the borough, meaning that if these trends continue, the bulk of Section 106 funding for transport improvements is likely to be spent in the south of the borough.

5.7 In addition, impending changes to planning legislation including the new ‘Community Infrastructure Levy’ will affect how much Section 106 funding can be secured and allocated to transport-related schemes, and which schemes can be delivered with this funding.

Sustrans grant funding

5.8 Sustrans has allocated £600k towards the implementation of a new Connect2 walking and cycling route connecting Highbury Corner and Finsbury Park via Highbury Fields and Gillespie Park.

Growth Area Funding

5.9 Growth Area funding supports the delivery of infrastructure in growth areas. Islington Council was successful in its application for growth funding by demonstrating that investment in infrastructure would unlock housing growth in the borough. The council’s Executive agreed a £900k allocation towards transport investment in Archway across the first two years of the LIP delivery plan.

Transport for London (TfL) Major Schemes funding

5.10 TfL Major Schemes funding has been secured to allow improvements at Highbury Corner to be designed and consultation to be carried out. Because Highbury Corner is part of the Transport for London Road Network (TLRN), TfL are leading on design and consultation of the scheme rather than granting funding to Islington Council. There is currently no further confirmed funding from this programme area, but additional Major Scheme bids are under consideration by TfL as discussed later in this section.



Transport for London (TfL) LIP maintenance funding

5.11 All local authorities in London receive an annual allocation for principal road maintenance

from Transport for London. Islington’s allocation for 2011/12 was announced in 2010, and the 2012/13 allocation was announced in 2011. The allocation for 2013/14 will be announced in 2012.

5.12 Transport for London LIP maintenance funding towards principal road maintenance in the borough has declined over recent years, as has council funding towards road maintenance. Between 2007/08 and 2011/12, overall funding for principal road maintenance has dropped from £2.18 million to £249,000 (an 89% reduction).

5.13 In the period 2007/08 to 2009/10, the percentage length of the principal road network in poor overall condition and requiring maintenance dropped from 13.4% to 4.9% – a 63% reduction. It is envisaged that due to the reduction in funding available for principal road maintenance, the percentage of principal roads requiring maintenance will increase, as funding currently committed will only benefit one location in Islington (the junction of Stroud Green Road / Crouch Hill with Hanley Road / Stapleton Hall Road – see paragraph 5.67).

Selecting and prioritising local transport interventions

5.14 Islington’s methodology for prioritising local transport improvements is not a uniform one. In preparation for this transport strategy, the council has prepared a database of potential local transport improvement schemes and assessed each potential scheme against the following criteria:

Can the scheme be delivered within the timescale during which TfL LIP funding is available?

To what extent is the council dependent on external partners for delivery? To what extent is the scheme related to other (committed) projects? How well does the proposal support the council’s LDF Core Strategy, Sustainable

Community Strategy and the Mayor’s Transport Strategy? How well does the scheme contribute towards the council’s fairness agenda?

5.15 Subsequently, schemes have been assessed against:

Deprivation data Road traffic casualty data Analysis of Islington’s transport environment Islington’s spatial strategy in the Core Strategy Contribution to achieving Islington’s transport and regeneration objectives Islington’s contribution towards achieving the goals of the Mayor’s Transport

Strategy at borough level The Strategic Environmental Assessment for this strategy The Equality Impact Assessment for this strategy

5.16 The highest priority schemes were allocated funding in particular financial years to ensure

that the necessary staff resources were available, and so that schemes did not interfere with each other or with other major events such as the Olympics. This process led to the final LIP delivery plan as set out in this strategy.

5.17 As already indicated, many of the proposed local transport interventions will be delivered in partnership or in consultation with partners and local stakeholders. Larger schemes in particular are delivered with the assistance of partners, such as Transport for London, public



transport operators and neighbouring boroughs. For example, a complicated intervention like removing the gyratory at Highbury Corner requires the input of Transport for London in terms of their management of this part of the TfL Road Network (TLRN), as well as potential impacts on buses, Underground and rail.

5.18 All individual interventions require some form of consultation or partnership. Organisations consulted as part of this strategy are also consultees or partners when it comes to individual interventions, as well as ward councillors and local residents.

5.19 Road maintenance is prioritised based on the Detailed Visual Inspection (DVI) data supplied for each borough to Transport for London by the London Borough of Hammersmith and Fulham. Roads that that are in the worst condition are prioritised, taking into account other scheduled works to the highway such as works to services beneath the road surface such as water mains, as well as planned improvement schemes.

Links between objectives and interventions

5.20 Islington Council will be delivering interventions to ensure that its LIP delivery plan contributes towards the achievement of the borough transport objectives set out in this strategy. All the interventions contained in this transport strategy are listed in the delivery plan (programme of investment), and table 15 shows examples of how interventions help to achieve Islington’s borough transport objectives. In addition, paragraphs 5.21 to 5.25 provide more detail on the various types of interventions.

‘Better Streets’ schemes

5.21 ‘Better Streets’ schemes are regeneration and economic development schemes that will be delivered as part of Islington’s Transport Strategy. These interventions will have a focus on creating a efficient, safe, secure, healthy and vibrant transport environment for pedestrians and cyclists, in particular helping to achieve Islington’s targets to increase the mode shares for walking and cycling. Street trees will be introduced as part of enhancement schemes where possible. To create a fair transport environment, enhancements will also include accessibility improvements such as improved pedestrian crossings and removal of guardrails and other street clutter. Major schemes contribute to delivering to the Mayor of London’s ‘Better Streets’ agenda.

Road safety improvements

5.22 Road traffic casualty data shows that there are higher numbers of people killed or seriously injured in road traffic accidents in areas of higher deprivation. Road safety improvements such as traffic calming measures and improved pedestrian crossings will be delivered in these locations to create a transport environment that is fair and safe.

Interchange improvements

5.23 To make Islington’s transport environment more efficient and support regeneration and economic development, improvements will be made at local interchanges between buses, Underground and rail services. Improvements to station entrances, access to stations and public realm improvements around stations will be delivered at locations such as Highbury & Islington, Archway, Old Street and Finsbury Park.

Smarter travel measures

5.24 Islington will continue to deliver a number of Smarter Travel initiatives including free cycle training for children and adults, school travel planning advice and road safety education.



These measures will help to make Islington’s transport environment more fair, safe and healthy.

5.25 Transport for London Major Schemes Major Schemes provide benefits to the wider area and sub-region and contribute to the Mayor’s ‘Better Streets’ agenda. Islington’s Major Scheme submissions (Highbury Corner, Archway and Old Street) all have a common denominator, which is the removal of one-way systems. Islington’s Major Schemes contribute to all of the borough’s transport objectives. Removal of the one-way systems will make Islington’s transport environment fair, healthy and safe by improving the accessibility of the road network and the pubic realm for pedestrians, cyclists and public transport users. Road traffic flows will become more efficient, reducing congestion and vehicle delay. The investment in the public realm will make these locations more vibrant, and more secure for all.

Table 15: How interventions contribute to Islington’s transport objectives

Islington’s transport objectives Examples of delivery plan interventions (and end dates within the duration of the delivery plan)

Fair – Everyone in the borough will be able to access opportunities and services

Cycle training and road safety education (ongoing), treatment of casualty hotspots near areas of higher deprivation, such as the Hornsey Road area as part of the Hornsey Road safety and environmental scheme (2014)

Efficient – Islington’s limited road space and public transport capacity will be managed to reduce crowding, congestion and unreliability

Highbury Corner gyratory removal and public realm improvements (2014)

Safe – Road dangers will be minimised, ensuring that fewer people are injured or killed on Islington’s streets

Borough-wide road safety schemes such as improved junction layouts (2014)

Secure – Crime and the fear of crime will be reduced on Islington’s streets, housing estates and public transport network

Hornsey Road safety and environmental scheme, improved and wider footways, and removal of street clutter (2014)

Vibrant – Streetscape and public realm improvements will contribute towards regeneration and local economic recovery and growth

Highbury & Islington station square, improvements, improved public realm with more space for pedestrians to accommodate higher passenger numbers at Highbury & Islington station, in particular on match days at the Emirates Stadium

Healthy – More active forms of travel will be encouraged, and the negative environmental impacts of travel, especially on Islington’s poorer communities, will be reduced

School travel and cycle training programmes (ongoing), 20 mph speed limit on main roads (on a street-by-street basis, subject to funding and Traffic Management Orders)



Programme of Investment

5.26 The transport improvements outlined in this strategy will be funded through a range of

funding sources as described in Table 15. The programme of investment (delivery plan) sets out the actual levels of funding currently allocated to each scheme. The exact costs for delivering these local transport improvements may change as more is known about the necessary measures to be implemented, so the amounts shown are subject to change. More detailed cost estimates will be prepared as part of upcoming funding bids and during scheme development.

5.27 All London local authorities will be required to prepare a new LIP delivery plan in 2013 for the period covering 2014/15 to 2016/17. Targets will also be updated at this time.



Table 16: Islington council’s programme of investment, 2011/12 to 2013/14



Archway one-way system and public realm improvements

The one-way system

5.28 The investigation into removing the Archway one-way system involved carrying out a

number of baseline traffic, passenger and pedestrian surveys that helped inform initial modelling work. The study examined twelve high level concepts and 70 options / variations to the concept themes. The initial modelling work and assessments indicate that two options have viable business cases. These are concepts F (Omega) and J. Option F diverts the A1 to the east and retains the connection between Junction Road and Highgate Hill. Concept J diverts the north-eastern section of Junction Road onto Vorley Road and MacDonald Road, creating a more pedestrian-friendly environment around Archway Underground station. This section of Junction Road and Lower Highgate Hill would be closed to through traffic, with the exception of buses.

5.29 Although it is the council’s longstanding aspiration to remove the one-way system, it is recognised that there is currently not enough confirmed funding to implement this project. Therefore, a series of short to medium-term solutions have been identified to improve the quality of the town centre environment and connections for pedestrians. If the council is able to secure additional funding towards improving Archway, the proposal to remove the one-way system will be pursued. The short and medium-term measures are detailed below.

Short and medium-term measures

5.30 Improved connections to the ‘island site’ (Archway Close / Flower Mews) The island space is located in the middle of the one-way system, the ‘island’ reference reflecting its poor connectivity to other areas due to the wide carriageway surrounding the site, dominance of vehicles and poor pedestrian crossing facilities. The island site accommodates a number of buildings, including the Archway Methodist Church, the Archway Tavern, cafes and other businesses. There is no pedestrian crossing that extends over Lower Highgate Hill connecting this space to Archway Underground station and the rest of the town centre. As a result, many pedestrians are forced to cross over three arms of the junction (Lower Highgate Hill, St John’s Way, Holloway Road and Junction Road). To address this issue, it is proposed to provide a pedestrian crossing over Lower Highgate Hill. A number of different types of crossings are currently under investigation to identify the most suitable crossing.

5.31 Public realm improvements to Archway Close and Flower Mews A local street extends through the middle of the island, the bottom section named Archway Close and the top section named Flowers Mews. Approximately 21 kerbside car parking spaces (110 metres) extend on both sides of the street. These provide a mix of pay-and-display, business permit and resident permit parking. This space is currently dominated by vehicles, with a large proportion of space allocated to the carriageway and on-street parking. Although the pub has provided an outdoor seating area, the cafes and restaurants on the east side of this street front a narrow footway, which prevents them from doing the same. Local stakeholders have expressed a clear desire to improve this public space. At this point there are two options for how this space can be configured:

Raise the carriageway to footway level and create a shared space Relocate all of the parking to the northern section of the site and create a new

public square at the southern section



5.32 Footway improvements along Junction Road

Junction Road currently suffers from cluttered and congested footways, particularly towards the north-eastern end of Junction Road. To improve this space, two main measures are proposed:

Improving footways, in particular between the station entrance and the post office Removing guardrails and street clutter where possible

Finsbury Park safety and environmental scheme

5.33 The following measures are under consideration, aiming to create a seismic shift in the

quality and perception of the local area, and to support regeneration: Improvements for pedestrians and cyclists Improvements to the park entrances Improvements to local streets surrounding the station (e.g. Clifton Terrace, Well's

Terrace, Goodwin Street, etc) Improvements to the area under the railway bridges Improvements to Station Place by redeveloping the triangle area east of Station

Place (long-term aspiration)

Highbury Corner one-way system and Highbury & Islington station

5.34 As discussed earlier in the strategy, Highbury Corner and Highbury & Islington station are identified as a priority in the council’s LDF Core Strategy, and make up one of seven key areas of the borough for which there are specific spatial policies for managing growth and change during the plan period.

5.35 The council’s objective for the one-way system is “to deliver major improvements to the roundabout at Highbury Corner to ensure that it is less dominated by motorised traffic and to improve the station facilities” (Islington’s Core Strategy). The aspirations for Highbury Corner were also included in the Highbury Corner and Highbury & Islington Station Planning Framework (adopted as an SPG in 2004).

5.36 The proposed programme (see below) supports the regeneration of the Highbury Corner area and aims to:

Transform Highbury Corner into a distinctive and attractive place Reduce the dominance of traffic by the removal of one arm of the one-way system Create an improved public transport interchange Improve the area as a public space Make the area safer and more attractive for pedestrians and cyclists Make it easier for people to access the green spaces of Highbury Fields, the central

island green space and Compton Terrace Gardens

5.37 The five major phases of the Highbury Corner Transport Interchange Programme are detailed below.

London Rail Overground improvements

5.38 Improvements have recently been made to the North London Line (NLL) platforms for East London Line operations, including provision of new NLL platforms. The improvements included additional circulation space on the platform side of the gate line. East London Line services have now begun serving Highbury & Islington station.



London Underground station ticket hall upgrade and new station façade

5.39 The ‘core works’ improvements consist of a new Station Operations Room, which was

recently completed. The ‘non-core works’ will consist of additional circulation space, construction of a dedicated exit hall and new gate lines. Design for the non-core works has been developed to RIBA stage D. The upgrade of the station façade will complement the core and non-core works once they are completed. Preliminary design options have been developed for the station façade.

Highbury & Islington station square improvements

5.40 The council has also developed proposals for a new station square outside Highbury & Islington station. This would require the demolition of the post office building. These proposals remain uncertain until Post Office Ltd has reviewed its plans for future post office operations in this part of Islington. There is also currently no certainty of funding.

5.41 The RIBA stage C design for the new station square includes new paving, lighting and benches. There could also be a retail kiosk, anti-terrorism bollards and cycle parking, depending on stakeholder consultation. The council would ideally remove these elements to achieve the primary objective, which is to free up as much space as possible and allow for greater pedestrian permeability.

The one-way system and urban realm improvements

5.42 The closure of the western arm of the one-way system would create a new public space extending from Highbury & Islington station to the top of Upper Street. Traffic would be routed around the other three arms of the one-way system, but the western arm would remain open to buses, cyclists and pedestrians. This would provide a space where buses can interchange in one primary location, rather than the large number of stops dotted around the one-way system, improving orientation for passengers and bus journey times. The proposals will maintain the capacity of the road system, but would redress the balance between motorised vehicles and pedestrians and cyclists.

5.43 The closure of the western arm could also open up the green space in the centre of the roundabout, which is currently inaccessible. The proposed scheme would improve its setting and accessibility by allowing pedestrians to walk across a new shared space directly to the green space. At this stage it has not been decided what level of access (if any) should be provided to the green space. The green space is an arboretum, which contains an exceptional collection of trees.

5.44 A summary of the proposed improvements include the following: A new shared space for buses, cyclists and pedestrians on the western arm of the

roundabout linking to the new station forecourt (and two-way flow around the other arms of the one-way system)

Enlarged and improved pedestrian areas and improved pedestrian crossings Delivery of a critical part of Cycle Superhighway route 12, with direct north-south

cycle access through the shared space western arm, and advanced stop lines at each junction of the one-way system

Relocation of bus stops closer to the station for improved bus-rail interchange New pavements, street furniture, and lighting Mitigating measures in surrounding local streets Some form of public access to the central island green space



5.45 The council has been working with Transport for London since 2006 to investigate the

removal of the roundabout. Public consultation in 2007/08 showed a clear preference for the removal of the western arm of the roundabout. This option has therefore been further developed by Transport for London.

London Underground step-free access and congestion relief

5.46 Step-free access to the Victoria Line and First Capital Connect platforms, including an additional station entrance on the east side of Holloway Road, forms part of a longer-term strategy. Transport for London’s current business plan states that these works will be carried out by 2021, subject to funding availability.

King’s Cross and Caledonian Road safety and environmental scheme

5.47 The King’s Cross and Caledonian Road safety and environmental scheme covers the largest area of all the projects making up the delivery plan. Due to the scale of the development and the rapid change in the area, as well as the need to address road safety and deprivation, more detailed analysis of the issues and potential solutions will be required in order to identify the most suitable measures to be delivered.

5.48 So far, the transport-related objectives that have been identified include: Increasing permeability and connectivity through the area, and links between King’s

Cross Central and Islington Reducing the dominance of cars on York Way and Caledonian Road, especially by

investigating changes to the one-way system Improving the environment for pedestrians and cyclists and reducing the number of

road traffic incidents Improving the public realm, specifically along York Way and Caledonian Road,

around Bingfield Park and along Copenhagen Street Improving access to the Regent's Canal

Old Street

5.49 The council has been working with Transport for London and the London Borough of

Hackney for some years to take forward proposals to improve the area around Old Street roundabout in the south of the borough. The proposals include the removal of the closure of the north-western arm of the roundabout and improvements to the station entrance. The proposals are a response to the substantial economic and population growth in the area, as well as much needed enhancement of the urban environment.

5.50 The closure of the north-western arm of the roundabout would involve introducing two-way working for the remainder of the roundabout. The closed arm would become the station forecourt, leading to the main station entrance at the centre of the roundabout. The station forecourt would be integrated with the ‘Promenade of Light’ public space. The proposals would also improve pedestrian and cycling routes and rationalise bus stops in the area.

Hornsey Road safety and environmental scheme

5.51 The Hornsey Road safety and environmental scheme will deliver improvements to remove road traffic casualty hotspots and barriers to walking and cycling in the area from Emirates Stadium to the northern borough boundary, including Hornsey Rise. Road traffic casualties occur along this corridor, which is flanked by a number of deprived areas. Treatments are likely to include traffic calming measures, pedestrian crossing improvements, footway widening, cycle permeability and a review of signal requirements.



Connect2 Route

5.52 The Islington Connect2 Route, a new walking and cycling route connecting green spaces

between Finsbury Park and Highbury Corner, is one of 79 schemes UK-wide in the Sustrans Connect2 project, which won £50 million of Big Lottery funding in 2007. All Connect2 schemes are to be delivered by March 2013.

5.53 Sustrans’ Connect2 project aims to encourage people to travel in ways that benefit their health and the environment, as well as creating a sense of community pride. In Islington, the council’s strategy for the Finsbury Park area supports improved pedestrian links and public realm along the alignment of the Islington Connect2 Route. Policy 2E of the council’s LDF Core Strategy also supports the Islington Connect2 Route improvements.

5.54 The council’s objectives for the Islington Connect2 Route are as follows: To increase walking and cycling for recreation and pleasure To reduce the actual and perceived dangers from road traffic faced by pedestrians

and cyclists To recognise the street as a piece of public open space To rethink the road and establish a shared spaces for pedestrians, cyclists and

vehicles To create a route that is inclusive and accessible for all To establish a legible route with a clear identity

5.55 In 2008, the council commissioned a Strategic Route Design for the Islington Connect2

Route. The development of the design included engagement with local stakeholders, which created the vision for the route and design ideas for walking and cycling improvements along the route. The design ideas that have been considered for implementation include shared spaces at key locations, footway widening and build-outs, improvements to park entrances and footpaths, and additional cycle parking.

5.56 Crossings and bridges are the focal point of each Connect2 scheme. The focal point (or ‘missing link’) in Islington is the crossing of Seven Sisters Road in Finsbury Park. The council is working in partnership with Transport for London to agree a suitable design solution for Seven Sisters Road, as the road is managed by TfL. The proposed option would provide wider crossings for pedestrians and cyclists, more space for pedestrians and cyclists on the west side of St Thomas’s Road (shared use), and a new public space. This option has been approved ‘in principle’ by Transport for London. However further consultation is required before formal approval is decided. If Transport for London and stakeholders do not formally approve the proposed option, the council may not be eligible for Connect2 funding.

5.57 The council has consulted stakeholders on a list of potential improvement schemes for the route outside of Finsbury Park, which covers Gillespie Park, St Thomas’s Road, Gillespie Road, Drayton Park, Arvon Road, Ronalds Road and Highbury Place. Once agreed, the shortlist of improvement schemes will be designed, consulted with residents, and implemented by 2013. The shortlist could include footway reconstruction and widening where possible, improvements to park footpaths and cycle lanes, a new pedestrian crossing, raised crossovers and cycle parking at key destinations.



Borough-wide road safety schemes

5.58 Islington closely monitors road traffic incidents and casualties. Borough-wide road safety

schemes will address specific locations, mainly on principal roads, where there are high numbers of road traffic casualties but where other funding is not available to address the issues. Possible locations for schemes in year one include the junctions of Caledonian Road and Hillmarton Road, and Old Street / Clerkenwell Road and Goswell Road.

Scootability

5.59 The council will continue to provide the Scootability service, an electric mobility scooter loan scheme. Scootability is an award-winning service that offers the short-term loan of Personal Mobility Vehicles such as scooters and power-chairs to residents of Islington (aged 16+) who have mobility impairments.

5.60 Personal mobility is a key component of independent living and quality of life. Scootability delivers mobility scooters to the homes of people with mobility impairments for up to three days. The scheme provides mobility for people who have difficulty accessing public transport, and allows them to access local shopping areas, leisure facilities, health services, or just visit family or friends, requiring less support from carers. Training on vehicle use, home safety assessment and related support are also provided as part of this service.

Route 812 Hail-and-Ride

5.61 The council will continue to run the 812 accessible ‘Hail and Ride’ bus service, to help fill the gap between community transport services and the mainstream bus service. The single-decker buses used for the 812 have low floors and ramps, and are wheelchair accessible. On its route, the bus can be hailed at bus stops or anywhere on its route where it is safe for the driver to take on passengers. The service is available for anyone to use.

5.62 Many older people and disabled people cannot use mainstream buses because they are too far away, drivers fail to stop the bus right against the kerb, and they simply cannot risk a fall when a driver pulls away from the stop before they have reached their seat. The Hail-and-Ride service provides a model that could make the entire London bus network far more accessible if rolled out. In the short-term, the service provides much needed access to community centres, health services and other local facilities people in the south of Islington.

Smarter Travel

5.63 The council will continue to provide a number of ‘Smarter Travel’ initiatives to encourage people to walk, cycle and use public transport. Smarter travel aims to contribute towards healthier lifestyles, reduce car use and congestion and increase road safety awareness. The individual initiatives are discussed in more detail below, and include:

Cycle training Road safety education School travel plans



Cycle training

5.64 The council will continue to offer free cycle training courses to all residents, employees and

students based in Islington. The training offered is a proficiency test, delivered by accredited instructors, that aims to improve cycle skills for all abilities. Cycle training is an important tool in getting more people to cycle, improving skills and improving road safety. Cyclists who are confident and proficient are more likely to cycle more often and less likely to become involved in a road traffic accident.

Road safety education

5.65 The road safety education programme delivers a range of comprehensive road safety initiatives in schools, community centres and businesses. The objective is to reduce road traffic casualties and to raise awareness of road safety issues in Islington.

School travel plans

5.66 The council will continue to provide its school travel plan programme, aiming to raise awareness of road safety and environmental issues, and to increase the number of pupils, parents, teachers and visitors who walk, cycle, use public transport or car share to get to and from school. Islington’s Sustainable Modes of Travel Strategy (SMOTS), Appendix F of this strategy, further details the aims, programmes and targets of this programme.

Principal road maintenance

5.67 Principal road maintenance will focus on the junction of Stroud Green Road / Crouch Hill with Hanley Road / Stapleton Hall Road, which has some of the worst carriageway conditions of all principal roads in the borough. Maintenance will require full-depth reconstruction of areas of 65% of the junction, and resurfacing at the rest of the junction and immediate surrounding streets including Crouch Hill up to Sparsholt Road and parts of Hanley Road. Three bus routes use the junction, and the reconstruction and resurfacing works will have to take place during weekends to minimise disruption and congestion resulting from the works.

Schemes submitted for Transport for London Major Schemes funding

5.68 In addition to the core LIP funding granted to each borough, TfL also invites boroughs to bid for ‘Major Schemes’ funding. Major Schemes are funded on a three-step basis, with an initial funding bid submitted during step 1, detailed design and consultation carried out during step 2 (for those schemes gaining TfL support), and implementation carried out during step 3. Major Schemes are substantial area-based schemes with a minimum cost of £1 million, and which contribute towards the Mayor of London’s ‘Better Streets’ agenda. Highbury Corner has already secured ‘Major Scheme’ Step 1 funding, though as discussed earlier, this scheme is being implemented by Transport for London rather than funding being granted to Islington Council to lead on design, consultation and implementation.

5.69 In addition, Islington Council has submitted step 1 Major Scheme bids for the following schemes (listed in order of priority):

1. Archway gyratory and public realm improvements 2. Old Street roundabout

5.70 Although the two outstanding Major Scheme step 1 bids are listed in priority order, this

prioritisation may change as a result of a number of factors including deliverability,



availability of complementary funding, and development or other changes affecting each location.

Major Scheme: Highbury Corner gyratory

5.71 The closure of the western arm of the one-way system would create a new public space extending from Highbury & Islington station to the top of Upper Street. Traffic would be routed around the other three arms of the one-way system, but the western arm would remain open to buses, cyclists and pedestrians. This would provide a space where buses can interchange in one primary location, rather than the current large number of stops dotted around the one-way system, improving orientation for passengers and bus journey times. The proposals will maintain the capacity of the road system, but would redress the balance between motorised vehicles and pedestrians and cyclists.

5.72 The closure of the western arm could also open up the green space in the centre of the roundabout, which is currently inaccessible. The proposed scheme would improve its setting and accessibility by allowing pedestrians to walk across a new shared space directly to the green space. At this stage it has not been decided what level of access (if any) should be provided to the green space. The green space is an ‘arboretum’, containing an exceptional collection of trees.

5.73 A summary of the proposed improvements include the following: A new shared space for buses, cyclists and pedestrians on the western arm of the

roundabout linking to the new station forecourt (and two-way flow around the other arms of the one-way system)

Enlarged and improved pedestrian areas and improved pedestrian crossings Delivery of a critical part of Cycle Superhighway route 12, with direct north-south

cycle access through the shared space western arm, and advanced stop lines at each junction of the one-way system

Relocation of bus stops closer to the station for improved bus-rail interchange New pavements, street furniture, and lighting Mitigating measures in surrounding local streets Some form of public access to the central island green space

5.74 The council has been working with Transport for London since 2006 to investigate the

removal of the roundabout. Public consultation in 2007/08 showed a clear preference for the removal of the western arm of the roundabout. This option has therefore been further developed by Transport for London. The scheme has been allocated £300,000 of Transport for London Major Scheme Step 1 funding. Indications from Transport for London are that the total project will cost £4.9 million. The latest indicated is that construction could start in April 2013, with works completed by early 2014. However, this is subject to resolution of some details of the scheme design.

5.75 This Major Scheme would contribute towards the following outcomes from the Mayor’s Transport Strategy for London:

Smoothing traffic flow Improving transport reliability Improving road user satisfaction (pedestrian, cyclist, driver etc.) Enhancing streetscapes, improving the perception of urban realm and developing

‘Better Streets’ initiatives Reducing the number of road traffic casualties Supporting wider regeneration Maintaining the reliability of transport networks



Major Scheme: Archway gyratory and public realm improvements

5.76 The investigation into removing the Archway one-way system involved carrying out a

number of baseline traffic, passenger and pedestrian surveys that helped inform initial modelling work. The study examined twelve high-level concepts and 70 variations to the concept themes. The initial modelling work and assessments indicate that two options have viable business cases. These are concepts F (Omega) and J. Option F diverts the A1 to the east and retains the connection between Junction Road and Highgate Hill. Concept J diverts the north-eastern section of Junction Road onto Vorley Road and MacDonald Road, creating a more pedestrian-friendly environment around Archway Underground station. This section of Junction Road and Lower Highgate Hill would be closed to through traffic, with the exception of buses and cyclists.

5.77 Although it is the council’s longstanding aspiration to remove the one-way system, it is recognised that there is currently not enough confirmed funding to implement this project. Therefore, a series of short to medium-term solutions have been identified to improve the quality of the town centre environment and connections for pedestrians. If the council is able to secure additional funding towards improving Archway, the proposal to remove the one-way system will be pursued. The estimated cost of this Major Scheme is between £6.5 million and £8 million. Islington Council has applied to Transport for London for Major Schemes funding, and to the Greater London Authority for funding from the Outer London Fund.


Smoothing traffic flow Improving public transport reliability Improving public transport customer satisfaction Improving road user satisfaction (pedestrian, cyclist, driver etc.) Enhancing streetscapes, improving the perception of urban realm and developing

‘Better Streets’ initiatives Facilitating and increase in walking and cycling Reducing the number of road traffic casualties Improving physical accessibility of the transport network Supporting wider regeneration Maintaining the reliability of transport networks

Major Scheme: Old Street roundabout

5.79 The council has been working with Transport for London and the London Borough of

Hackney for some years to take forward proposals to improve the area around Old Street roundabout in the south of the borough. The proposals include the removal of the closure of the north-western arm of the roundabout and improvements to the station entrance. The proposals are a response to the substantial economic and population growth in the area, as well as much needed enhancement of the urban environment.

5.80 The closure of the north-western arm of the roundabout would involve introducing two-way working for the remainder of the roundabout. The closed arm would become the station forecourt, leading to the main station entrance at the centre of the roundabout. The station forecourt would be integrated with the ‘Promenade of Light’ public space. The proposals would also improve pedestrian and cycling routes, and would allow bus stops in the area to be rationalised.



5.81 The overall cost estimate for the Major Scheme is approximately £15 million. Islington

Council submitted a Major Scheme Step 1 funding bid to Transport for London in 2011, seeking £6.2 million towards the scheme.


Smoothing traffic flow Improving road user satisfaction (pedestrian, cyclist, driver etc.) Enhancing streetscapes, improving the perception of urban realm and developing

‘Better Streets’ initiatives Reducing the number of road traffic casualties Improving physical accessibility of public transport networks Supporting wider regeneration Maintaining reliability of transport networks

5.83 The council will endeavour to secure further funding for these schemes through Transport

for London Major Schemes funding, Section 106 planning obligations funding and any other potential funding sources that may become available.

Section 106-funded schemes

5.84 The council secures funding from developers to address the negative impacts of new development. These ‘planning obligations’, secured through Section 106 of the Town and Country Planning Act (1990), often include funding to enhance the borough’s streets and public spaces, and to ensure that population growth does not lead to increased traffic congestion, parking pressures, air pollution or carbon emissions.

5.85 The exact schemes that will be allocated Section 106 funding over the next three years will depend on the developments that are granted planning permission and actually progress to implementation. At the moment, the majority of Islington’s development tends to occur in the south of the borough, meaning that the bulk of Section 106 funding for transport improvements will likely be spent in the south of the borough.

5.86 In addition, impending changes to planning legislation including the likely introduction of a new ‘Community Infrastructure Levy’ will affect how much Section 106 funding can be secured and allocated to transport-related schemes, and which schemes can be delivered with this funding.

Delivering the Mayor’s High Priority Outputs

5.87 All London local authorities are required to contribute towards the Mayor of London’s High Priority Outputs, which are listed below. As part of the Local Implementation Plan process London local authorities are also required to report on these outputs from the previous year. Islington’s output reporting is detailed in Appendix G.

Cycle parking

5.88 Islington is committed to improving safety and convenience for cyclists, including an increase in the number of off-street and on-street cycle parking places. Providing better cycling facilities including end of trip facilities and parking are a key part of achieving Islington’s mode share target for cycling trips in Islington and reducing the number of trips made by car in the borough.



5.89 Additional on-street cycle parking spaces will be provided through environmental

enhancement schemes detailed in the delivery plan, as well as improvement works outside the LIP programme. More details on the number and location of cycle parking places will be determined as part of the design and consultation processes for individual schemes. It is estimated that in 2011/12 Islington will deliver 350 on-street cycle parking stands. Similar figures are expected for 2012/13 and 2013/14.

5.90 Provision of off-street cycle parking will be achieved through Islington’s LDF Development Management Policies. Major development proposals (i.e. not including householder applications, minor residential extension and minor changes of use where there is no intensification) are required to provide secure, sheltered integrated conveniently located, adequately lit and accessible cycle parking in accordance with a minimum standard. In some cases developers must also contribute towards wider improvements to cycling infrastructure through S106 planning obligation contributions. It is estimated that in 2011/12, Islington will deliver 1,000 off-street cycle parking stands. Somewhat higher figures are expected for 2012/13 (1,500) and 2013/14 (2,000), as more of the developments being implemented will have been subject to the more stringent planning policies recently established.

5.91 Proposals for developments that are publicly accessible are also required to provide or contribute financially towards publicly accessible cycle parking located within the vicinity of the site.

5.92 Monitoring of the number of additional on-street and off-street cycle parking places in Islington will take place as part of the annual reporting exercise on the Mayor’s High Priority Outputs.

Cycle Superhighways

5.93 Islington Council is working with Transport for London to develop and support Cycle Superhighway 12 to ensure improved road safety for cyclists, in particular at junctions with the Cycle Superhighway. Complementary improvements to cycling accessibility and connectivity around the cycle superhighway within Islington will be delivered as part of the Corridors and Neighbourhoods programme and as part of major schemes at Highbury Corner and Archway. Cycling connectivity and road safety schemes are being considered to ensure that the cycle superhighway provides safe and convenient connections to other parts of the borough. The council will continue its cycle training, road safety education and school travel programmes to ensure cyclists living, working or studying in Islington can achieve maximum benefit from the Cycle Superhighway, to complement the delivery of cycling and road safety improvements throughout the borough.

Electric vehicle charging points

5.94 Islington’s LDF Core Strategy ensures that new developments within the borough are designed and built in such a way as to encourage healthier, more affordable and more sustainable forms of travel. The Core Strategy now requires all new developments to be car-free, meaning that there will be no parking provision allowed on site and occupiers will not be eligible for residential on-street parking permits, with the exception of parking privileges to meet the needs of disabled people.

5.95 The unfortunate side effect of this policy is that the council has a very limited ability to secure on-site electric vehicle charging points, or even to secure Section 106 contributions towards electric vehicle charging points on the public highway (as any such facility could not be shown to be mitigating the impacts of a development where residents are not eligible to own a car). Islington Council does, however, currently have 15 charging points throughout



the borough and is currently considering how to maximise the benefits of these charging points for borough residents.

Better Streets

5.96 Islington’s environmental enhancement schemes listed in the Delivery Plan will make a major contribution towards Transport for London’s ‘Better Streets’ programme. Better Streets schemes are regeneration and economic development schemes that will be delivered as part of Islington’s Transport Strategy. These interventions will have a focus on creating a safe, secure, healthy and vibrant transport environment for pedestrians and cyclists, in particular helping to achieve Islington’s targets to increase the mode shares for walking and cycling. Street trees will be introduced as part of enhancement schemes where possible. To create a fair transport environment, enhancements will also include accessibility improvements such as improved pedestrian crossings and removal of guardrails and other street clutter.

Cleaner local authority fleet

5.97 Due to the high levels of public transport accessibility in Islington, most work travel is carried out using public transport, or on foot or by cycle. Car club vehicles are also used in some instances. The council therefore does not have a large vehicle fleet for an organisation of its size. However, the vehicles that are needed are selected very carefully to ensure that the right vehicle is available for each application to ensure that vehicles are not overloaded or alternatively running with too much spare capacity. We will then find the lowest emission vehicle that would be suitable for the application whilst ensuring it fits into our air quality plan and that the workshop understands the technology and its maintenance regime. The final step is to provide rigorous training for all drivers to minimise emissions.

5.98 The council’s current hierarchy of ‘cleaner-fuel vehicle’ technologies is as follows: Hydrogen fuel cell Electric or hybrid electric (petrol/electric or diesel/electric) Liquid petroleum Gas (LPG) and compressed or liquid natural gas (CNG or LNG) Bio-gas, bio-diesel and bio-ethanol Selective catalytic reduction system, particulate traps and super-tech’ additives

5.99 At the moment, the council’s vehicle fleet consists of 272 vehicles. Twelve vehicles are fully

electric and a further six are hybrid electric. This includes Islington’s core fleet, some contractors’ vehicles and specialised plant equipment. While the council is dedicated to greening its vehicle fleet, Islington’s contractors are not necessarily obliged to green their own vehicles. The council is doing everything possible to aid the process including incorporating stricter clauses where possible when renegotiating contracts.

Street trees

5.100 Islington Council will protect, care for and improve Islington’s ‘urban forest’ by managing the borough’s trees for the long-term benefit of the community. The council always aims to replace every street tree it is forced to remove, and has successfully planted more trees than it has removed in each of the last nine years.

5.101 In 2010, Islington Council was forced to remove 176 trees, almost all for natural or health and safety reasons. However, 214 new trees were planted, resulting in a net increase of 38 trees.



Risk Management and Mitigation

5.102 Every programme or scheme, regardless of size or complexity, has risks associated with it.

A structured methodology has been used to identify, assess, mitigate and manage potential risks throughout the life cycle of this strategy.

5.103 The methodology is based on three key stages: Identification of risks, opportunities and uncertainties in the strategy and individual

schemes Risk assessment and support Ongoing reporting and review

5.104 Table 16 identifies a range of risks and mitigation measures relating to the delivery of the

overall LIP programme. As part of our risk management process, programme delivery will be monitored at departmental level on a bi-monthly basis in order to identify and resolve any problems when they are identified.

5.105 Individual risk assessments will be undertaken for each scheme that is part of this strategy, proportionate to the size and complexity of the intervention.



Table 17: Risks and mitigation measures

Risk Mitigation measure(s)

Resources Work is scheduled and planned internally and in consultation with stakeholders

‘Reserve’ schemes are identified that can be brought forward to make effective use of resources if another scheme is delayed or deemed not feasible

Budget reduction/cost increase

Project costs are reviewed on an ongoing basis Scheme prioritisation is reviewed to ensure that the highest

priority schemes are allocated funding An active relationship is maintained with Transport for

London to keep abreast of any potential changes to available funding

Potential alternative funding sources are explored and pursued where appropriate

Policy compatibility Schemes are prioritised and designed to ensure consistency across Council strategies to help ensure that delivery achieves local transport and other objectives, and contributes to delivery of the MTS

Performance monitoring is carried out to determine the effectiveness of the programme and individual projects, and to better inform future interventions

Stakeholder support Stakeholders are involved in scheme development to identify potential issues and improve the final scheme

Elected Members are closely involved in the development of the delivery plan and individual schemes

Dependency on Transport for London

Regular contact is maintained with Transport for London to ensure that progress continues on any schemes requiring their input

Delays to progress of work

Timescales for delivery are set to allow sufficient time to develop detailed designs, undertake consultation and address any issues that may be identified

Delivery partners are involved in project planning to ensure all requirements and resources are in place



Consultation

5.106 In preparation of Islington’s LIP, Islington Council has consulted or will consult the following:

the public Transport for London The Commissioner of the Police (Islington Borough Commander) Islington’s Mobility Forum Islington Cyclists Action Group Town centre managers London Borough of Camden London Borough of Hackney London Borough of Haringey City of London Corporation North London Transport Forum Central London sub-regional transport partnership North London sub-regional transport partnership English Heritage Environment Agency Natural England

5.107 All consultation responses and subsequent actions in response to the consultation will be

listed in appendix H, which will be produced after consultation as part of the final strategy.

5.108 The council also consults during scheme design in order to determine the best solutions to take forward, or whether a scheme should be implemented at all. The scale of consultation and who is consulted will depend on the type of scheme and local circumstances.



6.0 Performance Monitoring Plan

6.1 Under section 45 of the GLA Act 1999 London Boroughs are required to set out how their Local Implementation Plan is intended to contributing towards meeting the Mayor’s Transport Strategy’s goals through the borough’s local transport improvements. As part of the Local Implementation Plan, progress will be tracked against five mandatory performance indicators set by Transport for London, for which Islington is required to set locally specific target. Some indicators have multiple targets. The five mandatory indicators and their description are detailed below and in appendix B.

6.2 Islington will monitor progress against the mandatory indicators and their targets through the benchmarking data provide by Transport for London. Islington will monitor progress against the indicators on an annual basis and review the set targets when the council redevelops its Delivery Plan for the period 2014/15 to 2016/17 in 2013. Mandatory Indicator Description Mode share The proportion of personal travel made by each

mode Bus service reliability Excess wait time for all high frequency services

running with Islington Road traffic casualties The number of KSI’s and total number of

casualties CO2 emissions Tonnes of CO2 emanating from ground-based

transport per year

6.3

Asset (highway) condition The proportion of principal road carriageway where maintenance should be considered



Mode Share

6.4 Mode share for walking

Short-term target 41% walking mode share by 2013/14 Long-term target 43% walking mode share by 2025/26 Data source London Travel Demand Survey (2006-07 to 2008-

09 data) Link to LIP objectives Efficient, Secure, Vibrant, Healthy Evidence that target is ambitious and realistic

39.8% of personal travel trips originating in Islington were made on foot in the period 2006-07 to 2008-09 (average, 7 day week)

Islington is an inner-London borough with the third highest percentage of personal travel trips made on foot

Islington is the third smallest local authority in London, making it easy to access facilities on foot

Islington’s LIP movement hierarchy lists walking as the highest priority

Through the LIP, Islington is continuing Smarter Travel schemes including travel programmes, road safety education, travel awareness projects, encouraging more people to walk, as well as borough-wide road safety and urban realm improvement schemes

Key actions for Islington Encourage more people to walk through road safety education, travel awareness projects and school and work place travel plans

Implementation of road safety and public realm improvement schemes to improve safety, security and vibrancy of urban realm and town centres in particular

Key action for partners Metropolitan Police: visual presence to improve security and perceptions of security

Businesses: encourage staff to lead more health lifestyles and encourage walking where possible

Transport for London: ensure all TfL land accessible to pedestrians (e.g. footways and crossings) is improved and maintained to encourage walking

Principle risks and how they are managed

Reduced LIP funding allocation and other financial contributions can result in deteriorating road quality and road safety – funding would have to be prioritised towards road maintenance instead of funding road safety, urban realm, cycling facilities and permeability



Interim milestones Base year 2006-07 to 2008-09 average

2010/11 2011/12 2012/13 2013/14 6.5

39.8% 40% 40.2% 40.5% 41%

Trajectory 6.6

Walking mode share

39.2

39.4

39.6

39.8

40

40.2

40.4

40.6

40.8

41

41.2

base yearaverage

2006/07 to2008/09

2009/10 2010/11 2011/12 2012/13 2013/14



6.7 Mode share for cycling

Short-term target 4% cycling mode share by 2013/14 Long-term target 8% cycling mode share by 2025/26 Data source London Travel Demand Survey (2006/07 to

2008/09 data) Link to Borough Transport Objectives

Safe, Secure, Efficient, Vibrant, Healthy

Evidence that target is ambitious and realistic

3.4% of personal travel trips (including commuting and school travel) originating in Islington were made by cycle in the period 2006/07 to 2008/09 (average, 7 day week)

Islington is an inner-London borough, already in the top quarter of personal travel trip by cycle

The A1 will be a Cycle Superhighway, terminating at Angel

Islington already has the benefit of the Cycle Hire Scheme in the south of the borough

Through the LIP, Islington is continuing Smarter Travel schemes including cycle training and travel programmes to encourage more people to cycle, as well as borough-wide road safety schemes

Key actions for Islington Encourage more people to cycle through cycle training and travel planning schemes

Implementation of road safety and public realm improvement schemes

Development Management Policies on cycle parking and end of trip facilities

Key action for partners Transport for London: implementation of the Cycle Superhighway

Transport for London (with LBI): Expansion of the Cycle Hire Scheme in Islington

Businesses: provision of cycle parking and end of trip facilities, and support their employees to cycle to work where possible – Transport for London Policy Analysis data shows there is potential work cycling trips through out London.



Principal risks and how they are

managed Delay to implementation of the Cycle

Superhighway – may require adjustment of short-term target but is unlikely to affect long-term target

Uncertainty on expansion of the Cycle Hire Scheme in Islington – may require adjustment of short-term target but is unlikely to affect long-term target

Reduced LIP funding allocation and other financial contributions can result in deteriorating road quality and road safety – funding would have to be prioritised towards road maintenance instead of funding road safety, urban realm, cycling facilities and permeability

Interim milestones Base year 2006-07 to 2008-09 average

2010/11 2011/12 2012/13 2013/14 6.8

3.4% 3.6% 3.7% 3.8% 4.0%

Trajectory 6.9

Cycling mode share

3.1

3.2

3.3

3.4

3.5

3.6

3.7

3.8

3.9

4

4.1

base

year

aver

age

2010

/11

2012

/13

Year

Cyc

ling

% m

od

e sh

are



Road Traffic Casualties

6.10 Total killed and seriously injured (KSI)

Short term target 21.6% reduction in KSI by 2013 compared to 2006-2008 average

Long term target 38.4% reduction in total KSI by 2020 compared to 2006-2008 baseline

Data source London Road Safety Unit Link to LIP objectives Safe, Healthy Evidence that target is ambitious and realistic

Islington has achieved a reduction of 52% in KSI between 1994-88 and 2006-08.

Islington’s LIP prioritises road safety schemes in area with high KSI to reduce KSI among pedestrians and cyclists in particular

Through the LIP Islington is continuing Smarter Travel programme including travel programmes, road safety education, travel awareness projects

Islington’s KSI target has been set so that it takes into consideration DfT’s targets to reduce both those killed and those seriously injured by 33% each by 2020. This is reflected in the LIP mandatory target for KSI for 2013/14

Key actions for Islington Implement road safety schemes in the LIP Continue to deliver the Smarter Travel

programme Expansion of the 20 mph speed limit to

principal roads Key action for partners Transport for London: reduce KSI on TLRN

road network in Islington Schools: ensure students gain travel

awareness


An increase in KSI because of an increase in walking and cycling mode shares – travel awareness and road safety training

Reduced LIP funding: prioritise road safety improvement projects according to KSI data

Interim milestones Year 2006-08

base line 2009 2010 2011 2012 2013

6.11

KSI 89 88 78 74 72 70



Trajectory 6.12

Total KSI

0

10

20

30

40

50

60

70

80

90

100

2006-2008(baseline,average)

2009 (2007-2009

average)

2010 (2008-2010

average)

2011 2012 2013

Year

KS

I



6.13 Total casualties

Short term target 10.8% reduction in total casualties by 2013

compared to 2006-2008 baseline Long term target 26.6% reduction in total casualties by 2020

compared to 2006-2008 baseline Data source London Road Safety Unit Link to LIP objectives Safe, Healthy Evidence that target is ambitious and realistic

Islington has achieved a reduction of 52% in casualties between 1994-88 and 2006-08.

Islington’s LIP prioritises road safety schemes in area with high numbers of casualties to reduce casualties among pedestrians and cyclists in particular

Through the LIP Islington is continuing Smarter Travel programme including travel programmes, road safety education, travel awareness projects

Expansion of the 20 mph speed limit to principal roads

Key actions for Islington Implement road safety schemes in the LIP Continue to deliver the Smarter Travel

programme Key action for partners Transport for London: reduce casualties on

TLRN road network in Islington Schools: ensure students gain travel

awareness


An increase in KSI because of an increase in walking and cycling mode shares – travel awareness and road safety training

Reduced LIP funding: prioritise road safety improvement projects according to KSI data

Interim milestones Year 2006-08 base

line, average

2009 (2006-2009 average)

2010 (2007- 2010 average)

2011 2012 2013 6.14

Total casualties

695

720 775 660 640 620



Trajectory 6.15

Total casualties

0

100

200

300

400

500

600

700

800

900

2006-2008(baseline,average)

2009 (2006-2009

average)

2010 (2007-20010

average)

2011 2012 2013

Year

To

tal

casu

alti

es



6.16 Asset Condition (highways)

Short term target To keep 10% or less of the BPRN carriageway in

Islington below a score of 70 from the UKPMS road condition survey by 2013.

Long term target To keep 5% or less of the BPRN carriageway in Islington below a score of 70 from the UKPMS road condition survey by 2025.

Data source Detailed Visual Inspection (DVI) data supplied for each borough to Transport for London by LB Hammersmith and Fulham

Link to LIP objectives Safe, Efficient, Vibrant, Healthy Evidence that target is ambitious and realistic

LIP funding and other sources of funding for highway maintenance are declining as a result of which asset condition will suffer and the percentage of roads in need of maintenance increase

Evidence based on previous years funding is detailed in paragraphs 5.11 to 5.13

Key actions for Islington Prioritise highway maintenance were most necessary

Find additional cost servings to achieve more value for money

Key action for partners None


Extreme weather and increased need for road maintenance - schedule works other then emergency repair to be undertaken after the winter period

Further reduction of funding – prioritise maintenance strictly against urgency for repair

Interim milestones Year 2009-10

base year 2010/11 2011/12 2012/13 2013/14

6.17

Target value (%)

4.9 5.5 6.5 7.5 9



Trajectory 6.18

% of borough principal roads where maintenance should be considered

0

1

2

3

4

5

6

7

8

9

10

2009/10base year

2010/11 2011/12 2012/13 2013/14

Year

% o

f b

oro

ug

h p

rin

cip

al r

oad

s w

her

e m

ain

ten

ace

sho

uld

be

con

sid

ered

% of borough principal roadswhere maintenance shouldbe considered



6.19 CO2 emissions emanating from ground-based transport

Short term target Indicative short term target for Islington of a CO2

reduction to 108.86 kilo tonnes of CO2 by 2013 to contribute to the Mayor’s target of a 60% reduction by 2025 (compared to the 1990 base)

Long term target Indicative long term target for Islington of a CO2

reduction to 71.11 kilo tonnes of CO2 by 2025 to contribute to the Mayor’s target of a 60% reduction by 2025 (compared to the 1990 base)

Data source GLA London Energy and Greenhouse Gas Inventory (LEGGI)

Link to LIP objectives Fair, Efficient, Vibrant, Healthy Evidence that target is ambitious and realistic

The LIP and Core Strategy prioritise walking and cycling

The use of private motor vehicles is discouraged

Expansion of the 20 mph speed limit zones in Islington to principal roads

Islington has car free housing policies in place Islington is revising its pricing structure for

parking permits which takes into account emissions, to provide a stronger incentive for residents and businesses to purchase more fuel-efficient cars

Key actions for Islington Promote and support sustainable transport where possible

Reduce CO2 emissions emanating from the council own fleet

Work with partners and contractors to encourage them to reduce their CO2 emissions in Islington

Key action for partners Reduce CO2 emissions emanating from ground-based transport in Islington


Financial constrains can postpone the purchase of more fuel-efficient vehicles

The contribution required from the transport sector to meet the Mayor’s CO2 emission target for 2025 is linked to CO2 emission reductions in other sectors, requiring reductions through out different sectors impacting on transport (e.g. the ability to change working patterns, driver behaviour)

Interim milestones Year 2008

base year 2010 2011 2012 2013

6.20

Target value

130.00 (base year value)

121.09 116.87 112.80 108.86



Trajectory 6.21

Trajectory data kilo tonnes CO2 emission emination from alll sources of ground based transport

95

100

105

110

115

120

125

130

135

Base year 2008 2010/11 2011/12 2012/13 2013/14

Year

Kil

o t

on

nes

of

CO

2



6.22 Bus Service Reliability

Short-term target 1.2 minutes EWT by 2017/18 Long-term target 1.2 minutes EWT by 2013/14 Data source Transport for London Business Plan 2008/09 to

2017/18 Link to LIP objectives Fair, Efficient Evidence that target is ambitious and realistic

Transport for London’s Business Plan indicates that London-wide EWT are expected to remain more or less constant through to 2017/18.

Islington is a very densely populated borough with high pressure and congestion on the road network and over-crowding on key bus corridors. It is not expected that Islington can improve on its EWT of 1.2 minutes for 2009/10

Key actions for Islington Encourage more people to walk and cycle more.

Reduce the mode share of journeys made by car

Keep the transport network moving and free from congestion

Key action for partners Transport for London: Maintain or improve EWT on Islington bus corridors

Transport for London: further roll out of SCOOT at traffic signals to maximise efficiency of the road network


Reduced LIP funding allocation and other financial contributions can result in deteriorating road quality which in turn can result in delays on bus corridors and in increase in EWT – Islington will work with Transport for London to minimise delays on bus corridors in Islington

6.23 Interim milestones Projections EWT in minutes 2009/10 1.2 2010/11 1.2 2011/12 1.2 2012/13 1.2 2013/14 1.2 2014/15 1.2 2015/16 1.2 2016/17 1.2 2017/18 1.2




Trajectory 6.24

Bus service reliability

1

1.05

1.1

1.15

1.2

1.25

1.3

1.35

1.4

2009/10(actual)

2010/11 2011/12 2012/13 2013/14 2014/15 2015/16 2016/17 2017/18

Year (Projections)

Exc

ess

Wai

tin

g T

ime

(EW

T)

in M

inu

tes

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