Sustainable Energy
7.1 The London Plan makes a commitment to work towards the long term reduction of carbon dioxide emissions by 60% by 2050, with interim review targets of 20% by 2015, 25% by 2020, and 30% by 2025. A significant proportion of carbon dioxide emissions result from energy used every day - at home, at work and when we travel. A more sustainable approach to energy provision is critical to help reduce carbon dioxide emissions.
Figure 7.1 Renewable energy from wind
7.2 In response to this and the wider climate change agenda, the Council established a Climate Change Board in 2007 which monitors the Council's own carbon footprint and coordinates actions to reduce emissions by reviewing energy use, fleet provision, procurement, staff travel, and implementing energy efficiency initiatives across these areas.
7.3 Using less energy, using renewable energy and supplying energy more efficiently, are the three principles set out in the Mayor's Energy Strategy (2004). To comply with these principles, development needs to achieve reductions in energy demand, particularly through the use of sustainable design and construction methods, by increasing the proportion of energy generated from renewable sources and selecting more efficient energy supplies. These are the key components of a sustainable approach to energy, and is the approach which is taken forward in this document.
7.4 In working towards a reduction of carbon dioxide by 60% by 2050, the Mayor’s Climate Change Action Plan (2007), sets out actions to contribute to achieving this target for existing homes, existing commercial and public sector buildings, new development, transport and energy supply. The following actions are of particular relevance to Enfield:
7.5 To inform the approach to sustainable energy, the Council has commissioned a Renewable Energy and Low Carbon Development Study to examine:
7.6 In accordance with the London Plan, and in order to meet the Council’s Strategic Objectives 2 – Environmental sustainability, this Core Policy will contribute towards achieving sustainable energy use and the provision of a necessary level of energy infrastructure. Other policies in this Plan also contribute towards reducing energy use and carbon dioxide emissions, including those supporting and encouraging sustainable transport.
CORE POLICY 20 SUSTAINABLE ENERGY USE AND ENERGY INFRASTRUCTURE The Council will require all new developments, and where possible via a retrofitting process in existing developments to address the causes and impacts of climate change by: minimising energy use; supplying energy efficiently; and using energy generated from renewable sources in line with London Plan and national policy. The Council will support appropriate measures to mitigate and adapt to the impacts of climate change and will reduce emissions of carbon dioxide as part of development proposals, in line with the London Plan. The Council will set local standards and targets, based on an understanding of local potential and opportunities for renewable or low carbon energy and existing or planned decentralised energy infrastructure. Where opportunities are identified, development will be required to contribute towards realising these opportunities subject to the Council and its partners undertaking further work that is required to explore the feasibility and development potential of projects or strategies in order to take them forward. The Council, working with its partners, will seek to ensure that Enfield’s future energy infrastructure needs are managed effectively by ensuring that the necessary infrastructure is in place to accommodate the levels of growth anticipated within the Borough. |
Justification
7.7 The requirement for new developments to reduce energy use and contribute to achieving efficient and sustainable energy use is in line with London Plan, the Mayor's Energy Strategy and national policy. The need to increase energy efficiency is recognised as one of Enfield's Sustainability Appraisal objectives.
7.8 Reducing energy use through sustainable design and construction, producing 'clean' energy through renewable energy generation and supplying energy efficiently will have positive environmental impacts in terms of reduced carbon dioxide emissions. Reducing energy demand and more efficient use of energy also has the associated advantage of helping to tackle fuel poverty, contributing to social justice as well as environmental outcomes. Generating energy closer to the point of use through the use of decentralised energy systems also has the additional benefit of reducing the inefficiencies associated with transmitting electricity over greater distances; and ensuring a reliable and secure power supply, helping to sustain economic growth.
Figure 7.2 Solar panel roof tiles
7.9 The scale and proximity of development, the mix of uses proposed, and the prevalence of existing development in the area action plan areas mean that there is scope for the greater use of sustainable energy measures, particularly the potential use of decentralised and renewable energy sources. However, it is acknowledged that at least 70% of homes that will exist in 2050 have already been built;1 it is therefore imperative to consider opportunities to maximise the potential to achieve sustainable energy use in both new and existing development. Both these opportunities will be looked at as part of the Renewable Energy and Low Carbon Development Study.
7.10 Growth in residential, commercial and other uses needs to be underpinned by the necessary energy supply infrastructure. The Council will work with developers and energy companies to help co-ordinate development with the provision of energy supply infrastructure.
Implementation
7.11 The outcomes of the Renewable Energy and Low Carbon Development Study will provide the necessary evidence for setting Enfield specific requirements and targets, and will help to inform this policy or specific policies in the area action plans, criteria in the Development Management DPD and guidance in the Enfield Design Guide SPD.
7.12 The Development Management DPD will set out criteria for sustainable design and construction, including minimum energy efficiency standards. It will also set out specific criteria that will be used to assess both standalone installations and the integration of renewable and low carbon energy into developments. A Sustainable Design and Construction Statement and Energy Assessment may be required in order to assess the potential implications of the development on sustainable design and construction principles.
7.13 The Enfield Design Guide SPD will provide supplementary guidance on sustainable design and construction and design advice for statutory undertakers.
7.14 The Council is committed to taking action on carbon emissions and is set to cut its carbon footprint and reduce its energy bills by joining phase seven of the Carbon Trust’s Local Authorities Carbon Management (LACM) programme. The Council is one of 63 local authorities from across England, Scotland and Wales to participate in the latest phase of the programme, which will see participants collectively cut their carbon footprint by 395,000 tonnes and energy costs by £60 million per year.
Monitoring and Targets
7.15 The forthcoming Renewable Energy and Low Carbon Development Study will identify appropriate targets and policy mechanisms to increase energy efficiency and the supply of renewable and low carbon energy in the Borough.
7.16 Delivery of the area action plans will identify local targets for the strategic growth areas and appropriate technologies to be used.
7.17 The London Plan notes that water is an increasingly scarce resource for which there is rising demand. Hotter drier summers due to climate change combined with the predicted growth in Enfield’s population may increase overall water demand, whilst reducing availability and placing further pressure on water quality. Higher intensity rainfall events and increased development are also likely to increase surface run-off, foul, and storm water discharge and make it more difficult to retain rainfall for utilisation. 7.18 In the context of climate change, the predicted growth in Enfield’s population and the growth planned in the Borough over the life of this Core Strategy, it is vital that Enfield’s future water resource needs (water supply, sewerage and drainage) are effectively managed.
Figure 7.3 New River water supply channel Palmers Green
7.18 In the context of climate change, the predicted growth in Enfield’s population and the growth planned in the Borough over the life of this Core Strategy, it is vital that Enfield’s future water resource needs (water supply, sewerage and drainage) are effectively managed.
CORE POLICY 21 DELIVERING SUSTAINABLE WATER SUPPLY, DRAINAGE AND SEWERAGE INFRASTRUCTURE The Council will work with developers, residents and water supply and sewerage companies to ensure that Enfield’s future water resource needs, wastewater treatment and drainage infrastructure are managed effectively in a coordinated manner by:
Subject to the nature of proposals, developers may need to ascertain the impact of development on existing water supply and wastewater infrastructure. Water and wastewater infrastructure requirements will need to be put in place in tandem with planned growth and prior to the occupation of new development to ensure that additional water resources are provided in a timely and efficient manner and that Enfield’s drainage and sewerage infrastructure is sustainable. In order to improve water quality in the Borough during the life of this Plan, Thames Water Utilities Ltd plan to improve/redevelop Deephams Sewage Treatment Water Works. The Development Management Document will set out criteria to promote high standards of sustainable design and construction. The Enfield Design Guide Supplementary Planning Document will provide more detailed design advice on methods to effectively manage water. |
Justification
7.19 The above policy supports the precautionary approach advocated in the London Plan2 in seeking to ensure that future water resource needs (water supply, sewerage and drainage) are managed in a sustainable manner.
7.20 The policy also supports the delivery of one of the objectives contained within the Council's Sustainable Community Strategy, in terms of future water resource needs. In that it seeks to promote sustainable development, by supporting residents and businesses to preserve natural resources, conserve water, reduce pollution and address the cause of global warming.3
7.21 Thames Water and Three Valleys Water provide a water supply to the Borough, but Thames Water is the sewerage undertaker for the whole Borough. The investment programmes of both companies are based on a five year cycle. The Thames Water Business Plan,2010 - 2015,4 indicates that environmental improvement works and the redevelopment of Deephams Sewage Treatment Works are necessary to meet Environment Agency standards; so that the quality of water being returned to the River Lee is improved. While work is proposed to commence in the Business Plan it is unlikely to be completed until 2017.
Implementation
7.22 The Development Management DPD will contain policies that have regard to the impact of development proposals on water demand and existing capacity – The London Plan sets a maximum water use target of 105 litres per person per day for residential development.
7.23 The Development Management DPD will promote high standards of sustainable design and construction, including methods to reduce water use, encourage rainwater harvesting and water recycling, and reduce storm water discharge.
7.24 The Enfield Design Guide SPD will provide supplementary design advice on methods to manage water, including:
Monitoring and Targets
7.25 Targets for water conservation and efficiency and sustainable drainage measures incorporated into new developments will be identified in the Development Management DPD.
7.26 New/improved infrastructure to deliver water supply, drainage and sewerage to support new development should be delivered in accordance with the Infrastructure Delivery Plan.
7.27 The London Plan sets out a number of targets designed to increase the sustainability and self sufficiency of waste management in the Capital. To help achieve these targets, the Mayor requires each borough to identify land to manage a set amount of Municipal Solid Waste (MSW) and Commercial and Industrial (C&I) Waste. This is referred to as the borough-level apportionment. The north London boroughs of Barnet, Camden, Enfield, Hackney, Haringey, Islington and Waltham Forest are currently working together to produce a joint waste development plan document (the 'North London Waste Plan', or 'NLWP'), which, once adopted, will form part of each borough’s LDF.
Figure 7.4 Collecting domestic organic waste for recycling
7.28 The NLWP will ensure that sufficient land is allocated for waste management facilities capable of dealing with the combined apportionment targets for the seven boroughs: 1,504,000 tonnes/year by 2010;1,994,000 tonnes/year by 2015 and 2,341,000 tonnes/year by 2020. It will also consider whether land needs to be allocated to deal with construction,demolition and excavation (CD&E) and hazardous waste and will set out a number of policies to ensure a consistent approach to the delivery of facilities across the seven boroughs. These policies will be limited to those issues directly concerned with delivering the NLWP.
7.29 The Core Strategy has a wider role in setting out the Council’s overall approach to waste management, including in its role as a waste disposal authority through the activities of the North London Waste Authority (NLWA).
CORE POLICY 22 DELIVERING SUSTAINABLE WASTE MANAGEMENT The Council will support the provision of sufficient, well-located waste management facilities, which will increase the self-sufficiency of North London and meet the combined apportionment figures of the constituent boroughs of the North London Waste Plan (NLWP) by: Safeguarding existing waste management sites, transfer sites and any additional sites located in Enfield that are identified in the NLWP, unless compensatory site provision is made elsewhere within the seven boroughs; Prioritising more efficient use of existing waste sites followed by the reorientation of existing transfer sites to waste management. Should these sites not prove suitable to meet waste management needs, potential new waste sites will be identified in the NLWP; and Continuing to support the use of the Edmonton Eco-Park as a strategic waste site and working with the North London Waste Authority and the site operator to maximise the use of the site with more sustainable and efficient waste management processes including the future decommissioning of the current incinerator. This includes exploring opportunities for local energy provision to support new development at Meridian Water to the south.5 Working with the NLWA and the private sector, the Council will manage all types of waste in accordance with the principles of the waste hierarchy as set out in the Mayor of London's Municipal Waste Strategy (2003) and will meet the targets set out in the London Plan. The Council will require active consideration of sustainable transport of waste where it is not treated at source (e.g. via rail and water). A wide range of appropriate waste management facilities that take advantage of the latest technological developments in order to maximise potential environmental, social and economic benefits will be encouraged primarily on existing sites identified in the North London Waste Plan where these facilities meet the requirements set out in that Plan. Where possible, facilities will be grouped so that their activities complement each other and will be located so that the outputs of the waste management process (e.g. heat/materials) can be utilised nearby, including in district heating networks. In all new developments, the Council will:
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Justification
7.30 London Plan Policy 4A.24 requires the protection of existing waste sites unless compensatory site provision is made elsewhere. In line with the sub-regional approach to waste management set out in the North London Waste Plan (NLWP), it is appropriate that any re-provision should be made within this sub-region, taking account of the sustainability criteria that will be set out in the NLWP, PPS10 and the London Plan. The emerging NLWP indicates that approximately 28ha of land will be needed across the seven boroughs in order to meet the apportionment and the needs of the North London Waste Authority. The NLWP will identify and rigorously assess potential sites to deliver the most sustainable combination of sites to meet this need. It is therefore appropriate to delegate the allocation of sites to this document.
7.31 The hierarchical approach to the location of waste facilities will be set out in detail in the NLWP. The aim is to improve the current stock of waste facilities while ensuring new sites are in the most appropriate locations. Prioritising redevelopment of existing facilities will help to re-orientate inefficient and less sustainable waste operations toward more sustainable ones. For similar reasons, reorientation of transfer sites to waste management (in accordance with policy 4A.24 of the London Plan) will be supported. This will be possible because transfer stations, which are used to bulk waste before it is sent to landfill, will become redundant as the amount of waste going to landfill decreases. If intensification or reorientation cannot deliver suitable sites, then new sites may be considered. Potential sites are identified in the NLWP. These sites will have undergone a rigorous sustainability appraisal, and are therefore to be developed in preference to windfall sites. Developers will need to demonstrate why options higher in the hierarchy are not suitable before lower order options can be considered.
7.32 The Council is not opposed in principle to hazardous or construction demolition and excavation waste facilities. However, work on the development of the NLWP has found that it is not practical to plan for hazardous waste at the sub-regional level as these specialised facilities have regional catchments. Should applications for such facilities come forward in Enfield, the sustainability criteria set out in PPS10, the London Plan and the NLWP would need to be applied. Similarly, due to the high on-site reuse and recycling rates for construction, demolition and excavation waste, (which accords with the proximity principle and waste hierarchy), and the emerging NLWP findings that the remainder of this waste must be sent to landfill outside of London, it is unlikely that facilities to deal with this waste will be needed. However, should applications for such facilities come forward, the above stated criteria will need to be applied.
7.33 The principle of waste management in accordance with the waste hierarchy was introduced by the Waste Framework Directive and is supported through the Waste Strategy for England (2007), the Mayor of London’s Municipal Waste Strategy (2003) and the London Plan.
7.34 Self-sufficiency aims to increase the responsibility communities take for their waste, reducing the distance it travels and so the associated congestion and vehicle emissions. This is supported in the London Plan, which aims to increase the self-sufficiency of London through the borough-level apportionment. Inevitably waste will have to travel some distance from its source to its treatment facility, and occasionally a significant distance where specialised facilities are needed (e.g. for hazardous waste). A key aim should therefore be to minimise the impacts of this through the use of more sustainable alternatives to road-based transport. Opportunities such as utilising Ash Wharf at Edmonton Eco Park for waterborne transportation should be explored.
7.35 The options for dealing with waste have been revolutionised in recent years (for example, through the continuing development of pyrolysis, gasification and anaerobic digestion technologies). Rather than trying to predict which technologies are appropriate, the emerging NLWP concludes that this should be assessed on a case by case basis to increase flexibility and allow selection of the newest and most sustainable technologies. The Core Strategy therefore reflects this approach.
7.36 The outputs of waste facilities (for example materials or heat and electricity) can be used in other industrial processes (e.g. manufacturing) or in district Combined Heat and Power (CHP) schemes. Locating facilities in close proximity to each other reduces the need to transport materials and is essential for the efficiency of district CHP, all of which aids the creation of more sustainable communities.
Figure 7.5 London Waste Eco Park, Edmonton
7.37 In order to drive waste management up the waste hierarchy, it is necessary to ensure that there is sufficient infrastructure in place to support more sustainable waste management options. Ensuring ease, efficiency and convenience of the storage and collection of waste must form part of this Strategy. In larger developments, on-site treatment of waste may be the most sustainable option, for example, through a Combined Heat and Power (CHP) facility.
Implementation
7.38 The Core Policy will be implemented through the Council's development management service and in partnership with the six north London boroughs who are jointly producing the North London Waste Plan. The same boroughs are responsible for collection and disposal of municipal waste through the activities of the North London Waste Authority (NLWA). The NLWA has produced a North London Waste Strategy, which sets out how the seven boroughs can achieve sustainable management of municipal waste. The NLWA is currently in the process of procuring sites to enable this.
Monitoring and Targets
7.39 The North London Waste Plan will identify targets to monitor the uptake and capacity of allocated waste sites. The amount of municipal waste arising and how it is managed will be monitored to achieve a target of 41 per cent recycled waste by 2011/12, and residual waste of 658kgs per household by 2010/11. These targets will be updated in the Council's Business Plan.
7.40 It is understood that workable land-based reserves of aggregates in Enfield are largely depleted. There may be potential for dredging sand and gravel from the King George V Reservoir, but the feasibility of extraction is currently unknown.
CORE POLICY 23 AGGREGATES The Council will continue to work with its partners, including the London Aggregates Working Party, to identify potential sources of aggregates in the Borough. These sources will be protected providing that exploitation can be shown to be both feasible and desirable. |
Justification
7.41 Initial indications from Thames Water are that there are no plans for the extraction of aggregates from the King George V Reservoir, but they have been unable to confirm this and the impact of such operations upon the environmental qualities of the site, which is a Site of Special Scientific Interest, would need to be carefully assessed. There are no other known potential sources of aggregates within the Borough.
Implementation
7.42 The Council will continue to engage with the London Aggregates Working Party regarding potential aggregate resources in the Borough. The Council will also continue to engage with Thames Water and the Lee Valley Park Authority to establish the acceptability of aggregate extraction in the King George V Reservoir. This will be assessed against a range of matters which include the need to consider the degree of impact on the wildlife of the reservoir given its designations as a SSSI and the wider amenity of the Regional Park.
7.43 Should further aggregate resources be identified in the Borough, the feasibility of extraction would be assessed against a number of considerations including national and regional planning policy guidance, an adequate and steady supply of minerals to meet demand and the impact of operations on the environment, local character and amenity. If proven, these sites will be identified on the Proposals Map and protected through policies in the Development Management Document.
Monitoring and Targets
7.44 There are currently no primary land-won aggregates extracted in Enfield. There may be further investigations by Thames Water at King George V Reservoir, however the results are not yet known.
7.45 The remaining policies in this chapter focus on transport. They aim to both address the existing deficiencies in transport in the Borough and to ensure that planned growth is supported by adequate transport infrastructure that promotes sustainable transport choices. The Council has undertaken a Transport Assessment6 to inform the core policies. The underlying approach is to ensure that travel choice across the Borough is enhanced so as to provide everyone with the opportunity to decide how they choose to travel, be that by car, public transport or walking and cycling.
7.46 The Core Strategy seeks to address the following key transport issues:
7.47 There are a number of future committed and proposed public transport schemes that will affect the Borough. These include upgrades of the Victoria and Piccadilly underground lines to provide additional capacity. The most relevant proposed scheme is the proposed enhancement West Anglia main line to improve services to Stansted which also has the potential to increase frequencies of local rail services in the east of the Borough.
7.48 Whilst the Department for Transport is currently considering the viability of the scheme, given the long-term nature and uncertainty of this proposal, early phases of development in this Core Strategy are based on alternative forms of improved public transport infrastructure. The Council will continue to pursue options to improve locals services on the line and later phases of the growth set out in this Core Strategy are based on what the Council believes is a realistic assumption that four local train services per hour will be achieved.
7.49 In line with London Plan policies 3C.1, 3C.2 and 3C.11, the transport policies in this section seek to ensure that future development and transport capacity are integrated, and that both development and transport infrastructure provision are phased to ensure that development matches the available transport capacity. Details of the development phasing are set out in Chapter 10 and the Infrastructure Delivery Plan.
7.50 A functioning highway network is essential for all modes of transport. The strategic highway network in Enfield comprises the A10 Great Cambridge Road (north-south link) and the A406 North Circular (east-west link) and the M25 running along the northern boundary of the Borough.
These are supplemented by a number of A-roads that are key connectors in the Borough including the A1055 Bullsmoor Road/Mollison Avenue/Meridian Way (north-south link), the A1010 Hertford Road (north-south link), and the A110 east-west link.
CORE POLICY 24 THE ROAD NETWORK The Council working with partners will seek to deliver improvements to the road network to contribute to Enfield’s economic regeneration and development, support businesses, improve safety and environmental quality, reduce congestion, and provide additional capacity where needed. In particular the following key improvements have been identified:
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Justification
7.51 The Mayor of London has published a Draft Transport Strategy (2009) which reiterates the aim to reduce congestion, whilst seeking the efficient use and maintenance of the road network to cater adequately for all essential traffic movements.
7.52 Enfield's Core Strategy Transport Assessment (2009) considers the potential effect of the planned growth in the Borough to 2026 both with and without the proposed improvements to the West Anglia Main Line in the Lee Valley. It concludes that the greatest impact of the proposed development on the main road network is likely to be associated with trips along the A1055 in the Central Leeside area and along the A406 North Circular Road. It suggests that access to the M25 via the A1055 Bullsmoor Lane will continue to experience a significant level of congestion unless suitable mitigation measures are established. The assessment of important key junctions also identified east-west movements in these areas as key priorities for improvement, along with the A110 Lea Valley Road/Southbury Road.
7.53 With regard to the A406 North Circular Road, the Core Strategy Transport Assessment (2009) recognises that there are significant capacity constraints to the road west of Green Lanes in the Borough, and although this is not considered to be a constraint on strategic growth in Enfield, it has been identified as an area for further consideration in the relevant area action plans, in partnership with Transport for London.
7.54 The operation and capacity of the North Circular Road between Green Lanes and Bounds Green Road has been a longstanding concern to residents and businesses and there is an acute need to provide additional capacity, improve the environment and address issues of blight in this part of the Borough. These issues will be somewhat addressed by the North Circular Area Action Plan in the context of Transport for London’s Safety and Environmental Improvements Scheme for this section of the North Circular Road. However, further works are required to provide grade separation at some of the key junctions between Bounds Green Road and Green Lanes if significant capacity improvements are to be realised.
7.55 The Council is undertaking modelling and optioneering for traffic in Enfield Town Centre which will test the impact of alternative development options for the Town, and which will inform the preparation of the Enfield Town Area Action Plan, and associated masterplanning for the area around Enfield Town rail station.
7.56 Enfield's Core Strategy Transport Assessment (2009) recognises that strategic growth proposed in the Borough, particularly at Central Leeside and Meridian Water, will affect traffic flows on the local road network. The cumulative traffic impacts of growth in the Upper Lee Valley will be addressed in the forthcoming Upper Lee Valley Transport Study (further details are provided in the implementation section) and will inform the development of the Central Leeside Area Action Plan, within which the local road network will be addressed.
7.57 The capacity problems forecast at the A10/A1055 Bullsmoor Lane, even taking into account the potential improvements to the West Anglia rail line, through the Upper Lee Valley, provide justification for the continued consideration of the merits of the Northern Gateway Access Package (NGAP) scheme to reduce congestion in the area. However, the limited scale of the additional congestion caused by the projected development trips indicates that the NGAP scheme is not required to deliver the planned growth in Enfield alone and should be considered in the context of growth in North London as a whole.
7.58 The Department of Transport has confirmed that if the improvements to the West Anglia rail line are progressed in any format, the level crossings in the Borough would have to be closed. Enfield's Transport Assessment identifies that future work will be needed to examine options for replacing crossing facilities as part of the wider enhancement scheme.
7.59 The Enfield Transport Assessment acknowledges that there is limited opportunity to increase highway capacity in the Borough and that behaviour change measures to encourage travel by sustainable modes of transport represent the biggest opportunity to address congestion. It highlights that restricting the provision of car parking at developments where there is high public transport accessibility and good walking and cycling links is supported by government policy (e.g. PPG13) and can have a role to play in encouraging sustainable travel in some cases, particularly for large new developments.
Implementation
7.60 Highway improvement schemes will be set out in the Infrastructure Delivery Plan.
7.61 The Council will work with other North London boroughs, Transport for London and partners to commission a strategic transport assessment for the Upper Lee Valley, for which a brief is currently being prepared. It is intended the study will use dynamic modelling tools to undertake more detailed assessments of the impact of developments across a broader geographical scale. The outcomes of this study will be monitored and if necessary a review of the Core Strategy will be undertaken to ensure that appropriate contingency measures are in place to support strategic growth in the Borough.
7.62 The Upper Lee Valley Transport Study will address the cumulative impact of growth in the Upper Lee Valley, informing the Central Leeside Area Action Plan and Meridian Water Masterplan which will provide further detail on the physical enhancements required to improve junction capacities along the A1055 Meridian Way.
7.63 The area action plans and master plans for the place shaping priority areas in the Upper Lee Valley will consider the highway improvements/management measures required to maximise capacity at the A10 junctions with A1055 Bullsmoor Lane and A110 Southbury Road. NGAP will be considered alongside alternatives in the context of the North East Enfield and Central Leeside Area Action Plans in partnership with Transport for London and the Highways Agency.
7.64 The Council will carry out further assessment of the potential impact of any closure of level crossings in the Upper Lee Valley to inform the preparation of the Upper Lee Valley Opportunity Area Framework, and ongoing discussions with Network Rail, on the need to make adequate alternative provision.
7.65 The Council will increase the awareness of sustainable options for travel through a range of demand management initiatives including the promotion of travel plans and travel awareness campaigns. The Council will as an employer, develop a workplace plan and encourage existing businesses and communities to do likewise.
7.66 Core Policy 27 sets out Council's policy to promote the efficient and sustainable movement of freight.
7.67 The Development Management DPD will:
Monitoring and Targets
7.68 Once agreed, timeframes for the delivery of the Upper Lee Valley Transport Study will be set out in the Council's Local Development Scheme.
7.69 Monitoring arrangements and local targets for the delivery of travel plans and transport assessments will be detailed in the Development Management DPD.
7.70 The Council will monitor the implementation of Travel Plans in the Borough with Transport for London's iTrace system.
7.71 Monitoring arrangements for the delivery of the area action plans are set out in section 9: Core Policies for Places.
CORE POLICY 25 PEDESTRIANS AND CYCLISTS The Council, working with its partners, will seek to provide safe, convenient, and accessible routes for pedestrians, cyclists and other non-motorised modes by:
Priority will be given to schemes that overcome community severance, particularly those linking communities on either side of the West Anglia Main Line, routes to schools, town centres and recreational resources including greenways andthe Lee Valley Regional Park. |
Justification
7.72 The Core Policy reflects key priorities identified in Enfield’s Local Implementation Plan (LIP) to promote walking and cycling and complies with London Plan policies for improving conditions for walking and cycling. The Mayor’s emerging Transport Strategy and wider Mayoral strategies (e.g. Walk London, London Cycle Hire, Legible London) place increasing emphasis on the role of walking and cycling as a viable journey to work mode that can help reduce congestion.
7.73 The proposed improvements to the West Anglia rail line in the Lee Valley will necessitate the removal of existing level crossings and will impact on east-west walking and cycling routes. The project does provide an opportunity, however, to consider alternative options, such as bridges and underpasses, which could help to address the barrier caused by the railway line.
7.74 The Council will implement its Rights of Way Improvement Plan for investment in the footpath network. The Plan incorporates public footpaths, bridleways and byways. Routes may be open to pedestrians, cyclists and horse riders. Consultation on the draft Plan identified the following priorities: personal safety, environmental improvements, lighting, conflicts with other users and lack of knowledge of the network.
7.75 The Enfield Leisure Cycle Route Network is being developed and will be implemented by the Council to provide a high quality cycle route that provides safe and attractive cycle routes through the Borough and will include a new strategic route in the north of the Borough, developed in collaboration with Sustrans, to extend NCN12 so that it links to NCN1.
Implementation
7.76 Priority walking routes will be identified and implemented through the LIP. Priorities will be determined in accordance with Transport for London’s Best Practice for Local Walking Schemes and the Council's Walking Action Plan.
7.77 Developing and implementing the Rights of Way Improvement Plan actions and an ‘Enfield Walking Action Plan’ to improve the condition of existing walking routes and complete missing links, particularly seeking to overcome barriers to movements and improve east-west links in the Upper Lee Valley.
7.78 Implementing regional level strategies where appropriate at the local level including the National Cycle Network, Strategic Walk Network, and Legible London.
7.79 Completing the Enfield Leisure Cycle Route Network to provide safe and attractive cycle routes particularly to town centres, public transport nodes, green spaces and employment uses.
7.80 Improving wayfinding and signage, the provision of cycle parking and storage at public transport interchanges and large employment sites.
7.81 The West Anglia Main Line improvements will develop provision for east-west pedestrian and cycle connectivity over the railway through the Upper Lee Valley.
7.82 The Enfield Design Guide SPD will provide guidance on providing improved environments for pedestrians and cyclists to give greater priority to the use of streets as social spaces and for public transport, walking and cycling.
Figure 7.6 Bicycle parking facility, new factory complex in Brimsdown.
7.83 The area action plans and place shaping masterplans will integrate planned development in the strategic growth areas with infrastructure improvements to promote walking and cycling, including the provision of cycle parking facilities, safe and secure routes through development areas, and an urban realm that facilitates walking and cycling without prohibiting vehicular movements. The North East Enfield and Central Leeside Area Action Plans will identify a series of east-west ‘green corridors’ that link residential areas to the River Lee waterways and Regional Park, including improved pedestrian crossings over the railway line.
Monitoring and Targets
7.84 The completion of sections of Enfield's walking and cycle networks will be monitored, with targets to be identified in the forthcoming Enfield Walking Action Plan (to be developed 2010-12) and the Enfield Cycle Route Network.
7.85 Currently some areas of Enfield have limited access to rail and bus services. There is poor public transport accessibility along the Lee Valley Corridor despite the presence of the West Anglia Main Line, which suffers from low service frequencies and poor station access, particularly at Angel Road station. Overcrowding issues have also been identified at peak periods on rail lines into Central London, along the Lee Valley Line, the Southbury Loop and the Hertford Loop. Developing a comprehensive public transport network for the Borough is critical to support the planned growth.
CORE POLICY 26 PUBLIC TRANSPORT The Council, working with its partners, will seek to secure a comprehensive, safe, accessible, welcoming and efficient public transport network, capable of supporting the development proposals for the Borough and providing attractive alternative travel options by:
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Justification
7.86 As an outer London borough, it is acknowledged that many people in Enfield will continue to rely on the use of the car for travel. However, according to 2001 Census data, 29% of the Borough’s households have no access to a car and in some wards in the east of the Borough up to 50% of households do not have a car. It is predicted that over the lifetime of the Plan there will still be at least 25% of households in the Borough without the available use of a car.7 The provision of realistic public transport alternatives is therefore essential.
7.87 The Mayor of London, working with strategic partners, aims to increase the capacity of public transport in London by up to 50% by 2026. The Mayor’s emerging Transport Strategy notes the need for improved public transport in outer London and in the West Anglia/A10 Corridor (identified as Corridor L) to serve over 240,000 additional homes in the London-Stansted-Cambridge-Peterborough Growth Corridor.
7.88 Network Rail's Delivery Plan 2009 - 2014 details the lengthening of trains and increasing frequency of the service on the West Anglia Main Line as committed enhancements to the rail network, which do not provide for an increase in local services. The West Anglia Main Line Progress Report (DfT, March 2009) notes that although it is possible to achieve four trains per hour at all stations in Enfield there is a potentially poor business case for this. The Department for Transport’s work does not currently take into account the growth proposed by the Council in this Core Strategy thus potentially underestimating the value of service improvements in the Upper Lee Valley. The Mayor's emerging Transport Strategy identifies four tracking of the West Anglia Main Line route, to increase capacity, as a high priority for further investment in the rail network beyond 2014.
Figure 7.7 Ponders End railway station
7.89 The Core Strategy strongly supports a baseline level of provision of four local trains per hour at all Enfield stations along the West Anglia Main Line, through the Lee Valley. The provision of four trains per hour is shown by Enfield's Transport Assessment to be an important element of enhancing public transport accessibility in the Upper Lee Valley, where the majority of Enfield's development growth is planned. It is also shown to mitigate any overcrowding on the Victoria Line, which could result from the Core Strategy development proposals.
7.90 In 2003, Transport for London carried out an assessment of the costs and benefits of extending the Victoria Line as far as Northumberland Park. None of the options considered were shown to offer value for money, mainly as a result of lack of demand. The development proposals at Central Leeside offer an opportunity to reconsider the business case for extension further into Enfield, where the catchment area created by proposed new development might make the scheme more viable. It should be noted, however, that the land required to develop the scheme would conflict with the proposed four tracking of the Lee Valley Line and therefore would only be worth pursuing if four tracking were not implemented. The Council will therefore work with neighbouring boroughs of Haringey and Waltham Forest and Transport for London to reconsider the merits of extending the Victoria Line in light of development proposed at Central Leeside, if the improvements to the West Anglia rail line are not confirmed.
7.91 In order to ensure that some development can take place in advance of improved frequency of local services on the West Anglia rail line, Enfield's Transport Assessment recommends enhanced bus provision to provide a much greater penetration of bus routes into new development sites and to provide better connections between development sites and town centres.
7.92 Interchange priorities support those identified in Enfield’s LIP and Transport for London's Interchange Plan (2002). Community consultation associated with the preparation of the Enfield Town Area Action Plan identified an integrated public transport interchange as vital to town centre improvements.
Implementation
7.93 Public transport route selection and service provision falls under the remit of Enfield’s transport partners and will be set out in the Infrastructure Delivery Plan. The role of Enfield as the local authority is to facilitate public transport improvements by continuing to work with transport partners and regional partnerships to lobby for improvements to the public transport network.
7.94 Core Policy 26 reflects priorities set out in Enfield's LIP for securing better railway services and improvements to the West Anglia Main Line, Thameslink, and improved access to and safety at railway stations.
Figure 7.8 Bus stop Ponders End
7.95 The Council will continue to work with the Mayor of London, Transport for London and the Department for Transport on the proposals for the West Anglia Main Line, through the Lee Valley, to ensure that Core Strategy growth is included in any future testing of four tracking options to improve the business case.
7.96 Core Policy 26 will be implemented in part through the Upper Lee Valley Transport Study, referred to under the implementation section of Core Policy 24. The preparation of the four area action plans and masterplans for the place shaping priority areas will provide an opportunity to work more closely with partners including Network Rail and London Buses to provide more detail on possible public transport improvements in the strategic growth areas including an improved interchange at Enfield Town station, improved access to Angel Road station, station enhancements, new bus routes and bus standing facilities.
7.97 Section 10 Implementation and Monitoring of this Strategy outlines a phased approach to development and provides a summary of the key infrastructure projects required to support each phase of development in the strategic growth areas. With regard to public transport,Table 10.1 identifies that in the short to medium term phased growth proposed can be supported by enhanced north-south bus service provision, travel choice measures, and walking and cycling enhancements over a ten year period to 2019/20. Beyond this, in the long term, current evidence indicates that it is likely that an improved service frequency of local services, to 4 trains per hour on the West Anglia Main Line Route and a full enhanced bus service will be required to support further growth, particularly at Central Leeside.
7.98 The preparation of the areas action plans and masterplans for the place shaping priority areas will be informed by the Upper Lee Valley Transport Study. The preparation of masterplans for Meridian Water and Ponders End will examine innovative transport solutions and consider sustainable alternatives in the context of proposed development based on eco-neighbourhood principles.
7.99 Core Policy 26 and development of the area action plans will be reviewed in light of further detail provided by the Upper Lee Valley Transport Study and masterplanning for Meridian Water, at Central Leeside.
7.100 The Development Management DPD will include:
Monitoring and targets
7.101 Once agreed, timeframes for the delivery of the Upper Lee Valley Transport Study, in partnership with Transport for London, will be set out in the Council's Local Development Scheme.
7.102 The provision of public transport infrastructure to support phased development in the Borough, in the short to medium term, will be achieved through working with Transport for London and in the preparation of the area action plans and masterplans for the place shaping priority areas.
7.103 In the long term, a minimum service frequency of four trains per hour at all local stations in Enfield by 2026 will be achieved.
7.104 In Enfield, industries with the greatest reliance on bulk freight movement tend to be located in the east of the Borough, particularly on key routes such as Mollison Avenue, Meridian Way and Great Cambridge Road. This policy should be read in conjunction with the core policies on economic development and enterprise, which seek to manage the location of freight generating development, and the core policy on the road network, which seeks to improve key highway corridors that carry freight traffic.
CORE POLICY 27 FREIGHT The Council, working with its partners, will seek to promote the efficient and sustainable movement of freight by road, rail and water by:
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Justification
7.105 The Core Policy complies with the existing and emerging Mayor’s Transport Strategy, London Freight Plan and Enfield LIP objectives to provide for the safe, reliable and efficient movement of freight, and to promote modal shift from road to rail and waterways to support more sustainable distribution. Brimsdown's role as a key freight generator within London will continue and expand with the Core Strategy's policies for economic development and enterprise.
Figure 7.9 Heavy goods vehicles, North Circular Road Bowes Park
7.106 Transport for London predicts a 15% growth in the demand for freight and servicing by 2025.8 Brimsdown Industrial Estate is one of the largest industrial areas in London, thus the impact of increased freight movements will be particularly significant in Enfield. This places additional pressure on the Borough’s already congested roads and contributes to increasing levels of carbon dioxide emissions.
Figure 7.10 Lee Navigation, Ponders End
7.107 Rail and waterborne freight is promoted in the London Plan and London Freight Plan. Road freight will continue to be the dominant mode in London due to its flexibility, the lack of continuous waterways and heavy passenger use on rail lines. However, compared to London as a whole, Enfield has an extensive waterway network and its key industrial locations are adjacent to the River Lee. Its 16 miles of railway corridor are less constrained due to its outer London location. Together this means that Enfield has a greater opportunity to advance the aim of the Mayor’s Transport Strategy to meet the distribution needs of businesses as efficiently as possible whilst minimising the negative environmental impacts by facilitating a progressive shift from road to rail and water.
7.108 British Waterways is assisting Transport for London in reviewing the waterways to safeguard strategic wharves to ensure the River Lee Navigation is accessible in the future for the range of purposes that may be identified.
Implementation
7.109 The Development Management DPD will detail requirements for access, servicing, loading/unloading and turning facilities in accordance with the standards set by the Freight Transport Association. It will also set out the requirements for delivery and servicing plans and constructions logistics plans.
7.110 Setting out the requirements for freight delivery and servicing plans for the new developments in the Development Management DPD.
7.111 Safeguarding wharves at Picketts Lock and London Waste Eco-Park and rail freight interchanges in the Lee Valley Corridor.
7.112 Ensuring the needs of rail freight are fully considered as part of the work to West Anglia Main Line upgrades.
7.113 Working with the Brimsdown Freight Quality Partnership to improve the efficiency of freight to develop practical projects to make freight movements in the Brimsdown Business Area and North London more environmentally friendly, safe and efficient.
7.114 The Area Action Plans for North East Enfield and Central Leeside will ensure that development takes into account the infrastructure required to facilitate the sustainable movement of freight, including along the waterways.
7.115 The Council already has a range of lorry controls in place to protect residential areas from unnecessary lorry movements. The Council, working with partners, will review and extend existing controls and enforcement arrangements to ensure that freight traffic only utilises suitable roads.
Monitoring and Targets
7.116 Monitoring arrangements and local targets on standards and requirements for delivery and servicing plans will be set out in the Development Management DPD.
1 Sustainable Development Commission (2006) Stock Take: Delivering improvements in existing housing
2 Policies 4A.14 Sustainable Drainage, and 4A.16 Water Supplies and Resources, The London Plan: Spatial Development Strategy for Greater London. Consolidated with Alterations since 2004. February 2008.
3 Objective 5i, page 48, Enfield's Future: A Sustainable Community Strategy for Enfield 2007 - 2017.
4 Final Business Plan Submission for the 2009 Price Review, Thames Water, April 2009.
5 Please refer to Core Policies 37 and 38: Central Leeside including Meridian Water
6 Enfield Core Strategy Transport Assessment 2009
7 Enfield LIP 2006/7 - 2010/11
8 Transport 2025: Transport vision for a growing world city, 2007
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