London Borough of Enfield FUTURE BASELINE REPORT

JUNE 2021 PUBLIC

London Borough of Enfield

FUTURE BASELINE REPORT

TYPE OF DOCUMENT (VERSION) PUBLIC

PROJECT NO. 70081462

DATE: JUNE 2021

WSP WSP House 70 Chancery Lane London WC2A 1AF Phone: +44 20 7314 5000 Fax: +44 20 7314 5111 WSP.com

PUBLIC

QUALITY CONTROL

Issue/revision First issue Revision 1 Revision 2 Revision 3

Remarks DRAFT FINAL

Date 04/06/2021 23/03/2021

Prepared by Louise Louise Murray-Bruce Murray-Bruce Signature

Checked by Rea Turohan Rea Turohan

Signature

Authorised by Nadia Nadia Lyubimova Lyubimova Signature

Project number 70081462 70081462

Report number

File reference

FUTURE BASELINE REPORT PUBLIC | WSP Project No.: 70081462 June 2021 London Borough of Enfield

CONTENTS

1 INTRODUCTION 1

2 METHODOLOGY 3

2.2 CONSULTATIONS 4 2.3 LOCAL PLAN GROWTH OPTIONS APPRECIATION 5

3 POLICY REVIEW 7

3.1 EMERGING STRATEGIC POLICIES 7

4 GROWTH TYPOLOGIES REVIEW 12

SMALL SITES/INFILL DEVELOPMENTS 12 STRATEGIC INDUSTRIAL LAND OPTIONS 12 GREEN BELT OPTIONS 15 17 Constraints 17 Opportunities 18 Conclusion 18 CHASE FARM 19 Constraints 19 Opportunities 20 LOCAL TRANSPORT HUB INTENSIFICATION 20

5 MITIGATION MEASURES 24

TABLES

Table 2-1 - Spatial Growth Options 6 Table 3-1 – Emerging Local Plan Chapter 4 Place-making Areas 8

FUTURE BASELINE REPORT PUBLIC | WSP Project No.: 70081462 June 2021 London Borough of Enfield

Table 4-1 - Small Site Opportunties and Constraints 12 Table 4-1 - Strategic Industrial Land Options 13 Table 4-2 - SILs Opportunities and Constraints 15 Table 4-3 - Amenities near Crews Hill Growth Area 18 Table 4-4 - Amenities near Chase Farm Growth Area 19 Table 4-5 - Green Belt Opportunities and Constraints 20 Table 4-6 - Transport Hub Network Assessment 21 Table 4-7 - Transport Hub Intensification Opportunities and Constraints 23 Table 5-1 – Public Transport mitigation measures 25 Table 5-2 – Highway network mitigation measures 27 Table 5-3 - Active Travel mitigation measures 28

FIGURES

Figure 2-1 - Location of spatial growth options (Sourced from LBE Local Plan) 6 Figure 3-1 - Enfield Place making areas (Sourced from LBE Local Plan) 11 Figure 4-1 - Waterway route along the River Lea 15 Figure 4-2 - Example of walking and cycling route along E Lodge Lane (left) and The (right) 17 Figure 4-3 - Example walking/cycling route along the A110 (left) and World’s End Lane (right) 19 Figure 5-1 – Growth options with public transport and highway mitigation measures 30 Figure 5-2 - Growth options with Active Travel mitigation measures 31

APPENDICES No table of contents entries found.

FUTURE BASELINE REPORT PUBLIC | WSP Project No.: 70081462 June 2021 London Borough of Enfield

1 INTRODUCTION

1.1.1. WSP has been instructed by the London Borough of Enfield (LBE) to prepare a Local Plan Transport Review covering the assessment of baseline and future year transport context in light of the proposed growth associated with the new Local Plan (2019-2039). 1.1.2. The review is to inform The Town and Country Planning (Local Planning) () Regulations 2012 Regulation 18 and 19 Local Plan stages with inputs into the statement of common grounds and the provision of the transport evidence supporting the new Local Plan. 1.1.3. WSP is undertaking a quantitative review of the potential impacts and associated mitigation effectiveness on the highways and public transport networks through the use of the TfL strategic modelling suite including:  MoTioN, a Multi-modal strategic transport ‘mode of travel’ in London model.  LoHAM, a strategic London-wide highway assignment model.  Railplan, a public transport strategic model. 1.1.4. The transport model analysis will include the industry standard approach steps to:  Establish the ‘fitness for purpose’ of the models through review of the baseline scenario and discussion with TfL and the local highway authority.  Build the ‘future year’ baseline.  Assess potential new Local Plan cumulative growth scenario which includes options for a • Baseline growth scenario. • Medium growth scenario. • High growth scenario. 1.1.5. The impacts and mitigations required will be determined through the comparison of the future baseline and growth scenarios. 1.1.6. At the moment of writing the quantitative assessment is ongoing and is expected to be completed and inform the Regulation 19 Local Plan drafts and consultations. 1.1.7. Complementing the quantitative transport modelling review, WSP is also undertaking a qualitative review of the transport networks with a focus on:  Alignment with National, London and local policy frameworks, their underpinning evidence and emerging best practice in sustainable transport planning.  Review of the site allocation Strategic Housing Land Availability Assessment (SHLAA) and Employment Land Availability Assessment and growth scenarios on the basis of their Public Transport Accessibility Levels (PTAL) and amenities access.  Review of the committed, planned and ‘aspirational’ mitigation measures which could support the planned growth. 1.1.8. The qualitative review is focused on compliance with the policy and best practice and is focusing more directly on active-modes and opportunities to encourage 15-minutes’ neighbourhoods and Active Travel Zones, thus complementing the quantitative, network capacity based, analysis. 1.1.9. This report is intended to provide LBE with an initial assessment of the likely potential impacts on the transport network as a result of the proposed growth options, thus assisting LBE in the

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understanding of the opportunities and constraints associated with the Baseline, Medium and High growth scenario. 1.1.10. An update Future Baseline Report will be issued for Regulation 19 consultations including more detailed qualitative assessment and observations on opportunities and constraints identified in the Future Baseline modelling scenario.

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2 METHODOLOGY

2.1.1. The purpose of this report is to provide a narrative on transport strategy and assessment to support the evolution of spatial delivery options, and with a particular focus on the growth option typologies in light of The Town and Country Planning (Local Planning) (England) Regulations 2012 Regulation 18 consultation in summer 2021. 2.1.2. The proposed approach to assessment and reporting of the transport review presented in this report has been summarised in discussion with LBE technical officers in advance of formal consultation of the Local Plan. 2.1.3. To date WSP have reviewed the TfL strategic modelling suite baseline models and have prepared a Baseline Model Review Technical Note and are working on a Transport Review Baseline Report. 2.1.4. The first is a technical report focusing on the fitness for purpose review of the TfL modelling suite, whilst the second is a review of the existing opportunities and constraints of the highway, public transport and active modes networks. Mitigation Measures 2.1.5. Committed and planned transport mitigation measures have been also reviewed on the basis of:  Highway England’s plans for the M25  Network Rail plans for the West Anglia Mainline  TfL and GLA plans for the Underground, Overground, bus network and strategic cycle networks (outer London orbital routes)  Other improvements in the pipeline resulting from government programmes such as Housing Infrastructure Fund, LIP3 and S106 contributions. Transport Networks Status 2.1.6. In absence of quantitative cumulative assessment and future year models, it is our assumption that network conditions in terms of capacity, delay and patronage will be worsened in the future year assessments, without appropriate mitigation measures being agreed. This report highlights the potential transport related challenges and opportunities around future growth options, prior to completing any detailed quantitative transport modelling which will be developed at a later stage. Growth Assumptions 2.1.7. The approach taken to growth in the Local Plan will follow a sequential approach which focuses on Sustainable Places. Consistently for all growth scenarios the majority of additional growth is targeted primarily within existing urban areas, consolidated local town centres and the designated Opportunity Areas. Further options are then considered on previously developed industrial sites and smaller infill development. Finally, options which consider the controlled release of Green Belt are also included. There are different permeations for transport from these growth options and these are considered in turn following on. Transport Review 2.1.8. WSP Baseline Transport Review Report includes a detailed reporting of the relevant policy frameworks. From this review it is clear that in line with NPPF, London Plan and Mayor’s transport

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strategy sustainable travel needs to be the priority and obvious choice for travel, sustainable transport modes include public transport and active modes such as walking and cycling. 2.1.9. Furthermore, the review of relevant technical studies (listed below) and TfL/North London Sub- regional reports on the status of the transport networks in the borough has highlighted challenges to public transport take up which are likely to be more prominent with additional growth in future years:  Disparity of transit (underground/rail) service frequency and reliability between the western and eastern areas of the borough.  Dominance of north-south public transport links and current patronage patterns.  Reliance on car-based journeys for short-medium distance journeys (east-west direction) in the northern part of the borough and linking north of the M25. 2.1.10. The overall approach to the transport strategy and assessment in supporting future growth in the borough is one which will target more sustainable transport options in accordance with wider policy objectives, including the Healthy Streets approach which promotes review of 15-20 minutes neighbourhoods based on distances and destinations associated with active travel modes and aiming to encourage behavioural change and low car dependency. The approach will also provide a focus on localised neighbourhood networks, alongside major strategic transport interventions. As stated in the new Local Plan Chapter 3 Places Enfield has strong aspirations to create deeply green sustainable places. 2.1.11. Each of the Sustainable Locations listed under Chapter 3 of the new Local Plan has been reviewed to benchmark the status of two key enabling conditions of sustainable transport:  Access to Public Transport (PTAL).  Access to services and amenities within 15-20 minutes walking distances. 2.1.12. For each of the growth typologies potential opportunities and constraints have been identified and where relevant commentary from the following studies/reports have been referenced, which highlights push and pull factors to enabling growth:  Mayor’s Transport Strategy (MTS) supporting evidence  London Plan Evidence Base  Updated Upper Lee Valley Opportunity Area Planning Framework Transport Study  Meridian Water planning applications  Northern Gateway Access Package (NGAP)  North London Sub regional Plan  West Anglia Route Study  LBE Infrastructure Delivery Plan  LBE Transport Plan (Local Implementation Plan) 2.2 CONSULTATIONS 2.2.1. In developing the methodology and undertaking the quantitative and qualitative transport review we have undertaken stakeholder engagement with:  Transport for London (TfL).  Network Rail (NR).  Highways England (HE).  Adjoining boroughs.

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2.3 LOCAL PLAN GROWTH OPTIONS APPRECIATION 2.3.1. Having considered the GLA and National housing demand projections and having reviewed the call for sites, LBE is currently in the process of building options and evaluating a number of strategic options and land use scenarios for future growth in the borough. To demonstrate that the level of growth meets future needs, having regard to land availability and the regional and national policy and housing delivery tests set by Authority (GLA) and Ministry for Housing Communities and Local Government (MHCLG), LBE has identified three growth ‘packages’ that could meet, some or all of, the housing supply requirements in the short and long term. 2.3.2. The options being considered by LBE will determine the location of, and the total amount of, housing and employment growth deliverable within the borough during the lifespan of the Local Plan (15 years), having regard to the aforementioned delivery tests. The following spatial options have been put forward as outlines:  High growth – Incorporating the standard National methodology • All growth in the unconstrained urban area + Strategic Industrial Land + Green Belt  Baseline growth – London Plan housing project compliant • All growth in the unconstrained urban area only • All growth in the unconstrained urban area + Strategic Industrial Land  Medium growth – Continued growth using London Plan housing requirements post 2029 • All growth in the unconstrained urban area only • All growth in the unconstrained urban area + Strategic Industrial Land • All growth in the unconstrained urban area + Strategic Industrial Land + Green Belt

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2.3.3. The spatial growth options have been reviewed by LBE and challenges associated with each option have been identified. These are reported in Table 2-1 below, whilst the location of the growth options is presented in Figure 2-1

Table 2-1 - Spatial Growth Options

Growth Option 15 years growth 15+ years growth Key Challenges

Doesn’t meet housing Baseline demand

Requires important infrastructure delivery and Medium level of growth would require density and tall buildings

Major important infrastructure delivery and substantial High change in character as level of growth would require density and tall buildings

Figure 2-1 - Location of spatial growth options (Sourced from LBE Local Plan)

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3 POLICY REVIEW

3.1 EMERGING STRATEGIC POLICIES 3.1.1. A number of strategic policies are being developed for the new Local Plan, the most relevant to transport being:  Movement and connectivity  Places 3.1.2. These have been reviewed and commented based on their public transport accessibility (PTAL) and their potential to function as a 15-20 minutes neighbourhood encouraging walking and cycling trips. 3.1.3. A Public Transport Accessibility Level (PTAL) is measured on a scale from 0 to 6 where 1 is ‘very poor’ and 6 is ‘excellent’. A score of 4 and above reflects a good level of public transport usually indicating a reasonable ‘turn-up’ and go service frequencies. 3.1.4. A 15’ minutes neighbourhood potential is also measured on a scale of 0-6 where 0 indicates that no desirable services or facilities1 are located within 15 minutes walking distance, and 6 indicates that all desirable services and facilities are located within 15 minutes walking distance. 3.1.5. As evident from the summary provided following on specifically on the Spatial Policy Placemaking locations (please refer to Table 3-1), it is clear that locations such as:  Enfield Town, Edmonton Green, Southgate and • benefit from both very good or excellent public transport accessibility and very good access to services and facilities within 15 minutes walking distances – for these locations the placemaking strategy will only require to ensure the walking and cycling infrastructure is to standard and Healthy Streets principles are applied.  Southbury, Angel Edmonton and Meridian Water • have either a good access to facilities or good access to public transport, however access to both areas could be improved by identifying opportunities to improve public transport services and opportunities to introduce new facilities in the neighbourhood.  Crews Hill and Chase Park (Chase Farm) • have both poor public transport accessibility levels and no sufficient services or facilities easily accessed. For these locations strategic interventions will be required to unlock their development potential.

1 For the purpose of this benchmark the following have been evaluated: Grocery store/Supermarket, GP Surgery, Primary School, Secondary School, Leisure Centre, Park or Quality Green Space.

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Table 3-1 – Emerging Local Plan Chapter 3 Place-making Areas

Placemaking Spatial Strategy PTAL 15’ Area neighbourhood

PL1: Enfield Enfield Town will be a twenty-first century market town. It will 6a/5 5.5 Town continue to be the focus of the borough’s civic,

entertainment, leisure and retail activity, but the centre will have expanded to include a new outward-looking development and new public realm. It will become a leading destination for culture and entertainment, acting as an inclusive cultural centre supported by an evening and night- time economy. PL2: Southbury will have transformed into a coherent, exemplary, 0/3 5 Southbury high-density, mixed-use quarter. It will act as a key gateway into the Lee Valley, and Enfield Town which includes high quality public realm with new street trees and planting, enhancing air quality. Intensification and co-location within the Great Cambridge Road Strategic Industrial Location will provide good local employment opportunities and renewed employment floorspace. Tall buildings will mark the area’s role as a gateway to Enfield. PL3: Edmonton Green will be a revitalised district centre with an 6a/5 4.5 Edmonton outward looking high-street. The market will to be the focal Green point of the renewed district centre. Around the market there will be a more diverse mix of commercial, cultural, leisure and night-time activities together with a large number of new homes supporting new community-led facilities and open spaces. Distinctive features such nearby greenspaces will be retained and enhanced. It will have benefitted from improvements to the railway line serving the area and have improved connections to Angel Edmonton and Meridian Water and the Lee Valley Regional Park. PL4: Angel Angel Edmonton High Street will be revitalised through 5/4 4 Edmonton community-led initiatives and new community facilities, schools and sports and recreational uses. New connections will be made across the North Circular to minimise the impact of traffic flows and clean air measures will reduce the reliance on motorised transport. Active travel will be the primary means of movement and will happen both on upgraded streets and on principal routes of linear park and connected streets. Improved cycle and walking links will connect the new neighbourhood at Meridian Water to Edmonton Green and Angel Edmonton. Upton and Raynham, the Shires Estate and Joyce Avenue and Snells Park, will have been transformed into high-quality mixed tenure neighbourhoods. They will act as exemplars of sustainability and place-making. PL5: Meridian Water will have emerged as a mixed-use 2 3 Meridian community, where beautiful neighbourhoods are enlivened (Lacks Water by a rich mix of growing industries. The distinctive character Healthcare, of this new place will be drawn from the rich industrial, Secondary ecological and agricultural heritage of the site. The School and waterways will form the backbone of the new Leisure Centre) neighbourhoods, creating a new network of public walkways that connect with new parklands. The new neighbourhood

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will encourage residents to lead active and healthy lifestyles and offering views across and excellent accessibility to the Lee Valley Regional Park. It will be a place where Enfield residents and Londoners can afford to live, providing opportunity for everyone. Meridian Water will continue to be a place of innovation and industry that has adapted and evolved to modern needs, delivering new jobs and opportunities on a scale which will transform the Borough’s employment base. Major employers, start-ups and meanwhile uses will have been attracted to the area and there will be a burgeoning economy for makers and creators. Meridian Water will be a model for sustainable neighbourhoods with exceptional environmental credentials, creating a carbon positive, environment positive, and zero waste development. PL6: Southgate will be a thriving district centre that has a unique 5/4 5 Southgate character derived from the listed tube station building and other heritage assets. It will act as a community and cultural hub, building on strong transport connections. Away from the high street the area will maintain a residential character. The distinctive quality of parks and open spaces will be sustained and enhanced with improved accessibility for all users. Existing and new clusters of small to medium office spaces will take advantage of good links to central London. It will have grown into an established cluster, making use of underused or vacant shop units and consolidating existing office use through. PL7: New New Southgate will act as a new enhanced gateway to the 5 5.5 Southgate borough which is well connected to the rest of the borough. It will offer an exemplary quality development on its western edge with housing alongside modern employment space and enhanced community facilities. The shopping areas at New Southgate and stations will be revitalised by new development and more attractive shopping and station environments. PL8: London N/A N/A N/A National Park City PL9: Crews Over this plan period and the next, Crews Hill will become an 1 1 Hill important gateway to London National Park City “north west (Only meets Enfield”, providing access to re-wilded landscapes, Park/Green sustainable eco-tourism, sport and recreation for the Space borough’s residents and visitors from further afield. requirement) Development here will facilitate sustainable connections to the rest of the borough and wider region along an east-west green corridor following the route of the London Loop. Building on the area’s horticultural and agricultural history, Crews Hill will offer a healthy and inclusive environment supported by access to green space and nature. Residential- led redevelopment of brownfield sites will integrate with the area’s horticultural and food-producing industries, creating a unique identity and function, with residents contributing a range of skills, and benefitting from education, training and

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employment opportunities close to home, reducing the need to commute to work. The boundary of the allocation includes sufficient land to deliver more development beyond 2039 to enable the creation of a new sustainable community. To ensure that development in the Crews Hill placemaking area comes forward in a strategic and comprehensive manner, planning permission on the allocated sites will only be granted following the approval by the Council of a comprehensive masterplan, for the area as a whole. PL10: Chase Over this plan period and the next, Chase Park will become 1 2 Park an exemplar development which, through careful attention to its townscape and landscape setting, density and high- quality design, creates a new neighbourhood that positively addresses the relationship between the existing urban area and its rural landscape setting. Shaped by the brooks, woodlands and green spaces that define the area, and its relationship to the adjoining historic landscape at , Chase Park will provide a mixture of homes supporting people through all stages of their lives. Provision of doorstep workspaces and links to existing employers such as Chase Farm hospital to the north will provide employment opportunities for new and existing residents. Located on the main east-west route through the borough to Enfield Town, with access to Oakwood, and Gordon Hill stations, the National Cycle Network and London Loop, Chase Park will facilitate access to the rural landscape and London National Park City initiative in north west Enfield, prioritising active travel modes and benefitting the health and well-being of residents and visitors alike. It will provide opportunities to link the wild places within the site and in Enfield Chase to the north, down into the urban areas to the south – extending green and blue infrastructure networks, improving their quality and access to nature, benefitting existing residents in the borough and new residents alike. The boundary of the allocation includes sufficient land to deliver more development beyond 2039 to enable the creation of a new sustainable development. To ensure that development in the Chase Park placemaking area comes forward in a strategic and comprehensive manner, planning permission on the allocated sites will only be granted following the approval by the Council of a comprehensive masterplan, for the area as a whole.

3.1.6. These place-making policy areas are shown in Figure 3-1 overleaf.

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Figure 3-1 - Enfield Place making areas (Sourced from LBE Local Plan)

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4 GROWTH TYPOLOGIES REVIEW

SMALL SITES/INFILL DEVELOPMENTS 4.1.1. The London Plan 2021 Policy H2 highlights that boroughs should pro-actively support well-designed new homes of small sites (below 0.25 hectares in size) through both planning decisions and plan- making in order to:  Significantly increase the contribution of small sites to meet London’s housing needs  Diversify the sources, locations, type and mix of housing supply  Support small and medium sized housebuilders  Support those wishing to bring forward custom, self-build and community led housing  Achieve the minimum targets for small sites as a component of the overall housing targets 4.1.2. Small sites are referred as sites with dwellings of generally less than 50 households and these sites are broadly spaced around Enfield as part of the Baseline growth not attached to any specific location. 4.1.3. Policy H2 states that the location of small sites should take into account PTAL, proximity to stations and town centres, and heritage constraints. This suggests that small sites located in Edmonton Green and Enfield Town will have limited impact on the highway network due to the strong PTAL scores of 6a. Therefore, this will encourage people to rely on the strong active travel and bus network. 4.1.4. With the exception Enfield Town and Edmonton Green, all other towns in Enfield have relatively low PTAL score despite the train links across much of the borough particularly in the eastern section. Therefore, the proposed small sites across the borough are likely to have an impact the highway and public transport network unless carefully managed through car-free (or car-lite) policies and Active Travel Zone (Healthy Streets) planning. 4.1.5. Table 4-1 below outlines the opportunities and constraints with reference to the small sites/ infill developments.

Table 4-1 - Small Sites Opportunities and Constraints

Opportunities Constraints

Edmonton Green All other sites with ‘poor PTAL’ and car parking availability Enfield Town Areas within 20 minutes walking of stations

STRATEGIC INDUSTRIAL LAND OPTIONS 4.1.6. The London Plan Policy E5 refers to London’s Strategic Industrial Locations (SILs) as locations that should be managed proactively in order to sustain London’s largest concentrations of industrial, logistics and related capacity for uses that support the functioning of London’s Economy.

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4.1.7. The policy emphasises that SILs should be given strategic protection and recognises that these sites tend to accommodate activities that generate noise, odours, dust, emissions, hours of operation and/or vehicular movements and by virtue of their location within London can raise tensions with other land uses, particularly residential developments. 4.1.8. The London Plan recognises that SILs are typically located close to the strategic road network and many are also well-located with respect to rail, river, canals and safeguarded wharves which can support the sustainable movement of goods, construction materials and waste to, from and within London. 4.1.9. As described in the Table 4-2 below, the designated SILs within Enfield are strategically located along the eastern Lee Valley Area with good access to the strategic highway network which include the A10, M25, A1055 and A1010. The Table describes the location and transport access to each of these SILs.

Table 4-2 - Strategic Industrial Land Options

Industrial land area Description

The industrial There are five employment clusters located in the Brimsdown sub-area. area is located in the north- The three large clusters to the north-east comprise the Brimsdown SIL. east of the Borough to the The Brimsdown SIL is notable for its strategic importance to the Borough west of the Lee Valley and is characterised by large-scale industrial and warehousing units. The regional park. two remaining clusters are an area of SIL to the south of the A110 Nags Road known as Meridian Business Park and an LSIS on Alma Road to the west of the main Brimsdown industrial area. The main strategic road connections are the A1055, Lane and Mollison Avenue, which both connect employment clusters to the A110 Nags Head Road in the south and the M25 in the North. The West Anglia Main Line railway travels north-to-south across the sub-area.

The A10 and Southbury There are three clusters within this sub-area. Two large clusters located Junction industrial area is immediately to the west of the Greater Anglia railway line comprise the located between Ponders majority of employment land within the sub-area. These are known as End and Enfield Town Great Cambridge Road & Martinbridge Trading Estate Part A and Part B and form a large designated SIL. Much of the employment space is located in large warehousing units and is used for wholesale and distribution purposes. A third cluster is a designated LSIS located to the east of Ponders End. This comprises primarily of small to medium sized warehousing and workshop units occupied by SMEs. The A10 Great Cambridge Road is located to the west of employment land within this area and provides strategic road connections to the M25 in the north and the A406 to the south.

The Edmonton Leeside The Edmonton Leeside sub-area is located in the south-east of the industrial area is located in Borough. The sub-area is a strategically important location for industrial the south-east of the land due to its excellent connections to the road network. The A406 North Borough. Circular Road travels east-to-west across the sub-area. The area is also connected to the M25 and Brimsdown to the north via the A1055 Meridian Way. The River Lea passes immediately to the east of the sub-area. This industrial area is a strategically important location for industrial land due to its excellent connections to the road network. The A406 North Circular Road travels east-to-west across the sub-area. The area is also

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connected to the M25 and Brimsdown to the north via the A1055 and Meridian Way. The River Lea passes immediately to the east of this area.

The North Circular Road One of these clusters is located on the A406 at its junction with Green Corridor industrial area Lanes near . Given its excellent access to the strategic comprises three road network, the cluster is primarily used for transportation-related employment clusters purposes and comprises non-industrial uses. The other two are located located close to the A406 adjacent to the London to Stansted rail line on LBE’s border with LB North Circular Road in the Haringey. The clusters comprise small-to-medium sizes warehousing and south of the Borough. workshop space for SMEs, wholesaling and distribution uses.

4.1.10. It is expected that there will be an increase in congestion on the highway network particularly due to the increase in traffic on the strategic network induced by the employment growth in the area. The Mollison Avenue and Bullsmoor Lane highways are currently operating at, and over, capacity. The proposed M25 junction 25 improvements will alleviate some of the pressure on the M25. 4.1.11. These sites will also attract large number of employees that would need to access the site by either active travel, public transport or car. There is good access to train stations in the eastern part of the Upper Lea Valley area with the West Anglian Mainline. Furthermore, the proposed West Anglia Mainline improvements to provide at least 4 trains per hour and improved rolling stock, and Crossrail 2 are likely to increase the frequency and reliability of trains within this sub area, however these improvements are expected in the medium-long term. 4.1.12. There is sufficient access to the bus network within the Upper Lee Valley area, with good connectivity along the A10 and A1010 corridors, however closer to the SILs the bus connectivity is lacking. The bus route reach to/from the SILs is influenced by the West Anglia Main Line north-south corridor which represents a constraint in severance to the West as well as the river Lee and park which represent a severance barrier to public transport to the East. 4.1.13. The baseline plots show evidence of strong bus patronage at Edmonton Green and is likely to increase in the future year model given the proposed number of SILs in this area. Furthermore, the highway modelling indicates origin-destinations to/from the SILs which are journeys of short-medium distances. Most likely this suggests reliance on car-based journeys for employment and retail due to lack of credible public transport and active travel alternative. 4.1.14. The Upper Lee Valley offers some connectivity for active modes (walking and cycling) in this area that has been implemented through the Cycle Enfield project and thanks to the National Cycle Route 1 along the River Lea, however the environment is dominated by vehicle traffic , with exception for the NCR 1. The pedestrian and cycling crossing improvements along the A10 by Turkey Street and Salmon’s Brook have improved the connectivity in this area. 4.1.15. The off-carriageway route along the canal through Brimsdown offers the best quality quiet walking and cycle route away from the traffic and congestion on the strategic roads. Along the River Lea, in particular creates a potential for a traffic-free zone for residents along the north-south movement in the Upper Lee Valley area although the route will require updating, such as lighting provision. 4.1.16. As shown in Figure 4-1 the River Lea path can be widened to accommodate pedestrians and cyclists and standards to should be improved to meet the Local Transport Note (LTN) Cycle Infrastructure Design 1/20.

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Figure 4-1 - Waterway route along the River Lea 4.1.17. As part of the Cycle Enfield project a light-segregated cycle lane along the A1010 will be extended to Tottenham and to Broxbourne with the introduction of cycle hubs at Edmonton Green station to improve access to cycle facilities to encourage cyclists.

Table 4-3 - SILs Opportunities and Constraints

Opportunities Constraints

SILs within 20 minutes walking of WAML stations SILs poorly connected by buses National Cycle Route 1 Severance caused by waterways and WAML 4-tracking WAML & Crossrail 2 4-tracking WAML & Crossrail 2 (Long Term options)

GREEN BELT OPTIONS 4.1.18. The London Plan Policy G2, London’s Green Belt states that the Green Belt should be protected from inappropriate development:  development proposals that would harm the Green Belt should be refused except where very special circumstances exist,  subject to national planning policy tests, the enhancement of the Green Belt to provide appropriate multi-functional beneficial uses for Londoners should be supported. 4.1.19. The Policy recognises that exceptional circumstances are required to justify either the extension or de-designation of the Green Belt through the preparation or review of a Local Plan. 4.1.20. The Enfield North sub-area covers the rural north of the borough, where Green Belt release is being considered as it offers opportunities to accommodate growth. The proposed growth options include sites around Chase Farm and Crews Hill. 4.1.21. The Mayor’s Transport Strategy (MTS) Healthy Streets Approach (Policy T2) provides the framework for putting human health and experience at the heart of planning London - embedding public health in transport, public realm and planning. Streets must be welcoming places for everyone to walk, spend time and engage with other people - necessary to keep us all healthy through

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physical activity and social interaction. It is also what makes places vibrant and keeps communities strong. The best test set out for whether we are getting our streets right is whether the whole community, particularly children, older people and disabled people are enjoying using this space. 4.1.22. The MTS mode share objectives2 indicate that the Outer London boroughs should have 75% trips made by walking cycling and public transport for travel within Outer London and 90% sustainable trips for travel to/from Inner London. This transport strategy underpins the Local Plan 2021 objective that 80% of all trips across London should eb made by sustainable modes by 2041. 4.1.23. As part of the Healthy Streets Approach, the MTS has set out ten outcomes which describe how the strategy meet its overarching objective of reducing car trips. These key outcomes of the MTS include:  Healthy Streets and Healthy People • Active London’s streets will be healthy, and more Londoner’s will travel • Safe London’s transport system will be safe & secure • Efficient London’s streets will be used more efficiently & have less traffic • Green London’s streets will be clean and green  A good public transport experience • Connected More people will travel on an expanded public transport network • Accessible public transport will be affordable and accessible to all • Quality Journeys by public transport will be pleasant, fast and reliable  New Homes & Jobs • Good Growth Sustainable travel will be the best option in new developments • Unlocking Transport investment will unlock the delivery of new homes & jobs 4.1.24. The NPPF also highlights the great importance of protecting Green Belt land through its Green Belt policy. This document provides room for exceptional circumstances to justify changes to Green Belt boundaries and suggests that: “Where it has been concluded that it is necessary to release Green Belt land for development, plans should give first consideration to land which has been previously developed and/or is well-served by public transport. They should also set out ways in which the impact of removing land from the Green Belt can be offset through compensatory improvements to the environmental quality and accessibility of remaining Green Belt land”. 4.1.25. In accordance with the Policies, the public transport access to Crews Hill and Chase Farm has been examined to review its ability to support the proposed growth options.

2 Figure 57 GLA Mayor Transport Strategy 2018

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CREWS HILL 4.1.26. Crews Hill has a PTAL of 1a which is considered very “Poor”. This area has access to four train services to Central London in the morning peak hour and only one TfL bus route connectivity to this area. 4.1.27. The area connectivity presents highways dominated by traffic including medium and heavy goods vehicles and minimum standard footways. A leisure route (London Loop) passes in the vicinity of the site as well as Sustrans Cycle route 12. 4.1.28. Crews Hill provides an opportunity to have a medium to long term growth and transport improvement strategy due to the significant constraints with its access to public transport and active travel. These constraints and potential opportunities are outlined below with respect to the rail, bus and active travel forms of transport. Constraints 4.1.29. The area only has access to Crews Hill station which is a 12mins walk from the proposed growth area. The station provides a National Rail service towards London in the south direction and Hertford in the North. 4.1.30. As outlined in the Baseline report, the current evidence shows there is no overcrowding on this rail service and services beyond the Palmers Green to Crews Hill, however it is expected that with the increased growth in this area this would increase reliance of passengers on this rail service. 4.1.31. The rail service at Crews Hill station provides good north-south connectivity in but due to the limited bus connectivity, it is expected that an increase in growth would see a rise in traffic congestion on the highway network. 4.1.32. The area around the growth site is generally minimum standard and substandard for walking and with no amenities located closer than a 30mins walk from the site, it is expected that future residents will not want to rely on active travel.

Figure 4-2 - Example of walking and cycling route along E Lodge Lane (left) and The Ridgeway (right) 4.1.33.

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4.1.34. Table 4-4 below shows the proximity of the growth area to nearby facilities. As shown in the Table, the growth area is not very well connected to nearby facilities as each of these facilities are beyond the guidance of around 960m/12mins walking neighbourhood set out in TfL’s Planning for Walking Toolkit.

Table 4-4 - Amenities near Crews Hill Growth Area

Facilities Proximity to nearest Proximity to nearest location (metres) location (mins)

Primary Schools/nurseries 2,092 27

GP’s 4,184 57

Hospitals 3,862 47

Supermarkets 3,862 47

Opportunities 4.1.35. There is an opportunity to improve railway frequencies at Crews Hill station and increase cycle parking facilities at the station to improve the park and ride concept for cyclists, to mitigate the increased growth in the area. 4.1.36. Upgrade cycling routes to meet the LTN 1/20 standards which involves widening the pavements to allow cyclists and also allow for pedestrians to benefit from segregated routes from traffic. There is an opportunity to create additional space through reallocation of space within the highway boundary along East Lane, The Ridgeway and Cattegate Road to make walking and cycling more comfortable and attractive in the area. 4.1.37. The proposed sites will also benefit from an internal road network of side roads that provide quieter routes for pedestrians and cyclists. The development of these sites would require the additional facilities to be built closer to have better access for residents. 4.1.38. There is an opportunity to improve bus connectivity to the eastern and southern half of the borough to improve direct access to facilities. This will require additional bus services and the provision of bus stops and substantial funding for new routes or route extensions located closer to the site as part of the developments. 4.1.39. The highway models suggest that the network in this area particularly Stagg Hill, The Ridgeway and Cattlegate Road currently experience significant rat-running with drivers avoiding the M25. Therefore, new development in this area would probably benefit from junction improvements at the M25 Junction 24 that would reduce congestion along the M25 combined with measures to prevent external traffic vehicles from congesting the local road network outside the site. Conclusion 4.1.40. The success of the growth opportunities in Crews Hill largely relies on the potential opportunities to improve the highway, public transport and active travel network in the area that would provide better connectivity to local amenities and reduce the reliance of car trips. Furthermore, it is essential that

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services and amenities are provided as part of the new development to encourage active travel and manage car ownership more effectively. 4.1.41. As part of the Healthy streets approach there will be a need to reduce the vehicle ownership to make active travel the natural choice and there is an opportunity to ensure developments providing limited parking facilities to improve the active travel and public transport network for the site. CHASE FARM 4.1.42. The proposed growth around Chase Farm is located within World’s End where the PTAL score is 1b which is rated “Poor”. The site has access to only 3 bus services and no train station is located within a 20-30 minutes radius. Constraints 4.1.43. This area is served by limited public transport, with three stations located at least 30 minutes walking away, and two further station within a 45-minute walk. There is access to only 3 bus services in the area and this would need to improve for commuters and people unable to walk such long distances (people with disability, children, elderly, families).

Figure 4-3 - Example walking/cycling route along the A110 (left) and World’s End Lane (right) 4.1.44. As shown in the Table 4-5 below, there are some limited facilities within a 20 minutes’ walking distance from this area. There are schools within approximately 1.5km of the area. There are also local medical facilities and there is a major hospital within 1.5km distance as well as a local GP only 8-15 minutes walking distance away.

Table 4-5 - Amenities near Chase Farm Growth Area

Facilities Proximity to nearest Proximity to nearest location (metres)* location (mins)*

Primary Schools/nurseries 1,000 12

GP’s 600 – 1,200 8 - 15

Hospitals 1,500 20

Supermarkets 1,200 15

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*distances would increase with network of roads and path created on site

4.1.45. This area benefits from the amenities that are in close proximity to the major centre at Enfield Town, where there are local retail parades in Enfield Chase and Oakwood, and some individual facilities scattered along the southern edge of the area. 4.1.46. The proposed growth in this area is likely to impact the public transport nearby which includes the bus and rail network. The Piccadilly line at Oakwood in its current state shows no overcrowding and the Piccadilly line frequency upgrades planned scheme will be beneficial to mitigate the impact of the increase growth in this area. Opportunities 4.1.47. Sustrans Route 12 runs in proximity, but there is a break in provision as it passes, and this is an opportunity for the proposed developments to complete the missing section. 4.1.48. As part of the Cycle Enfield project the A110 cycleway is being extended, and the whole route will run east to west across Enfield through Enfield Town. The route will provide space for cycling that is physically separated from traffic. 4.1.49. An opportunity to improve the walking and cycling route along World’s End Lane should be considered, this link provides a direct route to the south of the borough to additional schools and other facilities. 4.1.50. There is an opportunity to improve the improve the bus network by extending bus services to the development and increasing the frequency of busses to provide better access nearby stations beyond the Piccadilly line at Oakwood station.

Table 4-6 - Green Belt Opportunities and Constraints

Opportunities Constraints

Crews Hill station Poor PTAL and lack of bus service penetration London Loop East-West link Sub-standard walking/cycling connectivity Sustrans cycle route 12 Lack of amenities and services A110 cycle-way extension Distance from Piccadilly line Distance from Enfield Chase/Gordon Hill Restricted highway space

4.1.51. These areas will require more consultation and bespoke studies to determine the best approach in providing accessibility and connectivity for all modes, which is currently lacking. LOCAL TRANSPORT HUB INTENSIFICATION 4.1.52. The London Plan Policy T1 Strategic approach to transport. This recognises that all developments should make the most effective use of land, reflecting its connectivity and accessibility by existing and future public transport, walking and cycling routes, and ensure that any impact on London’s transport networks and supporting infrastructure are mitigated.

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4.1.53. The London Plan Policy T2 Healthy Streets recognises the MTS Healthy Streets approach to improve health and reduce health inequalities by using cars less and increase walking, cycling and use of public transport. This Policy brings about positive changes to the character and use of the city’s streets. High quality, pleasant and attractive environments with clean air and enough space for dwelling, walking, cycling and public transport use must be provided. The dominance of vehicles should be reduced by using design to ensure slower vehicle speeds and safer driver behaviour, in line with the Mayor’s Vision Zero ambition. 4.1.54. As shown in Figure 3-1the place-making urban areas that correspond with the major town and district centres in Enfield. 4.1.55. The Table 4-7 below, highlights the context for each of these transport hub clusters and assesses the quality of the local transport network particularly the highway, rail and active travel network to access the facilities within these clusters.

Table 4-7 - Transport Hub Network Assessment

Transport Hub Assessment of Transport Network Enfield Town benefits from good strategic connections, with the A110 running through the heart of the town centre. It is the largest town centre in Enfield and a key shopping destination for the Borough. Enfield Town has a PTAL of 6a with 11 bus services and 19 train services an hour.

Enfield town is a key transport hub with two rail stations (Enfield Town and Enfield Chase) which provides access to London’s Liverpool Street and Moorgate stations to Enfield Town the south, and Welwyn Garden City and Stevenage to the north. Enfield Town has good access to cycle lanes via the A105 cycle lane creating a segregated cycle lane with a direct route from Palmers Green to Enfield Town and Edmonton Green to Enfield Town. The local vehicle speed is between 20 and 30mph within the area making the neighbourhood pleasant for walking. There are a series of footpaths available, traversing parks, alongside the waterways and other features that generally provide a well-connected network.

The Southbury area is situated well in relation to transport connections with Southbury station to the east with trains to London Liverpool Street. The A10 provides good north-south connectivity and has a number of bus routes to Waltham Cross and Turnpike Lane. Southbury Road is also well served by buses to other parts of the borough. Southbury The cycling routes around the area are incomplete or of poor quality and need to be improved to meet the LTN 1/20 cycling standards. The A110 (Southbury road via Enfield Town) provides the only direct east-west route other than the A406 and is proposed to be improved as part of the Mini-Holland Enfield scheme which will improve the interconnectivity. The footpaths quality along the side streets could be improved to provide more attractive routes within this area. Edmonton Green is in the south east of the borough and is Enfield’s second largest town centre. The area is densely built and contains large amount of affordable housing, Edmonton significant shopping and community/leisure opportunities. Green The area is centred around the junction between Fore Street, Hertford Road and Church Street and is served by Edmonton Green Station which offers Overground services to London Liverpool street. A large bus station is also located at this junction

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with buses to many other parts of the borough and beyond. The PTAL is 4 with access to 10 bus services and 7 rail services per hour. There is room to improve the frequency of rail services due to increased pressures of the proposed growth development in this area which will improve connections to Angel Edmonton, Meridian Water and the Lee Valley Regional Park.

The environment around the train and bus station is traffic dominated due to the proximity to the major roads such as the A1010. The local network speed in the area is between 20 to 30mph.

A new Dutch style roundabout was implemented at Edmonton Green station that connects directly into the A1010 segregated cycle route. Edmonton Green also has direct cycle route to Enfield Town.

This area is situated in the south of the borough and is one of the borough’s district centres offering a range of shops and amenities that serve the needs of the local community located along Fore Street. Fore Street runs through the heart of this area, connecting to Edmonton Green district centre to the north and Tottenham to the south. Silver Street station has direct services to London Liverpool Street. A number of buses along this road also provide access to Angel Edmonton other parts of the borough and beyond.

Silver Street station is remote from the main high street and is across Sterling Way. The level changes and pedestrian railings act as a barrier to movement across the Sterling Way further exacerbating this issue. The station could be better integrated with the area with new and enhanced walking routes and public realm improvements to create a more pleasant, pedestrian-focussed environment.

The new Meridian Water station opened in 2019 and is situated in the south-eastern corner of the borough. This area sits within close proximity of the extensive green Lee Valley area with access to water ways such as the River Lee, the Lee River Navigation, and . Meridian Water As part of the Meridian Water Phase 2 development a new internal spine road will provide good connectivity within for pedestrians and cyclists to green spaces and waterways. There is good connectivity between Meridian Water and Edmonton Green through an off-carriageway cycle route, a good route along the River Lea provides a north south connectivity (that needs to be improved to meet LTN 1/20 standards).

Southgate is one of the borough’s four districts and is situated in the south-western part of the borough close to the boundary with the . The area is centred around the tube station which is on the Piccadilly tube line. The surrounding residential areas are largely characterised by suburban housing. Despite the access to the Southgate station the PTAL scoring is relatively “poor” which rates at 3. Southgate This area would benefit from the planned frequency upgrades on the Piccadilly rail services to meet the increased growth in this area. There is currently no crowding on this service in the base year, but it would be expected to be at capacity with increased number of passengers. In order to support active travel and improve the use of public transport the pedestrian environment around the tube and bus station should be enhanced. This will also help to support the vitality of the district centre. Arnos Grove underground station (Piccadilly Line) and New Southgate rail station are New Southgate located in the area and provide very good access to central London.

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The area suffers from a lack of good community facilities and one of the key benefits from growth should be an improvement to the facilities for the benefit of existing residents as well as new residents. No crowding is currently experienced at these two stations however, with the increased growth area the rail services will benefit from increased frequencies as part of the planned Piccadilly line frequency upgrades. The bus frequencies would also need to be increased in order to meet the increased demand and to provide better east-west connectivity and bus-rail interconnectivity.

The area is dominated by vehicular traffic because of its proximity to the A406 and there is only access to one railway line in the western part of the borough. Further enhancements to the public realm will improve the attractiveness to walk within the neighbourhood. The area also has limited connectivity to large green spaces, therefore the small local open spaces within the area itself should be enhanced as well as Arnos to the north of the area, to help encourage people to walk in the area. The A406 provides east-west two-way cycle and walking connectivity in the borough although this could be upgraded to LTN1/20 standards providing better access to pedestrians and cyclists.

4.1.56. The proposed developments located in eastern half of the borough are very well connected to public transport, i.e. rail and bus services. 4.1.57. It is expected that the transport hubs will see increased pressure on public transport services within the clusters due to the planned growth in these areas. The planned Crossrail 2 scheme as well as the West Anglia Mainline upgrades to provide at least 4 train per hour ahead of Crossrail 2,will relieve some of the added pressure in the eastern half of the borough with improved north-south connectivity. 4.1.58. Significant pressures are already experienced at Edmonton Green, Enfield Town and Southgate in the base year; therefore, it is expected there would be increased pressures and congestions with added developments in this area. The proposed developments around these growth areas will benefit from an increase bus frequency especially providing good east to west connectivity, particularly at Enfield Town, Edmonton Green, Angel Edmonton, Southbury and Meridian Water. 4.1.59. Table 4-8 outlines the key opportunities and constraints regarding the transport hubs.

Table 4-8 - Transport Hub Intensification Opportunities and Constraints

Opportunities Constraints

Good PTAL (western locations) Average PTAL (eastern locations) Good access to amenities Limited access to amenities Active modes interchange and ‘last mile’ travel

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5 MITIGATION MEASURES

5.1.1. A number of transport infrastructure improvements have been identified through previous studies and recent consultation with TfL. These interventions along with their status, delivery agent and timescale for delivery are presented in Table 5-1, Table 5-2 and Table 5-3 below. 5.1.2. The mitigation measures are also presented visually with annotations in Figure 5-1 and Figure 5-2 with reference to the baseline and medium growth options.

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Table 5-1 – Public Transport mitigation measures PROJECT Category DELIVERY COMMITTED / DELIVERY MITIGATION DEVELOPMENT AGENT PLANNED TIMESCALE AREA Crossrail 2 Rail CR2 Planned tbc To support additional economic regeneration, providing Lee Valley Growth infrastructure needed to support additional homes and Area/ Corridor jobs in the Upper Lea Valley. This is proposed to unlock up to 100,000 new homes and 45,000 new jobs.

West Anglia Main Rail NR, TfL Planned tbc To support additional economic regeneration, providing Lee Valley Growth Line 4- tracking infrastructure needed to support additional homes and Area/ Corridor jobs. This scheme is to be delivered as part of Crossrail 2 between Tottenham Hale to the south and Broxbourne to the north. This will provide a four train per hour service, thereby increasing frequency of services. • New platform capacity at Strafford • Higher frequency services: 8 trains per hour West Anglia Main Rail NR, Enfield Concept 2026-2031 Static loop at Ponders End to improve Meridian Water Meridian Water Line rail frequency

West Anglia Main Rail NR Concept 2031 dynamic loop, introduce an optimised ETCS 2-minute Lee Valley Growth Line headway and create a 4 tph service Area/ Corridor

New Meridian Water Rail NR Completed 2019 Proposed to support the Meridian Water masterplan Meridian Water station development. A fourth track from Tottenham Hale to Meridian Water station as part of the West Anglian Main Line

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Piccadilly line Rail TfL Planned 2023 Improve frequency of trains to relieve crowding in , frequency upgrades support of the proposed growth. This includes signal Southgate, Oakwood, replacement and increased frequencies and capacity Arnos Grove, Bounds with a new fleet of trains. These trains will replace the Green (outside Enfield) current fleet from 2023 by which time they will be 50 years old. Increased rail Rail CR2 Planned 2030s Crossrail 2 station would interchange with New New Southgate capacity at New Southgate station on Thameslink and Great Northern. Southgate station An upgrade will improve station capacity that will support the growth in homes and jobs nearby West Anglia Main Rail NR, TfL Planned 2026 As part of West Anglia Main line project, it is proposed Lee Valley Growth Line (and for to remove the local level crossings to improve safety Area Crossrail 2) Meridian Water: new Buses TfL Planned 2031 Proposed to support the Meridian Water masterplan Meridian Water bus interchange development. facilities, new bus routes Rapid Transit Buses TfL Concept tbc Lee Valley Growth potential corridor Rapid transit bus lanes in the Upper Lee Valley corridor Area/ Corridor and from Ponders End (via Enfield Town, Enfield Chase and Hub capacity growth Oakwood) to East Barnet and along the North Circular from Meridian Water to New Southgate East west orbital Buses TfL Concept tbc To relieve congestion and support development and Lee Valley Growth buses growth opportunities. Area and Hub capacity growth

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Table 5-2 – Highway network mitigation measures PROJECT DELIVERY COMMITTED / DELIVERY MITIGATION DEVELOPMENT AGENT PLANNED TIMESCALE AREA M25 Junction 25 HE Committed 2021 Whitewebbs improvements • Extra lanes on the roundabout, widening of the A10 southbound development approach and M25 approaches and allowing free-flow traffic to left turn and Lee Valley from M25 clockwise to A10 north. Growth Area • This scheme will improve journey times at the junction and allow more capacity on the exit slip roads, reducing the likelihood of traffic queuing back onto the M25, thus delivering major safety improvements.

It appears that Brimsdown traffic to and from M25 motorway currently uses “rat-runs” through the NEE area, causing traffic and pollution problems in vulnerable residential and mixed-use areas and compromising the character of the area, particularly through the neighbourhood centres along Hertford Road and A1055 Bullsmoor Lane/ Mollison Avenue.

M25 Junction 24 HE Concept tbc To relieve congestion and support development and growth improvements opportunities Meridian Water LBE Planned tbc As part of the Meridian water development, there will be: Meridian Water •East-west link road (including associated bridges and pedestrian/cycle routes) running across the entire site, forming the core spine around which the Meridian Water scheme will be structured and delivered. The link will also act as the truck route for servicing and subterranean infrastructure (e.g. gas, water and electricity).

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Table 5-3 - Active Travel mitigation measures PROJECT CATEGORY DELIVERY COMMITTED DELIVERY MITIGATION DEVELOPMENT AGENT / PLANNED TIMESCALE AREA Cycle Enfield Cycling TfL Committed/ 2025 The Cycle Enfield project is also known as the Lee Valley growth Projects Delivered Mini-Holland scheme. area The proposals include: - Making high streets / town centres more attractive and accessible by bike and on foot, including in Edmonton Green, Palmers Green, and Enfield Town. - Pedestrian and cycling crossing improvements along the A10 by Turkey street and Salmon's Brook - Removing car traffic altogether from Church Street in Enfield Town, leaving bike and bus lanes only - Introducing semi-segregated cycle lanes along the A105 (Green Lanes), A110 (Southbury Road) and A1010 (through Edmonton Green) - Creating ‘Quieter Neighbourhoods’ – residential areas where through traffic is slowed or filtered - Developing a network of Quietway and greenway routes across the whole borough - Developing cycle hubs at Enfield Town and Edmonton Green Train Stations - Providing support for residents who want to take up cycling, with free bike loans and residential cycle parking - Involving the local community in the design of all schemes, particularly those in residential streets. Cycle route to Cycling TfL Planned tbc Proposed as part of the Meridian water Meridian Water connect NCN Route development 1 to the London Cycle Network via Leeside Road

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A10 Lincoln road Walking/ TfL Concept tbc Scheme is part of Cycle Enfield Project: North East Lee Valley Great Cambridge Cycling Proposal is to upgrade the existing staggered growth area Road pedestrian crossing on the northern arm of the junction between Lincoln Road and the A10. The crossing would be made wider and would become a toucan crossing. The existing zebra crossing on the western arm of Lincoln Road would become a parallel cycle/zebra crossing.

Scheme is located in a predominately residential area with proposed housing growth of and is within the major centre of Enfield. Bowes low-traffic Walking/ DfT/TfL Planned tbc Proposal is for quieter neighbourhood area neighbourhood, Cycling around Bowes primary and secondary streets as phase 2 part of the active travel fund. Phase 1 and Phase 2 involves a number of street closures to traffic (except cyclist) and the introduction of 20mph speed limit.

Completion of Walking/ DfT/TfL Committed 2021 North East Lee Valley Cycleway 1, the Cycling As part of the Active Travel Fund, two further growth area section between walking and cycling routes are currently being Ponders End and the built. The first provides a link between the A1010 A1010 / Southbury cycle lanes and the North Hospital via Road junction and will eventually join up with the Tottenham to Old Street section of Cycleway The other, Angel Walk, runs between Edmonton Green and the new Meridian Water development. Progression of the Walking/ DfT/TfL Committed 2022 As part of the Active Travel Fund which involves Enfield Town Enfield Town to Cycling the construction of more cycle lanes along the Ponders End A1010 (Ponders End High Street) and work on a cycleway cycleway linking Enfield Town and Ponders End.

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5.1.3. Figure 5-1 overleaf shows the public transport and highway mitigation schemes highlighted above with the baseline and medium growth sites.

Figure 5-1 – Growth options with public transport and highway mitigation measures

FUTURE BASELINE REPORT PUBLIC | WSP Project No.: 70081462 June 2021 London Borough of Enfield Page 30 of 31 THIS DR AWING MAY BE USED ONLY FOR THE PUR POSE INTENDED AND ONLY WR ITTEN DIMENSIONS SHALL BE USED Proposed M25 J24 Proposed M25 J25 improvements improvements ± Legend M25 Enfie ld Boundary Bas e line Growth 24 Me dium Growth Crews Hill 25 Gre e nbe lt Proposed Crossrail 2 Me tropolitan Ope n Land and 4-tracking .R ailway Station ▬ London Unde rg round Station

Increase bus frequency Turkey Street along A1010 and reduce bus journey time delay Extend bus network to

Gordon Hill Improve interchange facilities at Enfield Lock and Brimsdown stations

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R e vis ion De tails By Date Suffix Che ck Piccadilly frequency upgrades Drawing Status at Arnos Grove, Southgate Winchmore Hill FINAL Edmonton Green bus-rail and Oakwood station Job Title Southgate A10 interchange: Increase bus London Boroug h

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5.1.4. Figure 5-2 overleaf shows the active travel mitigation measures with the baseline and medium growth sites.

Figure 5-2 - Growth options with Active Travel mitigation measures

FUTURE BASELINE REPORT PUBLIC | WSP Project No.: 70081462 June 2021 London Borough of Enfield Page 31 of 31 THIS DR AWING MAY BE USED ONLY FOR Requires upgrades to LTN 1/20 THE PUR POSE INTENDED AND ONLY design standards for cycling WR ITTEN DIMENSIONS SHALL BE USED and walking. Only suitable as a leisure route. ± Legend M25 Enfie ld Boundary Bas e line Growth 24 Me dium Growth 25 Gre e nbe lt Me tropolitan Ope n Land .R ailway Station ▬ London Unde rg round Station

Turkey Street Enfield Lock

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Oakwood Contains Ordnance Surve y data. Lice ns e No. xxxxxxxxxxx © Crown copyrig ht and databas e rig ht 2021 Grange Park Ponders End

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