planning granted - img1.wsimg.com

PLANNING GRANTED

Please reply to:

Ms Eloise Kiernan

Email: [email protected]

My ref: 20/00824/FULDate: 5 June 2020

Mr Steven Lyttle6th Floor2 Bristol AvenueColindaleLondonNW9 4EWUnited Kingdom

Dear Sir/Madam

In accordance with the provisions of the Town and Country Planning Act, 1990 and the Orders made thereunder, and with regard to your application at:

LOCATION: 85 Nursery Road London N14 5QG REFERENCE: 20/00824/FULPROPOSAL: Sub division of site and erection of a 2-storey, 3-bedroom single family dwelling

house with private amenity space, refuse and recycling storage, cycle store and provision of off street car parking.

ENFIELD COUNCIL, as the Local Planning Authority, give you notice that the application, as described above, is GRANTED, subject to the following conditions:-

1. The development to which this permission relates must be begun not later than the expiration of three years beginning with the date of the decision notice.

Reason: To comply with the provisions of S.51 of the Planning & Compulsory Purchase Act 2004.

2. The development hereby permitted shall be carried out in accordance with the approved plans, as set out in the attached schedule which forms part of this notice.

Site Location PlanRE/DA713/20/1 Rev C ProposedRE/DA713/20/4 Rev B ProposedRE/DA713/20/3 Rev A ExistingSwept Path Analysis Rev D

HP

Highlight

85b Nursery Road, London Transport Statement

1

85b Nursery Road, London

N14 5QG

Produced for: Mr Stephen Hall

Prepared by: JPDesign and Planning Solutions

T +44 (0)7736388448


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Document Control Sheet

Project Title: 85b Nursery Road, London, N14 5QG

Report Title: Transport Statement Revision 00

Status: Final for Issue

Control Date: 10th May 2020

Record of Issue

Issue: 00

Status: Final

Author: JPD

Date: 10/05/2020

Check: TJ

Date: 10/05/2020

Authorised: JPD

Record of Issue

Mr Stephen Hall: 1 Electronic Copy

London Borough of Enfield: 1 Electronic Copy

Steven Lyttle (Capita): 1 Electronic Copy

JPDesign and Planning Solutions: 1 Electronic Office Copy


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Executive Summary

This Transport Statement (TS) has been produced in order to support a planning application

to be made by Mr Stephen Hall for the redevelopment of 85b nursery Road, London (to be

referred to as the site for the remainder of the document). The site is currently a parcel of

land belonging to the owners property number 85, which will be redeveloped to provide a

new 3 bedroom dwelling and associated parking.

The Nursery Road site is located in Southgate, N14 in the Cockfosters Ward of the London

Borough of Enfield. This Transport Assessment supports the submission of a full planning

application for the proposed regeneration of the site.

The primary means of vehicle access into the site will remain via this existing access, with

emergency vehicles and refuge collection as they normally would directly from Nursery

Road.

The Site is in a sustainable location, with a Public Transport Accessibility Level (PTAL) rating

of 4. Some of Nursery Road falls within PTAL rating of 3, with 4 and 5 near to our site. A

short walk will to Southgate Tube Station as well as ample Bus Stops in close proximity. (This

will be shown later in the document)

The car parking provided on site is considered appropriate to a site with this PTAL level and

will satisfy the operational needs of the proposed dwelling. On site cycle parking is proposed

with a total of 2 secure and covered cycle parking spaces to be provided and 1 short stay

cycle parking facility; all of these will be provided before occupation.

The proposed development conforms to local, regional and national transport planning

policies. Overall, it is considered that the proposed development will have a negligible effect

on the local highway network. As such, there are no transport and accessibility reasons to

prevent granting of planning permission.


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Contents

Document Control Sheet..........................................................................................2

Executive Summary .................................................................................................3

Contents ..................................................................................................................4

1 Introduction ..........................................................................................................6

2 Planning Policy Context ........................................................................................7

3 Baseline Conditions..............................................................................................13

4 Proposed Development .......................................................................................20

5 Conclusions...........................................................................................................22

Appendices .............................................................................................................24


5

Tables

Table 3.1: Weekday Bus Services.....................................................................................4

Table 4.1: TfL Cycle parking standards.............................................................................4

Photos

Photo 3.1: Access from Nursery Road……………….………........................................................4


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1 Introduction

1.1 This Transport Statement (TS) has been prepared in support of a planning application to

be submitted by Mr Stephen Hall, for the piece of land belonging to the owners property

number 85 Nursery Road, which will be redeveloped to provide a new 3 bedroom dwelling

and associated parking. (Referred to as the site from now on).

1.2 The current site is not in use and looks an eyesore on the local street scene, a new

dwelling will tie in nicely with the rest of the road and make usable space as well as help to

reach the government new house building target.

1.3 JPDesign and Planning Solutions will discuss the scope of this TS with officers at the

London Borough of Enfield (LBE) and a Full Planning Application has been made by the

developer. A site visit is scheduled with LBE for the morning of 11th May 2020 at 10:30am.

1.4 Nursery Road is part of the Transport for London Road Network as well as the Borough

of Enfield and as such, TfL’s and Enfield Councils websites were used to ascertain the scope

of this TS.

1.5 Section 2 of this TS outlines national and local Government policies related to transport

matters relevant to the development proposals. Section 3 introduces the baseline

conditions and reviews the existing highway and public transport accessibility of the Site.

Section 4 outlines the proposed development and details the proposed development access,

servicing strategy, car parking arrangements and cycle parking provision for the site.

1.6 Section 5 provides the conclusions to the TS.

1.7 An Executive Summary precedes this report.


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2 Planning Policy Context

General Planning policy

2.1 There are a number of documents available that contain planning policies relevant to

transport matters. The following documentation is relevant to this development, Planning

Policy Guidance (PPG) notes and Planning Policy Statements (PPS) setting out Government

polices. There are also relevant Regional Planning Guidance notes, to the more detailed

Borough Council Local Plan and Unitary Development Plan, and the Highway Authority’s

Local Transport Plan to be read in conjunction with any other supplementary documents.

2.2 This Section briefly reviews the current policy documents relevant to the site on Nursery

Road, which is situated in the London Borough of Enfield.

Planning Policy Guidance, PPG13 (Transport)

2.3 PPG13 states that new developments should be linked with various sustainable modes

of travel, including public transport, cycling and walking. PPG13 (Transport) first published in

March 2001 and updated in January 2011, identifies the Central Government’s objectives to

integrate planning and transport at the national, strategic and local level in order to,

• Promote sustainable transport modes for both people and moving goods

• Promote accessibility to jobs, shopping, leisure facilities and public transport services as

well as walking and cycling

• Reduce the need to travel by car.

2.4 PPG13 identifies what needs to be implemented in order to encourage modal shift away

from the use of motorised vehicles, such as public transport, cycling and walking. This is in

order to reduce traffic flows and to control speeds in environmentally sensitive areas and to

influence the location of different types of development relative to transport provision.

Greater thought is given to the need for comprehensive Transport Statements for

developments, together with the need to implement maximum parking standards.

2.5 The proposed development is in accordance with PPG13. The Site has good public

transport services within the vicinity giving the site a PTAL of 3 with ratings of 4 and 5 in

close proximity. This rating is given to sites that demonstrate good accessibility. Vehicle and

cycle parking provided on Site is also in accordance with LBE and TfL standards as detailed in

Section 4 of this TS.


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The London Plan

2.6 The London Plan sets out strategic planning guidance for London Planning Authorities.

The Mayor of London is responsible for strategic planning and the production of a Spatial

Development Strategy called ‘The London Plan’. The London Plan replaces Regional Planning

Guidance 3 (RPG3) for London Planning Authorities, published in 1996. The Plan takes the

year 2025/26 as its formal end date and states the following strategic objectives for London:

• To provide a strategic plan setting out an integrated social, economic and environmental

framework for the future development of London, looking forward approximately 15-20

years from the date of publication

• To integrate physical and geographic dimensions of other strategies, which strongly link

improvements concerning infrastructure and especially transport

• To provide the context within which individual London boroughs must set their local

planning policies.

2.7 In relation to this study, it is relevant to note the following policies:

• Policy 3C.1 - Integrating transport and development: encourage patterns and forms of

development that reduces the need to travel, especially by car

• Policy 3C.23 - Connecting London - improving travel in London: The Mayor, in conjunction

with boroughs, will seek to ensure that on-site car parking at new developments is the

minimum necessary and that there is no over-provision that could undermine the use of

more sustainable non-car modes

• Annex 4, paragraph 4: Managing the level of on-site parking provision is seen as the key

reinforcing measure to promote alternative means of transport. It is also important that

Boroughs manage on-street and off-street parking as a whole and prepare a local integrated

parking strategy, which can form part of the Transport Local Implementation Plan.

2.8 The Site is located within approximately 150m of the nearest bus stop, and 965m to the

nearest railway station (Southgate Tube). The location of the Site enhances the relationship

between transport and spatial development and is located in close proximity to excellent

transport links.

2.9 The number of on-site parking spaces is consistent with the London Plan and underpins

the need to travel to the site by modes other than car. The standards defined within the

London Plan suggest a maximum provision of less than 1 per unit (not 1 space per unit) but

provide no details of what the reduction should be.

•The London Plan recognises the flexible approach to the National Planning Policy

Framework on parking standards, and the abolition of maximum parking standards in

national policy, stating in Paragraph 0.16H that:


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“The Mayor recognises the flexible approach in the National Planning Policy Framework on

parking standards and the abolition of maximum parking standards in national policy…

…whilst the Mayor considers that there are sound reasons for retaining residential parking

standards in core and inner London, he recognises the opportunity to adopt a more flexible

approach in parts of outer London, especially where public transport accessibility levels are

lower”.

•The London Plan does state that developments in good areas of public transport

accessibility should aim for ‘significantly’ less than 1 space per unit. Indeed, in areas of high

accessibility the focus in many areas is to aim for car-free development as a ‘significant’

decrease. However, the above statement also recognises the opportunity for a reduction in

parking provision for areas where access to public transport is less prevalent.

•The London Plan provides a benchmark for providing parking across London and is not

specific to concentrated areas where parking provision may be lower. The London Plan

states that the Mayor: “recognises that London is a diverse city that requires a flexible

approach to identifying appropriate levels of car parking provision across boundaries. This

means ensuring a level of accessibility by private car consistent with the overall balance of

the transport system at the local level”

•In April 2015, the Mayor of London realised the draft ‘Minor Alterations to the London Plan

Consultation Draft May 2015”. This document is in the consultation phase and is yet to be

published, however further consideration has been provided.

•Paragraph 6.42i of the document provide the following statement for consultation:

“In developing their residential parking standards in the context of London Plan policy, outer

London boroughs should take account of residents’ dependency on the car in areas with low

public transport accessibility (generally PTALs 0-1). Where appropriate in these locations

Boroughs should consider revised standards (which could include minimal) and permitting

higher levels of provision there than is indicated in Table 6.2, particularly to avoid generating

unacceptable pressure for on-street parking. This may be important in ‘suburban; areas and

for areas of family housing”.

The Mayor’s Transport Strategy

2.10 In addition to the London Plan, the Mayor has prepared a number of strategies that are

essentially an extension of the London Plan. For the purpose of the TS it is appropriate to

review the Mayor’s Transport Strategy. A new strategy was released in the spring 2018.

2.11 The Mayor’s Transport Strategy was published in March 2018. It sets out the policy

framework for transport in London. The Strategy’s objectives, policies and proposals were to


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be integrated with the Mayor’s emerging London Plan to ensure synergy between spatial

and transport planning.

2.12 The key transport system priorities are:

• Reducing traffic congestion

• Overcoming the backlog of investment on the underground;

• Improving bus services

• Integrating national rail

• Planning and providing new capacity

• Improving car journey time reliability

• Supporting local transport initiatives

• Making the distribution of goods and services more reliable

• Making the transport system more accessible

• Improving network integration.

2.13 The proposed development is in accordance with the Mayor’s Transport Strategy

because it is in an accessible location near to good public transport facilities.

London Borough of Enfield (LBE) Development Management Document

2.14 The Development Management Document (DMD), adopted by the London Borough of

Enfield in 2014 aims to provide standard based policies, expanding upon its Core Strategy.

Therefore, it is essential that this document is read in conjunction with the Core Strategy.

Chapter 9 “Transport and Parking” sets out the Borough’s key transport-related policies.

2.15 With respect to car parking, Policy DMD 45 (1.) states that:

“Car parking proposals will be considered against standards set out in the London Plan and:

a) The scale and nature of the development;

b) The public transport accessibility (PTAL) of the site;

c) Existing parking pressures in the locality; and

d) Accessibility to local amenities, and the needs of future occupants of the site”


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•Through the DMD parking provision for a

development site should be considered not only in the

context of its PTAL rating, but also its accessibility to

other local amenities and facilities, as well as the

existing availability of on-street parking. 2.5.4 Paragraph 9.1.1 states that “the policy seeks

to minimise car parking and to promote sustainable transport options. The Council

recognises that a flexible and balanced approach needs to be adopted to prevent excessive

car parking provision whilst at the same time recognising that low on-site provision

sometimes increases pressure on existing streets”.

•The proposals seek to provide an appropriate level of parking on-site in the context of the

criteria set out in Policy DMD 45 and to adhere to the Council’s approach to discouraging car

parking and promoting alternative modes of travel. With respect to access, new road and

servicing, Policy DMD 47 sets out key criteria as follows:

(i) All developments should make provision for attractive, safe and clearly defined routes

and accesses for pedestrians, including those with disabilities;

(ii) (ii) New developments should be designed to ensure that cycling is an attractive and

realistic travel choice to the private car;

(iii) (iii) Consideration should be given to the impact of development on public transport

services.

(iv) (iv) New developments will only be permitted if access and road junctions are

appropriately sited and generate no adverse impact on highway safety.

New access routes on roads of a speed limit below 40mph should be designed with consideration of

Manual for Streets guidance. It is recognised that all major development proposals should be

provided with a TA while a Travel Plan is required where the TA identified the need to improve

pedestrian accessibility, minimise congestion or reduce pollution.

2.16 The 2018 Walking Action Plan for London has been developed to assist all organisations

to achieve a walking vision for London. The key objectives relate to promoting walking,

improving street conditions and improving safety and security.

2.17 The six key objectives of the walking action plan can be seen below:

• Objective 1: Improving co-ordination and inclusiveness in the walking plan development.

• Objective 2: Promoting walking

• Objective 3: Improving street conditions

• Objective 4: Improving developments and interchanges

• Objective 5: Improving safety and security

• Objective 6: Plan delivery and monitoring


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Summary

2.18 The outcome of this TS demonstrates that the

proposed development satisfies the key principles,

strategies and objectives set by current national,

regional and local government policies and guidance.

3 Baseline Conditions


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Background

3.1 The site is located towards the western boundary of

the London Borough of Enfield on a parcel of land

owned by the developer Stephen Hall.

The Site

3.2 The existing Site is occupied by one dwelling seen on the right hand side of the telegraph

pole, to the right ample space to incorporate a new dwelling, with its frontage along Nursery

Road. Thevehicular access to the Site is also located on Nursery Road, as shown in Photo

3.1.

Photo 3.1: Frontage 85 Nursery Road

3.4 There is room for a vehicle to park at the front of the site, accessed from Nursery Road.

Overall car parking provision is therefore one spaces but these are deemed to be able to

reverse in and exit in forward gear.

Strategic and Local Highway Network

3.5 In terms of the wider strategic highway network, the site is located centrally between the M25

to the north, the A1/M1 to the west, A406 (North Circular) to the south and the A10 to the east.

These routes can be best reached via A111 (Chase Side) which is c.500m to the west of the site and

provides north-south connectivity, whilst c.800m to the north of the site the A110 (Bramley Road)

provides east-west links.


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Public Transport Bus Network

3.9 The site is located within close proximity of a bus stop on

Avenue Road, which serves as a ‘Hail & Ride’ facility

providing a sporadic service. As a result there are no bus

stop facilities along the length of Avenue Road however bus service 299 operates along this route

and can be ‘Hailed’ from any location along Avenue Road, rather than at a specific point, benefitting

all residents.

3.10 In addition the site is within 500m of further bus stops on Chase Side (west) and Chase Road

(east) from which services to a variety of destinations can be boarded. These stops include a bus

shelter and timetable information.

Further to this there are also bus stops located to the south-west of the site on the A111 (Chase

Side), south of the signalised junction which provide similar frequencies and services to those noted

above.

The above results indicate that the local infrastructure provides regular bus services between the

site and local centres, specifically Southgate, with four separate bus services passing in close

proximity to the site in a 15 minute period. The bus journey time between Avenue Road and

Southgate is approximately 4 minutes. These services would provide convenient access to Southgate

local centre and Southgate Tube Station, potentially as a linked trip with tube travel.

3.11 Table 3.5 below presents a summary of the existing services and frequencies which operate

from both Chase Road and Avenue Road. A map illustrating the available bus routes is shown in

Table 3.1


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Service Route Typical Frequency Hours of

Operation

121 Enfield Island Village–

Southgate– Wood Green

Mon-Fri: Every 8-10 mins Sat: Every 8-12 mins Sun:

Every 15 mins Mon-Sun:

06:00-00:58

125

Winchmore Hill – Southgate – Osidge – North Finchley –

Finchley Central

Mon-Fri: Every 9-13 mins Sat: Every 10-14 mins

Sun: Every 15 mins Mon-Sun:

05:59-00:49

299 Muswell Hill – Southgate -

Cockfosters

Mon-Fri: Every 13-14 mins Sat: Every 15 mins

Sun: Every 30 mins

Mon-Sat 06:17-00:17 Sun: 06:57-

00:27

382 Southgate – Friern Barnet –

Mill Hill East Mon-Fri: Every 15 mins

Sun: Every 30 mins Mon-Sun:

06:12-00:12

N91

Cockfosters – Wood Green – Crouch End – Holloway – Euston – Trafalgar Square

Mon-Fri: Every 30 mins Sat-Sun: Every 15 mins

Mon-Fri: 00:09-04:49

Sat-Sun: 23:19-04:49

Table 3.1 Weekday Bus Service


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Rail Network

3.12 The main site is located approximately 1 kilometre (from Avenue Road access) and 980 metres

(Cowper Gardens access) from Oakwood Underground station, located to the north of the site along

the B110 Bramley Road. This is equivalent to a 10 minute walk. The site is also located approximately

1.0 kilometre (12 minute walk) from Southgate Underground, which is south of the site.

3.13 Both these stations are part of the Piccadilly line into London with Oakwood located within

Zone 5 and Southgate located with Zone 4 of the underground network.

3.14 These stations are located towards the eastern end of the Piccadilly Line which runs through

Central London via King’s Cross St Pancras and Leicester Square, before splitting between the final

destinations of Heathrow Aiport and Uxbridge. This service therefore links well with the wider

underground network and also national rail services within a short journey time.


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Public Transport Accessibility Level

3.15 The site has a PTAL (Public Transport Accessibility Level) of 3 close to 4 and 5, which would

constitute a ‘good’ level of accessibility. This would suggest that the prospective residents are at a

disadvantage in terms of access to public transport provision. However, the site is within 1km (12

minute walk) of a PTAL 5: Excellent location, to the south-east of the site.

3.16 Whilst PTAL is a simple calculation that offers an obvious indication of the density of public

transport provision in an area, it suffers a number of key problems:

(i) It does not take into account where services actually go to – for example, a bus that runs every

ten minutes to the bottom of the road is considered better than a bus that runs every twelve

minutes to the city centre;

(ii) The use of arbitrary cut-offs to exclude more distant service access points underestimates the

ability to access locations just outside those cut-off distances. For example, a point 960m from King's

Cross station could have a PTAL of 6, whilst a point 961m from the same station could have a PTAL of

1 or 2.

3.17 For example, the site is located within a 12 minute walk of both Oakwood and Southgate

Underground Stations (just over 1,000 metres from the site) which would make them an attractive

public transport node for prospective residents despite it lying just outside of the 960 metre

catchment defined within the PTAL methodology. It is unlikely, given the highquality of transport

node, that prospective residents would not walk the additional distance to these services.

3.18 The level of published information on walking distances is limited since the withdrawal of

Planning Policy Guidance 13 in 2012. This document, which advised that “walking is the most

important mode of travel at the local level and offers the greatest potential to replace short car

trips, particularly those under 2 kilometres”, defined a 2 kilometre walk distance as a suitable

distance for facilities to be accessed on foot.

3.19 In 2012, PPG13 was withdrawn and replaced with the National Planning Policy Framework

(NPPF), which doesn’t provide any specific guidance on appropriate walking distances.

3.20 The Chartered Institute of Highways and Transportation’s (CIHT) “Providing for Journeys on

Foot” (2000) provides further evidence on walking distances, indicating that “the average length of a

walk journey is one kilometre (0.6 miles) This differs little by age or sex and has remained consistent

since 1975/76”. Table 3.2 of this document also indicates the likely walking distances to various

locations. This has been replicated in the table below:

Town Centres (m) Commuting/School (m) Elsewhere (m)

Desirable 200 500 400

Acceptable 400 1000 800

Preferred Maximum 800 2000 1200

Extract from IHT “Providing for Journeys on Foot” (2000) - Walking distances


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3.21Based on the above table, the distance to public transport facilities would fall within an

‘acceptable’ walking distance. Further CIHT guidance entitled Planning for Walking, published in

2015, is an update to the 2000 guidance and suggests that “most people will only walk if their

destination is less than a mile away”.

3.22 Manual for Streets (2007) further promotes walking and characterises ‘walking

neighbourhoods’ as having a range of facilities within a 10 minute walk of the site (approximately

800m). The Manual for Streets confirms however that this is not an upper limit and refers back to

the 2 kilometre distances defined in PPG13.

3.23 It is widely recognised that these guidance notes generally lack supporting evidence/research. A

further study entitled “How Far Do People Walk”, undertaken in 2015 by White Young Green (WYG)

summarises the above documents and provides up to date research with respect to walking

distances, in a comprehensive study based on statistical analysis.

Summary

3.24 The site is considered to have good access to walking, cycling and public transport

infrastructure. This enables over 53% of existing local residents to travel by non-car modes to reach

employment; therefore, it is considered that prospective residents would have the same, if not

better opportunities available for them to make similar choices.

3.25 The site is centrally located to a number of local facilities, particularly with regard to education,

and is within walking distance of Southgate, which provides a key local commercial centre for

residents.

3.26 Accordingly, whilst the site is noted to have a PTAL of 3: Good, the attractiveness of a number

of these facilities would result in sustainable travel options remaining viable alternatives to the

private car, even though the distance travelled would fall outside of the thresholds set by the PTAL

system.


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4 Proposed Development

Introduction

4.1 The primary means of vehicle access to the site is proposed to be to the frontage of the

development via Nursery Road.

4.2 The dropped kerb of access is of adequate width to accommodate the vehicles that will

need to use the access day to day.

Parking Provision Car Parking

4.3 The proposals will provide 1 parking space that will allow for exit of the site in forward

gear and encourage different modes of transport for the overall site.

• The spaces will be able to provide use at the front of the site for disabled parking.

• The said spaces are well within the maximum parking provision that would be permitted in

accordance with LBE vehicle parking standards and Annex 4 of The London Plan’s parking

standards. Parking must have regard to:

• Adopt the maximum parking standards set out in the annex on parking standards (Annex

4) where appropriate, taking account of local circumstances and allowing for reduced car

parking provision in areas of good transport accessibility; which our site achieves.

• Recognise the needs of disabled people and provide adequate parking for them; and

• Take account of the needs of business for delivery and service movements.

4.6 The Site is in such a sustainable location (PTAL rating of 3/4) as demonstrated in Section

3 of this TA, that the number of parking spaces provided for the proposed development has

been kept to a minimum. The proposed level of parking will still provide adequate provision

to cater for disabled people.

Cycle Parking

4.10 A summary of LBEs cycle parking standards relevant to the proposed school use are

provided at Table 4.1.

Land Use Category Land Use Cycle Parking Standards

Proposed Cycle parking Provision

C3 Dwellings (all) 1 space per 1 & 2 bed units, 2 spaces per all

other dwellings

48 Cycle Spaces (479 pupils and staff)

Table 4.1 TfL cycle Parking Standards


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4.11 The spaces detailed in Table 4.1 will be secure and covered and it is proposed that they be

provided within site. This means that 2 spaces will need to be provided upon completion,

there will be a short stay cycle stand on the side of the secure bike shed for anyone who

visits on a bicycle. Details will be given in the detailed design phase, but will most likely be a

secure bike shed which will be locked overnight.

4.12 Vehicles requiring access to the site will reverse into the access before exiting the site

in forward gear.

4.14 A fire tender will serve the site from Nursery Road as it will with existing arrangements.

4.15 The bins are collected from the front of the site directly from Nursery Road. The

location complies with refuge haulage distances.

Construction Traffic Management

4.16 The Construction Strategy will be provided by the appointed contractor at a later date,

but will likely include the following.

A Construction Logistics Plan (CLP) would be prepared for the site prior to occupation,

secured by LBE through an appropriate planning condition. The Construction Logistics Plan

would principally include the following:

Condition survey of carriageways/footways in the vicinity of the site;

Routing of demolition/construction vehicles;

Access arrangements;

Wheel washing facilities;

The estimated number and type of vehicles per day/week;

Details of vehicle holding area;

Details of vehicle call up procedure;

Changes to on-street waiting and loading restrictions;

Protection for pedestrians on the highway;

Co-ordination with other development projects;

Details of measures and training to reduce the danger posed to cyclists by HGVs, including

membership of the Freight Operations Recognition Scheme;

Work programme and/or timescales for each phase of demolition, excavation and

construction works.


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4.17 It is considered that the on-site work would be accommodated wholly within the site,

with construction of the development spilt into two phases (eastern and western portions)

to also ensure minimum disruption to existing residents.


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5 Conclusions

5.1 This Transport Statement (TS) has been produced in order to support a planning

application to be made by Mr Stephen Hall for the redevelopment of 85b nursery Road,

London (to be referred to as the site for the remainder of the document). The site is

currently a parcel of land belonging to the owners property number 85, which will be

redeveloped to provide a new 3 bedroom dwelling and associated parking.

5.2 The technical and policy approach and assumptions that underpin the statement

presented have been scoped and agreed with the relevant highways officers at London

Borough of Enfield (LBE) and discussed with Transport for London (TfL), acting on behalf of

the Greater London Authority (GLA)

5.3 The principal conclusions of this TS are as follows:

(i) The site has a PTAL (Public Transport Accessibility Level) of between 3, which would

constitute a ‘good’ level of accessibility. This would suggest that the prospective residents

are at an advantage in terms of access to public transport provision. However, it is evident

from local information that the existing public transport infrastructure is well-utilised by

existing residents in the locality;

(ii) The site is considered to be well located relative to facilities and amenities that are

widely utilised by existing residents and are considered to be attractive to prospective

residents of the proposed development.

(iii) The development of the site, will slot nicely into the existing streetscape and help

achieve new house building targets set by central government.

(vi) The impact on the local highway network will be minimal, and is not considered to be a

reason for objection to the development.

(vii) The proposals include the provision of 1 car parking space on site. This has been

considered in the context of the sustainability of the site and the current parking

ratios/ownership within the Borough. The proposed parking ratio is found to be consistent

with current demand and has been found to be acceptable by the Greater London

Authority, who supports the Developers approach in providing a constrained level of parking

to discourage high-reliance on the use of a private car;

In light of the findings of this TS London Borough of Enfield, as a highway authority, is

respectfully urged to approve the proposed development on highway grounds.


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Appendices


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Appendix A:

Local Bus Stop Map

Copyright Google Maps (2020)


25

Appendix B:

LBH PTAL Map

LBH PTLA map (2020)


26

Appendix C:

Local Road Network

Local Pedestrian Network Copyright Google Maps (2020)

Approved Revision DateRevision Amendment

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Scales Project No. Sheet. No.

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Approved Approved DateDesigned

85 / 85bNursery RoadN14 5QG

Planning Application Swept Path Analysis Reverse Gear into Drive

JPD002 - SP 1 of 1 D

JPD JPD 12.05.20

JPD 1:250

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AutoCAD SHX Text

93

AutoCAD SHX Text

73

AutoCAD SHX Text

85

AutoCAD SHX Text

78

AutoCAD SHX Text

NURSERY ROAD

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