Environmental Statement - IEMA Hale... · Ashley Road is located to the east, Hale Road to the...

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Environmental StatementNon-Technical StatementTottenham Hale Centre

TH DM Limited

July 2018

Contacts

Quod Ingeni Building 17 Broadwick Street London W1F 0AX T: +44 (0) 20 3597 1000 W: www.quodplanning.com

QuodIngeni Building 17 Broadwick Street London W1F 0DE

T: +44 (0) 203 597 1000 E: [email protected] W: www.quod.com

ENVIRONMENTAL STATEMENT NON-TECHNICAL SUMMARY

TOTTENHAM HALE CENTRE

JULY 2018 Quod

Ingeni Building | 17 Broadwick Street, London, W1F 0DE

Quod | Tottenham Hale Centre | Non-Technical Summary | July 2018

Contents

1 Introduction _______________________________________________________________________ 1

2 Site and Setting ____________________________________________________________________ 3

3 EIA Methodology ___________________________________________________________________ 6

4 Alternatives _______________________________________________________________________ 8

5 Description of Development __________________________________________________________ 9

6 Demolition and Construction_________________________________________________________ 12

7 Socio-Economics ___________________________________________________________________ 13

8 Transport and Access _______________________________________________________________ 15

9 Air Quality _______________________________________________________________________ 17

10 Noise and Vibration ________________________________________________________________ 19

11 Ground Conditions and Contamination ________________________________________________ 21

12 Daylight, Sunlight and Overshadowing _________________________________________________ 23

13 Wind ____________________________________________________________________________ 26

14 Townscape and Visual Impacts _______________________________________________________ 27

15 Effect Interactions _________________________________________________________________ 31

16 Mitigation, Monitoring and Residual Effects ____________________________________________ 32

References ___________________________________________________________________________ 33


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1 Introduction 1.1 This Non-Technical Summary (‘NTS’) presents a summary of the findings of an Environmental Impact

Assessment (EIA) process that has been undertaken on behalf of TH DM Ltd (the ‘Applicant’) in relation to

a detailed planning application for the proposed redevelopment of five plots of land (known as Welbourne;

North Island, Ferry Island, Ashley Road East and Ashley Road West) in Tottenham Hale, totalling

approximately 2.25 hectares (‘ha’) (the ‘Site’). The Site is situated within north east London within the

administrative boundary of the London Borough of Haringey ('LBH') and falls within a regeneration area

defined by the Tottenham Area Action Plan1. Figure 1.1 shows the location of the Site, as well as the five

plots of land that form the Site.

Figure 1.1: Site Location

1.2 The proposed redevelopment includes the demolition of existing buildings and construction of up to

104,053 square metres (‘m2’) Gross Internal Area (‘GIA’) of residential floor space (up to 1,036 residential


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units), together with retail, business, leisure and health centre uses. Public realm works and landscaping,

decentralised energy network works, pedestrian routes, vehicular access and the realignment of Station

Road and parking also being provided. The proposals are subsequently referred to as the ‘Development’.

1.3 The full EIA report, known as an ‘Environmental Statement’ (‘ES’), describes the proposals which have been

considered and identifies the environmental effects of the Development which are likely to be significant.

The ES has been prepared in line with the UK legal requirements2 and good practice. The purpose of the ES

is to inform decision making by identifying the likely significant effects that the Development may have on

the environment and setting out how they can be avoided or reduced. The ES comprises:

• Volume I: Main document – provides the full text of the ES along with figures.

• Volume II: Townscape and Visual Impact Assessment – this assessment includes accurate computer-

generated views of the Development.

• Volume III: Appendices – contains technical surveys, reports and supporting documents to Volume I.

1.4 The ES and the planning application can be viewed at the offices of LBH. Electronic copies of the planning

application and ES are available view on the Council’s website at http://www.haringey.gov.uk/planning-

and-building-control/planning. Copies of the ES can also be purchased from Quod. Please email

[email protected] quoting Reference No. Q080177 for further details or contact 020 3597 1000.

http://www.haringey.gov.uk/planning-and-building-control/planning

http://www.haringey.gov.uk/planning-and-building-control/planning

mailto:[email protected]


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2 Site and Setting 2.1 The Site is located within a mixed used urban area, with interspersed retail and commercial uses to the

north and south (including a retail park), and residential properties primarily located to the west and east

of the Site as shown in Figure 2.1.

Figure 2.1: Surrounding Land Use

Source: AHMM Architects

2.2 Welbourne (ID No.1 Figure 1.1) is the westernmost of the five plots and is bounded by Monument Way

(A503) to the south, Fairbanks Road to the west, Chesnut Road to the north and Park View Road to the East.

Welbourne is currently vacant with no buildings or structures located on it. Hoarding encloses the perimeter

of the plot.

2.3 Ashley Road West (ID No.2 Figure 1.1) is currently occupied by a petrol filling station, car wash and

associated convenience store. The plot is bound by hardstanding associated with a light industrial yard to

the north. Ashley Road is located to the east, Hale Road to the south and residential terraced properties

are located to the west which front onto Hale Road.

2.4 Ashley Road East (ID No.3 Figure 1.1) is currently occupied by a three-storey private college building

associated with Stratford College London, retail (street food and bar) and commercial/light industrial uses.


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Ashley Road East is bound by a light industrial estate to the north. Watermead Way (A1055) is located to

the south and east, and Ashley Road to the west, beyond which lies Ashley Road West.

2.5 Ferry Island (ID No.4 Figure 1.1) is currently occupied by Ferry Island Retail Park, which comprises two fast-

food restaurants, an electronics retail store and associated car parking. The retail units are between 1- and

2-storeys in height. This is the southernmost plot and is bound by Ferry Lane/The Hale to the south, Station

Road to the north and west and Tottenham Hale Bus Station to the east.

2.6 North Island (ID No.5 Figure 1.1) is currently occupied by a vacant three-storey public house building, with

11 residential units above, and car wash yard. The plot also incorporates a section of Station Road and

associated public highway in the south. The plot is located to the north west of the Ferry Island. North Island

is bound by two retail units to the north, a Premier Inn to the east, Station Road to the south and The Hale

to the west.

2.7 The Site is well served by public transport. The Tottenham Hale Bus Station is adjacent to the east of Ferry

Island and eight local bus routes operate from this station. The Site is also located within walking distance

of Tottenham Hale Rail Station – which provides links to train services between London Liverpool Street

and regional towns such as Cambridge, Hertford and Bishops Stortford – and Tottenham Hale London

Underground Line (‘LUL’) station.

2.8 Collectively, the bus, rail and LUL station comprise the ‘Tottenham Hale Transport Interchange’. It is

predicted that the accessibility of this Site will improve further with the construction of the Crossrail 2 route

which is currently being promoted by Transport for London and the Greater London Authority for

Tottenham Hale. Overall, these good public transport links contribute to the Site having a good public

transport accessibility level rating of 6a, where 1 is least accessible and 6b is most accessible.

2.9 A number of cycle routes exist in the vicinity of the Site which include traffic free routes along Ferry Lane,

Broad Lane, Station Road, Watermead Way, Hale Road and Monument Way. Furthermore, Cycle

Superhighway 1 runs from White Hart Lane in Tottenham to Liverpool Street Station approximately 1km

south west of the Site.

2.10 The Site is located within an area identified as being suitable for tall buildings within the Tottenham Area

Action Plan.

2.11 The Site is not located within or adjacent to any Conservation Areas and does not contain any statutory

listed or non-statutory locally listed buildings.

2.12 With respect to potential archaeological resources, Welbourne, Ashley Road West and Ashley Road East

are not located within any Archaeological Priority Area as defined by LBH. The western end of Ferry Island

and the western edge of North Island lie within an Archaeological Priority Area.

2.13 The majority of the Site is located in Flood Zone 2, where the probability of flooding is medium. Welbourne

is located within Flood Zone 1, where the probability of flooding is low.

2.14 There are no statutory or non-statutory ecological designations on the Site. The Site is in proximity to

statutory designated ecological sites, including the Lee Valley Ramsar and Special Protected Area and

Walthamstow Reservoirs Site of Special Scientific Interest situated to the east and south east, respectively,

which range in distance from approximately 540m to 800m from the Site. The nearest non-statutory

ecologically designated site is Down Lane Park which is a site of local importance located adjacent to

Welbourne.


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2.15 The Site is not subject to any Tree Preservation Orders and does not support ancient woodland or Veteran

Trees.


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3 EIA Methodology 3.1 The purpose of the EIA process is to identify how people and the environment could be affected by the

Development and to provide measures (referred to as ‘mitigation measures’) that would avoid, minimise

or offset negative effects.

3.2 An EIA scoping study was undertaken to establish the ‘scope’ or focus of the EIA and identify the issues

which required detailed consideration in the ES. An EIA Scoping Report (Appendix 3.2A of the ES) which set

out the proposed scope and content of the ES, was provided to LBH in January 2018 together with a request

for a ‘Scoping Opinion’ to agree the issues to be considered further in the EIA process. A Scoping Opinion

(Appendix 3.2B of the ES) was received from LBH in March 2018 which provided LBH’s comments on the

proposed approach.

3.3 The scoping study concluded that the Development was not likely to give rise to significant effects in respect

of Human Health, Archaeology and Built Heritage, Ecology and Biodiversity, Water Resources, Flood Risk

and Drainage, Light Pollution, Waste, Solar Glare, Telecommunications, Electromagnetic Fields, Climate

Change, Carbon Emissions, Energy and Sustainability, and Vulnerability to Major Accidents or Disasters. LBH

agreed with the proposed approach that these issues did not need to be considered further and are not

included in the ES.

3.4 In addition, the scoping study concluded that the Development was not likely to give rise to significant

demolition and construction effects in respect to Transport and Access, Vibration, Daylight, Sunlight and

Overshadowing and Wind Microclimate. As such, the demolition and construction assessment for these

topics were not considered further and are not included in the ES. LBH agreed that the EIA Scoping Report

covered the main issues that it would expect to be addressed.

3.5 The ES considers the likely effect of the Development on its neighbours, local environment, local and

regional economy, as well as the wider area. The environmental effects of the Development are predicted

in relation to sensitive receptors, including human beings, built resources and natural resources. The

sensitive receptors considered in the ES include local residents and businesses, heritage assets and

designations, road users, water resources, construction workers and future occupiers of the Site.

3.6 Effects are identified and assessed using a variety of methods, including modelling and calculations. Each

assessment attaches a level of ‘significance’ to the effects which have been identified, i.e. either major,

moderate, minor or negligible. Short and long-term (temporary and permanent), direct and indirect effects

have been assessed. The nature of the effects are expressed as being either adverse (negative), negligible

or beneficial (positive). The significance of effects has been determined using best practice and published

standards. Professional judgment has also been applied by the technical specialists in

situations/circumstances where no legislation, definitive standards or/and industry guidance is available.

Where adverse effects are identified, mitigation measures are recommended to reduce the significance of

the effect. ‘Residual effects’ are the effects that remain after mitigation measures have been implemented.

3.7 The EIA Regulations require that ‘cumulative’ effects are considered in the ES. Cumulative effects can arise

from individual effects of the Development interacting (e.g. traffic, noise and air quality). These interactions

are considered in Section 14 of this NTS. Cumulative effects which may result from the Development in

combination with other development schemes in the vicinity of the Site are considered in each technical

section of the NTS (sections 6-13). The development schemes considered in the cumulative assessment are

shown in Figure 3.1.


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Figure 3.1: Cumulative Schemes


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4 Alternatives 4.1 The ES is required to present a description of the main alternatives considered by the Applicants and an

indication of the main reasons for selecting the chosen option, including a comparison of the environmental

effects. It can be expected that the Site would be re-developed, even in the absence of the current

Development proposals, given that the Site is allocated for redevelopment in the LBH Local Plan.

4.2 No alternative sites were considered by the Applicant for the proposed Development.

4.3 If the Site was not developed, the Site would remain with existing businesses likely to continue to trade in

the short term, and localised disruption from construction would not arise. Adverse effects associated with

the completed Development would not arise (e.g. Daylight, Sunlight and Overshadowing to neighbouring

properties). However, the beneficial effects associated with the opportunity to deliver new homes of

architectural quality (including affordable housing), new and improved public realm, new flexible

commercial/office/retail space that provides new job opportunities, and a health centre would not be

realised.

4.4 Initial baseline data indicated that the Site was subject to levels of noise and air quality pollution above

regulation standards. The Development has been designed with non-residential uses located on the ground

floor on roads that experience high volumes of the traffic with residential accommodation sitting above

either a single or double height ground-floor level. This enables an active frontage as well as raising the

residential uses above the street level, thereby mitigating some of the noise and air quality effects from the

surrounding road network.

4.5 Due to the Sites’ favourable PTAL rating and availability of public transport in the surrounding area, the

Development has been designed to be car free with only 31 accessible parking spaces being provided for

future residents. This will result in a net reduction in the number of vehicle movements to/from the Site

over the existing baseline, thereby helping to reduce the levels of noise and air quality pollution in the Site’s

locality.

4.6 The LBH are developing a decentralised energy network (‘DEN’) to serve the Tottenham Area Action Plan.

The long-term energy strategy is to connect to the DEN. Boilers to be installed in each plot are to be

‘connection ready’ to the proposed DEN. When the DEN is installed, boilers would be decommissioned (or

utilised by DEN). This could potentially have beneficial impacts on air quality within the immediate vicinity

of the proposed boilers, but this will need to be considered in the context of additional emissions in the

wider area as a result of the DEN.

4.7 The scale, location and orientation of tall buildings within the Development has been developed in response

to iterative wind and daylight, sunlight and overshadowing modelling. This has helped improve daylight and

sunlight and pedestrian wind comfort levels in proposed amenity areas within the Site and reduced

potentially adverse overshadowing effects on surrounding residential properties.


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5 Description of Development 5.1 The use and amount of built development proposed by the detailed planning application is set out in

Table 5.1.

Table 5.1: Key Components of Development

Type Proposed Area/Unit

Residential (Use Class C3)

Total Units Up to 1,036

Units Mix

76 (Studio);

432 (1 bedroom apartments);

453 (2 bedroom apartments); and,

75 (3 bedroom apartments)

Total Floorspace (Gross Internal Area (GIA)) 97,370m2

Non-Residential Use – Option A (GIA)

Retail (Use Class A1 – A4) Up to 3,785m2

Leisure (Use Class D2) Up to 1,299m2

Office (Use Class B1(a)) 831m2 to 3,317m2

Health Centre (Use Class D1) 1,643m2

Non-Residential Use – Option B (GIA)

Flexible Retail/Office (Use Class A1 – A4) Up to 4,571m2

Flexible Retail/Leisure (Use Class D2) 2,342m2

Office (Use Class B1(a)) 831 to 5,402m2

Health Centre (Use Class D1) 1,643m2

Amenity Space

Private Amenity Space (Terraces and Balconies)

(GIA) 5,616m2

Communal Residential Amenity Space (Terraces and

Gardens) (Gross External Area (‘GEA’)) 3,001m2

Parking

Residential Accessible Car Parking 31

Cycle Parking (Short & Long Stay) 1,999

On Street Car Parking 11

Description of Development – By Plot

5.2 Welbourne comprises a mansion block with three residential blocks situated above the ground floor

arranged around a central podium courtyard at the first-floor level. The Health Centre will be located within

this plot, along with a retail/business unit located on the ground floor. On-street parking and emergency

access has been provided along Chesnut Road and Fairbanks Road in order to service the Health Centre.

The buildings step down in height from 16 to seven storeys.


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5.3 Ashley Road West is an L-shaped building that fronts onto Ashley Road and Hale Road and encloses a central

courtyard which contains accessible residential car parking spaces. The building is 15 storeys in height

stepping down to five storeys.

5.4 The Ashley Road East building fronts onto Ashley Road and Watermead Way. The ground floor and

mezzanine level includes provision for non-residential floorspace allocated for retail, business, office and

community/leisure uses. The building is 19 storeys in height stepping down to five storeys.

5.5 The North Island building fronts onto the Hale Road and back onto the Tottenham Hale Premier Inn. The

ground floor level includes two retail and community/leisure use units. The building is 19 storeys in height.

5.6 Ferry Island comprises three buildings (Building 1 and 2 as well as the Pavilion) that enclose a new public

square (‘Ferry Square’). Building 1 fronts onto the Tottenham Hale Bus Station to the east and Ferry Lane

to the South. The Pavilion fronts onto Ferry Lane and is situated between Building 1 and 2, while Building 2

fronts onto Station Road to the west and Ferry Lane to the south. Building 1 is 38 storeys in height stepping

down to 20 storeys in the south and Building 2 is 14 storeys in height stepping down to seven storeys where

it fronts onto Ferry Lane. The Pavilion building is two storeys in height and contains flexible retail/office

floorspace.

5.7 Situated beneath Buildings 1 to 2 is a single storey basement which serves these buildings. Two design

options for the basement, ground and mezzanine levels are being submitted for the Ferry Island plot. Both

design options locate the basement below Buildings 1 and 2 and provides cycle spaces, an energy centre,

plant storage areas and auxiliary rooms. However, the second design option incorporates a cinema and

additional shared amenity for building users spread across the basement, ground-floor and mezzanine

levels, increasing the non-residential floor area by approximately 795m2 GIA.

5.8 Table 5.2 defines how the total quantum of Development is split across the five plots.

Table 5.2: Building Summary

Plot Use Building Height

Welbourne

137 residential units comprising 48 1-bedroom

apartments; 73 2-bedroom apartments; and 16 3-

bedroom apartments. 1,643m2 Health Centre (D1 Class

use) and 267 m2 flexible Non-Residential use space (A1-

A4, B1(a) Class uses).

7 to 16 Storeys

Ashley Road West

98 residential units comprising 26 1-bedroom apartments;

62 2-bedroom apartments; and 10 3-bedroom

apartments. 522 m2 of Non-Residential use space (A1-A4,

B1(a) Class uses).

5 to 15 Storeys

Ashley Road East

183 residential units comprising 11 Studio apartments; 97

1-bedroom apartments; 64 2-bedroom apartments; and

11 3-bedroom apartments. 551m2 (A1-A4, B1(a) Class

uses), 519m2 (A1-A4, D2 Class uses) and 831 of Office (B1

Class use).

5 to 19 Storeys

North Island

136 residential units comprising 16 Studio apartments; 43

1-bedroom apartments; and, 77 2-bedroom apartments.

448m2 Non-Residential use space (A1-A4, D2 Class uses).

19 Storeys


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Plot Use Building Height

Ferry Island

482 residential units comprising 59 Studio apartments;

218 1-bedroom apartments; 177 2-bedroom apartments;

and 38 3-bedroom apartments. Option A – 1,146m2 (A1-

A4, B1(a) Class uses) and 332m2 (A1-A4, D2 Class uses); or

Option B – 889m2 (A1-A4, B1(a) Class uses) and 1,375m2

(A1-A4, D2 Class uses).

7 to 38 Storeys

5.9 All residential buildings have access to communal residential amenity space which would comprise both

hard and soft landscaping, accessed via communal stairs and lift cores. Private amenity space is provided

for all residential units through the provision of recessed or projecting balconies or terraces. Play space for

children aged 5 and under will be provided within each of the plots, with North Island also providing play

space for children aged 5-11 years.

5.10 The Development includes a series of open spaces, amenity spaces, public realm and play space. Across the

Site as a whole there will be 10,166m2 of open space.

5.11 The LBH are developing a decentralised energy network (‘DEN’) to serve the Tottenham Area Action Plan.

The long-term energy strategy is to connect to the DEN, however until the DEN is delivered energy for the

Development will be provided by a combination of gas boilers and roof mounted photovoltaics. Boilers are

to be installed in each building to be ‘connection ready’ to the proposed DEN. When the DEN is installed,

boilers would be decommissioned (or utilised by DEN) and heat would be supplied from an energy centre,

planned to be located under the Watermead Way flyover.


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6 Demolition and Construction 6.1 It is expected that the Development would come forward over an approximate four-year construction

period, with construction expected to commence in mid-2019 and with the Development being fully

occupied by early 2023. An indicative demolition and construction programme has been prepared which

shows that work activities for plots are likely to overlap to some extent (e.g. ground works for a building

occurring on Ashely Road West at the same time as superstructure works for Welbourne).

6.2 A Construction Environmental Management Plan (‘CEMP’) will be prepared prior to demolition and

construction works starting on-site and would be in place during the works. This will provide management

procedures and protocols for avoiding, minimising or otherwise dealing with effects on the environment

and local community during construction. A Framework CEMP has already been prepared and accompanies

the ES.

6.3 A Construction Logistics Plan (‘CLP’) will be in place to minimise traffic related issues associated with the

construction works which will be subject to agreement with LBH. A draft CLP has been prepared and

accompanies the ES.

6.4 Likely significant environmental issues associated with the enabling, demolition and construction works,

and measures identified to mitigate these effects are discussed within each technical section (sections 7 -

13).

6.5 The Development will seek to reuse materials and minimise waste production, including that of energy and

water, wherever possible.


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7 Socio-Economics 7.1 The ES provides an assessment of the existing baseline and the socio-economic effects of the Development

including:

• Economic effects such as new jobs and spending from new residents; and,

• Effects arising from the new resident population. These include demand for schools, primary

healthcare, open space and play space.

7.2 The Site is primarily located in the Tottenham Hale ward within LBH, with the assessment also considering

the neighbouring wards of Tottenham Green and Bruce Grove. The precise number of full time equivalent

(‘FTE’) jobs currently accommodated by the existing Site uses is not known, however by applying standard

guidance3 and making reasonable assumptions it has been calculated that the Site could accommodate up

to 110 jobs. There are 11 residential dwellings currently on-site.

7.3 There are nine primary schools within 1km of the Site, with the closest being Welbourne Primary School

located approximately 100m to the south. There are twelve secondary schools within the LBH, with the

closest being the Harris Academy Tottenham located approximately 350m to the north. There are seven

General Practitioner (‘GP’) surgeries and nine dental practices within approximately 1km of the Site, the

closest of which is Tottenham Hale Medical Practice, 200m north east.

7.4 There are 12 open spaces and nine playspaces within 800m of the Site. The closest open space is Down

Lane Park, approximately 50m to the north-west of the Site. This park also contains a playspace area.

Demolition and Construction

7.5 Demolition of the existing structures and construction of the Development would result in a temporary loss

of residential units and employment floorspace from the Site. This is considered a negligible and minor

adverse effect, respectively.

7.6 It is estimated that the Development will generate an approximate monthly average of 630 FTE construction

jobs over the duration of the construction of the Development, which is considered a negligible effect at

the regional level. This construction employment would lead to additional spending in the local area and

benefits for the supply chain (for example suppliers and trades). These effects would be beneficial.

Completed Development

7.7 The completed Development would provide new employment floorspace and a new health centre. This will

likely accommodate between 230 and 520 FTE jobs, leading to a net increase on-site of 120 – 410 jobs

taking into account the loss of existing jobs. This is considered a minor beneficial effect at the local level

and negligible at all other spatial scales.

7.8 The Development would deliver up to 1,036 new homes on the Site. This equates to 6.9% of the overall

target for LBH. This is considered a major beneficial effect at the local level; moderate beneficial at the

borough level; and minor beneficial at the regional level.

7.9 Based on the future housing provision, the estimated future population of the Development would be

approximately 1,600 residents. This would create a demand for 18 primary school places and 12 secondary

school places. There is currently surplus capacity availability in the borough for both primary and secondary

schools, and the Development would not place significant additional pressure on school places.


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7.10 An additional 1,600 residents accommodated by the Development would result in a need for the equivalent

of 0.9 GPs. The Development includes provision of a new health centre with capacity to accommodate up

to 10 GPs and other additional healthcare services, along with additional support staff. It is considered that

the Development would have a major beneficial effect at the local level, and negligible effect at all other

spatial scales.

7.11 The Development includes a series of open spaces, amenity spaces, public realm and playspace, including

10,166m2 of open space and 600m2 of playspace. Therefore, it is considered that the Development would

have a negligible effect at all spatial scales on open and playspace.

7.12 The Development would generate economic benefits for the local economy through indirect spending. The

1,036 new homes would generate approximately £14.6 million per annum in additional spending. The

spending impact of net new employees accommodated by the Development would equate to £280,000 to

£960,000 per annum. Given the Site’s location adjacent to Tottenham Hale Retail Park, which along with

the Site and surrounding area is earmarked to become a new District Centre, it can expected that a

significant proportion of this will be captured locally.

7.13 The Development has been designed in line with best practice crime prevention measures and therefore is

considered to have a negligible effect on crime.

Cumulative Effects

7.14 The cumulative schemes in the local area along with the Development would deliver more new housing,

generate employment and have a beneficial impact on the local economy through additional spending,

which together would have a beneficial effect in terms of socio-economics. Potential adverse effects on

health and education would be addressed through planning obligations and the provision of the new Heath

Centre provided by the Development.


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8 Transport and Access 8.1 A detailed study of the effects of the Development on local highways, public transport, pedestrians and

cyclists has been undertaken. This study is presented in a Transport Assessment which accompanies the ES.

8.2 An assessment of baseline traffic conditions has been informed by recent traffic survey data for the local

highway network along with on-site observations and a desk-based audit. Sensitive receptors have been

identified as residents, pedestrian, cyclists and drivers along the local highway network and users of the

public transport network.

8.3 The assessment focuses upon the effects of severance (which is the perceived division that can occur within

a community when it becomes separated by increases traffic on the road network), driver delay, changes

in parking and accessibility, pedestrian delay and amenity, hazardous and dangerous loads, accidents and

safety, as well as changes in accessibility, journey times, distances for public transport nodes and changes

parking, taxi operation, deliveries and servicing for the operational phase. Effects of dust and dirt are

considered in Section 8: Air Quality.

8.4 The Site currently has a PTAL of 6a representing ‘Excellent’ access to public transport services. A total of

eight bus routes serve the Tottenham Hale bus station, adjacent to the east of the Ferry Island Site

boundary. Tottenham Hale Train Station and Underground stations are located approximately 100m east

of the Site. These provide local and regional services between London and towns including Cambridge and

Bishop’s Stortford and a connection to the Victoria Line. A number of car clubs operate within LBH. The

closest vehicle (Zipcar) is located north of the Site on Mafeking Road, approximately 675m from the Site

boundary with space for two vehicles.

8.5 The Site benefits from connections to a number of cycle routes and roads in the immediate vicinity are

considered appropriate for cycling in accordance with Transport for London guidance.

8.6 Baseline traffic surveys were carried out in 2018 and were used to inform the traffic modelling work.

Accident data obtained from Transport for London for the last three years shows that there was a total of

seven accidents at the junction between Ashley Road, Station Road and Watermead Way, invariably

involving pedestrians, of which one was fatal. It is noted however that changes to the Tottenham Hale

Gyratory and Bus Station have taken place which has improved conditions for pedestrians at this location.

The local road infrastructure would not appear to have any significant safety issues.


8.7 The potential effects of during demolition and construction have not been assessed by the ES. As outlined

within the EIA Scoping Report the quantum of construction vehicles during the peak construction period is

likely to be of negligible significance when compared against the existing traffic flows generated by the

existing Site uses. As a result, construction effects have been scoped out of assessment within this ES as

agreed with the LBH via the Scoping Opinion (Appendix 3.2B).


8.8 The Transport Assessment models the predicted number of vehicles travelling to and from the Site in the

morning (‘AM’) and evening (‘PM’) peak hours in 2023 when the Development is expected to be fully

complete and operational. The number of vehicles with the completed Development in place was then

compared to that without the Development. The Development is expected to generate between +32 vehicle

trips in the AM and -130 and vehicle trips in the PM peak hours, which represents an average change of

between 0% and -5.7% on the modelled highway links. The significance of effects on severance has been

assessed as negligible (not significant).


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8.9 An assessment of the capacity of modelled highway networks near to the Site has been undertaken to

establish whether the Development will affect driver delay. The results show the expected vehicle

movements generated as a result of the Development would have no material effect, and the effect on

driver delay would be negligible (not significant).

8.10 Signalised pedestrian crossings are already provided at junctions on the surrounding network, which allow

pedestrians to cross without significant delay, regardless of traffic flows. Traffic generated by the

Development is not considered to be significant and as such the effect on pedestrian delay would be

negligible (not significant).

8.11 New public space and pedestrian and cycle routes within the Development would allow people to move

through the Site and would encourage people to walk and cycle rather than use cars. The Development

would also provide up to 1,928 cycle parking spaces for occupants and users of the Site. This would further

encourage people to use alternative modes of transport rather than cars. The effect on comprehensive

development infrastructure is therefore considered to be a minor beneficial effect (not significant).

8.12 The Development is not expected to result in any increase in accidents, especially when taking into account

the results of the accidents and safety data analysis. It is therefore concluded that the significance of the

effect will be negligible (not significant).

8.13 The Development is not anticipated to require any hazardous and dangerous loads to be operated and

therefore hazardous and dangerous loads would not be delivered to the Development. It is therefore

concluded that the significance of the effect will be negligible (not significant).

8.14 An assessment of the extra demand on local public transport services from the Development concludes that

all modes of public transport would have adequate capacity to cope with the increase in passenger demand.

Given the high frequency of services and available capacity, the significance of the effect is considered to

be negligible (not significant).

8.15 The Development has been designed to accommodate parking, taxis, deliveries and servicing on Site, there

will be no impact on surrounding infrastructure and existing on-street parking will be maintained. It is

therefore concluded that the significance of the effect will be negligible (not significant).

8.16 The completed Development has been demonstrated to have either negligible or minor beneficial

permanent effects on the receptors identified, which are not significant. No specific additional mitigation

measures are required, however a Residential Travel Plan and Framework Travel Plan will be implemented

with the aim of reducing private car use. The Development will also be subject to a Delivery and Servicing

Plan that will manage the arrival and departure of delivery and servicing vehicles and their activities when

on-site and a Car Park Management Plan will be adopted that will set out the management and operation

of the on-site parking provision.

Cumulative Effect

8.17 The cumulative effect with other developments (Figure 3.1) has been considered and has been taken into

account in the data used to assess the completed Development. It is considered that there would be minor

adverse effects on driver delay and changes in accessibility, journey times, distances for public transport

nodes, a minor beneficial effect on pedestrians and cyclists related to comprehensive development

infrastructure, and a negligible effect on all other environmental impact criteria. Overall, the cumulative

effect of the Development with cumulative developments is not significant.


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9 Air Quality 9.1 The whole of LBH has been designated an Air Quality Management Area (‘AQMA’) as a result of high

nitrogen dioxide (NO2) and fine particulate matter (PM10) concentrations, primarily associated with road

traffic exhaust emissions. The Site is located within this AQMA and the assessment focuses on these

pollutants.

9.2 Information on existing air quality conditions was obtained to inform the assessment, including LBH air

quality monitoring data and data published by Department for Environment, Food & Rural Affairs. The

closest LBH air quality monitoring station is approximately 1km north-west of the Site boundary. The results

of the air quality monitoring survey show that NO2 concentrations exceed the annual average objective

value of 40 units at a number of local existing residential properties in the study area. However,

concentrations at these locations are predicted to decrease as emissions from cars improve in the future,

although there are still predicted to be a small number of properties where concentrations will remain

above the annual average objective value.


9.3 Demolition and construction works have the potential to create dust and fine particles (particulates) before

using any mitigation and control measures, especially during any earth-moving activities. The amount of

dust generated is influenced by the type of activity taking place and is therefore usually temporary in

nature. Dust would be controlled through a range of good practice measures which are defined in the

Framework CEMP such as dampening of surfaces, covering of stockpiles and sheeting of laden vehicles.

Regular monitoring would also be implemented by contractors on the Site to minimise the risk of dust

causing a potential nuisance for local residents within and around the Site. With these measures in place

the dust effects of the construction period would be negligible. Exhaust emissions from construction plant

on-site would also not be significant.

9.4 The number of construction vehicles accessing the Site during construction has been estimated at 28 two-

way vehicle trips per day and, based on industry practice, this volume of traffic is not expected to have any

significant air quality effects. Nevertheless, as a matter of best practice, a CLP will be in place to pre-plan

and manage traffic to minimise the potential for disturbance to occupants of nearby properties. With these

measures in place, it is expected that any residual effects will be ‘not significant’.


9.5 The Development would lead to a reduction in traffic flows to the Site, therefore the principal operational

effects of the Development relate to the new energy plant that will meet the Development heating and hot

water demands. Future occupants of the Development will, however, also be subject to the impact of

emissions from traffic on local roads.

9.6 Whilst construction of the Development will not be fully completed until 2023, it is anticipated that Ashley

Road West may be completed and occupied by the end of 2020. As such, and in order to provide a

conservative assessment, the assessment of effects relating to the proposed energy plant and existing road

traffic has been undertaken for a future assessment year of 2020.

9.7 The operational impacts of the emissions from the proposed on-site boilers and generators have been

assessed. Concentrations have been modelled for 49 receptor locations within the study area, which

represent exposure at existing, committed and cumulative developments. In addition, the effects of traffic

from local roads, with allowance for growth in traffic from other future developments, and the new energy

plant have been considered for future residents of the Development.


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9.8 The completed Development is predicted to have a negligible impact on NO2 and PM10 concentrations. The

assessment demonstrates that future residents and users of the Development will experience acceptable

air quality levels, with pollutant concentrations below the relevant air quality objectives. Therefore, the

changes in the concentration of these pollutants is predicted to have a negligible effect on air quality in the

long term at all existing and future receptors considered. No mitigation or monitoring measures are

considered necessary for air quality as no significant effects have been identified.

9.9 The Development complies with the requirement that all new developments in London should be at least

air quality neutral.

Cumulative Effect

9.10 If, as per the Development, the cumulative schemes implement their own CEMP to mitigate dust nuisance

effects it is considered that cumulative dust effects would be negligible.

9.11 The traffic data used within the air quality assessment for the future year of 2020 includes traffic related to

other relevant cumulative schemes in the surrounding area and therefore comprises a cumulative effect

assessment in this regard. The cumulative effect is therefore negligible.


19

10 Noise and Vibration 10.1 Baseline noise surveys were carried out to establish the existing baseline conditions in and around the Site

in January 2018. The surveys show part of the Site to be exposed to relatively high levels of noise during the

daytime and night-time periods, associated with road traffic movements along busy roads within the area.

Noise around the Site is considered to be high and representative of a busy urban environment adjacent to

local transport infrastructure.

10.2 The most sensitive receptors to the Development are residential properties located on nearby roads

including Hale Road, The Hale, Monument Way, Chesnut Road and Fairbanks Road, as well as the future

occupants of the Development.

10.3 Baseline vibration surveys were carried out at three locations in February 2018 to assess the potential for

vibration ingress from the nearby London Underground Victoria Line on the completed Development. The

results of these measurements have been used to establish baseline conditions against which potential

noise and vibration effects associated with the Development are assessed. The baseline measurements

have also been used to undertake an assessment of Site suitability for the Development, the objective of

which is to determine whether satisfactory internal noise and vibration levels are achievable.


10.4 The potential effects of vibration during demolition and construction have not been assessed by the ES and

was scoped out of assessment within this ES as agreed with the LBH and the ASB Specialist Officer (Noise)

via the Scoping Opinion (Appendix 3.2B).

10.5 The assessment of demolition and construction noise effects considers the absolute level of demolition and

construction plant noise and the relative noise level against the pre-existing ambient noise outside nearby

sensitive receptors. During the demolition and construction phase, there will be temporary increases in

noise levels occur over which can be expected with any construction site. Mitigation measures would be in

place as part of the Framework CEMP as well as a CLP and include the use of hoarding, regular maintenance

of plant, restricted hours of work and traffic management routing to minimise disturbance. With these

measures in place, the significance of temporary construction noise would range from negligible to

moderate adverse at all receptors depending on the relationship of the construction phase to the receptor

(e.g. how far it is away and if there are any intervening buildings).

10.6 The effect of construction traffic noise generated by the Development would be negligible at all locations

as the predicted increases in construction road traffic noise levels at all receptors would be less than 1dB.


10.7 A 3-dimensional computer model of the Development was used to predict the likely noise levels on the

sides of the proposed buildings as well at the amenity spaces. The assessment considered noise from

building services plant, and noise from traffic once the Development is fully operational.

10.8 Due to the urban location of the Site and its location next to roads, small parts of proposed amenity areas

would be exposed to levels above a guideline level of 55 decibels (dB) LAeq,16hr (which indicates the annual

average noise levels for the 16-hour period between 0700 – 2300), defined by the World Health

Organisation. These levels, however, are not unusual in London and are considered acceptable given its

urban location when accounting for the convenience and desirability of living in the area.

10.9 The Development has been designed such that LBH’s noise limits for building plant are achieved. The

assessment demonstrated that noise levels from building plant at all assessed receptors will be within the


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recommended fixed noise limits. As such, no significant adverse effects associated with building services

plant noise are expected.

10.10 Predicted increases in noise levels from future road traffic at all receptors would be less than 1dB, which

equates to a negligible effect on all receptors.

10.11 Predicted vibration levels demonstrate a negligible effect in all locations for the Development.

10.12 An assessment of the suitability of the Site for sensitive residential development finds that suitable internal

acoustic conditions can be provided through appropriate specification of facade sound insulation, which

would equate to negligible effects for the proposed residences. Glazing and other design measures to

mitigate existing sources of noise will achieve levels identified in the ES and the final design details will be

agreed with LBH.

Cumulative Effect

10.13 In the event that the demolition and construction works for cumulative schemes overlap with those of the

Development, it is likely that any large-scale demolition and construction associated with other nearby

developments will also be controlled via a Section 61 agreement with LBH and CEMPs, secured by planning

condition, in order to mitigate noise and vibration impacts on the receptors considered above. As such, the

impacts would not be expected to lead to significantly higher effects that those identified above (i.e.

moderate adverse to negligible).

10.14 The traffic data used within the noise assessment for the future baseline includes traffic related to other

relevant cumulative schemes in the surrounding area and therefore comprises a cumulative effect

assessment in this regard. There would be no significant cumulative effects from road traffic or delivery and

servicing vehicles and the cumulative effect is therefore negligible.

10.15 It is reasonable to assume that noise from fixed plant associated with the adjacent developments would be

subject to a standard planning condition issued by LBH. As such, the cumulative effect of noise from fixed

plant from the cumulative schemes and the Development would be negligible.


21

11 Ground Conditions and Contamination 11.1 The baseline conditions at the Site have been determined using historical maps, published reports and data

and the results of ground investigation and sampling. The assessment focused on the risk of contamination

at the Site and how construction of the Development may affect residents and natural resources.

11.2 All five plots that make up the Site are previously developed land and were identified as being potentially

affected by contamination arising from on-site previous land use/and or current land uses. The potential

for contamination affecting the Site due to migration from adjacent site uses both historic and current was

also identified. There is a moderate risk to Site users, during redevelopment of the Site, from the presence

of Unexploded Ordnance (UXO) from World War II.

11.3 The Site does not have a national, regional or local geological protected sites designation. The geology at

the Site comprises made ground (land that has been man made and generally 3-5m thick at the Site), Enfield

Silt and Kempton Park Gravel Formation (between 0.3-5.55m thick at the Site), overlying London Clay (up

to 21.5m below ground level). This is underlain by the Lambeth Group which is designated as a secondary

aquifer. The aquifer is protected from downward migration of contaminants from the surface by the

presence of the London Clay which acts as an impermeable barrier.

11.4 A preliminary investigation identified hotspots of potential contamination on the Site associated within the

former land uses including lead, asbestos, ammonia and volatile organic carbons.

11.5 Mitigation measures, including pollution prevention measures and good site practice, will be employed

throughout the demolition and construction process, as part of the CEMP to minimise risks of pollution or

exposure from existing sources of contamination. These measures will be agreed with LBH and will be

informed by an Unexploded Ordnance Assessment and further ground investigation with soil, groundwater

sampling as well as testing for ground gas which may be present. Details of further site investigation and

remediation works will be subject to approval with LBH prior to construction works starting and it is

expected would be subject to planning conditions.

Construction

11.6 Due to the low level of contamination encountered to date, the disturbing of the soils containing

contamination is anticipated to have a negligible effect on construction workers or the surrounding users.

In terms of the likely effects, it is considered at this stage that the Development will have negligible effects

on human health from direct contact or ingestion from disturbing soils impacted by contamination. Effects

on water quality from leaching of contaminants or piling through made ground is considered to be minor

adverse or negligible. Excluding the UXO risk, which will be appropriately managed, adverse effects

identified during construction works are generally short term and temporary.

11.7 Since exposure to asbestos has a latency period, whereby any asbestos diseases develop many years after

exposure, this is considered a permanent effect.

11.8 In relation to effects associated with ground contamination, materials re-use and waste, the Development

will bring about an overall improvement as existing environmental risks associated with contamination will

be addressed through remediation works. An overall negligible residual effect associated with the removal

and/or remediation of existing contamination sources is anticipated.

11.9 The residual effects from the demolition and construction works are assessed as being negligible to minor

beneficial on the basis that site investigations and remediation, or the excavation and disposal of


22

contaminated soil from the Site (as required), will be completed prior to the Development being

constructed.


11.10 The completed Development will cover the Site with hard surfaces and landscaping (with an appropriate

thickness of clean material and soils), removing the pathways between the end user and contamination

with the exception of potential pathways for ground gas. The risk from contamination at the Site after the

Development is complete is considered to be negligible as the clean layer topsoil will prevent the risks of

people being exposed to contamination and prevent other risks to the environment. If required, the design

will incorporate measures to protect people and buildings from ground gas (to be confirmed following

further site investigation and ground gas monitoring).

Cumulative Effect

11.11 When completed the Development will contribute to the regeneration of the wider Tottenham Hale area

which includes industrial sites immediately to the north of Ashley Road East and Ashley Road West, such as

the Cannon Factory and Berol Yard sites, with cumulative beneficial improvements expected in land and

groundwater quality over the local area.


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12 Daylight, Sunlight and Overshadowing 12.1 An assessment has been undertaken to establish the effect of the Development on surrounding properties

and amenity space in-line with guidance published by the Building Research Establishment (‘BRE’)4. The

assessment has considered the effect that the Development could have on buildings as shown in

Figure 12.1.

Figure 12.1: Existing properties considered in Daylight and Sunlight Assessment

12.2 The Development has been designed to minimise the loss of daylight and sunlight at surrounding residential

properties, in particular properties on Hale, Chesnut and Fairbanks Roads to the West of the Welbourne.

12.3 BRE Guidance provides two different methods for assessing daylight for existing residential

accommodation: Vertical Sky Component (‘VSC’) and No Sky Line (‘NSL’) methods. When reviewing the

daylight results for each property, they should be read sequentially; VSC and then NSC. In the first instance

the VSC results should be considered.

12.4 The VSC represents the amount of visible sky that can be seen from the mid-point of a window, from over

and around an obstruction in front of the window. The maximum value is almost 40% for a completely

unobstructed vertical wall. If all the windows in a building meet the VSC criteria, it can be concluded that

there will be adequate daylight potential to the windows in question. If the windows in a building do not

meet the VSC criteria, the NSC analysis for the room served by that window needs to be considered.

12.5 The NSL assessment follows the division between those parts of a room that can receive some direct skylight

from those that cannot. If from the point in a room on a working plane (a plane 850mm above the floor) it

is possible to see some sky then that point will lie inside the NSL contour. The BRE Guide states that at least

80% of a room should be able to see the sky at working plane height. If the NSC criteria for the room in

question are met, then there will be adequate daylight to that room.

12.6 Annual probably sunlight hours (‘APSH’) is a measure of sunlight that a given window may expect over a

year period. Windows are only considered relevant if they are oriented within a 90° of due south, face the

Site and are through to serve main habitable living areas such as living rooms. As such, some windows /

rooms surrounding the Development have been excluded from the APSH assessment as they do not match

these criteria.


24

12.7 The assessment predicted the levels of existing and expected levels of daylight, sunlight and overshadowing

of neighbouring properties with the Development in place, using a 3-dimensional computer model of the

Development and specialist software.

Baseline Conditions

12.8 The majority of the surrounding properties meet the BRE Guidelines for levels of daylight and sunlight. The

VSC results demonstrate that 65% of the surrounding building windows currently meet the VSC and 97%

currently meet the NSL criterion. This is likely to be due to the low profile of the existing buildings, or no

buildings, currently located on the Site, allowing daylight and sunlight to easily reach the surrounding

properties / windows. However, there are a number of windows which currently do not meet the BRE Guide

in the existing baseline scenario in relation to VSC and APSH due to overhead balconies on these properties

inhibiting the access of daylight to windows and rooms below them. All of the amenity areas meet the BRE

Guidelines for overshadowing.


12.9 The VSC is an assessment of the available sky light which falls on the centre of the external face of a window.

The VSC assessment therefore does not represent the internal room configurations, window size, room use

or available light within the room. The VSC results demonstrate that the majority of the surrounding

windows will not be materially impacted by the Development in terms of daylight. The VSC results

demonstrate that 62% of the surrounding building windows will fully comply with the VSC criteria (a 3%

decrease over the baseline condition), and therefore experience a negligible effect. For the windows that

were below VSC criteria: 83 windows (16%) will experience a minor effect (not significant); 67 windows

(12%) will experience a moderate effect (significant); and 51 windows (9%) will experience a major effect

(significant). The majority of windows that will experience a moderate effect will retain reasonable levels

of VSC (ranging between 15% - 26.9%). Of the 51 windows that will experience a major effect, 10 will achieve

what is considered to be reasonable levels of VSC (ranging between 15%-26.9%). While 17 of the 18 major

effects on the 32-86 Hale Gardens are for windows located on the first floor beneath an overhanging

balcony walkway on the second floor. This limits their availability to achieve higher levels of daylight, which

can be seen in the existing baseline scenario where these windows receive between 9%-14% VSC. Overall,

the majority (85%) of windows either meet BRE Guidelines or will retain reasonable levels of VSC.

12.10 The NSL results demonstrate that 89% will fully comply with the NSL criteria and experience a negligible

effect. For the windows that were below NSL criteria: 21 rooms will experience a moderate effect

(significant) and 2 rooms will experience a major effect (significant). The NSL results show that while a small

number of significant effects (moderate and major) are noted, the Development will have a largely

negligible effect (not significant) on the surrounding residential properties with the vast majority of rooms

assessed meeting the BRE NSL criteria with the Development in place.

12.11 The APSH results demonstrate that of the 371 rooms assessed, 78% will fully comply with the APSH criteria

and be negligible in effect. For the rooms that are below APSH criteria: no rooms will experience a minor

effect (not significant); 27 rooms will experience a moderate effect (significant); and 53 rooms will

experience major effects (significant). The results demonstrate that the majority of rooms within the

surrounding residential properties will experience a negligible effect (no significant), with many rooms

retaining reasonable levels of sunlight in APSH terms. The results show that some rooms will receive levels

of sunlight below the BRE’s numeric criteria, however these are within the BRE’s 20% reduction allowance,

with many retaining reasonable levels of sunlight for an urban area. When compared to the baseline

scenario, the results demonstrate that the majority of rooms assessed will meet the BRE ASPH criteria, as

the reductions in APSH levels are small and the retained values of sunlight are high.


25

12.12 The analysis of the Development indicates that all of the amenity areas assessed will meet the BRE Guide,

as the Development will not reduce the amount of direct sunlight that these areas experience beyond a

negligible degree.

Cumulative Effects

12.13 The majority of the cumulative development schemes are to the north of the Development and surrounding

receptors, and will not have a significant impact in daylight, sunlight and overshadowing terms. Therefore,

when considering the impact of cumulative development schemes, the results closely mirror those in the

Completed Development scenario, demonstrating that the overall outcome will not be materially affected

by cumulative schemes. This is because the scale, mass and positioning of the cumulative schemes is not

close enough to combine with the Development to cause materially significant effects to the existing

surrounding properties.

12.14 The VSC results for the cumulative scenario demonstrate that 6% fewer windows will meet the BRE VSC

criteria, however the vast majority of the effects remain negligible (not significant). The NSL and ASPH

results for the cumulative scenario demonstrate that 1% and 2%, respectively, fewer rooms will meet the

BRE NSL and ASPH criteria. However, these results are not considered to be materially significant when

compared with the Development scenario. The overshadowing results for the cumulative scenario

demonstrate that of the 12 areas assessed, all (100%) will meet the BRE’s criteria.


26

13 Wind 13.1 A 3-dimensional model of the Development was constructed to test in a wind tunnel facility in order to

predict the comfort and safety of pedestrians in and around the Site once the Development is complete.

The conditions with and without the Development were tested with existing surrounding buildings.

Conditions with cumulative schemes were also tested.

13.2 Wind tunnel testing of a physical 3D model has been combined with wind statistics to predict wind

conditions in and around the Development, in accordance with industry standards and best practice. The

meteorological data for the Site indicates that prevailing winds are from the south-west throughout the

year with secondary winds from the north-east direction, particularly during late spring and early summer.

13.3 Baseline conditions are considered to be relatively calm throughout the Site and surrounding area as the

wind conditions at the ground level during the windiest season range from acceptable for sitting use to

strolling use, with mainly standing use throughout the Site. In the summer season, conditions become even

calmer, the wind conditions on the Site and in the surrounding area mainly acceptable for sitting use, and

at some locations are suitable for standing use.


13.4 When the Development is in place, Site conditions generally get windier as a result of the introduction of

tall buildings onto the Site although the majority of locations remain acceptable for their intended use.

During the windiest season, winter, wind effects range from negligible to moderate beneficial at all

locations across the Site due to the implementation of landscaping and wind mitigation measures designed

into the scheme. Where required, notably on some balconies and thoroughfares around North Island and

Ferry Island, landscaping and design measures were introduced to reduce potentially adverse wind effects

to suitable levels for intended uses. With the proposed scheme results showing that pedestrian level wind

conditions would be safe for all users and the effects on pedestrian safety from the Development would be

negligible.

13.5 In terms of pedestrian comfort, wind conditions are expected to be suitable for pedestrian walking through

and around the Development. Entrances within the Development are also expected to be suitable for

pedestrian ingress/egress. Public and communal amenity spaces are generally expected to enjoy suitable

conditions for associated recreational activities.

13.6 Private roof-top terraces and balconies within the Development are expected to be suitable for outdoor

seating during summer with the residual effects are considered negligible.

13.7 Within the surrounding area, wind conditions remain suitable for existing activities. The Development is

therefore considered to have negligible effect on surrounding wind conditions.

Cumulative Effect

13.8 With the cumulative schemes in place, wind effects in and around the Site would not be materially different

to those with only the Development in place. There are therefore no significant cumulative effects.


27

14 Townscape and Visual Impacts 14.1 An assessment has been undertaken of the likely effects of the Development on townscape character and

features and the visual amenity of the area from surrounding viewpoints for the construction phase and

the completed Development. The assessment was informed by a desk study and analysis of 27 photographic

viewpoint locations (Figure 14.1) and a series of accurate visual representations of the Development based

on the detailed drawings of the Development. These viewpoints also included the identified cumulative

schemes.

Figure 14.1: Representative view location plan

14.2 The Site is not located in a Conservation Area, with the closest being Tottenham Green, approximately 400m

west of the Site boundary. It is also not located within any protected views.

14.3 The local topography within the Site and eastern side of the study area (a 1km radius from the centre of

the Site) is relatively flat ranging from 7 to 15 metres Above Ordnance Datum (AOD), with little variation

due to its position within the River Lee floodplain. Predominant land use comprises 19th to 21st century

residential areas, mixed with pockets of small to medium sized retail or industrial sites located around

Tottenham Hale Transport Interchange and retail and civic uses along the High Road. The Walthamstow

Wetlands area of the River Lee Valley Park provides a large area of open space that divides Tottenham Hale

from Blackhorse Road to the south-east.

14.4 Potential townscape receptors have been identified relating to the Site and wider surrounding area

including townscape features within and near the Site, and local and regional townscape character areas.

The visual effects of the Development have been assessed by identifying potential visual receptors and then

by assessing representative viewpoints determined from field surveys.


28

14.5 LBH’s Urban Characterisation Study5 locates the Site solely within TCA1 – Tottenham Edge. This area has a

medium to low townscape value. Effects on neighbouring townscape areas are also considered within the

assessment.

Construction

14.6 During construction, new temporary elements will be introduced onto the Site, for example, scaffolding on

the retained structures, tower cranes, hoardings and other construction plant and machinery, and

construction site compounds. In addition, there will be increased movement of plant and vehicles on local

roads serving the Site. Good environmental practice will be adopted on-site to ensure construction effects

are minimised through the CEMP.

14.7 The assessment of visual effects concluded that during construction, the majority of visual effects are

predicted to be moderate to minor adverse. However, users of Down Lane Park, Park View Road and Scales

Road junction will experience significant major/moderate adverse effects during construction due to the

emerging scale and massing of the Development and associated works.

14.8 Effects on townscape features in the area will be moderate to minor adverse, these effects will be local,

temporary and short term, with completed elements being likely to obscure views of the other components

of the Development still under construction.

14.9 No further mitigation is proposed beyond the CEMP, therefore the residual effects of construction of the

Development on both townscape and visual receptors will remain. All anticipated effects are considered to

be temporary, direct, reversible and short term.

Completed Development – Townscape Effects

14.10 Once complete, the Development will result in notable changes to the townscape. The Development opens

up the north-south pedestrian spine and enables sections of the east-west link, in line with the local policy

aspirations. The variation in the proposed massing would create a varied skyline in this view and the tall

building would act as a landmark denoting the centre of Tottenham Hale (Figure 14.1). In relation to the

wider area, the significance of effects on townscape receptors will be negligible to moderate beneficial.

Completed Development – Visual Effects

14.11 Visual effects were a key consideration during the design of the Development, including considerations of

facades and building form. The taller Ferry Island building acts as a marker for the wider area and the taller

buildings associated with Ashley Road West, Ashley Road East (Figure 14.2) and Welbourne (Figure 14.3)

act as either an entrance or a gateway to Tottenham Hale. For the completed Development, residual effects

range from neutral to moderate beneficial with no adverse effects identified.

Cumulative Effects

14.12 With the addition of cumulative schemes, visual effects are broadly unchanged, with residual effects slightly

reduced from the majority of distant views to the north and east.


29

Figure 14.1: Accurate Visual Representation 25 (from Broad Lane) (Cumulative View)

Figure 14.2: Accurate Visual Representation 21 (from Ashley Road) (Cumulative View)


30

Figure 14.3: Accurate Visual Representation 22 (from Park View Road and Scales Road junction) (Cumulative

View)


31

15 Effect Interactions 15.1 An assessment has been carried out to assess the potential for ‘effect interactions’ based on the effects

identified in the ES (i.e. those after mitigation). Effect interactions can arise where individual effects

combine from the Development on a particular sensitive receptors. Only residual effects classified as being

of minor/moderate/major and of beneficial or adverse significance have been considered in relation to the

potential for the combined effects of individual impacts.

15.2 For some environmental aspects, no interactions with other aspects can occur and as a result no combined

cumulative impacts could arise. Where there is considered to be no potential for impact interactions this is

stated.

Construction

15.3 The assessment of effect interactions between individual residual effects on a receptor for the demolition

and construction phase shows that the potential to interact largely relate to noise from the construction

works and activities associated with ground remediation. When these effects are combined they could

potentially create adverse (albeit temporary) combined nuisance effects on the identified receptor groups.

The most sensitive receptors are considered to be existing neighbouring residential properties surrounding

the Site, on-site workers, pedestrians and public amenity space. These effects will be temporary and

localised within the proposed four-year construction period as the type of activity and location on-site

changes through the construction programme. As a result, the potential in-combination effect is deemed

not significant. Implementation of the CEMP and CTMP would mitigate effects associated with the

demolition and construction of Development as far as practicable.


15.4 The completed Development is likely to incur an effect interaction which is beneficial on local residential

receptors. This is due to the local population, including residents, economic receptors, pedestrians, cyclists

and all users of the local road network in the surrounding area, experiencing a predominantly beneficial

effect interaction associated the creation of new employment floorspace; additional housing delivery;

provision of a new health centre; spending by new residents and employees; and the townscape and visual

improvements both on-site and in the local area as a result of the regeneration of the Site. In addition, the

comprehensive development infrastructure created for pedestrians and cyclists by the Development, public

amenity space and the reduction in vehicle movements on road network as a result of the Development

will further increase the beneficial effect interaction of the local receptors.

15.5 Based on the above it is considered that the overall significance of effect interactions to occupants of the

new development during the operational phase is beneficial and significant.


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16 Mitigation, Monitoring and Residual Effects 16.1 Volume I of the ES includes a summary of the proposed mitigation measures and significant residual effects

for all the topics considered. A thorough assessment has been undertaken of the likely significant

environmental effects of the Development.

Construction

16.2 During the four-year programme of demolition and construction works, some adverse effects will occur,

although these effects are temporary, even with effective implementation of the CEMP and CLP in place.

The CEMP and CLP would be secured by planning condition prior to the commencement of any works

commencing for the Development. These documents include mitigation measures identified as part of the

EIA in the technical assessments as well as good practice site management. For example, a dust

management plan which is included within the CEMP describes the measures that would be employed, as

appropriate, to reduce the impacts dust soiling effects during demolition, earthworks and trackout. They

also outline how the critical construction activities will be undertaken, specifically in relation to the

environmental, public health and safety aspects and traffic management of the Development.


16.3 Mitigation measures have been designed into the Development wherever possible, and once constructed

and occupied, the Development is expected the following beneficial effects:

• Improvement to the ground conditions of the Site due to the remediation and/ or removal of

contamination;

• Provision of up to 1,036 new homes (including affordable homes) and a net addition of between

75 to 415 jobs over the existing use;

• Additional spending boost to the local community (approximately £14.6 million per year);

• Provision of a new Health Centre;

• Improvements to pedestrian and cycle movement in the area;

• Provision of new areas of public open space;

• Reduction in road traffic;

• Improvements to surface water drainage at the Site; and,

• An improved townscape and visual setting due to the redevelopment of unattractive plots.

16.4 The only residual adverse effects once the Development is complete are predicted to be in relation to

daylight and sunlight. The Site is currently under used, for example the Welbourne plot is vacant, and this

has resulted in uncharacteristic high light levels for an urban environment in London which allows daylight

and sunlight to easily reach the surrounding properties / windows. The Tottenham Hale area is recognised

as an area of development opportunity within local policy. Therefore, there is reasonable expectation that

the Site and surrounding areas will be redeveloped in the future in order to meet the regional and local

development frameworks, which call for higher density, taller buildings that can provide a greater number

of homes and amenities. Therefore, daylight and sunlight will change as the Tottenham Hale area is

redeveloped and this should be borne in mind when considering these residual effects.


33

References

1 London Borough of Haringey, 2017. Tottenham Area Action Plan. Haringey Council 2 Her Majesty’s Stationary Office (HMSO), 2017. The Town and Country Planning (Environmental Impact Assessment) Regulations 2017. The Stationary Office 3 Homes and Communities Agency, (2015). Employment Density Guide 4 BRE, 2011, Site Layout Planning for Daylight and Sunlight: A guide to good practice 5 London Borough of Haringey, 2015. Urban Characterisation Study. February 2015

4 Stable StreetLondonN1C 4AB T +44 (0)20 3664 0200 www.talktottenhamhale.co.uk

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