- Residents’ views on how the benefits of the scheme compare against the disbenefits
- Data on the volume of motor vehicle movements in the area
- Data on the speed of motor vehicles in the area
- Impacts on the primary roads surrounding the area
- Air quality considerations
- Bus journey time considerations through discussion with Transport for London
- Outcomes of ongoing dialogue with the Emergency Services
- Using alternative travel modes, such as walking or cycling for shorter trips;
- Carrying out their journeys at quieter (off-peak) times of the day;
- Choosing to combine trips, such as a trip to the shops on the way to, or from work;
- For longer journeys, reassigning onto the wider strategic network, away from the local area;
- Car sharing;
- Choosing not to make the trip at all; or
- Altering the allocation of tasks within a household to enable more efficient trip-making.
How will the success of the scheme be monitored?
There will be a range of assessments that will need to be balanced when judging the overall success of the trial. Assessments will include:
Reporting on the trial will also consider whether the scheme supports the delivery of the Enfield Council Plan.
We have already collected traffic data in the area, counting vehicle movements at a range of locations throughout the area, including on surrounding roads. We will repeat this process once the measures have been implemented and can start to compare the data to determine the level of success and impact.
What is an Experimental Traffic Order?
An Experimental Traffic Order (ETO) is a legal document, made under Sections 9 and 10 of the Road Traffic Regulation Act 1984, which imposes traffic and parking restrictions or changes the way existing restrictions function. ETOs enable the Council to implement the scheme on a trial basis, while a formal consultation takes place, and the scheme’s effects are monitored and assessed.
An ETO can only stay in force for a maximum of 18 months, after which a decision must be made on whether to remove the trial or make the scheme permanent. There is no minimum length of time following the initial implementation after which the scheme can be changed or removed. However, the Council would like to ensure an appropriate amount of time to assess viability of the scheme before any decisions are made.
The Council, including Ward Councillors, are committed to undertaking a meaningful consultation that will inform our decision making for the scheme. A report will be written to summarise the feedback. Monitoring will also inform any decision made by the Council.
Will residents be consulted? If so, how and when can we leave feedback?
Yes. There is the opportunity for residents to provide early feedback for the Phase 2 measures in advance of the designs being finalised. Feedback can be submitted via the survey until midnight on Sunday 15 December 2020.
The Council have consulted with emergency services and TfL during the development of the proposed trial phases and continue to do so.
Once each phase of the trial is fully in place, residents and all interested stakeholders will be able to provide their comments via the statutory consultation that is key part of the process and will be hosted on this page. We will write to residents again to inform once the consultation is live and explaining how paper copies of the consultation can be requested. Residents, will be able to complete the survey to provide their views on how the scheme is working in practice, or if they prefer can submit their comments in writing to the below address:
ATTN: Healthy Streets team, Enfield Council, Civic Centre, Silver St, Enfield, EN13XA.
To submit your comments online you will need a Let's Talk Enfield account. Click 'Sign up' in the top right corner of this page. See here for more information on the Let's Talk Enfield site.
Can the trial measures be adjusted and adapted?
Yes. This is the benefit of taking a trial approach. Owing to the urgency that the Covid-19 situation has presented, rather than spend months and even years modelling multiple scenarios and potential impacts, we are trialling an approach and can then monitor the actual impacts.
The scheme is implemented using an Experimental Traffic Order (ETO) enabling the Council to make temporary changes and consult with community and stakeholders during the trial. This gives the Council an opportunity to review feedback and see how the scheme operates and either make changes to the trial, remove the scheme or make it permanent.
Before a decision is made whether to make the scheme permanent, feedback and monitoring will be reviewed, and a formal report produced and published on our website.
What will happen after the trial is implemented?
Once each trial phase is delivered, feedback received during the trial period will be reviewed in combination with evidence such as traffic monitoring data. A decision will be then made whether or not to make measures permanent or make changes and conduct another trial.
What are the timelines for the project?
The one-way system on Windsor Road, Osborne Road, and short sections of Lightcliffe Road and New River Crescent (Phase 1) will be delivered by the end of 2020.
The remaining Quieter Neighbourhood measures (Phase 2) are currently in development. At this time there is no funding available for delivery of Phase 2. However, the Council continue to actively pursue opportunities to secure funding to deliver this scheme. In addition, by gathering your views at this stage, we will be in a stronger position to progress delivery of the final designs, when funding does become available.
How do you know that “rat runs” exist in the area?
Origin and Destination surveys have been carried out across the Connaught Gardens Quieter Neighbourhood area. These surveys use number plate recognition cameras to detect vehicle entering and exiting the area. This allows us to assess the number of vehicles passing through the area and their entry and exit points. This information is being used to develop the proposed scheme, exploring measures to prevent the rat-running highlighted in the surveys. Our approach needs to consider the whole area, to avoid addressing a problem on one residential street that is then transferred to a similar residential road.
What is a modal filter?
A modal filter is a road closure for motor vehicles, which continues to enable people to walk and cycle through the closure point. We will be using bolt-down planters to reduce the width of the road and achieve the closure.
What is a point closure?
A point closure (sometimes referred to as a ‘point no entry’) is a restriction for motor traffic travelling in one direction at a specific point along a road. It still allows traffic to proceed in the opposite direction. With a point closure, two-way traffic remains on the sections of road either side of it. Unlike a more traditional one-way road, the point closure only restricts motor traffic travelling in one direction at that precise location (and therefore crossing the point closure).
The benefit of a point closure is that it reduces through-traffic, while maintaining two-way traffic on both sides of the road.
The proposed point closures will be marked with ‘No motor vehicle’ signs, prohibiting motor traffic, except cycles and emergency services, from crossing them.
Will any of the roads be completely inaccessible?
No. Vehicle access will be maintained to all roads within the area. Vehicle access may be limited between opposite ends of the road, but none of the roads will be completely closed to motor traffic, enabling access and deliveries to continue.
Will emergency services still be able to access the roads?
Emergency services will continue to be able to access all residential streets, in some cases using different routes. The emergency services have been and continue to be engaged in discussion on the proposals for this project. This has led to the design of modal filters which allow emergency access. Within the traffic orders necessary to support enforcement of such restrictions, emergency vehicles can be exempt from these modal filters, enabling improved circulation in the area.
Will refuse services still be able to access the roads?
Yes, refuse vehicles will continue to be able to collect refuse from all residential properties. This was an operational requirement of the design. Discussions have already taken place with Officers responsible for Waste Management at the Council. Whilst they will need to maintain access, they are also clear that the number one risk to their operatives is from car drivers who are trying to pass through as they collect waste. To this end, they welcome measures to reduce traffic speed and volume.
Why have the filters been proposed in their current locations?
Engineers have reviewed the road layout in the area and introduced what is believed to be the optimal number and location of closure points to prevent any rat-running through the area.
These types of schemes by nature limit access/egress points to the area, in order to prevent vehicles cutting through the area.
It is acknowledged that the introduction of this scheme will mean travelling to/from some directions will be hindered, and some journeys when made by car may be longer. However, one of the aims of the scheme is to reduce the overall number of motor vehicle journeys through the area, leading to longer-term improvements in air quality, and creating a safer environment for residents, school children, and patients and staff of North Middlesex Hospital.
Will the scheme increase journey times in the local area?
Residents may be required to take a different route to access their homes, depending on where they live within the area. This can lead to a slight increase of individual motor vehicle journey times. However, this is only a minor inconvenience in comparison to the benefit of having quieter and safer residential roads with improved local air quality. Moreover, one of the objectives of the project is to reduce the overall number of motor vehicle journeys by encouraging more active and sustainable transport choices.
What measures will be put in place to alleviate the effects of increased local traffic on the surrounding primary road network?
A review of traffic on the surrounding primary network will form part of the monitoring.
However, one of the objectives of the scheme is to ensure that through traffic stays on main roads and does not use residential streets as a cut through. Observations from similar schemes in other areas of London has shown that not all traffic reassigns onto local strategic roads with people changing their travel behaviour by:
How will lorries and delivery vans be able to turn in closed off streets?
Currently double yellow lines are placed at junctions to keep this space clear of parking. If a filter was introduced at a junction, this space would remain restricted from parking to ensure that there is space in the road for a car and/or typical delivery vehicle to turn in the road.
How will the proposed modal filters be enforced?
Measures have been included in the design to physically prevent drivers from not complying with the proposed modal filters and bus gates. Where that was not possible, Automatic Number Plate Recognition (ANPR) cameras will be installed at those areas to ensure compliance.
Are any advance warning signs being proposed to assist traffic approaching the area?
Yes. Red and white warning signs notifying drivers of the road closed ahead are being proposed. A series of bespoke warning signs are also placed on the approach to key routes.