7 MASTERPLAN Introduction 7.1 This chapter presents the key components of the masterplan. It explains the rationale behind the masterplan for the site. 7.2 The masterplan has emerged from an understanding and appraisal of the site issues, constraints and opportunities which have been presented in earlier chapters. 7.3 The masterplan for London Road North has three core components. These are: A movement framework which is based on a coherent urban structure, street hierarchy and the delivery of sustainable transport options; The creation of specific character areas which relate to development frontage locations within the street hierarchy. Character areas provide a framework for the location of different employment activities and land uses within the LDO area; and The creation of development parcels which relate to different land ownership holdings. Why have a masterplan? 7.4 The government attaches great important to the design of the built environment. National planning policy in the form of the National Planning Policy Framework (NPPF) recognises that high quality design is indivisible from good planning and is an integral aspect of sustainable development. 7.5 Often business parks are developed in an insular and isolated manner which rarely responds to the surrounding context or results in the creation of particularly well-connected or accessible development. 7.6 This form of development is often described as pod development. It is usually characterised by a large site having a single access to the strategic road network with curvilinear feeder roads providing a looped access to isolated development parcels Typical pod like development Enterprise West Essex @ Harlow London Road North Masterplan 26
7 MASTERPLAN Deficiencies of pod like development 7.7 The problem with the form of development described above is that it significantly reduces the connectivity, permeability, legibility and accessibility of a development. Individual buildings tend to be positioned in a way which encourages the use of private vehicles and dis-incentivises walking and cycling. 7.8 Often these types of environments are characterised by being hard to navigate and move through. Businesses premises are often located far away from the street with development frontages dominated by large car parks and poorly used landscaping areas. 7.9 It is comparatively much harder to secure efficient bus provision for sites like these, as bus providers are forced to dip in and out of culde-sac development forms, rather than following more linear, direct and continuous, strategic routes which connect a number of urban areas. Creating an integrated development 7.10 The aim of this masterplan is to significantly raise the quality and sustainability of development by ensuring the delivery of a fully integrated, permeable and connected development. 7.11 This is achieved through a movement framework which provides continuous movement routes for various modes of transport. The movement framework aims to fully integrate the site with its surrounding urban context and ensure development plugs into the existing and planned movement and public transport network. Creating an integrated development Enterprise West Essex @ Harlow London Road North Masterplan 27
7 MASTERPLAN The movement framework 7.12 The basis of the masterplan is the movement framework. Key features of the movement framework and masterplan are described below: Enterprise West Essex @ Harlow London Road North Masterplan 28
7 MASTERPLAN Rationale behind the movement framework 7.13 The basis of the masterplan is the movement framework. This has been devised in light of the following priorities and drivers: To release well-connected development parcels which reflect the different land ownership areas within the site. To ensure strong connections are made to the strategic road network in order to create an attractive business park environment. To provide legible, attractive and well-connected movement routes fronted by development which are easy to navigate and move through. To optimise the potential for modes of sustainable transport, particularly for bus, cycle and pedestrian movement by: o o o maximising the opportunities for bus service providers to deliver viable long-term bus routes to serve the development; plugging the main movement routes through the site into the existing bus network serving key movement generators such as Harlow Town Centre, Harlow Train Station and Harlow Mill Station and the intended bus network extensions planned for Newhall Phase 2; and plugging walking and cycle routes into the surrounding network. Illustration of how the development site could plug into Harlow s existing and future cycle network. Illustration of how the development site could plug into Harlow s existing and future bus network. Enterprise West Essex @ Harlow London Road North Masterplan 29
7 MASTERPLAN Development Parcels 7.14 The masterplan and movement framework broadly accords with different landownership holdings and site constraints identified (for example landscaping areas and public rights of way). 7.15 The development parcels presented are not rigidly defined but are set within a fluid framework which is held together by the principal movement routes. Whilst there is flexibility as to the precise placement of these key movement routes; they are fixed elements of the masterplan and must be provided in their entirety. 7.16 This ensures that the masterplan is sufficiently responsive to change and so that developers have enough room for manoeuvre when delivering development on the ground. 7.17 This means that the precise coverage of development parcels could change in dimension or ownership. However, the critical movement and frontage design components of the masterplan will still be delivered. Enterprise West Essex @ Harlow London Road North Masterplan 30
7 MASTERPLAN Street Hierarchy 7.18 The movement framework creates a logical urban hierarchy. Individual movement routes and development frontages can be easily defined by their location within this overall urban hierarchy. Illustrative Masterplan 7.19 An illustrative masterplan has been prepared to visualise the optimum development potential of the site and to demonstrate how development parcels could be developed. Enterprise West Essex @ Harlow London Road North Masterplan 31
7 MASTERPLAN Flexibility and Fluidity 7.20 The masterplan is not a rigid blue print for development. It fixes certain key, fundamental elements which are required of the development; but it does not dictate a particular development outcome. Sufficient scope and flexibility has been designed into the masterplan and design code parameters to enable a multitude of different development outcomes to come forward. process in order to deliver this broad vision and ensure development achieves high quality design. Character Areas 7.21 Three readily identifiable character areas are created in the masterplan. These character areas are defined by: their proximity to different movement routes within the urban hierarchy; the specific context for development in these areas; the likely form, layout and character of development, land uses and employment activities which these areas are expected to house. 7.22 The character areas created by the masterplan are: Enterprise Zone Gateway; Newhall Approach; and Main Employment Avenue and Fringe. 7.23 The three character areas are summarised in more detail in summary sheets provided in the London Road North Masterplan. Purpose of character areas 7.24 Character areas do not dictate the form of development which can take place in different locations within the LDO area. The purpose of their indication is to illustrate the most appropriate areas which certain uses, activities, building typologies and development forms are likely to locate. The design code enables and coordinates this Enterprise West Essex @ Harlow London Road North Masterplan 32
7 MASTERPLAN Land Uses 7.25 An overriding aim of the masterplan is to create a well-integrated and sustainable business park. Business parks are often designed as inward facing, single use enclaves which characteristically turn their backs on their surroundings. A common fault is that they rarely offer any social and commercial amenities within a close walking distance. 7.26 The absence of necessary supporting amenities reduces the sustainability of employment areas and makes them less attractive places to work for highly skilled employees. This inhibits their attractiveness to businesses and investors. Fundamental aims of the masterplan have therefore been: to fully integrate the site with its existing surroundings and connect it to the planned development taking place adjacent to it; and to encourage an appropriate range of commercial and social uses within walking distance from places of work. 7.27 The LDO provides for a limited range of mixed uses within a specified geographical location (see map right). Commercial and social uses identified in the LDO must be located on the ground floor of buildings fronting either the Urban Boulevard (east) and London Road. Units are limited by location and floorspace in order to avoid uses competing with existing centres. 7.28 The design intention is to draw some of the activity and vibrancy from the planned neighbourhood centre at Newhall into the enterprise zone. This will help to make the enterprise zone an attractive place to work and do business. 7.29 This location is considered to be more suitable than other areas in the zone as it is adjacent to and contiguous with the planned neighbourhood centre. Aligning these uses along the Urban Boulevard (east) - the main east-west movement route through east Harlow - means uses will be in suitably high profile, visible locations and therefore likely to experience high pedestrian footfall. 7.30 The map below also illustrates where office and research development may be most likely to locate (at the gateway to the enterprise zone). The expectation is that industrial businesses and smaller advanced manufacturing and engineering companies will be attracted to development parcels off the Main Employment Avenue. However, flexibility is encouraged. Enterprise West Essex @ Harlow London Road North Masterplan 33
8 SPATIAL VISION 8.1 The masterplan sets out a bold and clear spatial vision to guide the future development of the London Road North area. The purpose of the spatial vision is to translate the aims and intentions of the original enterprise zone bid into a marketable and deliverable masterplan for the London Road North site which is sufficiently flexible to accommodate changing circumstances. What do we want to achieve? London Road North will be a distinctive, highly accessible and sustainable business park location. Enterprise zone development will provide an attractive range of high quality, well landscaped employment premises suitable for a range of small, medium and large businesses within the target Med-Tech, ICT and Advanced Manufacturing sectors. London Road North benefit from strong connections to the strategic road network. Development will be structured around an efficient and legible street network providing strong connections to the rest of Harlow by public transport, road, foot and bicycle. The design and layout of development will help to ensure the site is carefully integrated with its surrounding urban and landscape context. Alongside the development at Newhall, London Road North will comprise a sustainable and highly prestigious new addition to east Harlow. Together, the developments will provide the essential economic growth, jobs and housing the town needs in order to grow. The clustering and growth of target sectors within the zone will galvanise Harlow s existing strengths in the knowledge and high technology growth sectors generating spin-off effects to surrounding employment areas. Development of the site will put Harlow and West Essex firmly on the map an area driving economic growth in the South East Local Enterprise Partnership (LEP) and making a vital contribution to the economic recovery of the country as a whole. Illustrative Concept of Spatial Vision for London Road North How will this be delivered? 8.2 Enterprise zone development will be driven by private sector investment, growth and innovation. Public sector capital investment is forward funding major highways improvements on the A414 which are critical to unblocking road infrastructure constraints, helping to kick start development on the ground. 8.3 The London Road North LDO, Masterplan and Design Code provides a flexible framework for delivering sustainable, long term private sector led economic growth across the 15 hectare greenfield development site. Key elements of the spatial vision 8.4 Key elements of the spatial vision for London Road North are summarised below. This section effectively outlines the design rationale for the London Road Masterplan. Enterprise West Essex @ Harlow London Road North Masterplan 34
8 SPATIAL VISION 8.5 These critical features can be considered a 19 point plan for optimising the development potential of the site and ensuring that it is sustainable. It is therefore vitally important that each feature is delivered. The London Road North Design Codes are intended to deliver these critical features of the overall Masterplan for the site. 1) A new junction on the A414 8.6 A new junction access on the A414 will create strong connections to the strategic road network. This will provide businesses within the site with rapid access to the M11 and to surrounding export and supply chain markets. It will also provide access to a wide pool of talent, knowledge and skills across the wider catchment area. 2 ) Highways improvement to strategic routes 8.7 Significant highways improvements along the A414 on the north and southbound approaches to this new junction will help mitigate potential congestion on this key strategic route running through Harlow to the M11. This will add to major capital enhancements already completed along the A414 approaches to the M11and at Southern Way roundabout. A strong frontage provided along the A414 to make the enterprise zone visible to passing traffic. 3 ) A new frontage on the A414 8.8 Development will create a new, high profile frontage on the A414. This will announce the presence of the zone to passing traffic flowing through Harlow. This will enhance the site and the town s reputation as a prominent location for economic growth, enterprise and innovation. 4) A gateway into the zone 8.9 Landmark buildings fronting corner locations at the A414 / Urban Boulevard junction will provide a gateway entrance into the Enterprise Zone site from the strategic road network. This important gateway will create a strong sense of arrival to this new area of Harlow and to the Newhall housing area beyond. Landmark buildings on corner sites on the A414 / Urban Boulevard junction to create a gateway into the site and through into the Newhall development beyond. Enterprise West Essex @ Harlow London Road North Masterplan 35
8 SPATIAL VISION 5) A new Urban Boulevard 8.10 A new tree lined Urban Boulevard will provide an attractive, well landscaped route into the business park. This new street will link the A414 to the Enterprise Zone and flow through into neighbourhood centre and housing area at Newhall. 8.11 The gradual narrowing of the Urban Boulevard after the Main Employment Avenue junction and a subtle change or kink in its direction along with other traffic calming measures will help to prepare and slow down drivers entering the Newhall housing area. 6) Frontage buildings along the Urban Boulevard 8.12 Frontage development along the urban boulevard and street trees planted at regular spaces will provide a strong sense of place with buildings defining the street and enclosing the space and the entrances and frontages of office and research and development buildings providing natural surveillance and activity. 7) Moving the proposed Link Road further south 8.13 Critical to optimising the development potential of the site and avoiding significant constraints is the realignment of the proposed Link Road (Urban Boulevard). The Adopted Harlow Replacement Local Plan 2006 designated an area of land for the delineation of this road. 8.14 Bringing the road south is critical to ensuring that development frontages can be provided on both sides of the street. This would also help to create a development parcel to the north the Link Road which would be of sufficient depth to accommodate 3 to 4 storey office, R&D or light industrial frontage development of varying depths with associated parking. 8.15 Moving the road further south is also essential in order to avoid the water pumping station, allotment gardens and protected wildlife verge all significant constraints to the delivery of development. Frontage buildings and street trees to create a continuous Urban Boulevard into Newhall. Bringing the Link Road (Urban Boulevard) further south to create a development plot of sufficient depth which will be suitable for buildings in B1 (business) use with associated parking. Enterprise West Essex @ Harlow London Road North Masterplan 36
8 SPATIAL VISION 8) A Main Employment Avenue running through the site 8.16 A new Main Employment Avenue will provide a strong structuring element running through the site. This new route will connect the Urban Boulevard (Link Road) to the north to a new access point to the south at London Road. This central spine road will be an attractive and well-landscaped multi-modal corridor providing efficient movement routes for employment traffic, buses, pedestrians and cyclists. It will provide access to individual development parcels serving a range of well designed and landscaped office, research and development, laboratory and industrial buildings of varying sizes. 9) Spaces for a variety of small, medium and large business within the target sectors 8.17 Analysis of profile and size of business within the Med- Tech, ICT and Advanced Manufacturing sectors confirms that SMEs comprise over 70% of these sectors. There is wide acceptance that SMEs are likely to be the main engine for growth in the UK economy. The preparation of the masterplan has been guided by the need to provide suitable spaces for a range of small and medium sized (SME) businesses. 8.18 The masterplan achieves this by creating a logical street hierarchy which will result in the creation of development parcels with frontages in different character areas. Character areas have been guided by an understanding of the separate landownership holdings within the LDO boundary and the surrounding context for development. Illustration of multi-modal, landscaped Main Employment Avenue running through the site. A range of small and medium size business premises to be provided in an attractive, well landscaped setting. Enterprise West Essex @ Harlow London Road North Masterplan 37
8 SPATIAL VISION 8.21 Opportunities for connecting in to the existing First Avenue Multi-Modal Corridor and a potential park and ride scheme at the Junction 7 of the M11 will be optimised. 8.22 The provision of attractive walking and cycling routes along these two main movement routes running through the site, in addition to enhancements to the existing Public Right of Way running through the centre of the site, will deliver attractive walking and cycle connections which connect with the surrounding network and network. 8.23 Streets fronted by buildings will provide a highly legible and distinctive environment which is easy to navigate through and will generate a positive and memorable sense of place. Development parcels along the Main Employment Avenue provide opportunities to deliver high quality business spaces suitable for small and medium businesses and incubator units for start-up companies. 8.19 The Main Employment Avenue character area provides the logical setting for the clustering of targeted advanced manufacturing, engineering and design firms of varying sizes which have specific site layout and access requirements. 10) Making sustainable movement a viable alternative to the car 8.20 Delivery of the Urban Boulevard and the Main Employment Avenue will help to maximise the opportunities for bus service providers to deliver viable long-term bus routes to serve the development. The delineation of these main movement routes will enable the development to plug into the existing local bus network serving key movement generators such as Harlow Town Centre, Harlow Train Station and Harlow Mill Station. Streets fronted by buildings providing a legible and safe walking environment 8.24 These core urban design principles, in addition to travel planning measures, will help to enhance the sustainability of the zone and ensure more sustainable options of work based travel are a viable and attractive alternative to the private car for employees working in the zone. Enterprise West Essex @ Harlow London Road North Masterplan 38
8 SPATIAL VISION 11) Sustainable Urban Drainage (SUDs) 8.25 Opportunities to incorporate Sustainable Urban Drainage systems into the overall street and frontage design will be maximised. Given the likely volume of building development and hard standing on the site is essential that measures to reduce surface water run-off are considered in the early masterplanning stages in order to ensure the development is sustainable. 8.26 This will be achieved through the provision of linear SUDs corridors along the two main movement routes running through the site. Linear SUDs corridors will contain grass verge soak-aways and attractive tree planting at regular spaces. The frontages of business premises will also incorporate SUDs features as integral features in the design of private set backs, parking slip roads and site boundaries. Further SUDs measures will be delivered on a site by site basis. 8.27 The provision of SUDs corridors with avenue tree planting as integrated features of street and frontage design will play a critical role in defining a green, well-landscaped and park-like environment. 8.28 This is likely to be attractive to the high value businesses within the target sectors. Incorporating landscape features into the design and layout of development is also a core principle of Harlow s original Gibberd Masterplan and will help to ensure development respects and embraces Harlow s distinctive New Town character. SUDs verge with avenue tree planting along Urban Boulevard and Main Employment Avenue SUDs corridors incorporated into street design will be a fundamental element of the surface water management strategy for the site and will play a key role in creating an attractive and sustainable business park environment. Enterprise West Essex @ Harlow London Road North Masterplan 39
8 SPATIAL VISION 12) Adjoining residential properties 8.29 Adjoining residential dwellings have a close proximity to potential development within the site. These dwellings will be effectively screened by landscaping to ensure that they are not impacted negatively by the development or by ongoing employment activities. Chapter 11 of the design code has been dedicated to mitigating potential issues associated with this proximity. 13) Respecting the landscape 8.30 The surrounding landscape areas such as Markhall Wood Wildlife Site and the existing landscape corridors within and bounding the site will be respected and incorporated into the overall layout of the scheme as key structuring elements. An illustration of how potential impacts on adjoining residential properties could be mitigated through careful landscape screening and the location and orientation of development. A view of the enterprise zone from Newhall (facing west) showing retained landscape screening along the LDO boundary. This provides a very effective buffer shielding residential properties from industrial and business development within the zone. The masterplan draws on the site s landscape assets in order to create an attractive, well landscaped business park which is well-screened from adjacent resident areas. Enterprise West Essex @ Harlow London Road North Masterplan 40
8 SPATIAL VISION 14) Integrating with Newhall 8.31 The opportunity to sensitively merge the enterprise zone development with the adjacent Newhall neighbourhood centre and housing area will be facilitated. Rather than turn its back on Newhall and create a segregated, single-use, car-dependent area, development will be encouraged to form an appropriate relationship with Newhall. 8.32 The Newhall Approach Character Area will provide a transition between the main employment uses within the site and the commercial and predominantly residential land uses provided at Newhall. This will be achieved through the provision of some mixed use buildings fronting the Urban Boulevard and London Road in this character area. 8.33 Mixed-use buildings will comprise office (B1a), research and development (B1b) buildings with a limited range of and education and training, conference centre, crèche / nursery (D1) uses, gymnasium (D2) facilities and walk-to retail (A1), service (A2), café/restaurant (A3) and hot food / takeaway (A5) uses along the ground floor of buildings. 15) Newhall public square 8.34 The transition between London Road North and Newhall will be complete where the Urban Boulevard flows through a new urban square at the Newhall neighbourhood centre. Newhall neighbourhood centre will be a lively mixed use area containing a shared public space, market stalls and a range of shops, cafes, restaurants and services. 8.35 In addition to Church Langely Neighbourhood Centre, Newhall will provide a major generator of day-to-day pedestrian movement for employees working in the enterprise zone during lunch breaks and after work. The close proximity of essential amenities within walking distance will help to make the site an attractive location for businesses and employees. Corner buildings on London Road play an important role in shaping Newhall public square and defining a new public space. Mixed use ground floor units along Newhall Approach Character Area helps to bridge the gap between the employment area and Newhall, helping to integrate the two areas. Enterprise West Essex @ Harlow London Road North Masterplan 41
8 SPATIAL VISION 16) A new frontage on London Road 8.36 A new frontage will be created on London Road at the junction of the urban boulevard. Buildings on corner plots will wrap round the junction and turn the corner by providing building facades on both sides of the street. 8.37 The frontages facing London Road will help to enclose the space within a new public square at Newhall Neighbourhood Centre and will provide natural surveillance and activity at street level, helping to animate the space. 17) A new landmark 8.38 A new landmark building will be provided at the corner plot of parcel B (see development parcel map in chapter 6). This building will play an important role in creating a highly legible and distinctive character for enterprise zone. 8.39 When viewed from Newhall Neighbourhood Centre, the building will terminate westbound views and highlight the main entrance to the enterprise zone site from the east. Views along the Urban Boulevard from Newhall Neighbourhood Centre New frontage on London Road buildings turning the corner to face a new public square. Enterprise West Essex @ Harlow London Road North Masterplan 42
8 SPATIAL VISION 18) An enhanced Public Right of Way 8.40 The Public Right of Way (PROW) running through the site will be upgraded and incorporated into the overall movement framework for the site. This route will provide an attractive tree-lined pedestrian and cycle path into the zone from London Road helping to connect the site to existing walking and cycling network. 8.41 To the east of the Main Employment Avenue the PROW will be upgraded to shared pedestrian cycle standard. 8.42 To the west of the Main Employment Avenue, it is expected that the PROW will be incorporated within a new Access Road. This will provide vehicular access to development parcels B and D and a 2m footway on each side of the street. 8.43 Frontages along the public right of way will provide natural surveillance and overlooking, although the orientation of buildings adjacent with residential properties on London Road will need to be carefully considered with respect to overlooking and privacy. Illustration of PROW upgraded to shared pedestrian / cycle route between London Road and the Main Employment Avenue Illustration showing the existing PROW upgraded along the central corridor of the site to form a new landscaped entrance for walking and cycling and an important Access Road to fringe sites towards the western boundary of the site. Illustration of public right of way upgraded to Access Road standard between the Main Employment Avenue and Markhall Wood Enterprise West Essex @ Harlow London Road North Masterplan 43
8 SPATIAL VISION 19) Pedestrian and cycle connection to London Road South LDO area 8.44 A new link will be opened up providing pedestrian and cycle connectivity to the London Road South redevelopment site. This is essential to ensure the sustainability of the London Road South site and ensure employees there can access the bus and cycle network to be delivered on the London Road North site. Illustrative concept of a shared pedestrian and cycle access to the London Road South redevelopment area from the Main Employment Avenue in London Road North LDO site. Enterprise West Essex @ Harlow London Road North Masterplan 44
9 CHARACTER AREAS Introduction 9.1 Three readily identifiable character areas are created in the masterplan. These character areas are defined by: their proximity to different movement routes within the urban hierarchy; the specific context for development in these areas; the likely form, layout and character of development and the employment activities which these areas are expected to house. 9.2 The character areas created by the masterplan are: Enterprise Zone Gateway; Newhall Approach; and Main Employment Avenue and Fringe. 9.3 The following three character area summary sheets provide a description of the key attributes of each character area. Purpose of character areas 9.4 Character areas do not dictate the form of development which can take place in different locations within the LDO area. The purpose of their indication is to illustrate the most appropriate areas which certain uses, activities, building typologies and development forms are likely to locate. The design code enables and coordinates this process in order to deliver this broad vision and ensure development achieves high quality design. Enterprise West Essex @ Harlow London Road North Masterplan 45
9 ENTERPRISE ZONE GATEWAY CHARACTER AREA Table 9a Enterprise Zone Character Area Summary A414 Frontage Development Urban Boulevard Entrance 9.5 Geographical Area The Enterprise Zone Gateway Character Areas comprises frontage development within indicative development parcels A and B adjacent to: the A414; the Urban Boulevard (Link Road) up to the junction with the Main Employment Avenue (Feeder Road); the two corner sites on the A414 / Urban Boulevard (Link Road) junction; and the corner site on the Urban Boulevard (Link Road) / Main Employment Avenue (Feeder Road) junction. 9.6 Key Features of Character Area a) A strong frontage onto A414. b) Landmark buildings on corner plots at A414 / Urban Boulevard junction to define a high profile recognisable gateway entrance into the zone. c) A landmark building on the corner of the Urban Boulevard/ Main Employment Avenue to act as a key focal point helping to define the urban form and draw views into the enterprise zone and provide legibility. d) Well-landscaped frontage and boundary treatments along A414. e) Existing tree line and hedgerow incorporated into frontage / boundary design or replaced with similar landscape features. f) Tree lined Urban Boulevard comprising SUDs verge and regular street trees to create an attractive avenue. g) Continuous 3 to 4 storey frontage buildings to define Urban Boulevard and provide a strong sense of enclosure. h) Majority of staff parking provided behind buildings. i) Limited staff parking provided in private slip roads along frontage. Parking integrated with SUDs measures and screened by landscaping. 9.7 Street Character and Public Realm a) The character area contains two very different streets types with different functions and characters. i. The A414 is a Strategic Route linking Harlow and other centres to the Trunk Road Network (M11). Walking and cycling routes adjacent to this route are limited. Opportunities to enhance the pedestrian experience on the A414 are limited. Setting frontage buildings back behind well landscaped, tree lined slip roads may enhance the public realm here within a plot boundary. Enterprise West Essex @ Harlow London Road North Masterplan 46
9 ENTERPRISE ZONE GATEWAY CHARACTER AREA ii. The Urban Boulevard will need to be constructed to Link Road standard and comprise four to five lanes. Continuous SUDs verges, tree planting and frontage development will help to soften the impact of the road and create a tree lined Urban Boulevard. Buildings fronting the Urban Boulevard should be orientated to face the street with entrancing fronting public areas and buildings defining and enclosing the space and providing natural surveillance. 9.8 Likely Land Uses Development parcels likely to be attractive to office (B1a), research and development (B1b) and light industrial uses (B1c). 9.9 Likely Business Activities and Development Opportunities Medium and large sized firms engaged in laboratory / pharmaceutical research and development, natural sciences, biotechnology, engineering and design, ICT, telecommunications activities, software development, head office activities. Buildings defining the street along the Urban Boulevard and providing a strong urban character. 9.10 Likely Building Types Office, laboratory, research and development buildings. Light industrial buildings of a high standard of architectural and design quality. Building entrances and facades to fronting the street along the Urban Boulevard will provide natural surveillance and character. Street trees within SUD corridor. High tech laboratory, research and development an engineering buildings Enterprise West Essex @ Harlow London Road North Masterplan 47
9 NEW HALL APPROACH CHARACTER AREA Table 9b - Newhall Approach Character Area Summary 9.12 Key Features of Character Area a) Development to draw activity and mixed uses from Newhall Neighbourhood into the employment area. b) Buildings aligned closely to the pavement to form a more intimate and enclosed urban character. c) Building facades and entrances orientated to face the street. d) Buildings to turn street corners and provide active frontages wrapping round corner plots. e) Avenue street trees planted at regular spaces to create a boulevard effect. f) Active frontages and natural surveillance at street level. Urban Boulevard, New Hall Approach Character Area 9.11 Geographical Area Defined as any frontage development within indicative development parcels A and B adjacent to the Urban Boulevard (Link Road) East between the junction with the Main Employment Avenue (Feeder Road) London Road. It also comprises a new frontages on London Road facing Newhall neighbourhood centre. g) Traffic calming measures to reduce vehicle speeds entering Newhall neighbourhood centre and homezone area. h) Shared space public square and potential market stalls provided at the entrance to Newhall off London Road. i) Parallel parking potentially incorporated into street design subject to highways authority consent. j) Staff parking provided to the rear of buildings. k) Mixed land uses (A and D class uses) provided along ground floor units of buildings, with B1 employment uses provided above ground floor. l) Ground floor A and D class uses to serve employment development rather than a wider catchment and consequently limited by individual and cumulative floorspace Enterprise West Essex @ Harlow London Road North Masterplan 48
9 NEW HALL APPROACH CHARACTER AREA thresholds (see LDO class 2, Schedule A). 9.13 Street Character and Public Realm a) Gradual narrowing of the Urban Boulevard to 6.75m carriageway similar to Newhall Primary Road network. b) A subtle kink in the road alignment along with other traffic calming measures will help to slow down vehicle speeds and prepare traffic entering the Newhall neighbourhood centre and housing area. c) Avenue tree planting at regular spacing and on-street parking bays indented into SUDs corridor to provide a continuation of the Urban Boulevard approach into Newhall Neighbourhood Centre. d) High quality public realm and footway design with cycle way on south section of the highway. e) Buildings arranged closer to the street to create a more intimate sense of enclosure. 9.14 Likely Land Uses a) Mixed of uses comprising: i. Office, research and development and light industrial uses; ii. small-scale A1 shop uses eg convenience goods, sandwich bar, internet café and dry cleaners; iii. small-scale A3 café / restaurant and A5 hot food / takeway uses; iv. D1 nursery / crèche, education and training and D2 gymnasium and swimming pool uses; b) A1, A3, A5 uses all limited to the ground floor of mixed use buildings and tied to specific thresholds in size (sqm) so as not to compete with surrounding commercial centres. 9.15 Likely Business Activities and Development Opportunities a) Small and medium sized firms engaged in ICT, telecommunications activities, software development, computer programming, research and development, engineering and design. b) Head office activities of various sizes of business. c) Small, medium and large sized companies engaged in laboratory / pharmaceutical research and development, natural sciences, biotechnology. d) Education and training providers, conference centre facilities, gymnasium providers and range of small-scale nursery, café/ restaurant, dry cleaners, convenience retail, sandwich bar, dry cleaning businesses. 9.16 Likely Building Types a) Mixed use buildings comprising A1, A3, A5, D1, D2 uses on ground floor and B1 uses on first, second and third floors. b) Stand alone office, laboratory, research and development buildings. c) Light industrial buildings of a high standard of architectural and design quality. Corner buildings & mixed uses Continuous development frontages Enterprise West Essex @ Harlow London Road North Masterplan 49
9 MAIN EMPLOYMENT AVENUE & FRINGE CHARACTER AREA Table 9c - Main Employment Avenue Character Area Summary walking and cycling. e) Range of small and medium sized advanced manufacturing, engineering, research and development and laboratory buildings. f) Some internalised development parcels providing incubator spaces (100 sqm to 500 sqm) for clustering of SMEs. 9.19 Street Character and Public Realm a) High quality business park setting. b) Achieved by SUDs verge and avenue planting and welllandscaped development frontages. c) Shared pedestrian and cycle route connections. d) 6.75m to 7.3m carriageway to industrial road specification. Main Employment Avenue and Fringe 9.17 Geographical Area Defined as: any development within indicative development parcels D, E, F, G and H; and any development within indicative development parcels B and C which does not front the Urban Boulevard (Link Road). 9.18 Character Area Summary a) SUDs verge and tree planting corridor continued to create a park-like setting. b) Existing landscape features retained and enhanced. c) Well landscaped frontages and boundaries containing SUDs measures and limited frontage parking. d) Main movement route through the site for bus transport, Main Employment Avenue Street Character 9.20 Likely Land Uses a) B1b (research and development) uses likely to be attracted to well-landscaped, business park setting. b) Development parcels likely to be attractive for B1c light Enterprise West Essex @ Harlow London Road North Masterplan 50
9 MAIN EMPLOYMENT AVENUE & FRINGE CHARACTER AREA industrial and B2 general industrial uses. c) Access, screening and setting provide opportunities for internalised developments highly suitable for small and medium sized B1c light industrial and B2 general industrial uses. contained within a courtyard, fronted by business premises. b) Two to three storey laboratory / research and development buildings with associated parking and landscaping. c) Medium to large advanced manufacturing firms covering a single development site with individual road access. Adaptable spaces for small and medium sized engineering and advanced manufacturing companies 9.21 Likely Business Activities and Development Opportunities a) Adaptable spaces will be attractive to small and medium sized advanced manufacturing and engineering companies (requiring spaces between 100 sqm and 500 sqm). b) Medium to large sized firms engaged in pharmaceutical research and development, natural sciences and biotechnology. c) Small business start ups associated with health and allied industries, life sciences and research and development requiring flexible laboratory and research and development space. d) Suitable location for flexible, short-tenancy incubator units to facilitate business start-ups, SME growth and innovation and the clustering of target sectors. 9.22 Likely Building Types a) Small and medium sized light industrial / industrial units likely to be arranged in an internalised or parallel layout with a single shared access, shared loading and turning areas Mixture of plots suitable for medium sized engineering and laboratory businesses or multiple small and medium sized business units. Multiple R&D, engineering buildings - Advanced Manufacturing Park, Rotherham Enterprise West Essex @ Harlow London Road North Masterplan 51
10 PHASING 10.1 The London Road North Masterplan provides a coordinating framework for development within the enterprise zone. This chapter outlines the likely phasing of development within the enterprise zone. It highlights how development parcels are likely to be brought forward to take account of: the forward funding of critical highways infrastructure on the A414 and Urban Boulevard (West); the phasing and delivery of highways infrastructure and site access arrangement required; and the resolution of other site constraints and landownership constraints. 10.2 An indicative phasing plan is shown on the map to the right, which should be read in conjunction with Table 10A and the remainder of this chapter. Table 10A - Phasing Periods Phase Development Locations Phase 1 Development frontages on the A414 and Urban Boulevard (West) within development parcels A and B (EZ Gateway Character Area). Phase 2 Development parcel B adjacent to the Main Employment Avenue and Access Road (Main Employment Avenue and Fringe Character Area). Phase 3 Frontages on Urban Boulevard (East) and London Road within development parcels A and C (Newhall Approach Character Area). Phase 4 Development parcel C adjacent to the Main Employment Avenue (Main Employment Avenue and Fringe Character Area). Phase 5 Development parcels F, G and H (Main Employment Avenue and Fringe Character Area). Phase 6 Development parcels D and E (Main Employment Avenue and Fringe Character Area). 10.3 It should be noted that the London Road North Local Development Order has a lifetime of 10 years. 10.4 With the forward funding of a new junction access on the A414 through Harlow s successful Growing Places Bid, it is expected that phases 1 and 2 should be implemented by 2016. Phases 3 to 5 are expected to be implemented between 2014 and 2019, with phase 6 likely to be implemented between 2019 and 2022. Enterprise West Essex @ Harlow London Road North Masterplan 53
10 PHASING 10.5 The phasing plans shown in this chapter are indicative and not mandatory. Their purpose is merely to illustrate the likely sequencing of development in the zone. The masterplan, design codes and LDO are sufficiently robust to enable development to be phased in a different way and access to be initiated from a different access point if this was required during the course of time. The need for phasing requirements 10.6 Phasing requirements in the LDO are necessary in order to orchestrate the delivery and implementation of new site access, necessary highways infrastructure and the relocation of existing playing fields within the LDO area. 10.7 Development within the enterprise zone must also be phased to take account of the Transport Assessment and engagement between the Local Planning Authority and the local highways authority (Essex County Council) and the Highways Agency who manage the strategic highways network (motorways). This is explained in more detail in paragraphs 10.11 to 10.18. LDO phasing conditions 10.8 Phasing requirements for development are set out in conditions contained within the LDO and are described below. Relocation of playing fields 10.9 General conditions G6 and G7 ensure the relocation of the Maypole playing fields and sports club building prior to development being commenced. Conditions provide for playing fields to be relocated to development parcels D and E in the interim, before being permanently relocated to new facilities south of Gilden Way, as part of the Newhall Phase 2 development. Necessary safeguards are placed on development parcels A, B, D, D and E to coordinate and manage this process. This is illustrated to the below. Relocation of Maypole playing fields to playingfields south of Gilden Way as part of the Newhall Phase 2 masterplan. Interim relocation of Maypole playing fields to development parcels D and E. Enterprise West Essex @ Harlow London Road North Masterplan 54
10 PHASING The delivery of highways infrastructure 10.10 Phasing and delivery of highways infrastructure conditions PDH1 to PDH10 of the LDO serve two specific purposes: First, they ensure the delivery and implementation of new highways infrastructure required to develop and access the site in a sustainable manner as set out in the masterplan and design code. This is achieved by wording conditions such that buildings within specific areas cannot be occupied until certain highways works have been fully implemented. Second, the conditions are designed to avoid circumstances in which land owners are held to ransom by adjoining owners in the process of constructing highways access and thereby delayed or prevented from developing their land parcel until an adjoining landowner constructs a highways access up to their land. This potential issue is addressed by requiring routes to be constructed up to and immediately adjoining the next landowner. Road infrastructure permitted under Schedule C of the LDO Enterprise West Essex @ Harlow London Road North Masterplan 55
10 PHASING Mitigating impacts on junction 7 on the M11 motorway 10.11 Phasing condition PDH11 takes account of the findings of the Transport Assessment and the assessed impact of the enterprise zone development proposal on the strategic road network specifically the M11 and junction 7 - in terms of modelled vehicle traffic movements and congestion. 10.12 The transport assessment demonstrates the quantum of enterprise zone development and associated jobs and traffic movements which can be accommodated within Harlow before junction 7 fails at which point significant mitigation measures will need to be implemented to enable further growth. 10.13 Whilst the majority of enterprise zone development and jobs growth may be accommodated within the existing highways network, not all of the development can be accommodated. Enterprise zone development therefore has to be capped at a certain point to prevent the junction failing during the course of development. However, further development may be unlocked providing necessary highways mitigation measures are delivered. Condition PDH11 and junction 7a 10.14 Consequently, condition PDH11 of the LDO restricts development on development parcels D an E until a new junction (junction 7a) has been provided on the M11. 10.15 Informative INF6 of the LDO advises landowners and developers of three potential instances in which the Local Planning Authority may consider varying condition PDH11. These are: a) Where the motoring of enterprise zone development demonstrates that the net transport impact of development is lower than the 5,899 net jobs originally anticipated to the extent that sufficient highways capacity exists at junction 7 such that development can proceed on parcels D and E; and/ or b) Where travel planning measures in the enterprise zone or across Harlow demonstrates that sufficient highways capacity exists at junction 7 such that development can proceed on parcels D and E; and/ or c) Where an alternative scheme of highways works has been undertaken to junction 7 which has provided sufficient highways capacity exists at junction 7 such that development can proceed on parcels D and E. 10.16 The precise wording of condition PDH11 and informative INF6 have resulted from detailed engagement between the Local Planning Authority and the highways authority and highways agency who manage the local and strategic road network respectively. Enterprise West Essex @ Harlow London Road North Masterplan 56
10 PHASING Why development parcels D and E? 10.17 There is a robust rationale for development to be restricted on development parcels D and E until junction 7a has been delivered (or approved alternative mitigation measures). Three main factors have guided this process of selection: a) Development parcels D and E will be safeguarded to provide interim replacement playing fields for the Maypole Sports Club, until permanent replacement playing fields are provided as part of the Newhall Phase 2 development. Consequently, development on parcels D and E will be delayed until this process has been fully implemented and approved by the Local Planning Authority following consultation with Sports England. b) Development parcels D and E are land locked by other development parcels so other development parcels and highways access will need to be delivered before these plots can be accessed and development commenced. c) It is important for the masterplan and LDO to manage the phasing of development in a fair and equitable manner and ensure each landowner is treated equally. Safeguarding parcels D and E until junction 7a has been delivered is the fairest solution as it ensures each of the three landowners within the site can develop areas of their landholdings without restriction. 10.18 The revised Transport Assessment assumes that development parcels D and E could provide a maximum potential employment density of 16,300 sqm of B1a (office) floorspace and 860 jobs. Landownership Map 2012 Enterprise West Essex @ Harlow London Road North Masterplan 57
10 PHASING Phasing development to the construction highways infrastructure 10.19 The requirements of conditions PDH1 to PDH10 are set out in the following illustrations. The purpose of these illustrations is to demonstrate which items of highways infrastructure must be delivered prior to the occupation of development in different land parcels. They are intended to assist stakeholders interpretation of LDO planning conditions PDH1 to PDH10. The locations in question are highlighted in each illustration with a red edged white blob. Phase 2 Timeframe 2013 to 2016 Development parcel B adjacent to the Main Employment Avenue and Access Road (Main Employment Avenue and Fringe Character Area). Phase 1 Timeframe 2013 to 2016 Development frontages on the A414 and Urban Boulevard (West) within development parcels A and B (EZ Gateway Character Area). Enterprise West Essex @ Harlow London Road North Masterplan 58
10 PHASING Phase 3 Timeframe 2014 to 2019 Frontages on Urban Boulevard (East) and London Road within development parcels A and C (Newhall Approach Character Area). Phase 4 Timeframe 2014 to 2019 Development parcel C adjacent to the Main Employment Avenue (Main Employment Avenue and Fringe Character Area). Enterprise West Essex @ Harlow London Road North Masterplan 59
10 PHASING Phase 5 Timeframe 2014 to 2019 Development parcels F, G and H (Main Employment Avenue and Fringe Character Area). Phase 6 Timeframe 2019 to 2022 Development parcels D and E (Main Employment Avenue and Fringe Character Area). Enterprise West Essex @ Harlow London Road North Masterplan 60
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES Introduction Appendix A Harlow Design Guide SPD Principles and the London Road North Masterplan 11.1 This section of the masterplan highlights how the principles in the Harlow Design Guide Supplementary Planning Document (SPD) have influenced the preparation of the London Road Masterplan and subsidiary design codes. Purpose 11.2 Design Principle DG1 of the Harlow Design Guide requires applicants proposing development to demonstrate how the principles of this guide have been taken into account in the design of the development proposals. 11.3 The purpose of this appendix is: to fulfil the requirements of DG1 by providing a statement to demonstrate how the design principles have informed the masterplan proposals for London Road North and their accompanying design codes; to demonstrate that the requirements established for applicants are the same as for the Council when putting forward development proposals within the District; and to support the design rationale and masterplanning decisions presented in the London Road North Masterplan and design code. Enterprise West Essex @ Harlow London Road North Masterplan 61
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES Structure & format 11.4 This appendix draws out the key design principles put forward in the Harlow Design Guide SPD which are seen to be relevant to development at London Road North. It explains how these principles have been carried forward in the London Road North Masterplan and design code. 11.5 Grey boxes edged with orange boundaries provide references to the London Road North masterplan and design code and explain how key principles of the SPD have been incorporated into the design and planning framework for the site. London Road North masterplan and design code reference boxes Harlow Design Guide SPD Guiding Principles 11.6 Pages 21 to 27 of the Harlow Design Guide establish guiding principles for development in Harlow. Of particular relevance to the London Road North Masterplan are: Compact Development; Integrating Natural and Historic Environment; Circulation; and Well-defined Urban Spaces. See: spatial vision (LRN masterplan, chapter 8) street hierarchy (LRN masterplan, page 31) street and development frontage parameters (LRN design code, chapter 5) Circulation 11.7 The Harlow Design Guide promotes development which contains well connected, legible, safe and attractive routes. Legibility is defined as the degree to which a place can be easily understood and travelled through. 11.8 The SPD recognises that the character of street types is integral to sense of place. It acknowledges that many roads in Harlow are heavily movement focused design. It stresses that a more contemporary approach is needed for new development in Harlow. This should promote streets as places and establish a movement hierarchy. Within this overall movement hierarchy a different design approach for each street type is recommended. Well-defined urban spaces 11.9 Well-defined urban spaces is a guiding principle of the Harlow Design Guide. The SPD recommends that buildings define, enclose and overlook all streets and public spaces. See: movement framework (LRN masterplan, page 28 and 29) street hierarchy (LRN masterplan, page 31) development principles (LRN masterplan) street and development frontage parameters (LRN design code, chapter 5) development principles along key routes (LRN design code, chapter 6) Enterprise West Essex @ Harlow London Road North Masterplan 62
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES Integrating natural and historic environment 11.10 A guiding principle of the Design Guide is to integrate natural and historic environments. This approach stresses that the Gibberd Masterplan for Harlow was based on a landscape-led approach which protect existing natural features and integrate them into development as strong structuring principles. 11.11 It recognises how the protection of natural assets in development is still very much a prevailing issue for contemporary urban design and sustainable development. It recognises that such assets can be important features in fostering a sense of place and character. spatial vision (LRN masterplan, chapter 8) See spatial vision (LRN masterplan, page 40) Urban Structure 11.12 The Harlow Design Guide advises that the structure of a place right, in terms of the network of streets and open spaces, location of land uses and density is critical to the quality of a development in terms of finding your way around easily, being able to walk to shops and services, developing a sense of community and contributing to making people feel safe. DG2 - General Place Making Principles 11.13 DG2 provides a set of generic placemaking principles which should be applied to all development proposals. They are intended to help create places that work, that are easy and pleasant to use, that are safe and that will support a range of uses. They are adapted from By Design: Urban Design in the Planning System Towards Better Practice (DETR, 2000) and are listed below. See: development principles (LRN masterplan, chapter 6) masterplan (LRN masterplan, chapter 7) Enterprise West Essex @ Harlow London Road North Masterplan 63
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES Development Principles for London Road North 11.14 The London Road North Masterplan establishes a set of development principles for Enterprise Zone development at London Road North. These development principles are mostly taken from the Harlow Design Guide General Placemaking Principles. Additional principles have been added where these were highlighted during the planning and design appraisal process or through engagement with stakeholders. The development principles for London Road North are as follows: o o o o o o o o o o o o o Character Ease of Movement Adaptability Continuity and enclosure Active Frontages and Natural Surveillance Quality of Public Realm Sustainable Urban Drainage (SUDs) Accessibility Diversity Landscape Context Residential Impact Area wide integration Landownership 11.15 They are set out in more detail in chapter 6 of this masterplan document. Principle DG3 Compact Development 11.16 Principle DG3 of the Harlow Design Guide defines compact development as development that uses land efficiently. It explains that this can be achieved by optimising the number of buildings developed on the land and making the layout of surrounding streets efficient. 11.17 However, it highlights that the density of development is only one measure of compaction and that this should not be achieved by reducing the quality and connectedness of development. DG3 therefore stresses that it is vital to ensure development is connected and not fragmented or severed by highways or infrastructure. DG3 suggests that the extent to which new development is walkable will strongly influence whether compact forms of development are successful. 11.18 The London Road North Masterplan has been strongly influenced by Principle DG3. The preparation of the LDO and Masterplan are based on trying to establish the optimum development potential of the site as a whole and of individual parcels. The preparation of the masterplan, LDO and design codes has been guided by the intention to balance maximising the use of land and the e Principle DG4 - Movement Network 11.19 Principle DG4 promotes a walkable, connected street network which offers the shortest and most direct walking routes with multiple connections to places. It recognises cul de sac / pod developments located around spine roads are inefficient and comparatively less accessible and less walkeable than more permeable and connected layouts. 11.20 It advises that development should be based on an integrated and permeable movement network at all levels, providing a clear hierarchy of streets and spaces for uses. Enterprise West Essex @ Harlow London Road North Masterplan 64
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES 11.21 Principle DG4 suggests that new development should integrate into the established movement network in a location and should incorporate landscaping features and assets within a movement network. 11.22 It recommends that new development should provide a strong hierarchy of routes each with a distinct character. 11.23 Principle DG4 requires that development should establish a wellconnected, direct pedestrian and cycle network that integrates with the street network to be provided. DG6 - Public Transport 11.24 Principle DG6 requires new development to make public transport an efficient and viable option and calls for all major new development to provide direct corridors for public transport which integrate with the existing network. 11.25 Principle DG6 promotes new development providing immediate access to the bus network, stops in easy walking distance by destinations. DG7 - Cycling and Walking 11.26 Principle DG7 states that cycling and walking routes should provide safe and direct access and should be integrated into the local street network and well overlooked by development. It advises that walking and cycling routes should run along major desire lines. For new developments, where cycle routes pass through built-up areas, cycle routes should form an integral part of the street. See: Movement framework (LRN masteplan, page 28-29) Spatial vision (LRN masterplan, page 38) DG8 - Streets 11.27 Principle DG8 makes clear that all new streets should integrate with and enhance the existing network. It advises that, when masterplanning large areas, masterplans should create a network and hierarchy of streets selecting from the street types identified in this section. 11.28 Further requirements set out in DG8 for planning and designing new streets are as follows: Streets should maintain a pedestrian movement zone free from obstructions such as street furniture, tree planting and lighting. The needs of cyclists should be an integral part of the street design. Safety and inclusivity should be an integral part of street design. All streets should have development fronting onto them to contribute to public safety. Street specific guidance 11.29 Pages 40 to 44 of the Harlow Design Guide provide street specific guidance for different streets within the overall hierarchy. These street types include: Avenues; Primary Route Network (Main Streets); Secondary Route Network (Local Streets); Access Streets; and Mews and Cul-de-Sacs. Enterprise West Essex @ Harlow London Road North Masterplan 65
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES 11.30 In terms of the London Road Masterplan, the following relationships can be identified: Harlow Design Guide Streets Avenue Primary Route Network (Main Streets) Secondary Route Network (Local Streets) Access Streets Harlow Design Guide Principles London Road Streets A414 Urban Boulevard Main Employment Avenue Access Road 11.31 Pages 30 to 34 of the Harlow Design Guide provide the following principles for specific streets within the street hierarchy as they apply to the London Road North masterplan and design codes: 11.32 Avenues: Strategic routes aligned to green wedges Primary to accommodate through traffic Frontage development where this enhances public safety and character Informal street planting See: Table 5A A414 frontage design parameters (LRN design code, page 26) spatial vision (LRN masterplan, page 35) illustrative masterplan (LRN masterplan, page 31) 11.33 Main Streets (Primary Route Network): Main streets should be lined with consistent, continuous building frontage of a sufficient scale (3-4 storeys), to provide an appropriate level of enclosure. On-street parking should be allowed in designated bays. Cycling routes and parking should be incorporated into the street design. See: Table 5B - Urban Boulevard (Link Road) West Design Parameters (LRN design code, page 27) Table 5C Urban Boulevard (Link Road) East / Newhall Approach Design Parameters (LRN design code, page 28) spatial vision (LRN masterplan, page 35-36) EZ Gateway character area (LRN masterplan, page 45-46) Newhall Approach Character Area (LRN masterplan, page 47-48) illustrative masterplan (LRN masterplan, page 31) parking standards and design (LRN design code, chapter 11) 11.34 Local Streets (Secondary Route Network): Provide spine roads Pedestrians and cyclists should be prioritised Enterprise West Essex @ Harlow London Road North Masterplan 66
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES Local Streets should be line with building frontage of sufficient scale (2-3 storeys) to provide appropriate level of enclosure. On-street parking should be permitted unless there is a reason why this would be inappropriate. See: Table 5D Main Employment Avenue Design Parameters (LRN design code, page 29) Main employment avenue and fringe character area (LRN masterplan, page 50-51) Newhall Approach Character Area (LRN masterplan, page 48-49) spatial vision (LRN masterplan, page 37-39) illustrative masterplan (LRN masterplan, page 31) parking standards and design (LRN design code, chapter 11) 11.35 Access Streets: Should connect to wider network Only be used by traffic with a local origin / destination Limited design speeds with traffic calming 2 to 3 storey frontage development Cyclists accommodated on carriageway See: Table 5E Access Road Provided adjacent to existing public right of way design parameters (LRN design code, page 31) Main employment avenue and fringe character area (LRN masterplan, page 50-51) spatial vision (LRN masterplan, page 37 to 39) illustrative masterplan (LRN masterplan, page 31) parking standards and design (LRN design code, chapter 11) DG9 - Street Furniture 11.36 Street furniture such as lighting, benches, bins and street trees should be located within a clearly defined furniture zone at the kerbside of the footway, thereby maintaining a pedestrian movement zone free from obstructions. DG10 - On-Street Parking 11.37 Parking should be accommodated on-street where possible. The inclusion of landscaping should be integral to the design of the street. DG11 - Street Trees 11.38 Street trees and associated landscaping are encouraged in street design and should reflect and reinforce Harlow s character. See: street and development frontage parameters (LRN design code, chapter 5) table 5I - street tree spacing requirements (LRN design code, page 34) spatial vision (LRN design code, chapter 8) character areas (LRN masterplan, chapter 9) parking standards and design (LRN design code, chapter 11) Enterprise West Essex @ Harlow London Road North Masterplan 67
APPENDIX A HARLOW DESIGN GUIDE PRINCIPLES DG17 - Employment Areas 11.39 Section 4.6 and design principle DG17 of the Harlow Design Guide SPD provides specific urban design guidance for employment areas in Harlow. The guidance provided covers layout and access and design and is summarised below: 11.40 Layout and Access 11.41 Design Development should be well served by public transport with good pedestrian connections to residential areas. New employment development should be structure as a network of connected streets with development fronting the street. Cycleways should be incorporated into movement routes. Service yards and large parking areas should be internalised within the block of development to avoid these spaces fronting onto the public routes. Buildings should be located so as to provide a series of street pictures with untidy back areas kept out of public view. Limited visitor and disabled parking may be provided on the street frontage but keeping building lines to no more than 15 metres from the highway will ensure that a good streetscene is maintained. Visitor parking should be incorporated into the landscape design with tree planting breaking up the visual impact of parked cars. The structure employment areas around spine road which are in the form of boulevards Designing gateways to provide a strong entrance to and identity for the development. Physical assets including areas of open space, natural woodlands and water which employees should be able to see from their work places and enjoy on their breaks. New development should improve connections to the surrounding landscape. Building frontage should face the public realm. Active frontages opportunities can be limited but every effort must be made to avoid large areas of blank frontages adjacent to the public realm. Building entrances should front onto streets and spaces and make a positive contribution to surveillance and legibility. The position of reception areas and office space should be located to positively contribute to the surveillance of public realm. Reception areas on corners overlooking entrance areas and forecourts contribute to the surveillance of those areas. See: spatial vision, masterplan, movement framework and character areas (LRN masteplan, chapters 7, 8 and 9) street and frontage development parameters (LRN design code, chapter 5) frontage development principles along key routes (LRN design code, chapter 6). parking standards and design (LRN design code, chapter 11) Enterprise West Essex @ Harlow London Road North Masterplan 68