Hackney Central Master Plan P60-101

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5.6 Management and Maintenance One of the objectives of the Masterplan is to help deliver the physical regeneration of the area, including that of the public realm. However, significant expenditure in the public realm would be wasted if adequate management and maintenance regimes of the streets and public places were not in place, to ensure that the quality of the environment remains attractive and continues to support the economic regeneration of Hackney Central. Well maintained streets and public places encourage their use and add to their vibrancy. Proposals for improvements to the public realm should be considered holistically, taking account of the lifetime of the project in terms of initial investment and on-going maintenance.

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In general, proposals for streetscape enhancements through the public realm strategy, should ‘build in’ robustness into their management and maintenance by: Detailed Records: Maintaining a detailed record of the original scheme, including details of the final implemented design, materials, street furniture etc; Skills: Ensure that in-house staff has the necessary skills to implement and maintain the public realm for which they are responsible; Awareness: Ensure that in-house staff is fully aware of the appropriate maintenance procedures; Utilities: Work with utilities companies to ensure surfaces are replaced with the appropriate materials;

An overview of the management of the public realm is also key to its future quality and success. Ill-thought-out decisions, such as poorly sited street furniture, or contractors not replacing original materials following maintenance work, can individually and collectively undermine the quality of our public places. A co-ordinated approach to the management of our public realm is therefore necessary to ensure that the initial schemes are designed and maintained in an appropriate way and continue to provide a high quality finish.

Stocks of Materials: Maintain adequate stocks of the relevant materials for repairs and on-going maintenance;

Skilled operatives are required to maintain the quality of the public realm

An inappropriate tarmac repair where matching stone should have been used. This highlights the importance of adequate skilled staff and stocks of materials

Maintenance Procedure: Ensure that the appropriate maintenance procedures are in-place to provide consistent future management; Specialist items: Provide for adequate contractual arrangements for specialist items such as bespoke lighting or public art or provide the necessary specialist cleaning equipment where required;

Robustness: The design of places and the choice of materials should be sufficiently robust so as to be able to cope with the expected level of use and adopted cleaning methods, equipment and vehicles. The LB Hackney is responsible for the management and maintenance of public streets and spaces within the borough. Management responsibility is divided between the Waste Operations Department and Streetscene. These departments will be fully consulted on all proposals to ensure that they are both appropriate and able to be maintained within the capabilities of these units. Waste Operations: LB Hackney is responsible for the management and maintenance of the adopted roads in the within Hackney Central. The Borough’s own Waste Operations department is responsible for street cleaning, litter and refuse collection and there is an extensive published programme for these operations. Each adopted street is swept a minimum of twice a week on previously appointed days, and areas defined as ‘town centres’ are swept 5 times a week and streets identified as ‘extra busy’ are swept more regularly. Streetscene Whereas street cleaning and litter and refuse collection is the responsibility of Waste Operations, Streetscene is responsible for maintaining the infrastructure of the adopted roads including highways surfaces, footways, kerbs, freestanding

walls, street furniture and lighting. Streetscene’s area of responsibility normally extends up to the back of pavement, including the management of street trees situated within adopted pavements. Streetscene also maintains no less than 130 green sites elsewhere in the borough and therefore are normally responsible for the maintenance of public green spaces. Streetscene also has 3 graffiti removal teams within the borough. New Trees Streetscene employs a Tree Officer for the maintenance of trees within its jurisdiction. Streetscene approves all new street trees to be planted within their areas of responsibility, and these should conform to their own Design Guide. Issues include tree species, planting size, planting specification, provision of root deflectors etc. 12 month maintenance period under contract Trees adopted by Streetscene are subject to a 3-5 year Young Tree Maintenance Period. (During the first 12 months 15 inspections are carried out of which 9 are carried out in the growing season. In the following 3-5 years, 4 maintenance visits per year are carried out with necessary remedial works undertaken, such as watering, pruning, loosening tree ties etc.). Established trees are inspected annually with appropriate works carried out as necessary (Pollarded trees are re-pollarded every 3 years).

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06 THEME 3 - Ensuring a functional town centre for living, working and shopping

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6.1 Land use strategy Regenerating Hackney Central town centre involves not only a range of environmental programmes but also, and critically, ensuring there exists an underlying and robust local economic strategy. For Hackney Central this will focus on reinforcing the town centre’s civic functions (LBH is one of the largest employers along with Homerton Hospital) allied with an emerging cultural and creative focus for business, leisure and recreation. To deliver these overarching objectives, the Masterplan has identified a palette of land uses that are described in this chapter.

The Masterplan envisages a mix and distribution of uses that reflect and support the multifunctional role that Hackney Central performs as a town centre. Notably, as a retail, cultural and civic hub, an important public transport node and as a place where people also live and work. The proposed land use mix seeks to maintain and strengthen existing positive uses, and introduce new uses that complement the role of the location. In some cases, and where appropriate, existing uses might be re-provided, though usually at a greater degree of intensity, in order to make more efficient use of land and maximise the potential of the town centre.

The strategic land use framework drawing provides an overview of the range of land uses proposed, together with their distribution which reflects the emerging Core Strategy.

This section provides an overview of the suggested land uses within the Masterplan area. The subsequent sections in Chapter 6 provide more detail on the different land use strategies.

Mixed use city centre development of residential apartments above shops

Mixed use development around a high quality landscaped space

Land use

Figure 6.1 Land use

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Policy/Design Principles 6.1 Land Uses Overall, development should support the regeneration of Hackney Central and uses should complement the vision for the area as high density and mixed use. Future development should abide by the following broad land use principles: 1. A mix of retail and residential should be included at the Tesco and bus garage site with: • Enhanced pedestrian access through the Tesco’s site, lined with active frontages. • Make greater use of railway arches at Bohemia Place to facilitate a pedestrian link and converted to retail units. • A mix of retail and residential uses designed to overlook adjacent streets and spaces. • Potential to accommodate a landmark building. 2. The shops on Lower Clapton Road and Morning Lane to: • Maximise opportunities for to provide a mix of uses on these under utilised sites. 3. The Gibbons site (Amhurst Road) to: • Maximise this excellent town centre location by providing a mix of retail space at ground floor, with residential and/or commercial space above. • Consider appropriately designed temporary solutions as land is safeguarded for the Hackney-Chelsea line (Crossrail 2). 4. Residential Areas should: • Comprise primarily residential uses. • Ensure that proposals for other uses must be compatible with residential amenity. 5. Community and residential uses would need to be considered and addressed appropriately where facilities are affected by proposals for development. Proposals affecting community facilities should: • Retain/enhance and incorporate or re-provide existing facilities to a high standard. A mix of Retail and Residential Mare Street and the Narrow Way would retain their existing ‘high street’ character and range of uses, predominantly retail and related activities such as cafes, offices and residential uses above ground floor level, in a horizontal and vertical mix. The presence of local independent retailers contributes significantly to Hackney Central’s interest and provides a ‘unique selling point’ for the town. The 64

proposed arrangement would maintain the existing situation, although additional choice in terms of places to eat would strengthen the existing mix. It is envisaged that the range and extent of the retail area would be expanded to include the Tesco store on Morning Lane and the bus garage to the north. It is likely that the existing Tesco store would be replaced with a new store. Both are shown to include a retail and residential mix and improved pedestrian connections. The railway arches at Bohemia Place have distinctive qualities and it is proposed to make greater use of these and convert a number of units for retail purposes to complement the existing retail offer on Mare Street. The retail frontage on Lower Clapton Road includes a range of single storey retail buildings and represents an under utilised site. Such a location would benefit from a mix of retail units with residential development above. In the medium to long term the development of the Gibbons site is appropriate for a mixed retail and residential development to take advantage of its excellent town centre location. Residential Areas The majority of the Masterplan area west of Mare Street comprises predominantly residential accommodation, and it is not proposed to alter these areas significantly. Proposals for alternative uses in these areas should be appropriate to a residential environment and amenity of the neighbourhood. A mix of Community and Residential The area west of St John-at-Hackney Church comprises the former Rectory, a Scout hut, a Learning Trust facility and a privately owned yard. This site has the potential to accommodate additional town centre housing and provide an improved relationship with the churchyard. However, the existing community facilities would need to be considered and addressed appropriately through the redevelopment of this site. The land use map suggests that the area would continue to accommodate the community facilities although relocation could be acceptable. The funding of any re-provided facilities will also be a consideration.

Policy/Design Principles 6.1 Land Uses (continued) • P  roposals to re-locate community facilities should not be precluded, depending on the future needs of the operators and the availability of suitable alternative locations. • E  nsure re-located community facilities are sited on an appropriate alternative site that is equally convenient, and accessible within the local area, where there is a continued requirement for these facilities. • E  nsure there is not net loss in community use. 6. A mix of commercial and residential uses on the bus garage site should: • P  rovide for retail elements to address Bohemia Place and railway arches. • P  rovide interesting and lively frontages to Bohemia Place and strengthen its role as an extension of the retail area. • P  rovide ‘quieter’ more low-key commercial uses with residential elements above facing towards the churchyard in order to maintain its tranquillity and atmosphere. 7. Office, Employment, Community and Leisure: • E  xisting cultural, community and leisure uses should generally be retained. • P  roposals for mutually supportive uses, such as such as a cafes or restaurants are encouraged. • A  ppropriate new uses should be sought for the Ocean venue. • P  roposals should provide active ground level frontages. • P  eripheral locations could incorporate a mix of commercial uses with residential elements. 8. Parking within Hackney Central should: • P  rovide town centre parking within a basement car park beneath Tesco’s as part of proposals for the redevelopment of this site. • P  rovide minimum residential parking. • P  rovide car club parking spaces within or close to proposals for residential development. 9. The Bus Garage proposals should: • R  etain or re-provide the existing facility to meet the current and future requirements of the bus operator.

A mix of Commercial and Residential The area of the bus garage, identified as a mix of both residential and commercial uses, reflects the transitional role this area performs between the busy Tesco site and railway arches to the south and the contrasting tranquillity of the churchyard. Office, Employment, Community and Leisure The area around Town Hall Square contains a variety of uses, including civic functions, entertainment, employment/offices and community facilities. This area forms a cultural cluster arranged around a memorable public square. It is intended to maintain the current mix of uses and, where possible, strengthen this cultural cluster. In addition, beyond the immediate civic core around the Town Hall, are several locations which have been identified as potential sites for redevelopment. It is envisaged that these slightly more peripheral locations would comprise predominantly commercial uses with residential accommodation situated above. The commercial function of these sites would compliment the existing and emerging office/ employment activities around the Town Hall. Parking The Tesco’s site currently accommodates the main own centre surface car park with some parking also located next to Hackney Central railway station. Redevelopment of the Tesco site would require the town centre parking to be re-provided. Re-development of the station car park would see these spaces lost. New residential development would be provided for with only very limited car parking provision due to the highly accessible location of the town centre by means of public transport (see Transport Chapter 7). Bus Depot A bus garage is necessary to meet the current and future requirements of the bus operator. However, two options are suggested for the re-provision of the garage on this site in order to make better use of this important town centre location (see Part III, Character Area 1). The facility could potentially be located underground. This solution would be costly, but would enable a significantly greater beneficial use of the existing site at ground level and above.

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Policy/Design Principles 6.2 Retail Strategy 1. Opportunities for Improvement to the retail offer of Hackney Central should: • Locate future retail development close to the existing core shopping areas so as to support rather than undermine, the existing centre. • Examine the potential of the bus garage and Tesco’s sites to provide significant change incorporating new retail development. • Seek to utilise the railway arches in Bohemia Place to create a distinctive shopping. environment and a unique selling point for the town centre. 2. Enhancements to the quality of the retail environment should seek to: a) Improve pedestrian movement through: • Provision of better links and overall quality/ attractiveness of public realm of the town centre as a place to stay rather than pass through. • New or enhanced pedestrian crossings. • Strengthening of retail ‘anchors’. • Legibility and general navigability. b) Provide attractive places and spaces to sit and relax. c) Provide new north-south links and a high quality retail offer on the Tesco / bus garage sites. d) Maximising the potential of the railway arches along Bohemia Place as a characterful retail environment distinctive to Hackney Central. e) Improve the Hackney Central station area – essential to radically transforming pedestrian accessibility. f) Enhancing the Narrow Way as a quality shopping experience. Continued on next page 6.2 Retail strategy Hackney Central is the second largest of Hackney’s town centres in terms of total retail floor space, but contains the largest Core Shopping Frontage area. It provides the most attractive shopping environment of the three Hackney centres. The centre supports a total of 51,300sqm gross ground floor floor space, but only 55% is used for retail purposes with the remainder for leisure and office uses associated with the centre’s civic and administrative functions.

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Some larger retail units/major multiple retailers are provided - Marks & Spencer, who are considered to be a key attraction for a town centre, are located in Mare Street. However, the majority of the shops are small independent retailers. This is seen as both a strength and a weakness. The variety and range of shops creates both interest and distinctiveness, for Hackney Central, despite the presence of some national it is by no means a ‘cloned’ high street. The limited range of national retailers and suitably large units, means that many shoppers go elsewhere for their comparison shopping needs. There are few suitable sites for significant additional retail space and strong competition from larger town centres together with emerging centres such as Stratford City, makes competing directly with these locations very difficult. Comparison shopping (non-food) Hackney Central has a very low overall market share of comparison goods retailing, with the primary reason for visiting as being in close proximity to home, rather than the quality and range of the shops. Nearby centres, such as Dalston, offer a significantly greater choice of comparison goods shops. The quality and range of shops tends to be the main reason for visiting rival comparison goods destinations outside the Borough. Convenience shopping (food/other convenience items) Hackney Central’s main shopping function is that of a convenience rather than comparison shopping destination. Tesco on Morning Lane is the dominant food store. Shopping is the dominant reason why people visit Mare Street, although very few visits to Mare Street are made for cafes, restaurants, which presumably reflects a relative lack of suitable places to eat and drink. Night Time Economy Hackney Central is the borough’s civic centre and has the potential to become a civic and cultural focus for Hackney. The growth of the night-time economy in Hackney Central in recent years can largely be attributed to the refurbishment of Hackney Empire and the Ocean bar night-club although the future of the Ocean’s venue is uncertain The small number of cafes, bars and restaurants is also a weakness in the evening economy of the town centre.

Figure 6.2 Retail Strategy

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Policy/Design Principles 6.2 Retail Strategy (continued) 3. Tesco Site proposals should: • Provide a replacement retail anchor store of approximately 14,000sqm (inc. bulk storage/ servicing) over two storeys. • Provide a mix of smaller retail units at ground floor as a component of the overall development of this site. • Active ground floor frontages adjacent to public streets and spaces. • Include a high density residential component above.; and • Provide a new high quality pedestrian link through the site (see ‘Shopping Circuits’). 4. Bus garage site proposals should: • Examine opportunities to incorporate a number of modern large shop units attractive to national multiple retailers. • Provide space for cafes, bars and restaurants. • Create a fine grain development to enhance. pedestrian accessibility and link both with the Tesco site and shopping area on Narrow Way. • Examine the potential to re-locate the bus garage on this site to a basement facility. • Seek to convert the railway arches into new retail space. • Provide a new Mare Street frontage development and new open space (if the bus garage is to remain it could be consolidated towards the east with bus access relocated along Bohemia Place to facilitate this change). • Provide a mix of retail, offices and residential. • Should focus retail development primarily towards the Narrow Way and the railway arches, with quieter activities along its northern side adjacent to St John-at-Hackney Church Gardens. 5. Mare Street and the Narrow Way should: • Retain their fine grain high street character. • Form a new public space to reinforce the importance of this location with a potential pavilion building to form a focus for activity. • Provide an anchor use at the top of the Narrow Way, that could be a retail, leisure or cultural function to draw people up this street. Continued on next page 6.2.1 Opportunities for improvement A number of opportunities exist to improve the retail offer in Hackney Central. The range of small-scale independent and specialist retailers is 68

considered valuable to the community, (although many would like to see the range and quality of the shops improve). However, a balanced approach is required, to strengthen the viability of the town centre without undermining the existing retailers. As well as additional shops, the overall enhancement of the quality of the town centre environment is important in creating an attractive place that people will enjoy visiting. Potential enhancement of the local retail environment could include: Figure 6.2 illustrates the retail strategy for Hackney Central town centre. Tesco site This site comprises a large area and is an important location within Hackney Central. Changes to this site have the potential to form a distinctive element of the new urban quarter and provide a major new retail anchor close to the main shopping streets. However, it is important that proposals compliment the town centre’s fragile balance of smaller independent traders from which much of Hackney Central’s character originates. Bus garage site The Hackney Retail and Leisure Capacity concluded that if a need was “identified for substantial growth and the market conditions prove favourable then the bus garage site is the obvious location to expand the retail centre as it relates well in physical terms to the prime retail pitch in the centre.” The site is within the defined town centre and adjacent to the core shopping frontage. As such, it is suitable for retail and leisure use. This is a large opportunity site, and its redevelopment would provide an important opportunity to create a step change in the quality and character of the town centre. Mare Street and Narrow Way It is anticipated the existing high street retail character of Mare Street and the Narrow Way would be retained, with its mix of retail and business uses, local and national retailers, although the quality of the environment could be improved to enhance this area for visitors and retailers. The Old Town Hall is also an important historic building occupying a key space in the town centre, but is currently a betting office. A restaurant or cafe with outside seating would provide a more suitable use to enliven this space and reinforce its sense of place.

Policy/Design Principles 6.2 Retail Strategy (continued) • Improve the retail mix in future developments. • E  ncourage appropriate new uses for the Old Town Hall such as a cafe or restaurant. 6. Bohemia Place proposals should: • S  eek to convert the arches to new retail space to broaden the overall town centre offer and maximise the central location • A  ddress problems of severance and barriers to pedestrian movement by forming north-south link(s) better integrating areas to the east of Mare Street to Narrow Way and St John-at-Hackney Church gardens • C  reate a distinctive and unique location within the town centre 7. Gibbons site proposals should improve the range and quality of shops by: • E  xamining opportunities to incorporate larger shop units attractive to national multiple retailers • C  onsider proposals/uses suitable as temporary solutions as land is safeguarded for the Hackney-Chelsea line (Crossrail2) 8. Proposals for the redevelopment of the Tesco’s and bus garage sites should contribute to the provision of a shopping circuit by: • facilitating the provision of a new pedestrian link through the railway arches • P  roviding an attractively designed street formed of several small linked spaces • B  e faced on each side by shops and cafes at ground level to help create lively frontages and an appealing route • S  creen the unsightly backs of the buildings on Mare Street • Implementing high quality public realm enhancements consistent with the public realm strategy for Hackney Central 9. Development proposals should incorporate focal spaces to sit and relax, including: • ‘spill out’ spaces to enable cafes and restaurants to provide outside seating and would enliven the public realm. Continued on next page Bohemia Place (railway arches) At present the arches on Bohemia Place are underutilised. They contain minimal retail use and a predominant amount of semi-industrial/automotive

activity. With the redevelopment of both Tesco and the bus garage, the opportunity exists to open up access to the arches and integrate them more fully into the town centre-wide retail offer. The arches are distinctive and a potentially attractive part of the town centre, whose character could be exploited to provide original shopping streets with character, that would help provide Hackney Central with a unique retail offer. Gibbons site This site is located within the defined Core Shopping Frontage area where retail is the preferred use, and would contribute to the vitality and viability of Mare Street and Amhurst Road. This is a large redevelopment opportunity site in the town centre and has the potential to make a significant contribution to the regeneration of a key site in Hackney Central. The adjacent retail and leisure uses, and its location next to a railway line make the redevelopment of the site for these uses both suitable and the only viable option. In addition, Amhurst Road and Mare Street are well served by buses, and Hackney Central railway station is to the rear of this site. A key constraint on this site is the Chelsea-Hackney surface safeguarding that introduces a time factor on the life of any future development (15-17yrs). For this reason, mixed use development that contains residential uses may not be appropriate on parts of the site area. Shopping Circuit By developing Tesco’s and the bus garage a new shopping circuit would be created, that would establish routes linking disparate parts of the town centre. These circuits would link Hackney Central Station, the Narrow Way, Morning Lane, Mare Street and Town Hall Square in a loop. Beyond this links reach out along the Narrow Way, Amhurst Road St John’s Churchyard Gardens. A new pedestrian street would be created through the Tesco site between Morning Lane and the Narrow Way. It is anticipated that existing railway arches could be opened to provide a more convenient and attractive route for pedestrians. This would provide a positive connection to both the retailers on the Narrow Way and Hackney Central Station. The focus of the strategy is to provide an attractive, safe and convivial pedestrian route.

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Policy/Design Principles 6.2 Retail Strategy (continued) 10. Leisure (eat and drink) and commercial leisure facilities proposed within Hackney Central should: • B  e provided for within mixed use developments provided these are compatible with surrounding residential amenity. • E  ncourage cafes and restaurants in association with the cultural quarter around Town Hall Square. • H  ave regard to issues of safety and security including the provision of suitable lighting.

The opportunity site on Lower Clapton Road (see

Part III), at the top of the Narrow Way, offers some potential to be redeveloped as an anchor use to maximise its position at the top of this retail street and act as a draw to encourage pedestrian movement up the Narrow Way. Such a use could incorporate larger retail units, appropriate leisure uses such as cafes and restaurants. Focal Spaces to sit and relax Throughout the area there will be a series of new and improved public spaces for residents and visitors to sit and relax. Distinctive public spaces would also improve legibility and the ability of people to move through the town centre. Leisure (eat and drink) and commercial leisure facilities Hackney Central would benefit from additional places to eat and drink which are currently under-provided for within the existing centre. The provision of good quality places to eat and drink would compliment the retail offer and contribute to an enhanced evening economy. However, improvements to safety are considered to be an important part of future changes to the night time economy and need to be considered alongside the public realm strategy. The cultural quarter of Hackney Central is focussed around Town Hall Square, with the Hackney Empire Theatre and Ocean venue. With the future of the Ocean in doubt a positive strategy needs to be developed for this site, and the potential for smaller-format venues to open could be explored or potential for conversion to a cinema.

Leisure uses and evening activities are important as part of the mix of town centre uses

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There may be potential to promote growth in the café and restaurant sector - in particular, a pretheatre dining culture could be developed. Such uses need not be located on Town Hall Square itself but could be within easy walking distance.

Policy/Design Principles 6.3 Housing Provision 1. Residential developments must: • Contribute to the London Borough of Hackney’s London Plan requirement to provide 10,850 net additional dwellings between 2007 and 2017. • Meet London Plan requirements that 50% of the total amount of new housing should be affordable (London Plan policies provide some flexibility for mixed-use and/or regeneration schemes that deliver wider benefits). • Consider the need for a mix of homes that provide for larger families, especially for those unable to afford market prices. • Be of sufficiently high architectural and urban design standards, as well as meet Code for Sustainable Homes Level 4 (see also 08 Energy Strategy) regardless of tenure. • Provide high density housing appropriate to its town centre location and where applicable historic context in accordance with London Plan density requirements; and • Provide high standards of architectural and urban design with new homes built to Lifetime Homes standards. 6.3 Housing provision The London Plan 2006 amendments, requires LB Hackney to deliver 10,850 net additional dwellings between 2007 and 2017. This equates to 1,085 net additional dwellings per year from 2007/08 to 2016/17. Assessments of housing land capacity and developments in the pipeline suggest the 1,085 target is likely to be exceeded with a supply of 1,200 net new dwellings p.a. up to 2012, reducing thereafter (Re; ‘Submission for Growth Area Funding (GAF) (Round 3)’ Report, LB Hackney, 2007). It is therefore likely that GLA’s target average of 1,085 over the whole period from 2007/08 to 2016/17 will be attained. It is envisaged that much development activity centres on Hackney Central and Dalston where high density mixed used development is encouraged to

Modern terraced housing

support town centre regeneration and complement much investment to public transport infrastructure. These housing projections draw on the Hackney Housing Land Capacity Study by ENTEC Planning Consultants 2005, which concluded that with planning intervention the capacity exists to deliver 1,824 new units in Hackney Central (Ward) over 3 phases to 2022. Housing mix Of this total amount of new housing to be accommodated, the London Plan requires that 50% should be affordable, with 35% social rented and 15% intermediate, shared ownership Housing and the remaining 50% private. Evidence from the ‘Housing Needs Survey 2003’ and demographic projections underpin the case for a mix of homes that provide for larger families, especially for those unable to afford market prices. Existing UDP policies require new development to provide 1/3rd of dwellings as family accommodation with 3 or more bedrooms (UDP Policy HO9) and a further 1/3rd of the 1/3rd should be four or more bedrooms. With the GLA increase in housing supply targets to 1,085 p.a., it will be important to ensure that the strategic target increase should not be attained at the detriment of meeting local housing needs for larger families. Housing density and design The current Masterplan identifies a range of new housing developments across the plan area. For highly accessible town centre sites such as Hackney Central, in order to optimise the potential of development sites, the London Plan recommends a minimum density of 650 – 1100 habitable rooms per hectare (hr/ha), which equates to 240 – 435 units per hectare when 2.7 habitable rooms per unit (hr/u) is applied. The London Plan encourages high standards of architectural and urban design and requires that all new dwellings are built to Lifetime Homes standards. The Draft LB Hackney LDF Core Strategy also seeks to establish that residential development should be built to Level 4 of the Code of Sustainable Homes, regardless of tenure.

Duplex and flat units with a common deck above shared parking

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Policy/Design Principles 6.4 Employment Provision 1. Proposals for commercial/employment space within Hackney central will be required to provide B1 workspace and/or alternative employment space that will directly support the following priority sectors: • Cultural and creative industries. • ICT, design and interactive media technologies. • Finance and business services. • Public services, including government, education, health and social care; and • Transport. 6.5 Community Facilities 1. The Masterplan will support Hackney’s cultural strategy. (see below) through: • Enhancing the Town Hall square and setting. • Broadening the local retail offer. • Improving streets as settings for wide ranging activities. • Ensuring access and integration of existing cultural facilities. • Providing new development opportunities that include the potential for cultural uses. 2. Key projects within the town centre Masterplan area will: • Be carried forward in close consultation with the Learning Trust to determine the adequacy of existing nursery and primary school provision in relation to the projected child yield generated from new residential development in the area. 3. St John-at-Hackney Church and Gardens should become a focus for community activities and events including: • Opening the southern part of the church as a community cafe, with outside seating space. • Utilising some of the larger open spaces for multifunctional activities and events such as markets or outdoor theatre. 6.4 Employment provision Hackney’s Defined Employment Areas (DEAs) do not include areas within the Hackney Central town centre masterplan boundary. Priority areas for employment are described in the emerging Core Strategy as being located in and around Homerton Station and distributed across the Mare Street south environs. These locations both fall outside of

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the Hackney Central Masterplan boundary, though the former Flowers East building (now Momart) is included. The Masterplan provides 18,670 sqm of new B1 employment space in various locations across the Masterplan area as part of a mix of uses on a number of the identified opportunity sites. These are principally located at bus garage site, Florfield Road and potential sites along Sylvester Path. Where employment uses are indicated, preferred development is for B1 use classes and/or non B use classes which directly support IT / cultural and creative industries / finance / public services and transport. 50% of all new / re-provided space must be suitable for SME’s of 0 - 250 sq.m. It is expected that these will be accommodated on the ground and first floors with suitable uses including C3, D1 and D2 above. Areas suitable for mixed business and commercial uses are identified on the land use map. The London Borough of Hackney undertook an Employment Growth Options Study in March 2006 to inform the emerging LDF. This identified future demand for employment floor space as follows: (i) total employment increasing by approximately 26,000 sqm between 2001-2016; (ii) B use-class employment increasing by approximately 15,000 sqm between 2001-2016; (iii) future gross demand for employment floor space in Hackney amounting to between 200,000 sqm and 300,000 sqm for the period 2001 to 2016. The study further identifies potential sources of supply to meet the demand and of these, Homerton and Mare Street south are estimated to provide around 21,000 sqm across a range of types of accommodation. 6.5 Community Facilities The Hackney Cultural Strategy was produced in 2002 and is concerned with promoting cultural issues in the borough. One of its major themes is to conserve, maintain, enhance and promote Hackney’s physical environment and heritage. Issues raised by the Cultural Strategy that are relevant to this Masterplan include: - - - -

Safety and security in parks within the Borough; Safer and better maintained facilities; The physical improvement of 50 open spaces; The promotion of good environmental practice.

Figure 6.3 Proposed community infrastructure

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The cultural sector makes a significant contribution to the town centre economy and plays a major part in shaping the character of Hackney Central. The Town Hall area forms part of the cultural quarter. Further, Mare Street is currently the centre of cultural activity with potential for expansion. Hackney’s Community Strategy (2005-2015) identifies a number of key actions including “promoting a strong creative and cultural sector which marks out an identity for the Borough as a centre of culture”. This is supported by the London Plan and Mayor’s Cultural Strategy. Hackney’s Cultural Strategy (2003) recognizes the importance of the development of cultural and creative industries. The library in Hackney Central is the most modern of Hackney’s libraries and is co-located within the Technology and Learning Centre. The centre also provides training courses, space for creative industries, school projects and community work. Hackney Co-Operative Developments (HCD), a notfor-profit, community benefit company, continues to play a key role in supporting and developing cultural activities. Its priority target groups are black and ethnic minority individuals and organisations, female entrepreneurs, youth, co-operatives, and green and ethical businesses. Educational facilities A number of key educational developments are relevant to the Masterplan area. Homerton College of Technology - though outside of the Masterplan boundary, demolition of the former Homerton College of Technology is contextually relevant. It is to be replaced with a new four storey building to accommodate an academy, sports hall, associated hard play areas, recreation areas and entrance plazas. The primary schools within the area had spare capacity at the time early Masterplanning baseline work was carried out by LBH (2003 / 04). A secondary school (see below), a Further Education Institution and the Borough’s only Higher Education Institution are also relevant to the study though

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outside the Masterplan area. The Hackney Free and Parochial secondary school that lies on the southern boundary of the masterplan area is planned to undergo complete demolition and rebuild. Healthcare Facilities The Primary Care Trusts (PCT) development of primary care centres is aligned with Hackney’s Core Strategy that focuses on the defined town centres that include Hackney Central and Dalston. The PCT, however, does not identify any new requirement for Hackney Central. The redevelopment of the Lower Clapton Health Centre, outside of the Masterplan area, is included as part of the plans for the redevelopment of Hackney Central. The closest hospital is the Homerton University Hospital, located east and outside of the masterplan area. Some primary care facilities are to move to Homerton Hospital allowing room for expansion and development. Stage 1 approval is scheduled for April 2010 for opening of transferred services to Homerton. Redevelopment of Lower Clapton Health Centre would then commence. ‘Healthcare for London’ published in December 2006 by the London Strategic Health Authority outlined proposals for primary care to be provided alongside a range of health care services in buildings called ‘polyclinics’. Within this context, the City and Hackney PCT has over the last year been pursuing a strategy of a “greater concentration of our general practices within a smaller number of larger and better quality buildings in a way that balances the need to provide easy access with the need to provide a wide range of health care in modern buildings that are fit for purpose” (Revised Primary Care Service and Estates Strategy, PCT, Nov 2007). St John-at-Hackney Church and Gardens The Church is a focus for community activities and initiatives and is looking for ways to make the church building and grounds more accessible and usable for the community.

6.6. Development content The opportunities for redevelopment and new development have emerged through a thorough assessment of the constraints and opportunities of the study area. In some cases these have been influenced by areas of the town under development pressure, whilst in others through the aspiration to improve underperforming areas and contribute towards improving the town’s overall level of public realm quality. The various foci of growth and change were tested at public consultation, where general and overwhelming agreement with the areas was noted. These were then explored through development of a range of options, tested with both stakeholders and through technical appraisal of issues such as access/movement, engineering, economics and planning policy conformity. Importantly all the options were reviewed against the overarching Masterplan objectives.

Modern high quality mixed use development

Due to uncertainty over specific key sites (e.g. bus garage/Tesco/Hackney Central station and others), it was decided that the Masterplan should be represented through a series of high level framework drawings that established the ‘non-negotiables’ or design and development principles for the wider Masterplan area. Such an approach would then allow various alternative and more detailed scenarios to be accommodated within opportunity areas as discussions progress with key landowners / developers / investors / occupiers. The proposed development content of the Masterplan is indicative only and serves to illustrate the likely yield of new residential and non-residential uses if a certain set of site scenarios were to be pursued within the broader framework (see Part III, Chapter 9). Under these scenarios the following development content is proposed: New retail (anchor): 14,000sq.m (including servicing/bulk store) New retail (non-anchor): 3,100sq.m New commercial (office): 18,670sq.m New residential units: 833 New bus garage (basement): 8,000sq.m

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07 THEME 4 - Establishing a coherent and attractive movement network 7.1 A hierachy of movement and access The London Borough of Hackney falls within the North London sub region of the London Plan and comprises the southern tip of the London-StanstedCambridge-Peterborough Growth Corridor. A small area of the south east of the borough is within the Thames Gateway which has been designated a national priority for urban regeneration. This is shown in Figure 7.1 where Hackney Borough is shown in context with neighbouring boroughs in London. The key strategic connections to and from the Borough is also represented.

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Figure 7.1 Borough-wide movement context

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7.1.2 Hackney Central’s Vehicular Movement Network The key links serving Hackney Central is shown in Figure 7.2. Key traffic routes follow the primary and secondary road hierarchy and represent the most congested vehicular locations, especially at significant junctions. Although not a primary route, the Narrow Way forms an extension to Mare Street, but is limited to bus and pedestrian traffic only. However, the narrow alignment of the road and the large number of buses passing along this road results in significant bus congestion over large parts of the day. Mare Street forms part of the secondary road network

7.1.4 Hackney’s User Hierarchy The following road user hierarchy is proposed for Hackney Central: • • • • • • •

Pedestrians Cyclists Public transport users Freight distribution (local) Car users (multi-occupancy) Car users (local) Car users (non-local)

People with mobility impairment, the elderly and parents with children have priority within each category. The strategy recognises that this hierarchy needs to be balanced against the network hierarchy to ensure the efficient management of all movements.

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Figure 7.2 Vehicular movement network

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Policy/Design Principles 7.2 Pedestrian Movement 1. Proposals to enhance pedestrian movement include: •P  rovision of a pedestrian route between the existing site of the bus depot through an open railway arch, across the Tesco site and Morning Lane onto Paragon Road. • Opening up of at least one archway in order to facilitate the new north-south link. • A new link to be included in any proposals for the redevelopment of the Tesco’s site. • That vehicle access to the Tesco’s underground car park be located on the eastern side of the site to reduce conflict between pedestrians and motor vehicles. • To facilitate movement across Morning Lane with a new toucan crossing and a direct route through the developments on Chalgrove Road • Effective signage and way-finding to enhance legibility. • Provision of better signage and way-finding to Brett Road to improve pedestrian movement between the Narrow Way and the Hackney Central rail station. • Provide a crossing facility between Brett Road and the rail station entrance to assist pedestrian movement. 2. The Narrow Way Assess the potential for the Narrow Way to be fully pedestrianised. In the short term proposals for enhancement of the public realm should include measures to enhance the pedestrian environment of the Narrow Way, including: • Reducing street clutter. • Provision of seating high quality surface treatment and street furniture consistent with the public realm strategy. 3. Interchange between Hackney Downs and Hackney Central • Encourage the implementation of a direct interchange connection between Hackney Downs and Hackney Central Stations. 4. Hackney Grove • Enhance the environment along Hackney Grove to encourage pedestrian movement.

7.2 Pedestrian movement 7.2.1 Overall strategy for pedestrian routes As pedestrians are identified as the top priority in the hierarchy of road users, the overall strategy seeks to improve connectivity and permeability for pedestrians while minimising the likelihood of conflicts with vehicular traffic. The strategy also consists of enhancing the environment for pedestrians using urban design elements to reduce both crime and the perception of crime. An issue that has been identified is the lack of north-south links for pedestrians on both sides of Mare Street. This pedestrian movement is currently not possible as the railway arches are occupied by various types of small businesses. The provision of an alternative pedestrian route through the railway arches would significantly enhance movement through part of the town centre. It would also reduce the need for pedestrians to access the Mare Street/Amhurst Road/Narrow Way junction which has been a pedestrian accident hotspot in the last three years. The Narrow Way As mentioned, the Narrow Way is the main shopping street in Hackney Central and therefore has high pedestrian activities. Currently, this area suffers from severe bus congestion since 12 bus services are routed south along this very narrow road. The short term solution would be to reduce the bus congestion along the Narrow Way. However, the ambition in Hackney is to assess the potential for the Narrow Way to be completely pedestrianised to improve the pedestrian shopping experience. Achieving this aspiration requires the input of many stakeholders and will take some time in order to bring together the many technical and operational challenges for bus services. Some of the work already underway, such as the Route 38 study by TfL will be part of this process. London Borough of Hackney and TfL are working together on potential solutions to address this issue. Interchange between Hackney Downs and Hackney Central The need for a new direct pedestrian link between Hackney Central and Hackney Downs Station has been identified in the Masterplan Scoping Stage. Currently, pedestrians wishing to interchange between the two stations are diverted to Amhurst Road, which could take up to five minutes on foot. Proposals exist to create an interchange link between the two platforms although this scheme currently remains unimplemented.

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Figure 7.3 Pedestrian strategy

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Hackney Grove Hackney Grove is a narrow lane running behind the library. This route could form a stronger connection between London Fields and Broadway Market through to Hackney Central, including to St John-atHackney Church gardens via Mare Street. Case Study: Cornmarket Street, Oxford Cornmarket is Oxford’s main shopping street. As part of the initiative to create a more enhanced shopping environment and to tackle bus congestion, daytime pedestrianisation was implemented. The street is closed off to all traffic, including cyclists, between 10am and 6pm by means of rising bollards at each end. Cyclists and service vehicles can access Cornmarket Street between 6pm and 10am. A number of traffic calming elements have been used to establish the user hierarchy in Cornmarket Street. For instance, the road surface was treated to form a street-wide pedestrianised area in a flat horizontal profile with an aggregate surface suitable for heavy service vehicles. The kerb between the centre of the street and the pavements was considered inappropriate as this suggested the priority of vehicles over pedestrians. Other elements like street furniture have also contributed greatly to the success to this public space. Pedestrianisation has created a successful public space

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Policy/Design Principles 7.3 Crossings and Junctions The following crossing/junction improvements are recommended: 1. Improvements to the Amhurst Road / the Narrow Way junction should seek to give greater priority to pedestrian movement including: • A new pedestrian facility to cater for the east and west movement on Mare Street (Figure 7.5). • Traffic calming measures on all three arms of the above mentioned junction to improving connectivity. 2. Improvements to pedestrian movement across Mare Street at Town Hall Square by: • Installation of a new pedestrian crossing facility opposite to the Town Hall. 3. Upgrade the existing crossing to Chalgrove Road to: • Support the initiative of creating a pedestrian/ cyclist route through the railway arches and across Morning Lane. 4. Improved facilities are proposed at the following locations: • Morning Lane at the junction with Paragon Road. • The junction of Amhurst Road, Kenmure Road and Malpas Road to facilitate pedestrian and cyclist movement from the Narrow Way to Amhurst Road and improve accessibility to Hackney Downs and Hackney Central stations. • Amhurst Road north at the junction with Marcon Place to facilitate cyclist and pedestrian movement originating from the junction with Dalston Lane and Pembury Road. • Improve the existing crossing facility at the junction of Morning Lane and Chatham Place to further encourage the use of Churchwell Path which forms part of the signed route for both cyclists and pedestrians.

7.3 Approach to crossings and junctions Crossings To facilitate the movement of pedestrians across busy roads, appropriate crossing facilities must be provided. This is particularly an issue for the eastwest movement across Mare Street at the junction with Amhurst Road and the Narrow Way. Currently, pedestrians on the east side of Mare Street wishing to access the west side of Amhurst Road are directed to use the zebra crossing at the foot of Narrow Way and the pelican crossing on Amhurst Road. This is rather inconvenient to pedestrians due to the associated trip and is enforced by the barriers installed along Mare Street on approach to the junction with Amhurst Road. South of the Hackney Town Hall, there is a light controlled pedestrian crossing on Mare Street immediately south of Reading Lane serving an east to west movement of pedestrians. However, a large number of J-walkers are observed further north between the two bus stops on serving the Town Hall on the east and west side of Mare Street. An additional crossing point opposite the Town Hall will support the desire line of the pedestrian. On Morning Lane, there are currently two signal controlled crossing facilities; one in the east-west direction and the other in the north-south. As mentioned, Tesco’s redevelopment plan includes relocating the car park underground. Therefore, the absence of cars entering and exiting from the western side of the Tesco’s site would not require the crossing on the east-west direction. Improved crossings are proposed in a number of locations along Amhurst Road to facilitate movements of both pedestrians and cyclists. This will have the aim of improving safety where a number of cyclist accidents have occurred.

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Surface treatments Urban design elements can sometimes have traffic calming effects as they can suggest that pedestrians and cyclists take priority over vehicles. This could therefore have road safety benefits and also contributes greatly to the visual appearance of town centres. In Hackney Central, this strategy finds it appropriate to apply this concept of using urban design elements to enhance the environment for pedestrians and cyclists at junctions particularly those that have had a history of traffic accidents. Currently, due to the significant traffic at the main junctions, the hierarchy seems to favour vehicles over more vulnerable users of the road. It is therefore recommended that surface treatments be applied to the following junctions in Hackney Central: - Mare Street and Morning Lane - Amhurst Road/Mare Street/Narrow Way - Dalston Lane/Narrow Way/Lower Clapton Road Surface treatment would comprise using contrasting and robust paving material which usually includes a mixture of paving slabs and blocks. These will signal drivers both visually and physically of a change in the environment as well as assist pedestrian movement. Pedestrian friendly surface treatment at junctions and crossings

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Policy/Design Principles 7.4 Cycle Routes Enhancements are proposed for the transport network for cyclists by: 1. Providing signed cycle routes as follows: • A pedestrian/cyclist route to connect to St John’s-at-Hackney-Church Gardens adjacent to the existing bus depot site through the railway arches and across Morning Lane to Chalgrove Road. • Along Hackney Grove between Town Hall Square and London Fields park. 2. Providing improved crossing facilities between: • Chalgrove Road and Morning Lane. • The junction of Amhurst Road, Kenmure Road and Malpas Road. 3. Providing a signed cycle routes to connect with the London Cycle Network (LCN): • Along Wilton Way to provide an east and west connection to the LCN. • Signage at the Amhurst Road/Dalston Lane/ Pembury Road junction to inform cyclists of the route to join the LCN.

7.4 Cycle routes Hackney Borough is recognised for its awardwinning cycling initiatives. This strategy aims to complement the existing programmes that are currently being implemented. Part of the overall improvement of public realm in Hackney Central envisages increased accessibility for cyclists and provision of better facilities. Its aim is to further strengthen the routes within and beyond the town centre particularly to support the east-west movement. Figure 7.4 illustrates the proposed signed routes and locations of cycle parking. Dedicated routes and improved legibility for cyclists would assist in avoiding the mainstream traffic as the route would be predominantly free from vehicle traffic. Secure cycle parking in key locations, such as at the railway stations also form part of the strategy to encourage cycling.

4. Provision of effective signage at various points along Mare Street to: • Identify this approach to the main shopping district; and • To guide cyclists to cycle parking facilities. 5. Provision of secure cycle parking facilities at key locations within the town centre including: • Hackney Downs and Hackney Central Rail Stations; and • Shopping locations to further encourage cycling within the town centre.

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Figure 7.4 Cyclist strategy

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Policy/Design Principles 7.5 Public Transport Proposals affecting public transport include: 1. Potential pedestrianisation Assessment of the pedestrianisation of the Narrow Way involving the potential re-routing of bus routes currently in using this street. 2. Reducing bus congestion • Measures to reduce/remove bus congestion from the Narrow Way should be investigated as part of proposals to consider the pedestrianisation of this area.

7.5 Public transport 7.5.1 Bus congestion in Hackney Central Hackney Central benefits from good bus services and rail connections. Currently, the issue within the town centre is bus congestion at Amhurst Road and the Narrow Way as each serve twelve bus routes. Amhurst Road caters for northbound movement while the Narrow Way caters for southbound movement. As mentioned in the section on pedestrian routes, the severe bus congestion along the Narrow Way has resulted in an unpleasant environment for shoppers due to safety issues arising from the potential conflict between buses and pedestrians. The complete pedestrianisation of the Narrow Way is identified as a means of improving the environment on this important section of Mare Street. However, it is recognised that this may involve a lengthy investigation. It will be necessary to examine the technical and operational evidence to determine the implications and impacts of pedestrianisation on the wider transport network and environment to assess its feasibility. On Amhurst Road, there is potential to increase capacity by removing the existing on-street parking, which will be discussed in the following section. It is recognised this may potentially be a contentious issue for local residents. The strategy however urges that this would complement aims of improving bus congestion within the town centre to create a more pleasant environment for both residents and visitors. Traffic delay along Mare Street, from the Amhurst Road/Narrow Way junction to Graham Road, is recognised. It is therefore suggested that this part of Mare Street be included in the study to look at reducing overall congestion in the town centre.

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Figure 7.5 Parking, access and servicing strategy

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Policy/Design Principles 7.6 Parking Strategy The proposed approach to town centre parking provision is to: 1. Tesco Car park Provide a new basement car park beneath the Tesco site as part of proposals to redevelop this site. 2. On-street parking - Amhurst Road Examine removing existing on-street parking on Amhurst Road to increase the capacity of the road (to be considered alongside proposals for the potential re-routing some of the bus routes currently using the Narrow Way). 3. Shop Mobility scheme Provide a Shop Mobility scheme to be implemented at Tescos to compensate for the removal of any mobility impaired parking elsewhere. 4. Parking for new residential development New residential development should provide a least one car club parking space is provided on-site or within 500 metres walking distance of the site. 5. Zero parking development New residential development will be designed to be ‘zero-parking’ developments where they are sited in locations that are highly accessible by public transport. Any on-site parking will be limited to that required for car club spaces, the mobility impaired or possibly a very limited number of spaces where larger family accommodation is being provided.

There are a number of mobility impaired parking bays in the Hackney Central Masterplan Area. However, the only designated mobility impaired parking bay close to the shopping area is located at the foot of the Narrow Way, immediately north of the junction with Mare Street and Amhurst Road. Along Amhurst Road, on-street parking is provided for temporary use. These are located on the north side of Amhurst Road adjacent to the lane catering for southward vehicular movement. In the residential areas north and south of Amhurst Road, residential parking is provided. 7.6.2 On-street parking on Amhurst Road Amhurst Road currently experiences traffic congestion in its entire route. The provision for on-street parking on the southbound side does not alleviate this situation. 7.6.3 Mobility impaired parking bay The existing mobility impaired parking bay at the junction of Narrow Way and Amhurst Road is located in a highly congested location where access to and from the space can be unsafe. It is therefore proposed that this parking bay for the mobility impaired be removed and replaced with a shop mobility scheme which would provide scooters to those with mobility impairment to allow them to access the shops on Narrow Way.

7.6 Parking strategy

7.6.4 Car club parking Increasingly, new developments particularly in London are required not to provide parking for residents. Instead, residents are encouraged to participate in a local car club which provides an alternative to private car ownership. To participate, users pay a nominal annual fee and an hourly charge for use of the vehicle.

7.6.1 Car parking at Hackney Central The car park at Tesco’s on Morning Lane serves as the main town centre car park and caters for both supermarket shoppers and visitors. From Mare Street, the car park is accessed through a short pedestrian path located in its north-west corner. Currently, this path is not well maintained and is poorly lit.

7.6.5 Parking on new development New development will generally provide zero on-site car parking, particularly in locations that are highly accessible by public transport. On-site parking will generally be limited to that necessary for the mobility impaired, minimal level parking where proposals incorporate family accommodation or where car club spaces are provided within the development.

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Policy/Design Principles 7.7 Servicing Strategy The proposed approach to servicing is as follows: 1. Bus Depot access Access to a basement bus garage should: • Provide a ramp with a minimum clearance height of at least 4.5 metres. • Allow for a structural beam depth of around 1.5m. • Use a ramp gradient no steeper than 1:15 (with a resulting ramp length of ramp is 90m). • Start the ramp descent some 25 metres from the Narrow Way, to allow a north-south pedestrian route at grade before buses join the ramp. • Establish an appropriate management system to minimise bus/pedestrian conflict. • Provide a roadway width to allow two buses to pass of 7.5m (taking into account central separation and structural clearances). • Ensure the ramp design is informed by a vehicle swept path analysis at its detailed design stage. 2. Servicing requirements • Potential retail or commercial development at the existing bus depot site should be accommodated in future proposals for this area with regard to the space requirements for service vehicles. • Servicing should take place at ground level with a service road from Mare Street at Bohemia Place. • A loading bay of at least 20 x 20m is recommended The eventual loading bay size and layout would be informed by vehicle swept path analysis in its detailed design. 3. Tescos Servicing should: • Be accessed from Morning Lane east to minimise conflicts between road users. 4. Rectory site access should: • Be sufficiently wide to accommodate fire tenders, removal vans and refuse vehicles. • Lead to an area within the development site able to facilitate three-point turns. • Ensure the detailed design is informed by a swept path tracking analysis during its detailed design.

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7.7 Servicing strategy 7.7.1 Bus Depot Site The aspiration is to relocate the bus depot underground to utilise the existing area for a retail or commercial development. This would require a detailed design of access and servicing. In particular, the access ramp to the underground bus depot should ideally be placed in the same alignment as the existing entrance to the bus depot. Consultation with Arriva suggested future operational use of the bus depot will be for overnight storage of double decker buses and as well as parking, there would be a need to fuel and wash buses on site in the future. 7.7.2 Tesco’s development site The existing Tesco store is serviced from a loading bay at the eastern end of its site. Service access should continue from this end of the site but with a separation between the access to an underground car park in order to minimise the conflict between cars and service vehicles. 7.7.3 Site at corner of Morning Lane and Mare Street It is likely this site would be used for retail uses and as such service vehicles would need to encroach onto the designated pedestrian cycling area. Delivery times should therefore be structured to minimise conflicts for example be limited to hours between 1900 and 1000. 7.7.4 Development opportunity site to East of the Narrow Way (Rectory site) This opportunity site is likely to be predominantly residential but could include other uses such as the Scout hall. The existing access road from Mare Street would need to be at least 5 metres in width to provide sufficient capacity to accommodate fire tenders, removal vans and refuse vehicles. Figure 7.6 shows a potential location of the access route. This access road should only be accessed by service vehicles as car club parking would be provided elsewhere close to the site.

08 THEME 5 - Promoting forward thinking sustainable regeneration strategies 8.1 Introduction

8.3 Energy Reduction and efficiency guidance

Sustainability considerations are a key component of the Hackney Central Masterplan. These are set out in a preliminary energy strategy outlined in this section. The Energy Strategy has been developed in order to meet the national, regional and local policies aimed at mitigating the impact of climate change. National Government policies are geared to reducing UK carbon emissions by 80% by 2050. The GLA policy sets targets for at least 14% of London’s electricity to be provided using renewable energy by 2010. For major projects, the GLA requires that measures are applied to reduce energy consumption and that at least 20% of power consumption is from renewable sources. The vision for of Borough of Hackney is eventually to become a zero carbon community.

Legislation drives development and building design to be more efficient, thus reducing overall demands. This includes the following considerations:

8.2 Energy Hierarchy The following sections outline a strategy in accordance with the Energy Hierarchy of the London Plan (Feb. 2008) with the aim to decrease the overall CO2 emissions: 1.Using less energy by adopting sustainable design and construction measures (Policy 4A.3). 2.Supplying energy efficiently in particular by prioritising decentralised energy generation (Policy 4A.6) 3.Using renewable energy (Policy 4A.7)

• O  ptimised building orientation and passive solar design (e.g. large windows on the south side, small window area on the north side) results in energy savings. • Minimisation of shadowing for maximisation of solar gains. • Shading devices to avoid overheating risk in summer. • “Warm” rooms preferably situated on the south side. • Low U-Values for building envelope. • Good window sealing with double glazing as a minimum. • High air-tightness of buildings. • Low thermal bridging value. • High performance condensing boilers (seasonal efficiency minimum 90%) with load compensator for individual heat supply (where individual heating). • Efficient heating control systems. • Hot water demand reduced through water efficient appliances. • High levels of insulation on hot water cylinder and thermostat (where applicable). • Energy efficient lighting. • Energy efficient appliances. • Reduction of number of vents /fans. The CO2 emission reduction that can be anticipated from considering energy efficiency measures can range from 10% to 20%. In this report an approximate 15% CO2 emission reduction from implementing effective energy efficiency measure is assumed. In general, the best recommendation for an investment into energy efficiency measures is the improvement of outdated insulation standards to minimise consumption. In addition, refurbishment potential for insulation can be seen where existing buildings do not meet the minimum U-value requirements of Part L.

Large Wind Turbine

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8.4 Supply strategy The Hackney preliminary energy strategy outlines a distinct heating scenario with the key driver being the reduction of carbon emissions. District heating systems provide a wide range of environmental benefits in addition to providing the local community with: • Hot water and space heat on demand; • Reduced energy bills and lower annual running costs; • Reduced maintenance costs (no boiler to service/ maintain); • Increased storage/floor space in units as individual boilers are not required; and, • Ability to ‘buy in’ to a green development. The anticipated future heating demands of three separate sites (building clusters) were estimated in the baseline report. The scenario for district heating supply is now suggested as follows: Three building clusters are supplied independently with individual heating networks (see Figure 8.1). In practice, the exact number and location of the energy centres will depend on the final site layout as well as on the overall phasing plan. The energy strategy is based on the assumption of the 3 clusters where a number of feasibility aspects have been taken into account, such as: • Possible distance to a central heating plant • Heat demands and building sizes • Accessibility for vehicles and underground pipe-work • Phasing of the redevelopment As an example, the first 3 criteria can possibly determine the Great Eastern Buildings together with the Florfield Road Depot in Reading Lane as well as the buildings in Wilton Way and Sylvester Road as sensible independent clusters. The sites have therefore been outlined with their own community heating systems. The decision about the number and location of the district schemes will be based on the final Masterplan as well as on the criteria mentioned above. The developers have to work closely with the Council to determine the optimum strategy. This will consider the following aspects:

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• D  istrict and community heating schemes are the preferred technologies to supply space heat and domestic hot water. • Supply strategies can include district gas CHP plants for each of the defined clusters. The diversification of the heat loads is in all cases feasible to implement CHP. The remaining heating demand can be delivered proportionally by biomass and gas boilers. • Plant rooms are designed to supply a particular floor area with heat, considering mainly: - Number and sizes of main boilers and back-up boilers, depending on their rated output - Service, equipment and control room - Walking and maintenance areas - Fuel storage facilities and logistics, in case biomass based heat sources are operating - Space for later connection of additional sites, of desired Preliminary plant room sizes are presented in the baseline report. These figures are however only indicative and should be revisited by the involved ESCO and updated based on the heat load pattern of future sites. • F  uture-proof connection facilities should be integrated if buildings are not immediately connected to a district network, e.g. because of phasing plans. • Sites such as the Service First Centre and Town Hall have planning approval and are currently being developed with their individual heating systems. They will however be suitable for a connection to a large scale district heating system in the future, if future-proof connection facilities have been considered, i.e. pipe work for possible linkage is fitted. • For the success of energy centres supplying district heating or electricity it is important for policy to support the use by both, public and private sectors. • Solar Hot Water is not recommended since the implementation of CHP makes this inappropriate. It should be retained however as a renewable option and applied to individual buildings or residential units which are not linked to the district network. • Photovoltaic panels can be an optional upgrade for integration in broad areas or for selected individual buildings.

Figure 8.1 Energy strategy

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8.5 Energy Service Company (ESCO): The management of larger district heating networks and electrical infrastructure can be provided by an Energy Service Company (ESCO). The ESCO is usually involved from the early stage of planning and will provide an all-round service with the following benefits: • S  upport in the planning process and supervision of the network and plant construction. • Reduced investments by a capital contribution or a revenue share arrangement in lieu of the capital contribution, e.g. by a joint venture model. • Supply management for all energy services to the end user as well as for fuel purchase. • Optimised plants and networks operation. • Individual consumption metering and billing of end users. • Maintenance of plant, infrastructure, heat exchangers and metering equipment. 8.6 General considerations for renewables In order to determine how to best meet the GLA’s renewable energy target, an assessment of the technical and economic feasibility of a range of renewable energy technologies must be carried out with reference to the final Masterplan. These include: • • • • • • •

Urban wind turbines Photovoltaics (PV) Solar hot water systems Biomass heating Biomass combined heat and power Ground sourced heating Ground sourced cooling

8.7 GLA renewable energy compliance The toolkit of the Greater London Authority assists in determining the energy production from renewables. In policy 4A the GLA sets targets for CO2 reductions and requires a percentage of the energy demand to be supplied by renewable sources. Solar power can provide only minor savings. In particular, the expensive and space consuming PV technology is only feasible where small CO2 savings are required, or could be used to upgrade other renewable technologies.

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The calculation methods provided with the GLA toolkit, along with detailed results are shown in Appendix B. Table 8.1 highlights the estimated carbon dioxide savings arising from each individual renewable technology. A combination of the two major options – gas CHP and biomass district boilers – will therefore be capable of providing a reduction in CO2 emissions of 23.5%, exceeding the GLA requirement. Table 8.1: CO2 reductions and cost Technology

CO2 reduction (%)

CO2 reduction cost (£/kg CO2)

Solar Hot Water

1.5%

7.7

Photovoltaics

1.4%

16.3

Biomass boiler 17.2% (33% of demand)

0.6

Gas CHP

1.3

6.3%

Figure 8.2 shows the Energy Hierarchy of the London Plan with the results of the proposed energy strategy for Hackney. Solar hot water and Photovoltaics can be applied as independent and decentralised systems. Therefore, Solar Hot Water and PV are not included in the figure 8.8 Biomass guidance Sustainable biomass supply should be established at an early stage. Investigations showed that wood chip producing companies generally see a high potential in the local growth of sufficient wood, in particular in the south-east of England. Potential suppliers are therefore confident that they can deliver wood fuel and “home-grown” biomass for the demands of residential and larger mixed-use developments. However, current debates consider the feasibility of biomass in London due to transport reduction efforts. The outcome may eventually result in changes and therefore influence the fuel strategy. In addition, the supply security for locally sourced biomass is difficult to predict in the long-term, as the demand for biomass is constantly increasing. Other important issues to be considered are:

Figure 8.2 Energy Hierarchy

• E  stimating fuel demand regarding project phasing during the re-development • Early planning to allow time for capacity developments and biomass growth • Establishing contacts with preferably local suppliers to minimise transport and strengthen the regional economy • Diversification and identification of numerous potential suppliers • Determining wood specification, based on the chosen boiler • Not ignoring current supply markets and installing boilers which can operate with range of different fuel qualities • Long-term contracts for frequent fuel purchase to guarantee a repayment of the suppliers’ investments

The Code for Sustainable Homes assesses residential developments for their environmental performance. In general, dwellings will be required to meet the minimum applicable standards, i.e. Code level 4.

8.9 Low carbon landmarks The potential to implement low and zero carbon sites (Code for Sustainable Homes level 6) is being followed in order to create one or more show case buildings in the London Borough of Hackney. In response to this, examples of simulated dwellings are used to outline the approach and the requirements for low carbon buildings in the area.

Low Carbon houses built to Code level 4 (Upton, Northants)

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Example: Code level 5 buildings Appendix 2 shows an example case and specifications for a Code level 5 apartment, simulated with NHER 3.1 software. As each dwelling within a block has to comply with the Code, the model can be easily implemented in various buildings, e.g. potential flats above Tesco on Morning Lane. The pre-assessment checklist in Appendix B shows moreover possible targets in all categories for Code level 5 schemes. Summary: • Biofuel fired CHP and biomass district boilers are not sufficient to meet level 5. Additional renewable energy sources, such a Photovoltaics and small wind turbines are to be considered. • The required PV capacity for 200 flats would summarize to a system size of 100kWp. The physical size of the panels is thus around 600 m2 which can be placed upon the roof of Tesco, provided it is not shaded by the surrounding block of flats. • Four roof-mounted wind turbines, each providing 4,000kWh p.a. help to keep the size of the PV array low. Vertical turbines are designed for urban wind patterns and generate less visual impact that 3-bladed turbines. An accurate assessment of the expected wind capacity is however essential. This has to include the precise height and shapes of the surrounding future buildings.

Carbon neutral flats (St. Matthews, Lambeth)

Example: Zero carbon dwellings (Code level 6) A zero carbon requirement is part of the Code for Sustainable Homes level 6 which is likely to become mandatory in 2016.Two examples are given in Appendix B which highlight the efforts on energy efficiency for a typical house and a typical flat. The resulting figures give an estimation of the expected heating and insulation standards and will assist the specification of a sustainable zero carbon building. Summary: • Zero carbon homes require very high insulation standards. • Biomass district or community schemes supply heat in a carbon-neutral way. • Expensive and large PV systems are required to neutralise electricity consumption. In addition electrically driven ground source heat pumps will increase the necessary PV array. • Zero carbon emissions can be easier achieved in new buildings which are designed from scratch. Refurbishment projects demand larger efforts and are therefore less recommendable although they could state a good landmark. Therefore, the focus for zero carbon sites should be located on new and densely populated dwellings such as a block of flats.

A zero Carbon Home

Vertical roof mounted wind turbine

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PART III - SHAPING LOCAL CHARACTER This section outlines proposals for each of the character areas within the town centre, starting from the premise of appreciating and strengthening the character and unique identity that already exists. Indicative development proposals are envisaged and illustrated on a site-by-site basis. Some sites are shown as having different ‘scenarios’ to indicate different possibilities for development, dependent on land assembly, viability, cost, etc. Development proposals should reflect the principles demonstrated in this section for each of the character areas, and developers are encouraged to engage with the Council early on in forming development proposals for sites.

09 Character Areas and Opportunity Sites 9.1 Character Areas and Sites Overview This chapter presents the proposed character areas structure for Hackney Central town centre and builds on the existing areas identified in the baseline report. The various opportunity sites within the character areas are described where change is most likely to be accommodated. It also sets out guidance on how development proposals should be approached through the application of urban design principles, specific to each character area and opportunity site.

Collectively, these character areas reflect many of the distinguishing qualities of Hackney Central as a whole and illustrate the great diversity in character across the town centre. The character areas are defined in terms of streetscape, urban form and grain, building type, height and mass, as well as building material. This chapter thus sets out guidance on how development proposals should be tailored to support their ‘parent’ character area and in the case of the New Quarter, how the character of this new urban area should be defined.

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Figure 9.2 Proposed opportunity sites block reference diagram

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The opportunity areas are not necessarily confined to individual areas of land ownership. In some locations it is suggested that they are grouped to ensure that comprehensive solutions are considered, rather than being dealt with in isolation or on a piecemeal basis.

The identified opportunity sites are summarised in Table 9.1 should be read in conjunction with Figure 9.2 which provides a Block Reference Plan to identify the location and character area of each site. For the purpose of preparing schemes for sites within the Masterplan area, developers and designers should read the urban design principles in association with the strategic framework themes set out in Part II of this document. Hackney Central Masterplan Opportunity Sites Opportunity Site ref.

A New Quarter

Block Ref

9.1.2 Opportunity sites Hackney Central contains a number of areas of vacant or under utilised land and buildings within and around the town centre. These sites vary in scale from large sites like Tesco’s and the bus garage, to small infill opportunities behind Mare Street and on Sylvester Road. Regardless of their size, all of the sites identified are capable of making an important and positive contribution to the future of the town. The various sites are identified below. These are not exhaustive and over the plan period it is conceivable that further opportunities may come forward.

Site name (address)

A1

Tesco (retail ground and 1st floor, servicing area east, with residential residential over retail)

A2

Tesco’s car park, west/Mare St backs (ground floor retail, residential over retail)

A3

5-13 Morning Lane

A4

302-304 Mare Street

A5

Bus depot (mixed use blocks east)

A6

Bus depot (mixed use blocks west)

A7

Bus depot (pavilion retail on Mare St)

A8

Bus depot (basement)

A9

Railway arches, Bohemia Place

A10 2-20 Morning Lane and Hackney Trades Hall

Figure 9.1 Proposed character areas

B1 - Station B1 Plaza/ Amhurst Gateway

Gibbon site, Station Car Park Amhurst Road Frontage (south), Marcon Estate, 21-41 Amhurst Road and 1-11 Malpas Road

B2 - Station B2 Old Ticket Office

Hackney Central old ticket office and surrounds

C1 - The Rectory

C1

Former Rectory, 356 Mare Street, Land rear of 392-396 Mare Street and Learning Trust site

D - Narrow Way Northern Gateway

D1

3-17 Lower Clapton Road

D2

Clarence House and 2-12a Clarence Road

E1 Hackney Yards

E1

Florfield Road Depot, Maurice Bishop House and 13 Reading Lane

F1 - Great F1 Eastern Infill

1-10 Great Eastern Buildings and Land to the rear of 29-39 Horton Road

G1 Hackney Lanes

Offices and land, 70 Sylvester Road and Office/Warehouse, 117 Wilton Way

G1

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9.2 Character Area 01: Mare Street East 9.2.1. Existing features to be respected / enhanced This opportunity area is the largest site within Hackney Central but has no overall defining quality and numerous weaknesses in terms of its current townscape. It therefore presents an opportunity to be redefined as a new high quality urban quarter. Key positive characteristics to be respected: • Medium building heights along Morning Lane West and where the backs of the buildings fronting Mare Street (typically 3-4 storeys at present) define the edge of this area; • Vibrant active area at the front of the bus garage site where it meets the Narrow Way and Amhurst Road junction; • St John-at-Hackney Church Gardens bound the northern edge of this area and form a tranquil parkland area; • At the western end of Morning Lane, Bohemia Place and side wall of Tesco’s existing buildings sit on the back of the pavement; • The amenity of adjacent properties, such as the backs of buildings on Mare Street looking towards the Tesco car park; • Active uses in the arches on Bohemia Place;

Existing negative characteristics that should be addressed include: • M  orning Lane is a busy thorough-fare, being a secondary route east whilst also serving as an important route to the Tesco supermarket. Whilst it will continue to provide an important vehicular route, measures should be taken to enhance conditions for pedestrians and cyclists; • Poor quality one and two-storey commercial buildings along Morning Lane and Bohemia Place undermine the townscape; • A weak edge to the streetscape along the frontage of the Tesco car park facing Morning Lane, results in a poorly defined streetscene; • The backs of the buildings on Mare Street facing the Tesco car park are unsightly and form a poor edge to this space; • The pedestrian link between Mare Street and Tesco’s is a poor quality, unwelcoming route; • The high level railway line divides the two parts of this area and is a major barrier to north-south movement in Hackney Central; • The outside walls of the bus garage and Tesco’s on Morning Lane are blank resulting in long ‘dead frontages’; • Poor quality public space in front of 2-20 Morning Lane.

Active uses in the railway arches on Bohemia Place

The pedestrian link from Mare Street to Tesco is unwelcoming

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• Subterranean constraints associated with the Channel Tunnel Rail Link (CTRL) and land safeguarded for the possible future HackneyChelsea underground line (Crossrail2 – CR2) must be taken into account.

and cafes, that would relate to the street and provide active and lively areas. Quieter uses could be designed to face towards the park so as to maintain its low-key and tranquil atmosphere.

9.2.2 Proposals for Character Area 01 As the largest opportunity area within Hackney Central this Character Area offers the scope for numerous design options. Figure 9.3 identifies a number of constraints, but also design principles that, as a minimum, should be addressed through any proposals for development affecting this area. There are five potential components to this: a) Tesco’s store redeveloped with underground car park and two floors of retail development, with shop windows addressing the adjacent roads and spaces. Above the store residential development is provided to make the best use of the site. b) The western side of the Tesco’s car park is developed and a new pedestrian link is formed between Morning Lane and Bohemia Place, incorporating ‘spill out’ spaces, it is lined with shops and cafes, it is attractively landscaped and overlooked by residential properties above. An improved pedestrian crossing would be formed over Morning Lane.



Locating the bus garage below ground is a significant undertaking, both in engineering terms and financially. However, it is considered to be technically possible to deliver such a facility. Although this would be a very significant cost to any development financial assessment of this option has indicated that it is financially viable.

d) An enlarged public space would be formed at the bottom of the Narrow Way with new connections through the railway arches. e) A site on the southern side of Morning Lane would be redeveloped with mixed retail and residential uses. Development would take place at or close to the back edge of the pavement to create enclosure and a well defined streetscene. Figure 9.3: Design Principles and constraints to be considered

c) The bus garage would either be relocated into a new basement facility with mixed use development above or the existing depot would be retained at grade with a new development of shops and offices at the entrance.

Locating the bus garage in a basement facility would have a number of advantages in terms of how the site relates to the surrounding townscape. Importantly, it would serve to release highly valuable town centre land and maximise the opportunity this presents to positively change the character of this area, especially at ground level.



New buildings would be able to provide a significantly improved relationship with the adjoining streets and spaces. The existing bus garage building currently presents long stretches of blank wall onto the adjacent St John’s-at-Hackney Church Gardens, Churchwell Path and Bohemia Place.



A redeveloped site would be able address these frontages more positively with appropriate uses incorporated at ground level, such as shops 101