planning report PDU/3004 19 December 2012 Kings Mall Car Park,

in the Borough of Hammersmith and Fulham planning application no2012/034546/FUL

Strategic planning application stage I referral (new powers) Town & Country Planning Act 1990 (as amended); Greater London Authority Acts 1999 and 2007; Town & Country Planning (Mayor of London) Order 2008

The proposal Redevelopment of office building and car park to provide for a mixed-use scheme comprising, 418 residential units (Class C3), 529 sq. m. of commercial floorspace, replacement 700 space car park and associated parking, amenity space, landscaping and access.

The applicant The applicant is St George West London Ltd and the architect is Lifschutz Davidson Sandilands.

Strategic issues The principle of development to deliver a residential led mixed use scheme is supported in strategic terms; however, further information and revisions with regard to affordable housing, residential quality, urban design, sustainable development (including flood risk) and transport are required to address outstanding concerns, for the scheme to be considered as fully compliant with the London Plan.

Recommendation That Hammersmith and Fulham Council be advised that the application, on balance, does not comply with the London Plan for the reasons set out in paragraph 89 of this report; but that the possible remedies set out in this paragraph could address these deficiencies.

Context

1 On 12 November 2012 the Mayor of London received documents from Hammersmith and Fulham Council notifying him of a planning application of potential strategic importance to develop the above site for the above uses. Under the provisions of The Town & Country Planning (Mayor of London) Order 2008 the Mayor has until 24 December 2012 to provide the Council with a statement setting out whether he considers that the application complies with the London Plan, and his reasons for taking that view. The Mayor may also provide other comments. This report sets out information for the Mayor’s use in deciding what decision to make.

page 1 2 The application is referable under the following Categories of the Schedule to the Order 2008, as follows:

 Category 1A “Development which comprises or includes the provision of 150 houses, flats, or houses and flats”.

 Category 3F “Development for a use other than residential use, which includes the provision of more than 200 car parking spaces in connection with that use”

3 Once Hammersmith and Fulham Council has resolved to determine the application, it is required to refer it back to the Mayor for his decision as to whether to direct refusal; take it over for his own determination; or allow the Council to determine it itself.

4 The Mayor of London’s statement on this case will be made available on the GLA website www.london.gov.uk.

Site description

5 The application site is approximately 1.03 hectares in size lies directly next to the District & Piccadilly tube lines and Glenthorne Road, abutting the site to the north; access to the site is from Glenthorne Road.

6 To the east, the site is bounded by Beadon Road and the Britannia House office block. The District & Piccadilly tube lines and the Kings Mall Shopping Centre lies directly to the south of the site and Leamore Street abuts the site to the west. Residential housing is located further west of the site.

7 The area to the south and east of the site is predominantly of an office and retail use aside from the large council estate above the shopping centre whilst to the north and west of the site the use is mainly residential.

8 The A315 Glenthorne Road, a one way section of highway which leads via Beadon Road to the east, into the Hammersmith gyratory, and is part of the Strategic Road Network (SRN). The nearest section of the Transport for London Road Network (TLRN) is the A4, Great West Road, which is located 350 metres to the south. Pedestrian and vehicular access to the multi storey car park and the ‘West 45’ building are currently from Glenthorne Road with a vehicular exit onto Beadon Road.

9 The site has good access to Central London via the Piccadilly, District, Circle and Hammersmith and City lines. The site is also easily accessible by car with the A4 flyover that leads onto the M4 towards Heathrow located a few hundred metres from the site. The Hammersmith bus depot is located adjacent to the site which serves approximately 14 bus routes. The site has a public transport accessibility level (PTAL) of six (b) on a scale of one to six, where six is excellent. This equates to an excellent level of accessibility to public transport.

10 The site itself is located within Hammersmith town centre and comprises of a multi-storey car park providing 950 spaces and a vacant 1980’s office block. The office block is presently in office use (Class B1).

Details of the proposal

11 The applicant proposes to demolish the existing Kings Mall multi-storey car park and vacant West 45 office block and construct a residential led mixed use development, including a new public and residential car park and landscaped courtyards. The scheme will deliver 418 residential units,

page 2 529 sq. m. of flexible commercial floorspace (Class A1 – A4, D1 and D2) and will deliver a replacement car park containing 700 spaces (net loss of 250 spaces).

Case history

12 On 23 July 2012 and 1 October 2012 a pre-planning application meeting and follow up meeting were held at City Hall and on the 31 August 2012 and 22 October pre application advice reports were issued to the applicant. These reports concluded that the principle of a residential led mixed use development was acceptable, but raised concerns regarding the residential quality and requested further information in relation to urban design, affordable housing and sustainable development.

Strategic planning issues and relevant policies and guidance

13 The relevant issues and corresponding policies are as follows:

 Principle of development London Plan  Housing London Plan; Housing SPG; Providing for Children and Young People’s Play and Informal Recreation SPG; Housing Strategy; Housing SPG  Affordable housing London Plan; Housing SPG, Housing Strategy; draft Revised Housing Strategy; Affordable Rent draft SPG; Assembly draft Early Minor Alteration to the London Plan  Density London Plan; Housing SPG;  Urban design London Plan;  Access London Plan;; Accessible London: achieving an inclusive environment SPG; Planning and Access for Disabled People: a good practice guide (ODPM)  Sustainable development London Plan; Mayor’s Climate Change Adaptation Strategy; Mayor’s Climate Change and Energy Strategy; Mayor’s Water Strategy; Sustainable Design and Construction SPG  Parking London Plan; the Mayor’s Transport Strategy

14 For the purposes of Section 38(6) of the Planning and Compulsory Purchase Act 2004, the development plan in force for the area is the Hammersmith and Fulham Core Strategy (2010) and the London Plan (2011).

15 The following are also a relevant material considerations:

 The National Planning Policy Framework and Technical Guide to the National Planning Policy Framework

 The Early Minor Alteration to the London Plan

 Hammersmith and Fulham Development Management DPD (Submission version) (July 2012)

Principle of Development

16 As previously stated, the site is located within the Hammersmith town centre, which is designated as a ‘major centre’ in the London Plan (policy 2.15). Development in such centres should sustain and enhance their vitality and viability, accommodate economic and/or housing growth through intensification and be in scale with the centre as set out on London Plan policy

page 3 2.15. In addition to this Annex Two of the London Plan shows that Hammersmith town centre has the potential for medium growth and regeneration; it indicates that some office provision could be promoted as part of wider residential development.

17 The site locally falls within the Hammersmith and Fulham Core Strategy ‘Hammersmith Town Centre and Riverside Area’, policy for which outlines a capacity for 1000 new homes and 5000 new jobs to be delivered in the area. This policy particularly promotes the redevelopment of parts of Hammersmith Town Centre by actively encouraging the improvement of the Kings Mall Shopping Centre.

18 The applicant is proposing to redevelop the current office and car park uses for primarily residential uses; although the scheme will include some commercial space at ground floor, it will ultimately equate in a total net loss of 5,760 sq. m. office floorspace.

19 As part of the planning submission, the applicant has undertaken an office assessment and prepared an Employment Report. This report concludes that the West 45 office building is located outside of the core of the office market in Hammersmith and therefore, the lowest levels of supply has been identified. Despite extensive refurbishment and marketing, the peripheral location of the West 45 building has meant that it has remained vacant for a number of years.

20 Given the evidence submitted, the loss of vacant employment use on this local site does not cause concern at the strategic level; however, the Council will need to be satisfied in this regard and be satisfied of the assessment and evidence which has been given by the applicant.

21 The scheme will also result in a loss of 250 car parking spaces within the town centre car parking provision, which could potentially diminish the vitality and viability of this designated major centre.

22 The applicant has submitted an Existing Car Park Utilisation and Capacity Assessment, which concludes that currently, there is a maximum peak demand for 620 spaces within the existing car park. The assessment also indicates that the proposed reduction in public car park spaces from an existing level of 950 to 700, alongside the additional provision of 53 spaces for new residents will accommodate the likely normal peak demand and will not compromise the vitality and viability of Hammersmith Town Centre. The proposed development will therefore be capable of providing adequate parking to meet this peak demand whilst also providing additional capacity to meet occasional exceptional demand.

23 Based on the evidence provided the loss of car parking spaces does not cause concern at a strategic level, however, the Council will need to be satisfied that the reduction of car parking numbers will not be detrimental to the town centre or the Kings Mall Shopping Centre.

24 The applicant has demonstrated that the development will be phased so that there will be some continuity of parking provision, all be it as a reduced level. Depending on the length of construction and number of spaces retained, there could be more of an impact during this period. The Council is expected to secure appropriate conditions to implement measures to off set such impacts.

25 On the above basis, the principle of a residential led mixed use development on this site is acceptable.

page 4 Housing

26 The scheme, in total will deliver 418 residential units; the residential mix is as follows:

Unit Type Unit Numbers Total units

Private Affordable

Studio 52 52

1 bed room 53 53 106

2 bed room 197 19 216

3 bed room 44 0 44

Totals 294 124 418

Table one: Housing mix

Housing choice

27 The studio units proposed are to be ‘Manhattan units’, a unique product to St George (the applicant) which are a type of studio unit; essentially these units are a one bedroom unit that provides a screen between the lounge and bedroom that can be opened and closed as requirements dictate.

28 The overall mix (12% studios, 25% 1 bed room, 52% 2 bedroom and 11% 3 bedroom) is a reasonable mix for a town centre location. In relation to the affordable provision the applicant is proposing 42% studio units, 43% 1 bedroom units and 15% 2 bedroom units; in general such an affordable mix with the omission of any affordable family housing would not be acceptable in strategic terms.

29 The development has a busy town centre location and it is understood that in terms of need, the Borough’s preference is to provide intermediate affordable homes, aimed at meeting the needs of key workers and first time buyers in the Borough. In addition to this, it is understood that since pre application stage, the applicant has reduced the number of Manhattan units within the affordable provision from 68% to the current 42% figure. In this instance and on balance, the proposed affordable housing unit mix is acceptable.

Affordable housing and tenure split

30 As shown in table one, the applicant is proposing to deliver 124 affordable units in total, which equates to a 30% provision on a unit basis.

31 Considering the current market conditions and the reduction of grant funding, the current affordable housing provision put forward as part of the scheme seems a reasonable offer; however, in order to comply with London Plan requirements, it is necessary to demonstrate that the maximum reasonable amount of affordable housing is being delivered. The applicant has submitted a viability appraisal to support the affordable housing offer which is encouraging; however, before the scheme is referred back to the Mayor at stage two, the viability assessment will need to be independently assessed by the Council to confirm that the applicant is providing the maximum reasonable amount of affordable housing in accordance with London Plan Policy 3.12.

page 5 32 In terms of tenure, the applicant has stated that the affordable offer will be 100% intermediate, discount market sale units; this is not compliant to London Plan policy 3.12, which seeks to ensure that development proposals deliver a 60:40 tenure split (60% to be social rented/affordable rented and 40% is intermediate provision).

33 In addition to intermediate tenure being a Borough preference, the applicant has indicated that the 100% intermediate ‘Discounted market sale’ units increase affordable output. Before the scheme is referred back at stage two, the applicant is requested to demonstrate how the overall percentage of affordable housing quantum would vary if affordable rented units were introduced to the scheme.

Residential quality

34 The applicant has stated that all proposed dwelling sizes are in accordance with the requirements set out in table 3.3 of the London Plan; however, a detailed accommodation schedule will need to be provided by the applicant for clarity in this regard and to ensure the scheme meets London Plan policy 3.5.

35 In addition to this, it is noted that paragraph 5.116 of the planning statement explains that ‘all proposed Manhattan homes are considered to be suitable for occupation by up to two persons’. With this intention in mind, the Manhattan units should therefore comply with relevant space standards in line with London Plan policy 3.5 be shown clearly within the detailed schedule of accommodation which is to be provided.

36 The scheme will deliver 94% dual aspect units which is particularly welcomed and is in line with London Plan policy 3.5, the Mayor’s Housing SPG and London Housing Design Guide. The applicant will need to demonstrate that all the dual aspect units meet the guidance as set out in the Housing SPG, whereby a dual aspect home has openable windows on two external walls.

37 Only 6% of proposed units will be single aspect and the applicant has demonstrated that none of these will be family units (3 bed plus) which is in line with the Housing SGP and therefore acceptable.

38 The applicant will also need to demonstrate that there are no single aspect units exposed to noise levels above which significant adverse effects on health and quality of life occur in line with the Housing SPG. If there are such units the applicant will then be expected to demonstrate how good levels of ventilation will be provided within the units themselves.

39 Of the proposed single aspect homes, five of these (1%) will be single aspect north facing units. It is acknowledged that the applicant has revised the scheme since the first pre application discussions to reduce the number of north facing single aspect units but further relatively minor alterations could remove these entirely. The units concerned are accessed from a south facing naturally lit corridor and the provision of windows onto this corridor from the kitchen areas of the flats would provide borrowed light, making the units effectively dual aspect. This approach should be applied to all of the single aspect and enhanced aspect flats that are accessed from this single loaded corridor. This would have a further benefit as the flats concerned are all accessed from the most heavily loaded cores that is those that have more than 8 flats per core. The gain in achieving dual aspects, with one aspect being south facing would counterbalance this and as the flats concerned are at the end of the corridor run the impact on privacy should be minimal.

Density

40 As stated in paragraph 9, the site has a public transport accessibility level (PTAL) of six b and has characteristics of a central setting, as defined by the London Plan and therefore a density

page 6 range of 650-1100 hr/ha should be applied to the scheme as indicated by Table 3.2 of the London Plan.

41 The applicant has indicated that the density would be 1,209 hr/ha; the guidance on density as set out in the Housing SPG states that the density thresholds are not intended to be prescriptive and are also dependant on other factors such as impact on townscape and quality of design therefore the density of the proposals could be seen as broadly London Plan compliant, subject to the improvement of the residential quality put forward at this stage.

Children’s play space

42 Using the methodology within the Mayor’s supplementary planning guidance ‘Providing for Children and Young People’s Play and Informal Recreation’ it is anticipated that there will be approximately 42 children within the development. In line with SPG guidance, in total, the scheme should deliver 420 sq.m of children’s play space, of which 260 sq. m. should be provided on site for the under 5’s provision.

43 The applicant I proposing to provide 260 sq. m. of on site child play space to meet the under 5’s on site provision. In accordance with the guidance set out in the Mayor’s Providing for Children and Young People’s Play and Informal Recreation SPG, the applicant intends to deliver the requirements generated by the older age groups be accommodated by other facilities in the vicinity of the site (with 800 metres for 12+ year olds); this approach is in line with London Plan policy 3.6 and is acceptable. The council will need to secure the off site provision accordingly within the section 106.

Urban design

44 Generally, the proposed scheme is welcome; buildings built to the back of the footway enclosing and activating the public realm and creating a clear threshold between public and private open spaces is welcomed. All public fronting parts of the site incorporate active frontages with which will provide passive surveillance of routes and spaces amend will help populate the created public realm. Ground floor units facing Leemore Street are accessed directly from the public realm ensuring the development contributes to animating the street which is also particularly welcomed.

Scale and massing

45 The scheme varies from 3 to 16 storeys in height; The lower buildings are directed towards the Leamore Street and Glenthorne Road frontages as a response to the existing suburban scale of development to the north and west, whilst the taller buildings are directed towards the railway line and the town centre to the south and east to respond to the site’s varied surrounding context and environment.

46 Taller elements of the proposed development are located adjacent to the railway tracks and the scheme is set back from the road reducing visual impact whilst providing south facing views across Hammersmith and to the River Thames. The highest part of the development will act as a marker for Hammersmith, drawing pedestrians towards the north of Lyric Square, Hammersmith Grove public amenities and the proposed commercial floorspace. This overall massing strategy is supported and is in line with London Plan policies 7.4 and 7.6.

Residential layout

47 Dedicated front doors along Leamore Street and their accompanying planted garden ‘zone’ would create an active double sided street and the layout is this regard is welcome; however, the ground floor units facing on to Glenthorne Street lack their own entrances. The applicant will need

page 7 to revise this element of the scheme so that all ground floor units can be accessed by entrances from the public realm along Glenthorne Street as has been done along Leamore Street.

Inclusive access

48 The applicant has committed to achieving Lifetime Homes standards for all units proposed which is supported and in accordance with London Plan Policy 3.8. The Council should secure compliance with Lifetime Homes Standards through planning condition.

49 In addition, the scheme will deliver 10% wheelchair accessible units and the applicant has confirmed that these will be provided across a numbers of unit types in terms of size and tenure, which complies with London Plan policies 7.2 and 3.8. This provision of 10% wheelchair units will need to be secured by the Council through appropriate planning conditions.

50 Extending the Lifetime Home concept to the neighbourhood level as well as the design of the landscaping and the public realm can help to ensure that the public realm, the parking areas, the routes to the site and links to adjacent public transport and local services and facilities are also designed to be accessible, safe and convenient for everyone, particularly disabled and older people. The applicant has demonstrated that the scheme has considered this and in this regard the scheme is acceptable.

Sustainable development

Energy strategy

51 The applicant has broadly followed the energy hierarchy to reduce carbon dioxide emissions and sufficient information has been provided to understand the proposals as a whole. The proposals are broadly acceptable; however, further information is required before the carbon savings can be verified.

Energy efficiency standards

52 A range of passive design features and demand reduction measures are proposed to reduce the carbon dioxide emissions of the proposed development. Both air permeability and heat loss parameters will be improved beyond the minimum backstop values required by building regulations. Other features include energy efficient lighting and mechanical ventilation with heat recovery. The demand for cooling will be minimised through the use of high performance solar control glazing.

53 Based on the information provided, the proposed development only just achieves 2010 Building Regulations compliance level through energy efficiency alone. The applicant should model additional energy efficiency measures and commit to the development improving on the 2010 Building Regulations compliance level through energy efficiency alone.

District heating

54 The applicant has carried out an investigation and has identified that the nearest network is the Charing Cross Hospital which is in excess of 1km away and therefore too far away to allow connection at this stage. The applicant has, however, provided a commitment to ensuring that the development is designed to allow future connection to a district heating network should one become available, which is welcomed and supported.

55 The applicant is proposing to install a site heat network for the residential developments with blank spur connection points from the heat network will be extended to the non-residential

page 8 (A1/A3) units. The applicant should make a firmer commitment that includes a site wide heat network where all apartments and non-domestic building uses are connected. A drawing showing the route of the heat network linking all buildings on the site should be provided by the applicant.

56 The applicant states that the site heat network will be supplied from a single energy centre located in the Southeast corner of the site within the basement below the tallest building. Further information on the floor area of the energy centre should also be provided before the scheme is referred back to the mayor at stage two.

Combined Heat and Power (CHP)

57 The applicant is proposing to install a 167kWe gas fired CHP unit as the lead heat source for the site heat network. The CHP is sized to supply 61% of the total heat demand of the proposed development. A reduction in regulated carbon dioxide emissions of 122 tonnes per annum (26%) will be achieved through this second part of the energy hierarchy.

Renewable energy technologies

58 The applicant has investigated the feasibility of a range of renewable energy technologies and is proposing to install air source heat pumps to provide the some of the space heating requirements in 30% of the ‘market sale’ residential units.

59 A reduction in regulated carbon dioxide emissions of 4 tonnes per annum (1%) will be achieved through this third element of the energy hierarchy.

Overall carbon savings

60 Based on the energy assessment submitted, a reduction of 126 tonnes of carbon dioxide per year in regulated emissions compared to a 2010 Building Regulations compliant development is expected, equivalent to an overall saving of 28%. The carbon dioxide savings exceed the targets set within Policy 5.2 of the London Plan and are therefore acceptable.

Surface water run-off 61 The Flood Risk Assessment/Drainage Strategy prepared submitted by the applicant states that the development will incorporate green and brown roof areas; rainwater harvesting and basement level storage tanks totalling 338 sq. m and are stated as provided 50% attenuation.

62 These measures are welcomed, however modelling provided demonstrates a higher risk of surface water flood risk around the site and also indicates historic evidence of relatively frequent local surface water flooding. Given the site’s sensitive location, this development should achieve 100% surface water storage and the applicant should incorporate additional sustainable drainage measures in order to be compliant with the London Plan Sustainable Drainage Hierarchy in Policy 5.13. This should be secured via an appropriate planning condition by the Council.

Transport

Vehicular Access

63 Two points of vehicular access are proposed for the site, the car park access will be located on Glenthorne Road, providing an entrance and exit point to the ground floor and basement parking area. The second vehicular access will be located on Beadon Road and will provide controlled access to a waste management and service yard at ground floor level in the south- eastern corner of the site, which is acceptable.

page 9 Residential car parking

64 The applicant is proposing 53 car parking spaces to be allocated for use by residents, which is in accordance with London Plan policy 6.13. The applicant is advised to find a method to efficiently allocate these spaces to both blue badge holders and non-blue badge holders.

65 TfL welcome the applicant’s objective to prevent new residents from applying for residential car parking permits in the vicinity of the site, which will need to be secured through the section 106 agreement.

66 Electric vehicle charging points are to be provided in accordance with London Plan policy 6.13 (20% active provision and 20% passive provision), this is supported and also should be secured by condition.

Public car park

67 The proposed development incorporates a replacement multi-storey car park to be located on the ground floor and two basement levels. 700 spaces will be provided, of which 42 spaces will be for Blue Badge holders which is in line with London plan policy.

68 Electric vehicle charging points are to be provided in accordance with London Plan policy 6.13 (10% active provision and 10% passive provision), and again should be secured by planning condition.

Car club

69 One car club space is to be provided either within the car park or on street, with the scope to increase the number of spaces as demand requires, and this is supported by TfL. This should be secured by the Council either via planning condition or section 106 agreement.

Impact on the highway

70 TfL is satisfied that the proposal to introduce an additional zebra crossing and relocate another crossing further away from the Hammersmith gyratory will not impact upon the operation of the TLRN. While the assessment of the proposals has sought to minimise the impact of the development upon the highway network by restricting the availability of residential parking permits and limiting public parking levels to those surveyed, the change in land use will introduce an additional 55 (AM) and 51 (PM) car trips across the three hour peak period. Considering the level of use predicted however, and existing levels of congestion within the local area these changes are considered to be negligible.

71 TfL has no objection to the proposals to relocate and install a new zebra crossing, and is satisfied that no further modelling should be required as part of the impact assessment.

Cycle parking

72 460 cycle parking spaces are to be provided throughout the new car park, which is in accordance with policy 6.13 of the London Plan. TfL welcome the applicant’s proposals to install additional public cycle stands in convenient locations in the public realm, but request that more information regarding the level of cycle parking and location of these is provided before the scheme is referred back at stage two.

page 10 Cycle hire

73 TfL request a £200,000 contribution is secured through the section 106 agreement towards the implementation of a cycle hire docking station in the locality of the development site. TfL also request that the applicant consult with the Council and TfL to identify possible locations to install a docking station.

Walking

74 Pedestrian access to the proposed development will be available from a number of points around the perimeter of the site, providing good permeability and linkage with the existing footways on Glenthorne Road, Beadon Road and Leamore Street. Access to the neighbouring Kings Mall Shopping Centre will also be retained via the existing pedestrian footbridges which cross the Piccadilly and District lines.

75 The Pedestrian Environment Review System (PERS) audit that was undertaken should be used to identify areas of the highway network which require upgrading. The scope of any works required should be agreed with the Council as the highway authority, and the financial contributions needed to fund the upgrades should be secured via the section 106 agreement.

Wayfinding signs

76 TfL considers the developer should make a contribution of £15,000 towards a pair of Legible London signs to enhance the way finding capability for pedestrians in this area, again, this should be secured through the section 106 agreement.

Impact on bus and rail services

77 The proposed development is within close proximity to Hammersmith Bus Station, a key bus interchange, where a large amount of passenger activity takes place. Therefore the construction impacts should be carefully considered and should not impact on any bus operations; any potential road or stand closures should be first approved by TfL.

78 The Transport Assessment includes a directional split of trips which is commendable, a total of 49 peak hour trips are generated in the AM peak, the distribution of trips on to the network mean it is unlikely mitigation for bus service improvements would be required. TfL is satisfied that the impact on London Underground services would not be significant. The shceme is acceptable in this regard.

Impact on rail infrastructure

79 London Underground Limited (LUL) have no objection in principle to the above planning application, however there are a number of potential constraints on the redevelopment of a site situated close to underground tunnels and infrastructure. The applicant will need to satisfy LUL engineers so that the development will not have any detrimental effect on LUL structures either in the short or long term and the design must be such that the loading imposed on such structures is not increased or removed.

Delivery and servicing plan

80 TfL welcome the applicant’s submission of a delivery and servicing plan and expect that the requirement to implement a final version of this will be secured appropriately by the Council via a planning condition.

page 11 Construction logistics plan (CLP)

81 The CLP contains a number of assumptions relating to the loading and unloading of materials from the highway. Any amendments proposed to the highway in terms of a change in the physical layout and traffic management issues will need to be discussed and agreed by TfL and the Council as early as possible. The relevant licences, approvals and permits will need to be submitted for and dispensed by the relevant authority. TfL welcome the submission of a construction logistics plan and expect that this will be secured by a planning condition, and updated accordingly in advance of works commencing on site.

Travel plan

82 A framework travel plan has been submitted as part of the application. In line with TfL travel planning guidance, the travel plan should also include commitments and measures to reduce the impact of delivery and servicing movements on the transport network. TfL expects the final travel plan(s) to be secured, monitored, reviewed, and enforced through the section 106 agreement.

Traffic management act

83 Should this application be granted planning permission, the developer and their representatives are reminded that this does not discharge the requirements under the Traffic Management Act 2004. Formal notifications and approval may be needed for both the permanent highway scheme and any temporary highway works required during the construction phase of the development.

Community Infrastructure Levy (CIL)

84 The Mayor has introduced a London-wide Community Infrastructure Levy (CIL) to help implement the London Plan, particularly policies 6.5 and 8.3. The Mayoral CIL formally came into effect on 1 April 2012, and it will be paid on commencement of most new development in Greater London that was granted planning permission on or after that date. The Mayor's CIL will contribute towards the funding of Crossrail.

85 The Mayor has arranged boroughs into three charging bands. The rate for Hammersmith and Fulham Council is £50 per sq. m. The required CIL should be confirmed by the applicant and council once the components of the development or phase thereof have themselves been finalised. See the 2010 regulations: http://www.legislation.gov.uk/ukdsi/2010/9780111492390/contents as amended by the 2011 regulations: http://www.legislation.gov.uk/uksi/2011/987/made

86 London borough councils are also able to introduce CIL charges which are payable in addition to the Mayor’s CIL. Hammersmith and Fulham Council is yet to adopt a scheme.

Local planning authority’s position

87 At the time of writing this report the Council’s formal position is unknown.

Financial considerations

88 There are no financial considerations at this stage.

page 12 Conclusion

89 London Plan policies on principle of development, housing, residential quality and density, children’s play space, urban design, inclusive access, sustainable development and transport are relevant to this application. The application complies with some of these policies but not with others and on balance does not comply with the London Plan; the reasons and the potential remedies to issues of non compliance are set out below:

 Principle of development: The principle of a residential led mixed use development in this location is acceptable and will enhance the vitality and viability of Hammersmith Town Centre in accordance with the London Plan.

 Housing: The application would make a reasonable contribution to affordable housing provision; however, an independent assessment of the applicants viability assessment will need to be carried out and justification is needed from the application with regards to the 100% intermediate unit provision before the scheme can be acceptable and in line with polices 3.11and 3.12. Further information and revision is also sought with respect to the residential quality (confirmation of space standards, single aspect units and units per core) and residential density before the scheme can be in full compliant with London Plan policies 3.8 3.5 and 3.4 respectively.

 Children’s playspace: The scheme complies with London Plan policies 3.6 and is acceptable in this regard.

 Urban design: The proposed design is generally supported in line with London Plan policies 7.4 and 7.6 however; the applicant is requested to provide residential entrances along Glenthorne Road.

 Inclusive access: The scheme complies with London Plan policies 3.8 and 7.2 and is supported.

 Sustainable development: Further information is needed with regards to the heat network and energy centre in Line with London Plan policy 5.2. With regards to surface water run off the applicant should provide further detail and indicate how the development can achieve 100% surface water storage in line with 5.13.

 Transport: The scheme in generally acceptable; however further information is required as set out in paragraphs 63 to 83 of this report.

for further information, contact Planning Decisions Unit: Colin Wilson, Senior Manager - Planning Decisions 020 7983 4783 email [email protected] Justin Carr, Strategic Planning Manager (Development Decisions) 020 7983 4895 email [email protected] Lucy Bird, Case Officer 020 7983 5826 email [email protected]

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