Waterloo Opportunity Area Planning Framework aeloOpruiyAe lnigFaeokOtbr2007 October Framework Planning Area Opportunity Waterloo
October 2007 Front cover Figure 1. Aerial view of Waterloo Waterloo Opportunity Area Planning Framework
October 2007 Copyright
Greater London Authority October 2007
Published by
Greater London Authority City Hall The Queen’s Walk More London London SE1 2AA www.london.gov.uk enquiries: 020 7983 4100 minicom: 020 7983 4458
ISBN 978-1-84781-058-8
Front cover picture credit: Simon Hazelgrove Aerials Foreword photograph credit: Liane Harris Other photographs credit: East, TfL Visual Image Services 3D mapping basis courtesy of Z Mapping (Figure 15)
East Hepher Dixon JM P C onsultants Alan Baxter and A ssociates Metal GVA Grimley
1-3 Berry Street London EC1V 0AA T 020 7490 3190 F 020 7490 3290 E mail@ east.uk.com www.east.uk.com Foreword
I am delighted to introduce this Opportunity Area Planning Framework for Waterloo.
Waterloo is a unique part of London – it is a place of celebration, culture and entertainment as well as being home WRPDQ\/RQGRQHUVDQGDVLJQL¿FDQWHPSOR\PHQWORFDWLRQ2I course, it is also a major transport hub.
7KH/RQGRQ3ODQLGHQWL¿HV2SSRUWXQLW\$UHDVDFURVVWKH capital, identifying them as places in London with the potential to accommodate substantial numbers of new jobs, homes or both. Waterloo is just such a place. This Framework describes Waterloo today, including the rich history which has so strongly LQÀXHQFHGLWVFKDUDFWHU,WVHWVRXWFXUUHQWLVVXHVUHODWLQJWR public realm and permeability which need to be addressed and examines some challenging transport issues. Building on this analysis, it describes a vision for Waterloo together with a series of objectives for the area. Central to this vision are plans for a new ‘City Square’ for Waterloo, creating a radically improved public space, and the conversion of Waterloo Road to a public transport-only corridor. The vision also requires that we make the most of Waterloo’s development potential; as part RIWKLVWKH)UDPHZRUNLGHQWL¿HVDUHDVVXLWDEOHIRUWDOOEXLOGLQJV
The draft Waterloo Development Framework was published in 2006 for public consultation. I would like to thank all those who took the time to respond. These responses have been taken into account in this preparation of this revised document.
I would also like to place on record my thanks to the other members of the steering group: Lambeth Council, Network Rail, Transport for London and the London Development Agency. They have all worked collaboratively and constructively in the production of this Framework.
I look forward to continued joint working as we address the major issues for Waterloo, including the creation of the ‘City Square’, Network Rail’s plans for Waterloo Station and the major development proposals that will maintain and enhance Waterloo’s role in London’s social, cultural and economic future.
Ken Livingstone Mayor of London October 2007 i ii Contents
Foreword i 4.0 :DWHUORRYLVLRQDQGVWUDWHJLF 79 Executive summary iv REMHFWLYHV 4.1 $QHZµ&LW\6TXDUH¶DQG 83 1.0 Introduction 11 LQWHUFKDQJHVSDFHIRU:DWHUORR 1.1 Background 12 WRFUHDWHDYDVWO\LPSURYHGSXEOLF 1.2 The framework area 13 space around the station 1.3 Purpose of the framework 14 4.2 5HPRYHJHQHUDOWUDI¿FIURP 86 1.4 Status of the framework 15 :DWHUORR5RDGDQGJLYHSULRULW\ 1.5 Stakeholder engagement 16 WRSHGHVWULDQVF\FOLVWVDQGSXEOLF transport 2.0 3UR¿OLQJ:DWHUORR 17 4.3 5HGHYHORSDQGUHGH¿QH:DWHUORR 90 2.1 :DWHUORRDVDSODFH 18 6WDWLRQVRWKDWLWEHFRPHVDQHZ 2.2 :DWHUORR¶VUROHLQ/RQGRQ 20 centre for the area 2.3 Historic development 22 4.4 8VHWKHSXEOLFUHDOPWREULQJWKH 92 2.4 Conservation Areas 26 GLIIHUHQWSDUWVRI:DWHUORR South Bank Conservation Area 27 together and address pedestrian :DWHUORR&RQVHUYDWLRQ$UHD 31 movement/connections Roupell Street Conservation Area 33 4.5 Support the world class cultural 95 /DPEHWK3DODFH&RQVHUYDWLRQ$UHD 33 TXDUWHUDWWKH5LYHUVLGHDQG /RZHU0DUVK&RQVHUYDWLRQ$UHD 34 use it as a motor for regeneration 2.5 8UEDQJUDLQ 35 4.6 0D[LPLVHGHYHORSPHQWSRWHQWLDO 98 2.6 Character areas 38 4.7 Allow for incremental change 100 2.7 6HYHUDQFHSHUPHDELOLW\VDIHW\ 39 4.8 Preserve and enhance the key 102 OHJLELOLW\DQGHOHPHQWVRISRRU IHDWXUHVRIHDFKRI:DWHUORR¶V SXEOLFUHDOP character areas 2.8 :RUOGFODVVFXOWXUDOTXDUWHUDQG 44 major tourist attractions 5.0 7DOOEXLOGLQJVVWUDWHJ\ 105 2.9 Retail 46 2.10 Population, social and economic 49 6.0 Energy 115 characteristics 2.11 Social infrastructure 50 7.0 Next steps and implementation 119 2.12 Open space 52 Appendices 123 3.0 Transport and movement 53 1 Appendix 1 124 3.1 :DWHUORR6WDWLRQ 0DLQOLQH 54 Policy framework 3.2 :DWHUORR(DVW6WDWLRQ 0DLQOLQH 65 2 Appendix 2 130 3.3 :DWHUORR,QWHUQDWLRQDO6WDWLRQ 65 0DMRUGHYHORSPHQWVLWHV 3.4 Underground 66 3 Appendix 3 136 3.5 Buses 68 Studies and documents 3.6 Taxis 69 4 Appendix 4 139 3.7 River Bus 71 South Bank Employers Group 3.8 Roads 72 3ULRULW\3URMHFWV/LVW 3.9 Cycling 73 5 Appendix 5 144 3.10 :DONLQJ 74 :DWHUORR*RYHUQDQFH6WUXFWXUH 3.11 &URVV5LYHU7UDP &57 75 3.12 (VWLPDWHGWUDQVSRUWDQGSXEOLF 78 realm improvements timeline
iii Executive summary
‘To give Waterloo a new ‘City Square’ to create a radically improved public space; to improve permeability to and within the area and provide new development principally in the area around and above Waterloo Station.’
:DWHUORRZDVLGHQWL¿HGDVDQ2SSRUWXQLW\$UHDLQWKH 2004 London Plan with an indicative estimate of growth to 2016 of 15,000 new jobs and 500 homes. Subsequently, the Central London Sub-Regional Framework increased the homes target to 2026 to 1,500.
In 2004, the GLA as lead client working with Lambeth Council, London Development Agency, Transport for London and Network Rail commissioned consultants led by East Architecture to produce an Opportunity Area Planning Framework (OAPF) for Waterloo.
The OAPF is Mayoral guidance supplementary to the London Plan. As such, it is a material consideration for planning applications of a strategic scale and making decisions on the wider planning and development of the area.
$IWHUDQLQWURGXFWRU\VHFWLRQWKH2$3)SUR¿OHV:DWHUORR and sets out transport and movement issues. A vision for Waterloo is set out together with strategic objectives A tall buildings strategy is then followed by a section on energy. The framework concludes with next steps and implementation.
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:DWHUORRSHUIRUPVPDQ\UROHVLWLV¿UPO\SDUWRIWKH Central London economy; it is a major transport node which includes London’s largest rail terminal; it plays an internationally important cultural role; it forms part of the network of the ‘London South Central’ Opportunity Areas and is home to a major hospital and University as well as an expanding residential community. iv ,WVFXUUHQWGHYHORSPHQWKDVEHHQLQÀXHQFHGE\DQXPEHU of key factors including a series of bridges being built in the 18th and 19th centuries which affected the current street pattern; the construction of the railways and associated infrastructure; the effects of World War 2; the Festival of Britain and subsequent South Bank masterplan; and more recent regeneration.
7KH2$3)GH¿QHVIRXUµ&KDUDFWHUDUHDV¶5LYHUVLGH Residential; Railway and Lower Marsh - which are LGHQWL¿HGXVLQJDQDO\VLVLQFOXGLQJWKH&RQVHUYDWLRQ$UHD character appraisals.
There is a clear characterisation of Waterloo. The Riverside (largely the South Bank Conservation Area) is marked by a layer of set-piece administrative and cultural buildings set against the River which have a horizontal townscape emphasis - such as County Hall; the Royal Festival Hall and the National Theatre. There is a second layer set behind the Riverside buildings which are punctuated by tall buildings such as the Shell Centre; the ITV tower and King’s Reach Tower. This forms a commercial spine behind. The bend in the River accentuates this point.
7KH2$3)LGHQWL¿HVDQXPEHURIORFDWLRQVDURXQG the area that create a lack of permeability, safety and connectivity issues or provide areas of poor public realm. These include Waterloo Station which has a severance effect on the area and surrounding communities; an irregular road pattern; a poor environment outside Victory Arch and the IMAX area and subways failing to provide a good walking environment.
The importance of the cultural quarter and major tourist attractions is outlined. Finally, this section sets out information relating to retailing, population, social infrastructure and open space.
v Transport and movement
The OAPF analyses transport and movement in the area and sets out a timeline for various improvements.
A crucial factor in the development of the area will be the future of Waterloo Station. At present, the station is considered to be operating at full capacity during the evening peak and growth is forecast to continue steadily, with an increase in demand of approximately 20 percent over the next ten years. Network Rail has commenced looking at options for relieving capacity issues at the station which includes an option for relocation of the main station concourse to street level.
The relocation of Eurostar services from Waterloo International to St. Pancras in November 2007 will have a direct effect on the future use of the terminal and tracks as well as a major impact on taxi circulation. The planned &URVV5LYHU7UDPZLOODOVREHVLJQL¿FDQWWRWUDQVSRUWDQG movement in Waterloo.
Vision and strategic objectives
The Opportunity Area Planning Framework addresses Waterloo’s strengths and issues to produce a vision - ‘To give Waterloo a new ‘City Square’ to create a radically improved public space, to improve permeability to and within the area and provide new development principally in the area around and above Waterloo Station’ - and eight objectives for meeting it:
vi Development above station
Waterloo Road future bus/tram stop
Lower Marsh
Possible location for Food Store
New Wa terloo Station concourse at ground level
Figure 2. Concept illustration sketch of proposed Waterloo ‘City Square’
* A new ‘City Square’ and interchange space for Waterloo to create a vastly improved public space around the station.
* 5HPRYHJHQHUDOWUDI¿FIURP:DWHUORR5RDGDQGJLYH priority to pedestrians, cyclists and public transport.
* 5HGHYHORSDQGUHGH¿QH:DWHUORR6WDWLRQVRWKDWLW becomes for a new centre for the area.
* Use the public realm to bring the different parts of Waterloo together and address pedestrian movement/ connections.
* Support the world class cultural quarter at the Riverside and use it as a motor for regeneration.
* Maximise development potential. * Allow for incremental change. * Preserve and enhance the key features of each of Waterloo’s character areas.
vii The new ‘City Square’ could allow the focus of Waterloo to change as well as aiming to resolve public realm and interchange issues. As part of the process, the opportunity should be taken to reconsider the subways surrounding the IMAX roundabout. Ultimately, the aim should be to close the subways whilst retaining access to the IMAX itself and other spaces.
The concept of the ‘City Square’ is linked to other objectives but its implementation is not dependent on them. Ultimately, however, with Waterloo Road becoming a public transport only corridor and the concourse of Waterloo Station lowered, a larger public space could be created.
Initial modelling has shown that removing private motor vehicles from Waterloo Road is feasible although further testing is required.
The redevelopment of Waterloo Station is supported in terms of addressing capacity issues, creating a world class interchange and resolving some of the key issues relating to public realm, connectivity and permeability. The OAPF sets out various objectives that should be met if the station is redeveloped.
The world class cultural quarter at the Riverside needs WREHVXSSRUWHG7KH2$3)LGHQWL¿HVYDULRXVFULWHULD should an application be made for cultural development on Hungerford Car Park.
Development potential in the area should be maximised given Waterloo’s status as an Opportunity Area and its location within the Central Activities Zone and to accord with the strategy of providing the highest levels of activity at locations with the greatest transport capacity.
The OAPF advocates allowing for incremental change. Public realm improvements must not wait for the redevelopment of the station - small scale changes should continue so as to keep momentum going. A large number of improvements are achievable now. The OAPF recommends the provision of a ‘Waterloo City Square viii VWXG\¶WRKHOSGH¿QHDQGJXLGHWKHGHOLYHU\RIRSWLRQVIRU the City Square, and to incorporate all adjoining aspects of the public realm that affect the success of Waterloo development proposals.
Tall buildings strategy
The locational policies for tall buildings are based on London Plan policy, CABE/English Heritage guidance on tall buildings and a detailed analysis of the area. Tall buildings in Waterloo are considered to be suitable in two broad areas - above and around the station and on the commercial spine behind the Riverside. This is due to a number of factors including characterisation of the area, Waterloo being a transport interchange and Opportunity Area and the relationship with ‘place making’.
7KH2$3)VHWVRXWWKHUHDUH¿YHNH\VHFWLRQVRISRVVLEOH development within the station area.
Development in these locations would enable the London Plan guidelines for growth to be exceeded as well as HQVXULQJWKDWWKH¿QHUJUDLQRIRWKHU&RQVHUYDWLRQ$UHDV can be preserved or enhanced.
Energy
An approach to energy is set out, which aims to ensure proposals are in accordance with the Mayor’s Energy Strategy and the ‘Energy Hierarchy’. Investigations have commenced into producing a decentralised energy system in Waterloo. This needs to be actively pursued as the development sites come forward and dialogue should continue with Energy Services Companies.
Next steps and implementation
The OAPF concludes with a series of ‘principles for progress’ and next steps. These include a detailed study into the ‘City Square’ concept, continuing transport and public realm improvements and the implementation of planning permissions. A ‘Waterloo Implementation Group’ has been set up to aid the momentum of projects.
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5RDG:DWHUORR5RDGDQG/DPEHWK5RDGOHDGLQJIURP EULGJHVRYHUWKH7KDPHVDQGFRQYHUJLQJDW6W*HRUJHV &LUFXV * $QXPEHURIOHVVHUURXWHVLQWHUVHFWDQGFRQQHFWWKHUDGLDO URXWHV VXFKDV )LJXUH Historic Maps showing development of bridges and street pattern 22 3UR¿OLQJ:DWHUORR * :LWKQHZURDGVFDPHLQFUHDVHGSRSXODWLRQ%\WKH DUHDKDGEHHQFRQVLGHUDEO\GHYHORSHGWKHFKDUDFWHURI WKLVGHYHORSPHQWZDVUHVLGHQWLDODQGRID¿QHUJUDLQWKDQ WKHODUJHVFDOHLQGXVWULDOGHYHORSPHQWOLQLQJWKHULYHUEDQN * 7KHDUULYDORIWKHUDLOZD\V:DWHUORR6WDWLRQZDVEXLOW LQE\WKH/RQGRQ6RXWK:HVWHUQ5DLOZD\DVWKH WHUPLQXVIRUWUDLQVWUDYHOOLQJIURPWKHVRXWKRIWKHFRXQWU\ * ,Q WKH&KDULQJ&URVV5DLOZD\$FWDXWKRULVHGWKH FRQVWUXFWLRQRIDUDLOZD\EULGJHDFURVVWKHULYHU,Q +XQJHUIRUG%ULGJHZDVUHEXLOWWRFRQQHFW&KDULQJ&URVV DQG/RQGRQ%ULGJHVWDWLRQVDQGDMXQFWLRQZDVIRUPHG ZLWKWKH6RXWK:HVWHUQ5DLOZD\DW:DWHUORR$FFRUGLQJO\ :DWHUORR(DVWVWDWLRQ WKHQ:DWHUORR-XQFWLRQ ZDV RSHQHGLQ )LJXUHMap illustrating the key stages in * 7KHFRQFHQWUDWLRQRIWUDLQOLQHVDIIHFWHGWKHFKDUDFWHURI the expansion of Waterloo Station 1RUWK/DPEHWKDQGUDLOZD\YLDGXFWVVHYHUHGWKHDUHD * ,QGXVWU\FRQWLQXHGDORQJWKHULYHUWKRURXJKRXWWKHWK WKDQGWKFHQWXULHVLQFOXGLQJDEUHZHU\SULQWHUVDQGD OHDGZRUNVLQSDUWHQFRXUDJHGE\WKHUDLOZD\V * &RQVWUXFWLRQRIWKH$OEHUW(PEDQNPHQW± * 7KHSRSXODWLRQRIWKHDUHDJUHZUDSLGO\LQWKH WKFHQWXU\ DVLQGXVWULDOZRUNHUVÀRRGHGLQ0RGHVWWHUUDFHVZHUH EXLOWWRKRXVHWKHZRUNHUVVXFKDV5RXSHOO6WUHHWDQG :KLWWOHVH\6WUHHW7KHFRQVWUXFWLRQRIGHYHORSPHQWDWDQG DURXQG/RZHU0DUVKDWWKLVWLPH * +RVSLWDOVIRUWKHQHZSRSXODWLRQZHUHFRQVWUXFWHG LQFOXGLQJWKH*HQHUDO/\LQJLQ+RVSLWDODQG6W7KRPDV¶ +RVSLWDO * 3KLODQWKURSLFLQVWLWXWLRQVZHUHDOVRHVWDEOLVKHGWRKHOSWKH SRRUHUSHRSOHVXFKDVWKH3HDERG\7UXVWZKLFKVWLOOKDV VRFLDOKRXVLQJHVWDWHVRII%ODFNIULDUV5RDG DQG 6WDPIRUG6WUHHW * &RQVWUXFWLRQRI&RXQW\+DOO ± * 7KHH[WHQVLRQRI:DWHUORR6WDWLRQEHWZHHQ DQG * 7KHHIIHFWVRI:RUOG:DULQZKLFK:DWHUORR6WDWLRQ DQGWKHDVVRFLDWHGUDLOZD\VDQGIDFWRULHVZHUHDSULPH WDUJHW±WKHDUHDZDVVHYHUHO\UDYDJHGE\ERPEVZKLFK GHVWUR\HGPXFKRILWVWKDQG WKFHQWXU\IDEULF * 7KHERPEUDYDJHG6RXWK%DQNZDVVXEMHFWWR UHJHQHUDWLRQSODQVE\WKH/&&WRWUDQVIRUPLWLQWRD FXOWXUDODQGFRPPHUFLDOFHQWUH7KHSODQVLQFOXGHGD VFKHPHIRUWKH)HVWLYDORI%ULWDLQZKLFKZDVKHOGLQ 7KHDLPRIWKHH[KLELWLRQZDVWRFRPPHPRUDWHWKHHQG RIWKH6HFRQG:RUOG:DUDQGWRFHOHEUDWH%ULWLVKLQGXVWU\ DQGFXOWXUH$QDUHDEHWZHHQ:DWHUORR%ULGJHDQG &RXQW\+DOOZDVFOHDUHGIRUUHGHYHORSPHQW)ROORZLQJ FOHDUDQFHSDUWVRIWKHULYHUZHUHUHFODLPHGDULYHUZDOO )LJXUH 1951 South Bank Exhibition ZDVEXLOWDQGWKHDUHDZDVWUDQVIRUPHGLQWRWKHIHVWLYDO VLWHZKLFKKRVWHGDUDQJHRIWHPSRUDU\EXLOGLQJVDQG VWUXFWXUHV7KRXJKPRVWRIWKHVHVWUXFWXUHVKDYHJRQH WKH5R\DO)HVWLYDO+DOOWKHULYHUZDOODQGSLHUVXUYLYHV 3UR¿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he Shot Tower (used to * manufacture lead shot) and Festival of Britain VRPHSODFHVLQYROYHGWKHUHSODFHPHQWRIWKHGHQVHVWUHHW construction site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lan of conservation areas 3UR¿OLQJ:DWHUORR 6RXWK%DQN&RQVHUYDWLRQ$UHD 0DQ\RIWKHEXLOGLQJVZLWKLQWKH&RQVHUYDWLRQ$UHDKDYH EHHQEXLOWLQWKHSDVW\HDUVDQGDUHRIQDWLRQDODQG LQWHUQDWLRQDOLPSRUWDQFH6RPHRIWKHVHEXLOGLQJVDUH UHFRJQLVHGDPRQJVW/RQGRQ¶VWKFHQWXU\ODQGPDUN EXLOGLQJVLQFOXGLQJWKH5R\DO)HVWLYDO+DOOWKH1DWLRQDO 7KHDWUH&RXQW\+DOOWKH6KHOO&HQWUH:DWHUORR%ULGJHWKH *ROGHQ-XELOHHIRRWEULGJHVDQGWKH/RQGRQ(\H 7KH&RQVHUYDWLRQ$UHDDSSUDLVDOVWDWHVWKDW‘The South %DQNKDVDFRQFHQWUDWLRQRIVLJQL¿FDQWEXLOGLQJV±ODUJH cultural and administrative structures strung along the 5LYHU7KDPHVDQGXQL¿HGE\WKH4XHHQ¶V:DONDQGRWKHU public spaces. These are supplemented by lesser buildings providing a suitable context and backdrop. The resulting massing means that the area is highly legible across the Thames and thus the area truly has a city-wide contribution. Most buildings, with the exception of County Hall are post war, monumental in scale yet relatively low in height, they typically have a linear character and are set within individual plots each being easily distinguishable from its neighbour. The typical building height is between 8-10 storeys although the Shell Centre Tower and the ITV tower are much taller. Other tall buildings outside the Conservation Area are visible over a wide area.’ 27 7KHFRQFOXVLRQIURPWKH6RXWK%DQN&RQVHUYDWLRQ$UHD FKDUDFWHUDSSUDLVDOVWDWHV ‘A grouping of nationally and locally important buildings along the Thames side, the South Bank Conservation Area is very much London’s cultural and leisure heart. It has a vibrant character and DYDULHGEXWKLJKTXDOLW\DUFKLWHFWXUDOFKDUDFWHU±XQL¿HG by a quality public realm enhanced with public art. It is an architectural showcase for the post-war period, promoting the public over the private, it is progressive, modern and innovative.’ $NH\IHDWXUHRIWKH&RQVHUYDWLRQ$UHDDUHWKHVSDFHV DURXQGWKHEXLOGLQJV7KHUHSRUWDFFRPSDQ\LQJWKHRULJLQDO &RQVHUYDWLRQ$UHDGHVLJQDWLRQRI DGYLVHVWKDW ‘The spaces around the buildings, particularly the Riverside walk are of great amenity value. They provide access to the river, an important pedestrian route, an area that can be read in conjunction with the arts complex and attractive views of central London.’ +RZHYHUWKHVHFRQQHFWLRQVFDQEHVHUYLFH DFFHVVVWUHHWVZLWKQRDFWLYHIURQWDJHDQGRIORZTXDOLW\ VWUHHWVFDSHGHVLJQ $QRWKHUIHDWXUHRIWKH&RQVHUYDWLRQ$UHDLVWKDWWKH EXLOGLQJVWHQGWRKDYHWKHLUIURQWDJHWRWKHULYHUWXUQLQJ WKHLUEDFNVWRURDGVVXFKDV8SSHU*URXQG 28 3UR¿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¿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¿QLQJIHDWXUHVRIWKH &RQVHUYDWLRQ$UHD+RZHYHULWFDQEHFRQIXVLQJGXHWR LWVLOOHJLEOHQDWXUHDQGDQDEVHQFHRIGH¿QHGµZD\¿QGLQJ¶ URXWHV$GGLWLRQDOO\LWRIIHUVSRRUDFFHVVLELOLW\IRUSHRSOH ZLWKGLVDELOLWLHV,WVKRXOGDOVREHQRWHGWKDWLWUHÀHFWVD SDUWLFXODUKLVWRULFPRPHQW 29 5HFHQWSURMHFWVKDYHDSSHDUHGWRDOWHUWKHSXEOLF SHUFHSWLRQRIWKH6RXWK%DQN)RUH[DPSOHWKH UHIXUELVKPHQWRIWKH5R\DO)HVWLYDO+DOO)HVWLYDO5LYHUVLGH DQG)HVWLYDO7HUUDFH,WKDVEHFRPHRQHRIWKHEHVWNQRZQ SXEOLFOLQHDUVSDFHVLQ/RQGRQ OLQNHGWRRWKHUFXOWXUDO DWWUDFWLRQVVXFKDV7DWH0RGHUQDQGWKH'HVLJQ0XVHXP DGHVWLQDWLRQLQLWVRZQULJKWDQGDQLPSRUWDQWSDUWRIWKH 7KDPHVULYHUVFDSH7KHLPDJHRIWKH6RXWK%DQNZLOO FRQWLQXHWRFKDQJHDVIXUWKHUSURMHFWVDUHLPSOHPHQWHG 3UR¿OLQJ:DWHUORR :DWHUORR&RQVHUYDWLRQ$UHD 7KH:DWHUORR&RQVHUYDWLRQ$UHDZDVGHYHORSHGRYHUD SHULRGRI\HDUVZKLFKLVUHÀHFWHGLQLWVFKDUDFWHU±D PL[WXUHRIDUFKLWHFWXUDOVW\OHVDQGODQGXVHV,WFRPSULVHV JURXSVRI WKDQGWKFHQWXU\FRPPHUFLDOLQGXVWULDO ZDUHKRXVHDQGUHVLGHQWLDOEXLOGLQJV 7KHVSDWLDODQDO\VLVIURPWKH&RQVHUYDWLRQ$UHDDSSUDLVDO VWDWHVWKDW ‘The 19th and early 20th century residential developments are typically terraced with the exception of the Peabody Estate in the south-east corner which has large blocks occupying a site that covers a quarter of the conservation area. Substantial commercial or institutional properties are clustered on Waterloo Road/Stamford Street area whilst the industrial warehouse buildings are found on the north side of Theed Street with railway structures, viaducts and bridges beyond to the south of the area.’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oDGHGUHVVLQJDQGGHWDLOVVXFKDV WKDWIRXQGLQWKHZLQGRZDQGGRRUVXUURXQGVRIWKHWHUUDFHV DORQJWKHQRUWKVLGHRI$TXLQDV6WUHHW 7KH&RQVHUYDWLRQ$UHDDSSUDLVDOFRQFOXGHVWKDW ‘The Waterloo Conservation Area has a varied but traditional FKDUDFWHUUHÀHFWLQJLWVGHYHORSPHQWRYHUWKHSDVWWZR centuries. Generally, the buildings are little altered and LQJRRGFRQGLWLRQDOWKRXJKVRPHZRXOGEHQH¿WIURP restoration and reinstatement of lost details.’ 3UR¿OLQJ:DWHUORR 5RXSHOO6WUHHW&RQVHUYDWLRQ$UHD 7KH5RXSHOO6WUHHW&RQVHUYDWLRQ$UHDLVDVPDOOGLVWLQFW DUHDGHYHORSHGEHWZHHQDQGWKHPLGV,WLV TXLWHXQLIRUPLQFKDUDFWHUFRPSULVLQJRI*HRUJLDQKRXVLQJ EXLOWRI\HOORZVWRFNEULFNZLWKUHDUZDOOHGJDUGHQV7KH VSHFLDOLQWHUHVWRIWKHDUHDDOVROLHVLQWKHDOPRVWFRPSOHWH VXUYLYDORIWKHHVWDWHZKLFKKDVUHWDLQHGPRVWRILWVRULJLQDO FKDUDFWHUDQGDSSHDUDQFH 7KH&RQVHUYDWLRQ$UHDLVW\SL¿HGE\WLJKWHDUO\ WK FHQWXU\JUDLQ7KHEXLOGLQJVIURQWRQWRWKHVWUHHWV±WKHUH LVQRSURYLVLRQRIIURQWJDUGHQVRURIFRPPXQDORSHQVSDFH UHÀHFWLQJWKHUHODWLYHO\ORZVRFLDOVWDWXVRIWKHGHYHORSPHQW ZKHQLWZDVODLGRXW5RXSHOO6WUHHWKDVVLQJOHED\KRXVHV ZKLOVW:KLWWOHVH\6WUHHWDQG7KHHG6WUHHWKDYHGRXEOH IURQWHGWHUUDFHGKRXVHV 7KH&RQVHUYDWLRQ$UHDDSSUDLVDOFRQFOXGHVWKDW‘It is characterised by tight, formal streets laid out with good quality robust 19th century terraced houses. The houses KDYHDXQL¿HGVPDOOVFDOHFKDUDFWHUZKLFKLVGHULYHGIURP a very limited number of carefully considered and well- H[HFXWHGIHDWXUHV±ZLQGRZVGRRUVFKLPQH\VHWF¶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¿QHJUDLQGRPHVWLFSURSHUWLHVMX[WDSRVHGZLWK WKHODUJHUPRUHYLVXDOO\GRPLQDQWFRPPHUFLDOEXLOGLQJV 7KHFKDUDFWHUDQGDSSHDUDQFHRIWKH&RQVHUYDWLRQ$UHD LVXQL¿HGE\LWVJHQHUDOO\FRQVLVWHQWEXLOGLQJOLQHSORWVL]HV DQGGRPHVWLFVFDOH7KHSUHGRPLQDQWEXLOGLQJKHLJKWLV VWRUH\VWKHEXLOWIRUPLVVPDOOVFDOHDQG¿QHJUDLQDQGWKH VWUHHWVFDSHLVSHGHVWULDQLQVFDOHZLWKDVWURQJVHQVHRI HQFORVXUH7KLVIRUPLVLQVKDUSFRQWUDVWWRWKHZLGHDQG EXV\WKRURXJKIDUHVDWHLWKHUHQGRIWKHVWUHHW 7KHSUHYDLOLQJEXLOGLQJPDWHULDOLV\HOORZVWRFNEULFN FKDUDFWHULVWLFRIWKHSUHVEXLOGLQJVDQGUHGEULFN DVVRFLDWHGZLWKWKHWKFHQWXU\EXLOGLQJV 7KHUHDUHJRRGYLHZVIURPZLWKLQWKHDUHDDFURVV:DWHUORR 6WDWLRQWRWKH/RQGRQ(\HDQGWKH6KHOO&HQWUH 7KH&RQVHUYDWLRQ$UHDDSSUDLVDOFRQFOXGHVWKDW ‘The Conservation Area has a strong historic character derived from the historic layout of the streets and the general appearance of the contributory buildings and the historic market. 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9LVLW/RQGRQ¶V2YHUVHDV9LVLWRUV6XUYH\VKRZHG WKDWSHUFHQWRIYLVLWRUVVXUYH\HGKDGHLWKHUYLVLWHGRU LQWHQGHGWRYLVLWWKH6RXWK%DQN7KHUHDUHRYHUPLOOLRQ YLVLWRUVWRWKH6RXWK%DQNHYHU\\HDU7KHDUHDDOVRKDV DYLEUDQWQLJKWWLPHHFRQRP\ZLWKEHWZHHQ± YLVLWRUVSHUQLJKW 7KH/RQGRQ3ODQLGHQWL¿HVWKH6RXWK%DQNDVDµ6WUDWHJLF &XOWXUDO$UHD¶DQGUHFRJQLVHVWKDW/RQGRQ¶VUROHDVD ZRUOGFLW\LVVXSSRUWHGE\DQXPEHURILQWHUQDWLRQDOO\ FXOWXUDODWWUDFWLRQVZKLFKDUHDPRQJ/RQGRQ¶VPDMRU WRXULVWDWWUDFWLRQV7RJHWKHUZLWKLWVVHWWLQJWKH/RQGRQ 3ODQVWDWHVWKH6WUDWHJLF&XOWXUDO$UHDVVKRXOGEH SURWHFWHGDQGHQKDQFHG $GGLWLRQDOO\.LQJV&ROOHJH/RQGRQVSHFLDOLVHVLQFXOWXUDO LQGXVWULHVVWXGLHVWKHUHDUHRYHUFXOWXUDOEXVLQHVVHV DQGWKHUHDUHFXOWXUDOH[FKDQJHSURJUDPPHVZLWKLQDQG RXWVLGH/DPEHWK 7KH0D\RU¶V&XOWXUH6WUDWHJ\ $SULO VHWVRXWWKH 0D\RU¶VNH\REMHFWLYHVIRUWKH6RXWK%DQN 3UR¿OLQJ:DWHUORR * To achieve a world- class cultural quarter and state-of-the-art facilities which can compete internationally and deliver an arts- led renaissance to the South Bank area. * To retain the London Eye and create a high quality city park for London at Jubilee Gardens. * To develop a coherent transport and pedestrian strategy for the wider area, including a co-ordinated strategy for dealing with coach parking and car parking. * 7RLPSURYHWKHDUHDVLJQL¿FDQWO\DQGPDNHLWDWWUDFWLYHWR day and night-time visitors forming part of a vibrant cultural quarter. * 7RHQVXUHWKDWWKHUHVLGHQWVRI/DPEHWKHQMR\WKHEHQH¿WV of the culture-led regeneration of the area. 7KH0D\RU¶V&XOWXUH6WUDWHJ\VWDWHVLQUHODWLRQWRWKH 1DWLRQDO)LOP7KHDWUHWKDW ‘The NFT is the prime site IRUVFUHHQLQJLQGHSHQGHQWDQGIRUHLJQODQJXDJH¿OPV and for the London Film Festival. 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and movement 53 3.1 Waterloo Station (Mainline) Waterloo is the UK’s largest station, covering an area of 9.9 hectares. South West Main Line Route Utilisation Strategy March 2006 The station is managed by Network Rail. It provides a terminus for the South West Trains (SWT) operating franchise which serves south-west London, Surrey, Berkshire, West Sussex, Hampshire and Dorset. Waterloo Station presently accommodates 260,000 journeys per day with more than 80,000 passengers passing through the station during the evening peak. It Figure 20. Cover South West Main Line has an annual footfall of 104 million people per annum. Route Utilisation Strategy At present, the station is considered to be operating at full capacity during the evening peak and growth is forecast to continue steadily in the future, with an increase in demand of approximately 20 percent over the next ten years (Source; South West Main Line Rail Utilisation Study). Network Rail has commenced looking at options for relieving capacity issues at the station. A ‘preferred pre- feasibility concept report’ was published in January 2007 (on behalf of Network Rail, GLA, LDA, TfL, Lambeth Council, Department for Transport and South Bank Employers Group). defg Figure 21. Southwest trains map 54 Transport and movement The consultants (Jacobs, who prepared the pre-feasibility concept report) proposed three scenarios: Option A: Minimum works to keep the station operational - an incremental removal of concourse retail together with a UHFRQ¿JXUDWLRQRI&XVWRPHU,QIRUPDWLRQ6\VWHPV &,6 positions. Removal of the central concourse retail will create additional muster and circulation space and by replacing the central CIS plasma screens with LED displays on the barrier line, the congestion within the central part of the concourse will be dispersed. At the same time, South West Trains has prepared a proposal to remove most of the barrier-line retail and replace it with an automatic gate-line scheme. This is SURMHFWHGWRSURYLGHDGGLWLRQDOFRQJHVWLRQUHOLHIEHQH¿W This option is programmed to proceed regardless of other plans that may emerge and will deliver immediate short- WHUPRSHUDWLRQDOEHQH¿WV,WLVOLNHO\WRUHOLHYHFRQJHVWLRQ for up to six years before a more radical solution is needed. 55 Option B: A medium term solution that focuses on improving operational capacity at the station. Platforms 1- 5 would be extended, allowing 10 car trains to service these platforms which at present can only accommodate 8 car lengths. Under this option, Waterloo International Station would be adapted to allow domestic services to use platforms 20 to 24. $OOWKHDOWHUDWLRQVGH¿QHGZLWKLQ2SWLRQ$ZRXOGDOVREH required under this option. The key elements of Option B are: * Extension of Platforms 1 to 5. * Demolition of the arch structures beneath the city end of platforms 1-5 to form a new ground level concourse within this area and to facilitate the platform extension works above. * Progressive removal of retail units and part of the station buildings. * Relocation of vertical circulation between existing concourse and platforms and the Underground. 56 Transport and movement * 5HFRQ¿JXUDWLRQRIWKH&DE5RDGWRRSHUDWHRQHZD\RQO\ * Closure of the existing east side concourse entrance from the cab road. * 5HFRQ¿JXUDWLRQRIWKHFRQFRXUVHURRIRYHUWKHDUHDWRWKH north of Platforms 1-6 and at the interface with the Porte Cochere to the north of part of the station buildings. No development potential or enhancement of interchange between the other transport modes was considered with this proposal. :KLOVW2SWLRQ%SURYLGHVEHWWHURSHUDWLRQDOÀH[LELOLW\ for running stock, it is less capable of meeting forecast passenger demand at Waterloo compared to Option A and is predicted to become unacceptably congested within approximately two years of completion of the proposed enhancements. In addition, passenger interchange would VWLOOEHUHODWLYHO\LQHI¿FLHQW7KHUHIRUHZKLOVWOHQJWKHQLQJ WKHSODWIRUPVIDFLOLWDWHVSDVVHQJHUJURZWKWKHEHQH¿WLV invalidated because it constrains the concourse. 57 Option C: Option C seeks to achieve a world class transport interchange facility. The design team used the preference for a relocation of the main station concourse to street level as a basis for options. This decision was driven mainly by the need to secure extra concourse space. It would also put any new public areas at ground level and at the same place as the Underground entrances. The study of the potential areas of permeability within the H[LVWLQJDUFKHGVWUXFWXUHEHORZWKHWUDFNVLGHQWL¿HGWZR primary zones each capable of accommodating a new increased station concourse. This preferred option would contain the following elements: * The creation of a new central station concourse running from east to west at street level. This layout would allow increase permeability through the station by introducing a direct link between York Road and Lower Marsh. * The creation of a new city end concourse at street level. * %HQH¿WVLQWHUPVRIFDSDFLW\DQGSDVVHQJHUÀRZZLWK vertical circulation between platform and street level distributed between city and mid platforms. 58 Transport and movement * An opportunity to utilise available space below the International platforms as a new station entrance concourse on the western edge. This would link with the proposed Elizabeth House redevelopment and would open up this edge of the station giving improved pedestrian and visual connections from York Road and Lower Marsh. The central concourse would also offer the potential for a direct link between the primary concourse and the Underground ticket hall. This option is expected to meet pedestrian demand beyond 2050. Network Rail are currently examining all the above options in more detail and are the subject of further studies. It is unlikely that any major redevelopment would occur until after 2012 although elements of Option A have already commenced. Figure 22. Extract from Network Rail, Waterloo Station Comprehensive Redevelopment Phase 2 Report. Proposed central concourse - internal view looking south. 59 Figure 23. Extract from Network Rail, Waterloo Station Comprehensive Redevelopment Phase 2 Report. City end concourse existing section, top. City end concourse proposed section, bottom. Figure 24. Extract from Network Rail, Waterloo Station Comprehensive Redevelopment Phase 2 Report. Eastern station entrance existing section, top. Eastern station entrance proposed section, bottom. 60 Transport and movement Waterloo Origin and Destination Survey Capita Symonds was appointed by the GLA in May 2005 to undertake a data collection and analysis exercise to establish a comprehensive picture of the origin and destination of the passengers using Waterloo main line, Waterloo East and Waterloo Underground stations. Surveys of passengers using Waterloo Station were carried out using face-to-face interviews and postcard TXHVWLRQQDLUHV$GGLWLRQDOO\SHGHVWULDQÀRZFRXQWVZHUH undertaken at the main entrance and exit points to provide an estimate of the total number of passengers using the stations during the survey period. Survey data was obtained on one typical weekday and one typical Saturday. It should be noted that recorded passenger movements were partly affected by the closure of one set of escalators between the Underground and main line station during the survey period, whilst the majority of passengers using Eurostar services were not intercepted in the surveys. Over 10,000 completed interviews and postcard returns were obtained. 61 The breakdown of trips was as follows on the weekday: Commuting journeys : 69% Leisure/recreation: 11% Employer’s business: 8% Personal appointments: 8% The breakdown of trips on the Saturday was as follows: Commuting journeys : 7% Leisure/recreation: 65% Employer’s business: 7% Personal appointments: 14% Passenger arrival weekday: Waterloo Station using South West Trains : 46% Waterloo East: 6% Underground: 27% Walking: 9% Bus: 8% Passenger departure weekday: Waterloo Station using South West Trains : 46% Waterloo East: 6% Underground: 27% Walking: 8% Bus: 8% Passenger arrival Saturday: Waterloo Station using South West Trains: 50% Waterloo East: 9% Eurostar: 1% Underground: 24% Passenger departure Saturday: Underground: 34% Waterloo Station using South West Trains: 25% Waterloo East: 3% Eurostar: 3% 62 Transport and movement The most popular origin to Waterloo Station is the south- west sector of London with the KT (Kingston upon Thames), GU (Surrey, Sussex and Hampshire) and TW (which includes Twickenham, Hounslow, Isleworth, Brentford, Kew and Richmond) postcodes the most frequent origins outside London. The arrival and dispersal of passengers was well spread across central London with walking, bus and Underground the dominant onward travel modes. Areas close to the station extending north to the river, south to Lambeth Bridge and Elephant and Castle are dominated by walking trips, with some walking trips extending to Westminster, Soho and Holborn. The majority of trips are made by Underground to the following locations: Bank, Cannon Street, Barbican, London Bridge, Mayfair, Marylebone and Soho. In the central sector (Holborn, Clerkenwell, Bloomsbury and St. Pancras), the majority of trips are made by bus, interspersed with some walking trips. For Saturday journeys, London SW, London SE, KT, GU and TW were the most common origin postcodes. The main trip ends in London are associated with leisure and recreation activities in Soho, Oxford Street and the South Bank, with walking the dominant mode for short trips. 63 In the weekday morning peak period, the main inter- modal movements were between South West Trains and Underground, buses and walking. This pattern is mirrored in the evening peak period where the main mode-to-mode interchange is between the Underground, buses, walking and SWT services. )RU6DWXUGD\WKHPRVWVLJQL¿FDQWPRGHWRPRGH movements are from SWT to the Underground and the reverse movement from Underground to SWT. There are also a substantial number of transfers between SWT and walking. In response to the question on how current journeys could be improved, the most frequent responses relating to the station were a cleaner environment, better access to and from bus and Underground services, easier and quicker ticket purchasing facilities and improved travel information on all modes. A number of passengers also referred to the over- crowding of the station at certain times and also to the tidal QDWXUHRIÀRZVRQWKHPDLQFRQFRXUVHDQGWKHUHVXOWLQJ impedance affecting passengers moving in the opposite direction. On Saturday, popular responses relating to station facilities included improvements to toilets, escalators and lifts, signage, ticket purchasing and seating. 64 Transport and movement 3.2 Waterloo East Station (Mainline) Waterloo East Station, linked via a footbridge to Waterloo Station and also linked to Southwark Underground station, provides services to south east London, Kent and East Sussex. Services are operated by South Eastern Trains and Southern Trains. 3.3 Waterloo International Station Waterloo International Station provides Eurostar services to Europe. From November 2007, Eurostar services will transfer to St Pancras International. At the present time, it is anticipated that the platforms and tracks currently used by Eurostar will be used for domestic trains although various works will be required. 65 3.4 Underground Waterloo Underground station provides services on the Northern, Bakerloo, Jubilee and Waterloo and City Lines. Underground services are also provided at Southwark Station (Jubilee Line) and Lambeth North Station (Bakerloo Line). 214,000 passengers daily pass through Waterloo Underground Station’s three ticket halls (Waterloo Road that primarily serves the Jubilee Line; the main ticket hall under the main line station and the Shell ticket hall). Heavy congestion is predicted to occur by 2020 in the following areas: * Jubilee Line ticket hall entrance portal due to the restricted width of the main opening given the proximity of escalators (all periods). * Waterloo and City Line departures platform, staircases and ramps due to limited train services and exceptional peaks due to concurrent arrival of National Rail trains (AM period). * Northbound Bakerloo line platform due to restricted platforms. * Northbound on the Northern line, westbound on the Jubilee Line and northbound on the Waterloo and City Line are all close to capacity in the AM peak period. 66 Transport and movement Proposed improvements: * Step-free access to Waterloo and City Line – Due for completion, Autumn 2007. * Step-free access to Northern and Bakerloo lines and from main Underground ticket hall to Network Rail Station concourse – design phase under way; implementation phase is estimated around 2008-2011. * Improvements to signalling on the Jubilee Line in 2009 which will facilitate an increase in peak hour line capacity. * Northern Line frequency will be improved from 20 to 25 trains per hour (estimated 2012). * Improvements to the Bakerloo line – estimated around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igure 25. Part of London tube map 67 3.5 Buses As at June 2007, 21 bus routes operate in the area of which 12 are through services and 9 are terminating services. The area is also served by 6 night buses. Bus passenger growth is expected to rise 40 percent over the next 10 years - if this occurs, in Waterloo, it is estimated an extra 3 bus stands would be needed. However, it is acknowledged that this is a rough Figure 26. Bus stops around Waterloo approximation and simply assumes a 40 percent increase in frequency across all routes with no new routes. In reality, the picture would be more complicated than that, and could also be affected by the proposed Cross River Tram. The existing bus stopping and standing environment can be confusing - there are various different locations - and is not fully integrated with the station. London Buses and the Department for Transport both have an aspiration to bring dispersed bus stands together into a centralised bus station or in a more co-ordinated way. Accordingly, London Buses will shortly be commissioning a study to investigate potential stand options. Cornwall Road bus garage is also a particular issue. Whilst it provides operational requirements and needs to be retained, its location in a residential area is not ideal. 68 Transport and movement 3.6 Taxis Existing taxi circulation routes are shown on Figure 27. Current issues include: * There are currently two taxi ranks at Waterloo Station – by the Eurostar terminal and for the main station, on the north-west side. Circulation for taxis accessing/egressing the station is convoluted. Taxis approaching the main station currently queue along station Approach Road but this can lead to queues as far back as Addington Street which can be unsatisfactory. Figure 27. Taxi arrangements around Waterloo Station 69 * Taxis exiting the main rank are forced to detour via Spur Road because they cannot gain entry to Mepham Street which would shorten the run to City destinations. (XURVWDUPRYLQJWR6W3DQFUDVZLOOKDYHDVLJQL¿FDQW impact on taxi movements in Waterloo. The need for taxis on the road between the Eurostar Terminal and Elizabeth +RXVHZLOOEHVLJQL¿FDQWO\UHGXFHG7KLVZLOOKDYHD FRQVHTXHQWLDOLPSDFWRQWUDI¿FLQ/HDNH6WUHHWDQGWKH area outside Victory Arch. This will be a positive element with P & O’s plans for the Elizabeth House redevelopment seeking to create a vastly improved public realm in this area. Taxi movements will be an integral element of ensuring that the station redevelopment creates a world class interchange. A detailed study of taxi movements, passenger numbers, waiting times and levels of satisfaction is required. The 3XEOLF&DUULDJH2I¿FHREYLRXVO\ZLOOQHHGWRWDNHDQDFWLYH role in this study. Additionally it is important to ensure that adequate taxi provision is provided for the cultural attractions. 70 Transport and movement 3.7 River Bus River services are available from both Festival Pier and Waterloo Millennium Pier. Whilst these services are understood to be well used, GXHWROLPLWHGFDSDFLW\DQGWKH¿[HGOLQHRIWKHURXWH increased use of the river for passenger transport would have a limited effect on congestion. "<)<0):16-C; 1-: 7:#7?-:144)6, #7?-:)<-?)A"<)<176; 25-*.3x !-<=:627=:6-A<7-;<1>)4 78-:)<-;>1)&-;<516;<-: Greenwich Pier )6,5*)635-6< For Cutty Sark Station 60 mins 76,76:1,/-1 Tower Millennium Pier For Tower Hill and Tower Gateway Stations )63;1,- 1-: 30 /43&26&%/./.%"934/2*%"93 mins '2/- 02*,5.4*, "9 10-*.3x Bankside Pier 10-15 mins C W H A A R T I E N D R & G N A L National Cleopatra‘s O C R Gallery T Needle O ! # R S O B ! S R S I D ! ,&/0"42";3 R Charing Embankment ! # &&%,& D Cross G " Nelson’s . Embankment Pier E " 5*)635-6< 1-: ! Column " ! )"2*.( 7:0):16/:7;;"<)<176 5 mins 2/33 -#".+-&.4 Queen T Elizabeth Hall "4*/.", W N 5&&. )&"42& E Royal H ,*:"#&4) M Festival IT ",, "97"2% K Hall # -;<1>)4 Ministry of Defence E ",,&29 Ministry of N (Old Admiralty H & 1-: /9", Defence A Buildings) A &34*6", B LL ",, M '&.$& # E ",49 *.*3429/' &'&.$& -"8 Ministry of Waterloo A *.&-" Horse Guards I Defence Parade R Millennium Pier O For Waterloo Station T *.*3429/' Cabinet Office . C &'&.$& 2*4*3)*27"93 & Office of I ! T /.%/.9& Public Service V S DOWNING D *,,&..*5-!)&&, STREET A # Saatchi T O Foreign & Gallery R # % Commonwealth " Office & London K "#!# ! Aquarium R # !"4&2,// 4"4*/. Cabinet O LIAMEN War Rooms Y ! /.%/. AR County ( H.M. Treasury 15"2*5- P Hall Westminster -3 WESTMINSTER BRIDGE ! PARLIAMENT /5.49 SQUARE Houses of ",, Parliament Clock Florence !&34-*.34&2 (Big Ben) Nightingale &-;<516;<-: Museum 144-661=5 1-: A ,/2&.$& B Houses of *()4*.(",& I Parliament N Westminster St. Thomas’s Abbey G Hospital D O Victoria N Tower Millbank Millennium Pier S T 7 . mins Figure 28. River maps, from Waterloo Millennium Pier and Festival Pier 71 3.8 Roads Figure 29.5RDGFODVVL¿FDWLRQ Transport for London Road Network (TLRN) London Distributor Road Local Distributor Roads TLRN side road 72 Transport and movement 3.9 Cycling In terms of demand, Lambeth Council has advised that there has been a marked increase in the demand for improved cycle network, infrastructure and facilities. The challenge is to provide for the rising number of cyclists in the area whereas previously the challenge was to encourage people to cycle. Barriers to increasing the mode share for cycling include the following: * The busy streets in Waterloo with high volumes of fast PRYLQJWUDI¿FLPSHGHF\FOLQJDVLWLVOLNHO\WREHSHUFHLYHG as unsafe. * The London Cycle Network as implemented lacks continuity and does not always satisfactorily follow the desire lines. * ,QVXI¿FLHQWGHGLFDWHGF\FOHLQIUDVWUXFWXUH * A lack of good links from the station to the cycle network. * A lack of adequate cycle parking at Waterloo Station. There are plans to make continuous improvements to the existing cycle networks in the Waterloo area which include the SUSTRANS National Cycle Network that runs through the study area. This includes the Thames Cycle Path, the London Cycle Network and the London Cycle Network +. TfL’s Cycling Centre for Excellence (CCE) also has aspirations for improved cycle links around and through the station and for a 1,000 plus cycle parking facility, similar to the facility at Finsbury Park Station. Various incremental improvements are planned – see Section 4 and Appendix 4. 73 3.10 Walking As outlined at section 2, Waterloo has an environment for walkers which varies between excellent and poor. As outlined in Section 4, a range of public realm projects are planned which will improve the walking environment including the ‘City Square’ concept, planned improvements at Emma Cons Gardens and at Westminster Bridge Road and roundabout. It is also noted that the South Bank is a pilot area for TfL’s ‘Legible London’ scheme. 74 Transport and movement 3.11 Cross River Tram (CRT) CRT is a joint proposal from TfL and the London Boroughs of Camden, Lambeth, Southwark, the City of London and City of Westminster. It will be a world class tram service running on-street between Euston and Waterloo, with branches to Camden Town and King’s Cross in the north, and Brixton and Peckham in the south. It will offer an alternative for people travelling on some of the most crowded sections of the Northern, Piccadilly and Victoria Lines and will provide faster connections to those areas currently less well served by rail or Underground. CRT is important for regeneration – it will address some of London’s predicted growth by improving transport to key regeneration projects such as King’s Cross, Elephant and Castle, Brixton and the Aylesbury Estate. &57ZLOOVLJQL¿FDQWO\LPSURYHDFFHVVWRRSSRUWXQLWLHV linking the above projects and other neighbourhoods to around 1 million jobs in central London. Example journey times include: Aylesbury Estate, Walworth to Waterloo: 14 minutes Brixton to Waterloo: 20 minutes Peckham to Waterloo: 26 minutes 75 %#3).-.-% @>?:9?:*,?0=7:: %#3).-36. @>?:9?: 492>=:>> %#3).-3(1%% @>?:9?:,8/09 %#3).-&.41 *,?0=7::?:#A,7 #A,7?:=4C?:9,9/ =4C?:9?:B9.09?=0?0=849@> %#3).-&)5% *,?0=7::?:$0.63,8,9/ $0.63,8?:B9.09?=0?0=849@> .43%'4)$% Figure 30. Route guide of CRT The central section of the route is from Euston to Waterloo running along Waterloo Bridge and Waterloo Road. For the route from Waterloo to Oval (which goes onwards to Brixton), there are 2 options. Option 1 is a route via the 76 Transport and movement Elephant and Castle using Waterloo Road, London Road and Kennington Park Road. Option 2 is via Baylis Road and Kennington Road. For the route from Waterloo to Peckham, there are 2 options. Option 1 is a route via the Elephant and Castle using Waterloo Road, London Road and Burgess Park. Option 2 would also route via the Elephant and Castle using Waterloo Road and London Road but would lead to Peckham High Street via Wells Way and Southampton Way. The public consultation on route options closed in January 2007. TfL is in the process of developing the CRT route and producing transport models for these alignments, WRJHWKHUZLWKWKHFRQ¿JXUDWLRQRIWUDPVWRSVDORQJLWV length, including Waterloo. This work is understood to be completed by 2008, when further consultation will take place. The Transport and Works Act Submission is programmed for mid 2009. The earliest date construction could start is late 2012 with the scheme operational by 2016. At this time, details on stop locations outside Waterloo Station are unknown. However, it will be critical to ensure that the opportunity is taken to create the best possible interchange at Waterloo Station both with the current arrangements and within a redeveloped station with a concourse at ground level, a public transport only Waterloo Road corridor and alterations to the IMAX roundabout (see Section 4). It would be desirable to have both northbound and southbound trams adjacent to the station to eliminate the need for pedestrians accessing/exiting the tram to cross Waterloo Road. 77 3.12 Estimated transport and public realm improvements timeline 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 Eurostar services cease Interim improvements to Waterloo Station Step free access to Waterloo and City Line Smaller scale public realm and highways improvements Improvements to national cycle network Re-use of Eurostar platforms for domestic trains Step free access to Northern and Bakerloo Lines Step free access from main Underground ticket hall to Network Rail Station concourse Bus stop options/study Blackfriars Road scheme Jubilee Line improvements Waterloo City Square Waterloo Road as a public transport only corridor Waterloo Station redevelopment Cross River Tram Northern Line improvements Bakerloo Line improvements 78 Waterloo vision and strategic objectives Waterloo vision and strategic objectives 79 To give Waterloo a new ‘City Square’ that also serves as a public transport interchange space; to improve permeability to and within the area and provide new development principally in the area around and above Waterloo Station. 80 Figure 31. Priorities Waterloo vision and strategic objectives 1. A new ‘City Square’ and interchange space for Waterloo to create a vastly improved public space around the station. 2. 5HPRYHJHQHUDOWUDI¿FIURP:DWHUORR5RDGDQGJLYH priority to pedestrians, cyclists and public transport. 3. 5HGHYHORSDQGUHGH¿QH:DWHUORR6WDWLRQVRWKDWLW becomes a new centre for the area. 4. Use the public realm to bring the different parts of Waterloo together and address pedestrian movement / connections. 5. Support the world class cultural quarter at the Riverside and use it as a motor for regeneration. 6. Maximise development potential. 7. Allow for incremental change. 8. Preserve and enhance the key features of each of Waterloo’s character areas. 81 Today Waterloo suffers from roads, severance, disorientation But by improving its different parts and joining them up Lower Marsh and environs improve and link up development RAILWAY change cars for people RESIDENTIAL preserve, enhance and link enhance and improve It can all be brought together Figure 32. Concept illustration. Sketch showing how all parts of Waterloo can be brought together 82 Waterloo vision and strategic objectives 4.1 A new ‘City Square’ and interchange space for Waterloo to create a vastly improved public space around the station A new ‘City Square’ would be created in the area outside the Victory Arch and around the IMAX roundabout to create a radically improved public space. Ultimately, the new ‘City Square’ would link with a new ground level station concourse which would provide new barrier free ways down to the South Bank and increase north-south links. By opening up arch spaces within the railway viaduct, removing kerbs, resurfacing the entire space, relighting the area and providing seats the new ‘City Square’ will provide accessible meeting and event spaces allowing a shift in the conceptual focus of Waterloo to be realised. This could enable improved linkage to the South Bank including the possibility of a large gentle ramp leading down through the base of the IMAX and associated spaces to Upper Ground. St John the Evangelist Church Imax Figure 33. Concept illustration sketch looking towards the viaduct at Mepham Street 83 Links with Lower Marsh Interchange option 2 Waterloo Station Possible alternative ‘interchange’ space between Elizabeth House and Waterloo Station. Elizabeth House site will become prominent entrance to the station for each option. Waterloo Road To the river York Road Extended railway platforms in conjunction with dropped concourse Interchange option 3 Both options work together to form interchange/ new ‘City Square’ in conjunction with dropped concourse and new retail, creative, other public/ active uses. Interchange option 1 New ‘City Square’ Figure 34. Concept illustration sketch showing new ‘City Square/interchange’ Figure 35. Tram station Elizabeth de Portzamparc in Bordeaux. Trams, buses, cyclists and people can be brought together in one place without the need for posts, signs, tactile treatments, signals and road lining, that characterises much of Waterloo’s public realm 84 Waterloo vision and strategic objectives Even without lowering the station concourse to street level a vastly improved interchange and public realm should still be pursued. The redevelopment of Elizabeth House offers such an opportunity outside Victory Arch and also in the space currently used by taxis / parking between the International Terminal and Elizabeth House. The opportunity also exists to reconsider the subways surrounding the IMAX roundabout. The opportunity should be taken to further increase the attractiveness of making journeys at surface level so that an ultimate objective of closing the subways whilst retaining access to the IMAX and storage (or other use) space can be retained. Cultural industry incubator units could be located in the IMAX undercofts and in arches where feasible and viable. A further study will be required to develop options for the City Square which will need to include all possible scenarios including changes to the IMAX cinema itself. The concept of the ‘City Square’ should not prejudice the introduction of another public space at Emma Cons Gardens which is part of the Mayor’s proposed 100 public spaces programme. Figure 36. Artist’s impression (Henry Lambon) of new ‘City Square’interchange space 85 4.2 5HPRYHJHQHUDOWUDI¿FIURP:DWHUORR5RDGDQGJLYH priority to pedestrians, cyclists and public transport Make Waterloo Road between the IMAX roundabout and Emma Cons Gardens a pedestrian, cyclist and public transport only street. Since the publication of the Stage 2 document which recommended this proposal and the commissioning of a study into the modelling of the closure of Waterloo Road Figure 37. Artist’s impression (Henry Lambon) LQFOXGLQJOLNHO\LPSDFWVRQWUDI¿FPRYHPHQWVDVFRSLQJ of proposed Waterloo Road study has been carried out to test the feasibility of the proposal. Atkins were commissioned by TfL to produce a µ7UDI¿F0RGHOOLQJ5HTXLUHPHQWV6FRSLQJ5HSRUW¶ -DQXDU\ 2007). $WNLQVLQWHUURJDWHGDUDQJHRIH[LVWLQJWUDI¿FDQGWUDQVSRUW survey data. The CRT data estimates that, in the area outside the station if cars were prohibited an estimated 350 would be displaced during a peak hour. Goods vehicles would account for the further displacement of an estimated 170 vehicles. Data counts obtained in September 2006 for Cross River Tram showed the following mix of vehicle types: Cars: 25 percent Taxis: 25 percent Pedal cyclists: 15 percent Buses: 15 percent Light goods vehicles : 10 percent Two-wheeled motor vehicles: 8 percent Other goods vehicles: 2 percent ,QWHUPVRIWUDI¿FÀRZV 7\SLFDOZD\ÀRZ YHKLFOHVSHUKRXU 0D[LPXPÀRZDQGGLUHFWLRQ VRXWKERXQGSPSHDN 0D[LPXPZD\ÀRZ SPSHDN 86 Waterloo vision and strategic objectives Figure 38. Proposed transport strategy Waterloo framework study area River route River stop Heavy Rail station New emphasis of pedestrian network Tube station River stop Bicycle park (potential future use) Bus and/or tram route Bus stop New access to station Coach park, parking Cycle route Tram stop Interchange /‘City Square’ 87 7KHVFDOHRISRWHQWLDOWUDI¿FGLVSODFHPHQWLVHVWLPDWHGWR be 520 vehicles during the busiest hours. A number of highway reallocation schemes have been implemented in central London in recent years or are currently under development including the World Squares for All Phase 1 improvements at Trafalgar Square, the Route 38 Corridor Improvements and similar schemes for Parliament Square, Victoria Embankment, Marble Arch, Victoria Transport Interchange, Bishopsgate, Aldgate, Sloane Square and Elephant and Castle. The scale of WKHDFWXDORUSRWHQWLDOWUDI¿FGLVSODFHPHQWVIURPWKHVH schemes ranges from 10-50 percent of the existing highway capacity available. In this context, it would appear that the closure of Waterloo Road would be feasible in terms of being able to manage WKHLPSDFWRIWUDI¿FGLVSODFHPHQWJLYHQWKDWPRUHWUDI¿F was displaced by the Trafalgar Square scheme and would be displaced by other projects currently being progressed. A key issue in taking the Waterloo Road scheme forward will, however, be the coordination of scheme development and assessment with other schemes with an overlapping WUDI¿FLPSDFWDQGWKHFRQVHTXHQWLGHQWL¿FDWLRQRIDQ\ mitigation measures. An initial ‘Salt Saturn’ model test of WKHFORVXUHKDVLGHQWL¿HGWKHIROORZLQJSRWHQWLDOLPSDFWV * 0DUNHGWUDI¿FÀRZUHGXFWLRQVDVH[SHFWHGRQ:DWHUORR Road itself and some of the approaches to it, such as Waterloo Bridge. * 7UDI¿FÀRZLQFUHDVHVORFDOO\RQ 88 Waterloo vision and strategic objectives * 7UDI¿FÀRZGHFUHDVHVLQVRXWK/RQGRQRQ/RQGRQ5RDG Garden Row, St Georges’s Street and Westminster Bridge Road. * 7UDI¿FÀRZGHFUHDVHVRQURXWHVHQWHULQJ6RXWK/RQGRQ South Bank from the east including Long Lane, High Street and Marshalsea Road. These predicted responses to the Waterloo Road scheme LGHQWLI\WKDWWUDI¿FLPSDFWVZLOORFFXUVRXWKRIWKH5LYHU Thames but also in the City of Westminster. Such locations may require further work in order to identify suitable mitigation measures in combination with those for RWKHUSURMHFWVZLWKRYHUODSSLQJWUDI¿FLPSDFWV Further modelling has been commissioned with results anticipated in Summer 2008. A scheme would not be introduced which did not address local access for residents and businesses. ,WLVDOVRUHFRJQLVHGWKDWRWKHUZD\VRIUHGXFLQJWUDI¿F could be examined. For example, one way operation, WUDI¿FFDOPLQJDQGDOWHUDWLRQVWRURDGDQGSHGHVWULDQ VSDFHVLQFOXGLQJWKHXVHRIXQL¿HGVSDFHV It is also recognised that making Waterloo Road a public transport only corridor may be best suited for when the Cross River Tram is implemented. 89 4.3 5HGHYHORSDQGUHGH¿QH:DWHUORR6WDWLRQVRWKDWLW becomes a new centre for the area Plans for the redevelopment of Waterloo Station are currently being progressed by Network Rail and are outlined in Section 3.1. A key element could be lowering the station’s concourse to street level. This will enable longer platforms for longer trains and create a larger concourse area to relieve congestion and capacity problems. The station is an integral part of the character and functioning of Waterloo. The redevelopment of the station is supported in terms of resolving capacity issues, creating a world class interchange and resolving some of the key issues relating to public realm, connectivity and permeability in Waterloo as set out in Section 2.7. The redevelopment of the station should ensure that the following objectives are met: * Create a world class integrated transport gateway to London. * Seamless interchange between public transport modes. Access to rail, Underground, bus and the proposed Cross River Tram should ideally be physically linked and include real time information about public transport services so that transfer for one mode to another is as direct, clear and as comfortable as possible. Station Lower Marsh New Lower Marsh Figure 39. Concept illustration sketch of proposed Lower Marsh. This sketch is conceptual only. Any scheme would need to take into account the proposals of the Waterloo Quarter Business Alliance for ‘Lower Marsh Plaza’. 90 Waterloo vision and strategic objectives * Access for pedestrians that is primarily at surface level and respects the main desire lines. * A fully accessible environment for all. * An opportunity to improve permeability – incorporate a pedestrian route between York Road and Lower Marsh. By opening up the railway arches the area under the station also provides the opportunity for facilities to enliven the pedestrian route such as a supermarket that complements local shopping facilities (subject to PPS6 tests and Policy 5 of the UDP). * Incorporate the International Terminal into development options. Its closure presents an opportunity for phased development over the railway as well as additional platforms and track capacity. * Provide new frontage between the south-eastern face of the station and Lower Marsh through removal of the station’s service road and Spur Road. * Ensure that all sides of the station have active street frontages. * Safe cycle access and parking facilities that are convenient and secure. * London Underground has plans for the provision of step IUHHDFFHVVWKURXJKRXWWKHVWDWLRQ%\GH¿QLWLRQWKLVZLOO include the areas between the rail concourse and the main Underground ticket hall levels and between the main ticket Figure 40. Concept illustration. hall and Bakerloo and Northern Line lower concourse By developing the station new life can be brought to Lower Marsh and the levels. station itself by removing the Spur Road to create a new street between Lower Marsh and the station, with a Parking and storage for market traders in Lower Marsh creative and residential based frontage, * as well as a new direct route to the could be considered under or adjacent to the station. Riverside. 91 4.4 Use the public realm to bring the different parts of Waterloo together and address pedestrian movement / connections The new interchange space around Victory Arch and the IMAX would link the elements of Waterloo together. It would be the core strand of a new public space strategy for Waterloo. The South Bank Employers Group has produced a ‘project bank’ of proposed public realm improvements (Appendix 4). This list is welcomed and should be used as a basis for the general upgrading of the public realm and pedestrian environment on all sides of the station, complementing the ‘City Square’ concept. Design work for these initiatives should be taken forward and funding should come from a variety of sources, including Section 106 agreements, to enable incremental improvements to be made. A radically improved streetscape throughout the area is fundamental to providing an attractive, accessible and safe place to live, work and visit and will ‘pump prime’ future improvements. A new series of routes could be required to form the backbone for new development and ensure that all parts RI:DWHUORREHQH¿W7KHUHGHYHORSPHQWRI(OL]DEHWK House is likely to provide new routes from the South Bank to the station which will follow desire lines. It is important that any redevelopment of the Shell estate respects these new patterns of movement. Routes should follow desire lines including; north-south (particularly Lower Marsh to the Riverside), to the London Eye, to St. Thomas’ Hospital and to Blackfriars Road and Bankside. The Elizabeth House redevelopment also needs to ensure Figure 41. Concept illustration. that if the station concourse is lowered to street level, Work on the bits between existing spaces to make a whole public realm. effective connections and routes are maintained. And improve the existing spaces too. 92 Waterloo vision and strategic objectives East-west commuting pedestrian movements via Roupell Street could be relocated to a new dedicated commuter pedestrian route along Wooton Street and a new pedestrian link between Wooton Street / Greet Street and +DW¿HOGVDORQJWKHHGJHRI:DWHUORR(DVW6WDWLRQ$QHZ access to Waterloo East and Southwark Stations could be provided along this new link. Improvements along Cornwall Road to promote it as a walking connection between the South Bank, Waterloo East Station and The Cut should also be pursued. In relation to the high level walkways, as stated at Section 2.4 and 2.7, these should be recognised largely as a product of the time when they were designed and built, when there was a desire to remove pedestrians from cars. It is recognised that though in some places the walkways still serve a purpose, the desire should be for surface level access. This is especially important if Network Rail’s plans for a ground level concourse at Waterloo Station are realised. This particularly relates to the walkway across Waterloo Station, through Elizabeth House, over York Road and through the Shell Centre. This walkway is a good link to the South Bank but is not fully accessible due to it WHUPLQDWLQJZLWKDÀLJKWRIVWHSV+RZHYHUWKH(OL]DEHWK House proposal shows the removal of the high level walkway with access provided to the station via escalators and routes to other destinations in Waterloo better catered IRU7KHUHLVDQHHGWRUHWDLQÀH[LELOLW\ 93 Figure 42. Public realm improvements Waterloo framework study area New active frontages Interchange / ‘City Square’ New / improved links Existing green spaces; Priority links to be improved / better linked Consistent upgrade and improvement of Riverside walk with access to the beach spaces 94 Waterloo vision and strategic objectives 4.5 Support the world class cultural quarter at the Riverside and use it as a motor for regeneration As stated at Section 2.8, the South Bank is a Strategic Cultural Area with attractions of international standing. Accordingly, its role needs to be protected, supported and enhanced. It is recognised that some of the existing South Bank buildings have major constraints in terms of delivering a high quality cultural experience and will require major updating to maintain their international competiveness. Accordingly, continuous regeneration will be required for the South Bank cultural complex to continue to meet the needs and expectations of artists and audiences and to maintain its international competitiveness so that it can contribute towards London’s position as a world city. The Mayor will continue to support the wider cultural quarter. Regard should also be given to the Mayor’s Best Practice Guidance on ‘Managing the night time economy’. The BFI and its proposed new National Film Centre should be retained on the South Bank. In relation to Hungerford Car Park, the Lambeth UDP states that: 95 ‘Hungerford Car Park’s designation as Metropolitan Open Land was considered in considerable detail by the UDP Inspector. The Inspector considered the case put by the South Bank Centre that Hungerford Car Park is the only location within the South Bank arts and culture complex where a new auditorium could be located. He concluded that this was a persuasive argument. However, in the DEVHQFHRIVSHFL¿FSURSRVDOVLQGLFDWLQJWKHDPRXQWIRUP and location of any enabling development, he concluded that at least for the time being that Hungerford Car Park should remain as Metropolitan Open Land in its entirety. The Inspector stated that his deliberations were guided by the undisputed objective of retaining and creating a world FODVVDUWVDQGFXOWXUHIDFLOLW\RQWKH6RXWK%DQN¿WIRUWKH 21st century. Balanced against which is the eminently sound planning objective of extending Jubilee Gardens to create a coherent public open space of metropolitan value to serve the increasing number of residents, workers and visitors’. Policy 84 of the UDP (Jubilee Gardens and the Hungerford Car Park site) states that: ‘Jubilee Gardens and the parking area next to Hungerford Bridge, including the service access road, will be protected and improved as public open space and Metropolitan Open Land.’ Accordingly, should any proposal come forward for development on Hungerford Car Park, as well as the above policy, the following context would also need to be recognised: 96 Waterloo vision and strategic objectives * The Opportunity Area Planning Framework objective to support the world class cultural quarter at the Riverside and use it as a motor for regeneration. * The objectives of the Mayor’s Culture Strategy. * The South Bank’s designation as a Strategic Cultural Area within the London Plan. * The London Plan’s recognition that: ‘This (the Strategic Cultural Area) should house a world class cultural facility, building on the existing facilities’ (para 5.34). An application would also therefore need to meet the following criteria: * Be required to contribute towards the delivery of a nationally important arts and/or cultural facility. * Reduce the footprint of development above ground by locating, where feasible and economic, as much of the proposals underground as possible. * Provide an extension to Jubilee Gardens on as much of the site as is feasibly possible. * Not detract from the open nature and character of Jubilee Gardens or its strategic function. * Improve pedestrian access from Hungerford Bridge to Belvedere Road / Waterloo. 97 4.6 Maximise development potential Given Waterloo’s status as an opportunity area within the London Plan, its location within the Central Activities Zone, LWVGHVLJQDWLRQDVDQ2I¿FH5HJHQHUDWLRQ$UHDLQWKH8'3 and it being a transport hub, the development potential of the area should be maximised. The London Plan requires at Policy 2A.2 that the opportunity area frameworks should ’seek to exceed the minimum guidelines for housing and to have regard to indicative estimates for employment set out in the sub regional tables.’ London Plan policy 4B.3 stresses the need to maximise the potential of sites. It states that: ‘The Mayor will, and boroughs should, ensure that development proposals achieve the highest possible intensity of use compatible with local context, the design principles in Policy 4B.1 (Design principles for a compact city) and with public transport capacity.’ The supporting text (paragraph 4.44) refers to achieving plot ratios of 5:1 for highly accessible sites within central London. The London Plan targets for Waterloo for new jobs and new homes are the same as those in the draft London Plan. These derive from capacity work carried out by the GLA as well as work undertaken for the Waterloo Project Board Single Regeneration Budget scheme and the LDA lead London South Central framework. 98 Waterloo vision and strategic objectives However, whilst development potential should be maximised, it should be consistent with the area’s environmental capacity and ensure that improvements in physical, transport and social infrastructure keep pace with the delivery of new jobs and homes. Additionally, development potential has to be tempered against the normal impacts of development assessed by the planning system including the impact on the character areas and local and strategic views. In order to help consider the appropriateness of the London Plan targets and whether there is scope to exceed them, an analysis has been undertaken of the potential contribution of jobs and homes of the known development proposals. This is a useful indication of the level of development interest in the area at present but sites could potentially achieve more. The need to maximise development potential is linked to the tall building strategy set out at Section 5. Jobs Homes .QRZQGHYHORSPHQW¿JXUHV without station redevelopment 10,282-10,582 1,303 Estimates for station redevelopment and other possible development sites 12,000- 13,000 200 Total 22,282- 33,582 1,503 Figure 43. Waterloo Development Scenario $SSHQGL[SURYLGHVWKHEDFNJURXQGLQIRUPDWLRQWRWKHDERYH¿JXUHV 99 4.7 Allow for incremental change Ensure that development can take place incrementally, in ways that do not inhibit the ability of other developments to come forward at their own pace in the future or prejudice the delivery of the vision or strategic objectives. It is essential that new development adjacent to the station can happen independently from the development of the station itself in order to enable different programmes and developer requirements to be met, and to accelerate regeneration of the area. Public realm improvements must not wait for the redevelopment of the station. Small scale changes should continue to occur to keep momentum going. As well as the various improvements referred to at Section 4.4 and Appendix 4, the following initiatives are achievable around the station area: * A new route to the station and the Underground could be provided from York Road through a redeveloped Elizabeth House and the International Terminal to provide connections to the main Underground ticket hall and peak-hour subway and further through to the southern edge. 100 Waterloo vision and strategic objectives * By opening out some of the arches beneath the station, the opportunity to improve permeability incorporating a pedestrian route and shops between York Road and Lower Marsh could be achieved in the shorter term. * Ensure that all sides of the station have active street frontages – this can be achieved incrementally through developments such as Elizabeth House. * Improvements to public realm, particularly in the area outside Victory Arch. The Elizabeth House redevelopment also offers this opportunity. * The improvement of cycle access and parking. Additionally, there is a distinction between the core transport role of the station and other areas owned by Network Rail such as Mepham Street, Spur Road and Station Approach Road. These areas could be made available for incremental development before full redevelopment of the station in order to allow other development and improvement of the public realm and creation of pedestrian routes. 101 4.8 Preserve and enhance the key features of each of Waterloo’s character areas Notwithstanding the potential for tall buildings around the Gabriel’s and Prince’s Wharf station area and the commercial spine (see Section 5), it Bernie Spain Gardens will be important to preserve and enhance key features of each of Waterloo’s character areas. The London Television Centre The Conservation Area Character Appraisals provide detailed guidance on issues including new alterations and extensions and appropriate design and materials. Figure 44. Concept illustration. Bernie Spain Gardens could be expanded in conjunction with new $GGLWLRQDOO\LQWKH5LYHUVLGHDUHDXQGH¿QHGXQFRQWUROOHG development and reshaped to improve spaces – gaps in the urban fabric – should be allowed to connections with the Riverside and other adjacent developments. Active occur. These gaps allow marginal and fragile uses such frontages are essential at ground level. as the book market and skateboarding which are essential to the area’s vitality. More shops, bars and cafes in the Riverside area should be created in order to provide active frontages as part of creating a safe and attractive environment to support the managed growth of the Strategic Cultural Area, to capture more spend for the local economy from visitors and to dissuade illegal trading. The provision of shops and restaurants within Festival Riverside and Festival Terrace has been an undoubted success. 102 Waterloo vision and strategic objectives This also presents an opportunity to strengthen the Gabriel’s and Prince’s Wharf relationship between buildings and their associated spaces in formal terms. National IBM Theatre Figure 45 shows that in providing ‘new faces’ to existing The London Television Centre buildings, a new active street frontage can be achieved. Hayward Gallery and Queen Elizabeth Hall More creative uses should be encouraged through the Liner Building provision of affordable workspaces where viable. These could be included in the undercroft spaces around the Shell Centre IMAX cinema, Gabriel’s and Princes’s Wharves, as well as within railway arch spaces. Shell podium Figure 45. Concept illustration indicating possible areas for new faces New development should ensure that it meshes with the and frontages to existing buildings existing physical context around its edges to provide a high degree of visible and physical access and linkage. The South Bank Conservation Area Appraisal notes that the prevailing materials of the area are concrete and Portland Stone. This light toning is a core characteristic which sustains a feeling of openess and helps make a close relationship with the river. It helps to bind the complex forms of individual buildings together into a wider landscape. New development should take careful account of this context and aim to strengthen and enrich it. 103 More use of the River itself and the potential to use and improve access to the beach spaces should be investigated. Lower Marsh should continue to perform its role as a district centre with residential, retail, community and cultural uses. Its special character should be maintained and enhanced. The market should be supported. New development between the station and Lower Marsh should mediate between the two scales. New development should be considered as part of the new station ‘cluster’. Both the station and much of Lower Marsh is built of brick and new development should also be primarily brick. The existing dense urban grain, with long narrow streets, and regular connecting spaces should be taken account of and enhanced with any new development. 104 Tall buildings strategy Tall buildings strategy 105 The locational policies for tall buildings are based on London Plan policy and the CABE/English Heritage guidance on Tall Buildings (July 2007). Account has also been taken of policy for high buildings set out in Lambeth’s UDP. Policy 4B.8 (Tall buildings – location) of the London Plan states that: ‘The Mayor will promote the development of tall buildings where they create attractive landmarks enhancing London’s character, help to provide a coherent location for economic clusters of related activities and/or act as a catalyst for regeneration and where they are also acceptable in terms of design and impact on their surroundings. The Mayor will, and boroughs should, consider all applications for tall buildings against the criteria set out in Policies 4B.1, 4B.3 and 4B.9. The Mayor will work with boroughs and the strategic partnerships to help identify suitable locations for tall buildings that should be included in UDPs and Sub-Regional Development Frameworks. These may include parts of the Central Activities Zone and some Opportunity Areas.’ Supporting text at paragraph 4.56 states that: ‘…tall EXLOGLQJVFDQEHDYHU\HI¿FLHQWZD\RIXVLQJODQGDQGFDQ make an important contribution to creating an exemplary, sustainable world city. They can support the strategy of creating the highest levels of activity at locations with the greatest public transport capacity. Well-designed tall buildings can also be landmarks and can contribute to regeneration and improve London’s skyline.’ 106 Tall buildings strategy Policy 4B.9 (Large-scale buildings – design and impact) states that all large-scale buildings including tall buildings should be of the highest quality design and meet a variety of criteria including; meeting the requirements of the View Protection Framework, be suited to their wider context and be attractive city elements. The CABE/English Heritage guidance sets out that there should be a development plan led approach to tall buildings. In identifying locations where tall buildings would and would not be appropriate, a detailed urban design study should be carried out. This should include historic context and a character appraisal. Additionally, eleven criteria are set out for evaluating tall buildings proposals. Figure 46. Locations in which the Mayor will 1. Eastern City cluster 5. City Fringe - Old Street 9. Waterloo promote tall buildings 2. North western City cluster 6. London Bridge 10. Victoria 3. City Fringe - Aldgate 7. Bankside 11. Euston Road 4. City Fringe - Bishopsgate 8. Elephant and Castle 12. Canary Wharf 13. Vauxhall/Nine Elms 107 In the context of the principles of the above guidance, the characterisation of the area, the conservation area appraisals and Waterloo’s role in London, tall buildings in Waterloo are considered to be suitable in two broad areas: * Above and around Waterloo Station. * On the commercial spine behind the Riverside buildings. This is due to the following factors: * It is an Opportunity Area which can deliver strategic employment and homes growth. * Waterloo is a transport interchange. It is also a Transport Development Area. This can support the strategy of creating the highest levels of activity at locations with the greatest transport capacity. Development at the station would make appropriate use of the existing transport infrastructure and capacity. Tall buildings here would make best use of transport intensity and increased density. * Large or tall buildings could act as a catalyst which helps unlock development potential in and around Waterloo and :DWHUORR(DVW6WDWLRQVDQGIDFLOLWDWHVLJQL¿FDQWWUDQVSRUW and interchange improvements as well as greater connectivity and permeability. * To give greater legibility to Waterloo. * It forms part of a plan led approach. The London Plan LGHQWL¿HVORFDWLRQVLQZKLFKWKH0D\RUZLOOSURPRWH tall buildings. The Central London Sub-Regional 'HYHORSPHQW)UDPHZRUN 0D\ LGHQWL¿HV:DWHUORR as a suitable place for tall buildings. 108 Tall buildings strategy 7KLVIUDPHZRUNLGHQWL¿HVVXLWDEOHORFDWLRQVIRUWKH promotion of tall buildings. Such an approach will ensure that tall buildings are properly planned as part of an exercise in place making, informed by a clear long term vision. It does not preclude support for tall EXLOGLQJVRXWVLGHRIWKHVHLGHQWL¿HGDUHDVLIRWKHU policy criteria are met and individual circumstances justify support. It does however direct the majority of GHYHORSPHQWSUHVVXUHLQWRWKHVHLGHQWL¿HGDUHDV * It would act as a further catalyst for regeneration both for London South Central and London as a whole. * As seen in Figure 15 and examined in Section 2, there is a clear characterisation of Waterloo. The Riverside (largely the South Bank conservation area) is characterised by a layer of administrative and cultural buildings set against the river which have a horizontal townscape emphasis – such as County Hall, Royal Festival Hall and the National Theatre. There is a second layer set behind the buildings referred to above and back from the Riverside which is punctuated by tall buildings such as the Shell Centre tower, King’s Reach Tower and the ITV tower. This forms a commercial spine behind. The bend in the river accentuates this point. It is logical therefore that this pattern of development Figure 47. Concept illustration. Study is continued. It would give greater coherence to the demonstrates the positive impact and urban existing distribution of tall buildings. clarity of two different characters; the spreading sculptural Riverside landscape against a clustered station development backdrop 109 4 3 1 5 2 Figure 48. Plan of river prospects (numbered) and views Waterloo framework study area 3 .LQJ+HQU\¶V0RXQGWR6W3DXOV&DWKHGUDO Viewing Corridor 1 Primrose Hill to Palace of Westminster, Background Assessment Area 4 Westminster Pier to St. Pauls Cathedral, Viewing Corridor 2 Parliament Hill to Palace of Westminster, Background Assessment Area 5 Bridge over Serpentine, Hyde Park to Westminster, Background to Townscape View 110 Tall buildings strategy * The station area is located outside any conservation areas. * 7KHVWDWLRQDUHDOLHVRXWVLGHDQ\SURWHFWHGYLVWDVLGHQWL¿HG LQWKH/RQGRQ9LHZ0DQDJHPHQW)UDPHZRUN VHH)LJXUH 48). * Tall buildings have a close relationship with place making. The concept for the ‘City Square’ may be given greater emphasis and expression through the spatial approach to a cluster of tall buildings around the station. This could complement the creation of the space by giving it vertical expression. The relationship of the tall buildings and the ‘City Square’ would then work together to help bring greater legibility to the area at both a strategic and local level. * 7KHUROHRIWKHDUHDLGHQWL¿HGIRUWDOOEXLOGLQJVFRXOGSOD\ in managing and directing pressure for development HOVHZKHUHLQ:DWHUORRVRWKDWWKH¿QHUJUDLQRI conservation areas and other historic areas can be preserved and enhanced. 111 7KHUHDUH¿YHNH\VHFWLRQVRISRVVLEOHGHYHORSPHQWZLWKLQ the railway area (Figure 49): 1. Elizabeth House and surrounds. 2. Above and within Waterloo Station (including the International Terminal). 3. York Road, southern areas. 4. Spur Road. 5. North Eastern Corner. Figure 49. Extent of the ‘station cluster’ 112 Tall buildings strategy Whilst each of the areas are different in terms of use and scale and are likely to be implemented at different times, they should all be treated as part of a new highly visible ‘station cluster’ made of similar material and together be able to provide a new degree of use, access and permeability at ground level. By considering the station as the focus of a cluster of tall buildings, a high degree of urban clarity and visibility can EHDFKLHYHG:DWHUORRFDQEHFRPHDVVLJQL¿FDQWDVWKH other clustered developments at nearby opportunity areas, including Elephant and Castle and London Bridge. Buildings could be placed at varying heights to make a cluster at this location. However, the highest buildings should be located around the station area with a falling away in height towards the river and other parts of Waterloo. The tallest buildings could be placed along the northern section of the edge adjacent to York Road and above the station itself, where the scale of the spaces and buildings around allow and where important views are respected. These will be seen from the Golden Jubilee Bridges and Waterloo Bridge and from the south, along Waterloo Road, to help orientation, visibility, placemaking and legibility. Figure 50. Concept illustration indicating option for clustering new buildings above and around station 113 Areas 1 and 2 are where the highest buildings could be SURYLGHGWRDFFRPPRGDWHXVHVLQFOXGLQJRI¿FHVUHVLGHQWLDO and retail. Area 3 needs to respect local views of County Hall and Victoria Embankment river Prospect. Area 4 is intended to provide new retail uses, a new frontage EHWZHHQ/RZHU0DUVKDQGWKHVWDWLRQZLWKFLUFXODUURXWHV and links and mediate in use and scale between the station DQG/RZHU0DUVK Area 5 offers an opportunity for a taller building to realise a FOHDUHUUHODWLRQVKLSEHWZHHQWKHVWDWLRQ/RZHU0DUVKDQG WKH:DWHUORR5RDG/RZHU0DUVK%D\OLV5RDGMXQFWLRQ Areas 3, 4 and 5 are not considered appropriate for buildings of the height of buildings in Areas 1 and 2. All areas offer the opportunity to improve pedestrian linkages directly associated with railway arches and road crossings. All applications would need to be determined on their own merits. Additionally, tall buildings would need to be of the highest design quality and meet the detailed criteria set out in the London Plan and the English Heritage/CABE guidance. Additionally, any development would need to take into account the area’s heritage assets and their settings including listed buildings and conservation areas, archaeology and historic parks and gardens. The impact on views and the Westminster World Heritage Site would also need to be taken into account. Further detailed guidance for the potential locations for tall buildings will be provided by a Waterloo Development Capacity Study (see next steps and implementation section). 114 Waterloo energy Energy 115 The London Plan and the sub-regional development frameworks aim to reduce carbon dioxide emissions WKURXJKHQHUJ\HI¿FLHQF\DQGUHQHZDEOHHQHUJ\PHDVXUHV (Policies 4A.7-9). The Mayor’ Energy Strategy (2004) sets out an ‘Energy Hierarchy’: 1. Use less energy (Be Lean) 2. Use renewable energy (Be Green) 6XSSO\HQHUJ\HI¿FLHQWO\ (Be Clean) The further alterations to the London Plan strengthen this approach, requiring communal heating and cooling infrastructure to be designed to allow the use of decentralised energy (including renewable generation) and for it to be maximised in the future. The emerging policies require a reduction in carbon dioxide emissions E\SHUFHQWDIWHUDOOHQHUJ\HI¿FLHQF\PHDVXUHV (including Combined Heat and Power systems) have been accounted for. This framework sets out the broad principles to ensure that forthcoming development meets the policy requirements and contributes to its wider objectives. All developments should incorporate and demonstrate passive design measures – in particular the use of natural ventilation, passive solar design, the use of sustainable drainage, rainwater harvesting and green roofs, and to consider building orientation to minimise unwanted solar heat gain but to allow natural daylight. 116 Waterloo energy Where buildings include noise sensitive elements, such as the habitable rooms of dwellings, the building should be orientated or have an internal layout such that these elements are positioned away from major transportation and other noise sources, wherever practicable, in line with London Plan policy 4A.14 on Noise. This will minimise the need for sealed acoustic glazing and mechanically powered ventilation. Where areas have a good environmental noise quality, development should be designed so as to preserve this quality. The power, heating and cooling infrastructure is key to the success of delivering development that is able to incorporate sustainable energy technologies and that LVÀH[LEOHWRFKDQJHVLQWHFKQRORJLHV(OHFWULFKHDWLQJ and individual boilers in units will affect the technical and economic feasibility of technologies such as combined heat and power (renewable and non-renewable), trigeneration (renewable and non-renewable), biomass heating and fuel cells (renewable and non-renewable). Linking different uses together strengthens the feasibility of the above technologies. All proposals should therefore EHFRQ¿JXUHGWRHQDEOHGHYHORSPHQWVWRUHFHLYHSRZHU heating and cooling from a district power heating and cooling system or network of systems. These systems can also incorporate complementary renewable energy technologies such as wind power, photovoltaics and biomass. 117 The larger sites offer most opportunities to integrate the infrastructure to implement the above policies. For example, these sites offer the opportunity to reduce carbon emissions through passive design to allow natural ventilation and daylight. In addition, the sheer volume of development and mix of uses will logically make the implementation of the technologies more viable than smaller scale and more single-use development. Many sites across Waterloo would be able to contain a genuine PL[RIXVHVLQFOXGLQJRI¿FHDQGUHVLGHQWLDO:KHUHWKHUH are a few large development sites close together, the separate planning applications should consider using a centralised system for all those sites. Where this cannot be delivered in one phase of development due to timing or separate ownership, passive provision to allow for future connection to a wider communal system should be built into the development proposals to allow for its eventual delivery. This approach has been pursued at Elephant and Castle and allows IRUVRPHÀH[LELOLW\WRGHDOZLWKWKHXQFHUWDLQWLHVRIWKH development process. Investigations have commenced into producing a decentralised energy system in Waterloo. This needs to be actively pursued as the development sites come forward. Dialogue should continue with Energy Services Companies. 118 Next steps and implementation Next steps and implementation 119 A Waterloo Implementation Group has been set up to deliver improvements to Waterloo and aid the momentum of projects. Membership consists of representatives from the GLA, LDA, TfL, Lambeth Council, Network Rail and South Bank Employers Group. Its governance structure is set out at Appendix 5. A number of further initiatives and studies are required to achieve the vision: * Waterloo City Square study – A study to develop further options for creating a new ‘City Square’. Study to be led by the LDA but involving the Waterloo Implementation Group. * Waterloo Development Capacity Study – Study being led by Lambeth Council. Urban Initiatives commissioned. * Continued public realm improvements. * Continued transport improvements. * Implementation of planning approvals. 120 Next steps and implementation * Redevelopment feasibility study for Waterloo Station. Study to be led by Network Rail but involving the Waterloo Implementation Group. * Study into modelling of closure of Waterloo Road including OLNHO\LPSDFWVRQWUDI¿FPRYHPHQWVDQGFKDQJHVWR bus routes and related study into future public transport infrastructure requirements along Waterloo Road (including Cross River Tram). Study being led by TfL but involving the Waterloo Implementation Group. * Regular review of Waterloo Opportunity Area Planning Framework and continued dialogue of Steering Group. * Detailed study of taxi movements and ranks, particularly following the closure of the International Terminal. Study to be led by TfL but involving the Waterloo Implementation Group. * Continued co-ordination of actions, programmes and studies of the various Waterloo bodies but in wider context of Framework objectives. To involve all Waterloo stakeholders. 121 Principles for progress * 8QGHUWDNHGHYHORSPHQWVWKDWDUHMXVWL¿HGRQDVWDQG alone basis and contribute to the overall vision. * Approach the possible station redevelopment holistically - as a transport and area regeneration driver. * Capture and creatively deploy planning obligations to :DWHUORR¶VEHVWEHQH¿W * Integrate area commercial, cultural and educational initiatives. * Involve the community in forming and achieving the vision. * (QVXUHWKHFRPPXQLW\EHQH¿WVIURPGHYHORSPHQW * Add infrastructure to keep pace with development of new jobs and homes. Figure 51. Artist’s impression (Henry Lambon) of new public square/interchange space 122 Appendix 1 Appendices 123 Appendix 1 - Policy framework 1 Introduction This section outlines the policy framework for the framework area and outlines how the vision and strategic objectives are aligned with it. 2 Policy framework The wider planning The development plan The wider policy context and transport context 2004 London Plan (with 2006 Mayor of London Strategies: alterations); draft further Sub Regional Lambeth’s Community alterations to the London Development Framework – Strategy (2004) Plan Central London Draft Conservation Area Adopted Lambeth UDP Character Statements for South (1998) (AUDP) Bank, Roupell Street, Waterloo and Lower Marsh Conservation Areas and Lambeth Supplementary Planning Guidance (SPG) Planning Policy Guidance Replacement Lambeth UDP Notes (PPGs), Lambeth’s Housing Strategy (RUDP) Planning Policy Statements Statement (2003) (adoption, August; 2007). (PPSs) and Circulars Other Government Lambeth’s Community Policy and Guidance Safety Strategy (2002) :DWHUORRVSHFL¿F guidance Figure 51. Key relevant policy framework for the area 3 References to policy and guidance Relevant development plan policies, guidance and strategies are referred to throughout the Framework. The full text of development plan policies can be found on the Mayor of London and Lambeth web sites: www.london.gov.uk and www.lambeth.gov.uk 124 Appendix 1 4 Key policy messages 4.1 Make the best use of scarce urban land * Maximise Density - subject to achieving high standards of local amenity, land use mix and transport capacity. * Should seek to exceed the London Plan minimum guidelines for housing and have regard to the indicative estimates for jobs. 4.2 Secure a mix of uses * Secure a mix of compatible uses, including Central London Activities, which contribute to London’s role as a World City. * Include active frontage uses at pavement level and provide new homes as part of larger developments, where new housing should generally equate to 50 percent of the proposed increase in FRPPHUFLDOÀRRUVSDFH 4.3 Encourage business and enterprise Relevant Policy and Guidance: * (QFRXUDJHODUJHVFDOHRI¿FHGHYHORSPHQWDURXQG:DWHUORR6WDWLRQ :DWHUORR2I¿FH5HJHQHUDWLRQ$UHD * LP Policy 2A.4 Areas for Regeneration * LP Policy 3A.16 The voluntary and community sector * Create a cultural hub, where creative and cultural industries can /33ROLF\%2I¿FHGHPDQGDQGVXSSO\ thrive. /33ROLF\%2I¿FHSURYLVLRQ * LP Policy 3B.3 Maximising the potential of sites Secure affordable workspace. * LP Policy 3B.4 Mixed-use development * * LP Policy 5B.1 The Strategic Priorities for Central London * LP Policy 5B.2 Central London * LP Policy 5B.4 Opportunity Areas in Central London. * RUDP Policy 2 London South Central * RUDP Policy 3 The Central Activities Zone 58'33ROLF\'HYHORSPHQWRI%URZQ¿HOG Sites * RUDP Policy 19 Active Frontage Uses * RUDP Policy 20 Mixed-use Development * RUDP Policy 21 Location and Loss of 2I¿FHV * RUDP Policy 23 Protection and Location of Other Employment Uses * RUDP Policy 23a Use of Rail Arches * RUDP Policy 24 Work-live/Live-work Development * RUDP 28 Hotels and Leisure * Light at the end of the Tunnel (Cross River Partnership, 2004) * RUDP Policy 73 Waterloo Development Framework 125 4.4 Maximise opportunities for housing * Include housing as part of mixed-use developments and for larger sites secure a mix of dwelling type, tenure (at least 50 percent ‘affordable’) and size of homes. * Of the affordable housing, 70 percent should be social rented housing and 30 percent intermediate accommodation. * There should be no discernable difference in external appearance of homes in different tenures. * A design-led approach should achieve densities of between at least 650 and 1100 Habitable Rooms/Hectare. Relevant Policy and Guidance: All new homes should be built to lifetime home’ standards and 10 * LP Policy 3A.4 Housing Choice * * LP Policy 3A.7 Affordable Housing Targets percent should be designed to be wheelchair accessible or easily * LP Policy 3A.13 Loss of Housing and adaptable to be so. Affordable Housing * LP Policy 3A.15 Protection and enhancement of social infrastructure and community facilities 4.5 Make sure there is adequate social infrastructure provision * LP Policy 3A.18 Locations for health care * LP Policy 3A.20 Health impacts * LP 3A.21 Education facilities Ensure that new housing and other uses are supported by adequate * LP Policy 3A.25 Social and Economic Impact * Assessments social infrastructure. * RUDP 7 Protecting of Residential Amenity 58'33ROLF\3DUNLQJDQG7UDI¿F Restraint * RUDP Policy 15 Additional Housing 4.6 Capitalise on the South Bank infrastructure provision * RUDP Policy 16 Affordable Housing * RUDP Policy 26 Community Facilities * RUDP Policy 30 Arts and Culture * Promote and enhance the South Bank as a strategic cultural area. * RUDP Policy 32 Building Scale and Design Direct hotel and visitor attractions to the Waterloo Visitor Management * RUDP Policy 32a Renewable energy in * major development Area (part of the Riverside Area) and provide better visitor * RUDP 32b Sustainable Design and management. Construction * RUDP Policy 35 Design in Existing Residential/Mixed Use Areas * RUDP Policy 36 Streetscape, Landscape and Public Realm Design 4.7 Protect and strengthen Lower Marsh * RUDP Policy 47 Infrastructure and Utilities Sustain and enhance the vitality and viability of the Lower Marsh * LP SPG (2004) Accessible London: * Achieving an Inclusive Environment district centre. * LP SPG Housing (Nov 2005) * Lambeth’s Housing Needs Survey and Strategy Statement (August 2003) * Lambeth SPG4 Internal Layout and Room Sizes (2000) * Housing Corporation Scheme Development Standards * PPS3: Housing * Better Places By Design: A Companion Guide to PPG3 (DETR) * BRE (1991) ‘Site layout planning for daylight and sunlight – a guide to good practice 126 Appendix 1 4.8 Improve transport provision * Develop Waterloo as a Strategic transport hub. * Support the Cross River Tram proposals. * Manage the scale and cumulative impact of development to be within the capacity of the public transport network, requiring, where necessary, contributions to a joint fund to secure improvements. * Limit off street parking and improve pedestrian and cycle facilities. * There should be legibility, safety, security and ease of transfer between modes. Relevant Policy and Guidance: * Intermodal Transport Interchange for London, Mayor of London BPG (2004) * Lambeth Borough Spending Plan * Lambeth Local Implementation Plan (2005- 2011) * London South Central Transport Strategy (2002) * LP Policy 3C.1 Integrating transport and development * LP Policy 3C.2 Matching development to transport capacity * LP Policy 3C.3 Sustainable transport in London * LP Policy 3C.4 Land for transport in London * LP Policy 3C.9 Increasing capacity, quality and integration of public transport * LP Policy 3C.12 Improved Underground and DLR services * LP Policy 3C.13 Enhanced bus priority, tram and bus transit schemes * LP Policy 3C.19 Improving conditions for buses * LP Policy 4C.13 Passenger and tourism uses on the Blue Ribbon network * RUDP Policy 8 Accessible Development/Integrated Transport * RUDP Policy 10 Walking and Cycling * RUDP Policy 11 Management of Road, Bus and Freight Networks * RUDP Policy 12 Strategic Transport Hubs and Transport Development Areas * RUDP 13 Major Public Transport Proposals * RUDP Policy 74 Transport in Waterloo * RUDP Policy 76 Off street parking and Coach Parking in Waterloo 7À7UDQVSRUW 7UDQVSRUWYLVLRQIRUD growing world city * Transport Visitor Management Strategy (SBP, 2001) 127 4.9 Ensure high quality design Relevant Policy and Guidance: * LP Policy 3A.14 Addressing the needs of * The overall scale, design and layout of major proposals in Waterloo London’s Diverse Population should form a coherent urban design, creating a world-class quality. * LP Policy 3D.9 – Metropolitan Open Land * LP Policy 4B.2 – World class architecture and design Development should respond to Waterloo’s unique character (the four * LP Policy 4B.3 Maximising the potential of * sites character areas), provide a connected and accessible place with high * LP Policy 4B.5 Creating an Inclusive Design quality public realm. * LP Policy 4B.7 Respect local context and communities * LP Policy 4B.8 Tall buildings – location Tall buildings should be located where they enhance the skyline, make * LP Policy 4B.9 Large-scale buildings – * design and impact DVLJQL¿FDQWFRQWULEXWLRQWRWKHIRFXVDQGPRPHQWXPRIUHJHQHUDWLRQ * LP Policy 4B.10 London’s Built Heritage and do not harm London’s historic character. They should be of the * LP Policy 4B.12 Historic conservation-led highest design quality, create pedestrian friendly places at their base, regeneration * LP Policy 4B.13 World Heritage Sites be sustainable in design and construction and not harm the amenity of * LP Policy 4B.15 London’s View Protection the local area (sunlight, daylight, wind turbulence etc.). Framework * LP Policy 4B.17 Assessing development impacts on designated views Protect and enhance strategic and local views. * RUDP Policy 8 Accessible Development/ * Integrated Transport * RUDP Policy 32 Building Scale and * Preserve and enhance conservation areas, listed buildings and their Design settings. * RUDP Policy 33 Alterations and Extensions * RUDP Policy 34 Shopfronts and Meet the needs of all the community by delivering inclusive design. Advertisements * * RUDP Policy 37 High Buildings * RUDP Policy 37A Views * RUDP Policy 41 Listed Buildings 4.10 Improve the quality of the public realm * RUDP Policy 42 Conservation Area * RUDP Policy 43 Archaeology: Recording and analysis of buildings Protect and enhance the nature conservation interest of the River, * RUDP Policy 44 Metropolitan Open Land * * RUDP Policy 45 Open Space and Sports Archbishops Park and other open spaces. Facilities * RUDP Policy 75 Urban Design and the Character of Waterloo * Need to develop a network of green links to improve the quality of * RUDP Policy 80 Jubilee Gardens and pedestrian movement and amenity. Hungerford Car Park * Guidance on Tall Buildings (EH/CABE, Consultation draft, January 2007) * A high quality streetscape throughout the area. * LP SPG London View Management Framework (July 2007) * PPG15 Planning and Historic Environment * High quality management and maintenance of the public realm. * PPG16 Planning and Archaeology * Historic Environment: A Force for our future (DCMS/DTLR, 2001) * Legibility. * Building in Context (EH/CABE, 2003) * Conservation Area Practice: English Pedestrian friendly. Heritage Guidance on the Management of * Conservation Areas (EH, 1995) * Draft Conservation Area Appraisals for Waterloo, South Bank, Roupell Street, Lambeth Palace and Lower Marsh (2004) * Planning and Access for Disabled People: A Good Practice Guide (ODPM, 2003) * Access Along the South Bank: Access Planning and Design Guidance (David Bonnett Architects, 2001) * Waterloo Access Audit (CRP and TfL, 2002). * Walking Over Water Bridge Access Audit (CRP, 2003) 128 * Lambeth Open Space Strategy (Scott Wilson, 2004) Appendix 1 4.11 Make Waterloo a sustainable place * New buildings should be adaptable, to allow for different uses over time and designed to minimise energy needs. * Development should generate at least 10 percent of its predicted energy requirements from renewable sources. * Development should be designed to meet appropriate BREEAM standards. * All buildings should incorporate measures to minimise the use of water. * Incorporate waste segregation and storage space to encourage recycling. * Maximise the use of recycled and sustainable materials. 4.12 Help regenerate neighbouring areas * Ensure that regeneration activity in Waterloo extends to communities living in deprived neighbourhoods nearby. 4.13 Equal opportunities for all Relevant Policy and Guidance: 4.14 Health * LP Policy 2A.1 Sustainability Criteria * LP Policy 3A.22 Higher and further education * Have regard to the health impacts of development proposals as a /33ROLF\$(QHUJ\(I¿FLHQF\DQG mechanism for ensuring that major new developments promote public Renewable Energy * LP Policy 4A.8 Energy Assessment health. * LP 4A.9 Providing for Renewable Energy * LP Policy 4A.10 Supporting the Provision of Renewable Energy * LP Policy 4.11 Water Supplies 4.15 Higher Education * LP Policy 4B.6 Sustainable Design and Construction * RUDP Policy 2 London South Central * To ensure that the needs of the education sectors are addressed. * RUDP Policy 26 – Community Facilities * RUDP Policy 32a Renewable Energy in Major Development * RUDP Policy 32b Sustainable Design and Construction * LP SPG Sustainable Design and Construction (May 2006) * PPS1: Creating Sustainable Communities (ODPM, 2004) * PPS10 Planning for sustainable Waste Management (ODPM, 2002) * PPS22 Renewable Energy (ODPM 2004) 129 Appendix 2 - Major development sites Projects completed or under construction South Bank Centre Refurbishment of Royal Festival Hall and the ‘Liner’ building Estimated 400 jobs Young Vic Theatre Planning permission granted in November 2003 for new studios, ZRUNVKRSVEDUVDQGRI¿FHV Estimated 50 jobs Addington Street Annex (also known as land at rear of General Lying-In Hospital, Addington Street) Developer: Marlbray Limited/Galliard Hotels Planning permission granted in May 2004 for a 13-storey building to provide a 396 room apart-hotel Estimated 790 jobs 1 Westminster Bridge Road (also known as the ‘Island’ site) Developer: Marlbray Ltd/Galliard Hotels Planning permission granted in August 2005 for a 15-storey building to provide a 913 bedroom hotel/apart-hotel Estimated 1000 jobs (NB: Planning application submitted in 2007 for a 16-storey 1037 bedroom hotel/apart-hotel) London Nautical School 3ODQQLQJSHUPLVVLRQJUDQWHGIRUVFKRROH[WHQVLRQ ÀDWVDQGQHZVSRUWV hall 130 Appendix 2 Stamford Street Developer: Coin Street Community Builders Planning permission granted in February 2004 for a part-1 and part-4 storey building to provide new community centre and restaurant/café Estimated 120 jobs Projects with planning permission Shell Centre (Belvedere Court) Developer: Shell International Permission granted in April 2004 for a 10-storey building to provide: ±VTPRI¿FHDFFRPPRGDWLRQ ±VTPUHWDLOÀRRUVSDFH VTP&ODVV$ÀRRUVSDFH ±VTPUHVWDXUDQWÀRRUVSDFH Estimated 1200 – 1500 jobs York House Developer: York and Becket GP Ltd Planning permission granted in December 2005 for a part-10 and part- VWRUH\EXLOGLQJWRSURYLGHVTPRI¿FHÀRRUVSDFH Estimated 1500 jobs (with adjoining Beckett House which has been recently refurbished) 131 Projects currently in the planning process Founders Place (land north and south of Royal Street) Developer: Guy’s and St. Thomas’ Charity Planning application submitted for demolition of existing buildings and erection of 8 new buildings ranging in height from 5 to 20 storeys, to provide 636 residential units including 231 units (407 bed spaces) for key workers, a health facility including a patients’ hotel; a nursery for NHS staff; accommodation IRUWKHIDPLOLHVRIVLFNFKLOGUHQ JURXQGÀRRUUHWDLODQGFDIHXVHV Doon Street Developer: Coin Street Community Builders Planning application submitted for a terrace of buildings of 7 and VWRUH\VDQGDVWRUH\WRZHUWRSURYLGH ÀDWV DFRPPXQLW\ OHLVXUHFHQWUHVZLPPLQJSRRO HGXFDWLRQDODQGRURI¿FHÀRRUVSDFH UHWDLODQGUHVWDXUDQWÀRRUVSDFH IDFLOLWLHVIRUWKH5DPEHUW'DQFH Company Estimated 422 jobs Elizabeth House Developer: P and O Estates Planning application submitted for demolition of the existing buildings and replacement with part-28; part-22 and part-33 storey buildings to SURYLGHRI¿FH UHVLGHQWLDO UHWDLODQGUHVWDXUDQWÀRRUVSDFH Estimated 4800 jobs Homes – 280 (NB: There is an extant planning permission dating from 1996 for an RI¿FHUHGHYHORSPHQWRIWKHVLWHWRJHWKHUZLWKWKHVLWHRIWKH:DWHUORR 6WDWLRQ*HQHUDO2I¿FHV 132 Appendix 2 Projects likely to come forward to 2016 but not yet in the planning process Waterloo Station Developer: Network Rail and development partner(s) 'HYHORSPHQWWRSURYLGHLQFUHDVHGVWDWLRQFDSDFLW\WRLQFOXGHRI¿FHV UHVLGHQWLDODQGUHWDLOUHVWDXUDQWÀRRUVSDFH (VWLPDWHGSRVVLEOHPLOOLRQVTIWRIQHZÀRRUVSDFH Estimated possible 10,000 – 20,000 jobs Homes unknown Shell Centre Shell International are currently reviewing options across the entire South Bank site. Jobs and homes unknown Gabriel’s Wharf and Prince’s Wharf, Upper Ground Possibility of mixed commercial and residential development Jobs and homes unknown Hungerford Car Park Possibility of partial development on the site to provide a new National Film Centre for the British Film Institute Jobs unknown Waterloo ‘Trilogy’ site (152-156 Waterloo Road and 2-10 Baylis Road) 3RVVLELOLW\RIUHGHYHORSPHQWWRSURYLGHRI¿FH UHVLGHQWLDO UHWDLODQG UHVWDXUDQWÀRRUVSDFH Jobs and homes unknown 133 South Bank Centre 'HYHORSPHQWWRPHHWWKHGH¿QHGµ$UWV%ULHI¶RIWKH6RXWK%DQN&HQWUH Jobs unknown Lambeth North Station $LUULJKWVGHYHORSPHQWIRURI¿FHDQGUHVLGHQWLDOÀRRUVSDFH Jobs and homes unknown Cornwall Road/The Cut (Bus Garage) Possibility of mixed commercial and residential development though need to resolve issues relating to the Bus Garage Note: The Figures are approximate only and are based on either information provided in planning applications or regard has been had to the London Plan and ‘Employment Densities: Report for English Partnerships and the Regional Development Agencies’ (July 2001, Arup Economics and Planning’) making adjustments to allow for consistent ‘net internal’ job ratios as necessary. Based on these documents, the following net LQWHUQDOÀRRUVSDFHMREGHQVLW\)LJXUHVKDYHEHHQDSSOLHG 2I¿FH± VTP Light industrial – 35 sq.m. Retail (supermarket) – 19 sq.m. Retail (small shops) - 15 sq.m. Restaurants/bars - 15 sq.m. Hotel – 1 employee per 2 bedrooms Cultural attractions – 70 sq.m. Leisure – 70 sq.m. Education/health – 35 sq.m. 134 Appendix 2 Scenario 1 (known development Figures and without station redevelopment) Jobs Homes South Bank 400 Centre Young 50 Vic Theatre Addington Street 790 Annex 1 Westminster 1,000 Bridge Road London 0 58 Nautical School Stamford 120 Street Shell Centre 1,200-1,500 (Belvedere Court) York House 1,500 Founders 0 636 Place Doon 422 329 Street Elizabeth 4,800 280 House Total 10,282-10,582 1,303 Scenario 2 (with estimates for station redevelopment and other possible development sites) Jobs Homes South Bank 400 Centre Young Vic 50 Theatre Addington Street 790 Annex 1 Westminster 1,000 Bridge Road London 0 58 Nautical School Stamford 120 Street Shell Centre 1,200-1,500 (Belvedere Court) York 1,500 House Founders 0 636 Place Doon 422 329 Street Elizabeth 4,800 280 House Waterloo 10,000-20,000 Station Other 2,000-3,000 projects 200 Total 22,282-33,582 1,503 135 Figure 48 Table indicating different development scenarios Appendix 3 - Studies and documents reviewed during the preparation of this and the Stage 1 and 2 Development Framework documents * Advice for London Borough of Lambeth - Jubilee Gardens, Hungerford Car Park and South Bank Centre; BDP, 2003 * Social and Economic Regeneration in Central London: Goals, Development, Success, Cross River Partnership, (date unknown) * Access Along the South Bank: Access Planning and Design Guidance, David Bonnett Architects, 2001 * Objections, Support, and Comments to the London Plan, Waterloo Community Development Group, 2004 * Comments to the Lambeth Community Plan, SBC, 2004 * &RPPHQWVWRWKH0D\RU¶V&XOWXUDO6WUDWHJ\6%&DQGE¿ GDWHXQNQRZQ * Summary of Covenants affecting Jubilee Gardens, SBC, 2004 * (Background Brief for Project Review Group) South Bank Public Realm: Better Access and New public Squares, SBC, 2004 * Summary of DEGW’s draft brief for the Masterplan for SBC, SBC, 1999 * The Need for Hungerford Car Park to Meet SBC’s and BFI’s Arts Requirements, SBC, 2002 * The Lower Marsh/ Emma Cons Gardens (Brief for study), WCDG/Circle Waterloo, 2003 * The Lower Marsh Area, Waterloo, A Retail Strategy, The Retail Group, Circle Waterloo, 2003 * South Bank Urban Design Strategy; SBEG, 2002 * There is Another Way, Coin Street Community Builders, (date not known) * Draft Waterloo Community Regeneration Trust: Year 5 Delivery Plan, Waterloo Community Regeneration Trust, (2004) * SRB6 City of Westminster Delivery Plan 2004/2005, Cross River Partnership, (2004) * 7RZDUGVD&RPPXQLW\6WUDWHJ\IRUD&KDQJLQJ:DWHUORR3KDVH%DVHOLQH5HSRUW ¿UVWIDFWV WCRT, 2002 * Draft Streetscape Design Guide for South Bank and Waterloo; TfL, LBL, LBS, SBEG, WPB, WCRT, English Heritage and Metropolitan Police; SBEG, 2004 * Light at the End of the Tunnel, CRP, 2004 * London South Central Transport Strategy; CRP, SBEG, TfL, 2002 * LDA London South Central Programme, Interim Strategic Reference Group, 26th March 2004, Busine4ss and Enterprise Thermatic Discussion Report * LDA London South Central Programme Strategic Reference Group, 4th June 2004, Thematic Discussion Papers on: -Environment/Public Realm and Tourism/Promotion -Employment and Skills -Transport * Draft Advice for LDA, Commercial Uses and Property Issues: London South Central, ArupEconomics and Planning, 2003 * Lambeth and Southwark Sport Action Zone, Director’s Board Report, Southwark and Lambeth Council, 2004 * Draft London Borough of Lambeth Food and Drink Capacity and Retail Market Study; Nathaniel /LFK¿HOG 136 Appendix 3 * Transport Assessments for: - Shell proposals - Elizabeth House proposals -Island Site proposals - Addington Street II proposals - York and Beckett House proposals - Liner Building (Royal Festival Hall) * Public Life Public Space (Central London Partnership) * Draft Transforming South Bank: Transport, Visitor Management and Public Realm Strategy, Waterloo Project Board, SBEG, Lambeth Council, Southwark Council, LDA, 2001 * Public Realm/Urban Design Strategy (Liftshultz Davidson), SBEG, 1997 * Public Realm/Urban Design Strategy (Lifshutz Davidson), SBEG, 2002 * South Bank Street Clutter rationalisation (Removal and Enhancement) – 2003 (TfL, WPB, LBS, LBL, SBEG) * Transport Visitor Management Strategy, South Bank Partnership, 2001 * Space for All (Waterloo Open Space Audit) – 2004 (WCRT, Putting Down Roots, Roots and Shoots, WCDG, Bankside Open Space Trust, WGT) * Walking Over Water, disabled access to bridges, CRP, 2004 * Waterloo Access Audit (Mouchel Parkman) 2002 (CRP and TfL) * Guidance on Tall Buildings, English Heritage, CABE, 2003 * Mixed Use Development and Affordable Housing Study, GLA, 2004 * The Mayor’s 100 Public Spaces Programme, GLA, 2003 * Interim Strategic Planning Guidance on Tall Buildings, Strategic Views and the Skyline in London, GLA, 2001 * London’s Skyline, Views and High Buildings, DEGW, 2002 * Corporate Plan 2003-2006, London Development Agency, 2003 * LBL representations to the London Plan EiP – LBL 2002 * North Lambeth Regeneration Framework, BDP, March 2000 * North Lambeth Town Centre Neighbourhood Renewal Survey, Lambeth Council, 2002 * Rick Mather South Bank Centre Masterplan (SBC), 2000 * Central London Walking Strategy (currently in progress) – CLP, TfL and LDA * Tower of London draft WHS Management Plan, Historic Royal Palaces, 2001 * Elephant and Castle Development Framework, Southwark Council, 2004 * Draft London Bridge Planning Framework, Southwark Council, GLA, TfL, 2002 * Southwark’s Air Quality Strategy and Improvement Plan 2002-2005 (Version 2), Southwark Council, 2003 * Draft Bankside and the Borough Action Area, Southwark Council, 2003 * Lambeth Economic Development Strategy Economic Baseline Report, MCA Regeneration Ltd., for Lambeth First, 2003 137 * CABE Issues Paper on Jubilee Gardens, 2003 * Phase 1 Report to Jubilee Gardens Steering Group, Cultural Policy and Management Strategy for Jubilee Gardens, Kate Tyndall Associates, May 2004 * Creating a Chain Reaction – The London Cycling Action Plan, TfL, 2004 Interchange Plan, TfL, 2003 * City Growth Strategy, LDA, October 2003 * City Growth Strategy London South Central, Agenda for Change, Core Business Action Plan 2004- 2008, LDA, 2004 * London South Central Sites and Opportunity Premises, Cross River Partnership, May 2004 * City Growth Strategy – London South Central, LDA 2003 * Central London Sub- Regional Development Framework, GLA, May 2006 * Opportunity into Reality: A New Waterloo – SRB Bid 1998 * Demand and Supply of Business Space in London, SDS Technical Report 21, GLA August 2002 * /RQGRQ2I¿FH3ROLF\5HYLHZ * Guidance on tall buildings, CABE/English Heritage, July 2007 * Draft Conservation Area Statements for Lower Marsh, South Bank, Roupell Street, Waterloo and Lambeth Palace, Lambeth Council, January 2007 * ‘Under pressure and on the edge’ – London’s South Bank: A Manifesto for action, South Bank Partnership, 2006 * Heritage Protection for the 21st century, White Paper – DCMS, March 2007 * The Palace of Westminster and Westminster Abbey including St Margaret’s Church, World Heritage Site Management Plan, May 2007 * London View Management Framework, GLA, 2007 * South West Main Line, Route Utilisation Strategy, Network Rail, March 2006’ 138 Appendix 4 Appendix 4 - South Bank Employers Group Priority Projects List Figure 52. South Bank Employers Group Priority Projects List 139 Waterloo City Square and related schemes: Project Number PR1 Project Name IMAX Subways Location IMAX Subways Land Ownership LBL/BFI/SBC/Network Rail Project Description Draft brief agreed by statutory authorities, landowners and other stakeholders for a design competition to identify a design proposal which addresses issues of public realm quality, pedestrian links, public transport needs and the road network. Also to take account of the impact of neighbouring developments and future proposals, including Cross River Tram. It is hoped to proceed to a design competition in 2007-08. (Current interim improvements include renewal of lighting with upgraded white light source with integral LED displays, re-paving where required, decorations to walls, repairs to steps including nosings and handrails. To be completed 2007.Funded by SRB6, LBL and TFL.) Project Number PR2+2a Project Name Kings Plaza – Phases I and II Location Waterloo Road Land Ownership LBL/KCL Project Description Phase I works (on site). The project concentrates on the issues around access, walking routes and the general HQYLURQPHQWLQWKHDUHDLGHQWL¿HGDQGZLOOLQFOXGHWKH implementation of lighting, footpaths/open spaces improvements and cycle facilities. Phase II works: Continuation of phase I in front of St John’s Church Project Number PR7 Project Name Waterloo Road – North of The Cut Location Waterloo Road Land Ownership LBL Project Description Lighting renewal to St Georges Circus, upgrade railway bridges including improvements/removal of former railway bridge link between Waterloo and Waterloo East. Clutter removal, new paving and general streetscape improvements pending Tram and Tram enabling works. Proposed Lower Marsh/Westminster Bridge Road Area Based Scheme: Project Number PR6 Project Name Westminster Bridge Road tunnel Location Westminster Bridge Road Land Ownership LBL/Network Rail/TFL Project Description Under bridge project: Improve lighting, paving, water OHDNV SLJHRQSURR¿QJWRFUHDWHEHVWSRVVLEOHSHGHVWULDQ environment. Project Number PR15 Project Name Lambeth North Junction Location Westminster Bridge Road/Baylis Road/Hercules Road junction Land Ownership LBL/ TFL Project Description Pedestrian improvements. Links to projects PR6 Westminster Bridge Road and tunnel. 140 Appendix 4 Project Number PR26 Project Name Lower Marsh Plaza Location Lower Marsh Land Ownership LBL/Private Project Description Café seating and event/urban improvements. Stage D completed. Consultation and funding required. Project Number PR27 Project Name Lower Marsh/Leake Street Junction Location Lower Marsh/Leake Street Junction Land Ownership LBL/Network Rail Project Description Improve streetscape, remove clutter, clarify route to station. Concepts endorsed as part of Lower Marsh People and WCDG priorities. Project Number PR28 Project Name Lower Marsh General Improvements Location Lower Marsh Land Ownership LBL Project Description New level surfaces, general streetscape improvements. Scheme needs assessing in light of overall Lower Marsh priorities and then developing and costing. Also to be coordinated with Lower Marsh market development including improved infrastructure and pitch marking for traders. Project Number PR29 Project Name Upper Marsh Location Upper Marsh Land Ownership LBL Project Description Improvements to pedestrian links, to include new lighting, paving, tree planting, CCTV and artwork. Outline design/ feasibility completed. Consultation required. Emma Cons Junction: Project Number PR13 Project Name Emma Cons Junction Location Waterloo Road/The Cut/Baylis Road Land Ownership LBL Project Description New pedestrian layout, pavement widening, raised tables, clutter removal. Scheme will be implemented in Summer/Autumn 2007. Links into Emma Cons Gardens (PR25) and The Cut (PR24). Project Number PR25 Project Name Emma Cons Gardens Location Emma Cons Gardens Land Ownership LBL Project Description Design needs to be completed; Mercury House developer in negotiations to fund the scheme. 141 The Cut: Project Number PR24 Project Name The Cut Improvements Location The Cut Land Ownership LBL/LBS 3URMHFW'HVFULSWLRQ 5HGXFWLRQLQWUDI¿F,QFUHDVHWUHHSODQWLQJUHQHZDORI lighting and road and pavement surfaces. On site 2007-0 York Road and Island Roundabout Alterations and Improvements : Project Number PR10 Project Name York Road Location York Road Land Ownership TFL/Private/LBL Project Description Landscape/urban realm proposals currently being brought forward as part of Elizabeth House design by PandO’s consultants. This work needs to be reviewed by the Implementation Group to ensure correct linkages to RWKHULGHQWL¿HGSULRULW\SURMHFWVLQFOXGLQJ,0$;:DWHUORR Road. Project Number PR14 Project Name 1 Westminster Bridge Road – Island Site Roundabout Location York Road/Westminster Bridge Road/Lambeth Palace Road junction. Land Ownership TFL/Private Project Description Improvements and new layout as part of the Island site hotel development. Transport for London Road Network: Project Number PR16 Project Name Westminster Bridge Pedestrian Improvements Location Westminster Bridge Land Ownership TFL Project Description Increase pedestrian accessibility between Parliament Square and the South Bank. Provide wider pedestrian walkways to the bridge; resolve accessibility issues at the south end; remove relics of public toilets; improve subways between County Hall/GSTT. Project Number PR11 Project Name Stamford Street Improvements Location Stamford Street Land Ownership TFL/Private Project Description Project should aim to deliver objectives of the Priority Projects report. Reduce road width, improve landscaping, increase privacy to housing and improve crossings. Improve junctions along the entire length of road with particular emphasis on IMAX and Blackfriars Road design – elements being developed by WS Atkins for TFL. 142 Appendix 4 Connecting Projects: Project Number PR3 Project Name Steps from Waterloo Bridge to the National Theatre Location South Bank Land Ownership SBC Project Description Repairs and renewal of steps, lighting, railings. Condition report complete. Stakeholders’ agreement on proposed VFKHPHVSHFL¿FDWLRQKDVEHHQVHFXUHG Project Number PR5 Project Name Waterloo Bridge/Doon Street Connection Location East of Waterloo Bridge Land Ownership LBL/CSCB Project Description New access off Waterloo Bridge towards Doon Street development and open space beneath. Subject to planning approval and implementation of Doon Street development. Riverside Walkway: Project Number PR17 Project Name Riverside Walkway Location BIM to BALE (Queens Walk) Land Ownership SBC Project Description Improving paving, lighting, seating, electrical infrastructure. Stage E design complete. Planning application submission is imminent; suitable for phased delivery. Blackfriars Boulevard (outside area covered by Opportunity Area Framework): Project Number PR8 Project Name Blackfriars Road Location Blackfriars Road Land Ownership TfL Project Description Improving the Physical and living Environment, wider and better quality pavements, cycle facilities, new trees and greening, better lighting, improving access, High quality PDWHULDOV6XLWDEOHIRUSKDVHGGHOLYHU\6LJQL¿FDQW6 in process of being secured by Southwark for pooling. Project Number PR12 Project Name St Georges Circus Location Blackfriars Road/Borough Road/London Road/Lambeth Road/Westminster Bridge Road junction Land Ownership LBS Project Description Improve access and safety across St Georges Circus, improve accessibility and permeability across surrounding streets. 143 Appendix 5 - Waterloo Governance Structure Waterloo Area Planning and Implementation Structure London Borough of Lambeth Waterloo/ South Bank Steering Group GLA Family Chaired by GLA Meeting GLA, LDA, TfL, LB Lambeth (Political/ High level Strategy) London Borough of Southwark WDF working group Chaired by GLA Waterloo Stakeholder Forum LDA, TfL, LB Lambeth, NR Chaired by GLA Secretariat SBEG Waterloo Area Action Plan Waterloo Implementation group Chaired by LDA South Bank Partnership GLA, TfL, LBL, NR, SBEG Waterloo Stakeholder Forum Chaired by GLA Secretariat SBEG Transport Infrastructure: Major Developments Public Realm Projects TfL Programme Network Rail Station Redevelopment Individual Project Steering Groups project Buses LUL Streets P&O SBC/BFI Other Key: Statutory Autorities Planning Policy Stakeholders Input Notes: Implementation 1. This structure was produced in 2006 and is subject to change. 2. The Cross River Partnership have a role in the implementation of projects in Waterloo and can attend implementation meetings as appropriate. 3. A request is currently being considered from the Waterloo Community Development Group to join the Waterloo Implementation Group. 144 Other formats and languages For a large print, Braille, disc, sign language video or audio-tape version of this document, please contact us at the address below: Public Liaison Unit Greater London Authority Telephone 020 7983 4100 City Hall Minicom 020 7983 4458 The QueenÕs Walk www.london.gov.uk More London London SE1 2AA You will need to supply your name, your postal address and state the format and title of the publication you require. If you would like a summary of this document in your language, please phone the number or contact us at the address above. 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