planning report PDU/2079a/01 25 June 2012 Land adjacent to Langdon Park Station, 71 Carmen Street & 134-156 Chrisp Street in the London Borough of Tower Hamlets planning application no. PA/12/00637

Strategic planning application stage 1 referral (new powers) Town & Country Planning Act 1990 (as amended); Greater London Authority Acts 1999 and 2007; Town & Country Planning (Mayor of London) Order 2008

The proposal Redevelopment of the site to provide a residential led mixed use development, comprising the erection of part 6/7 to 25 storey buildings to provide 232 dwellings and 143 sqm of new commercial floorspace falling within use classes A1, A2, A3, A4, B1, D1 and/or D2, plus car parking spaces, cycle parking, refuse/recycling facilities and access together with landscaping including public, communal and private amenity space

The applicant The applicant is Ballymore and the architect is Stock Wolstencroft.

Strategic issues The principle of a residential development including a tall building on the site is acceptable. Viability discussions are ongoing and it is not yet clear that the proposal delivers the maximum reasonable amount of affordable housing.

Urban design, inclusive design and climate change issues require some further information. Further work and conditions and obligations are also required with regards to transport to address outstanding concerns.

Recommendation

That Tower Hamlets Council be advised that while the application is generally acceptable in strategic planning terms the application does not comply with the London Plan, for the reasons set out in paragraph 84 of this report; but that the possible remedies set out in paragraph 85 of this report could address these deficiencies.

Context

1 On 23 May 2012 the Mayor of London received documents from Tower Hamlets Council notifying him of a planning application of potential strategic importance to develop the above site for the above uses. Under the provisions of The Town & Country Planning (Mayor of London)

page 1 2 The application is referable under Categories 1A and 1C of the Schedule to the Order 2008:

“Development which comprises or includes the provision of more than 150 houses, flats, or houses and flats.”

“Development which comprises or includes the erection of a building of one or more of the following descriptions— (c) the building is more than 30 metres high and is outside the City of London.”

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

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

5 The site is located in Poplar and is bounded to the west by Chrisp Street, to the south by Carmen Street, with Langdon Park DLR station and tracks to the east. Cording Street bounds the site to the north and across the DLR line is Langdon Park. Adjacent to the south is a 15 storey residential building built by Galliard Homes. The area is characterised by low scale residential properties however there a number of development sites either under construction or in pre- planning for higher density schemes within the vicinity of the site. The site is currently cleared and unoccupied.

6 Thenearest Road Network (TLRN) is East India Dock Road (A13), 300 metres away to the south of the site. The site is remote from the Strategic Road Network (SRN) as the nearest section, the A124 is 2 kilometres away.

7 Langdon Park station entrance is a minute walk away from the site. It provides services on the Stratford to and Lewisham branch of the DLR. There is no London Underground station within reasonable walking distance of the site. Bus route 309 operates along Cordelia Street, 100 metres to the south, while route D8 serves Chrisp Street with stops adjacent to the site. Three further bus routes; 15, 115 and D6 operate along East India Dock Road, approximately 400 metres to the south. The Public Transport Accessibility Level (PTAL) of the site is good and calculated to be a 4 (where 1 is low and 6 is high).

8 The site lies within the area covered by the Mayor’s Cycle Hire Scheme. Docking stations are located at Langdon Park, Lindfield Street and , all within 300m of the site.

Details of the proposal

9 Full planning permission is sought for a single 25 storey tower on the south east corner of the site and a U shaped residential block formed by three adjoined blocks to the north. The tower (block 1) is located directly adjacent to the DLR Station or Cording Street completing a gateway entry point and contains a total of 153 units. The U shaped block forms a courtyard with through access, consists of three linked blocks with Block 2A (23 dwelling units), Block 2B (22 dwelling

page 2 10 The proposed scheme offers a range of housing typologies from studio apartments to four bedroom maisonettes with 10% of homes identified as either accessible or adaptable for wheelchair use. Some 44% of site area and 75% of non-built area is identified as publicly accessible open space. It is also proposed to provide 44 car parking spaces along with secure cycle storage for 260 cycles. Case history

11 In August 2005 the Mayor assessed a previous planning application for this site and subsequently advised Tower Hamlets Council that he was content to allow Tower Hamlets to grant planning permission. This previous application proposed the development of a fifteen-storey building comprising 158 residential units with a range of commercial and retail ground-floor space. The section 106 agreement for this application was never agreed and as such, planning permission was not issued.

12 The scheme was revised and the applicant sought pre-application advice in 2008 on a scheme comprising 283 residential units, with 940 square metres of commercial floorspace and 41 car parking spaces including a 28 storey tower.

13 A further revised scheme was subject to a pre-application meeting on 13 May 2011 and assessment advice was provided on 27 May 2011. The applicant sought further pre-application advice on site development options with a meeting being held on 23 June 2011 and advice letter issued on 15 July 2011. A further pre-application meeting was held in October 2011 for proposals on this site. The advice provided following the most recent meeting, advised that the proposal for a residential-led development did not raise strategic concerns, but that a number of other matters regarding design, energy, climate change and transport needed to be addressed. Strategic planning issues and relevant policies and guidance

14 The relevant issues and corresponding policies are as follows:

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

page 3  Transport London Plan; the Mayor’s Transport Strategy; Land for Transport Functions SPG, draft Land for Industry and Transport SPG  Crossrail London Plan; Mayoral Community Infrastructure Levy; Crossrail SPG  Parking London Plan; draft Revised Early Minor Alteration to the London Plan; the Mayor’s Transport Strategy

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

16 The following are also relevant material considerations:  The National Planning Policy Framework and Technical Guide to the National Planning Policy Framework.  The Revised Early Minor Alteration to the London Plan.  The Tower Hamlets Managing Development, Development Planning Document (DPD).

Principle of development

17 The application site is located within the Tower Hamlets and the Council has previously resolved to grant planning permission for a residential-led development on this site, to include a tall building of 17 storeys. As such, the proposed uses have been established as acceptable and this is no strategic planning concern with the residential uses or the proposed tall building on the site.

18 The proposed commercial uses comply with London Plan policy 4.8 ‘Supporting a successful and diverse retail sector’ which seeks to support a successful, competitive and diverse retail sector and are also supported. Housing

19 London Plan policy 3.3 ‘Increasing housing supply’ seeks to increase London’s supply of housing and sets a London-wide target of 32,210 additional homes per year until 2015/2016 when this target will be reviewed. Table 3.1 sets borough housing targets, of which Tower Hamlet’s is 2,885 additional homes per year between 2011 and 2021. London Plan Policy 3.4 ‘Optimising housing potential’ seeks to ensure that development proposals achieve the optimum intensity of use taking into account local context, the design principles of the London Plan and public transport capacity. This marks a departure from the previous approach of ‘maximising’ density to optimising site capacity.

Affordable housing

20 Policy 3.11 ‘Affordable housing targets’ states that affordable housing targets should be based on an assessment of regional and local housing need and a realistic assessment of supply, and should seek an average housing provision of at least 13,200 more affordable homes per year in London, with priority accorded to the provision of family housing. London Policy 3.11 encourages councils to have regard to the need to encourage rather than restrain residential development, and to the individual circumstances of the site. Targets should be applied flexibly, taking account of individual site costs, the availability of public subsidy and other scheme requirements.

page 4 21 London Plan Policy 3.12 ‘Negotiating affordable housing on individual private residential and mixed use schemes’ requires borough councils to seek the maximum reasonable amount of affordable housing when negotiating on individual private residential and mix-use schemes. In doing so, each council should have regard to its own overall target for the amount of affordable housing provision, the need to encourage rather than restrain development and the specific circumstances of individual sites. It also notes that the implications of phased development including provisions for re-appraising the viability of schemes prior to implementation and other scheme requirements.

22 The proposed level of on-site affordable housing is 19% of units (25% by habitable room). The overall tenure split will provide for approximately 62% of the total affordable units to be affordable rented and 38% as affordable housing for intermediate tenure by unit. In total, the residential provision (232 units) would be as follows:

Affordable rent Intermediate Market Total % Studio 0 0 11 11 5% 1 bed 4 9 86 99 43% 2 bed 10 6 70 86 37% 3 bed 11 2 20 33 14% 4 bed 3 0 0 3 1% Total 28 17 187 232 100% Total % 12 7 81 100

Affordable tenure split (%) 62% 38% 100% Overal tenure split (%) 19 81

23 As this level of affordable housing falls below the 35% to 50% affordable housing on individual sites, as required by local planning policy, a viability statement has been submitted to support the offer. As this information is still being interrogated by both GLA and Tower Hamlets officers, it is not yet possible to determine whether the proposal is offering the ‘maximum reasonable amount’ of affordable housing in line with London Plan policy 3.12.

Tenure split

24 The proposed tenure split is 62% affordable rent and 38% intermediate. Strategic planning policy requires a 60:40 tenure split, while Tower Hamlet’s policy sets out a 70:30 split and any proposed departure from this should be justified. Discussions are ongoing as to the final tenure split and the proposed rent levels within the affordable rented offer.

Mix of units

25 London Plan Policy 3.8 encourages a full range of housing choice and seeks a balanced mix of unit sizes in new developments. Recent guidance is also set out in the draft Housing SPG and draft SPG affordable housing note. Policy 3.11 of the London Plan also states that within affordable housing provision, priority should be accorded to affordable family housing. The London Housing Strategy sets out strategic housing requirements and Policy 1.1C of the Strategy includes a target for 42% of social rented homes to have three or more bedrooms. The revised London Housing Strategy, currently out for consultation, sets out that 36% of affordable rented homes allocated funding in 2011-15 will have three or more bedrooms. The current proposed level of

page 5 Density

26 As noted above, London Plan Policy 3.4 outlines the need for development proposals to optimise development density of use as far as is compatible with the local context, the design principles and public transport capacity. Table 3.2 of the London Plan provides guidelines on density. The site has a public transport accessibility level (or PTAL) of 4, and is a 1 minute walk from Langdon Park station. As such it can be classed as having an ‘urban’ location according to the matrix. The average dwelling size of the proposal is 2.71 hr/unit and therefore, the relevant London Plan density range is 200-700 hr/ha (or hrph) or 70 to 260 u/ha (or dph).

27 The proposal has 232 units / 629 habitable rooms with a site area of 0.41 ha, giving density figures of 566 dph and 1534 hrph. This figure far exceeds the guidance range given and is only likely to be acceptable if the proposal is exemplary in all other aspects relating to design, affordable housing, transport and energy matters. However, it is acknowledged that the site location is on an important arterial road, on a prominent corner, immediately adjacent to a DLR station which provides access to Stratford, Canary Wharf and is adjacent to a park, where a landmark building is promoted through planning policy and that this may justify increased density.

Children’s play space

28 Policy 3.6 of the London Plan sets out that “development proposals that include housing should make provision for play and informal recreation, based on the expected child population generated by the scheme and an assessment of future needs.” Using the methodology within the Mayor’s supplementary planning guidance ‘Providing for Children and Young People’s Play and Informal Recreation’ it is anticipated that there will be approximately 68 children within the development. The guidance sets a benchmark of 10 sq.m. of useable child playspace to be provided per child, with under-5 child playspace provided on-site. As such the development should make provision for 680 sq.m. of playspace.

29 The applicant notes that Langdon Park, Cut and are all within walking distance of the site and contain playspace facilities. However, playspace is to be provided on site for the 0-4 year olds and 5-11 year old age groups within the communal amenity spaces. These total 326 sq.m. and would meet the requirement for at least 32 children (given 10 sq.m per child). These dedicated play space areas would be for the children aged 0-4 years and for most 5- 11 year olds and would provide safe and convenient play. Older children within the 5-11 year old range and 12-16 year olds would be able to use Langdon Park. Although the applicant and Tower Hamlets Council should confirm whether these facilities are adequate, as a contribution towards their improvement or maintenance may be required to ensure full compliance with London Plan policy 3.6.

Urban design

30 Good design is central to all objectives of the London Plan (2011) and is specifically promoted by the policies contained within chapter seven which address both general design principles and specific design issues. London Plan Policy 7.1 sets out a series of overarching design principles for development in London. Other design polices in this chapter and elsewhere in the London Plan include specific design requirements relating to maximising the potential of sites, the quality of new housing provision, tall and large-scale buildings, built heritage and World Heritage Sites, views, the public realm and the Blue Ribbon Network. New development is also required to

page 6 Tall Buildings

31 London Plan (2011) policy 7.7, which relates to the specific design issues associated with tall and large-scale buildings, is of particular relevance to the proposed scheme. This policy sets out specific additional design requirements for tall and large-scale buildings, which are defined as buildings that are significantly taller than their surroundings and/or have a significant impact on the skyline and are larger than the threshold sizes set for the referral of planning applications to the Mayor. Policies 7.10 and 7.11, which set out the Mayor’s approach to protecting the character of strategic landmarks as well as London’s wider character, are also important considerations.

32 The location of the tower in the south east corner on Carman Street is viewed as acceptable given its location adjacent to a DLR station and there remains no in principle objection to a tall building on this site. Tall buildings located on sites of landmark significance assist in creating a legible city and can act as directional markers. The U shaped development comprising of three blocks with amenity courtyard is also acceptable as it both defines the street and allows for amenity space inside the urban block.

33 Although the development is unlikely to detrimentally affect any of the protected views as set out with the London View Management Framework, it was noted at the pre-application stage, that the proposed tall building would need to demonstrate that it would be an appropriate an addition to the area. The applicant has submitted an assessment of the proposal against the tall building guidance issued by CABE and while this is accepted, it should be supplemented by images of the proposed development in the longer range townscape views to demonstrate that there is no unreasonable harm to the local and more distant environments.

Layout & access

34 The overall layout concept is seen as being successful but there are a number of changes which were suggested at the pre-application stage to meet the requirements of the London Plan. These have been incorporated into the revised design as follows:

35 An additional entrance to the tower has been created in line with the commercial frontage to the South on Cording Street at the DLR station gateway entrance point. This is welcome as it improves the definition of building access and provides further activation to Cording Street and the DLR entrance.

36 The access arrangement into the U shaped blocks has been improved through the addition of a residential core entrance onto Chrisp Street. This enhances the relationship of the development to the street frontage.

37 It was also requested that the ground floor of the tower block be changed to create parallel building frontage to the station gateway. This has not been incorporated, and it is accepted that land ownership and access issues relating to the DLR make it difficult to further extend the building line in this location.

Layout & access: Transport for London comments

38 In order to ensure the minimum acceptable width at the entrance to Langdon Park station platform and lift shaft to meet increase passenger flows, TfL previously requested that the area of DLR land ownership abutting the south west corner of the proposed development be expanded and in order to safeguard the DLR infrastructure, a minimum distance of 5 metres was requested to

page 7 Scale, massing & appearance

39 The height of the tower in the south east corner is seen as acceptable, but the GLA would like to see changes to the scale and massing of the U shaped blocks. A reduction in height of Chrisp Street blocks was previously required to improve quality of environment in the courtyard through reduction in overshadowing and increase in light penetration. Specific attention was required in relation to Block 2A where the removal of the top two floors of the south facing corner units and the top 7th storey of block 3 were requested. It would appear that the proposal remains at six and seven storeys according to the submitted plans and the applicant should confirm that these changes have not been incorporated. It should also be noted that given the very high density of the proposal, these changes are necessary to enhance the courtyard amenity space and that the development is unlikely to be acceptable without the suggested reduction in height on this block as this would reduce the denisty.

Interaction with the public realm

40 The scheme includes a raised ground floor area onto Chrisp Street which allows for a basement level car park. This has created a degree of separation from the street, which in itself is not a design fault. However, it was previously noted that there is a need to enhance the interaction of the development with the public realm through changes to landscaping and development edges of the platform through the exploration a better quality design solution. While this will in part be aided by the already mentioned relocation of the entrance to Chrisp Street, the proposal remains unchanged along this frontage. However, it is accepted that the proposed landscape strip will enhance this area and lead to more effective integration between the building and the public realm, while respecting the privacy of residential users.

41 The quality of landscape treatment to Carman Street and the station entrance materials are seen as suitable and the use of durable natural materials (Yorkstone) is welcome.

Residential quality

42 The London Plan policy 3.5 emphasises quality of design of housing developments. Part A of the policy states that housing developments should be of the highest quality internally, externally and in relation to the wider environment. Part C of the policy states that new dwellings should meet dwelling space standards set out in Table 3.3, have adequately sized rooms and convenient and efficient room layouts. Part E of the policy states the Mayor will provide guidance on implementation of this policy that is relevant to all tenures.

43 The documentation states that all units are designed to London housing design guide space standards. This is a positive aspect of the design but verification is required through a full schedule showing each unit specification in relation to the space standards.

44 It has been noted that 72% of units will be dual aspect with no north facing single aspect units this is seen as acceptable by the GLA. The identification of 10% of homes as accessible or adaptable for wheelchair use is welcomed as part of the housing mix.

Conclusion

45 Subject to the necessary changes suggested above relating to the height of the blocks, the design of the scheme is of a high quality and will be a positive addition to the area.

page 8 Access and inclusive design

46 London Plan policy 7.2 ‘An inclusive environment’ seeks to ensure that proposals achieve the highest standards of accessibility and inclusion (not just the minimum). This and all developments should seek to exceed minimum access requirements in all elements of the proposal, but particularly relating to the residential component and the public realm. Design and access statements should explain the design thinking behind the application and demonstrate how the principles of inclusive design, including the specific access needs of disabled and older people, have been integrated into the proposed development and how inclusion will be maintained and managed. The development should aim to meet the highest standards of accessibility and inclusion.

Residential Units

47 London Plan Policy 3.8 ‘Housing choice’ requires that 100% of new homes meet the Lifetime home standards and that 10% of new housing is designed to be wheelchair accessible or easily adaptable for residents who are wheelchair users. Flat layouts of the wheelchair accessible homes have been provided to demonstrate how each of the 16 points for Lifetime Homes will be met and how the wheelchair adaptable flats meet the key features of wheelchair accessible housing set out in the GLA’s Best Practice Guide on wheelchair accessible housing BPG.

48 The wheelchair accommodation is provided across all three development blocks, including all tenures and this is welcome in that it delivers a genuine housing choice in accordance with London Plan policies. The submitted access statement also demonstrates that the amenity and play space including balconies will be fully accessible to disabled people, as will access to and from the residential entrance cores, although there is a reliance on the use of ramps to address the level changes. Blue badge parking spaces are provided in the basement and the access statement demonstrates how disabled people will access the buildings, including details of levels, gradients, widths and surface materials of the paths.

49 A number of public realm improvements are proposed in the vicinity of the site as part of the proposal and as part of these works, particular attention should be paid to ensuring that all the pedestrian links to the adjacent roads are level or gently ramped.

50 The proposal broadly complies with London Plan policies 7.2 and 3.8 relating to access and inclusion. Sustainable development: Climate change adaptation

51 London Plan policies 5.9 to 5.16 require the submission of an energy demand assessment along with the adoption of sustainable design and construction, demonstration of how heating and cooling systems have been selected in accordance with the hierarchy and how the development will minimise carbon dioxide emissions, maximise energy efficiencies, prioritise decentralised energy supply, and incorporate renewable energy technologies.

52 An energy strategy has been submitted to support the planning application and this is assessed against London Plan policy below.

BE LEAN

Energy efficiency standards

53 A range of passive design features and demand reduction measures are proposed to reduce the carbon emissions of the proposed development. Both air permeability and heat loss parameters

page 9 BE CLEAN

District heating

54 The applicant has carried out an investigation and there are no existing or planned district heating networks within the vicinity of the proposed development. The applicant has however, provided a commitment to ensuring that the development is designed to allow future connection to a district heating network should one become available.

55 The applicant is proposing to install a site heat network connecting the residential units. The applicant should also commit to connecting to the site’s heat network. A drawing showing the route of the heat network linking the residential units has been provided.

56 The site heat network will be supplied from a single energy centre located in the basement. A diagram showing the layout of the energy centre has been provided. The applicant should confirm the floor area in sq.m.

Combined Heat and Power

57 The applicant if proposing to install a 76 kWth gas fired combined heat and power unit (CHP) as the lead heat source for the site heat network. The CHP is sized to provide the domestic hot water load. Load profiles were provided. A reduction in regulated carbon dioxide emissions of 71 tonnes per annum (27%) will be achieved through this second part of the energy hierarchy. The applicant has confirmed that the CHP will meet a significant portion the on site electrical demand.

BE GREEN

Renewable energy technologies

58 The applicant has investigated the feasibility of a range of renewable energy technologies and is proposing to install 185 sq.m of roof mounted photo voltaic cells (PV). Roof drawings showing potential PV locations has been provided. A reduction in regulated carbon dioxide emissions of 13 tonnes per annum (6%) will be achieved through this third element of the energy hierarchy.

OVERALL CARBON SAVINGS

59 The estimated regulated carbon emissions of the development are 183 tonnes of carbon dioxide per year after the cumulative effect of energy efficiency measures, CHP and renewable energy has been taken into account. This equates to a reduction of 103 tonnes of carbon dioxide per year in regulated emissions compared to a 2010 Building Regulations compliant development, equivalent to an overall saving of 36%. The carbon dioxide savings exceed the targets set within Policy 5.2 of the London Plan.

60 The applicant has broadly followed the energy hierarchy. Sufficient information has been provided to understand the proposals as a whole. The proposals are broadly acceptable; however, further information is required to verify the carbon savings.

page 10 Climate change adaptation

61 The application is supported by a detailed sustainability statement which demonstrates how the proposals will comply with London Plan policy relating to climate change adaptation, including the provision of a green/brown roof. The proposals therefore comply with London Plan policies and supplementary planning guidance relating to sustainable design and construction. Transport

DLR infrastructure

62 Transport for London (TfL) requests a planning condition that requires the submission of construction methodology to be agreed with TfL and the Council prior to commencement on site, to ensure that the safe operation of the railway during construction is maintained. This should include ground settlement and slippage mitigation proposals for the construction of the basement.

63 In addition, TfL requests a further planning condition requiring details of how unrestricted access to Langdon Park station for pedestrians, maintenance and emergency vehicles will be maintained at all times throughout the construction period.

64 Once the development is occupied, clear and unhindered access to Langdon Park station must also be ensured by stipulating that any activity does not encroach onto the station approach. Furthermore, TfL suggests that Tower Hamlets Council designate the station approach as a public right of way.

65 To ensure the safe operation of the DLR, TfL has a material interest in the boundary treatment/changes along the eastern boundary facing the DLR line. For this reason, any approval of reserved matters affecting these should agreed in consultation with TfL. The developer should also be encouraged to engage with TfL prior to any submission to Tower Hamlets Council to agree the appearance and design of these matters.

66 As the development site appears to be at a different vertical level to TfL’s land, it is likely that during the construction phase, platforms will have to be erected and then subsequently maintained. Details of these matters should be secured with a construction method statement and only approved in consultation with TfL to ensure that there is no intrusion onto TfL’s land and infrastructure.

DLR capacity

67 The transport assessment forecasts that 104 people will board DLR services in the morning peak hour as a result of the proposals. When taken with other planned development along the DLR line towards Canary Wharf and Lewisham, including the Olympic Legacy proposals, TfL have identified that there will be significant crowding on DLR services. As a result of this crowding, it is likely that passengers at Langdon Park will be forced to wait at the station for a number of trains to pass; therefore in accordance with London Plan policy 6.1 Strategic Approach and 6.2 Providing public transport capacity and safeguarding land for transport, TfL seeks a contribution from the developer for £250,000 to fund enhancements to passenger facilities at the station.

Car parking

68 A total of 40 car parking spaces will be provided at basement level to serve the 232 proposed residential units. This is equivalent to 0.17 spaces per dwelling. TfL supports that the

page 11 69 Of the 40 proposed spaces, 4 will be allocated for blue badge holders only. Although TfL considers that 4 spaces will initially be sufficient, these should however be managed through leasing to ensure that they are available for resident with a blue badge. Furthermore the design of the proposed disabled parking bays must be revised to ensure they are fully compliant to the DfT’s ‘Inclusive Mobility’ standards as set out at: http://assets.dft.gov.uk/publications/access-inclusive-mobility/inclusive-mobility.pdf

70 In addition, the applicant must demonstrate that additional blue badge parking spaces to serve each wheelchair unit can be provided in a convenient location either on or off street and should explain what management arrangements will be in place to ensure that additional demand can be met, should this increase beyond those initially provided.

71 Given the central location and good public transport accessibility of the site, it is ideally located for a low level of residential car parking complemented by car club provision. The applicant should therefore indentify spaces for car club operators either within the proposed basement car park or on street within close proximity of the site. In addition, electrical vehicle charging points will need to be provided in line with London Plan policy 6.13 Parking. The car parking management plan should ensure that those who own an electrical vehicle will always have access to a charging point.

Cycling

72 264 cycle spaces are proposed within the basement to serve the residential units. An additional 4 Sheffield stands will be provided within the public realm area to cater for users of the commercial unit, staff and visitors to the residential units.

73 This level of provision is supported and is in accordance with London Plan standards. However, to ensure full conformity with London Plan policy 6.9 Cycling TfL requests that staff be allocated their own internal cycle parking within the secure basement. This should be secured by condition. In addition, showering and secure changing facilities will need to be available for all staff employed on site.

Buses

74 TfL considers that the impact of this development upon the bus network will be negligible and that there is sufficient capacity to cope with the minor uplift in bus passenger trips. This application is therefore in conformity with London Plan policy 6.7 Buses, bus transits, trams.

Construction, deliveries and servicing

75 TfL considers that the relocation of the fire access gate on Carmen Street to allow servicing of the commercial unit and residential units within Block 1 is acceptable in principle, however further discussion is required to determine an appropriate location and enforcement measures to ensure that private vehicles will not obstruct emergency access to Langdon Park DLR station.

76 To ensure conformity with London Plan policy 6.14 Freight both a delivery and servicing plan (DSP) and Construction and Logistics Plan (CLP) should be secured by condition. The DSP should be submitted to Tower Hamlets Council for approval prior to occupation. The DSP should be linked to the travel plan in line with TfL’s new travel plan guidance available from:

page 12 http://www.lscp.org.uk/newwaytoplan/resources/file/Travel%20planning%20for%20new%20dev elopment%20in%20London.pdf

77 The CLP should be a standalone document that enables construction impacts to be managed, minimising impact on the highway network and transport system. This will need to be submitted to TfL and Tower Hamlets Council prior to construction commencing.

Travel planning

78 A residential travel plan should be produced to promote the use of non-car based modes of transport. A wide range of green travel planning measures should be secured, monitored and funded through the section 106 agreement. TfL requests that the applicant includes a range of travel planning measures including subsidised Oyster cards, cycle vouchers/free bicycles, subsidised car club membership, marketing and promotional events. To further assist with the delivery of travel plan objectives, the development should provide real time information within the core areas of the proposed building and where necessary, London Underground status boards at Langdon Park Station. An appropriate figure, to fund the provision of travel plan measures should be agreed with TfL and secured within the s106 agreement. A travel plan, secured within the section 106 agreement will ensure conformity with London Plan policy 6.3 Assessing transport capacity.

CIL

79 In accordance with London Plan policy 8.3, Community Infrastructure Levy, the Mayor agreed to commence CIL charging for developments permitted on or after 1 April 2012. It is noted that the proposed development is within the London Borough of Tower Hamlets, where the Mayoral charge is £35 per square metre Gross Internal Area (GIA). The levy will raise £300 million towards the delivery of Crossrail. Further details can be found at: http://www.london.gov.uk/publication/mayoral-community-infrastructure-levy.

Summary

80 To summarise, there are concerns over the impact of the development on the DLR and a car parking management plan, travel plan, DSP and CLP will all need to be secured by s106 agreement or condition where appropriate. In addition, the site should facilitate car club and allocated staff parking with shower and changing facilities are required. The application is also eligible for the Mayoral CIL charge. Local planning authority’s position

81 Tower Hamlets Council is assessing the application and supports the redevelopment of the site. Legal considerations

82 Under the arrangements set out in Article 4 of the Town and Country Planning (Mayor of London) Order 2008 the Mayor is required to provide the local planning authority with a statement setting out whether he considers that the application complies with the London Plan, and his reasons for taking that view. Unless notified otherwise by the Mayor, the Council must consult the Mayor again under Article 5 of the Order if it subsequently resolves to make a draft decision on the application, in order that the Mayor may decide whether to allow the draft decision to proceed unchanged, or direct the Council under Article 6 of the Order to refuse the application, or issue a direction under Article 7 of the Order that he is to act as the local planning authority for the purpose of determining the application and any connected application. There is no obligation at

page 13 this present stage for the Mayor to indicate his intentions regarding a possible direction, and no such decision should be inferred from the Mayor’s statement and comments. Financial considerations

83 There are no financial considerations at this stage. Conclusion

84 London Plan policies on housing, urban design, children’s playspace, access and inclusion, sustainable development and transport are relevant to this application. The application complies with some of these policies but not with others, for the following reasons:

 Principle of development: the principle of the proposed residential development with ancillary retail complies with London Plan policies 3.3 and 4.8.  Affordable housing: it is not clear that the proposals comply with London Plan policy 3.12. the proposal broadly complies with London Plan policy 3.11 relating to tenure split.  Children’s play space: the proposals do not fully comply with London Plan policy 3.6.

 Urban design: the proposals comply with London Plan policies 7.1, 7.4, 7.3 but some further revisions are sought in line with the London Plan density matrix.  Inclusive access: the proposals broadly comply with policies 7.2 and 3.8.  Sustainable development: the applicant has followed the energy hierarchy and the proposals broadly comply with London Plan polices 5.1, 5.2, 5.6 and 5.7. The approach to climate change adaptation is broadly acceptable and the proposals comply with London Plan policies 5.3, 5.10, 5.11 and 5.15.

 Transport: the proposal does not fully comply with London Plan policies 6.2, 6.3, 6.7, 6.9, 6.13, 6.14 and 8.3.

85 Whilst the application is broadly acceptable in strategic planning terms, it does not fully comply with the London Plan. The following changes might, however, remedy the above- mentioned deficiencies, and could possibly lead to the application becoming compliant with the London Plan:

 Housing: further interrogation of the submitted viability information is required.

 Children’s playspace: the applicant should confirm that the playspace facilities at Langdon Park are adequate and Tower Hamlets should seek a financial contribution if this is not the case.  Urban design: further information/revisions are sought.  Transport: further information and planning obligations and conditions are required.

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for further information, contact Planning Decisions Unit: Colin Wilson, Senior Manager - Planning Decisions 020 7983 4783 email [email protected] Justin Carr, Strategic Planning Manager (Development Decisions) 020 7983 4895 email [email protected] Shelley Gould, Senior Strategic Planner (Case Officer) 020 7983 4803 email [email protected]

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