OVERCOMING 'S BARRIERS

Report CONTENTS

INTRODUCTION 3

DEFINITIONS 4

• PHYSICAL BARRIERS 4 • ADMINISTRATIVE BARRIERS 6 Future of London helps build better cities through • RESEARCH REMIT 7 knowledge, networks and leadership and across disciplines, organisations and sectors. We are the CHALLENGES 8 capital’s independent network for regeneration, housing, infrastructure and economic development SOLUTIONS 12 practitioners, with 3,800+ professionals using FoL as a hub for sector intelligence, connection • UNDERSTANDING BARRIERS 12 and professional development, and a mandate to • WORKING ACROSS BARRIERS 16 prepare the next wave of cross-sector city leaders. • REDUCING PHYSICAL BARRIERS 21 • REFRAMING BARRIERS 26 Thanks to: RECOMMENDATIONS 30

CONCLUSION 32 Arup is an independent firm of designers, planners, engineers, consultants and technical specialists NOTES AND FURTHER RESOURCES 33 offering a broad range of professional services.

ACKNOWLEDGEMENTS 35

Countryside works in partnership with public and private sector organisations to regenerate housing estates and secure the provision of mixed-use and mixed-tenure schemes.

Pollard Thomas Edwards specialises in the creation of new neighbourhoods and the revitalisation of old ones. Their projects embrace the whole spectrum of residential development and other essential ingredients which make our cities, towns and villages into thriving and sustainable places.

Published November 2018 Photos by Future of London except where indicated. © Future of London 2011 Ltd Future of London 2011 Ltd is a not-for profit company registered in England & Wales (Reg. No. 7575624)

2 Local authorities Waterways At- or above-grade railways A-roads and motorways Contains OS data © Crown copyright and database right (2018) Contains OS data © Crown INTRODUCTION

London is one of the most fascinating space, assets and responsibility, and conference, and seven field trips to places and frustrating jigsaw puzzles ever built, (good) physical infrastructure is critical for tackling a range of barriers across London. and it grows more complex by the day. any fast-growing metropolis. The capital’s overlapping administrative Their wealth of knowledge and strata – government tiers, opportunity With so much of London’s remaining experience, combined with FoL’s desk- areas, development sites and more – developable land isolated or dissected based research, is distilled into this report, are dissected by a Victorian engineer’s by barriers, it’s imperative to connect which includes: paradise of roads, railways, canals and or re-connect sites for new homes with •The definitions of barriers used other vital infrastructure which expands transport, jobs and services. Whether throughout the research year on year. Each plays a role in this work starts from the ground up, is driven by the market or guided by •The challenges these barriers pose – London’s growth and success, but in many and the challenges to overcoming them cases, they also sever communities and policy, London needs more cohesion for perpetuate sectoral or professional divides its places, people, and organisations to •Case studies highlighting both tested between built environment practitioners. grow sustainably. and new ways of overcoming barriers, grouped into four themes: Every Londoner has experienced these Future of London’s – and our partners’ •Understanding barriers physical or administrative barriers. But – vision with this research was not to unlike headline-grabbing topics such dismantle everything that might be •Working across barriers as transport or housing, barriers are considered a barrier. It has been to •Reducing physical barriers identify data gaps; to spotlight successful rarely acknowledged as a widespread •Reframing physical barriers urban issue. There are very few studies approaches to mitigation; and to share •Recommendations and calls to action on physical or administrative barriers, recommendations to (a) reduce the for policymakers and built environment and fewer still addressing the social, impact of existing barriers and (b) avoid practitioners economic, and health impacts thereof. creating new ones. Ultimately, the goal is to help create a more connected, inclusive •Additional resources and research in Overcoming London’s Barriers set out to and viable city. this area help clarify and mitigate the impact of visible and invisible barriers on London’s Running throughout 2018, this research Future of London is grateful to partners growth and people. These features aren’t brought together more than 350 people Countryside Properties, Arup, and Pollard going away any time soon: boundaries of from the public, private, and third sectors Thomas Edwards for their support and one kind or another will continue to define through senior roundtables, a full-day content contributions.

Report | Overcoming London's Barriers 3 DEFINITIONS OF BARRIERS Physical barriers

Physical barriers are aspects of the of accessibility features like step-free become no-go zones after dark (also public realm that divide places, access, tactile paving, and uncluttered limiting their use as commuting routes, particularly for pedestrians and cyclists. pavements. especially in winter); walkways that are At the largest scale, major roads are functional in good weather can become the best-known and most-researched Many of London’s physical barriers submerged and blocked after heavy culprits, and their impacts are play a dual role of both connector rain; development sites are impassable sometimes referred to as ‘severance’ and divider. Roads, railways, and until construction is finished. or ‘community severance’. While less waterways move people and goods researched, at-grade or elevated rail across the city, but can make travelling Physical barriers often compound one infrastructure and waterways can also through or accessing neighbourhoods another. For example, disrupt connectivity. difficult. and Poplar were initially separated by a major road in the '60s; this division At street level, physical barriers include In some cases, the effect of physical has since magnified by DLR tracks poor lighting, lack of wayfinding, barriers is dynamic. Roads that are busy and a depot. In northwest London, the large fenced-off areas like brownfield during daytime peaks may be quiet Midland Main Line/ railway sites, impermeable buildings with big and easy to cross in the evening; parks barrier is exacerbated by a section of footprints, and substandard provision that are inviting during daytime may the North Circular.

The built environment is full of barriers like lack of tactile paving and lowered kerbs, street clutter, narrow Even where crossings are provided, infrastructure like pavements and uneven paving. While seemingly small, the A4/M4 flyover in Hounslow remains hostile due to they have a big impact on movement for older people high traffic volumes, pollution, poor lighting, long waits or those with pushchairs or disabilities. to cross, and insufficient crossing times.

4 Overcoming London's Barriers | Report Green spaces like Burgess Park in Southwark are ’s route through Newham brings greater beloved assets, well-used by local people and connectivity to the rest of London – as well as the commuters alike during daylight – but with no internal Newham Trackside Wall, a mile-long concrete wall lighting, travelling through the park may be off-putting intended as a noise, flood and trespassing barrier. To at night or in winter. Detours around the park involve reduce its impact, Crossrail has commissioned local travelling along high-traffic roads. artists to design murals with residents, ‘reframing’ the wall as a public art canvas and bringing people together in the process. Photo from Crossrail.

Canary Wharf and Poplar are separated by a large development site, high-volume Aspen Way, and Waterways lack the visual brutality of other types of multiple DLR tracks servicing the depot and operating barriers, but without bridges, space to manoeuvre, lines. Aside from the Aspen Way footbridge, where this good lighting and sightlines they become impassable photo was taken, the nearest pedestrian crossings are and separate people from amenities. 600m to the west and 1km to the east.

Report | Overcoming London's Barriers 5 Administrative barriers

London is divided by a multi-layered Organisations like the Metropolitan centuries-deep allegiances for ‘north’ network of organisations and Police, NHS and sub-regional or ‘south’ still prevalent) and acting as development areas including the partnerships similarly span multiple a border for every London borough that GLA, local authorities, development levels. Postcode districts add touches it. The Rivers Lea and Roding corporations, Opportunity Areas, another layer, albeit one outside the and Creek also serve as wards, conservation areas, red-line jurisdiction of London’s various levels borders, as do sections of roads like the boundaries around development of government and elected officials. In A5, M25, and North Circular. sites, neighbourhood plans and more. many cases these administrative areas Administrative barriers can arise when overlap, as illustrated below. Administrative boundaries aren’t usually trying to work across these structures. visible, but their influence on policies, Each has different, and sometimes Administrative barriers often align politics, and service provision leaves its opposing priorities, working practices with physical barriers. The Thames is a mark on how neighbourhoods evolve and service delivery. classic example, bisecting London (with and respond to change.

Administrative Boundaries The graphic below offers examples of administrative boundaries of different levels and types.

Pan-London Sub-London/Cross-Borough Greater London borders 17 other authorities and there are Large Opportunity Areas such as the Lea Valley OA dozens more within the city’s commuter belt. often span boroughs. The proposed Ultra-Low Emissions Zone will also traverse borders, aligning with the north At the regional level, the Greater London Authority and south circulars. boundary aligns with that of and the London Economic Action Partnership (local enterprise While not statutory, many bodies like WestTrans work partnership). The NHS England London region, across boroughs, while the Metropolitan Police’s Borough Metropolitan Police, and London Fire Brigade operate Command Units span neighbouring local authorities, such within this boundary. as the Barking & Dagenham, Redbridge and Havering unit. These boundaries affect areas like city-wide policy, transport, investment, emergency services, health strategies, housing These sub-regional actors have influence over economic benefit and devolution. development, housing, policing, growth, environment, and inward investment.

6 Overcoming London's Barriers | Report Research remit

While there are countless barriers in touches on it, more in-depth resources These range from professional jargon London, this work focuses on physical can be found in the appendix. and organisational culture to broken and administrative barriers that Future community trust or mismanaged of London’s 3,800-strong network For administrative barriers, the report communication. comes across often and has the power largely focuses on working across to influence. borough boundaries; co-ordinating Future of London’s own remit is to tackle approaches to development sites, this last set of barriers head-on, in For physical barriers, the report covers particularly where multiple boroughs, the every aspect of its projects, courses and large-scale issues such as severance GLA, and/or different delivery partners networks. Virtually every cross-sector from major roads and railways as well are involved; and spreading development conversation about London turns up as street-level concerns that prevent benefits beyond red-line boundaries. similar goals – a sustainable, viable, people from making the most of their equitable world city. Putting these neighbourhoods. Accessibility is a huge Arising from both sets, and the research conversations into action is the key to issue in its own right; while this research and responses gathered through achieving them. 2018, are socio-cultural divides.

Local Planning Authority Ward/Local Boroughs such as Ealing and Newham are Few London boroughs are wholly under the control of responsible for planning strategies, planning permission, a single political party; most comprise councillors from social housing provision, council tax, health, road different parties. East Finchley is a Labour ward maintenance and scores of other critical services. Overall abutting a Conservative one, for example. Wards align political control may differ from one borough to the next. with Metropolitan Police Safer Neighbourhoods Teams. Each borough’s borders also align with a corresponding NHS Clinical Commissioning Group. Neighbourhood Plans also operate at a local level, often spanning wards or even local authorities, as is the Mayoral Development Corporations Old Oak & case with Highgate . Similarly, conservation areas Park Royal and the London Legacy Development like Muswell Hill , BIDs like Hampstead Village , Corporation fall across multiple local authorities, but and development sites like Brent Cross/Cricklewood have responsibility for planning and strategies within their may fall across borders, whether others within the ‘local’ borders. category or those at borough level.

These borders influence development, planning, inward investment, and more.

Report | Overcoming London's Barriers 7 CHALLENGES

Barriers – at least in terms of ‘fixing’ linked to physical barriers, many bring their own challenges, and have them – are as complex as the city especially affecting vulnerable people. as much influence on how the city itself. Future of London’s research Administrative boundaries, while not as functions. Both types have implications identified several high-level problems immediately visible as physical barriers, for planning, development, and growth. Physical barriers

The impact of roads, railways and waterways can be felt in almost every London neighbourhood. The effects are complex and often magnify each other, but aren’t widely understood. Challenges arising from physical barriers Limited movement Physical barriers can prevent easy access to employment, education, shops, services and social infrastructure. The combination of extended journeys to navigate around a barrier and

substandard public realm can result in copyright and database right (2018) Contains OS data © Crown people using cars instead of walking The Old Oak and Park Royal Development Corporation and Opportunity Area is or cycling to get from A to B. This divided by the Grand Union Canal , multiple rail tracks and a depot, and major adds to poor air quality and negative roads . It also sits across three local authorities . perceptions of safety and place. face development challenges such as Compounded barriers Limited growth funding new infrastructure to connect When barriers compound one another For many towns across the country, to surrounding neighbourhoods, (e.g. roads along railway tracks), they post-war development brought addressing higher levels of deprivation can expand to cover a sizeable area, large-footprint buildings and well- often found in degraded landscapes, making it even harder for people on intentioned major roads which now limit and working across multiple planning foot or bike to navigate. With additional movement and investment. Croydon authorities (see case studies for LLDC, p. stakeholders and landowners involved, is a classic example, with a complex 17 and Beam Park, p. 18). tackling compounded barriers is even system of subways threaded beneath trickier than standalone ones. its ring road and punctuated by large, Wasted space impermeable commercial blocks. Until Elevated roads and railways create recently, its fragmented town centre awkward undercrofts that are difficult was an unwelcoming environment for to sew into the urban fabric and use development and inward investment productively. In cities where land is (see Croydon case study, p. 23). at a premium and public bodies face increased scrutiny about value for Difficult development money of major new infrastructure, To meet housing and employment there’s no room for wasted space (see demands in a city running out of space, New York case study, p. 27). the capital is increasingly resorting to sites previously thought too difficult to The combination of the A4 and the develop. Most of London’s Opportunity raised M4 creates a substantial barrier Areas – including the Lea Valley, Old to accessing nearby shops and services Oak and Park Royal, Barking Riverside on foot or by bike. and Kings Cross – are ‘difficult’ sites bisected by major roads, railways, waterways and/or multiple political boundaries. They, as well as many other severed sites across the city,

8 Overcoming London's Barriers | Report will often risk crossing busy roads at impacts of infrastructure like railways and street level to avoid them. Similarly, waterways. undercrofts and other public places Health impacts with poor lighting and wayfinding may The impact of road noise and air deter travel. This is especially likely for pollution on health is well documented. vulnerable groups. Every year, 9,000 Londoners die Social impacts prematurely from long-term exposure Appleyard and Lintell’s oft-cited 1972 to air pollution, and one in four London Safety perceptions study of three residential streets in San schools are in areas exceeding safe Croydon’s ring road can be crossed Francisco1 showed how increased traffic legal pollution levels.³ Research by TfL by at-grade crossings or subways, volume correlated with residents having found substantial health inequalities but the subways don’t always align fewer social connections on their road, between people living on busy streets to pedestrian desire lines. They’ve especially along the opposite side. and those in quiet ones. Reasons include also fallen out of favour due to Similar studies have replicated these air pollution, noise, physical inactivity, safety concerns. conclusions, which affect people of all lack of independent mobility for children, ages – for example, children prevented increased collisions and social isolation4. Subways are a traditional solution to from playing on streets because of safety All of this has implications for public crossing busy roads but are susceptible concerns have reduced opportunities health costs and budgets. to flooding and concerns about safety. for social interaction.2 By contrast, While instances of crime are usually streets with slow-moving or low- lower than perceived, fear of using volume traffic tend to have more social subways is common and people integration. Less is known about the

‘There is a lack of consistent guidelines for the identifcation and solution of the problem. When sever- ance is considered, only broad assessments are made, generally lacking either rigorous quantitative measurements of the incidence and magnitude of the problem or any detailed qualitative input from the communities affected.’

– Community Severance: Where Is It Found and at What Cost?5

Challenges to addressing mitigating impacts as well as helping to share lessons learned or build these into impacts overcome barriers by sharing replicable the design of future projects. lessons. What became evident early in this Any effective mitigation strategy research was the underlying challenge Where funding exists to understand, requires a multi-disciplinary approach, of fully understanding and quantifying measure and mitigate impacts, it tends potentially involving planning, health, the impacts of physical barriers. Most to be limited to major new schemes. transport, design, social services, guidance or other research is limited to Securing investment to study the economic regeneration, and public assessing road-based severance; little effects of modifying or fixing existing realm departments across national, is said about the impacts of waterways, infrastructure, or for smaller projects, is regional and local organisations from railways or other infrastructure – let far harder. the private, public and third sectors. alone how to overcome any of them.6 Such joined-up working is a challenge Future of London’s research is starting Additionally, the lack of widespread in itself. to fill in the gaps, highlighting the issues post-completion evaluation limits the to be addressed in measuring and sector’s ability to understand impacts,

Report | Overcoming London's Barriers 9 Administrative boundaries

London’s administrative boundaries present three core challenges: the disconnect between planning policies and priorities between (and within) organisations; investment in neighbourhoods at borough edges; and the limited benefits of regeneration beyond red-line boundaries. All impact on the way people live, work and play in the city. Policies and priorities Growth in London is influenced by national, regional and borough-level policy, plus strategies implemented by Mayoral Development Corporations,

Opportunity Areas, Business Travers Tony Image courtesy Professor Improvement Districts, Local Enterprise Parking is just one of many services managed differently across boroughs Partnerships and others. In the main, Living on the edge it is boroughs that drive policy – but as waste collection, parking and Civic and economic hubs tend to be there are divergent views across and health are managed differently by located near the centre of boroughs, within local authorities about how each authority. Residents in fringe accessible to the greatest number of those policies should be implemented. neighbourhoods are affected by residents – and attracting the lion’s Boroughs have different political differing service provision and policies share of policy focus and investment. leadership, interpretations of law and from each bordering borough, but may Border communities risk falling off the policy, and planning priorities. (see not know who to contact about certain radar. Beam Park case study, p. 18). issues, or end up having to contact officers and members across multiple Clashes can happen where regional and The neighbourhood of Crystal Palace boroughs. local priorities collide. For example, the is a case in point, sitting across five boroughs without being a priority for imposing M4/A4 corridor in Brentford, For developers, housing associations, any. A review of borough policies Hounslow is essential to moving people their consultants and advisors working in 2015 found that of the five, only and goods in and out of the capital but strategically across boroughs, it can Lambeth formally recognised Crystal creates an unpleasant environment for be equally difficult to know which Palace as a key cross-border issue8. pedestrians. Multi-agency ownership departments and people to approach, Areas like Cricklewood and Finsbury complicates efforts to improve or change and vexing when responses from each Park (see case study, p. 19) similarly the road network: Highways England don’t align. manages the M4, Transport for London struggle with disjointed policy across the A4, LB Hounslow the intersecting neighbouring boroughs. Displacement local roads, and several landowners One roundtable participant explained Regeneration can bring social, abut the corridor. Each has different, and how this has played out in a major economic and environmental benefits sometimes conflicting, priorities. estate regeneration scheme. The to an area, but where people live in relation to the ‘red line’ boundary Duty to Cooperate, a national estate is adjacent to a park in need of refurbishment, but the estate and around a regeneration area can result government policy introduced in in short- or long-term displacement. 2011 to compel planning authorities park sit in different boroughs. Despite the obvious benefits of improving the Investment within the boundary to co-ordinate on cross-boundary pushes land values up, often creating strategic issues, lacked incentives park for residents on both sides of the border, the local authority responsible an affordability barrier for local and enforcement to achieve this people. This is resulting in migration goal. It remains to be seen whether for the estate regeneration will not allocate Section 106 money to the from inner to outer London, or out of the government’s addition of the London altogether.9 Urban renewal ‘Statement of Common Ground’ in neighbouring authority responsible for the park. projects must ensure local people autumn 2018 will have the desired aren’t disadvantaged by investment 7 effect. In addition to planning and and growth. development, council services such

10 Overcoming London's Barriers | Report Index of multiple deprivation (deciles)

most deprived least deprived

GLA boundary Local authorities boundaries Waterways At- or above-grade railways A-roads and motorways Contains OS data © Crown copyright and database right (2018) Contains OS data © Crown In some areas, barriers correspond with dramatic variations in indices of multiple deprivation. For example, stark differences can be seen in places like Canary Wharf and Poplar (separated by road and railways); the - border; South Acton and Chiswick (separated by railways); Stonebridge and Wembley (separated by the River Brent and North Cicular); and east and west Haringey (separated by railways). It's important to note that these are correlations – further investigation is needed to understand the deeper links between deprivation and barriers, but data and maps like this can provide a starting point.

Report | Overcoming London's Barriers 11 SOLUTIONS

Despite the challenges, Future of London’s The starting point is understanding projects across administrative barriers. research uncovered numerous solutions barriers – both physical and For physical infrastructure, initiatives for mitigating barriers and their impacts. administrative, and through analysis, for reducing or reframing barriers can This section brings together a selection observation or consultation. From operate from local to regional level. of case studies with effective, replicable there, working beyond barriers is approaches, grouped by theme. about effective strategies for delivering Understanding barriers

Understanding barriers is the critical first Understand how people Consider how barriers are step to effectively addressing them, and experience barriers linked to economic, social, involves more than identifying physical When it comes to physical barriers, and health impacts infrastructure. people experience them differently There is limited academic research or depending on gender, sexuality, Map how and where barriers technical guidance making a direct age, ethnicity, disability or previous connection between physical or are embedded within policy experience, whether positive or administrative barriers and economic, and the built environment negative. What is a barrier to some may social or health impacts.10 There clearly Once constructed, physical barriers not be a problem for others. are impacts, but quantifying them and embed themselves quickly, rewiring extrapolating which aspects of the built Administrative boundaries also people’s movement patterns and environment cause which effects can influence people’s experience of changing the identity of communities be incredibly difficult in a laboratory as places. For example, people living or over time. Administrative divides also complex as a living, changing city. run deep, especially where boroughs working in areas spanning multiple have conflicting policies, approaches or boroughs (e.g. Crystal Palace, Finsbury In particular, practitioners need tools to politics. These barriers often compound Park) are affected by decisions made gather replicable, reliable, and easily or intersect with one another. by all the local authorities involved, accessible information on the impacts not just those in which they live or pay of barriers. UCL’s Dr Paulo Anciaes has Mapping networks of barriers gives a business rates. called for the creation of “objective holistic view, especially when bolstered severance indicators” combined with In addition to mapping physical and by other data. For example, Space consultation to understand how best to administrative barriers, research Syntax’s Integrated Urban Modelling define and measure ‘success’.11 approach (see Trafalgar Square case methods like observing movement study, p. 13) shows how people move patterns, surveys and consultations This doesn’t just apply to existing through a space, highlighting things like (face-to-face and online) are useful barriers. New developments risk desire lines, popular routes, and areas for learning how different groups or creating new barriers, so it’s crucial people avoid. Mobile data is also individuals experience barriers and to understand whether proposed increasingly relevant, as signals can be borders. For example, walking surveys development will add new or used to show mass movement patterns and interviews with older people reveal exacerbate existing barriers and work under a range of conditions (e.g. unique obstacles (see Older People to mitigate this if so. Considering a weekends vs weekdays, night vs day, case study, p. 15). LB Lewisham has total ‘mitigation strategy’ rather than sun vs rain). Other guidance like TfL’s incorporated this approach, along with individual mitigation measures may be Pedestrian Comfort Guidelines or UCL’s a holistic view of area-wide barriers, in an effective way of dealing with the Street Mobility Toolkit are useful for a its regeneration plans for town various aspects of severance and the more granular level of understanding. centre (see Catford case study, p. 14). different communities involved.12

12 Overcoming London's Barriers | Report Transforming Trafalgar Square13

In the mid-1990s, Trafalgar Square was Tourists were more likely than Londoners a café supported Trafalgar Square as cut off from the National Gallery by a to brave the road and linger in the a viable public space. Westminster busy, multi-lane road and suffered poor square. Perplexingly for the project Council insisted on lifts to accompany connectivity to spaces to the south, with team, tourists clustered in the southeast the staircase and accessible toilets, narrow pavements and few pedestrian corner, and would dash across the road ultimately making the site welcoming crossings. As part of the ‘World Squares to the small, unconnected traffic island to a broader range of people. The for All’ project, Westminster, TfL, the south of the square. project team consulted with more than GLA, and Westminster Council sought 180 public bodies and thousands of to improve public spaces between The team adopted a new perspective individuals throughout the process Trafalgar and Parliament Square 850m and reviewed the study area as if they and achieved strong support for the to the south. were tourists, discovering that people redesign. made the perilous journey to the During the masterplan commissioning island because it offered panoramic The redesign was finished in 2003 process in the late 1990s, Space views, useful for wayfinding and and post-completion analysis found Syntax supported the Norman Foster photo opportunities. However, tourists movement in the square increased 13 & Partners bid with a detailed analysis struggled to reach Parliament Square times over previous levels. Trafalgar of how people moved around and from the island. While the busy road Square is still a tourist hotspot, now used Trafalgar Square. The Space between the square and National safer and easier to navigate. But Syntax team started by observing Gallery was initially the more obvious improved access has also helped routes people used, where people barrier, observation unveiled the need to the square become one of London’s clustered, and who the people were. address connectivity to the south as well. key civic and democratic assets, They repeated their observations during hosting celebrations and political different times, days and seasons from These findings helped Norman Foster & demonstrations that reconnect more than 300 locations in the area. Partners win the masterplan bid. Further Londoners with the space. observation and pedestrian modelling The team found that Londoners avoided – the most advanced at the time – walking through the square, sticking informed design solutions, including to the narrow pavements around the pedestrianisation of the road north of edges – or, as Foster observed on a the square, a large staircase connecting site visit: “It is so tight that people climb it to the National Gallery, and better up onto the grass above the narrow diagonal connectivity within the square. pavement to try to overtake the crowds In addition to helping people travel of people blocking the way.” more safely, amenities like seating and Images courtesy Space Syntax Trafalgar Square movement patterns before the redesign. Movement patterns after the redesign (no differentiation Blue lines indicate Londoners’ paths, green lines are tourist between Londoners and tourists). Note the less rigid paths, and red dots are stationary pedestrians. movement along the pedestrianised area north of the square and increased density of stationary pedestrians, especially at the north where the new staircase was installed.

Report | Overcoming London's Barriers 13 Consulting in Catford town centre

Catford is both the civic and Through Commonplace, an online centre environment gave them more geographical centre of LB Lewisham, mapping and consultation tool, confidence to implement a solution. connected by two railway lines, the complemented by face-to-face Findings from the study and consultation Ravensbourne and Pool Rivers, and consultations, people left upwards of exercises are now informing the Catford major roads including the South Circular 1,700 comments on the town centre town centre masterplan, due for – which has hindered masterplanning and identified aspects for improvement. approval in mid-2019. in Catford for the last 50 years. But with Notably, railway lines and rivers Catford town centre designated as part proved less frustrating for people than Using Lewisham Gateway as precedent of a London Plan growth corridor and the South Circular, which drew ire for (see Lewisham case study, p. 22), a possible stop for TfL’s making Catford feel unsafe, polluted, LB Lewisham plans to re-route the extension, change is on the horizon. and difficult to travel through on foot or South Circular south of the council’s by bike. LB Lewisham also incorporated own Laurence House and remove the To better understand the impacts of ‘User Experience Design’ into their gyratory, creating opportunities for severance and options for regeneration, consultations, involving one-on-one development and improved connectivity LB Lewisham commissioned Gensler town centre walkabouts with residents ahead of the area’s anticipated growth, to do an integrated study of the town to learn about specific issues and which includes 3,000 homes across centre. The work took a holistic view barriers within the public realm – and five sites. The bold plan has approval of all local infrastructure – not just solutions to address them. from LB Lewisham’s cabinet, TfL and the the South Circular – and movement Mayor, bringing an end to the 50-year patterns. Alongside this, the council For the council’s regeneration team, standstill over the South Circular. set out to understand local people’s the volume and frequency of concerns concerns about the town centre. about the South Circular and town

LB Lewisham wants to re-route this section of the busy South Circular, which cuts through Catford town centre, to the south of Laurence House (i.e. the right side of the building in the centre of the photo).

14 Overcoming London's Barriers | Report Talking to a diverse range of people, including older people, uncovers individual barriers to using the built environment. Taken together, these barriers can show recurring issues to address as priority.

Older people’s experiences in the built environment14

As a fast-growing demographic, of safety. Participants also reported as people become concerned about over-55s will have a huge impact on wanting social reasons to walk rather leaving their home or the familiar areas cities. During a research project to than walking for health alone. of their neighbourhoods. understand barriers to older people’s mobility and use of the public realm, Research by Age UK complements The two studies suggest retaining researchers at the University of this work, finding that neighbourhood familiar aspects of a place during Edinburgh used walking interviews characteristics (e.g. streets that are periods of rapid change; designing and electroencephalograms (EEG) difficult to cross, hard-to-reach safe, well-lit, accessible public spaces; to measure brain activity among 20 amenities, area deprivation) contribute and including features like public toilets participants. Results showed that to loneliness among older people. and places to sit. Although the barriers participants enjoyed environments At the same time, older people with older people experience in the built that are colourful, familiar, and inspire mobility or health issues are less likely environment may differ from other good memories. Familiarity is especially to be able to easily access the public groups, solutions like these benefit important for wayfinding (e.g. realm, increasing time spent alone. not just older people, but people of navigating by landmarks) and feelings Fear – of crime, of change, or of the all ages. unknown – also contributes to loneliness

Report | Overcoming London's Barriers 15 Working across barriers

London’s political boundaries rarely delivering the redesigned London forward-thinking developers are change, and the red lines bounding Bridge station took this approach. already keen to work beyond red development sites tend to stay in place Multi-borough shared services offer a lines, boroughs should support them until completion, with their influence longer-term version of this. For example, to identify suitable opportunities felt long after. However, the policies, WestTrans, a partnership between TfL to strengthen existing routes and/ processes, and people within these and six west London boroughs, funds or create new ones and ensure the borders are dynamic. These are aspects a small, dedicated team to co-ordinate efficient location of new facilities. to address when seeking to overcome sub-regional transport and engage with This will extend the benefits for the administrative barriers. local businesses. local community and the agencies responsible for long term management, For the largest, long term and more In other cases, boroughs have retained maintenance and service delivery. complex programmes, setting up their own teams, but arranged joint- Mayoral Development Corporations working forums and agreements Grassroots groups with their own or Enterprise Zones embeds cross- (see case studies for LLDC, p. 17 and funding (e.g. crowdfunded schemes, border working. The London Legacy Finsbury Park, p. 19). For a ground-up Big Local) can make significant Development Corporation and its approach, structures like Trusts (see case contributions to the built environment precursors have been crucial to studies for Wandle Valley, p. 20 and the – even more so when they have delivering London 2012-related p. 28) and Neighbourhood support from boroughs (see Peckham development that benefits people Plans (see Finsbury Park case study, p. Coal Line case study, p. 26). For beyond the Olympic Park (see LLDC 19) give communities an opportunity to local people, one of the biggest case study, p. 17). In the Royal Docks, strategise across borders. administrative barriers, recurring an Enterprise Zone set-up allowed throughout our research, is the difficulty the GLA to use business rates to hire Spreading the benefits of development of communicating with boroughs, a dedicated team to coordinate schemes beyond red lines is another developers, and other stakeholders. development and regeneration projects challenge. Local authority planners Early engagement helps, as does clarity within that area of East London. should be clear about the physical on whom to contact about specific connections, amenities and local issues – but in either case sufficient staff Options for cross-border/cross- character that can help stitch new time and resource must be allocated organisation teams are to co-locate development into the existing urban to address concerns and support offices, establish project departments fabric. This can be achieved through community-led projects. or arrange team-building workshops. a strong vision and commissioning Several organisations involved in and/or planning agreements. Where

16 Overcoming London's Barriers | Report Partnerships for the Olympic Park15

Working in partnership London won the 2012 Olympic bid on the premise of regenerating a large industrial and brownfield site in east London. In 2005, infrastructure that was historically integral to the area’s economy – its waterways, railways and roads – severed the future Olympic Park site both internally and from the rest of London. On top of the obvious physical barriers to regeneration, the site dips into four local authorities: Tower Hamlets, Hackney, Newham, and Waltham Forest.

A joined-up approach was crucial to delivering the Olympics, the Park, and accompanying regeneration. In 2009, of new schools around its perimeter, the neighbouring boroughs (along Achieving ‘convergence’ bringing a daily influx of students and with fellow host borough ) Success in achieving these parents from both surrounding and new established a multi-area agreement* ‘convergence’ goals is mixed to date. neighbourhoods. to co-ordinate an Olympic legacy For example, 2015/16 reports found strategy. Host boroughs developed a The upcoming UCL East campus student achievement meeting or on ‘Convergence Framework’ with the aim should have a similar effect for young track to meet targets, while objectives for residents of host communities to have people with additional public-access tied to deprivation, crime, and physical the same social and economic chances programming aimed at local residents. activity were falling short. The London as the London average by 2030. Here East – a hub for high-tech Assembly’s 2017 review praised the companies and research – is an LLDC’s progress in developing housing, The cross-sector Olympic Legacy essential component in the LLDC’s East business, and creative industries within Company was also established in 2009 Works programme, which connects the Park, but noted that cash- and to implement a Legacy Masterplan local people to job opportunities in the resource-strapped boroughs have Framework addressing design and tech sector through hands-on industry struggled to support convergence access of the Olympic Park. Following experience and accelerator schemes. projects, which would have impact the 2012 Games, the GLA replaced this beyond the LLDC and park boundaries. company with the public-sector London At the same time, the LLDC intends Legacy Development Corporation to ensure the area’s more traditional As a remedy, the Assembly calls for (LLDC). Part of the LLDC’s remit is to industrial and manufacturing businesses the LLDC to develop an updated connect Queen Elizabeth Olympic Park and artist studios aren’t cut off or Convergence strategy and ‘emphasise with the rest of London, overcoming the pushed out as development intensifies. the need for a collaborative vision social, economic, and physical barriers Its investment programme provides extending well beyond the boundaries separating it from neighbouring areas. affordable workspace, business of the Olympic Park’. Mechanisms Being structured as a development support (with a business development to track progress have been vital to corporation allows LLDC to take a co- manager jointly appointed by LLDC, LB identifying these gaps and providing ordinated approach across four local Tower Hamlets and LB Hackney) and future iterations of the strategy with authorities, cutting through potential networking. clear goal posts. inter-borough administrative conflicts or barriers. This focus on accessible legacy extends to former Olympic venues. The London *Multi-area agreements were a An accessible legacy Aquatic Centre has affordable pricing government initiative between 2008 Integrating the park into East to attract local people, and the LLDC and 2010 to promote sub-regional, London requires more than physical hopes to better integrate the Olympic cross-boundary working and more infrastructure: routes in need to be Stadium into the ‘social’ landscape efficient use of public funds. They welcoming and local people need to of the park through a roster of events were replaced by Local Enterprise feel the park offers them something. appealing to local people. Partnerships under the coalition One way of attracting people to the government and repealed in 2015. park has been the strategic placement

Report | Overcoming London's Barriers 17 Image courtesy Countryside Properties Benefits beyond boundaries in Beam Park

The Beam Park regeneration area In autumn 2018, the GLA granted Enhanced connectivity will provide falls within two boroughs – Barking permission for the scheme and the JV access to planned amenities for & Dagenham and Havering – and partners are working to bring forward surrounding communities. These include faces numerous constraints. The site is a total of 3,000 homes, 50% of which two new primary schools; a nursery; bordered by Avenue to the west, a will be affordable. A new railway new community spaces, including a proposed development site to the east, station will form a key part of Phase 1 multi-faith workshop space, leisure the A1306 New Road to the north and work, serving residents well beyond facilities and play space; and new the High Speed 1 and regional railway the development redline. Countryside green spaces and parkland. lines to the south. The River Beam, which is leading on construction and design, is also the boroughs’ border, passes and liaising with stakeholders including Perhaps the most significant benefit to through the site. TfL, , and GLA. communities beyond the development area is the creation of a Medical Centre Bringing forward major residential In line with the Rainham and Beam Park capable of serving 21,875 people. development on the site required joint Planning Framework, development The new development’s projected venture partners Countryside Properties will seek to reduce the physical population is 7,170 people, leaving a and L&Q to submit a hybrid planning barrier posed by the A1306 New surplus of 14,705 spaces for residents application to the two boroughs. Road, greening the corridor and outside the Beam Park development Though always advisable, joint working providing connections between existing area. Countryside is leading on design from an early stage isn’t fool-proof: communities in the north and their new and fit-out, but other key stakeholders Barking & Dagenham approved neighbours to the south. Funds are also include the boroughs, L&Q, GLA the initial application, but Havering committed to improve the local bus and Clinical Commissioning Groups members rejected it over concerns network, pedestrian and cycle links. representing Barking & Dagenham, of proposed densities. The Mayor Havering and even Redbridge, showing finally ‘called in’ the scheme to resolve the reach of proposed benefits. massing issues.

Local authorities Waterways At- or above-grade railways A-roads and motorways Beam Park site LB Barking & Dagenham LB Havering

Contains OS data © Crown copyright and database right (2018)

18 Overcoming London's Barriers | Report Forums in Finsbury Park

Straddling three boroughs – Islington, challenges remain. Some of these are viewed the borough as an enforcement Hackney, and Haringey – Finsbury being taken up by the Finsbury Park body, collecting rates but offering no Park depends on cross-borough co- and Stroud Green Neighbourhood tangible support. In 2017, they staged operation for effective policymaking Forum. For example, mismatched a protest at the turning on of Christmas and regeneration. TfL and Network Rail planning policies between boroughs lights, sparking a dialogue with other are key players, along with businesses, impact issues such as housing and stakeholders. residents, and community groups. permitted development. The group is hoping to ratify a Neighbourhood Plan Council officers are now working with Finsbury Park is home to four distinct to cover the area as a whole, rather traders to enhance the retail offer at commercial districts: Blackstock Road, than dividing it into borough segments, Fonthill Road and traders have an outlet Stroud Green, Seven Sisters, and Fonthill ultimately bringing consistency, aligning to discuss concerns about the impact Road, making economic policy a top policies and fostering cohesion. of City North, with all parties working priority for all boroughs. While the districts better together and looking for win-win have different histories and specialisms, Looking ahead, new developments outcomes. In 2018, the stakeholders many of the challenges traders face bring opportunities and risks. While agreed plans for a community festive are similar, and each area’s local Trade planning agreements through the street market, delivered jointly and Association meets regularly. The traders large City North development gave with sponsorship from developers, are also a key part of the multi-borough TfL the opportunity to make significant to promote the area as an attractive Town Centre Management Group accessibility improvements at Finsbury specialist retail location. A thriving (TCMG), which aims to co-ordinate Park station, construction mandated Fonthill Road benefits all parties, activity and prevent duplication of the closure of the Wells Terrace station and should be more achievable as initiatives, bringing policies from the three entrance, significantly affecting footfall communication improves. boroughs in line with one another. The on Fonthill Road. This, combined with group meets quarterly and comprises the a downturn in Fonthill Road’s thriving four trade associations, representatives textile wholesale industries, threatened from each borough (officers and livelihoods on the road. councillors) and TfL. Until recently, the relationship between While the TCMG is central to cross- stakeholders – LB Islington, City North, borough working in the town centres, TFL and traders – was strained. Traders

Report | Overcoming London's Barriers 19 Area-wide working in the Wandle Valley16

The River Wandle was called “Europe’s The Trust helped set up the successful The Trust is now preparing to deliver on hardest-working river”17 in the 19th Living Wandle Partnership, and along a large scale. Its 2016–2021 Wandle century, and despite the decline of the with the four boroughs and other Valley Strategy sets out six strategic industries that earned it the nickname, partners, has secured more than £1.7m aims for the Valley and its recent is still a strategic asset for London. The for capital and revenue projects in the Wandle Valley Prospectus supports the Wandle Valley stretches through four Wandle Valley, delivering conservation, ongoing development of the Trust itself, boroughs (Croydon, Sutton, Merton and community, access, and training work. a model which could be replicated Wandsworth), and is re-emerging as one across London (see also Westway Trust of the capital’s key corridors, hosting a case study, p. 28). fifth of London’s manufacturing and with plans for some 50,000 new homes and the investment to support this social and economic growth.

The challenge is to provide the means to deliver greater connection to and between the valley’s open spaces, and in so doing, create an asset bigger than the sum of its parts. This is the Wandle Valley ‘Regional Park’ concept, championed by the Wandle Valley Regional Park Trust (WVRPT) and its partner organisations, with support from local authorities, the Mayor of London and other stakeholders.

The purpose of the WVRPT is to overcome barriers by providing “the leadership and co-ordination of an effective sub-regional partnership that will improve the effectiveness, coherence, resilience and quality of the Wandle Valley”. Established in 2013, the Trust has worked with many delivery partners to raise the profile of the area, highlight the significance of the river and promote the Regional Park concept. Image courtesy Sue Morgan

20 Overcoming London's Barriers | Report Reducing barriers

Physical barriers are usually deeply •Road crossing points: reducing cyclists, and pedestrians) on routes; ingrained, forming part of local-, the number of crossings to reach construction areas; public toilets; city-, or region-wide networks. a destination; adding new, fully- accessible crossing points; slopes/ Given the importance to connectivity accessible crossings at desire lines; inclines. and the economy, it’s rare for major using ‘colourful crossings’; creating infrastructure like roads and railways raised junctions; giving people Initiatives to reduce barriers are to be removed entirely. And, as noted enough time to cross; ensuring tactile also key to unlocking development. in Challenges, even new infrastructure paving and dropped kerbs are built Examples like (see with a remit to improve connectivity to high standard case study, p. 23) show how, and their sometimes brings unintended harm. lessons are becoming more relevant as •Other road changes: narrowing London’s remaining development sites Measures to help people move around lanes; lowering speed limits; closing often suffer from lack of connectivity. the built environment and lessen the roads to motor vehicles; high- negative impacts of physical barriers quality, protected cycling lanes At a personal level, reducing barriers range from small-scale interventions and facilities at junctions; removing within the built environment addresses like ensuring planting doesn’t obscure roundabouts/’peninsularisation’ (see many individuals’ fears and changes sightlines to large-scale schemes like Lewisham case study, p. 22) their assumptions about a place (see new bridges. The approaches below Poplar case study, p. 24). For others, offer a few starting points. •Creating new routes/permeability: more needs to be done to tackle punching through railway viaduct deeply-held perceptions about places. •Public realm improvements: providing arches; building cycle tracks; Given the private nature and myriad good lighting and clear sightlines; constructing pedestrian and cyclist origins of individual barriers, they are offering places to sit and rest; bridges challenging to address, but community- providing public toilets; keeping led approaches can make significant pavements clear of clutter and •Designing mapping apps and digital inroads to empowering individuals to excessive street furniture; providing tools to show things like step-free make the most of their neighbourhoods wayfinding/maps; reducing slopes/ routes; footpath widths; less polluted (see Westway Trust case study, p. 28). inclines; removing railings routes; volume of use (motor vehicles,

AccessMap (accessmap.io) is a tool developed by the University of Washington to enable accessible journey planning throughout hilly Seattle. Rather than optimise routes for the shortest time or distance, AccessMap can avoid routing users along steep inclines, areas with no footpaths or lowered kerbs, or streets with construction.18

Report | Overcoming London's Barriers 21 Linking up Lewisham town centre

Since 2015, Archway, Elephant & Lewisham, TfL, , and the centre and communities to the west – a Castle, and Old Street roundabouts London Development Agency worked challenging journey on foot or bike due have undergone ‘peninsularisation’, with together to design a new road network to the largely impermeable shopping one arm of each roundabout closed and bus station called Lewisham centre façade, wide Molesworth to motor vehicles and road networks Gateway. They appointed Lewisham Street, a railway viaduct, and the redesigned with two-way traffic flow, Gateway Developments, a joint venture Ravensbourne River running parallel to pedestrian crossings and new public between Muse and Taylor Wimpey, to one another. space. These were TfL-led schemes, but run the scheme, which received council London boroughs can follow suit – as approval in 2007 (the delivery body In 2008, LB Lewisham commissioned a has happened in Lewisham town centre. was later renamed Lewisham Gateway, new public park and restoration of the a partnership between Muse, LB Ravensbourne River, dismantling part of As part of its 1990s ‘Lewisham 2000’ Lewisham, and TfL). its flood defence channel and rewilding strategy, LB Lewisham constructed a it to integrate with the new park, which large three-lane roundabout between Delivery stalled with the recession, but now acts as a more natural flood Lewisham railway station and the town in 2016 the roundabout was replaced barrier. Lighting and clear sightlines centre, with one consequence being with an ‘H’-shaped road layout, throughout the park have reduced fear a complicated and time-consuming reducing the number of pedestrian of crime, making it a well-used space pedestrian journey between the two. crossings from the station to the town that feels safe to visit. For those needing The roundabout was short-lived: in centre from four to one. Removing the to access the town centre, new paths 2005 the council started making plans roundabout also opened 5.6ha of connect the park to Molesworth Street. – under its ‘Urban Renaissance in council-owned land for development, Lewisham’ programme – to remove it which will include nearly 1,000 homes, The next barrier to tackle is the and repair town centre connections. retail, restaurants, and a cinema. It also remainder of the route to Lewisham sets a precedent for further major road High Street, which currently requires Since the roundabout formed part of the schemes, most notably plans to reroute walking through the shopping centre Transport for London Road Network, the South Circular in Catford (see case or taking a long detour around it. LB removing it required support from TfL, study, p. 14). Lewisham is currently working with as did proposals for a redesigned bus Land Securities and other Lewisham interchange for . With The council also identified a need to Shopping Centre landowners to Single Regeneration Budget funding, LB improve connectivity between the town improve and increase access points.

A A

C B B

2010 2018 Images from Google Earth 7.3.2.5491, Aug 2018 7.3.2.5491, Google Earth Images from

Previously, going from Lewisham station (A) to the shopping centre (B) required four separate crossings at the roundabout, now replaced with a single, wide crossing (C).

22 Overcoming London's Barriers | Report Connecting East Croydon

Designated an Opportunity Area in bridge operates both as part of the wider Improved connectivity is shaping 2013, LB Croydon’s £5.25bn town centre public realm and a key component of regeneration in the surrounding area. regeneration programme is set to deliver Croydon’s East-West pedestrian link. The The phasing of private development sites 23,594 new jobs and 10,000 homes first phase, completed in 2013, provides adjacent to the station was adjusted over the coming decade. Croydon’s a station entrance and egress. Upon to ensure development benefiting from regional rail connections are a catalyst completion the bridge will be two-track, the new route were brought forward for growth, but the town centre’s internal connecting Cherry Orchard Road with first. New mixed-use blocks have all movement network is fragmented. For Ruskin Square via a public walkway. contributed to the redevelopment of Croydon to deliver on ambitious targets, Ruskin Square, with finance secured connectivity is needed. The challenge of upgrading live stations through Section 106 contributions and is well known. To avoid closing the work delivered by the developer. The Development goals are set out through station for installation, the £20m bridge footbridge has been a catalyst, leading five distinct but integrated masterplans was pre-manufactured and push- the transformation of an overlooked area and include creating links between launched over live tracks, moving the into an attractive, active public space. strategic areas. One such link is East structure incrementally so as not to alarm Croydon station’s £20m footbridge. approaching train drivers – a London first. Designed by Hawkins\Brown, the

The East Croydon station footbridge brought forward surrounding sites for development, which have contributed to the creation of Ruskin Square, a new public space near the station.

Report | Overcoming London's Barriers 23 Reducing barriers to integration in Poplar19

Poplar HARCA’s Accents Team works from 70% recycled blades, transforming Accents Team believes this neutrality has to maximise the benefits of regeneration weapons into a key component of a increased local uptake of the facility and projects across the area by taking early safe environment. The Gym appeals to a surrounding amenities. steps to create inclusive space that can wide cross-section – not just adolescents, be widely used. As part of its successful but local men, women, and children, The Team is also overseeing a pipeline of funding bid for the Spotlight Centre – a workout video bloggers and visitors smaller projects designed to overcome youth arts space set in the middle of from other neighbourhoods and cities psychological and physical barriers Poplar in a ‘neutral’ area outside gang who come to experience the unique, to using public space. ‘Greening territory – Poplar HARCA lobbied for an professionally-designed facility. Brownfield’ delivered health benefits additional DLR station at Langdon Park, by increasing green space across the the only one to be granted after network Brownfield Estate. The project saw completion. An accompanying footbridge two derelict tennis courts backing on crosses the DLR tracks and adds a vital to the busy A12 transformed into a new east-west link which ensures access thriving community garden, where 10 to the neutral grounds of the Spotlight rescued battery chickens now live in Centre and neighbouring park, BMX track hand-made coops and local people and Steel Warriors Gym. can rent a raised bed for £12 per year. Two residents developed and Founded in 2017, the charity Steel manage the project, one of whom won Warriors works to reduce youth violence 2014 Green Tenant of the Year at the and knife crime. Its gym frames are made Sustainable Housing Awards. Giving from knives seized in police raids and The Accents Teams is conscious that residents control over and support for melted down, simultaneously providing borough or institutional branding can such projects is key to their success and a public starting point for discussion embed connotations as to who a space longevity, ensuring initiatives are rooted and safe spaces for young people to is for or who controls it. Though built in and relevant to the local community. socialise and build self-confidence. and managed by Poplar HARCA, Poplar’s Steel Warriors Gym is made the Spotlight Centre flies no flag: the

24 Overcoming London's Barriers | Report Flagship Community Living for the Over 55s20

In Muswell Hill, co-design champions Communal landscape gardens are residential streets to the north with Pollard Thomas Edwards architects designed to bring residents together. Highgate Wood and the local primary are working to break down common The design encourages interaction: in school to the south. perceptions of what older people’s the absence of lifts straight from the housing should be. Rejecting the idea underground car park into the apartment Intergenerational living is a model that older people are best placed in buildings, residents access their homes which tackles a range of perceptual age-segregated, suburban communities, through shared streets and gardens. and practical barriers. The facilities and Woodside Square demonstrates that a demographic mix at Woodside Square prime site, acquired on the open market, The design kept existing plantings and are designed to ensure that older people can successfully support a high-quality, added outdoor dining tables, allotment remain happy and independent long intergenerational development. spaces and play gardens. A common beyond what used to be thought of as the room is available for private hire to all typical retirement age. 159 homes, 70% of which are aimed at residents: yoga, music and community active ‘downsizers’ aged 55 and over, meetings are popular uses. The communal are provided on the former hospital site, space also features a guest suite for with a substantial proportion of affordable visiting friends and family. rented and shared ownership homes. Homes for all ages and incomes are The former hospital site historically formed mixed across the development and within a physical barrier to movement through apartment blocks. They aren’t separated the surrounding neighbourhood. The by tenure and share the same entrances development resolved this by providing and lifts. a popular new pedestrian route linking © Galit Seligmann, courtesy of PTE Architects Woodside Square offers intergenerational living with communal spaces designed to bring residents together.

Report | Overcoming London's Barriers 25 Reframing barriers

As an alternative to – or in tandem with elevated railways and roads are often TfL closed Venn Street in Clapham to – reducing barriers, ‘reframing’ takes more open than London, community traffic in 2011. New paving, electricity a barrier and adapts it for socialising, co-design schemes are enlivening these outlets for market stalls, bike parking, leisure, economic productivity, and areas as public spaces (see New York and extra space for restaurant seating other uses. case study, p. 27). has enhanced the street’s reputation as a social destination. For example, waterways previously On disused viaducts, former tracks and culverted or shunned by development roads offer spaces to improve local Despite successes by organisations like turning its back to the water are pedestrian and cycling connections. the Westway Trust in adapting strategic enjoying new life as accessible For example, North London’s Parkland roads (see Westway case study, p. 28), community assets. Efforts to revitalise Walk, established in the ‘80s through reframing London’s major roads remains rivers, canals, and docks as places community campaigning, follows a a challenge because of concerns about for leisure, health, socialising and former railway line between Finsbury safety, proximity to pollution and noise, biodiversity can be found throughout Park and Highgate. Contemporary and increasing congestion. But equally, the city and are often driven by projects such as Camden High Line these issues, combined with the costs grassroots or third-sector initiatives (see and Peckham Coal Line carry on this of ongoing infrastructure maintenance, Wandle Valley case study, p. 20). tradition of community-driven projects. could feed public and political appetite Not only is it generally cheaper to for reframing or removing major roads Commercial uses within railway reframe barrier infrastructure than altogether. Bold examples in other cities arches are another common example to demolish it, it brings local people to replace highways and major roads throughout London and other cities, together to design public space. with public space show that it’s not especially where clusters of arches impossible (see case study, p. 29). support social and community activity At a local level, some projects have (see Railways case study, p. 29). successfully reframed smaller roads as In New York, where spaces under places. For example, LB Lambeth and

The Peckham Coal Line is a beneficiary of the Mayor’s Crowdfunding Campaign, having raised £65,000 from over 900 local people and £10,000 each from LB Southwark the GLA. The project will use a combination of Network Rail’s disused coal lines and the Kirkwood nature reserve to provide a walking and cycling link between Rye Lane and Queens Road. The route will offer safer, easier access across busy roads like Consort Road (pictured above) and form part of the South London Greenway. The Coal Line delivery team comprises a ‘fluid core’ of around eight local people with complementary skills.

Crowdfunding paid for a feasibility study for the project, which has attracted extensive support locally and in policy: the Coal Line now forms part of Southwark’s Local Plan. Its position within policy gives the project team clout to negotiate with developers at nearby sites to ensure upcoming schemes integrate with the Coal Line.

26 Overcoming London's Barriers | Report Enlivening El-Spaces in New York

The Design Trust for Public Space is a This New York case study is kindly reproduced from Arup’s publication, US non-profit working to unlock the ‘Under the Viaduct: Neglected Spaces No Longer’. Please refer to potential of New York City’s shared their work for more examples of repurposing space under viaducts, spaces. In 2015, the organisation available at arup.com/perspectives/under-the-viaduct published ‘Under the Elevated: Reclaiming space, connecting communities,’ prepared in partnership including Chinatown Partnership and Three Design Trust Fellows worked with with the NYC Department of Transport. the Women’s Housing and Economic students at Sunset Park High School Development Corporation. These and members of a Community Advisory It summarises two years of research, popular initiatives, conceived to Board to analyse the area and develop design, policy and pilot implementation celebrate local culture and identity, innovative but practical solutions, which work focused on transforming the public provided highly engaging, tangible include green infrastructure that thrives in spaces – or “el-spaces” – beneath the demonstration projects. low light, bright paint on the underside city’s 1,100km of elevated bridges, of the viaduct, and improved lighting. highways, subway and rail lines into The second phase of the programme, Design Trust is monitoring effectiveness valuable community assets. A series of entitled ‘El-Space: Creating Dynamic of the interventions on air quality imaginative and engaging practical Places Under the Elevated’ involves and pedestrian safety with a view to initiatives were piloted as part of the several pilot building projects. The first incorporating lessons in future projects. process. These ranged from green is beneath the Gowanus Expressway, a infrastructure to affordable art studios. section of a major interstate (motorway) which has severed a swathe of Brooklyn In addition, two pop-up experiments from its waterfront for decades. The (Chinatown installation and Boogie project aims to improve environmental Down Booth) were co-designed with health and enhance pedestrian safety a diverse group of New Yorkers, for residents and workers.

The Boogie Down Booth was one of the temporary installations. It provided a sheltered, well-lit rest area that played music originating from the Bronx. As well as creating a playful space that promoted positive community interactions,

Image courtesy The Design Trust for Public Space Design Trust Image courtesy The the music helped mitigate train noise.

Report | Overcoming London's Barriers 27 A Trust to transform the Westway21

When the Greater London Council Larger schemes driven by the Trust (GLC) planned to pair the Hammersmith itself – following long consultation & City Line with a new motorway during with residents and businesses – will its mid-20th century ring-road building include a new arts and culture centre frenzy, people throughout North on Acklam Road, an indoor market Kensington protested strongly. Despite hall and housing. Just outside the resistance, the Westway drove through Trust’s boundary, Westbourne Studios the area in the late 1960s, severing hosts an exhibition space and flexible street-level connections, demolishing workspaces. All told, these spaces 600+ homes and displacing hundreds have helped reframe the Westway as of people in a neighbourhood already one of London’s cultural and creative experiencing overcrowding, rogue hubs, despite the flyover’s oppressive landlords and poor housing conditions. presence.

As compensation, the community and Managing and developing these RB Kensington & Chelsea secured spaces isn’t easy. In terms of physical responsibility from the GLC for 9.3ha of barriers, the flyover’s imposition on space underneath 1.6km of the flyover, the skyline “falsely signals” the end becoming one of the country’s first of ;22 it generates The Westway Sports and Fitness Centre community development trusts in 1971. pollution and blocks light; and height (above) and vintage market (left) are differences along its length, combined major draws to the Westway. Today, TfL owns the land and the with a need to safeguard integrity of Westway Trust manages most of the the infrastructure, means building under and how to ensure maximum benefit space on a long-term lease. The space the flyover is complicated. Within beneath the flyover has become home for local people are diverse and often those constraints, the Trust is delivering conflicting. to a major sports centre, recreation lighting improvements and brightening facilities, entertainment venues, a spaces with paint and public art to Joint working and consultation are market, flexible workspace and help make the Westway feel more safe, crucial for Westway Trust to address commercial spaces with discounted inviting and accessible. these barriers. RBKC supports the rents. Some 120 independent Trust, acknowledging its ambitions and independence in a jointly-developed Westway Supplementary Planning Document and the borough’s Local Plan.

The Trust is also working with RBKC, LBHF and area newcomer Imperial College London to improve cross- borough connections. Walking or cycling between North Kensington (RBKC side) and Imperial’s White City campus (LBHF side) currently requires major detours to get around the Westway, /A3220, and West rail line. businesses and charities – employing There are also several administrative Plans for a £4m walking and cycling around 850 people – work under the barriers. Multiple stakeholders have underpass, part of Imperial’s Section Westway. an interest in the area, such as RB 106 contribution, would link the two Kensington & Chelsea, LB Hammersmith areas, connecting North Kensington The uses provide income for Westway & Fulham, TfL, Network Rail, local residents to education and employment Trust, which is financially self-sufficient businesses and residents, many of opportunities at the campus and open a and reinvests locally in projects like whom have experienced deprivation route to White City station. community-led festivals, art projects for generations. As with any community, and green space improvements. views about the best way forward

28 Overcoming London's Barriers | Report Reframing railways23

Railway infrastructure is visible in every railway arches as social infrastructure, Rent increases have forced some tenants London borough and there are an from century-old Shepherd’s Bush to close shop, while Network Rail’s estimated 3,200 commercial railway Market, to global tourist magnet recent sale of its arches impacts around arches operating throughout the city. , to newer entrants like two-thirds of these businesses in London, Home to manufacturers, repair shops, Yard. who face uncertainty in their tenancies venues, restaurants, offices, furniture as they transition from a public to a showrooms, artist studios and more, For more structured approaches to private landlord. Businesses in the arches these London businesses – almost all reframing railways, a 2002 project by have come together to form a campaign independent – contribute an average Cross River Partnership (CRP) offers group, Guardians of the Arches, aiming of £160,000 to the country’s GDP lessons. With support and £7.4m to be formally recognised as a Tenants’ (or around half a billion pounds, funding from local authorities (via Association. The aspiration is to negotiate cumulatively), making them important Section 106), the Single Regeneration a renters’ charter with the new owner, economic players. Budget, TfL, Network Rail, the Railway formalising rental agreements, increasing Heritage Trust and the London tenure security and safeguarding the Most of London’s archway business Development Agency, CRP deep- long-term viability of independent clusters have grown organically and cleaned several railway arches and business in the arches. many businesses have deep roots in underpasses near the South Bank and their communities after developing illuminated them with public art and/ local supply chains, strong reputations, or lighting, making them more inviting and loyal customer bases over years as walking routes. Other arches were or generations. With their proximity to turned into retail units. transport hubs and communities, many also function as spaces that bring people Despite their value, London’s archway together. London is full of examples or businesses are increasingly under threat.

Removing roads24

Several cities in the United States have replaced car-oriented freeways and expressways (motorways within cities) with more ‘human-scale’ roads and parks. For example, Rochester, NY’s Inner Loop East Transformation Project filled in part of a sunken freeway, releasing 2.4 ha of space for mixed- use development with a potential cost-benefit ratio of $1.90 to $2.20 for every dollar spent. This follows schemes like Portland’s Tom McCall Park, which replaced an expressway in the 1970s; San Francisco’s removal of the Embarcadero freeway after its courtesyPhoto Sarah Dodsworth 1989 earthquake; and Milwaukee’s Seoullo7017 is an elevated urban park formed by repurposing a kilometre-long demolition of the Park East Freeway flyover. The park traverses rail tracks entering Seoul’s central and well over in 2003, which opened 10.5ha for 20 lanes of traffic, connecting areas to the east and west along a step-free route with development and over $1bn greenery, public pianos, cafés, and art. of investment. on either side. Utrecht in the In many of these examples, change Other cities have undertaken similar Netherlands is reverting its city moat was driven by a combination of projects. Montreal recently completed to a waterway after paving over it communities wanting improvements to Projet Bonaventure, replacing an in the 1960s. Seoul, South Korea in their cities; ballooning maintenance 850m section of concrete overpass particular is an old hand at abolishing costs; and city leaders who 2 with 24,000m of green space at major roads and flyovers, having communicated and drove a strong a key entrance point to the city removed at least 10 in as many years. vision. and reconnecting neighbourhoods

Report | Overcoming London's Barriers 29 RECOMMENDATIONS

Understand barriers

•Talk to a wide range of people from •Map where borders and barriers are •During the early stages of new schemes different demographics to learn their and consider how they’re linked with and development, identify areas where (often very different) experiences of and compound one another. Look for new barriers may be added. If they physical and administrative barriers. solutions to address multiple barriers can’t be designed out, plan mitigation Use this to inform schemes and at once. measures early with input from a broad develop impact metrics. range of stakeholders – especially •Use a wide variety of data/sources. those affected. •Acknowledge that administrative Collated findings from integrated borders aren’t always visible but urban modelling, big data, surveys, •Carry out post-completion exert an active influence on things observation, street audits, and consultations to discover lessons like service delivery and how people consultations (both face to face and learned and outstanding issues engage with administrative bodies. online) will draw out problem areas. for a development (e.g. ongoing difficulties crossing a nearby road), which can be addressed in adjacent development sites. Build partnerships to address administrative barriers

•Recognise and act on the appetite for perspectives – and start as early as elected members oversee a project joint working: where there’s the will to possible. throughout its lifetime – ensure both do it, there’s a way to do it. public and private stakeholders have •Establish accords and agreements to in-depth understanding of the scheme •Leaders from all sectors must buy drive cross-border working. Accords and consistent points of contact, into the benefits of joint working and also help third-sector organisations helping secure buy-in. ensure openness to collaboration is involved in delivery make the case embedded throughout each involved for grant funding as they can point to •During long-term partnerships, look organisation. evidence of a joint approach. for opportunities to co-locate staff, arrange new departments or team •Big schemes will involve many parties •Look for opportunities to jointly hire branding, and plan team-building and long time frames. Patience, staff with neighbouring organisations, away days. persistence, partnerships, persuasion e.g. Business Managers or Town – and strong vision – are crucial to Centre Managers responsible for •For significant, long-term projects, success. neighbourhoods straddling multiple arrangements like mayoral local authorities. development corporations •Make time to develop good working or enterprise zones allow for relationships and understand •Special planning committees – in independent project teams with other stakeholders’ priorities and which dedicated project officers and greater autonomy and statutory clout. Support local initiatives

•Engage with local groups trying to seeking to develop cross-borough fix barriers. Offer working space, Neighbourhood Plans. funding, advice, inclusion in local plans/policies, or other support •Ensure local businesses aren’t where feasible/appropriate. pushed out of neighbourhoods going through change. Mentoring schemes, •Involve or give control to local aesthetic improvements and visual people in addressing barriers, such merchandising support are relatively as co-designing solutions or setting low-cost ways of helping businesses up trusts for long-term projects. remain viable while appealing to new residents. •Work with Neighbourhood Forums

30 Overcoming London's Barriers | Report Communicate benefits

• Help members and communities showcase development benefits, correspondence a jargon-free, plain- understand that good development while seminars on issues like English approach is always best. is about more than buildings: placemaking or connectivity help communicate positive impacts of build deeper, broader understanding •Share success stories – and pitfalls schemes that address barriers in of the built environment. to avoid – including aspects terms of improved connectivity, public like funding streams, partnership realm, and access to jobs, rather than •The form is sometimes as important arrangements and policy frameworks focusing primarily on housing. as the content. Meeting face- so others can adopt best practice. to-face can help work around •For members, engaging activities language barriers and promote like field trips are a good way to empathy/understanding. In written

Design creatively

•Consider opportunities to turn barriers space or to improve connections, •Small pots of funding can be put into productive seams, e.g. using especially where publicly owned. towards measures like the above, spaces under elevated infrastructure serving as a showcase/pilot to for retail; bringing derelict spaces •Sometimes the little things make attract funding for larger works. back into community use. the biggest difference: wayfinding, good sightlines and lighting, familiar •Stitch several small improvement •Make better use of leftover land next landmarks and public toilets help schemes together for cumulative to barriers (e.g. roadside verges, people feel safer and more welcome. impact, which can also attract areas along railways) as green funding for larger projects.

Make the most of policy

•At pan-London level, include or the Community Infrastructure Levy Consulting with accessibility measures to address barriers in the (CIL) to spread development benefits specialists throughout a project helps. London Plan and strategies relating beyond red-line boundaries. to infrastructure and transport. At •Where possible, borrow against borough level, use Local Plans to •For developments on or near future CIL contributions to bring identify networks of barriers and borough borders, quid pro quo forward schemes to remove/reduce ways that new development should arrangements between boroughs barriers. address these. could address situations where Section 106 contributions would •GLA, TfL and other funders should •Officers and members must recognise be more effecitvely spent in a demand evidence of cross-borough the value of spreading development neighbouring borough and ensure working for applicable projects. This benefits outside the ‘red line’. Some a more balanced approach to is happening in some areas, like developers are keen to do this, providing amenities. applications for the Good Growth but need blessing from boroughs. Fund, and could be rolled out more For less keen developers, local •Planning officers should push for widely. authorities should use tools like higher standards of accessibility planning frameworks, Section 106 in buildings and public spaces.

Report | Overcoming London's Barriers 31 CONCLUSION

Overcoming London’s Barriers set out to existing barriers. On the contrary: partnerships from all sectors working help clarify and mitigate the impact of regeneration and infrastructure schemes to transform barriers, address impacts, physical and administrative barriers on should be seen an opportunity to stitch and unlock opportunities for investment London’s people and growth. Cutting communities back together. in communities. These case studies show through major regeneration areas, these that change is possible with vision and barriers – the intricate, multi-tiered The complexity of barriers and the will to work together. maze of roads, railways, waterways, their impacts requires strategic, and administrative boundaries criss- joined-up solutions, which Future of By bringing this topic to the fore, we crossing the capital – have implications London’s network of cross-sector built hope this report motivates all parties for wellbeing, development and environment practitioners is uniquely – especially local authorities, the investment. placed to deliver. Despite finding GLA, TfL, developers, designers, and limited guidance for quantifying communities – to work collaboratively In the rush to deliver much-needed impacts of or best practice for and avoid mistakes of the past, creating housing and transport connections overcoming barriers, this research a more equitable and inclusive city. for Londoners, it’s critical that new uncovered numerous examples of infrastructure doesn’t compound forward-thinking organisations and

32 Overcoming London's Barriers | Report NOTES AND FURTHER RESOURCES Endnotes

1 Donald Appleyard & Mark Lintell (1972) The Environmental Quality of City Streets: The Residents' Viewpoint, Journal of the American Institute of Planners, 38:2, 84-101. 2 Mindell JS, Karlsen S. A review of the evidence on community severance and its impacts on health. Journal of Urban Health. 2012; 89:232-246. bit.ly/2PpIEP0 3 GLA (2018), bit.ly/2xQYx5a 4 London Assembly (2017), Hostile Streets bit.ly/2BGlXfG 5 Paulo Rui Anciaes, Peter Jones & Jennifer S. Mindell (2016) Community Severance: Where Is It Found and at What Cost?, Transport Reviews, 36:3, 293-317 bit.ly/2D9g9zf 6 See resource list overleaf for a starting point of research in this area. 7 See Future of London’s 2014 briefing, ‘Working beyond boundaries’, at futureoflondon.org.uk/?ddownload=14016 and the government’s guidance on SOOCs at gov.uk/guidance/plan-making for more information.

8 00 (2015) Joining the Dots in Crystal Palace bit.ly/2gcVLxv 9 Kochan, Ben (2014) Migration and London's growth: final report of LSE London’s HEIF 5 project on Migration and the Transformation of London. LSE London bit.ly/2QYkFUz 10 See research by Mindell and Anciaes overleaf. 11 Paulo Rui Anciaes, Peter Jones & Jennifer S. Mindell (2016) Community Severance: Where Is It Found and at What Cost?, Transport Reviews, 36:3, 293-317 bit.ly/2D9g9zf 12  (ca 2002), Understanding Community Severance: Views of practitioners and communities bit. ly/2ziKXKe 13 Sources for this case study: Tim Stonor, bit.ly/2PGCqv3; Space Syntax bit.ly/2PCiQjk; Hillier et al (1998), bit. ly/2PEkbGp; fosterandpartners.com; Sir Norman Foster’s Opening Address at Space Syntax Symposium, 1997 bit. ly/2FzzPyp 14 Sources used for this case study: Tilley et al (2017), bit.ly/2S2PqYn; Age UK bit.ly/2zWCHO4 15 Sources used for this case study: Growth Boroughs (2009), bit.ly/2A7ukAJ; Growth Boroughs (2016) bit. ly/2A7D36a; London Assembly (2017), bit.ly/2j7FqAW; MacRury and Poynter (2009). bit.ly/2QXiBMw 16 Sources used for this case study: Wandle Valley Strategy, https://bit.ly/2DxpH6w; Wandle Valley Vision, bit. ly/2Q8mSPT 17 Wandle Valley Vision, bit.ly/2Q8mSPT 18 University of Washington (2017), bit.ly/2Qeuy34 19 Sources used for this case study: steelwarriors.co.uk; The Guardian (2018), bit.ly/2S5o2ZX; East London Advertiser (2018) bit.ly/2Fzfjhc; Open Poplar, bit.ly/2zhGyra 20 Sources for this case study: Future of London (2018), bit.ly/2OTH6rT; Future of London (2017), bit.ly/2QbZfGd 21 Sources for this case study: Maarten van Ham et al (2017), bit.ly/2yb70SL; RB Kensington & Chelsea Local Plan, bit.ly/2KnWSLm; Spacehive, spacehive.com/movement/westwaytrust; Arup, Under the Viaduct bit.ly/2IsG7Rr; Westway Trust, westway.org/about-us 22 RB Kensington & Chelsea Local Plan, Chapter 8 bit.ly/2KnWSLm 23 Sources for this case study: Transport for London, bit.ly/2DyhMWx; Evening Standard (2018), bit.ly/2JBrc78; New Economics Foundation, bit.ly/2R3oNCR 24 Sources for this case study: Post Rochester, postrochester.com/if-we-build-it; City of Milwaukee, bit.ly/2FwVGpX); Ko, Joon-Ho (2015), bit.ly/2OTwj1a); Ville de Montreal, bit.ly/2QcilMm

Report | Overcoming London's Barriers 33 Further resources

Related Future of London work Our website contains summaries from the conference, field trips, and roundtables associated with this project, offering further case stud- ies and analysis. See futureoflondon.org.uk/knowledge/overcoming-barriers for additional content.

Looking beyond London, our 2014 briefing, Working Beyond Boundaries, focused on collaboration between London and the southeast. It’s available here: futureoflondon.org.uk/?ddownload=14016 Academic research Paulo Anciaes and Jennifer Mindell of UCL have published extensively on the topic of physical/community severance and are an excellent starting point for further information.

For a review of academic research and technical guidelines on the topic of community severance, see Anciaes, P.R., et al (2016) Community Severance: Where Is It Found and at What Cost? (bit.ly/2D9g9zf)

For details on academic research into social and health impacts of severance, see Mindell, S., Karlsen, S. (2012) Community sever- ance and health: what do we actually know? (bit.ly/2PpIEP0)

For research on bridging gaps between academic research and policy, see Anciaes, P.R., et al., Urban transport and community sev- erance: Linking research and policy to link people and places. Journal of Transport & Health (2016) (bit.ly/2SqeYjf)

More recent studies include Nimegeera, A., et al (2018), “Experiences of connectivity and severance in the wake of a new motorway: Implications for health and well-being,” Social Science & Medicine 197 (bit.ly/2JlgDCJ) and Boniface, S., et al (2015) “Health impli- cations of transport: Evidence of effects of transport on social interactions,” Journal of Transport & Health 2 (bit.ly/2ESYnSr)

For historical consideration of the definition and consideration of community severance, see Bradbury, A., et al (2007) Understanding the evolution of community severance and its consequences on mobility and social cohesion over the past century. Technical guidance UCL, Street Mobility Project Toolkit, ucl.ac.uk/street-mobility/toolkit

Transport for London, Pedestrian Comfort Guidance for London, content.tfl.gov.uk/pedestrian-comfort-guidance-technical-guide. pdf, Streets Toolkit (streetscape guidance, cycling design standards, accessible bus stop guidance, etc) (bit.ly/2RledGP) and Healthy Streets toolkit (bit.ly/2k78Sae)

Greater London Authority, Accessible London Supplementary Planning Document, (bit.ly/2Ss1UtJ)

Cabe’s Inclusive Design Hub has a wealth of information and guidance to help built environment professionals embed accessibility in schemes. Search the hub here (bit.ly/2AxIwEC). See also Inclusion by Design (bit.ly/2AzcCYF) and The Principles of Inclusive Design (bit.ly/2OSeiF8)

Centre for Accessible Environments, Designing for Accessibility (bit.ly/2AxAnQM) (paywall)

Department for Transport, Inclusive Mobility (bit.ly/2qi6i1s)

RIBA, Inclusive Design video series (bit.ly/2OblbMD) Other documents London Assembly (2018) Hostile Streets: Walking and cycling at outer London junctions (bit.ly/2BGlXfG)

00 (2015) Joining the Dots in Crystal Palace (bit.ly/2gcVLxv)

Arup, Under the Viaduct: Neglected spaces no longer (bit.ly/2IsG7Rr)

Victoria Transport Policy Institute (2009) Transportation cost and benefit analysis ii, Chapter 5.13 Barrier Effect (bit.ly/2PxSmio)

House of Commons Women and Equalities Committee (2017) Building for Equality: Disability and the Built Environment (bit. ly/2EP8mbt)

34 Overcoming London's Barriers | Report ACKNOWLEDGEMENTS Project team

Future of London team: Amanda Robinson, Nicola Mathers, Charli Bristow; report edited by Lisa Taylor With thanks to

Hemant Amin, LB Haringey; Dr Paulo Anciaes, UCL; Dr Phil Askew, Peabody; Paul Augarde, Poplar HARCA; Sophie Backhouse, LLDC; Mark Baigent, LB Tower Hamlets; Jonathan Ball, Designmine; Andy Bates, Leathermarket JMB; Dr Tom Bolton, Frame Projects; Patrice Buddington, LB Islington; Juliet Can, Stour Space; Heather Cheesbrough, LB Croydon; Oliver Chew, TfL; Ben Coles, Groundwork London; Francesca Colloca, LLDC; Paul Creed, GLA; Conor Cusack, LB Islington; Jennifer Daothong, LB Waltham Forest; Oliver Davey, Urban Movement; Richard Davies, HS2; Howard Dawber, Canary Wharf Group; Matthew Dibben, LB Brent; Yvonne Doyle, Public Health England; Jasmine Drewry, UCL; Theresa Dugbatey, LB Hackney; Nic Durston, Southbank Employers Group; Jessica Ellery, TfL; Jeff Endean, LB Lewisham; Michael Forrester, LB Lewisham; Jans Fraser, Lendlease; Karen Galey, LB Camden; Therese Gallagher, LB Camden; Lyn Garner, LLDC; Charles Glover-Short, Optivo; Paul Goulden, Age UK London; Amanda Gregor, Witteveen+Bos; Steven Hart, Network Rail; Dave Hill, OnLondon; Hasanul Hoque, Camden Town Unlimited; Gareth James, LB Hounslow; Alex Jeremy, Poplar HARCA; Suzanne Johnson, LB Hackney; Dominic Jones, Business Design Centre Group; Eleri Jones, Space Syntax; Sarah Jones, LB Haringey; Martina Juvara, Urban Silence; Stuart Kirkwood, Network Rail; Matt Lally, Arup; Jessie Lea, LB Lewisham; Rebecca Lee, Pollard Thomas Edwards; Gemma Liscoe, Network Rail; Timothy MacKay, Transport for London; Jaskaren Mahil-Sandhu, LB Tower Hamlets; Mei-Yee Man Oram, Arup; Faith Martin, Transport for London; Tess Martin, Hawkins\Brown; Max Martinez, Space Syntax; Catherine Max, Catherine Max Consulting; Tristan McDonnell, Arup; Lynne Miles, Arup; Sue Morgan, Wandle Valley Regional Park Trust; Jonathan Morris, LB Tower Hamlets; Hannah Murphy, LB Tower Hamlets; Dorothy Newton, Finsbury Park Neighbourhood Forum; Claire O’Brien, OPDC; Ed Parham, Space Syntax; Andrew Paschalis, Fonthill Road Traders Association; Tricia Patel, Pollard Thomas Edwards; Claire Perrott, Prior+Partners; Aurelie Pot, LB Croydon; Mandar Puranik, LB Sutton; Alex Russell, Westway Trust; Jawad Sardar, Sum Global; Akil Scafe-Smith, Resolve Collective; Seth Scafe-Smith, Resolve Collective; Matt Shillito, Tibbalds; Ellen Storrar, Greater London Authority; Sarah Sturrock, South London Partnership; Dr Sara Tilley, University of Edinburgh; Dr Eime Tobari, Space Syntax; Janet Townsend, LLDC; Professor Tony Travers, LSE London; Justinien Tribillon, Independent Consultant; Olivia Tusinski, Project 00; Harris Vallianatos, LB Hounslow; Andreas Vassiliou, Countryside Properties; Jeannette Veldkamp, Chapman Taylor; Davinia Venton, Countryside; Sarah Walsh, LB Lewisham; Cllr Diarmaid Ward, LB Islington; Nick Watson, Places for People; Yohanna Weber, Fieldfisher/ Planning Out; Tony Westbrook, LLDC; Daniel Wong, University of Bath; Lucy Wood, Barton Willmore; Clare Woodcock, OPDC; Jon Wooflson, Grange Big Local; Blossom Young, Poplar HARCA; Nicola, Victoria, and Martin, Air Quality Brentford

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