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Background Report 01 Audit & Analysis ROYAL BOROUGH KENSINGTON & CHELSEA URBAN DESIGN STRATEGY - DRAFT SPD Background Report 01 Audit & Analysis JULY 2006 ROYAL BOROUGH KENSINGTON & CHELSEA URBAN DESIGN STRATEGY - DRAFT SPD Background Report 01 Audit & Analysis CONTENTS 01 INTRODUCTION ........................................................................................5 02 POLICY CONTEXT .....................................................................................7 03 HISTORICAL CONTEXT ............................................................................13 04 URBAN DESIGN ANALYSIS ......................................................................17 05 CHARACTER ANALYSIS .......................................................................... 33 06 TRANSPORT ANALYSIS .......................................................................... 45 BACKGROUND REPORT 01 AUDIT & ANALYSIS JUNE 2006 01 INTRODUCTION In Autumn 2005 the Royal Borough of Kensington and Chelsea commissioned Urban Initiatives to prepare a Draft Supplementary Planning Document (SPD) - Urban Design Strategy for the Royal Borough. As part of this work a series of reports were produced which led to the preparation of the Draft SPD. These reports were summarised into three Background Reports that provide with detailed guidance and additional information as background to the SPD document. This report is Background Report 01 – Appraisal and Analysis. It summarises working stage 1 and covers policy context, urban design analysis, a survey of character areas and a brief transport analysis of the Royal Borough. PAGE 5 03 HISTORICAL CONTEXT The patterns of urban development, which characterise the Royal Borough today, have to a great extent not been changed since the late 19th century. Early development in the borough in the 17th century was largely concentrated along a number of radial routes running into the City of London and the Royal Palaces of Westminster from the west. Theses routes still remain the only continuous through routes across the Borough and have become vital arteries of the metropolitan area. PAGE 13 The subsequent development of residential estates in With the building of the railway and underground Kensal. Built in modernist style these often included the 19th century established a fine grain of streets and network development was concentrated and intensified high-rise residential towers. Equally in other areas spaces between these corridors. The estates evolved around stations. These places became local centres and parts of the Borough the stock of large Victorian and separately and show an internal organisation, which activity hubs and remain focal areas until today. Edwardian townhouses was subdivided into smaller generally revolves around a set of garden squares. flats to satisfy changes in market demands and lifestyle Although neighbouring estates joined their streets From mid 1850s onwards some of the main streets requirements. together, they largely failed to provide a new network began to develop into attractive shopping destinations, of connecting streets on a wider Borough scale. This particularly with the arrival of major department stores, During the past decades the Borough developed an peiecemeal development and the lack of an overall such as Harrods, Harvey Nichols, Peter Jones and increasing social polarisation between some of the plan accounts in particular for the limited north-south Barkers in Knightsbridge, Sloane Square and High sub areas. Large parts in the centre and south of connectivity within the Borough and puts pressure Street Kensington. During the same period the Borough the Borough became very affluent residential areas, on the historic arterial routes as only thoroughfares. saw the development of local theatres, cinemas, major registering in some parts the highest property prices However, the Georgian and Victorian development museums and later exhibition centres, which still today in the country. Other parts towards the edges and structures proved robust with buildings being adapted attract millions of visitors in the Borough every year. especially in North Kensington are home to some of to meet today’s needs, and streets and spaces largely the most deprived and impoverished communities in coping with modern requirements. More than one With the opening of ‘Bazaar” in the mid-1950s and England (index of deprivation 2004). and a half century later many of the urban quarters the consecutive establishment of numerous exquisite in Kensington and Chelsea represent one of the most fashion boutiques, Kings Road began its rapid desirable residential living environments in central transformation from a local high street into a place London, and 70% of the Borough are designated as for the rich and beautiful. This laid the base for the conservation areas. particular cultural image and identity of Chelsea as exquisite and affluent living and shopping area. Notting With the Grand Union Canal in the north, the Creek and Hill with Portobello Market and the yearly Notting later West London Railway Line in the west and the River Hill Carnival developed an equally strong identity and Thames in the south, physical barriers make up the became important visitor attractions. majority of the Borough boundaries. With only a limited number of bridge-links into neighbouring areas, these The built fabric and form of the Borough was to a large border zones developed into typical fringe locations with extent complete by the early 20th century. However a concentration of industrial and other peripheral uses it has continued to absorb change. War damage, such as cemeteries. the decentralisation of industries along the rail and waterways and slum clearance projects have led to the development of a number of large social housing estates in the Borough, particularly in North Kensington and ABOVE: Mary Quant’s shop Bazaar on the Kings Road, photographed by John Bignell, 1959; Copyright: RBKC Libraries 03 HISTORICAL ANALYSIS PAGE 14 Ladbroke Square Kensington Kensington Kensington Palace Palace Palace The Serpentine River The Serpentine River The Serpentine River Hyde Park Hyde Park Hyde Park Holland Holland St. Abbots Holland St. Abbots House House Church Park Church Uxbridge Road Uxbridge Road Uxbridge Road Knightsbridge (today Holland Park Avenue) St. Abbots (today Holland Park Avenue) Knightsbridge (today Holland Park Avenue) Knightsbridge Church Museums Creek Creek Creek Kensington High Street Kensington High Street Slone Kensington High Street Creek Creek Creek Slone Earls Earls Square Earls Square Court Royal Court Court Hospital Brompton Heath Ranelagh Ranelagh Ranelagh Gardens Royal Gardens Royal Gardens Brompton Lane Brompton Lane Hospital Brompton Lane Hospital Old Old Old Church Church Church Chelsea Bridge Battersea Battersea Bridge Bridge Road from Lille Chelsea Road from Lille Chelsea Road from Lille Chelsea to Knightsbridge to Knightsbridge to Knightsbridge King’s Road King’s Road King’s Road 1741 1820 1863 ABOVE: Figure 2 – Built Form 1741 ABOVE: Figure 3 – Built Form 1820 ABOVE: Figure 4 – Built Form 1863 Kensington Kensington Palace Palace The Serpentine River The Serpentine River Hyde Park Hyde Park Holland Holland Park Park Holland Park Avenue Holland Park Avenue Kensington High Street Kensington High Street Ranelagh Ranelagh Gardens Gardens Brompton Lane Brompton Brompton Lane Brompton Cementary Cementary Chelsea Chelsea Albert Bridge Albert Bridge Bridge Bridge Fulham Road Fulham Road Battersea Battersea King’s Road Bridge King’s Road Bridge 1900 1950 ABOVE: Figure 5 – Built Form 1900 ABOVE: Figure 6 – Built Form 1950 03 HISTORICAL ANALYSIS PAGE 15 04 URBAN DESIGN ANALYSIS SUMMARY n Except for small pockets the urban fabric of the Royal Borough is developed. Large parts of the borough are characterised by a coherent and fine grained historic street pattern with an outstanding building stock primarily from the Georgian, Victorian and Edwardian period that comprise of semi-detached and terraced town houses and mansion blocks. Some quarters are perceived as the most desirable residential areas in Central London. Other neighbourhoods especially in the north comprise of a series of large housing estates and are home to a number of deprived and impoverished communities. n The Borough boundaries to the south, west and north are formed by major physical barriers. The areas along the railway corridors in the west and towards the grand union canal to the north particularly suffer from their fringe location with less intensive development patterns and lower value uses. Entrance routes into the borough are heavy trafficked and do not represent attractive gateways in to the Borough and Central London. Often areas on either side of the barrier condition face similar issues and may benefit from being addressed through an integrated cross border initiative. n A number of east-west streets divide the Borough into different segments. On a metropolitan level these routes function as key access and transit corridors. Additionally they perform a significant shopping and retail function on a local and metropolitan scale. On some of these routes traffic has an adverse impact on the pedestrian environment. These areas are less attractive and perform below their potential. These corridors will be identified as improvement or showcase projects. n North-south connectivity across the Borough is poor and less direct. This impinges on legibility of the Borough as contiguous entity and need to be addressed as part of this strategy. n Although the borough has many small communal
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