ADDRESS: Vauxhall Bus Station, Bondway, London Application Number: 17/04741/FUL Case Officer: Jeffrey Holt Ward: Oval Date Received: 03 October 2017 Proposal: Redevelopment of the site involving demolition of existing bus station and erection of a 3 storey building at the northern end for bus-related operational use with part retail (Use Class A1) at ground floor level, and a single storey building at the southern end for bus- related operational use. Installation of main bus station canopy; new and replacement bus shelters; alterations to existing vent shaft and lift shaft; installation of pissoir, temporary kiosk and associated works

Drawing numbers: VAUX - PL-0-001; VAUX - PL-0-002; VAUX - PL-0-121; VAUX - PL-0-201; VAUX - PL-0- 202; VAUX - PL-1-002; VAUX - PL-1-003; VAUX - PL-1-012; VAUX - PL-1-013; VAUX - PL-1-111; VAUX - PL-1-112; VAUX PL-1-113; VAUX - PL-1-114; VAUX - PL-1-115; VAUX - PL-1-116; VAUX PL-1-117; VAUX - PL-1-118; VAUX - PL-1-119; VAUX - PL-1- 120; VAUX - PL-1-121; VAUX - PL-1-201; VAUX - PL-1-202; VAUX - PL-1-211; VAUX - PL-1-212; VAUX - PL-1-213; VAUX - PL-1-214; VAUX - PL-1-215; VAUX - PL-1-216; VAUX - PL-1-217; VAUX - PL-1-218; VAUX - PL-1-311; VAUX - PL-1-312; VAUX - PL-1- 313; VAUX - PL-1-314; VAUX - PL-1-315; VAUX - PL-1-316. Documents: Planning Statement; Statement of Community Involvement; Design and Access Statement; Archaeological Assessment; Flood Risk Assessment; Land Contamination Assessment; Noise Impact Assessment; Air Quality Assessment; Demolition Statement; Transport Assessment; Waste Management Strategy; Servicing and Deliveries Management Plan; Arboricultural Statement.; Vauxhall Cross Traffic Modelling Explanatory note.

RECOMMENDATION: 1. Resolve to grant conditional planning permission for the reasons given in the report and grant planning permission subject to: a. referring the application to the Mayor of London and any direction by the Mayor of London; and b. the conditions set out in this report

2. Agree to delegate authority to the Assistant Director of Planning and Development to: a. Consider any direction from the Mayor of London and to make any consequential or necessary changes to the recommended conditions as set out in this report; b. Finalise the recommended conditions as set out in this report including such refinements, amendments, additions and/or deletions as the Assistant Director of Planning and Development considers reasonably necessary; andIssue the permission.

Applicant: Agent: Transport For London Laura Stritch 5 Endeavour Square 5 Endeavour Square Westfield Avenue Westfield Avenue E20 1JN E20 1JN

EXECUTIVE SUMMARY i. The principles of the Mayor’s Vauxhall Nine Elms Battersea (VNEB) Opportunity Area Planning Framework (OAPF) 2012, along with the policy and guidance contained within London Plan Policy 6.1, the Council’s Local Plan policy PN2 and the Vauxhall Supplementary Planning Document (SPD) 2013, fully promote and support the strategic transformation of Vauxhall. This support is primarily set within the context of realising the Opportunity Area’s growth ambitions in a sustainable and inclusive way. Central to this transformation is the removal of the Vauxhall gyratory and reinstatement of two-way traffic and creation of new public realm. ii. Planning permission is sought for the demolition of Vauxhall Bus Station and its replacement with a new bus station. A new bus station is required as the current one would not work under the new two-way road system and public realm being developed in place of the existing Vauxhall gyratory. In addition to these practical constraints, the new bus station would provide a modern interchange that to would accommodate growth in passenger numbers resulting from population growth in the Opportunity Area. The gyratory removal and public realm works fall outside the scope of this application as they would benefit from Permitted Development rights. However, they seek to improve the attractiveness of the public realm, walking, cycling and taking public transport as well help deliver the council’s aspiration for new district centre in Vauxhall. iii. The existing bus station consists of a contemporary metal clad structure and a long, narrow metallic canopy over a series of bus stops located on Bondway. It is in the heart of Vauxhall district centre and is located above the Underground station and next to the train station creating a busy transport interchange. Surrounding development is mixture of residential and commercial development of varying ages and styles however there is an ongoing transition towards more high density development as part of the regeneration of the VNEB Opportunity Area. iv. The proposed bus station would consist of a 3-storey ‘Pavilion’ building housing bus operational facilities and a retail kiosk. In one corner of the Pavilion would be a clock tower reaching a height of 23m. These two elements would have a contemporary design characterised by exposed steel frame with coloured ceramic baguettes (rods) and lighting to create a visually permeable façade. Bus stops would be retained on Bondway and Kennington Lane and others relocated to Wandsworth Road. These would all be covered by a canopy. A large single canopy would stretch from the Pavilion south to a new access road between Bondway and Wandsworth Road and smaller standalone canopies would cover stops farther south and east. The canopies would share the same design of a polymer roof sitting on timber beams supported by concrete columns. Seating, customer information, toilets, baby change facilities and a public urinal/pissoir would also be provided. v. The principle of the replacement bus station is strongly supported by land use, regeneration and transport policy. The proposal responds to the associated proposal to introduce two way working on surrounding roads in place of the current gyratory system. These wider proposals are expected to benefit pedestrians and cyclists and reduce the severance created by the current road layout as well as providing a better interchange between bus and rail services. The proposed bus station layout is less compact than the current facility, with bus stops distributed more widely, but is considered overall to provide an appropriate response to the wider highway plans. vi. The new bus station is of high quality design, responds appropriately to the new road layout and the emerging character of Vauxhall Cross. It is a suitable replacement for the existing structure. There would be no harm to heritage assets or protected views. The existing bus canopy provides poor weather protection and this would be much improved by the new canopy. vii. The new station would cause no significant harm to residential amenity compared to the existing bus station. Demolition and construction impacts would be managed by appropriate management plans. Subject to conditions, the proposal would be compliant with technical requirements in respect of sustainability, flood risk, drainage, air quality, refuse storage and contaminated land. viii. The proposed development has been subject to a long programme of public consultation prior to submission. Consultation on the planning application attracted 92 of which 67 were objections. The points raised have been addressed in this report. ix. The proposed development has been assessed against the development plan and all other material considerations, including national planning policy, and it is considered that subject to appropriate conditions the application should be approved. x. The proposed development is an application of potential strategic importance to London and as such is referable to the Mayor of London pursuant to the Town and Country Planning (Mayor of London) Order 2008 (as an application for development falling within Category 2C(f) – a bus or coach station). The GLA has issued its stage 1 consultation response, and the officer recommendation contained in this report acknowledges the need to refer the application to the Mayor for his final decision (Stage 2 referral).

OFFICERS REPORT

Reason for referral to PAC: The application is reported to the Planning Applications Committee in accordance with (3) Applications which the Delivery Director – Business, Growth & Regeneration or Assistant Director of Planning and Development wishes to refer to the committee.

2. Summary

Designations

Designation/constraint

Central Activities Zone (CAZ) Vauxhall Opportunity Area - Vauxhall Opportunity Area Conservation Area - Multiple Environment Agency Flood Zone - Multiple Locally Listed Building - Big Issue Headquarters, 1-5 Wandsworth Rd, SW8 2LN Opportunity Area - London Plan Vauxhall Opportunity Area London Plan Thames Policy Area - Thames Policy Area Tunnel Safeguarding line - Tunnel Safeguarding Line Local View – Brixton Panoramic Local View – Millbank to Vauxhall Cross Local View – Member’s Terrace View at County Hall

Site area

Total site area (m2) Total site area (hectares)

4,561 0.4561

Floorspace comparison

Existing Proposed Use class Description floorspace m2 floorspace m2 (GEA) (GEA)

Sui Generis Bus station operations 216 243

A1 Retail 0 7

Housing details

Residential Type No. of bedrooms per unit

1 2 3 4 5+

N/A

3. Site Description 3.1 Vauxhall Bus station is one of the busiest bus stations in London with approximately 45,000 passengers using it every day. It is located at the heart of Vauxhall at the centre of a number of roads, which together make up the Vauxhall gyratory system. The gyratory is made up of Kennington Lane, South Lambeth Road, Parry Street and Wandsworth Road. The bus station sits along Bondway, which runs north-south through the middle of the gyratory roughly parallel with the railway viaduct. Vauxhall train station is to the east and Vauxhall Underground station is immediately beneath the bus station.

3.2 The bus station is arranged in a linear fashion with bus operations and driver facilities housed within a modern two storey metal clad building at the northern end with bus stops arranged in a line along Bondway south to Parry Street. A long undulating metal canopy covers both the operations building and the bus stops. At its northern end the canopy terminates as two upward projecting prongs (the ‘ski slope’). A smaller secondary canopy projects eastwards over the stairs down to the Underground Station and partly over an open pedestrian area leading to the train station. The bus station is laid out such that all bus routes passing through the area pass through the bus station. Buses are routed through a smaller bus-only gyratory centred on Bondway.

3.3 The site for this planning application includes all of the bus station plus an additional section of Wandsworth Road, an area around the existing pissoir located to the north and an area over the stairs in front the nearby Sainsburys that lead down to the subway to the Underground station.

3.4 Surrounding development is varied but of a scale typical of central London. To the north is Albert Embankment which runs parallel to the railway viaduct. Development is of a larger scale here with notable buildings including the 12-storey Locally Listed Secret Intelligence Service (MI6) building and the 17- and 11-storey office buildings Camelford House and Tintagel House. Development on the east side of Albert Embankment consists of various retail, restaurant, entertainment and commercial uses in the arches of the railway viaduct.

3.5 To the north-east is the main entrance to Vauxhall train station. The station entrance is Locally Listed. Further north-east is the Grade II listed Royal Vauxhall Tavern. To the east along Bondway are mixture of four to six storey residential and commercial buildings. The age of the buildings varies but their massing follows that of traditional urban block development in London. Three of these buildings are Locally Listed: 2 South Lambeth Place, 1-5 Wandsworth Road and Rowton House 11-13 Bondway. Although these buildings have different streets in their addresses, they all form part of the same urban block fronting onto Bondway.

3.6 To the south are commercial and industrial buildings as well as a hostel. This area is currently being redeveloped to provide high density residential, student accommodation, office and other uses.

3.7 Immediately to the west is a vacant site (known as the ‘Island Site’) that is enclosed with hoardings and there is an application (ref: 17/05807/EIAFUL) for the redevelopment of the site into a high density office, residential and hotel scheme. To the south-west is the Grade II* listed Brunswick House, a Georgian mansion house. Further to the west is the 18-storey St George’s Wharf residential development.

3.8 The bus station is not within a conservation area but Vauxhall Conservation Area is immediately to the east encompassing the buildings on the eastern side of Bondway and extending north to include Vauxhall Pleasure Gardens. Although the bus station falls outside of this conservation area, some elements of the proposed development do fall within its boundary. To the north is the Albert Embankment Conservation Area.

3.9 The bus station falls within the Central Activities Zone, Vauxhall District centre and the Vauxhall Nine Elms Battersea Opportunity Area. Due to the presence of multiple forms of public transport the site benefits from the highest public transport accessibility level (PTAL) of 6b.

3.10 Like much of the north of the Borough, the site is within Flood Risk Zone 3a. The site is also within the London Underground tunnel safeguarding area and an archaeological priority area. 4. Proposed Development 4.1 Permission is sought for the demolition of the existing bus station and erection of a new bus station. The overall layout of the bus station would change in accordance with the proposed works to reinstate two way traffic on the gyratory. Bondway would become a single one-way road instead of the current looping arrangement. It would continue on to South Lambeth Place, under the railway bridge, but the existing route north to Kennington Lane would be closed to create a new public square (this is part of the gyratory works and not part of this application). There would be four stops on Bondway plus a smaller stop adjacent to the public square. Three stops would be placed on a new two-way Wandsworth Road. To facilitate effective circulation, a short bus-only street is proposed to connect Bondway and Wandsworth Road. Finally, a bus stop is proposed at the northern end on Kennington Lane. Seating would be provided at every bus stop and additional seating would be dispersed throughout the station.

4.2 The new bus station is made up of a number of parts. At the northern end of the site is a three-storey building described as the Pavilion. On the ground floor it contains a bus operations office, bus controller and customer information office, locker room and accessible WC and small retail kiosk; on the first floor are the driver’s mess room and toilets; and on the second floor are the meeting room, another small office and plant. The floors are accessed via an external stairway, lift core and gantry. Both the building and the stairway would wrapped in a steel frame with cladding and external lighting. It would be a lightweight structure with short ceramic rods (known as baguettes) in various colours attached to the frame to create pattern of vertical colours around the facade. Four rows of LED lights would wrap around the building to illuminate the façade and the colour and brightness can be controlled to create specific patterns.

Fig. 1 – 3D drawing of Pavilion and tower

4.3 In the north-western corner of the Pavilion is a lightweight tower structure made up of a steel frame with ceramic baguettes placed in between the beams and columns. The tower would be 22.96m high (approximately 6 storeys high, 5m higher than the existing bus station) and feature a clock face on the eastern elevation, facing towards Vauxhall Station and the TfL roundel on the northern and western elevations. It would be lit by architectural LED uplighters mounted on the horizontal beams of the tower. On the northern and western elevations, space would be allocated to install LED advertising boards. This would be subject to a separate application for advertising consent.

4.4 The second building is just to the south of the Pavilion and it houses the lift to the Underground, associated motor room and refuse storage. It would be single storey with glazed bricks and a granite plinth. The roof would be an undulating angular form with a single ply membrane.

4.5 The third building is further south, about half way down the length of the bus station near the existing London Underground vent. It is a single storey building with a glazed tile exterior, granite plinth and an undulating, angular roof made of translucent polymer. It contains male and female toilets, an accessible WC, baby change facilities, a general store and plant room for bus operations, salt store and a cleaner’s store.

4.6 Covering all of these buildings is the canopy. The main canopy starts at the pavilion and extends south along Bondway over the proposed the toilet block, and ends just before the new bus-only circulation road between Bondway with Wandsworth Road. The canopy is made up of a high-strength translucent polymer roof supported by white washed and sealed timber beams fixed supported by pre-cast concrete columns. The outside edge of the canopy would be clad with ceramic baguettes similar to the Pavilion but the baguettes would be red and arranged with different lengths to create an arch pattern between the supporting beams. Beyond this would be three free-standing canopies: two on Bondway and one on Wandsworth Road. These canopies would have a similar design. These canopies would be a maximum 5.8m high and the height to the underside of the beams would be no more than 3.6m. The main canopy would be a maximum 89.4m long and between 6.7m and 21.7m wide. The free standing canopies would be between 25.6m and 29.5m long and 4m wide.

4.7 Two more free-standing canopies are proposed over the single bus stop at the top end of Bondway and the bus stop on Kennington Lane. They would be similar to the other canopies but instead of the ceramic baguettes it would have aluminium mesh panels at the canopy edge. An aluminium canopy with glazed weather screens is proposed over the stairs leading down to the Underground station. It would be the 5m wide and a maximum 3.75m high.

4.8 New aluminium framed glass weather screens are proposed beneath the existing canopy over the stairs outside of Sainsbury’s.

4.9 A new public urinal is proposed next to the new road between Bondway and Wandsworth Road. The structure would be surrounded by a raised planter. The exact design of the public urinal would be secured by condition.

4.10 The existing round vent to the Underground would be retained and the canopy is designed around it. The vent would be increased in height from 6.74m to 15m.

4.11 The application includes elements which are often constructed under permitted development rights. These include street furniture, sign posts and individual bus shelters, but these have been included within this application so that all elements can be understood together.

Fig. 2 – Current and proposed road layout under gyratory removal scheme.

Fig. 3 – Proposed site plan

Fig. 4 – Artists impression of view from Vauxhall train station across new public square

Fig. 5 – Artists impression of the bus station at night

Fig. 6 – Artist’s impression of view from Vauxhall Bridge Road

Fig. 7 – Artist’s impression of view of bus stop on Bondway

Fig. 8 – Artist’s impression of view north along Bondway

Fig. 9 Artist’s impression of view from Wandsworth Road

5. Relevant Planning History 5.1 The existing bus station received planning permission 4th November 2002 under ref: 02/02069/FUL:

Provision of a bus station including canopy, associated seating, bus station operations accommodation and public toilets together with other accommodation including retail kiosks, police pod, pissoir and refuse collection facilities.

5.2 Applications to discharge conditions attached to this permission were subsequently approved. There is no other history relevant to this application. The full history can be viewed on the Council’s planning website.

Environmental Impact Assessment

5.2.1 The proposed development is Schedule 2 development, as defined by Regulation 2 and Schedule 2 of the Town and Country Planning (Environmental Impact Assessment) Regulations 2017. A request for a screening opinion was sought on the gyratory removal and bus station proposals together on the 6th of February 2017. On the 4th of September 2017 (ref: 17/00562/EIASCR) the Local Planning Authority issued its opinion that the development is not likely to have significant effects on the environment. Therefore, the proposed development is not considered to be “EIA development” as defined by Regulation 2 and would not need to be supported by an environmental impact assessment.

6. Consultation Pre-application consultation

6.1 Public Consultation on the redeveloping the bus station has been taking place since 2014 in various forms as part of the wider consultation on proposals to remove the gyratory.

6.2 In January 2014 TfL presented early proposals to the Kennington Oval Vauxhall Forum (KOV) to return the gyratory to two-way traffic and to relocate bus stops on surrounding roads. Following the feedback TfL revised the bus station proposals to retain a more centralised transport interchange.

6.3 Between 10 November and 2 January 2015 public consultation was held on early proposals for the gyratory and bus station. Views were sought on the principles of two-way traffic, maintaining a bus interchange and new/improved public spaces. 2,181 responses were received: 77% were supportive of creating a thriving centre at Vauxhall, 65% supported two-way traffic, 63% supported the bus station proposals.

6.4 Between 24 November 2015 and 17 January 2016 a consultation was held on detailed proposals for changes to Vauxhall Cross including proposals to relocate bus stops and amend bus routes. Consultation took the form of exhibitions, stakeholder meetings, leaflets, press releases and direct emails to residents and stakeholders. Lambeth also publicised the consultation through its online, social media and print channels. Of 1,247 responses, 61% were positive towards the proposals, 8% were neutral and 31% were negative. In relation to the bus station proposals 45% were positive, 20% neutral and 28% were negative. The main themes in the feedback were as follows:

 The existing bus station is iconic and should not be removed  Concern over lack of weather protection  Distances between bus stops would increase and interchange would be more difficult and would require crossing roads  Safety would be improved  The new road layout might increase traffic congestion and affect bus journey times

6.5 As the proposals developed, consultation was held on just the detailed proposals for bus station. Four public drop-in events were held over March and April 2017. 65 responses were received. The key themes were as follows:

 Ensure continuous weather protection for all bus stops with a canopy over the bus station access road on Wandsworth Road  Effective weather protection  Improved public facilities  The removal of the existing bus station would take place less than 20 years from its construction  Re-use the existing solar panels on the bus station  The existing bus station is an iconic building  Implement a layout without any pedestrian crossings  Small scale retail to support customer experience  Minimise negative impact on bus journey times  Improved provision of information and signage including real-time information 6.6 The scheme was presented to the Mayoral Design Advisory Group in October 2015 and January 2017. The response was positive on both occasions.

6.7 The scheme has been subject to formal pre-application advice from Lambeth Planning Officers in late 2016 and throughout 2017. On 22 February 2017 the scheme was presented to the Lambeth Strategic Sites Panel. The response was generally positive.

Formal planning consultation

6.8 Public consultation on the current planning application was undertaken in accordance with statutory and council requirements as follows:

6.9 Neighbours (as of 6/12/2017)

 Number of neighbours consulted: 1,308 plus Ward Councillors

 Number of objections: 68

 Number in support: 19

 Number neither supporting nor objecting: 6

Table 1 – Summary of objections

Summary of Objection Officer response The existing bus station o The existing bus station should be kept The existing bus station would not work under a two-way road system o o The existing bus station is attractive and The proposed bus station is of high of high architectural quality design quality and would be an acceptable replacement for the existing o o The existing bus station meets the The proposed bus station would meet needs of users the needs of users in the context of the new two way road system and provide o improved weather cover

o The existing bus station is popular The proposed bus station would also be attractive, noteworthy and functional o Improvements to local transport links The existing bus station layout would and public realm can be made without not work under the new two-way road replacing the bus station system and new public realm

The bus station is being demolished to The bus station is proposed to be make way for a tall building replaced so that it would work with a two-way road system

Demolition would be a waste of The existing bus station would be resources dismantled and recycled as far as possible

The proposed bus station The proposed design is not of high The proposed bus station would be of a quality high design quality would become a new landmark for Vauxhall

Does not provide a continuous canopy Although the canopy is not continuous, and weather protection it is lower and provides better weather cover over bus stops

Changing between certain stops would This is required to minimise the require crossing the road distances buses have to travel and to allow for the creation of public square and direct interchange with the train station

Reduced space for bus passengers There would be more pavement space for bus passengers

Does not provide sightlines between This is due to the new two-way road stops system and is considered to be outweighed by the wider benefits of the

gyratory removal

Longer walking distances between stops This is due to the new two-way road system and is considered to be

outweighed by the wider benefits of the gyratory removal. Stops would still be grouped by destination.

Increased bus journey times Any increased bus journey times are considered minor (less than 3 minutes)

and outweighed by the wider benefits of the gyratory removal

Less safe environment The proposed pedestrian environment would be well lit, overlooked and secure

Higher vulnerability to terrorist attack The applicant is liaising with counter terrorism experts to minimise risk

No improvement to air quality The design of the bus station would have little direct effect on air quality.

The wider gyratory works would have small to substantial impact on air quality. Impacts from demolition and construction will be managed

The cost of the project will escalate Not a planning consideration

The land swap required to enable the The merits of the land swap are not a development would not provide public planning consideration benefits Harm to the appearance and character The proposed bus station is of high of the local area quality design and would cause no harm to the character and appearance

of the local area

Increased light pollution The station would not significantly worsen light pollution given its local

context

Increased noise pollution There would be no significant change to noise levels

Increased pedestrian crowding Crowding would be limited despite significant increases in pedestrian

numbers

Retail uses would encourage The retail use is a small kiosk and overcrowding would have limited impact

The area is not suitable for a public The proposed design would help create space to dwell in high quality public realm that would be attractive to use

Loss of public realm The proposals would help deliver additional public realm

The public space would not truly be The public space would be public land public

Reduced amenities for bus passengers Bus passengers would have improved amenities

Disruption from demolition and Disruption is unavoidable but would be construction due to noise, dust, managed through a comprehensive construction traffic and temporary construction management plan closure of existing bus station

No increase in capacity to deal with There is spare capacity at existing increased demand stops and an additional stop would be included

The benefits of the scheme do not justify The benefits of the scheme are loss of the existing bus station considered to outweigh its dis-benefits

Increased wind impact The bus station is a low rise structure and would have no significant impact on wind conditions

The planning process Conflict of interest – Lambeth are both The application will be determined by applicant and decision maker Lambeth as local planning authority according to national, London and local

policies. The applicant is Transport for London.

An environmental impact assessment The environmental impacts of the should be undertaken development were considered unlikely to be significant under an earlier

request for a screening opinion (see ref: 17/00562/EIASCR) Inadequate placement of site notices A total of 22 site notices were erected by the local planning authority.

Additional notices were erected by the applicant

Inadequate consultation The scheme has been subject to extensive pre-application consultation

as part of the wider gyratory scheme Consultation on the planning application was carried out according to Lambeth protocol

This application should be considered The applications are for separate with the application for the Island Site developments which can be properly considered on their merits separately

Objections to the wider road works Increased congestion The wider gyratory removal scheme falls outside of the scope of this

application however the Council Less space for pedestrians supports the scheme as it would implement the ‘Healthy Streets’ approach to improve the attractiveness Reduced safety of walking, cycling and taking public transport and at the same time reduce car dependency. Reduced access to certain streets

South Lambeth Road would benefit from traffic calming

Objection to the island site development o The land swap with a private developer The development of the ‘island site’ is required to enable the development is subject to a separate planning not truly equal and will result in loss of application. land for public use

o The island site should retained as green space o The proposed development is too tall o Would result in wind impacts o

6.10 External Consultees

Environment Agency . No objection subject to the following conditions and informatives: o If land contamination is found, no further redevelopment to take place unless a remediation strategy has been agreed [Condition 13] o No drainage into the ground without consent from the LPA [Condition 14] o Details of piling and foundation design – [Condition 15] o Informative: Flood resilience is incorporated into the design and construction [Informative added] o Informative: Advice users of the building to sign up to the EA flood warning system [Informative added] o Informative: consider watertight doors and door guards, waterproof construction techniques and storage of sensitive materials above ground [Informative added]

Greater London Authority

. GLA stage 1 response received . No objection o The application is generally acceptable in strategic planning terms o The principle is strongly supported o The proposals are of high design quality; will provide better facilities and better respond to projected increase in passenger numbers o A maintenance strategy should be secured by condition o Details of how the southern bus stops will be integrated with the development of the Vauxhall Island Site must be submitted prior to Stage 2 assessment

Historic England Greater London Archaeology Advisory Service

. No objection subject to condition requiring Stage 1 written scheme of archaeological investigation [condition 16]

LB Wandsworth

. No comment received as of 06/12/2017

London Underground Infrastructure Protection

. LUL are working directly with TfL on this scheme. No conditions are required Met. Police Designing Out Crime

. No objection subject to a condition requiring Secured by Design Certification [Condition 17]

Network Rail

. No comment received

TFL Road Network Development (non-referable)

. No comment made as this is a TfL sponsored scheme.

6.11 Residents groups and other bodies

Fentiman and Richborne Terrace Resident’s Association

. Would create a more dangerous and polluted bus stop environment . Increased wind impacts . Wider impact on traffic patterns due to gyratory . Disruption from construction traffic

No comments received from the below:

Friends of Lambeth High Street Recreation Ground Friends of Vauxhall Pleasure Gardens Kennington Association Planning Forum Kennington Oval & Vauxhall Forum Regents Bridge Gardens The Vauxhall Society Tradescant Area Residents Association Vauxhall Church Leaders Vauxhall Neighbourhood Housing Forum Vauxhall One Business Improvement District Vauxhall St Peters Heritage Centre

6.12 Internal Consultees

Conservation & Urban Design . No objection subject to conditions o Details of all external construction at 1:10 scale to be submitted [Condition 4] o Details of pigeon proofing measures to be submitted [Condition 4]

Employment and Enterprise

. No comment

Flooding – SUDS

. No objection subject to conditions requiring details of final drainage strategy [Condition 14]

Sustainability – air quality

. No objection subject to conditions: o Compliance of non-road mobile machinery with Low Emission Zone requirements [Condition 14] o Air quality and dust management plan required as part of construction management plan (including operation schedule for a dust boss) [Condition 19] o Plus monitoring where appropriate [Condition 19]

Sustainability – energy (via external consultant Bioregional)

. No objection subject to conditions requiring details of o Thermal performance and carbon impact of building materials [Condition 21] o How existing resources will be maximised and demolition waste and construction will be minimised [Condition 21] o Details of photovoltaics [Condition 23] o Details of design stage and ‘as-built’ SBEM calculations [Condition 22] o Details of connection to district heating network [Condition 21]

Transport/Highways

. No objection subject to conditions o Construction Management Plan [Condition 19] o Delivery and Servicing Plan [Condition 25]

7. Policy 7.1 Section 38(6) of the Planning and Compulsory Purchase Act 2004 requires planning decisions to be made in accordance with the development plan unless material considerations indicate otherwise.

7.2 The development plan in Lambeth is the London Plan (March 2016), and the Lambeth Local Plan (September 2015). Together with Council's Supplementary Planning Documents, the National Planning Policy Framework (NPPF) and National Planning Practice Guidance (NPPG) are material considerations alongside the council’s development plan.

Listed Buildings and Conservation Areas.

7.3 The Local Planning Authority is statutorily required pursuant to s.66 of the Listed Buildings Act 1990 to have special regard to the desirability of preserving the listed building, its setting and any features of special architectural or historic interest. In addition, the Local Planning Authority is statutorily required under s72 of the Listed Buildings Act 1990 to pay special attention to the desirability of preserving or enhancing the character or appearance of the conservation area.

7.4 Set out below are those policies most relevant to the application, however, consideration is made against the development plan as a whole.

7.5 The London Plan (2016) (‘LP’)

1.1 Delivering the strategic vision and objectives for London 2.9 Inner London 2.10 Central Activities Zone – Strategic Priorities 2.11 Central Activities Zone – Strategic Functions 2.13 Opportunity Areas and Intensification Areas 2.15 Town Centres 3.2 Improving Health and Addressing Health Inequalities 4.7 Retail and Town Centre Development 4.8 Supporting a successful and diverse retail sector and related facilities and services 5.2 Minimising carbon dioxide emissions 5.3 Sustainable design and construction 5.5 Decentralised Energy Networks 5.6 Decentralised Energy in Development Proposals 5.7 Renewable Energy 5.9 Overheating and cooling 5.10 Urban Greening 5.11 Green Roof and Development Site Environs 5.12 Flood Risk Management 5.13 Sustainable Drainage 5.15 Water Use and Supplies 5.21 Contaminated Land 6.1 Strategic Approach 6.2 Providing Public Transport Capacity and Safeguarding land for transport 6.3 Assessing Effects of Development on Transport Capacity 6.5 Funding Crossrail and Other Strategically Important Transport Infrastructure 6.7 Better Streets and Surface Transport 6.9 Cycling 6.10 Walking 6.13 Parking 7.1 Lifetime Neighbourhoods 7.2 An inclusive Environment 7.3 Designing out Crime 7.4 Local Character 7.5 Public Realm 7.6 Architecture 7.8 Heritage Assets and Archaeology 7.12 Implementing the London View Management Framework 7.13 Safety, Security and Resilience to Emergency 7.14 Improving Air Quality 7.15 Reducing and Managing Noise, Improving And Enhancing The Acoustic Environment and Promoting Appropriate Soundscapes

7.6 Lambeth Local Plan (2015) (‘LLP’)

D1 Delivery and monitoring D2 Presumption in favour of sustainable development D3 Infrastructure D4 Planning obligations ED6 Town centres ED14 Employment and training T1 Sustainable travel T2 Walking T3 Cycling T4 Public transport infrastructure T6 Assessing impacts of development on transport capacity T7 Parking T8 Servicing EN3 Decentralised energy EN4 Sustainable design and construction EN5 Flood risk EN6 Sustainable drainage systems and water management Q1 Inclusive environments Q2 Amenity Q3 Community safety Q5 Local distinctiveness Q6 Urban design: public realm Q7 Urban design: new development Q8 Design quality: construction detailing Q9 Landscaping Q10 Trees Q12 Refuse/recycling storage Q13 Cycle storage Q16 Shop fronts Q17 Advertisements and signage Q20 Statutory listed buildings Q22 Conservation areas Q23 Undesignated heritage assets: local heritage list Q25 Views PN2 Vauxhall

7.7 Other Guidance

London Plan Guidance (SPG)

Draft Transport Strategy Culture and Night Time Economy SPG (November 2017) Central Activities Zone (March 2016) Accessible London: Achieving an Inclusive Environment (October 2014) The control of dust and emissions during construction and demolition (July 2014) Town Centres (July 2014) Character and Context (June 2014) Sustainable Design and Construction (April 2014) London View Management Framework (March 2012) Vauxhall Nine Elms Battersea Opportunity Area Planning Framework (OAPF) (2012)

Lambeth Guidance

Vauxhall SPD (2013) Vauxhall Conservation Area Statement (2016) Refuse & Recycling Storage Design Guide Waste Storage and Collection Requirements - Technical Specification Air Quality Planning Guidance Notes Draft Employment and Skills SPD (2016) Draft Revised s106 Planning Obligations SPG (2013)

7.8 Draft London Plan (2017) 7.9 On the 29th of November 2017, the Mayor published a draft of the new London Plan for consultation. It is a material consideration but of very limited weight. The policies of the draft London Plan 2017 as they relate to this application do not depart from the policies of the current London Plan to the extent that they would affect the assessment and recommendation set out in this report.

8. Planning Considerations 8.1 Background

8.1.1 Vauxhall is the gateway to one of Europe’s largest regeneration areas, with 25,000 new jobs and 20,000 new homes coming to the Mayor of London’s VNEB Opportunity Area, of which 8,000 and 3,500 are planned for Vauxhall respectively. London Plan policy 6.1 and Local Plan policy PN2 specifically supports the strategic transformation of Vauxhall so it can become a sustainable and thriving district centre, with further principles set out in the Vauxhall SPD. Part of this transformation requires a modern transport interchange that can accommodate the significant increase in the numbers of people living, working, and visiting. 8.1.2 Vauxhall is dominated by traffic, caused by the wide one-way roads of the gyratory that encourage high speeds, especially outside peak hours. Vauxhall is also at the convergence of six strategic roads. This makes the environment very intimidating for pedestrians and cyclists and discriminates against less ambulant pedestrians in particular. This type of environment is not conducive to a high quality environment and place, which lessens the potential for dwell time in the area; consequently weakening its role as a centre.

8.1.3 To help deliver this aspiration for transformation, Lambeth Council and Transport for London are in the process of implementing the “Healthy Streets” approach to make London’s street’s more welcoming places to spend time, walk, cycle and access public transport and at the same time reduce car dependency. A key part of this is the removal of the Vauxhall gyratory and a return to two-way streets along with improvements to pedestrian and cycling facilities. This project is intended to:

. Reduce the dominance of motor vehicle traffic and vehicle speeds . Make routes more direct for motor vehicles . Align pedestrian crossings with desire lines and reduce informal crossings . Improve cycle routes . Create an area of new public realm in the form of a public square between the bus station and train station . Improve interchange with the train station by removing the intervening carriageway . Wider footways on surrounding streets . Increase the number of street trees

8.1.4 These wider highway and public realm works do not form part of the planning application however the revised highway layout requires changes to the bus station so that it can work efficiently under a two way system. Accordingly, a planning application has been submitted for the redevelopment of the bus station and the planning merits of the new bus station are assessed in this report.

8.2 Principle

8.2.1 The principle of a bus station on this site is established by the existing facility and the retention of a bus station is supported by planning policy.

National policy

8.2.2 Para. 35 of the NPPF states that plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of people and developments should ensure access to high quality public transport infrastructure.

8.2.3 A bus station would encourage the use of sustainable transport in accordance with this policy.

London policy

8.2.4 A bus station would maintain linkages between the Central Activities Zone (CAZ), in which this site lies and labour markets within London as sought by London Plan (LP) Policy 2.10(i). It would also support the roles of the CAZ and preserve its transport infrastructure, as sought by Policy 2.11. Policy 6.1(b) seeks to improve the capacity and accessibility of public transport, walking and cycling, particularly in areas of greatest demand and (d) to improve interchange between different forms of transport, particularly around major rail and underground stations, as would be the case in this instance.

8.2.5 The site falls within the Vauxhall Nine Elms Battersea (VNEB) Opportunity Area which stretches from Lambeth Bridge to Battersea Power Station. Opportunity areas are areas of brownfield land suitable for more intensive redevelopment linked to existing or potential improvements to public transport capacity. Policy 2.13 requires development to support the strategic policy directions for the opportunity area and to realise the scope for intensification associated with existing or proposed improvements in public transport accessibility, making better use of existing infrastructure and promoting inclusive access including cycling and walking. The Opportunity Area Planning Framework (OAPF) for VNEB sets out the strategic policy framework for development within this opportunity area. It supports the delivery of high density, mixed use development and to support it, a package of transport measures. Table 6.6 sets out a range of supporting transport measures that will be required over the plan period. One of the measures is to maintain existing capacity at Vauxhall Bus Station and to improve transport interchange and connections with the wider Vauxhall and Opportunity Area. Accordingly, the proposed bus station would increase capacity and improve interchange with the train station (this is discussed in more detail in section 8.3).

8.2.6 The site is within the Vauxhall district centre and a new bus station designed in accordance with the new road layout and areas of public realm is considered to be in compliance with Policy 2.15 in that it would sustain and enhance the vitality and viability of the centre and promote access by public transport. A new bus station would help to promote healthy lifestyles as required by Policy 3.2 by encouraging incidental walking associated with public transport journeys.

Local policy

8.2.7 Policy D1(b) of the Lambeth Local Plan (LLP) seeks to deliver regeneration objectives defined in the OAPFs discussed above and the proposed bus station would help achieve these objectives.

8.2.8 Policy T4 states that proposals to improve or provide new public transport infrastructure and interchange facilities, including railway, underground and bus stations and bus stands will be supported subject to:

(i) being acceptable in terms of impact on the environment including townscape, public realm and amenity of adjoining areas

(ii) being designed to be safe, convenient, attractive and accessible for use especially by disabled people, children and cyclists, including provision for cycle parking and consideration of desire lines

8.2.9 The proposed bus station is supported by this policy. It would improve interchange with rail services and provide an improved pedestrian environment. Aspects of design and access are discussed later in this report.

8.2.10 Policy PN2 is a policy specific to Vauxhall and its key objective is the creation of a new district centre, known as Vauxhall Cross. The policy then lists the ways in which this will be achieved, including:

Improving the transport experience throughout the area by reducing the dominance of road traffic, increasing the capacity of public transport infrastructure and maximising opportunities to walk and cycle safely and comfortably throughout the whole area. This will include working towards the removal of the gyratory. This may involve remodelling the bus station so that the canopy is removed and bus stops and stands are relocated to allow for the introduction of the high street, improved public realm and connectivity with surrounding areas

8.2.11 The above policy anticipates the remodelling of the bus station in response to the removal of the gyratory. It refers to the removal of the canopy and redistribution of stops however, following public consultation, a canopy has been retained and stops have been arranged in an interchange layout rather than dispersed around local streets. This is discussed in sections 8.3 and 8.5. However, the proposal is considered to be compliant with Policy PN2.

8.2.12 The Vauxhall Supplementary Planning Document (SPD) 2013 translates planning policy relevant to Vauxhall to a greater level of detail. Para. 2.15 identifies the challenges represented by the current bus station:

Whilst providing a good interchange between public transport modes the bus station is isolated within the gyratory and the canopy does not provide adequate protection from the elements. There is a need to retain the effectiveness of the interchange but with significantly improved public realm and connectivity to surrounding areas as well as the rail and underground stations.

8.2.13 Accordingly it sets a vision and part of this is the ongoing function of Vauxhall Cross as an interchange but with the bus station structure replaced with relocated bus stops (para. 3.10). The SPD then develops the vision into a number of principles. Para 4.10.9 states that:

The function of the bus station is retained in order to ensure that effective interchange is ensured but the form is remodelled with the canopy removed. The bus stops and stands are repositioned to allow the introduction of the High Street, improved public realm, and connectivity with surrounding areas. The majority of stops will be retained on Bondway but a small number may be relocated to other streets in the immediate vicinity, and further study into the interchange is being commissioned to ensure that the impact on services is minimised. Whilst the Council acknowledges the benefit of the interchange as it currently exists, it considers that the wider public realm benefits which would result, outweigh the minimal impacts on interchanging passengers. There should, however, be no loss of capacity of either bus stops or stands and current bus routing arrangements should be improved. The outcome will be to significantly reduce the total distances travelled by buses through Vauxhall and improve the convenience of using this mode of transport.

8.2.14 Since the SPD was published, further development and public consultation was undertaken and it was clear that retention of an interchange style bus station was preferred and that this could be delivered while still delivering an improved public realm. This is discussed in later sections. However, a new bus station responding to the new two way road system is considered to be in compliance with the SPD.

Retail use

8.2.15 The bus station would include a small retail (Use Class A1) kiosk on the ground floor of the main building. It would have a corner frontage facing Kennington Lane and the new public square to the east. The site falls within the Vauxhall district centre and a small retail kiosk would be acceptable under LP Policy 4.7 as it would be of appropriate scale, in a town centre location and appropriate for a convenience retailer, which are supported in district centres under Policy 4.8. It would also be supported under the LLP under policy ED6 for the same reasons and help to deliver additional retail uses in Vauxhall as sought under Policy PN2.

Conclusion

8.2.16 The principle of a bus station is acceptable and there is policy support for the provision of a new bus station that responds to the forthcoming two-way road layout in Vauxhall Cross and helps to meets regeneration objectives. The provision of an element of retail is also acceptable in principle.

8.3 Transport

8.3.1 As discussed in the previous section, the Vauxhall gyratory is to be removed and returned to two-way traffic, thereby requiring a new layout for the bus station. Accordingly, this application is for the development of a new bus station. The effect of the station on transport users and whether it complies with transport policy is discussed in this section.

8.3.2 The NPPF supports reductions in greenhouse gas emissions and congestion. This broad policy is carried through the London Plan and Lambeth Local Plan. 8.3.3 LP Policy 6.1(b) seeks to improve the capacity and accessibility of public transport, walking and cycling, particularly in area of greatest demand and (d) to improve interchange between different forms of transport, particularly around major rail and underground stations. Table 6.1 in the London Plan sets out an indicative list of transport schemes to be implemented. Two relevant schemes are:

 Bus Network Development - Regular review of bus network to cater for population, housing and employment growth, maintain ease of use, attractive frequencies and adequate capacity, reliable services, good coverage, effective priority and good interchange with other modes.

 High Quality Bus Priority - Bus priority / transit corridors- investment supporting economic revitalisation in London’s Opportunity Areas by providing new links and services

8.3.4 Policy 6.2 of the LP states that developments must not prejudice these transport schemes.

8.3.5 Policy 6.3(A) states that development proposals should ensure that impacts on transport capacity and the transport network, at both a corridor and local level, are fully assessed. Development should not adversely affect safety on the transport network.

8.3.6 Policy 6.7 sets the policy for surface transport, including buses. Developments should allocate road and priority to buses; ensure direct, secure, accessible and pleasant walking routes to stops; ensure standing garaging and drivers’ facilities are provided where needed and make provision for retaining or creating new interchanges where appropriate.

8.3.7 The above policies are reflected in the Lambeth Local Plan. Policy T1 promotes a sustainable pattern of development in the borough, minimising the need to travel and reducing dependence on the private car. LP Policy T4 seeks better connectivity, quality and capacity in public transport including improved interchanges. It sets out that Lambeth will work with TfL to bring forward improvements to transport infrastructure including the strategic interchange at Vauxhall. Policy T4 also states that proposals to improve or provide new public transport infrastructure and interchange facilities, including railway, underground and bus stations and bus stands will be supported subject to: (i) being acceptable in terms of impact on the environment including townscape, public realm and amenity of adjoining areas

(ii) being designed to be safe, convenient, attractive and accessible for use especially by disabled people, children and cyclists, including provision for cycle parking and consideration of desire lines.

8.3.8 LP Policy T6 supports planning applications which do not have unacceptable transport impacts, including impacts on highway safety, traffic flows, congestion of the road network, on-street parking, footway space, desire lines and pedestrian flows and all other transport modes, including public transport and cycling.

8.3.9 The retention of a bus station in this location is supported in principle. The new station’s impact on bus users, pedestrians and cyclists is discussed below.

Impact on buses

8.3.10 The wider gyratory removal project would have an impact on local traffic conditions, including bus journey times. However, this application relates to the bus station building only and not on the road layout around which it is designed. Therefore the impact on traffic conditions is outside the scope of this application. However, for context, based on the combined impact on both directions of a bus route, six routes (77, 87, 88, 156, 196, 360) would experience an increase in journey time. One route, the 2, would experience a reduction in journey time and five routes (185, 36, 436, N136 and 344) would experience an approximately neutral impact. The longest delay would be up to five minutes on the 156 however, this would affect bus drivers more than passengers as the delay is on the time taken for the terminated route to return to its starting position. No route would experience a delay of more than three minutes.

Impact on interchange

8.3.11 Existing bus stops would be moved as part of the new bus station layout. Currently, bus stops are arranged in two parallel lines of four stops on a long narrow island along Bondway plus a stop on Kennington Lane. Under the new layout, five stops would be retained on Bondway, three stops would be placed on the east side of Wandsworth Road, one stop would be retained on Kennington Lane and one new stop would be provided on South Lambeth Place.

8.3.12 As some stops would be on Wandsworth Road, transferring from services stopping at other stops would take longer due to the increased distance. However, stops have been grouped by destination to make transfer as convenient as possible. Routes going to similar destinations use the same stop and stops which serve routes going in the same general direction, such as southbound, are placed near to each other. This means that stops that are farther apart and would have less convenient transfers are between routes going in opposite directions.

8.3.13 The new layout requires the creation of a bus-only two-way road between Bondway and Wandsworth Road. This reduces the distance that some routes would need to travel to enter and exit the interchange thereby minimising the circuitous routes that some services currently take. This does mean, however, that the road would bisect the station and create two pedestrian crossings. The benefit of this access road in managing bus journey times needs to be weighed against the impact of the inconvenience caused to pedestrians as well as any impact on safety. This new access road also means that there would be a break in canopy cover. Consequently, full, dry interchange would not be possible between bus services at the southern end and the rest of the station. Extending the canopy over the road would not be beneficial as the height clearance needed would mean that the canopy would not provide adequate weather protection, as is the case with the current high level canopy.

8.3.14 The layout allows for the removal of the carriageway which currently separates the bus station from the train station. This allows for the creation of a new public square which would make a significant contribution to the public realm and the character of Vauxhall Cross as an emerging district centre. The new square would also allow for uninterrupted seamless interchange between bus, rail and underground services. Currently, pedestrians must wait to cross the carriageway which separates the train station from the bus and underground stations.

Customer facilities

8.3.15 All bus stops would have seating, information posters, rubbish bins and wayfinder signs to assist with interchange. The existing bus station lacks comprehensive real time information and the customer information window is not highly visible. This has been addressed in the proposed design. Four real-time information displays would be provided and the customer information window would be much more prominent presence at the base of the Pavilion.

8.3.16 Male, female and accessible toilets would be provided along with a baby change facility. A public urinal would also be provided, details of which would be secured by condition. Future growth

8.3.17 Data relating to expected growth in bus ridership and how the proposal responds to this has not been detailed by the applicant. Based on existing services, however, all bus stops except bus stop 1, which serves Victoria, are understood to have spare capacity to accommodate growth. Furthermore, an additional stop has been included at the top of Bondway where it turns into South Lambeth Place.

Walking

8.3.18 LP Policy 6.10 states that development proposals should ensure high quality pedestrian environments and emphasise the quality of the pedestrian and street space by referring to Transport for London’s Pedestrian Design Guidance. LLP Policy T2 states that planning applications planning applications must ensure that existing pedestrian routes and public rights of way are retained and where appropriate improved.

8.3.19 The removal of the gyratory will entail significant changes to pedestrian routes in the local area. With this will come changes to pedestrian desire lines. The application is supported by a transport statement that assesses how the proposed bus station will impact on pedestrian flows under the new arrangement. The modelling includes a forecast significant increase in the number of pedestrians passing through the area due to the completion of nearby major developments.

8.3.20 For comparison, the current bus station was modelled with the increased pedestrian flows expected in the future. During the AM peak (08:00 to 09:00), this scenario shows high crowding on the footway on Parry Street heading to the bus station; throughout the bus station, particularly bus stops B and G; at the entrance to the Underground station; and the pedestrian crossing north across Kennington Lane.

8.3.21 The future scenario with the new road layout and bus station shows that during the AM peak there would still be areas of crowding due to the high number of people using and passing through the station. These areas are the new pedestrian crossings over the new bus-only access road between the northern and southern halves of the bus station; the entrance to the Underground; around four bus stops; and on the crossing north across Kennington Lane.

8.3.22 This crowding is a result of future growth in bus passengers but also changes to pedestrian crossings that would make walking through the bus station a more convenient route. Under the new road layout, a new pedestrian crossing would be installed across Wandsworth Road. This means that those coming from the south- west heading to the bus, train and underground stations or anywhere to the north- east and east are likely to use this new crossing. It would be much more convenient than the current situation where pedestrians must first walk to the junction with Vauxhall Bridge Road before making a right turn towards the station. The impact of this is that it results in a much larger number of people passing through the bus station than there would be under the existing road layout.

8.3.23 Despite this increase in pedestrian numbers passing through the station, areas of where it would be crowded for more than 10 minutes would be limited to small areas of the station. The vast majority of the station would not experience prolonged crowding. Those areas that would experience this are the western crossing between the southern and northern halves of the bus station (40-50 minutes), a small area near the northernmost bus stop on Bondway (10-20 minutes) and the entrance to the Underground station (20-30 minutes). This is shown in Figure 9 below.

Fig. 10 – Areas of cumulative crowding

8.3.24 Although there is some element of crowding during the morning peak, the modelling shows that the proposed bus station keeps key desire lines arising from the new road layout free of obstruction and minimises prolonged crowding. Many pedestrians would benefit from the new crossing on Wandsworth Road and the journey through the bus station to the central square.

8.3.25 Figure 9 also shows that the interchange journey between the train station and the bus station and Underground would never experience prolonged crowding. The removal of the carriageway and associate signalised pedestrian crossing is a significant cause of this. 8.3.26 It should be noted that the modelling does not include the additional public realm that is likely to be provided with the development of the Vauxhall Island site.

8.3.27 The proposed bus station is considered to provide a pedestrian environment that complements the new road layout arising from the gyratory removal.

Cycling

8.3.28 LP Policy 6.9 states that development should provide secure, integrated, convenient and accessible cycle parking facilities and contribute positively to an integrated cycling network for London. LLP Policy T3 states that Lambeth will promote cycling through improvements to routes and that development proposals are required to make adequate provision for cycle parking facilities.

8.3.29 As part of the gyratory removal scheme, a number of improvements are proposed to local cycling routes including the provision of new segregated cycle lanes on South Lambeth Road, Nine Elms Lane, Miles Street and the southern stretch of Bondway. Due to these improvements, the applicant does not anticipate a high demand for cycling through the bus station. Those cycling to the station itself are expected to make use of the cycle parking facilities on local streets including in the gyratory scheme. Cycle parking within the bus station itself has been avoided in order minimise obstacles to pedestrian flow and conflict with buses.

8.3.30 The London Plan does not set a minimum cycle parking standard for stations, stating that they will be considered on a case-by-case basis. Also, the retail element is too small to trigger the requirement for cycle parking. So although the proposed bus station does not make any direct provision for cycle parking, the scheme is acceptable in this respect as improved cycle facilities are proposed as part of the gyratory removal scheme which would serve the bus station.

Parking

8.3.31 LP Policy 6.13 seeks an appropriate balance being struck between promoting new development and preventing excessive car parking provision that can undermine cycling, walking and public transport use. LLP Policy T9 states that development should provide car parking in line with the maximum standards in the London Plan, reflecting public transport accessibility. Developments should be car-free in areas of high public transport accessibility is high.

8.3.32 The London Plan does not set a parking standard for public transport stations but states that these will be considered on a case by case basis. The site is in a location of the highest level of public transport accessibility (PTAL 6b), to which the bus would be a contributor to. As such, no parking is proposed and this is considered acceptable.

Servicing

8.3.33 LLP Policy T8 requires developments to make adequate provision for servicing appropriate to the scale, form and location of the proposed development.

8.3.34 Although not part of this planning application, the existing loading bay on the western side of Bondway would be moved to the eastern side where it would serve the bus station and local businesses. The proposed development is expected to generate 34 one-way servicing trips per week. This is a very low amount and would not have significant impact on the network. However, a detailed delivery and servicing plan would be required by condition.

Demolition and Construction Logistics

8.3.35 The application is supported by a draft demolition management plan and construction logistics plan. Broadly it sets out that the station and part of Bondway would be hoarded off before the existing bus station would be dismantled. No details have been provided on where bus stops would be located temporarily, however some will be provided in the same area, others would be relocated to Wandsworth Road and South Lambeth place. A condition would be imposed requiring the submission of a detailed scheme for the temporary bus stops. Access to the Underground would be retained.

8.3.36 Construction vehicles would be routed to arrive via the TfL road network to avoid impacts on the local highway. Loading and unloading would take place within the site hoarding and not on-street. All site staff would be required to travel to the site by public transport.

8.3.37 The works would take place in parallel with the wider gyratory scheme. It is currently estimated that time from closure of the bus station to completion of the new station would be two years.

8.3.38 More detailed demolition management and construction logistics details would be secured by the CMP.

Conclusion

8.3.39 The proposed bus station is a necessary response to the changes to the local road system brought about by the removal of the current gyratory. It retains bus stops in a coherent interchange with weather protection, and mitigates pedestrian crowding, although some crowding is still expected at peak times. The proposal enables improved interchange with the rail station as well as improving customer service and information. The proposal has capacity to accommodate bus passenger growth beyond existing usage. Due to stops being dispersed across a wider station area, some passenger interchanges are less convenient than at present however the proposal enables improved interchange between the bus/Underground and rail services.

8.4 Inclusive Design

8.4.1 The NPPF supports the principle of inclusive design, which ensures that buildings and their surroundings space can be accessed and used by everyone. LP Policy 7.2 require application to explain how principles of inclusive design, including the specific needs of older and disabled people, have been integrated into the proposal. Policy 6.1 seeks to ensure that all parts of the public transport network can be used safely, easily and with dignity by all Londoners, including by securing step-free access where this is appropriate and practicable. Policy 6.7 requires bus stops to be designed in accordance with TfL’s Accessible Bus Stop Design Guidance.

8.4.2 LLP Policy Q1 requires developments to be compliant with best practice and that applications show how they achieve inclusive design.

8.4.3 The bus station has been designed to be accessible to all users. All bus stops have been designed according to TfL’s guidance. There are step-free routes from the bus station to platforms at Vauxhall train station and Underground station. The public realm areas, including all footways, the station concourse and connection to the station square would be step-free, level and anti-slip. Step free access is provided to the internal areas of the Pavilion.

8.4.4 The approach to materials for paving and street furniture will include tonal contrast to highlight obstructions, such as benches, raised edges to planters and edges to carriageways. The paving would have low tonal variation to avoid creating visually confusing surface. 8.4.5 Tactile paving and dropped kerbs are included at all crossing points. Street furniture and tree planting would be arranged to avoid blocking clear desire lines.

8.5 Design and appearance

8.5.1 The NPPF attaches great importance to the design of the built environment, stating that good design is a key aspect of sustainable development.

8.5.2 LP Policy 7.1D states that new buildings and the spaces they create should help reinforce or enhance the character, legibility, permeability, and accessibility of the neighbourhood. Policy 7.4 requires buildings, streets and open spaces to provide a high quality design response and policy 7.6 states that architecture should make positive contribution to a coherent public realm, streetscape and wider cityscape. Policy 7.5 relates to the public realm and states that it should be comprehensible with high quality landscaping, street furniture and infrastructure.

8.5.3 The LLP carries this forward locally. Policy Q5 states that the local distinctiveness of Lambeth should be sustained and reinforced through new development and proposals will be supported where it is shown that design of development is a response to positive aspects of the local context and historic character. Policy Q6 seeks an attractive, uncluttered and coordinated public realm that is legible and permeable. Policy Q7 requires new developments to be of quality design and of a scale that preserves or enhances prevailing local character.

8.5.4 Policy PN2, which is specific to Vauxhall, seeks to ensure development is based on best practice principles of place-making and good design.

8.5.5 A new bus station is required due to the change to the local road system. The existing bus station is distinctive and highly visible. It contributes to the particular character of the local area however it is not in a conservation area and is not listed statutorily or locally. It therefore has no particular protection under planning policy. However, the impact on the character and appearance of the local area due to its demolition and replacement with a new bus station must be assessed. This assessment has been informed by the Council’s urban design officer.

Pavilion

8.5.6 The three-storey Pavilion building would contain the bus operations staff accommodation, re-providing existing facilities. It is placed at the northern end of the site so that it announces the presence of the interchange to the new public square between the bus station and the train station. This approach is sound in urban design terms. The compact built form with a tower element also provides an anchor for the canopy. The proposed use of vertical coloured terracotta baguettes and subtle lights would create something rich and attractive at both day and night – this would reflect the 24 hour nature of the bus station. The clock and TfL roundel on the tower and the large ‘VAUXHALL’ sign would clearly indicate the function of the building and the civic character of the adjacent public space. The space would be clear and easy to understand.

Canopy

8.5.7 The proposed low, deep nature of the main canopy would provide improved weather protection. The current canopy is very high and fails to provide adequate protection. Its linear form and basic arrangement are both logical given the road alignment in which it fits. The polymer roofing would ensure the areas below are bright and naturally lit. The logical and practical structural form is enlivened by the application of additional coloured baguettes along its perimeter fascia. In order to ensure this design is successful, it is essential that the space of these baguettes and the construction detailing of their fixings are carefully considered. If not undertaken with sensitivity there is a risk that the fixings will detract from the desired effect – especially when viewed at close quarters from the upper storeys of double deck buses. These details can be ensured by condition.

Fig. 11 - Cross section of canopy

8.5.8 The structures within the canopy area (lift enclosure, stairwells and toilets) are treated as separate objects which are free from its structure and the quirky roof form gives them character. These elements are acceptable. 8.5.9 The proposed new canopy over the stairs to the Underground is a simple design that would provide good weather protection. Glass weather screens would also be added to the existing canopy over the stairs leading down to the subway. These elements are welcomed.

Vent shaft

8.5.10 The existing vent shaft to the underground is located on a traffic island between Bondway and Wandsworth Road. It is a cylindrical brick and metal structure 6.74m high and 5.3m in diameter. It is proposed to increase the height of the shaft by placing a larger shaft structure around it like a sleeve. The maximum height would be 15m. The outside would have glazed bricks and the upper third would have aluminium louvres. The final details would be secured by condition.

Materials

8.5.11 The slim terracotta baguettes are reminiscent of TfL route maps and reflect the history of terracotta manufacture on the south bank. The use of glazed brick walling to the structure under the canopy is welcomed as it is both reflective, hard wearing and easy to clean. Lambeth officers have worked closely with the applicant to ensure that the detailing is robust, attractive, fit for purpose and aligns with TfL’s corporate standards. The proposed materials are considered acceptable. Samples as well as construction detailing, pigeon proofing measures and a maintenance strategy would be secured by condition.

Conclusion

8.5.12 The proposed bus station would be a high quality design response that would make a positive contribution to a coherent public realm and would strengthen the character of Vauxhall Cross as not just a transport interchange but as a district centre and focus for activity as sought under the Vauxhall SPD. It would respond appropriately to and enhance the benefits of the new streetscape and public realm being delivered with the gyratory removal scheme. As such it would be compliant with design policies and help to deliver on wider regeneration objectives to create a new district centre and improved public realm.

8.6 Impact on Heritage Assets

8.6.1 The bus station does not fall within a conservation area however the northern free- standing bus canopy and the canopy over the stairs down into subway are both in the Vauxhall conservation area. However, due to its proximity the bus station would have the potential to impact on the setting of the nearby Vauxhall and Albert Embankment conservation areas as well as the setting of the Grade II* Brunswick House on Wandsworth Road.

8.6.2 The Local Planning Authority is statutorily required pursuant to s.66 of the Listed Buildings Act 1990 to have special regard to the desirability of preserving the listed building, its setting and any features of special architectural or historic interest. In addition, the Local Planning Authority is statutorily required under s72 of the Listed Buildings Act 1990 to pay special attention to the desirability of preserving or enhancing the character or appearance of the conservation area.

8.6.3 Para. 131of the NPPF states that in determining planning applications local planning authorities:

 the desirability of sustaining and enhancing the significance of heritage assets and putting them to viable uses consistent with their conservation;  the positive contribution that conservation of heritage assets can make to sustainable communities including their economic vitality; and  the desirability of new development making a positive contribution to local character and distinctiveness. 8.6.4 Policy 7.8 of the LP states that development affecting heritage assets and their settings should conserve their significance, by being sympathetic to their form, scale, materials and architectural detail. This is continued locally in LLP Policies Q20 and Q22 in respect of listed buildings and conservation areas respectively. Policy PN2, specific to Vauxhall states that new development should respect “local contextual considerations including heritage assets, building on and protecting the existing character and historic environment, taking into account amenity and microclimate and ensuring high quality design”.

Impact on Conservation Areas

8.6.5 The Vauxhall Conservation area is immediately to the east and includes the eastern side of Bondway. The conservation area statement for Vauxhall states that the buildings represent one of the last coherent group of Vauxhall’s commercial character. They are a variety of brick buildings of roughly similar heights (between 4 to 6 storeys) and give a coherent character. Of particular note are the former bank, Rowton House and a narrow Dutch style block dating from the 1880’s (para 2.29). 8.6.6 South Lambeth Place, which runs under the railway viaduct is also within the conservation area and the conservation area statement explains that its alignment is due to the presence of the River Effra flowing beneath. At the Bondway end the former Elephant and Castle PH (now a coffee shop) turns the corner and is an attractive landmark building.

8.6.7 The elements of the proposed development which fall within the Vauxhall Conservation area are the northernmost free standing bus canopy and the canopy over the stairs leading down to the subway. These elements are considered to have a minor impact and would preserve the character and appearance of the Vauxhall Conservation Area.

8.6.8 Although not mentioned in the statements for the Vauxhall and Albert Embankment conservation areas, the existing bus station is highly visible and distinctive and therefore contributes to the setting of these two conservation areas. However, the existing canopy also obstructs views into the Vauxhall conservation area from the western side of Wandsworth Road due to its height. As discussed in the previous section, the new bus station is considered to be a high quality design that would contribute positively to the public realm; however its lower canopy would also mean that historic facades on Bondway would be more visible and better appreciated. As such, the replacement of the existing bus station with the proposed would enhance the setting of the conservation area.

Listed Buildings

8.6.9 To the south-west on Wandsorth Road is the Grade II* listed Brunswick House. There would be no significant impact on the setting of this building due to the distance from the proposed development. The nearest element of the new bus station would be a single bus stop and canopy on Wandsworth Road approximately 60m away. The setting of this listed building is currently dominated by recent neighbouring development. There would be no harm.

Non-Designated Heritage Assets – Locally Listed Buildings

8.6.10 Locally Listed Buildings are ‘non-designated heritage assets’ under the NPPF. Para. 135 of the NPPF states that the effect of an application on the significance of non- designated heritage asset should be taken into account in determining the application. In addition LLP Policy Q23 seeks to retain, preserve, protect, safeguard and where desirable, enhance non-designated heritage assets. The SIS (MI6) building, 2 South Lambeth Place, 1-5 Wandsworth Road and Rowton House, 11-13 Bondway are nearby and locally listed. As discussed above, the new bus canopy allow for better appreciation of the historic buildings on Bondway, including the above locally listed buildings. As such, the development would enhance the setting of these non-designated heritage assets.

Non-designated heritage assets – archaeology

8.6.11 Non-designated heritage assets also include archaeological assets and the same policy approach applies. Policy 7.8 of the London Plan emphasises that the conservation of archaeological interest is a material consideration in the planning process. LLP Policy Q23 requires proper investigation and recording of archaeological remains.

8.6.12 The site lies in an area of archaeological interest (archaeological priority area) under the Local Plan. The application is supported by a desk-based archaeological assessment and this has been reviewed by the Greater London Archaeological Advisory Service (GLAAS). GLAAS agrees with the report’s recommendation that to mitigate the development’s impacts upon the buried archaeological resource an appropriate staged programme of archaeological investigation and recording should be undertaken. This can be secured by condition.

8.7 Impact on protected views

8.7.1 LLP Policy PN2 states that new development should respect strategic view. The site does not fall within a view protected under the London view management framework but falls within the scope of three local views identified under Policy Q25. These are:

 Local View – Brixton Panoramic  Local View – Millbank to Vauxhall Cross  Local View – Member’s Terrace View at County Hall

8.7.2 Due to its limited height, the bus station would not be visible in any of the above views as it would be hidden behind larger buildings nearby.

8.8 Advertisements and signage

8.8.1 The NPPF states that poorly placed advertisements can have a negative impact on the appearance of the built and natural environment. 8.8.2 Policy Q17 of the Lambeth Local Plan sets out the Council’s approach to assessing advertisement applications and it states that no advertisement shall harm amenity or highway/public safety.

8.8.3 The tower on top of the Pavilion is designed to accommodate two LED advertising screens however these would be subject to a separate advertising consent application. However, the bus station would be supported by a signage strategy that is consistent with other TfL transport interchanges. Details of this would be secured by condition however the bus station is designed to easily accommodate the required signage. For example, signs can be suspended from the canopy beams, attached to columns or to walls intended for signage.

8.9 Secured by Design

8.9.1 Para. 58 of the NPPF recognises the role of design in creating safe and accessible environments where crime and disorder, and the fear of crime do not undermine quality of life or community cohesion. LP Policy 7.3 states that Development should reduce the opportunities for criminal behaviour and contribute to a sense of security without being overbearing or intimidating. Policy 7.13 seeks to ensure that development proposal contribute to the minimisation of physical risks and to include measures that, in proportion to the risk, deter terrorism, assist in the detection of terrorist activity and help defer its effects. This is reflected in LLP policy Q3.

8.9.2 The design is for an uncluttered station that allows for easy movement of passengers. It avoids deserted, secluded or undefined open areas by having clear areas around points of activity, such as the bus stops, Underground station and towards the public square. Clear site lines would be maintained throughout the station to maximise passive surveillance. The bus controller’s office would have sight lines down the station and across the new public square towards the rail station. The retail kiosk would provide an additional level of passive surveillance. Extensive CCTV coverage would also be implemented.

8.9.3 The station would be well lit to ensure perceptions of safety and to assist with image capture by CCTV. Details of CCTV and lighting would be secured by condition. The translucent canopy would ensure the station is brightly and uniformly lit during the day. The toilets would also have the translucent roof to ensure brightness during the day and will also be well lit during hours of darkness. Both the entrance to the toilet block and the public urinal would be highly visible 8.9.4 The seating is designed so that it would not be possible to lie down on them and seating would be arranged to avoid clusters. This would discourage group congregation. All relevant surfaces would have anti-graffiti coatings.

8.9.5 The scheme has been reviewed by the Metropolitan Police Secure by Design Officer and a condition has been recommended requiring Secure by Design certification. TfL are also liaising with the Counter Terrorism Security Advisor to consider measures to reduce the risk and harm of potential terrorist activity, including hostile vehicles.

8.9.6 Officers are satisfied that the proposal would be secure and in compliance with the above policies.

8.10 Trees and Landscaping

8.10.1 LP Policies 5.10, 5.11 and 7.19 support the provision green landscaping in developments in the interests of visual amenity, climate change mitigation and biodiversity. This is carried forward in more detail in LLP Policy Q9.

8.10.2 LP Policy 7.21 Trees And Woodlands - Existing trees of value should be retained and any loss as the result of development should be replaced following the principle of ‘right place, right tree’. Wherever appropriate, the planting of additional trees should be included in new developments, particularly large-canopied species. Policy Q10 seeks to protect trees of significant amenity, historic or ecological/habitat conservation value.

8.10.3 The proposed development would result in the loss of two cherry trees near the London Underground vent. These are considered to be of lower quality (Category C) and amenity value due to their size. The large London Plan tree by the footbridge over Kennington Lane would be retained.

8.10.4 The loss of these trees is considered acceptable given it would enable to delivery of the new bus station as required by the gyratory works. However, a scheme of tree planting is proposed for the bus station. Seven trees are proposed within the red line boundary of this planning application and there will also be a scheme of tree planting as part of the gyratory works that would result in a net increase of trees. For those areas within the red line, a condition will be applied requiring details of planting and landscaping to ensure that all opportunities for tree planting are utilised. Conditions would also be applied requiring tree works to comply with the relevant standards.

8.11 Impact on residential amenity

8.11.1 London Plan Policy 7.6 and Policy Q2 of the Local plan requires development to cause no unacceptable harm to visual amenity as well as the amenity of surrounding land and buildings in relation to privacy, sense of enclosure, overshadowing and noise.

Daylight and sunlight 8.11.2 The nearest residential properties are those on Bondway. These are flats on ground to fourth floor level. The existing bus station canopy is open sided however the canopy itself casts a shadow across to these properties but only in the late afternoon/early evening. The impact is minor however. The proposed bus canopy is lower in height so it would have less of an impact. The Pavilion building at the northern end would be a more substantial structure than the existing bus station office however it would be set in a public square and too far from a residential property to affect its daylight and sunlight.

Overlooking and privacy 8.11.3 As discussed above, the nearest residential properties are on Bondway. These properties already look out onto the bus station and this would not change under the proposal. There would be no additional harm from overlooking.

Noise

8.11.4 The bus station generates a level of noise due to the noise of buses and ambient noise from passengers. This would be the case for the proposed bus station and it is not considered that there would be significant level of additional harm to nearby residents. Details of mechanical plant would be secured by condition.

8.11.5 The submitted noise assessment concludes that due to the high ambient noise levels of this location, construction activities for the majority of the time would cause a level of noise that would be noticeable but not intrusive thereby having no impact on quality of life. There would be some instances where noise would be higher and a set of mitigation measures have been identified to minimise the impact. These would be incorporated into the Construction Management Plan.

Light pollution

8.11.6 The existing bus station is lit during hours of darkness and this would be the case for the new bus station as well. It is considered that this would not result in additional harmful light pollution. The Pavilion building will have LED lighting integrated into the façade. Although this would add to local light levels, it is considered that nearby residential properties are sufficiently far away to not experience harm to amenity given that this location is already a well-lit, busy, central London location with 24 hour activity.

8.12 Sustainability

8.12.1 Under para. 93, the NPPF highlights the role planning plays to help secure radical reductions in greenhouse gas emissions. LP Policy 5.2 requires developments to make the fullest contribution to minimising carbon dioxide emissions in accordance with ‘Be Lean’, ‘Be Clean’ and ‘Be Green’ hierarchy. LP Policy 5.3 states that developments should demonstrate that sustainable design standards are integral to the proposal. Policies 5.6 and 5.7 encourage the use of decentralised energy systems and on-site renewable energy generation where feasible respectively. These policies are supported by Policies EN3 and EN4 of the LLP.

Energy

8.12.2 A number of measures would be implemented in accordance with the energy hierarchy in order to achieve the 35% saving over 2014 Building Regulations required by Policy 5.2:

Be Lean – use less energy:

. Insulation and exposing the concrete frame to regulate heat transfer . South facing glazing for solar gain when heating is needed . Night time ventilation during warmer months . Low-flow plumbing . Low energy lighting and automatic controls . Mechanical ventilation heat recovery

Be Green – use renewable energy

. 50 sqm Solar PV panels

8.12.3 The ‘Be Clean’ level of the hierarchy refers to supplying energy efficiently. The type and size of the development is considered by Lambeth’s energy consultants to be inappropriate for a combined heat and power system (CHP). However, subject to the submission of additional detail, it is considered that the proposed energy strategy is appropriate to the site

Other measures

8.12.4 After being dismantled it is estimated that 95% of the existing bus station structure would be recycled and the solar PV would be reused either in the new development or elsewhere. Rain water is proposed due to the large catchment area of the roof and the high demand for water for WC use. This would include an underground rain water tank and pumping system. When there is insufficient rain water, mains water would be used.

8.13 Air Quality

8.13.1 LP Policy 7.14 seeks to improve air quality and exposure to existing poor air quality. An air quality impact assessment should be submitted demonstrated that the proposed development complies with this policy. The whole Borough is within an Air Quality Management Area (AQMA) and in such areas developments should be at least ‘air quality neutral’ and not lead to further deterioration of existing poor quality.

Operation 8.13.2 The new bus station is required due to the removal of the gyratory and this removal would have an impact on traffic patterns which would then have an impact on air quality. This impact was assessed under an earlier application to determine whether and environmental impact assessment was required (ref: 17/00562/EIASCR). The proposed alterations to the gyratory would allow traffic to travel by more direct routes thereby reducing the distance travelled by vehicles passing through the area. The air quality assessment states that this would result in negligible to substantial beneficial impacts on individual receptors, especially related to NO2. However, this impact is a result of the gyratory works as well as the implementation of the Ultra-Low Emission Zone, improvements to the vehicle fleet and improvements in background emissions generally. These elements fall outside the scope of this planning application. The bus station itself would have insignificant impact on air quality as it would not generate a significant number of additional vehicle trips compared to this existing situation.

Demolition and construction 8.13.3 During demolition and construction there is potential for an impact on air quality due to dust (including particulate matter), increased road traffic emissions from construction vehicle movements and emissions from non-road mobile machinery. These are typical of construction sites and the impacts would be managed through a detailed Construction Management Plan with a specific air quality management plan, including monitoring where appropriate. This would be secured by condition. 8.13.4 Mitigation measures include removing internal elements to buildings prior to demolition, suppressing dust with moisture, storing dusty waste and construction materials appropriately, minimising exposed ground during earthworks and siting activities with potential air quality impacts away from receptors.

London Underground vent 8.13.5 There is an existing air vent on a traffic island between Bondway and Wandsworth Road. It serves the Victoria line and the proposed bus station would be built around it. The submitted air quality statement states that the main contributor to local air pollution is traffic and construction activity. The vent makes a small additional contribution to particulate pollution which peaks when trains run most frequently and when underground fans are turned on to purge air from tunnels. The proposed development would not affect the amount of particulate matter emitted but the layout of the bus station means that pedestrians would be closer to it. Consequently, it is proposed that the louvres of the vent are raised to maximise the potential for dispersion of particulates into ambient air as the vent shaft would be above the station canopy. The louvres would be spaced evenly around the shaft to allow for multiple wind directions to disperse the particulates. The shaft would be extended upwards by placing a taller structure over the existing vent structure. The detailed design and finish would be secured by condition. Due to this mitigation measure, there would be no significant impact on exposure to pollutants.

Conclusion 8.13.6 The proposed development would cause no significant harmful impact on air quality or exposure to poor air quality. In addition to those mentioned above, a condition would be secured requiring compliance of non-road mobile machinery with Low Emission Zone standards.

8.14 Flood Risk Management and Drainage

8.14.1 Para. 100 of the NPPF states that inappropriate development in areas at risk of flooding should be avoided by directing development away from areas at highest risk, but where development is necessary, making it safe without increasing flood risk elsewhere. Policies 5.12 of the London Plan and EN5 of the Local Plan seek to minimise the impact of flooding. Development must comply with the flood risk assessment and management requirements set out in the NPPF.

8.14.2 The Local Plan includes Vauxhall bus station as one of the allocated sites which has undergone the Sequential Test as part of the plan process (Site No 13 – Vauxhall Island Site). Para. 104 of the NPPF states that applicants need not apply the Sequential Test where proposed development is located on sites allocated in development plans which have been through the Sequential Test.

8.14.3 The application is supported by a flood risk assessment which has been reviewed the council’s flood risk officer and considered acceptable.

8.14.4 The site is within Flood Risk Zone 3a (high) which means that there is a 1% or greater annual probability of river flooding or 0.5% annual probability of sea flooding. However, the actual risk is lowered significantly due to the presence of the Thames Tidal Defences. Lambeth’s strategic flood risk assessment identifies that the most significant risk to the Vauxhall area is tidal flooding but only in the case of the flood defences failing. In the unlikely event that flood defences are breached safe access and egress would be maintained to the site.

9. The River Effra runs below ground near to the site however there is no evidence of historical flooding near to the bus station. The risk of flooding from heavy rain fall would be very low (less than 0.1%) across most of the site with small areas of medium risk (1%-3.33%) with flood depth being less than 300mm. The risk of flooding from groundwater was found to be low. Due to the age of the sewer system, the site, like much of central London can be susceptible to incidents of sewer flooding however the consequence of such flooding is low. The PPG states that in Flood Zone 3a, essential infrastructure should be subject to the Exception Test and be designed and constructed to remain operational and safe in times of flood. The redevelopment of Vauxhall bus station has previously passed the Exception Test as part of the Local Plan process. The areas of highest surface water flood risk occur mainly along Kennington Lane under the rail viaduct. Roads to the north and west of the site are at very low risk of surface water flooding. The road to the immediate south east are low to medium with flood depths below 300mm. In unlikely times of flood described in earlier paragraphs, modelling shows that there would be limited safe access and egress to the site.

Surface water drainage

9.1.1 LP Policy 5.13 states that development should utilise sustainable urban drainage systems (SUDS) unless there are practical reasons for not doing so, and should aim to achieve greenfield run-off rates (i.e. rates of surface water runoff if the site was not developed). The policy sets out a hierarchy for surface water management starting from storage of rainwater for later use down to discharging rainwater to the combined sewer.

9.1.2 Due to the constrained site and presence of the Underground station and numerous utilities below, a full above or below ground attenuation feature (such as a storage tank) of the capacity needed to achieve greenfield run-off rates would not be possible. However, the canopy presents an opportunity to harvest rainwater to serve the toilet block. This will help reduce run off rates and mains water use. Additional planters and trees would provide a limited amount soakaway capacity as well.

9.1.3 This general approach is considered acceptable and a full detailed drainage strategy would be required by condition. The Environment Agency have no objection to the proposal and recommend a condition requiring consent from the council prior to any surface water drainage system draining into the ground.

Conclusion

9.1.4 The proposed development would not unacceptably increase the risk of flooding in compliance with the above policies.

9.2 Waste and Recycling

9.2.1 LP Policy 5.17 and LLP Policy Q12 requires all new development to provide suitable waste and recycling storage facilities. 9.2.2 A central refuse store would be located at the northern end of the bus station, adjacent to the lift to the Underground. There is no local or national guidance on the waste storage requirements for bus stations or other transportation facilities. Therefore, the British Standard (BS5906:2005) for waste storage in a retail development was applied. This equates to 10L of waste per square metre of gross internal area. The bus station has a total operational floorspace of 263sqm resulting in a required capacity of 2,630L (half recyclable and half residual waste) with weekly collection. Lambeth has its own standard for retail waste storage requirements however it is less than that set out in the British Standard.

9.2.3 The station would include 2,200L of storage but this would be collected twice a week resulting in a weekly capacity of 4,400L, far in excess of the estimated requirement. This would ensure that adequate storage is maintained for station staff and bus users.

9.2.4 Hooped litter bins would be provided throughout the station (at least one per stop) and small bins provided in the toilets, commercial kiosk and bus operational areas. These bins would be emptied into large Eurobins in the refuse store. On collection days, these would be collected by a contractor from bus stop 9, at the northern end of Bondway.

9.2.5 The proposed waste management strategy is considered acceptable. Design details of the waste storage area would be required by condition and details of vehicle collection routes would be submitted as part of the delivery and servicing plan required by condition.

9.3 Contaminated Land

9.3.1 LP Policy 5.21 states that appropriate measures should be taken to ensure that development on previously contaminated land does not activate or spread contamination. This is reflected in LLP Policy EN4.

9.3.2 The application is supported by land contamination assessment. Historically there have been gas works-related buildings on site and nearby and there has been bomb damage from WWII indicating a risk of unexploded ordnance. However, the site has been extensively redeveloped since then and therefore contamination risks are considered to be low.

9.3.3 The Environment Agency has reviewed the submission and agree that the risk would be low. Conditions would be imposed requiring a remediation strategy for any unexpected contamination and to ensure the piling method and foundation design does not result in unacceptable risks to groundwater. Subject to these conditions, the proposal is acceptable.

9.4 Planning Obligations and Community Infrastructure Levy (CIL)

9.4.1 LP Policy 8.2C states that proposals should address strategic as well as local priorities in planning obligations. Policy D4 of the Local Plan sets out that the Council will, where appropriate, enter into legal agreements with developers, and seek the attainment of planning obligations, having regard to current Government Guidance and Lambeth’s CIL regime. 9.4.2 The development is not classified as a ‘major’ development as the site area is less than 1 hectare and the amount of internal floorspace created is less than 1,000sqm. Due to this and because the necessary mitigation for the proposed development can be adequately secured by planning condition, no planning obligations are required under Lambeth policies and guidance.

9.4.3 TfL have an established Skills and Employment Strategy (2011) which seeks to build skills of Londoners (with a focus on young people) through training and effective procurement.

CIL

9.4.4 The development would be liable for the Mayoral CIL as it provides net additional gross internal floor area. It would not be liable for Lambeth CIL as the proposed uses do not fall within the categories for chargeable development.

10. Conclusion 10.1 Upon full assessment of the submitted material supporting the application, taking into account all material considerations, it is considered that the proposed redevelopment of the bus station is in accordance with the objectives of the development plan.

11. Equality And Human Rights 11.1 In line with the Public Sector Equality Duty the council must have due regard to the need to eliminate discrimination and advance equality of opportunity, as set out in section 149 of the Equality Act 2010. In making this recommendation, regard has been given to the Public Sector Equality Duty and the relevant protected characteristics (age, disability, gender reassignment, pregnancy and maternity, race, religion or belief, sex, and sexual orientation).

11.2 In line with the Human Rights Act 1998, it is unlawful for a public authority to act in a way which is incompatible with a Convention right, as per the European Convention on Human Rights. The human rights impact have been considered, with particular reference to Article 1 of the First Protocol (Protection of property), Article 8 (Right to respect for private and family life) and Article 14 (Prohibition of discrimination) of the Convention.

11.3 The Human Rights Act 1998 does not impair the right of the state to make decisions and enforce laws as deemed necessary in the public interest. The recommendation is considered appropriate in upholding the council's adopted and emerging policies and is not outweighed by any engaged rights.

12. Recommendation 12.1 Grant planning permission subject to conditions and referral to the Mayor of London.

13. Conditions and Informatives

Time Limit

1. The development hereby permitted shall begin before the expiration of three years from the date of this permission.

Reason: To comply with Section 91 of the Town and Country Planning Act 1990 (As Amended)

Drawings 2. The development hereby permitted shall be carried out in complete accordance with the approved plans listed in this decision notice, other than where those details are altered pursuant to the requirements of the conditions of this planning permission.

Reason: For the avoidance of doubt and in the interests of proper planning.

Materials

3. Prior to the commencement of above ground construction works of the development hereby permitted, the following details of the materials to be used in the external elevations of that part of the development shall be provided to and approved in writing by the local planning authority. The development hereby permitted shall be thereafter built in accordance with the approved details, unless otherwise agreed in writing by the local planning authority. The following details are required:

a. a technical specification schedule of the materials

b. a sample panel to be provided on site

c. a photographic record of the sample panels, taken on site at midday

Reason: To ensure that the external appearance of the building is satisfactory (policies Q2, Q7 and Q8 of the London Borough of Lambeth Local Plan (2015)).

Construction detailing

4. Notwithstanding the details shown on the approved and illustrative drawings and prior to the commencement of above ground construction works of the development hereby permitted, details of all external construction detailing at 1:10 scale, including measures for pigeon proofing, shall be submitted to and approved in writing by the Local Planning Authority. The development hereby permitted shall be thereafter built in accordance with the approved details.

Reason: To ensure that the external appearance of the building is satisfactory and that it protects or enhances the character and appearance of the local area. (Policies Q5, Q7 and Q8 of the Lambeth Local Plan (2015)).

Pre-commencement justification: These details are required prior to commencement in order to ensure the development is constructed with materials approved by the Local Planning Authority.

Landscaping 5. Prior to the commencement of above ground construction works, a hard and soft landscaping scheme shall be submitted to and approved in writing by the local planning authority. The hard and soft landscaping shall be thereafter carried out in accordance with the approved scheme within 6 months of the date of occupation. All tree, shrub and hedge planting included within the above scheme shall accord with BS3936:1992, BS4043:1989 and BS4428:1989 (or subsequent superseding equivalent) and current Arboricultural best practice. The submitted scheme is expected to demonstrate the following:

a. The quantity, size, species, position and the proposed time of planting of all trees and shrubs to be planted; b. Justification for the proposed species; c. How the landscaping scheme would be managed and maintained;

d. An indication of how the proposed species would integrate with the proposal in the long term with regard to their mature size and anticipated routine maintenance and protection; e. Specification of which shrubs and hedges to be planted that are intended to achieve a significant size and presence in the landscape; and f. How replacement planting helps to mitigate the loss existing trees on site

Reason: In order to introduce high quality landscaping in and around the site in the interests of the ecological value of the site and to ensure a satisfactory landscaping of the site in the interests of visual amenity. (Policy Q9 of the Lambeth Local Plan 2015)).

Planting 6. All planting, seeding or turfing comprised in the approved landscaping scheme shall be carried out in the first planting and seeding season following the occupation of the development hereby permitted or the substantial completion of the development, whichever is the sooner. Any trees, hedgerows or shrubs forming part of the approved landscaping scheme which within a period of five years from the occupation or substantial completion of the development die, are removed or become seriously damaged or diseased shall be replaced in the next planting season with others of similar size and species, unless the Local Planning Authority gives written consent to any variation.

Reasons: In order to introduce high quality soft landscaping in and around the site in the interests of the ecological value of the site and to ensure a satisfactory landscaping of the site in the interests of visual amenity.

Details of pissoir/urinal

7. Prior to the development of the pissoir/urinal, details of its design, construction , maintenance and details of public access shall be submitted to and approved in writing by the Local Planning Authority. The pissoir/urinal shall be implemented in complete accordance with the approved details and thereafter retained and properly maintained in perpetuity.

Reason: To ensure that the external appearance of the building is satisfactory and that it protects or enhances the character and appearance of the local area. (Policies Q5, Q7 and Q8 of the Lambeth Local Plan (2015)).

Vent shaft 8. Prior to the implementation of the proposed alterations to the London Underground vent shaft, details of the design and construction of the altered vent shaft shall be submitted to and approved in writing by the Local Planning Authority. The alterations shall be implemented in complete accordance with the approved details.

Reason: To ensure that the external appearance of the building is satisfactory and that it protects or enhances the character and appearance of the local area. (Policies Q5, Q7 and Q8 of the Lambeth Local Plan (2015)).

Maintenance Strategy 9. Prior to the operation of the development, a building and site maintenance strategy shall be submitted to and approved in writing by the Local Planning Authority. The strategy shall include a proposed mechanism for reporting to the Local Planning Authority on and reviewing the effectiveness of the strategy during the operation of the development. The development shall thereafter be maintained in perpetuity in accordance with the approved strategy subject to any variations to the strategy which are approved in writing by the Local Planning Authority from time to time.

Reason: To ensure that the appearance and condition of the external appearance and publicly accessible areas of the building remains satisfactory and that it protects or enhances the character and appearance of the local area. (Policies Q5, Q7 and Q8 of the Lambeth Local Plan (2015).

Signage strategy

10. Prior to the completion of the development, a detailed signage strategy, including details or real-time customer information displays, shall be submitted to and approved in writing by the Local Planning Authority. The approved signage strategy shall be implemented in accordance with the approved details and the approved signage shall be retained and properly maintained permanently thereafter.

Reason: To ensure that the external appearance of the development remains satisfactory and that the development is legible to its users (Policies Q5, Q7, Q8 and T1 of the Lambeth Local Plan (2015)).

CCTV 11. Prior to the commencement of above ground construction works, a detailed CCTV scheme shall be submitted to and approved in writing by the Local Planning Authority. The CCTV scheme shall be implemented in accordance with the approved details and the approved CCTV infrastructure shall be retained and properly maintained permanently thereafter.

Reason: To ensure a safe environment for users of the development (Policy Q3 of the Lambeth Local Plan (2015)).

Lighting Scheme 12. Prior to the commencement of above ground construction works, a detailed lighting scheme shall be submitted to and approved in writing by the Local Planning Authority. The detailed lighting scheme shall be implemented in accordance with the approved details and the approved lighting shall be retained and properly maintained permanently thereafter.

Reason: To ensure that the external appearance of the building remains satisfactory and that it protects or enhances the character and appearance of the local area and to ensure a safe environment for users of the development (Policy Q3, Q5, Q7 and Q8 of the Lambeth Local Plan (2015)).

Unexpected contamination 13. If, during development, contamination not previously identified is found to be present at the site then no further development (unless otherwise agreed in writing with the Local Planning Authority) shall be carried out until the developer has submitted, and obtained written approval from the Local Planning Authority for, a remediation strategy detailing how this unsuspected contamination shall be dealt with. The remediation strategy shall be implemented as approved, verified and reported to the satisfaction of the Local Planning Authority.

Reason: To ensure that any contaminated land is adequately remediated to minimise risk to human health and the ground water (Policy EN4 of the Lambeth Local Plan (2015)).

Drainage scheme 14. Prior to the commencement of construction works, a detailed drainage scheme designed with regard to the drainage hierarchy set out in the London Plan, shall be submitted to and approved in writing by the Local Planning Authority. The drainage scheme shall be implemented and maintained in accordance with the approved details and retained permanently thereafter. No drainage systems for the infiltration of surface water drainage into the ground are permitted other than with the express written consent of the Local Planning Authority. The drainage scheme shall include:

a. The final surface water drainage design to scale, showing all connections, SuDS and water storage details for the entire site b. Details of how the scheme achieves betterment compared to the existing peak surface water runoff rates from the site c. Details of a rainwater harvest system d. Details of how trees and planters will be located to maximise betterment e. Any offsite consents required, such as agreed surface water discharge consents from Thames Water Utilities f. A maintenance and management plan for the proposed drainage scheme

Reason: To manage the water environment of the development and mitigate the impact on flood risk, water quality, habitat and amenity value (Policies EN5 and EN6 of the Lambeth Local Plan (2015) and Policy 5.13 of the London Plan (2016)).

Pre-commencement justification: These details are required prior to commencement in order to ensure that construction does not occur in a way which would prejudice the design and implementation of an appropriate drainage strategy.

Piling method and foundation design

15. Prior to the commencement of construction work, a piling method statement and/or details of foundation design shall be submitted to and approved in writing by the Local Planning Authority. Where soil contamination is present, a risk assessment must be carried out in accordance with Environment Agency guidance ‘Piling into Contaminated Sites’. The development shall be implemented in accordance with the approved details.

Reason: In order to minimise risks of contamination to underlying groundwaters (Policy EN4 of the Lambeth Local Plan (2015) and Policy 5.21 of the London Plan (2016)).

Pre-commencement justification: These details are required prior to commencement in order to inform the subsequent construction of the development and to ensure that the risk of contamination to underlying groundwaters is minimised.

Archaeological written scheme of investigation

16. No excavation work or construction shall take place until a stage 1 written scheme of investigation (WSI) has been submitted to and approved by the local planning authority in writing. For land that is included within the WSI, no demolition or development shall take place other than in accordance with the agreed WSI, and the programme and methodology of site evaluation and the nomination of a competent person(s) or organisation to undertake the agreed works.

If heritage assets of archaeological interest are identified by stage 1 then for those parts of the site which have archaeological interest a stage 2 WSI shall be submitted to and approved by the local planning authority in writing. For land that is included within the stage 2 WSI, no demolition/development shall take place other than in accordance with the agreed stage 2 WSI which shall include:

A. The statement of significance and research objectives, the programme and methodology of site investigation and recording and the nomination of a competent person(s) or organisation to undertake the agreed works

B. The programme for post-investigation assessment and subsequent analysis, publication & dissemination and deposition of resulting material. this part of the condition shall not be discharged until these elements have been fulfilled in accordance with the programme set out in the stage 2 WSI.

Reason: To ensure heritage assets of archaeological interest are provided with adequate protection (Policy Q23 of the Lambeth Local Plan (2015) and Policy 7.8 of the London Plan (2016)).

Pre-commencement justification: These details are required prior to commencement to ensure that demolition or construction works do not cause harm to archaeological assets.

Secured by Design

17. The development shall be constructed and operated thereafter to ‘Secured by Design Standards’. A certificate of accreditation to Secured by Design Standards shall be submitted to the Local Planning Authority for approval in writing prior to the first occupation of the development.

Reason: To ensure that satisfactory attention is given to security and community safety (Policy Q3 of the Lambeth Local Plan (2015)).

Non-road mobile machinery 18. No demolition or development shall commence until all non-road mobile machinery (NRMM) to be used at the demolition and construction phases on site has been registered at ‘https://nrmm.london/user-nrmm/register’ and that all registered NRMM is compliant with the NRMM Low Emission Zone requirements. Reason: To ensure that air quality is not adversely affected by the development (Policy 7.14 of the London Plan (2016)).

Pre-commencement justification: Registration of all non-road mobile machinery is required prior to commencement as they must be registered before they are used for any demolition or construction work to ensure they do not adversely affect air quality.

CMP 19. The development hereby approved shall not commence until a Construction and Management Plan (CMP) has been submitted to and approved in writing by the Local Planning Authority. The CMP shall include details of the following relevant measures:

i. An introduction consisting of construction phase environmental management plan, definitions and abbreviations and project description and location; ii. A description of management responsibilities; iii. A description of the construction programme which identifies activities likely to cause high levels of noise or dust; iv. Site working hours and a named person for residents to contact; v. Detailed site logistics arrangements; vi. Details regarding parking, deliveries, and storage; vii. Details of an air quality and dust management plan; viii. Details noise mitigation measures to be deployed including identification of sensitive receptors and ongoing monitoring; ix. Details of the hours of works and other measures to mitigate the impact of construction on the amenity of the area and safety of the highway network; and x. Communication procedures with the LBL and local community regarding key construction issues – newsletters, fliers etc.

The construction shall thereafter be carried out in accordance with the details and measures approved in the CMP, unless the written consent of the Local Planning Authority is received for any variation.

Reason: To ensure minimal nuisance or disturbance is caused to the detriment of the amenities of adjoining occupiers and of the area generally, and to avoid unnecessary hazard and obstruction to the public highway (Policies EN4 (Sustainable Design and Construction), EN7 (Sustainable Waste Management) & T8 (Servicing) - Lambeth Local Plan 2015).

Pre-commencement justification: These details relate to all demolition and construction activity and therefore must be approved prior to the commencement of any works to avoid any unacceptable impacts on amenity and the public highway.

Temporary bus stops

20. Prior to commencement, a scheme for the temporary relocation of bus stops during the demolition and construction of the bus station hereby permitted, shall be submitted to and approved in writing by the Local Planning Authority. The development shall be implemented in accordance with the approved details.

Reason: To ensure that adequate provision is made for the continuation of bus services during demolition and construction of the new bus station. (Policy 6.3 of the London Plan (2016) and Policies T1, T4 and T6 of the Lambeth Local Plan (2015)).

Energy strategy

21. Prior to the commencement of above ground construction, a detailed energy strategy in accordance with the energy hierarchy set out in the London Plan shall be submitted and approved in writing by the Local Planning Authority. The development shall be implemented and operated in accordance with approved energy strategy. The strategy must include details of the following: - Design stage SBEM calculations as an output of the National Calculation Method for the Pavilion demonstrating that it will achieve a maximum possible reduction in carbon emissions over that required by Part L of the Building Regulations 2013. - Details of a connection to a potential decentralised network - Proposed U-values and air tightness of the building fabric - How materials that have a low embodied energy, can be sustainably sourced, are durable and non-toxic will be prioritized - How the use of existing resources will be maximized and waste generated from demolition and construction minimized - Fitting low flow, non•concussive control taps to all hand basins and sinks - Low flush or dual flush toilets - Low energy lighting and automatic controls - Mechanical ventilation heat recovery - Rainwater harvesting

Reason: To ensure the development makes the fullest contribution to the reduction in carbon emissions (Policy 5.2 of the London Plan 2016)).

As built energy performance 22. Prior to first occupation of the development as built SBEM calculations as an output of the National Calculation Method should be submitted to and approved in writing by the Local Planning Authority for the Pavilion building demonstrating that the development has achieved a maximum possible reduction in carbon emissions over that required by Part L of the Building Regulations 2013.

Reason: To ensure the development makes the fullest contribution to the reduction in carbon emissions (Policy 5.2 of the London Plan 2016)).

Details of solar PV

23. Prior to the first occupation of any part of the development, a scheme showing the siting, size, number and design of the photovoltaic (PV) arrays, including cross sections of the roof of the building with the equipment in situ, shall be submitted to and approved in writing by the Local Planning Authority. The development shall thereafter be completed in accordance with the approved details.

Reason: To ensure the development makes the fullest contribution to the reduction in carbon emissions (Policies 5.2 and 5.7 of the London Plan 2016)).

Mechanical plant

24. Prior to the commencement of above ground construction works, full details (including elevational drawings) of any internal and external plant equipment and trunking, including building services plant, ventilation and filtration equipment and commercial kitchen exhaust ducting / ventilation, shall be submitted to and approved in writing by the Local Planning Authority. All flues, ducting and other equipment shall be installed in accordance with the approved details prior to the use commencing on site and shall thereafter be maintained in accordance with the manufacturer's instructions.

Reason: To ensure that no nuisance or disturbance is caused to the detriment of the amenities of future residential occupiers or of the area generally (Policy Q2 of the Lambeth Local Plan (2015)).

Delivery and Servicing Plan

25. Prior to the occupation of the development hereby permitted, a deliveries and servicing management plan shall be submitted to and approved in writing by the Local Planning Authority. The use hereby permitted shall thereafter be operated in accordance with the approved details. The submitted details will include the following: a. Parking and waiting locations for delivery vehicles and any associated parking controls b. Parking location and swept paths for refuse collection vehicles c. Points for setting down and pick up of items

d. Delivery vehicle management

e. Details of vehicle collection routes

Reason: To avoid obstruction of the surrounding streets and limit the effects of the increase in travel movements within the locality as well as safeguarding public safety and the amenity of the surrounding area (policies T1, T6 and T8 of the London Borough of Lambeth Local Plan (2015)).

Details of refuse storage

26. Prior to the commencement of above ground construction, design and construction details of the refuse storage area(s) shall be submitted to and approved in writing by the Local Planning Authority. The refuse storage area(s) shall be implemented in accordance the approved details prior to first occupation and thereafter retained and properly maintained in perpetuity.

Reason: To ensure suitable provision for the users of the development, to encourage the sustainable management of waste and to safeguard the visual amenities of the area (Policy Q12 of the Lambeth Local Plan (2015)).

Approved Tree Works

27. No trees other than those identified in the approved Arboricultural Report (Ref: ARBVBS0717) dated July 2017 shall be felled, pruned, uprooted, damaged or otherwise disturbed without the prior written agreement of the Local Planning Authority.

Reason: To ensure the retention of, and avoid damage to, the retained trees on the site which represent an important visual amenity to the locality. (Policy Q10 of the Lambeth Local Plan 2015)).

Tree Protection

28. All tree protection measures as contained in the approved Arboricultural Report (Ref: ARBVBS0717) dated July 2017 shall be implemented before the commencement of any part of the development hereby approved. The tree protection measures shall remain in place for the duration of the construction of the development, and only be dismantled or removed following the written agreement of the Local Planning Authority.

Reason: To ensure the retention of, and avoid damage to, the retained trees on the site which represent an important visual amenity to the locality. (Policy Q10 of the Lambeth Local Plan 2015)).

Informatives

1. This decision letter does not convey an approval or consent which may be required under any enactment, by-law, order or regulation, other than Section 57 of the Town and Country Planning Act 1990.

2. Your attention is drawn to the requirements of the Building Regulations, and related legislation which must be complied with to the satisfaction of the Council's Building Control Officer.

3. Your attention is drawn to the provisions of The Party Wall Act 1996 in relation to the rights of adjoining owners regarding party walls etc. These rights are a matter for civil enforcement and you may wish to consult a surveyor or architect.

4. Your attention is drawn to the need to comply with the requirements of the Control of Pollution Act 1974 concerning construction site noise and in this respect you are advised to contact the Council's Environmental Health Division.

5. You are advised of the necessity to consult the Principal Highways Engineer of the Highways team in order to obtain necessary prior approval for undertaking any works within the Public Highway including Scaffold, Temporary/Permanent Crossovers, Oversailing/Undersailing of the Highway, Drainage/Sewer Connections and Repairs on the Highways, Hoarding, Excavations, Temporary Full/Part Road Closures, Craneage Licenses etc. Please to go to http://www.lambeth.gov.uk/business-services-rates-and- licensing/licence- applications/highways-licences-guide.

6. Informative: For information on the NRMM Low Emission Zone requirements please visit ‘http://nrmm.london/nrmm’’

7. Greater London Archaeological Advisory Service

Written schemes of investigation will need to be prepared and implemented by a suitably qualified professionally accredited archaeological practice in accordance with Historic England’s Guidelines for Archaeological Projects in Greater London. This condition is exempt from deemed discharge under schedule 6 of The Town and Country Planning (Development Management Procedure) (England) Order 2015.

Geotechnical monitoring

Archaeological monitoring of geotechnical pits and boreholes can provide a cost- effective means of establishing the potential for archaeological remains to survive on previously developed land or where deep deposits are anticipated. It is usually used as part of a desk-based assessment or field evaluation.

Geoarchaeology Coring

Geoarchaeology is the application of earth science principles and techniques to the understanding of the archaeological record. Coring involves boreholes drilled into the buried deposits to record (and sample) their characteristics, extent and depth. It can assist in identifying buried landforms and deposits of archaeological interest, usually by using the results in deposit models. Coring is often undertaken when the deposits of interest are too deep for conventional digging, or when large areas need to be mapped. It is only rarely used in isolation usually forming part of either an archaeological evaluation to inform a planning decision or the excavation of a threatened heritage asset.

The results of the geotechnical, and if necessary geoarchaeological, investigations should then be used to advise on the requirements of a stage 1 archaeological evaluation:

Evaluation An archaeological field evaluation involves exploratory fieldwork to determine if significant remains are present on a site and if so to define their character, extent, quality and preservation. Field evaluation may involve one or more techniques depending on the nature of the site and its archaeological potential. It will normally include excavation of trial trenches. A field evaluation report will usually be used to inform a planning decision (predetermination evaluation) but can also be required by condition to refine a mitigation strategy after permission has been granted.

8. It is recommended that any finished floor levels are set above the modelled tidal breach flood levels. This site is shown to be within maximum flood level of 5.34 metres above Ordnance Datum (mAOD) and 5.84mAOD recorded for the 2065 and 2100 epochs respectively.

9. The applicant is strongly recommend to incorporate flood resilience into the development to minimise the impact of flooding to the development. Please refer to the following resource for further information on flood resilience: http://www.planningportal.gov.uk/uploads/br/flood_performance.pdf

10. The owners and/or operators of the development should register with the Environment Agency’s flood warning service to ensure they are alerted in case of potential flooding. Please refer to https://www.gov.uk/sign-up-for-flood-warnings for further information.

11. The applicant is advised to continue liaising with the Local Counter Terrorism Security Advisor as detailed design progresses.

12. This permission does not grant consent for any advertising boards. Any advertising would be subject to a separate application for advertising consent.

Table 2 – Summary of conditions No. Condition Trigger 1. 3 year time limit for implementation n/a 2. Compliance with approved n/a drawings 3. Details of materials Prior to above ground construction 4. Construction detailing Prior to above ground construction 5. Landscaping Prior to above ground construction 6. Planting First planting season after occupation 7. Details of pissoir/urinal Prior to construction of pissoir/urinal 8. Details of vent shaft Prior to works to vent shaft 9. Maintenance Strategy Prior to operation 10. Signage strategy Prior to completion 11. CCTV Prior to above ground construction 12. Lighting Scheme Prior to above ground construction 13. Unexpected contamination Discovery of unexpected contamination 14. Drainage scheme Prior to construction 15. Piling method and foundation Prior to construction design 16. Archaeological written scheme of Prior to excavation and construction investigation 17. Secured by Design Prior to occupation 18. Registration of non-road mobile Prior to commencement machinery 19. Construction Management Plan Prior to commencement 20. Temporary bus stops Prior to commencement 21. Energy strategy Prior to above ground construction 22. As built energy performance Prior to occupation 23. Details of solar PV Prior to occupation 24. Mechanical plant Prior to above ground construction 25. Delivery and Servicing Plan Prior to occupation 26. Details of refuse storage Prior to above ground construction 27. Approved Tree Works n/a 28. Tree Protection Prior to commencement