Green Infrastructure

GREEN INFRASTRUCTUREELEPHANT AND WALWORTH NEIGHBOURHOOD FORUM

2GREEN LINKS: ELEPHANT AND WALWORTH NEIGHBOURHOOD FORUM

CONTENTS PROJECT DETAILS 1 Introduction 32 Green Links 5

Introduction 5Analysis 6Design 10

3 Cross Roads 20Introduction 20Analysis 22Designs 25

4 Low Line 28Introduction 28Typologies 29Constraints 30Design Approaches 37Design Visualisation 43

Appendix A 47Original Project Brief 48Final Project Brief 48

Appendix B 49Green Links Precedents 50

Appendix C 52Ci TFL proposals 53Cii Development Proposals 55

Appendix D 62Di Benefits 62Dii Typologies 64Diii Existing Developments 74

References 76

Course Code: BENVGPLD - From Strategic Vision to Urban Plan

Year: Term 2 2014/2015

Module coordinator: Elena Besussi

Tutors: Amparo Vento, Richard Lee (Just Space)

Word Count*: 4478*(Excluding legends, references, chapter heading etc.)

31 INTRODUCTIONThis report has been produced by Planning MSc students at UCL for the Elephant and Walworth Neighbourhood Forum to develop an evidence base and design ideas to improve connectivity and green infrastructure within their current proposed plan boundary.

Guidance provided by the Neighbourhood Forum members during three meetings helped to shape the brief. The Neighbourhood Forum requested support in developing the following three projects (full briefs are in Appendix A):

1. TAKE THE LOW LINETransform the unused space alongside the existing railway viaduct into a vibrant space with high quality green environment. Support the development of SME business and retail uses in the arches.

2. NEW KENT ROADTransform the start of the New Kent Road to feel more like a busy high street than a traffic corridor, with slowed traffic and enhanced public realm to incorporate three pedestrian / cyclist crossings.

3. GREEN LINKSCreate safer streets, which prioritise pedestrians over cars, between important green spaces in the neighbourhood forum area.

1http://elephantneighbourhoodforum.org


1 CITY OF LONDON 2 PARLIAMENT 3 BUCKINGHAM PALACE

4 REGENTS PARK5 UCL6 COVENT GARDEN

7 WATERLOO 8 LONDON BRIDGE 9 KINGS CROSS

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PROJECT SCOPE 1:12,000 (A3)

kenningtonPark

Burgess Park

WALWORTH

KENNINGTON

NEWINGTON

BOROUGH

CAMBERWELL

BERMONDSEY

Waterloo

Lameth Nth

Borough

Kennington

Oval

Elephant & Castle

Green Links "Linking East to West"

Cross Roads "New Kent Road"

Arch-Way "Take the Low Line"

N 5000m 100 200Neighbourhood Forum Boundary

LONDON CONTEXT, NTS

52 GREEN LINKS

INTRODUCTIONTHE VISIONThe Green Links vision is to create a series of vegetated, pedestrian and cycle friendly routes that allow safe and easy passage between Elephant and Walworths parks and gardens. This will result in the creation of a green network that improves connections throughout the area while also improving the accessibility to green space for the local community. Proper access to green space is vital to the health and wellbeing of the local community who will play a key role in the development and maintenance of this green network.

CONTEXTCurrently there is a significant lack of green infrastructure in Elephant and Walworth. The main roads and roundabouts such as Old Kent Road and the Elephant and Castle roundabout are important access routes into central London and thus there is a strong presence of vehicular traffic in this area. As a result the streets in this area are designed as routes for vehicle traffic rather than places that allow people to congregate, socialize and improve community cohesion. This vehicle dominance along with continual redevelopment and construction creates an unpleasant walking environment for many pedestrians and local residents, particularly those most vulnerable such as children, the elderly and the disabled.

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ANALYSIS

kenningtonPark

Burgess Park

WALWORTH

KENNINGTON

NEWINGTON

BOROUGH

CAMBERWELL

BERMONDSEY

Waterloo

Lameth Nth

Borough

Kennington

Oval

Elephant & Castle

N 5000m 100 200

GREEN LINKS IN NEIGHBOURHOOD CONTEXT 1:12,000 (A3)

Cycle Super Highway

Existing Greenlink

Proposed Greenlink Network

Proposed Greenlink Network (Stage 1)

Destination Park

NEIGHBOURHOOD ANALYSIS Large busy roads are viewed as barriers which divide the community, in the case of Walworth Road a key division is made between East and West Walworth. As can be expected many local residents have expressed their distaste towards the car/transport first, people/community wellbeing second mentality which seems to have been adopted in their area. This has created a demand for the Green Links project which will connect the once divided sections of Elephant and Walworth, connect the major green spaces and create a more pleasant environment which puts the wellbeing of pedestrians and local residents above vehicle users who are simply passing through.

As it stands there is a reasonable amount of green space available in Elephant and Walworth, including spaces such as Pasley Park, Nursery Row Park and Faraday Gardens. The issue is that many local residents feel that these spaces are too segregated and difficult to access. Local residents require a safe route which allows them to access and move between these green spaces with ease. In spite of this only one green link has been created connecting East Walworth with Burgess Park to the south.


GREEN LINK ROUTE ANALYSIS After reviewing potential routes for the green links project, the proposed route has been specifically selected for the following reasons:

-It is the most direct route possible between the major green spaces of Elephant and Walworth that require connecting (Nursery Row Park, Faraday Gardens, and Pasley Park).

-It only passes through quiet back streets with low vehicle counts and low average speeds. Therefore any planning interventions/traffic calming measures will have minimal impact to vehicle users and the surrounding traffic system.

-It only passes through residential areas and therefore any interventions will not interfere with the running of any local businesses/commercial activity in the area. In addition there will be no large vehicles (lorries, trucks or vans) present in this route for the same reason.

-Many streets along this route already have existing vegetation and traffic calming measures present thus little further action is required and there will be minimal impact to the selected streets.

-Passes by many local schools and playgrounds which allow local children to easily utilize the proposed green links/network and move around Elephant and Walworth more safely.

-Crosses Walworth Road at advantageous locations where traffic lights and pedestrian crossings are already in place.

-According to TFL PTAL reports all streets selected are within 8 minutes of public transport and therefore it is possible for those affected to still travel with ease with restricted access to personal vehicles.

-Restricting vehicle access to selected streets gives scope for new potential street markets as is present on East Street or space for community organized activities which help strengthen community cohesion.

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1:3,000 (A3)SERIAL VISION


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2 OF 3, 1:3,000 (A3)

0m 30 60 120N


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3 OF 3, 1:3,000 (A3)


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1:3,000 (A3)DESIGN

0m 30 60 120N

0m 30 60 120N

In the following section a series of potential design proposals are presented. A single design proposal will not be applicable for all streets that make up the green links route, each street involved varies in size and structure. To account for this variation in size, the design proposals have been categorized into wide (double lane) streets and narrow (single lane) streets as certain interventions will only be viable depending on the streets size. In addition, it is recognized that there will be conflicting opinions as to whether certain interventions are too radical or too conservative. Therefore, for both categories (wide and narrow streets) a high impact (radical) scenario and a low impact (conservative) scenario is also presented. (See Appendix B for precedents).

Area for Investigation

Improved Plating

Shared Street

Road Improved with Tree/Planting

Existing Significant Trees

One-way Traffic Direction

Area for Investigation

Improved Plating

Shared Street

Road Improved with Tree/Planting

Existing Significant Trees

One-way Traffic Direction


MANOR STREET (NARROW) Low intervention scenario:

-Vegetated central reservation. This will divide the road and create a safe half way haven which allows pedestrians to cross these wide roads with two way traffic with ease. Also adds some much needed greenery to the street, an essential element of the green links network.

-Raised pedestrian crossings. These both psychologically and physically put pedestrians above vehicles, forcing vehicles users to reduce their speed in order to pass over the crossing.

-Two way street is maintained to reduce impact on normal traffic flow.

-Trees are planted in central reservation rather than on pavements either side to allow maximum space for pedestrians on relatively narrow street.

High intervention scenario:

-Street is made one way and road reduced to a single lane. This will limit vehicular traffic flow and make crossing the road more manageable for pedestrians.

-Generous pavement width (as wide as possible without preventing vehicle flow). The purpose of the green links project is to put pedestrians first and therefore should be allocated as much of the street space as possible.

-Parking bays will be spaced along the eastern side of road to allow some limited parking.

-Many trees planted on both pavements. Plentiful trees will be used throughout the green links network. The abundant presence of vegetation/trees has many physical benefits to the city (reduces urban heat island effect, reduces risk of surface flooding) as well as many psychological and health benefits to local people. In addition trees act as a buffer between the road and pavement, while also reducing the severity of air and noise pollution (a common problem in built up areas such as Elephant and Walworth).

LOW INTERVENTION

HIGH INTERVENTION


HIGH INTERVENTION LOW INTERVENTION EXISTING

2.3 3.0 3.01.8 1.8

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1:200 (A3)MANOR STREET (NARROW)


MANOR STREET (WIDE) Low intervention scenario:

-Vegetated central reservation. This will divide the road and create a safe half way haven which allows pedestrians to cross these wide roads with two way traffic with ease. Also adds some much needed greenery to the street, an essential element of the green links network.

-Additional Trees and flower beds planted on pavements for maximum presence of vegetation.

-Two way street is maintained to reduce impact on normal traffic flow.

-Parking maintained on both sides of road to cater to car dependent residents and vehicle users that desire nearby parking to Walworth Road.


-Street is made one way and road reduced to a single lane. This will limit vehicular traffic flow and make crossing the road more manageable for pedestrians.

-Extra wide pavements. Reduction in road width allows much more space for pavements and additional vegetation.

-Pocket parks. Extra wide pavements allow space for the introduction of pocket parks. These mini green spaces encourage people to use the street as a public space for leisure and socialising rather than just for travel.

-Parking limited to one side of road to compensate for reduction in road width and to discourage vehicle presence in this area.

LOW INTERVENTION

HIGH INTERVENTION

LOW INTERVENTION

HIGH INTERVENTION



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DATE STREET (PARK FRONTAGE)Low intervention scenario:

-One large shared space, no pavements. Putting sufficiently wide pavements either side of these narrow streets is simply not possible in many cases. Having one large shared surface creates more space for green infrastructure and pedestrians while still allowing vehicles to pass through.

-Parking maintained along north side of street. This is space consuming and allows a larger vehicle presence but still allows all residents to park with ease.

-Removal of unnecessary fencing, posts and pedestrian crossings to create as much space as possible for the shared space.

-Very low speed limit. This is necessary for the safety of pedestrians using the shared space, vehicle users must be particularly cautious in these zones.


-One large shared space, no pavements. Putting sufficiently wide pavements either side of these narrow streets is simply not possible in many cases. Having one large shared surface creates more space for green infrastructure and pedestrians while still allowing vehicles to pass through.

-Restricted parking. Only some parking spaces will be available to reduce vehicle presence and to discourage car dependency where public transport is easily available.

-Additional trees planted and flower beds. With parking restricted more space is created for a greater presence of vegetation.

-Make an agreement with residents to remove unnecessary fences which currently block off unused greenery in order to create space for green infrastructure improvements.

-Very low speed limit. This is necessary for the safety of pedestrians using the shared space, vehicle users must be particularly cautious in these zones.

LOW INTERVENTION

HIGH INTERVENTION



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1:200 (A3)DATE STREET (PARK FRONTAGE)


WALWORTH ROAD INTERSECTIONProposed interventions: Diagonal pedestrian crossing: This not only creates a more direct pathway between the streets involved in the green links

network but it also psychologically reinforces that pedestrians have right of way. Increased green presence. This comes in the form of additional trees, potted plants and green sails stretched overhead.

This increases the presence of greenery and once again reinforces to vehicle users that they are approaching a green links zone and should slow down.

Alternate surface at crossing point (a continuation of the pavement surface across the road). This will emphasize that it is no longer primarily a road but a part of the green links network and a space for pedestrians to cross where vehicle users should give way

PROPOSED DESIGN

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DESIGN ELEMENTS 1

STREET FURNITURE CROSSING POINT STREET FURNITURE / PLANTERS

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DESIGN ELEMENTS 2

COMMUNITY PARTICIPATION WATER (DRAINAGE) GARDENS Community Participation: When delivering the green links network the local community should be encouraged to play a role in developing it through planting growing gardens, trees, potted plants and pocket parks etc. The act of taking part in a public event such as this will both improve community cohesion and approval of the green links network.

Maintenance: Unlike traditional hard engineered interventions, green infrastructure revolves around live vegetation which requires regular maintenance. It is vital trees and other plants are properly cared for, a task which can be carried out by both the local authority and community.

Parking restrictions: Many of the proposed designs involve reducing the amount of parking space. Whilst it is important to encourage people to walk, cycle and use public transport and also to discourage an over dependence on cars, this may be resisted by residents and businesses. Good community consultation and an incremental approach could help pursuade stakeholders of the benefits.

Cost: The proposed interventions, particularly ones which alter the structure of the street will be costly. Costs could potentially be met through funding sources such as Southwark councils Cleaner Greener Safer programme, the Mayor of Londons Pockets Parks scheme, and the Community Infrastructure Levy (CIL) on new developments, of which 25% can be claimed by a constituted neighbourhood forum.

DELIVERY CONSIDERATIONS

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3 CROSS ROADS

INTRODUCTION

3

The Working Group has been asked by the Elephant and Walworth Neighbourhood Forum to suggest ways to improve the street layout of New Kent Road (A201), between the Elephant and Castle roundabout and the junction of Balfour Street, incorporating the improvements proposed by Transport for London (TfL) and developers in the vicinity (specifically Lend Lease and Delancey).

The New Kent Road causes severe severance accross the top of the Neighbourhood Forum area, isolating the Rockingham Estate. It is traffic heavy and crossing points do not follow desire lines. However the regeneration also provides the opportunity to improve the road.

OBJECTIVES In conjunction with the Neighbourhood Forum the following objectives were identified for the New Kent Road Focus Area:

Help build and strengthen the communities it serves; Meet the needs of all, embodying the principles of

inclusive design; Improve part of a well-established network; Be attractive and have its own distinctive identity; Be safe for all road users.


GREEN LINKS CONCEPT AREA 1:12,000 (A3)

kenningtonPark

Burgess Park

WALWORTH

KENNINGTON

NEWINGTON

BOROUGH

CAMBERWELL

BERMONDSEY

Waterloo

Lameth Nth

Borough

Kennington

Oval

Elephant & Castle

Cross Roads "New Kent Road"

N 5000m 100 200

Neighbourhood Forum Boundary

BACKGROUND New Kent Road is a 1 kilometre (0.6 mi) road created in 1751 when the Turnpike Trust upgraded a local footpath.The road forms part of the London Inner Ring Road and as such forms part of the boundary of the London congestion charge zone.


ANALYSIS

TRAFFIC INCIDENTS

Department for Transport data was analysed to determine the type and volume of traffic movements on New Kent Road. The key findings were:

Overall total traffic volume has decreased over time. Pedal cycle use has seen an upwards trend but

potentially plateauing. There has been an increase in larger vehicle volume.

The decreasing trend of traffic volumes suggests that people are using motors cars less and using other forms of transport such as cycling, walking and public transport more. However cyclists numbers have levelled which demonstrates a need for further intervention in this area. Larger vehicles using New Kent Road suggest that noise and pollution should be considerations in future designs of the road. For more information see Appendix C.

TRAFFIC TYPE AND VOLUME TRAFFIC CONGESTION

Analysis of traffic collision data was carried out to understand safety issues on New Kent Road. The analysis found the following key points:

Generally New Kent Road has a higher rate of traffic incidents than surrounding areas.

There are a large amount of incidents involving pedestrians away from existing crossing points including a fatality.

The analysis suggests that pedestrians attempt to cross the road at places other than existing dedicated crossing points because the current crossing points do not serve desire lines. For traffic incident maps please see Appendix C.

There are three key stakeholders with proposals which will effect New Kent Road:

TfL the peninsularisation of the northern roundabout will have significant impacts on the Focus Area in terms of traffic flows. Additionally the creation of a new crossing point at the entrance of New Kent Road and improvements to the existing crossing points will improve pedestrian flows. See Appendix Ci for more information.

Lend Lease planning permission for 3,000 homes including the redevelopment of the Heygate estate, and retail, leisure and new open spaces. See Appendix Cii for more information.

Delancey planning permission for 373 new homes, 450 new student rooms and redevelopment of the existing Elephant and Castle shopping centre. See Appendix Cii for more information.

DEVELOPER PROPOSALS Analysis of congestion data was carried out to determine the traffic conditions on New Kent Road at different times of the day on different days of the week. The analysis found the following key points:

Congestion on New Kent Road is at its worst at the western end of the road.

Congestion is at its worst during peak commuting hours. The Elephant and Castle roundabout flows well despite

congestion on New Kent Road.

It is not considered feasible (or desirable) to redesign New Kent Road to increase the capacity of traffic. As with other areas in the UK, and in line with current Department for Transport and Transport for London policy, congestion is best combated through encouraging alternative methods of transport such as cycling and walking. The fact that most traffic is during peak commuting hours suggestions more can be done to encourage alternative modes of transport. For congestion maps see Appendix C.


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Key points: There is a motorway feel to the Focus

Area, with motorised traffic having a perceived dominance and priority over other road users.

Pedestrians, cyclists and motorised traffic are segregated and do not have to co-operate with one another.

There are wide pavements along most of the Focus Area.

Some existing mature trees and an existing green route in between Falmouth Road and Harper Road.

Key recommendations: Transform the environment from a hard

and grey motorway feel to one of a softer, greener appearance.

Install new pedestrian-level lighting. Rebalance the priority of road users. Take advantage of existing wide

pavements by better using the space available.

Enhance existing mature trees and green route through more planting.


PEDESTRIAN DESIRE LINES

PRE-2014 PEDESTRIAN DESIRE LINES

PROPOSED PEDESTRIAN DESIRE LINES

Using information from Southwark LBCs Elephant and Castle Opportunity Area SPD, Lend Leases Design and Access Statement, and from predicting future pedestrian flows resulting from the new development it is possible to understand existing and future pedestrian movements around New Kent Road. This analysis suggested that:

Current crossing points do not match existing or future desire lines.

There will be a considerable increase in pedestrian traffic resulting from the redevelopment of Elephant and Castle shopping centre and the new residential developments taking place around New Kent Road.

The analysis suggests that, at the very least, new crossing points should be installed to reflect desire lines and increased future demand for road crossing. It is unlikely the current crossing points will be adequate to meet this demand. Ideally a whole redesign of New Kent Road with increased priority for pedestrians should occur


OPTION 1 (EXISTING)The existing layout represents the priority of motorised traffic which is reflected in the segregation of traffic types, presence of guard railings and motorway-style lighting. All these factors emphasise New Kent Road as a route for traffic rather than a place of enjoyment.

DESIGNS


OPTION 2Option 2 represents a middle ground in terms of ideal interventions and realistic expectations. The road will be transformed into a street with increased pedestrian activity and community ownership of place through new street gardens, welcoming street furniture and pedestrian level lighting.


OPTION 3Option 3 represents an ideal outcome for New Kent Road. The current segregated road will become a shared space for all road users. The same material will be used for pavement and road surfaces emphasising the continuity of space and the increased co-operation amongst road users. This will have the effect of improving the atmosphere of the area, enhancing safety and increasing the efficiency of pedestrian and cycle movements along and across the road.

28

4 LOW LINE

4

The current Thameslink line, which runs though the neighbourhood forum area, slices through the street network creating a series of underused spaces. The current business use for the railway arches is predominantly light industrial. These uses have not changed despite the high level of residential and office construction taking place alongside them.

However the railway is also an opportunity space: If pedestrians and cyclists could follow the train line it would create a, currently lacking, traffic free direct route to connect the North and South of Walworth. The railway arches could also be used by a wider range of businesses, increasing and diversifying employment space in the area.

An explanation of the benefits of the project is in Appendix Di

INTRODUCTION


DLR

MALTBY STREET

VIADUC DES ARTS

HIGH LINE

DEANSGATE LOCKS

LONDON FIELDS

FORTH STREET

CENTRE PLACE

BISHOPSGATE GOODSYARD

MORNING LANE

Railway In Use?

Rail Arches repurposed?

Through Route?

Constrained Access?

TYPOLOGIESBetter integrating railway infrastructure into its surrounding area to deliver more is becoming increasingly popular in cities around the world.

However the Low Line differs from these projects in 4 ways:

1. The Low Line will be alongside an in-use railway, not using the remaining infrastructure from a defunct line.

2. The Low Line success will require reinvigorating the uses in the railway arches not just on improving public realm.

3. The Low Line is operating within constrained spaces between the railway and buildings, it does not have wide roads to animate.

4. The Low Line aims to be a through route, not just a destination.

In order to address each of these specific typologies, a range of examples are provided in Appendix Dii which may have design ideas, business uses or implementation that could have relevance for developing the Low Line. No example addresses all the specific typologies of the Low Line but across all the examples are inspirational elements to support the development of the Low Line.


CONSTRAINTS PLAN 4A - SHEET LAYOUT, 1:12,000 (A3)

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There are 3 major constraints, which will influence how this project can be delivered:

Barriers to connectivity

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The site is currently made up of a series of stretches where access alongside the railway is unrestricted. However barriers and major roads interrupt these stretches reducing how useful the lowline can be as a through route, without some major interventions.

BARRIERS TO CONNECTIVITY


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An ideal width to accommodate pedestrians, cyclists, business servicing and street furniture and planting (which wont interfere with the rail infrastructure), is around 10m, however the widths between the train line and the building range from 2m - 10 m.

This reduces direct sunlight levels andd how safe the space feels and finding spaces for a wide range of uses will be a challenge. However the range of spaces available has the ability to create a series of changing vistas, which could enhance the pedestrian experience.

FIGURE 4C, SHEET 1 OF 2, 1:2500 (A3)


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London SouthBank University

UAL LondonCollege of

Communication

LAND USE / BUSINESSES

The railways arches are already home to a mix of businesses some of which require constant car access. Any change in how this route is designed and used (to encourage pedestrian and cyclist access) will impact on how they can operate.

In addition a different range of businesses uses could be encouraged into the arches in order to attract more pedestrians and cyclists to use the routes. This may require more animating uses, such as cafs and restaurants, as well as the potential for workspace and retail use. This too would have a major impact on the existing businesses. The area closest to the railway station already accommodates a diverse mix with cafs, shops and mechanics operating side by side. However the use becomes less diverse and more car focused further south.

FIGURE 4D, SHEET 1 OF 2, 1:2500 (A3)

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EE E

K

A. Restaurants and Cafs (A3)B. Butcher (A1)C. Offices (B1)D. Cycle Shop (B1)E. Garage/ Car Maintenance

(Sui generis)or(B2)F. Bar (A4)G. Freight (B8)H. 1 Shop (A1)I. Hairdresser (A1)J. Print-shop (A1)K. Dwelling (C3)

N

0m 25 50 100

Shopping Centre

Walworth Road 'High Street'

Redevelopment Site

University Campus

Vacant / Storage Arches

Blocked Arch

Refer to Appendix Diii


DESIGN APPROACHES Typical sections at various widths demonstrates what can be achieved in a given space.

1. Option 1 - An ideal scenario: A 10m wide route along side the eastern edge of the railway arches. This would create the most user-friendly space, creating a direct route usable by pedestrians, cyclists and with space for street furniture and planting. However this will require the significant alteration of approximately twenty two buildings (marked in red below).

2. Option 2 - A middle way: The route still only runs along the eastern edge of the railway arches but varies in width. This would only require the removal of seven buildings and barriers.

3. Option 3 - The most feasible scenario: The route flows between the two sides of the railway arches, using the paths of least resistance. This would still require the removal of a small number of temporary barriers such as fences and informal building additions.

DELIVERY CONSIDERATIONS:

Landownership The railway arches and land adjacent are owned and maintained by National Rail, however if the more radical solutions are proposed landownership will have to be identified for the buildings affected.

Planning enforcement Some of the structures currently blocking the route may be informal or illegal constructions which effective planning enforcement could remove. However some of these are business extensions and there may be resistance from the owners.

Cost The cost of delivery could be met through the 25% of Community Infrastructure Levy the Neighbourhood Forum would be entitled to spending once formally designated. National Rail could lead on this project, however it is likely they would want to charge higher rents for the arches in compensation.

Road Crossings There are currently two major road crossings which do not have pedestrian crossings at a convenient point for a continuous route along the low line. To encourage the use of the route crossings would be required.

3M TYPICAL SECTION

5M TYPICAL SECTION 7M TYPICAL SECTION

10+M TYPICAL SECTION

RAILWAY ARCH RAILWAY ARCH

RAILWAY ARCH RAILWAY ARCH

EATIN

G &

BROW

SING

TRAIN

S

LAN

DSCA

PE

LAN

DSCA

PE

EXISTING

BUILDIN

G

PEDESTRIAN

M

OVEM

ENT

LAN

DSCA

PE (TREE)

ON

E WA

Y TRAFFIC

ACCESS


OPTION 1

OPTION 2

OPTION 3

FIGURE 4F, ACCESS OPTIONS, 1:5000 (A3)


1. Option 1 - Mingling: As now, pepper-pot the car reliant businesses with other types of businesses. However this may result in spatial conflict between the different business types and reduce the quality of the route for pedestrians and cyclists, especially in the narrowest areas.

1. Option 2 - Cluster: Place the vehicle reliant businesses in one area of the low line where their impact will be least felt. Areas where this may be appropriate could be the southern most end of the route, between Fielding St and Empress Street.

2. Option 3 Block Ends: Place the vehicle reliant businesses at the block ends so they are nearest the road access. This will limit the car penetration into the route.

3. Option 4 - Removal: remove all car servicing garages and car reliant businesses away from the arches.

Design Features: Alongside each of these interventions design and policy features could be included which would enhance how pedestrian and cyclist friendly the route could be. These include using a different road surface, such as bricks or concrete, a very low speed limit, moveable bollards to limit car access, or time constraints for vehicle access.

DELIVERY CONSIDERATIONS:

Business Consultation Any suggestion to move the existing businesses will require sensitive consultation and discussion with the existing businesses, to ensure the change doesnt adversely affect business models.

Rent Levels Promoting the arches as potential retail, restaurant and workshop business space alongside enhancing the urban realm has the potential to increase rents, which will affect both existing businesses and the type of future businesses able to rent arches. Managing these rents to ensure the spaces are used by local SME businesses could link to the development of the BME business policy. Precedents exist (see appendix Diii).

Planning Use Class designation Through a Neighbourhood Plan, it will be possible to use the planning use class system to suggest the locations of businesses.

BUSINESS USE


LAND USE

OPTION 1 - MINGLING

OPTION 2 - CLUSTER

OPTION 3 - BLOCK END

OPTION 4 - REMOVAL

FIGURE 4G OPTIONS FOR CAR GARAGES 1:5000 (A3)


GREEN INVASION

LIVING WALLSSPILL OUT PARKS

POT PLANTS

1) Greening: Providing space for planting: flowerbeds, vertical wall planting, trees and hanging baskets where light and space enable it. This can also be enhanced in the widest areas by breakout pocket parks. 2) Art: Enlivening the space through mosaics, graffiti, murals both on walls and the road surface which can encourage use and are not limited by light or space requirements. 3) Lighting: The narrow spaces lend themselves to overhead lighting which could be strung between the arches and buildings. This would also make the space feel safer, and could enable night-time use. 4) Corporate: There are some examples across London where arches have been used by large corporate businesses. One or two such tenants could act as anchor tenants drawing in more customers and therefore businesses. However this could compete with units on Walworth Road and reduce the unique offer of the Low Line. Through the regeneration there will already be new build business spaces to accommodate large retail and chain stores and there is less space proposed for SME businesses.

CONSIDERATIONS FOR DELIVERY:

Night time use Currently most of the spaces are gated with gates locked outside of business hours. This prevents crime and antisocial behaviour. There is a risk that if the space is opened up but not animated at night-time it could become unsafe. Lighting and later operating businesses could help address this, however this would need to be in consideration of nearby residential developments.

Legacy Consideration will have to be given to maintaining the design features. This is particularly important with green features. The Council or National Rail (as the majority landowner) may be able to take on the maintenance, otherwise businesses could be encouraged to, or residents living adjacent, especially those without access to outside space.

Community Participation Greater ownership and therefore use of the route could be encouraged by co-designing the space. This could draw in a range of stakeholders including residents and business owners and could draw on local expertise such as students from the London College of Communication, local allotment owners, and specialist local design businesses. This could also reduce the cost of design.

ART

LOCAL IDENTITY

PAVEMENTS

LOCAL ART

ARTIST STUDIOS

DESIGN STYLES

E&C SUBWAY

POLANDMILLWALL PARK


LIGHTING CORPORATE

HIGH QUALITYBIG BRANDS

HEALTH CLINIC

LANTERNS

CONTEMPORARY

TREE LIGHTS

FAIRY LIGHTS

VAUXHALL

NURSERY PARK

LOS ANGELES

ATHENS BURRELL ST.

CLINK ST.

EXISTING


DESIGN VISUALISATION ROBERT DASHWOOD WAY


(Parking)

SharedRoad

New

Tree

5.5 3.0 3.0

8.5

11.5

Footpath

Private Property

Tables&

Stalls

Reused Rail A

rches

1:750 (A3)

STEEDM

AN

STREET

AM

ELIA STREET

Insert

1:200 (A3)

POTENTIAL FOR FUTURE LINK TO WALWORTH ROAD

EXISTING BUILDINGSEXISTING BUILDINGS

RAILWAY ARCHES

REMOVED PARKING BAYS FOR PLANTING

STRING LIGHTING ACROSS ROUTE AND IN TREES

ADDITIONAL PLANTING

VERTICAL PLANTING /CLIMBERS

NEW ROAD SURFACE

NEW ACTIVE USES

1:200 (A3)


ARTROCKINGHAM STREET (NTH - STH)


ROC

KING

HAM

STRE

ET

NEW

KEN

T RO

AD

1:500 (A3)

POCKET PARK

GREEN ROOF ON EXISTING GARAGES / STORAGE

NEW FOCAL TREE

STRING LIGHTING ACROSS ROUTE AND IN TREES

RAILWAY ACRHES

NEW RAISED PLANTINGNEW ROAD SURFACE

NEW ACTIVE USES

POTENTIAL LINK INTO SEMI PRIVATE OPEN SPACE /

PLAYGROUND

3.5 3.0

8.0

Footpath

Private Property

Reused Rail A

rches

Planting

1.5

Footpath

Storage(green roof)

1:200 (A3)

47

APPENDIX A

A


FINAL PROJECT BRIEFSupport the Elephant and Walworth Neighbourhood Forum to develop an evidence base and policies to improve connectivity and green infrastructure within the proposed plan boundary.

1. TAKE THE LOW LINE

Project Ambition:Transform the unused space alongside the existing railway viaduct into a vibrant pedestrianized street with high quality green environment. Support the development of workshops, independent retail, cultural and leisure uses in the arches.

Outputs: Site Analysis of:

Design typologies serial analysisExisting land useConstraints

Fact-sheet of other examples where arches / railways have been developed for small business spaces / vibrant pedestrian areas

Draft Design proposals and land use proposals to illustrate the potential of the area

2. NEW KENT ROAD

Project Ambition:Transform the New Kent Road between the Elephant and Castle Roundabout and Harper Road so it feels more like a busy high street than a motorway / current traffic corridor, with slowed traffic and enhanced public realm to incorporate three new pedestrian / cyclist crossings.

Outputs: Site Appraisal

Traffic analysis Road Layout analysis Design analysis

Analyse current Lend Lease; Delancey and TfL plans, including for new cycle infrastructure.

Develop design proposals for the stretch of road between the Elephant and Castle roundabout and Harper Road to slow and green the road.

3. GREEN LINKS

Project Ambition:Creating safer streets, which prioritise pedestrians over cars, between important green spaces in the neighbourhood forum area and to provide safer and more appealing connections between East and West Walworth.

Outputs: Site Analysis

Traffic Existing pedestrian / cycling provision Design features

Develop design proposals and legibility improvements for the four key routes:

Nursery Row Park to Faraday Gardens Faraday Gardens to Paisley Park Paisley Park to Nursery Row Park Nursery Row Park to Darwin Street (to join existing green link)

Create transferable design typologies, which can be used on similar roads in the rest of the neighbourhood forum area.

ORIGINAL PROJECT BRIEF Green infrastructure:

The neighbourhood forum has identified a list of projects for supporting the development of green infrastructure in the area. Further work is needed to understand how these projects can be embedded in the neighbourhood plan and the opportunities that exist for funding these projects.

The tasks are to:

Produce an evidence base for the Take the Low Line project (a green route that links with the development of the railway arches) and consider how this might be delivered by producing a fact-sheet of existing examples where railway arches and railway lines have been developed;

Produce evidence for crossings on New Kent Road (that will support cyclists and pedestrians and also connect with green routes) and consider how these might be delivered by looking at the plans of Transport for London, and the developers Lend Lease and Delancey.

49

APPENDIX B

B


GREEN LINKS PRECEDENTS

EXISTING GREEN LINK ENGLAND STREET PLANTINGPortland Oregon

Chicago

New York Virginia

Derbyshire Street

London Exhibition Road

Hereford Widemarsh StreetChatham Street

Alvey Street

Bagshot Street


SHARED SPACE TEMPORARY BARRIERS / TRIALS PLANTING

Brighton

East Street - Horsham

Times Square

Amsterdam

Garden with Year Round Colour and Form

Derbyshire Street

52

APPENDIX C

C


TfL consulted on proposed changes to the Elephant and Castle roundabout during 2014. As a result of this consultation they have decided to proceed with the improvements and incorporate Option B into the design of Elephant and Castle. Work is due to commence in late spring 2015.

Ci TFL PROPOSALS


Cii DEVELOPMENT PROPOSALS Delancey are yet to bring forward their plans for regeneration in Elephant and Castle but initial contact through their agent suggests they are committed to improving linkages for pedestrians and cyclists throughout their development area on New Kent Road. This commitment is likely to include some level of pedestrian and cyclist permeability through the new development.

Delanceys planning permission includes 373 new homes, 450 new student rooms and redevelopment of the existing Elephant and Castle shopping centre.


Lend Lease do not yet have specific proposals for improving cycling and pedestrian transport in the area but have set out detailed analysis and objectives in their Design and Access statement which accompanied their Heygate residential development planning application.

Lend Leases planning permission includes 3,000 homes, retail, leisure and new open spaces.


TRAFFIC CONGESTION

MORNING PEAK

MIDDAY

AFTERNOON PEAK

EVENING

MORNING PEAK

MIDDAY

AFTERNOON PEAK

EVENING

MORNING PEAK

MIDDAY

AFTERNOON PEAK

EVENING

MONDAY FRIDAY SATURDAY

SOURCE: GOOGLE ANALYTICS

Ciii ROAD ANALYSIS


TRAFFIC TYPE AND VOLUME

Year 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013All Motor Vehicles

46273 45906 42675 44843 50138 47633 48052 48348 41163 46290 43957 43380 36119 36089

SOURCE: DEPARTMENT FOR TRANSPORT, CROWN COPYRIGHT.

Year Pedal Cycles Motorcycles Cars/Taxis Buses/Coaches

LGVs HGVs All Motor Vehicles

2001 1754 2311 32348 2564 7161 1522 459062005 1100 1248 34065 2443 7610 2267 476332009 2892 3294 29954 2754 8389 1899 462902013 2257 2404 22382 3087 6014 2202 36089


Year 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013Pedal Cycles

1540 1754 687 2706 893 1100 1401 1796 1933 2892 3845 3780 2369 2257



TFL PROPOSALS FOR NEW KENT ROAD

New Kent Road Crossing at Meadow Row

The proposal here is to convert this crossing to a Toucan which will also incorporate pedestrian countdown facilities. Changes to the layout would generally be limited to the signal infrastructure only. However, further improvements to this crossing would be considered as the Elephant Park regeneration scheme develops during the next few years.

New Kent Road Crossing at Falmouth Road / Rodney Place

This crossing would be also be converted to a Toucan with Pedestrian Countdown facilities. They are also planning to introduce a new central traffic island to improve safety and legibility of the signals.

To accommodate a satisfactory island width TfL has considered options to widen one side of the carriageway or both with widening both sides being the preferred option. It is also proposed that the central strip from Falmouth Road will be extended eastwards to prevent illegal right turning from this side road.

In summary it is expected that road traffic would be slightly reduced by the proposals.


TRAFFIC INCIDENTS

CYCLISTS

MOTORISTS SOURCE: CRASHMAP.CO.UK

SOURCE: CRASHMAP.CO.UK


PEDESTRIANS

SOURCE: CRASHMAP.CO.UK

62

APPENDIX D

D

1. IMPROVED CONNECTIVITY: There are currently limited direct walking and cycling

routes running north-south in the forum area. Currently the only direct route is along Walworth road

which is a busy high street with constrained space for pedestrians and cyclists.

Elephant and Castle is a key transport node which pedestrians and cyclists should be able to reach easily.

This approach is supported by the Elephant and Castle Opportunity Area Planning Framework:SPD 11: Walking and Cycling:We will work with TfL, developers and other stakeholders to provide a high quality network of pedestrian and cycle routes in the opportunity area.

Development in the opportunity area should Reduce severance created by the railway viaducts and main roadsLink new and existing public and open spaces creating a network of spaces that act as a focus for activity and draw people through the area. 4.4.7 Cycling and walking routes are currently very constrained by the railway viaduct and road network.

Di BENEFITS


BENEFITS 2. SPACE FOR NEW SME BUSINESSES: The railway arches are currently underused as business

spaces with many of the arches empty or used for storage.

Where they are used, it is predominantly for light industrial (B2) uses which detract from the areas amenity.

There are examples across London where railway arches have successfully been used for a range of businesses.

A broader range of businesses, including office or studio space interspersed with retail, food manufacture, cafs and restaurants would help draw pedestrians through the route.

3. IMPROVED AMENITY: There is a high level of new development occurring

alongside the railway arches, including new student housing and the redevelopment of Manor Place.

These new developments are in close proximity to the railway line and overlook the route or have back entrances onto it.

The current underutilised, unanimated and low quality of the urban realm provide a poor visual outlook for the new developments.

Improving the outlook for the developments which encourage further use of balconies and back entrances, creating a virtuous circle improving use and safety.

This approach is supported by the Elephant and Castle Opportunity Area Planning Framework:SPD 4: Jobs and Business:Provision of new business space, including incubator space, will be supported and must be designed flexibly to accommodate a range of unit sizes to help meet the needs of the local office market and SME businesses and to enable businesses to remain in the area as they growThe railway arches should continue in active use for a range of B uses including small business space, creative and cultural industries, light industrial uses and appropriate A or D class uses.

4.1.18 The railway arches are a key feature of the area and provide a significant amount of space for businesses Through saved Southwark Plan policy 1.5 we promote the use of the railway arches for a variety of uses, including shops, cafs, restaurants, business units and community uses.

SPD 37: Land Uses:A range of retail (A class use), business (B class use) and leisure (D class) uses will be allowed in railway arches.

5.5.10 A range of non- residential uses will be permitted in railway arches to encourage the regeneration of arches, generate more activity around them and reduce their impact as a barrier to movement.

This approach is supported by the Elephant and Castle Opportunity Area Planning Framework:SPD 15: Public realm:

We will work with TfL, developers and the community to transform the quality of the public realm in the opportunity area, ensuring that it: Prioritises pedestrian and cycle movement and creates places in which people will want to linger. Helps create a sense of place and reinforces or encourages the positive development of the areas character. Is inclusive, well lit, overlooked and which feels safe at different times of the day and in the evening.

4.5.2 There is also the opportunity for proposals to provide unique elements located within the public realm or on buildings to enhance the sense of place and quality of the new neighbourhood and create features of surprise or delight. These might be achieved by the following: Public art opportunities Wayfinding elements Street Furniture Lighting Hard and soft landscaping

4. REGENERATION: The Elephant and Castle area is currently undergoing

an extensive regeneration project as one of Londons opportunity areas.

There have been many examples in London and across the world of using railway infrastructure as a focus for regeneration.

The railway arches and route alongside have the right ingredients to become positive regeneration project, improving the public realm and public enjoyment, as well as employment space and economic value.

This approach is supported by the Elephant and Castle Opportunity Area Planning Framework:SPD 4: Jobs and Businesses:

4.1.18 The railway arches are a key feature of the area and provide a significant amount of space for businesses. However, the contribution which the arches make to the character of the area is currently limited by the fact that the public realm around them is often poor There are many examples in Bankside and Waterloo where use of arches for shops, creative industries and restaurants when combined with public realm improvements to the external environment, can help create lively and attractive places.

Elephant and Castle OAPF


Existing Arch Precedents:High Line Viaduc Des Arts London Fields/ Forth ST. Deansgate Locks Ropewalk / Maltby Street / Spa Terminal Docklands Light Rail (DLR)

Proposed Arch Precedents:Morning Ln. Bishopsgate Goodsyard

Other Relevant Examples:Centre Pl.

Dii TYPOLOGIES

DLR

MALTBY STREET

VIADUC DES ARTS

HIGH LINE

DEANSGATE

LONDON FIELDS

FORTH STREET

CENTRE PLACE

BISHOPSGATE GOODSYARD

MORNING LANE

Railway In Use?

Rail Arches repurposed?

Through Route?

Constrained Access?


HIGH LINEDifference form the Low Line:

* Current railway in not use

* More space and light available to enable the creation of growing spaces

Relevance for the Low Line:

* New walking route created

* Repurposed underused railway infrastructure

* Regeneration vehicle

Location: New York, USA

Typology: Disused railway infrastructure; railway tracks repurposed; through route

Linear park created on top of a disused railway line. The underneath of the highline currently underused.

DELIVERYCommunity led scheme:

In 1999, following the closure of the active rail link in the 1980s, a charitable organisation called Friends of the High Line was established by residents in the surrounding area, to lobby for the preservation of the infrastructure and re-purposing as a public open space. Gathered high profile and public support and in 2004 New York Mayor Bloomberg committed $50m towards the project. This was in addition to private sponsorship (mostly by major adjacent landowners, who recognised the regeneration possibilities) and the total raised was more than $150m. In 2005/6 New York City adopted the line from Federal Transport, tendered the design, and started construction. The legacy is preserved through a partnership between New York City and the Friends of the Highline and maintenance is funded through private contributions raised by Friends of the Highline.

http://www.thehighline.org


VIADUC DES ARTSDifference from the Low Line:

* Current railway not in use


* Access routes less constrained with more room for pedestrians, cyclists, and servicing.


* New walking route created

* Renovated railway arches now used for high end retail and cafs

* Regeneration vehicle

Location: Paris, France

Typology: Disused railway infrastructure; railway tracks and arches repurposed; through route

Disused railway arches with linear park on top and renovated railway arches underneath. Railway arches renovated for use by high end retail and cafs. The arches sit alongside a major vehicle boulevard with wide pavements, street planting, cycle lanes.

DELIVERYRegeneration led scheme:

In 1979, ten years after the closure of the rail line, the Atelier Parisien dUrbanisme, (the quasi-governmental non profit Urban Planning Organisation for Paris, comprised of representatives from the Paris municipality, state government and business) commissioned a report to explore options for the line. In 1983 the planted element of the transformation opened and in 1988 the arches were renovated for use as art galleries, shops and cafs. The area is still managed as a collaboration between the Mayor of Paris, the local arrondisement, SEMEAST (a private regeneration vehicle part owned by the city) and the shop keepers guild.

http://www.leviaducdesarts.com/ http://www.semaest.fr/

OCCUPIED RAIL ARCH BUS


LONDON FIELDS/ FORTH ST.Difference from the Low Line:

* No through route created for pedestrians


* Access routes less constrained with more room for pedestrians, cyclists, and servicing.


* Current railway in use

* Repurposed railway arches used for a range of retail and cafs as well as storage and very light industrial uses.

Location: Hackney/Newcastle, United Kingdom

Typology: In use railway; repurposed arches; wide access; destination

In use railway lines with retail use in the railway arches. Mix of retail uses including a bakery, brewery, antique furniture stores, storage. Quiet but wide access roads. Low scale buildings on the opposite side of the road. Access alongside the arches is limited to distinct, separate blocks.

OCCUPIED RAIL ARCH


DEANSGATE LOCKSDifference from the Low Line:

* No through route created for pedestrians

* Canal side, creating more light and open space

* Redevelopment focused on night-time economy



* Renovated railway arches now used for leisure

Location: Manchester, United Kingdom

Typology: In use railway; arches repurposed; canal-side; destination

In use railway line with arches underneath, renovated into a night-time quarter for Manchester. The horizontal divisions of the high roofed arches create an increased density of use. The area is entirely pedestrianised and sits alongside a canal.

OCCUPIED RAIL ARCH

OCCUPIED RAIL ARCH


ROPEWALK / MALTBY STREET / SPA TERMINALDifference from the Low Line:

* No pedestrian through route created



* Renovated railway arches now used for

Green Infrastructure

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