st george wharf report by p1Uzfrq5


									                                                        planning report PDU/0434c/01
                                                                            18 October 2005

                      Block A, St. George Wharf, Vauxhall
                                                   in the London Borough of Lambeth
                                         planning application no. 05/00781&2/FUL

Strategic planning application stage 1 referral
Town & Country Planning Act 1990 (as amended); Greater London Authority Act 1999;
Town & Country Planning (Mayor of London) Order 2000

The proposal
The provision of a curvilinear block to provide 294 homes with retail type uses at ground
floor level together with 102 car parking spaces (only 12 of which are additional) , 294 cycle
spaces and 25 motor cycle spaces.

Developer: St. George South London. Architect: Broadway Malyan

Strategic issues
 Land use considerations: The loss of a hotel is regretted but justified with details of a
  thorough marketing exercise.
 Housing issues: The mix of flats, level of affordable housing and its tenure range follow
  closely the Secretary of State’s recent decision in respect of the Vauxhall Tower. Whilst
  not a location for family housing, further consideration is required to assess if the new flats
  will meet Sustainable Residential Quality principles.
 Design: The design follows previous consents in terms of bulk and massing. Changes to
  the ground plane, disabled access and elevation treatment are suggested.
 Renewable energy: St George has concluded that renewable energy is unfeasible on site.
  Nonetheless, there is potential for further discussion on implementing the Mayor’s energy
 Transport: The proposal should provide short and long stay cycle parking for the retail
  uses and TfL has identified a requirement for a mobility impaired person’s lift in preference
  to the escalator currently required by the legal agreement.

That the Local Planning Authority be advised that the Mayor considers that the application
requires revision in order to comply with London Plan policies and that the associated legal
agreement should be provided to the Mayor prior to further consideration of the referred

                                                                                          page 1
1      On 8 July 2005, Lambeth Council consulted the Mayor of London on duplicate
applications for a proposal to develop the above site for the above uses. Under the provisions of
the Town & Country Planning (Mayor of London) Order 2000, the Mayor has the same
opportunity as other statutory consultees to comment on the proposal. This report sets out
information for the Mayor’s use in deciding what comments to make.

2      The application is referable under Category 1C of the Schedule of the Order 2000:
“Development which comprises or includes the erection of a building … which is more than 25
metres high and is adjacent to the River Thames.”

3      If the Local Planning Authority subsequently decides that it is minded to grant
planning permission, it must first allow the Mayor an opportunity to decide whether to direct
the Council to refuse permission.

4       The environmental information for the purposes of the Town and Country Planning
(Environmental Impact Assessment) (England and Wales) Regulations 1999 has been taken
into account in the consideration of this case.

5     The Mayor of London’s comments on this case will be made available on the London
Website .

Site description
6      Also known as the Effra site or St. George’s Wharf, the application site is a
prominent riverside location on the South Bank close to Vauxhall Bridge. It is highly visible
from the north bank and from nearby Vauxhall and Chelsea Bridges and occupies a river
frontage of approximately 300 metres in a prominent inflexion of the river’s course.

7       The Palace of Westminster World Heritage Site is 1.4 km. to the north on the other
side of the river. Townscape quality on the north bank and along the river is of very high
quality but in the immediate vicinity of Vauxhall cross, to the south of the site, it is generally

8      The site is currently owned by St. George Plc, a division of Berkeley Homes. It is
under redevelopment following decisions by Lambeth Council and the Secretary of State
granting planning permission for what is known as ‘St. George’s Wharf’ and the Vauxhall

9      The site is bounded by busy roads, highways infrastructure and a collection of mostly
undistinguished buildings. An exception is Terry Farrell’s Foreign Office building which
occupies the south east corner of Vauxhall Bridge. There is also the grade II* listed
Brunswick House (Georgian) which stands on the corner of Nine Elms and Wandsworth
Road, the Elephant & Castle pub on the corner of Bondway with Station Parade, and the
former Bank premises at 1 to 3 Bondway adjacent to it.

10      The site is within the Nine Elms/Vauxhall Battersea Opportunity Area as defined by
the London Plan and is one of a ring of opportunity areas that surround the Central
Activities Zone(CAZ). Lambeth Council considers Vauxhall to be within the CAZ.

11     The site is located alongside Wandsworth Road and Vauxhall Bridge Road, both of
which form part of the Transport for London Road Network (TLRN). It has a public

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transport accessibility level (PTAL) of 6 (on a scale of 1 to 6 where 6 is most accessible).
The site is in very close proximity to Vauxhall Cross Transport Interchange which provides
access to a range of bus services, the Victoria line Underground and National Rail services.
It is also within walking distance of Pimlico Underground station. Part of the site is above
an entrance to Vauxhall Underground Station.

Details of the proposal
12     The application is made by St George South London using Broadway Malyan as
architects. It is for a J shaped block that continues and completes the last section of St George
Wharf which is closest to the foot of Vauxhall Bridge. The building would rise to twelve
storeys and would accommodate 294 one and two bedroom flats with retail type uses on the
ground floor either side of a generous pilotti entrance to the courtyard.

13     The level of affordable housing would be 40% in terms of habitable rooms subject to the
terms of the associated legal agreement. If social housing grant is available, this would increase
to 50%.

14      Parking would be within the basement parking area for the rest of St George Wharf.
There would be 102 car parking spaces for the development but only 12 of these are additional
to the level consented thus far on the site. This is because the Secretary of State imposed a
limit on parking when granting planning consent for the Vauxhall Tower. Thus, implementing
the Tower permission means transferring residential parking from other parts of St George
Wharf as well as substituting for the office and hotel parking.

Case history
15      The site was occupied up to the 1950s by the former Phoenix Gas Works resulting in
partial contamination.

16      In 1961, permission was granted for the erection of the Nine Elms cold store. This
was implemented and has now been demolished. In 1969, planning permission was granted
for a television centre. This was never implemented. The site was mainly used for parking
from 1963 onwards.

17     When Michael Heseltine was Secretary of State for the Environment, he considered
that important Thames-side sites should be the subjects of architectural competitions to
bring them forward for re-development. In 1982, a competition was held for the Effra site,
which at that time included both sides of the foot of Vauxhall Bridge (i.e. the site which is
now the Foreign Office). Planning powers were taken out of the hands of Lambeth Council
and planning permission was granted by means of a Special Development Order.

18      This led to the approval in 1988 and eventual construction of Terry Farrell’s design
for the Foreign Office on the eastern side of the bridge. In 1995, the Secretary of State
approved outline planning permission for part of the original ‘St. George’s Wharf’ site, now
known as ‘Phase 1’.

19      In 1999 and 2001, Lambeth Council issued further planning permissions which cover
the entire site. These were amended in 2004 to rearrange the layout of some of the blocks so
that they would provide a better setting for the Vauxhall Tower. The Tower was not part of
the consented scheme but was approved by the secretary of state in June 2005 following a
public inquiry in July 2004 in which the Mayor supported St George against Lambeth
Council’s refusal of planning permission.
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20      Including the tower, 1074 flats have been approved on the St George Wharf site since
1999. In all of the previous consents, Block A is shown as a 409 bedroom hotel. It will be the
last block to be built out in the St George Wharf development.

21      The 1999 and 2001 permissions contain a commitment that St George will provide £1
million towards a river pier or to public transport in general. So far, this finance, which is index
linked, has not been allocated. The consents also require an escalator link between St George
Wharf and the Underground Station.

Strategic planning issues and relevant policies and guidance
22     The relevant issues and corresponding policies are as follows:

      Land Use considerations    London Plan, PPS6; PPG13; St George Hotel Marketing Report
      Housing issues             London Plan; PPG3; draft Housing Provision SPG
      Health                     London Plan
      Ambient noise              London Plan; the Ambient Noise Strategy; PPG24
      Sustainable development    London Plan; PPS1, PPG3; PPG13; PPS22; the Mayor’s Energy
      Urban design               London Plan; PPS1
      Transport & parking        London Plan; the Mayor’s Transport Strategy; PPG13
      Access/equalities          London Plan; SPG “Accessible London: achieving an inclusive

23     For the purposes of Section 38(6) of the Planning and Compulsory Purchase Act 2004,
the development plan in force for the area is the 1998 Lambeth Unitary Development Plan
(UDP) and the 2004 London Plan. Lambeth Council published its Revised Deposit Draft
Replacement UDP in August 2004. The site has no specific designations in the 1998 UDP.

Land use considerations
24      This proposal will be the last in a series of planning consents for St George’s Wharf and
should be seen as a part of a larger mixed use scheme. When first approved in 1999, only
approximately 60% of the overall project was residential with the remainder as offices, retail
type uses and the hotel. In recent consents, the quantum of offices has reduced from 22,511 sq.
m. to 9,113 sq. m. and with the Vauxhall tower, the non residential part of the development has
reduced to 24% of the overall project.

25      This proposal would replace 23, 251 sq. m. of hotel floorspace with 294 new flats taking
the level of non residential development to approximately 9% of the total. This is partly a
reflection of the increase in the intensity of residential development on the site but mix of use
has narrowed significantly also.

26     The hotel has been marketed for some considerable time and despite some offers being
received for it, a suitable tenant could not be found. The last potential letting opportunity
collapsed in March 2004 according to the hotel marketing report produced by St George.

27    It is regrettable that a proposal that was conceived as a mixed use scheme in a central
London opportunity area with excellent public transport has become overwhelmingly

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residential in nature. This is especially so given that the nature of this corner of St George
Wharf lends itself to a non-residential use.

28     The hotel marketing report provided by the applicant does show that there has been a
serious attempt at finding a suitable tenant. There will, nonetheless, be many other
opportunities for hotel development in Vauxhall.

29     The retail uses in the development follow closely those approved in the previous
consents and, as such, raise no new impacts that have not previously been considered.

Housing issues
30      The proposal is for 294 flats in a curvilinear block facing Wandsworth Road and the
foot of Vauxhall Bridge. The flats would be arranged either side of a long central access
corridor with two lift cores. The new flats would have a prospect either of the courtyard or the
road and transport interchange to the south and east. All of the flats are single aspect.

31      The lifetime homes standard will be attained in most respects although it is recognised
that there are difficulties achieving the level shower threshold. Nonetheless, the principal issue
concerning the lifetime homes standard is the parking for disabled people(See discussion
below). The 10% wheelchair housing is also achieved. The principal internal corridors are long
and it has been suggested that a magnetic door closing system is connected to the building’s
fire detection and alarm system so that fire doors can be kept open when not needed. This has
been initially agreed by the applicant. Following discussion with GLA officers, the application
has also been revised to show four additional disabled parking spaces taking the total to 6.

32      The housing is mainly two and one bedroom flats but it is recognised that the site is not
suitable for family accommodation. Notwithstanding this, providing finance for off-site
affordable housing would provide a better implementation of the London Plan if it would yield
a greater level of family accommodation in a more appropriate location in the borough.

33      St George has undertaken to provide 40% of the habitable rooms in the development as
affordable housing. If public subsidy is received, this will increase to 50% of habitable rooms.
This follows Lambeth Council’s emerging development plan policy. The Mayor did not object
to the emerging draft in this respect.

34     In line with the Secretary of State’s decision on the Vauxhall Tower Inquiry, the
affordable housing would be split 50:50 between intermediate housing and social rented. This is
a maximum position. It is the developer’s intention to include a provision in the legal
agreement that would allow the level of social housing to reduce in certain circumstances on
the proviso that it would not be less than 25% of the affordable housing. In view of this, it is
recommended that the full draft of the legal agreement should be seen by the Mayor before
considering the referred application at its second stage.

35      Affordable housing comprises social housing, intermediate housing and, where
intermediate affordability criteria are met, low-cost market housing. It is expected that the
associated legal agreement would contain a definition of affordable housing in line with the
definition provided in the London Plan policy 3A.6 , and the guidance in the draft Affordable
Housing SPG as updated in the final Housing SPG to be published in November 2005.


                                                                                           page 5
36      There was much discussion during the Vauxhall Tower inquiry into the appropriate
level of finance that should be provided by the developer to mitigate the impact the
development would have on local health facilities. It was agreed at the inquiry that a formula
proposed by St George during the inquiry could be used to calculate a financial contribution to
health. This approach was agreed by parties at the appeal and affirmed by the Inspector and
Secretary of State.

37     The formula provides a sum of £73,305 to mitigate the impact of 350 residents in the
194 additional flats in the Vauxhall Tower. St George has proposed to deploy the same
methodology in this referred application in order that the legal agreement would be in line with
the remainder of the St George Wharf site.

38      In April 2005 the NHS Healthy Urban Development Unit published a planning
obligations toolkit to assist with assessing the appropriate level of financial mitigation for
health impacts. The Healthy Urban Development Toolkit is generally used to calculate these
impacts. In this case, it is recognised that the formula proposed by St George was accepted by
all parties during the inquiry and recently affirmed by the Secretary of State. As such, it will be
acceptable in the circumstances.

Ambient noise
39    The Mayor’s Ambient Noise Strategy was published in March 2004 and includes
guidance on sound conscious urban design. The strategy describes a range of initiatives that
can usefully be deployed to address ambient noise problems. The strategy amplifies earlier
guidance on Sustainable Residential Quality (1999).

40    The site is significantly affected by road traffic noise, falling in the upper part of Noise
Exposure Category C of PPG24. This states that ‘planning permission should not normally be
granted for residential use. Where it is considered that permission should be given, for
example, because there are no alternative quieter sites available, conditions should be imposed
to ensure a commensurate level of protection against noise’.

41      Good internal conditions for future residents can only be created by provision of suitable
glazing and other insulation, and permanent arrangements to secure ventilation without the
need to have windows open. The block includes many ‘single aspect’ flats served by internal
spine corridors, meaning that many dwellings lack access to a ‘quiet side’. Ambient noise levels
affecting the site remain high at night.

42      The applicant should consider the need, not just for sustainable ventilation, but for
sustainable cooling (e.g. using borehole water), having particular regard to projected increases
in incidence of very hot summer nights, and ‘heat island’ effects.

43      The applicant should also consider how changes in design might provide some ‘self-
protection’, allowing suitable conditions to be secured for at least part of the time with
windows open or partly open. Potential design changes include use of acoustic balconies, and
stepping back the residential part of the block behind a retail podium, which could include a
screened roof garden. Water features could be considered, providing soundscape interest to
offset the dominance of traffic noise.

44      Overall, the location is far from ideal for housing and the design does not address sound
conscious urban design principles in certain respects leaving serious concerns about the
suitability some of the flats at lower levels facing the road network.

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Urban design
45     The design of Block A follows previous consents closely in terms of bulk and massing.
Because ambient noise levels outside the development are so high, the elevations cannot easily
be enlivened with voids, although acoustically-designed balconies might improve conditions for
residents. The elevation treatment has the potential to be satisfactory in design terms provided
that the facing materials follow the context of the remainder of the St George Wharf scheme.

46      The soffitte of the eaves will be highly prominent and will require careful detailing. It is
suggested that this is broken up with occuli or with another treatment that will increase its
attractiveness as a feature of the building.

47      To safeguard against crime and the perception of it, it is also suggested that
fenestration be added to the internal walls flanking the main entrance to the courtyard. This
will increase informal surveillance and reduce the opportunities for anti-social or criminal

Transport for London comment
48     The site is located alongside Wandsworth Road and Vauxhall Bridge Road, both of
which form part of the Transport for London Road Network (TLRN). It has a public transport
accessibility level (PTAL) of 6 (on a scale of 1 to 6 where 6 is most accessible). The site is in
very close proximity to Vauxhall Cross Transport Interchange which provides access to a
range of bus services, the Victoria Line Underground and National Rail services. It is also
within walking distance of Pimlico Underground station.

49      As part of the overall enhancements to the Vauxhall Cross Interchange, London
Underground (LUL) has been designing congestion relief and Mobility Impaired Access (MIP)
schemes for Vauxhall Underground station. Constraints in the area surrounding the station
mean that only one viable location for the MIP access lift has been identified. This will provide
access from street level to ticket hall level. The escalator access from the site to the
Underground ticket hall proposed by the developer would compromise the delivery of the MIP
access lift. LUL has been in discussions with the developer and their engineers regarding this
issue and have recently agreed to develop a mutually-satisfactory physical layout, the outcome
of which will be submitted as a revision to this application. The final design, Heads of Terms,
programme for delivery, sequence and payment/contributions will then need to be agreed with
Transport for London (TfL). These may be best done through amendments to the existing
s106 agreement. Only then will TfL be in a position to fully support this application.

50      The Transport Assessment and subsequent car parking guidance notes provided set out
the proposed levels of car parking for this site in association with the wider St George Wharf
site (see Table below). TfL acknowledges that the combination of the extant permission in
addition to Phase 1 and Vauxhall Tower results in 781 on site car parking spaces across the
entire St George Wharf site. This application proposes an additional 25 residential parking
spaces to be allocated to an additional 294 residential units or an additional 12 net car parking
spaces across the entire St George Wharf site. This equates to a total of 793 spaces and results
in a reduction in the ratio of residential car parking spaces across the entire St George Wharf
Site from 0.679 to 0.537 per unit, which is in conformity with the draft London Plan and
therefore acceptable.

                                                                                            page 7
                                                          Total Already
                                                         Approved (Phase
                                                           1 + Extant      New Total on
         Application Site Area Only                       Permission +     the St George
                  Current        Already    Difference   Vauxhall Tower)     Wharf Site
Use             Application     Permitted       (a)            (b)            (a) + (b)

Residential         102            77         + 25            719               744
Office               0              0          0               6                 6
Health &
cal Centre           0             0            0               9                9
/Restaurant          0              0            0             33               33
Hotel                0             13          - 13            13               0
Suite                0              0          0               1                 1
Total               102            90         + 12            781               793

51      TfL welcomes the provision of 294 cycle parking spaces in respect of the 294 residential
units proposed. However, TfL expects to see additional provision regarding the 1,393 m2 of
Class A1/A3 (retail/restaurant) floor space in accordance with the London Cycle Design
Standards, which equates to a minimum of 10 spaces. The additional spaces should be located at
street level and be within easy reach of the retail/restaurant uses.

52     TfL supports the provision of a travel plan; this should be secured, enforced, monitored
and reviewed as part of the s106 agreement.

Equalities issues
53      An access statement has been submitted with the application and further information
has been supplied to support the submission. These seek to follow the guidance set out in the
Accessible London SPG. Generally, the accessibility of the building is good as there is lift
access to nearly all the accommodation in the building.

54     The applicant has stated that all the residential units will meet ‘Lifetime Homes’
standards. This is welcomed and should be secured by condition, although it does appear from
the plans that some aspects of the standard cannot be met, the proposal generally accords with

55     GLA officers have suggested the use of magnetic door closing in the long corridors and
changes to the ground plane aimed at increasing penetration to the internal courtyards at a
more acceptable gradient. These have been accepted and confirmed in revised drawings.

56     10% of the new housing has been designed to be wheelchair accessible, or easily
adaptable for residents who are wheelchair users. This should be secured using a planning

Sustainability & energy
57     In terms of its design and construction, the building will be inherently sustainable by
maximising development close to a significant public transport node. The development is
predicted to achieve a BREAM rating of ‘good’.

                                                                                           page 8
58     Policies 4A.7-4A.9 of the London Plan aims to reduce the likely carbon dioxide
emissions of development by requiring schemes to incorporate energy efficiency and renewable
energy measures. As part of this applicants are expected submit an energy demand assessment,
to demonstrate that heating and cooling systems have been incorporated in line with the
Mayor’s heating hierarchy, and to demonstrate the proportion of energy demand met by
renewable energy sources.

59      Sustainable design and construction can reduce the consumption of resources, cut
greenhouse gases and contribute to the good health of Londoners. Sustainable design is based
on principles that are intended to ensure that buildings are efficient in resource use, recognise
the uniqueness of locations, are healthy, adaptable and responsible in protecting the
environment and make the most of natural systems including, for example the use of passive
solar design or local ecosystems.

60      A report by St George has been submitted which sets out the consideration of energy
efficient design measures and its consideration of renewable energy technologies. It has
rejected the use of any renewable energy technologies and states that there will be a 25%
saving from the use of passive natural daylighting and ventilation, the materials and glazing
selected, and the use of energy efficient lighting systems and control measures.

61      The applicant has not demonstrated how the scheme will be heated, and whether the
choice is consistent with the London Plan. This should be addressed, and it should be
demonstrated that the scheme is not electrically heated, given the likely carbon burden
associated with this approach.

62     In terms of renewable energy technology, the following reasons for rejection have been

   Borehole heating and cooling is not technically feasible because of the site’s location above
    Vauxhall Underground station, and there are technical constraints to linking it to the
    Vauxhall Tower scheme.

   Wind turbines are restricted by the scheme’s design as the scheme is overlooked by taller
    towers. Notwithstanding this constraint, the potential visual impact cited by the applicant
    is not acceptable in principle, and it would have to be demonstrated through drawings for
    the impact to be considered.

   Photovoltaic cells and solar hot water panels have been rejected on aesthetic, roof space and
    cost grounds. At present these are not robust reasons for rejection.

   Combined Heat and Power (CHP) and Biomass CHP have been rejected on account of the
    lack of a suitable heating load. The consideration of biomass heating (as opposed to biomass
    CHP) has not been demonstrated.

63      Whilst the applicant has set out some of the energy efficient design measures and
indicated a likely saving of 25% carbon emissions from these, the scheme falls short of the
requirement of the London Plan energy policies and the justification presented to date for not
including any renewable energy technologies is not robust. In addition, it is not clear as to the
chosen heating and cooling system, and whether it is consistent with the Mayor’s heating
hierarchy. Significant further work is required at this stage for the scheme to be in line with
London Plan energy policies.

                                                                                          page 9
London Development Agency comment
64      As stated elsewhere in this report, it is disappointing that the St George Wharf
development has become less and less mixed though a combination of increase in residential
and a loss of other uses. This site, with its excellent public transport links and its close
proximity to many of the main tourist attractions in London and a significant proportion of
businesses would, on the face of it, have seemed an ideal location for a hotel. The attractions of
the riverside location of the site should further have enhanced its potential for a hotel. However
the applicants have produced marketing information which suggests otherwise. In
circumstances, there is instead a strong market for residential units and the loss of the potential
for a hotel, together with the benefits this would bring to London's visitor sector
and employment and training opportunities, and a more mixed use scheme is accepted. It is to
be hoped that another site or indeed sites in Vauxhall can be brought forward for a hotel.

65      The Council should satisfy itself that there is adequate infrastructure to serve the
additional homes to be created on the site - social/community, services and transport. If there
are deficiencies caused by this part of the St George Wharf development then they should be
addressed through appropriate on site provision and/or section 106 contributions as is offered
in respect of health provision to comply with London Plan policies 3B 1 and 12.

Local planning authority’s position
66     Officers at Lambeth Council are negotiating for changes to the development and
continue their assessment of the application’s compliance with policy.

Legal considerations
67      Under the arrangements set out in article 3 of the Town and Country Planning (Mayor
of London) Order 2000 the Mayor has an opportunity to make representations to the Local
Planning Authority at this stage. If the Authority subsequently resolves to grant planning
permission, it must allow the Mayor an opportunity to decide whether to direct it to refuse
planning permission. There is no obligation at this present stage for the Mayor to indicate his
intentions regarding a possible direction, and no such decision should be inferred from the
Mayor’s comments unless specifically stated.

Financial considerations
68     There are no financial considerations at this stage.

69      In terms of land use, the loss of the hotel is a disappointment. St George Wharf is,
nonetheless, a mixed-use development still and it is encouraging that there were offers for the
hotel albeit from budget hotel operators. Vauxhall and the remainder of its Opportunity Area
will provide other opportunities for hotel development.

70       The site is the part of St George Wharf which is least suitable for permanent housing
situated in a very poor ambient noise environment. Although the principle of housing in this
site is acceptable, the design of the block should reflect the sound conscious urban design
principles outlined in the Mayor’s Ambient Noise Strategy. In its current state, there is concern
that some of the flats facing the road network at lower levels would have an unacceptable
standard of amenity especially during summer months and could, particularly with climate

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change, require mechanical cooling during the summer months placing upwards pressure on
energy demand.

71      In terms of affordable housing provision, the proposal has the potential to be acceptable
in terms of strategic policy. Notwithstanding this, providing finance for off-site affordable
housing would provide a better implementation of the London Plan if it would yield a greater
level of family accommodation in a more appropriate location in the borough. The level of
affordable housing provision broadly accords with Lambeth’s emerging policies which are in
line with the London Plan. The split between intermediate housing and social rented
accommodation has been agreed between Lambeth and the GLA in previous consents on this
site and as such, is acceptable this case. Nonetheless, the application signals a change in the
tenure split in certain circumstances leaving the level of social rented accommodation as low as
25% of the out-turn.

72     To ensure that the affordable housing is defined in line with the London Plan and to
properly assess the circumstances in which the tenure split of the affordable housing could
change, the Mayor should see the associated legal agreement before considering the
application at a later stage.

73    By following the methodology adopted in the Vauxhall Tower, the proposal will make
adequate provision for health impacts.

74     The development does not have lofty aspirations in terms of sustainability. There is no
proposal for renewable energy in the application and a BREAM rating of ‘good’ is predicted.
Policy 4B.6 calls for the highest standards of sustainable design and construction. The
applicant must address the issues of heating/cooling, and renewable energy which currently do
not meet London Plan policy requirements.

75     In design terms, Block A has the potential to be satisfactory in appearance but further
design development should focus on reducing the bulk of the eaves and incorporating
suggested measures aimed at reducing the perception and occurrence of crime.

76      The disabled parking has increased to 6 spaces and GLA suggestions in relation to
access for disabled people has been accepted where feasible and the proposal is now likely to
comply with the Mayor’s inclusive design policies. It is suggested that these improvements are
secured with an appropriate planning condition.

77      Overall TfL is generally satisfied with most elements of the proposed development in
transport terms and looks forward to reaching a mutually-satisfactory solution with the
applicant regarding the provision of the Mobility Impaired (MIP) access lift in place of the
proposed escalator and a satisfactory outcome to discussions on planning obligations. Although
there is a slight increase in the level of car parking, this is still within London Plan standards.
In relation to cycle parking, TfL expects to see additional spaces provided for the retail and
restaurant uses.

78     The London Development Agency would ask that appropriate measures are put in place
to enable local people to access the jobs and business opportunities which will arise during
construction of the development, to respond to London Plan policies 3B 1 and 12.

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for further information, contact Planning Decisions Unit:
Giles Dolphin, Head of Planning Decisions
020 7983 4271 email
Colin Wilson, Planning Decisions Manager (Development Planning)
020 7983 4783 email
Scott Bailey Senior Strategic Planner /Urban Design
020 7983 4266 email

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